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NEXT CHAPTER IN WI-FI ON TRAINS STORY
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EDITO
Out & about EURAILmag is published by BLUE LINE & Bro 78, av. de la République 75011 - Paris - France RCS Paris B 449 620 657
Rolling stock engineering, noise and vibration, Wi-Fi, critical communications, and operations… a number of the articles in this September 2015 issue of EURAILmag are the fruit of our travels across Europe. Over the past six months we have attended key conferences and trade fairs in London, Paris, Brussels, Barcelona, Milan, Bern… as well as meeting industry actors in situ.
Tel: +33 1 40 21 08 68 Fax: +33 1 40 21 09 61 Web: www.eurailmag.com Email: contact@eurailmag.com
Our May visit to SNCF CIM, the rolling stock engineering arm of French Railways based in Le Mans, really opened our eyes to the sheer complexity of the modern-day train – be it for commuter, regional, or high-speed service. The pressure is on; the challenges are daunting; director Pierre Lavergnat and his team of experts, in fields such as virtual reality and ERTMS, are instrumental in helping bring these high-tech systems to the tracks.
To contact the following departments, please dial +33 1 40 21 plus the extension number: Publication: Editorial: Advertising: Design: Promotions: Production:
05 77 48 46 48 42 48 43 48 48 48 42
Subscription: 1 year/2 issues Europe €52 / Worldwide €64 Please send full contact details and payment to: EURAILmag subscriptions 78, avenue de la République 75011 – Paris - France subscription@eurailmag.com Subscriber names and contact details are used internally and by organisations contractually linked to BLUE LINE & Bro. Original design: Frédéric Pérat EURAILmag allows all scientific & technical opinions and views to be expressed. Authors remain responsible for articles published. The editor reserves the right to refuse any content containing statements or views contrary to the interests of the publication. Printed in France, by Tezida.
June: ‘Train Communications & Systems 2015’, held over two days in London, has become a mustattend conference for keeping up to speed with developments in this particular sphere. And this year’s speaker-packed edition was up to the task. Key takeaways were how to successfully monetise on-train broadband, the importance of cooperation between all the actors involved, and ways and means of gaining bandwidth. Later this same month we were in Barcelona for ‘Critical Communications World’ and the ‘3rd eLTE Alliance’ summit. While both events catered to every industry, on the railway side much of the talk was about the successor to GSM-R. As demand grows for image, video, and high-speed data transmission, what technology/ies does the future hold? The two-day workshop ‘Silent freight vehicles on the Rhine-Alpine Corridor’, organised by Swiss Railways (SBB) and the Swiss Federal Office of Transport (FOT) proved a more intimate affair. Attended by a select gathering of representatives from rail infrastructure managers (IM), train operating companies, wagons keepers, governments, European-level authorities and organisations, the main objective of this event was to provide a platform for the actors directly concerned by railway noise and vibration across the European Union (EU). And everyone certainly had their say! Meeting railway industry actors in person, be they suppliers, manufacturers, operators, or authorities, has always been central to EURAILmag’s editorial approach. Keen to continue sharing the valuable knowledge and insight gained with you, our readers and social network followers, we look forward to new expeditions over the coming semester
EURAILmag Business & Technology
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Summary Vehicles
p10
Noise
p62
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SUMMARY | 5
EURAILmag BUSINESS & TECHNOLOGY 2015 SECOND HALF YEAR /// ISSUE 32
NOTICE BOARD
6 Railway events in Europe 2015
VEHICLES
10 Rolling stock – more than meets the eye 14 Virtual reality at SNCF CIM – immerse yourself! 22 SURFER approaches market shore 25 Citylink tram-train – destination Chemnitz
Infrastructure
p40
32 Move to digital railway systems fuels need for big data 34 OSIRIS & urban rail – paving the way to greater energy efficiency
INFRASTRUCTURE
40 Mission rail critical
40 Digital transformation? Yes, but how?
46 Railway communications – living in exciting times 49 Driverless for more – the rise of the automatic metro
52 Metal theft: industry calls for coordinated European action
58 State-of-the-art operations by Thalys
SPOTLIGHT NOISE & VIBRATION
62 Silent freight vehicles on Rhine-Alpine Corridor
Services
p68
SERVICES
68 Wi-Fi on trains – monetising, cooperation & bandwidth
74 Next chapter in Wi-Fi on trains story
75 Stations – realising their service potential?
76 Passengers – changing places & faces
WEB DIRECTORY 82 Find your way EURAILmag Business & Technology
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ISSUE 32
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Notice Board SEPTEMBER 2015
23/24 Transport Wireless Rail Shangai - China
16 High Speed Rail in the UK London - U.K.
Herakleos is holding its Transport Wireless Rail 2015, the only industrial event in Asia Pacific examining the transformative power of technology to improve Wi-Fi construction of rail transit. The event aims to bring 200+ senior representatives from rail/metro owners, telecom/networkoperators, wireless technology providers, private capitals, together to feature presentations and dialogue about requirements, technology capabilities, and challenges for the road ahead.
High Speed Rail in the UK is your chance to take advantage of the latest opportunities with HS2 - Europe’s largest engineering project. Hear detailed presentations from the directors of HS2 on how the project is progressing and how their supply chain is developing. Gain insights from HS1, SNCF Infra, DB Schenker, train operators and local government into how to incorporate the UK’s high speed rail investment into your plans. Meet the directors of Network Rail who are undertaking vast projects to facilitate HS2. Find out about all these opportunities with HS2 and more at Marketforce’s inaugural high speed rail event. www.marketforce.eu.com/events/transport-logistics/high-speed-rail-in-the-uk
22/ 25 Trako Gdańsk - Poland Trako, it’s : one of the world’s biggest and most prestigious meetings of rail transport representatives / more than 500 exhibitors, innovative products, state of the art solutions, premiere ideas / presentation of the state of the art in transport systems and railway infrastructure in Poland, Europe and around the world / 15 000 guests from the country and abroad / debates, conferences, seminars and company presentations. www.trakotargi.pl
23 America’s Customer Festival New York - USA An event that unites all aspects of the customer journey, from loyalty strategies and omnichannel to the implementation of solid Big Data, CRM, and payments strategies. This is where members of the industry looking to network with and learn from leading retailers need to be. www.terrapinn.com/conference/americas-customer-festival
23/24 Fire Protection and Safety in Tunnels Sandvika - Norway Building on last year’s success, the 7th annual Fire Protection and Safety in Tunnels conference will be held in Sandvika (near Oslo). The event will bring together a variety of industry representatives including leading academics, tunnel owners and operators, regulators and solution providers to share their experience and discuss challenges. www.arena-international.com/fpst
www.herakleos.com/twrail
23/25 EVOLVING RAIL: Innovation for tomorrow’s Railway - Young Engineers’ Railway Seminar York - U.K. This year’s seminar will look at the latest industry challenges with a plethora of engaging speakers covering projects and problems from all areas of the railway, including infrastructure, traction and rolling stock. Detailed technical content will be delivered through interactive workshops and panel sessions to enhance knowledge in key areas. Delegates will also get to choose from a variety of exclusive technical visits in order to learn first-hand from the wider railway industry. www.events.imeche.org
28/29 Brazil’s Customer Festival Sao Paulo - Brazil It is a two day interactive conference that unites all aspects of the customer journey. It gives you the perfect opportunity to optimize your customer-centric strategies by engaging with industry leaders. Topics discussed at the event include loyalty strategies, CRM solutions, big data, omni-channels, payments, engagement and experience. www.terrapinn.com/conference/brasils-customer-festival
29/1st October 6th East & Central Africa Roads & Rail Infrastructure Summit Nairobi - Kenya Improving transportation connectivity between East and Central Africa holds the key to overall development of the region, paving the way for splendid opportunities for business and trade. Rural and landlocked countries connectivity is particularly important for Africa as agriculture is a very important economy activity while perishable products often suffered from delays and post-harvest losses in remote areas. Effective intermodal solutions is the key to in-
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crease cargo throughput of bulky goods especially the rich mining products from the regions. www.magenta-global.com
30/2nd Wheel Detection Forum Vienna - Austria Look forward to an international industry event focusing on axle counters and wheel detection systems. You can expect three days in Vienna packed with presentations, discussions and reports on proven as well as future technology. In addition, a range of side events will frame the whole programme. Furthermore all participants can chose from a selection of technical site visits. www.wheeldetectionforum.com
OCTOBER 5/7 Infra Oman Sultanate of Oman As infrastructure investments continue to grow, Infra Oman 2015 is your direct gateway to the opportunities in this sector, enabling your company to play a prominent role in the country’s development. By bringing together all leading companies in the industry, ministry officials, CEOs and other senior managers, Infra Oman will serve as an ideal platform for networking with key decision makers, expanding your business contacts and strengthening your presence in Oman’s vibrant construction market. www.alnimrexpo.com/infraoman
14/15 Transrail Connection Paris - France Organized for 4 years, TRANSRAIL has become a key event in the railway field. Since its creation, the event gathers all the players of the railway field (operators, manufacturers, equipment manufacturer, infrastructure operators, subcontractors and innovative SMEs), around B2B meetings and conferences dealing with railway and urban mobility. www.transrail-connection.com
14/16 InnoRail Budapest – Hungary During InnoRail 2015, you can meet experts of strategic importance to you and your company, build new contacts among decision makers, designers, contractors, suppliers, and scientists widen the scope of your partners and deepen your relations with existing ones. www.innorail2015.hu/en
The latest and next-generation railcar and mass-transit design, materials and technology showcase!
HE YOUR T T GE ES IN 2015 DAT Y FOR DIAR
DO YOU NEED IMPROVED QUALITY AND CABIN INNOVATION? CZECH REPUBLIC
100 EXHIBITORS EXPECTED!
interiors EXPO 2015
PLUS: Featuring the largest free-to-attend railcar interiors conference ever to take place!
4-5 NOVEMBER 2015
PRAGUE, CZECH REPUBLIC
Free to attend! Register online now to receive your free entry pass!
www.railwayinteriors-expo.com
8
Notice Board 14/17 QA&TEST Bilbao - Spain
NOVEMBER 2015
17/19 Cartes Paris - France
14th International Conference on Software QA and Testing on Embedded Systems
3/5 SmartMetro Copenhagen - Denmark
www.qatest.org
We have rebranded our niche event, CBTC World Congress which brings together 300 people a year. SmartMetro will deliver a dynamic range of case studies, workshops and roundtables with diverse content and speakers; there is something here for the whole team. I hope you will take these opportunities, to meet, network, learn and engage with your global counterparts to improve the whole value chain of your business.
Cartes secure connexions becomes Trustech. Cartes secure connexions, the world’s leading trade show for secure payment, identification and mobility, is changing his name.
20/21 The Commercial UAV Show London – U.K. The Commercial UAV Show is the largest event dedicated to the emerging commercial Unmanned Aerial Vehicle (UAV) industry. Launched in October 2014 the show welcomed 1500+ attendees from a diverse mix of industries all looking to develop their knowledge of UAV capabilities. In 2015 we are expecting 3000+ attendees and will be expanding the number of case studies, bringing together UAV manufacturers with the component suppliers and showcasing flights in our demonstration zone. www.terrapinn.com/exhibition/the-commercialuav-show/
20/23 Rail Engineering & Maintenance Summit Singapore The rail industry has grown tremendously over the past two years. New railway projects around the world, as well as the upgrading/expanding of existing railway lines have caused orders in virtually all market segments to surge. Much of this growth will have to be accommodated on existing lines that contain old infrastructure. This demand will increase both the rate of deterioration of these elderly assets and the need for shorter line closures for maintenance or renewal interventions. www.equip-global.com
27/30TransUkraine 2015 Kyiv - Ukraine TransUkraine is the only International Trade Show in Ukraine presenting the whole range of transport industry opportunities, new logistic technology and services. The exhibition lets the traffic and logistic experts communicate and share experience thus accelerating Ukraine’s integration into the European transport area. www.transukraine.com
www.globaltransportforum.com/cbtc-world-congress/
4/5 Railway Interiors Expo Prague - Czech Republic It is the international showcase of everything within a railcar, from seating and materials, lighting, washroom facilities and flooring to composites, infotainment systems and security concepts. The international show, which was launched in 2004 and has helped advance design, technology and safety ever since, is the best opportunity for rail operators, design consultants and carriage makers to see the latest interior technological, material and service developments and innovation. www.railwayinteriors-expo.com
11/13 TransUzbekistan Tashkent - Uzbekistan TransUzbekistan is the only specialized platform in Uzbekistan that allows for the establishment of partnerships with local and foreign transport and logistics companies, as well as being a meeting place for transportation companies and freight owners and an excellent opportunity to find out detailed in formation about customs services and freight storage and warehousing. www.ite-uzbekistan.uz
12/13 Rail Revenue World Congress Brussels - Belgium
SmartRail USA Passenger Transit Show: The only show dedicated to driving innovation in passenger rail in the US. And, the only show of its kind that’s free! This year we have opened it up to be an exhibition and we are expecting up to 800 visitors onsite.
It is the largest meeting of senior commercial rail executives interested in improving commercial operations with a focus on boosting revenues, customer engagement and the door to door experience for passengers. It’s the ultimate meeting place for over 300 C-level executives of the rail industry where they can openly discuss their strategies, challenges, network, and find solutions to help move their rail operations forward.
www.smartrailusa.com
www.terrapinn.com/conference/rail-revenue/
28/29 SmartRail USA Charlotte – USA
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Trustech : pay, connect, identify & secure. www.cartes.com
17/19 Intermodal Europe Hamburg - Germany Intermodal Europe is the world-leading exhibition and conference for companies associated with the container and intermodal industries, and covers all areas of container, transport and logistics across road, rail and sea. The event provides an invaluable industry forum, bringing together high-quality speakers, key industry professionals and global leading exhibitors. Intermodal Europe offers a unique opportunity to discover the products and meet the suppliers who will give you the competitive advantage in the future. http://www.intermodal-events.com/
18/20 Logitrans Istanbul - Turkey The international trade fair for logistics and transport offers a wide array of products and services spanning the entire value-added chain encompassing logistics, telematics and transport. Located in Turkey, logitrans will be the perfect bridge between the European, Asian and Russian markets. In 2014 the trade fair attracted 14,428 participants from 56 countries 200 exhibitors from 22 countries. www.logitrans.com.tr
23 The Driverless Technology Conference and Exhibition London - U.K. The conference will start with a plenary session that will include keynote addresses from government, OEM’s, carmakers and will also include panel discussions. The plenary session will have a more general outlook focusing on the policy implementation, consumer adoption strategy from OEM’s for autonomous and automated driving vehicles, political developments and also investment opportunities to promote the UK as a driverless technology centre of excellence. www.driverlesstechevent.com
TF Trade Fairs & Organisations / EUF International Trade Fairs
THIS FAIR IS ORGANIZED UNDER SUPERVISION OF TOBB (THE UNION OF CHAMBERS AND COMMODITY EXCHANGES OF TURKEY) IN ACCORDANCE WITH THE LAW NO.5174
10
VEHICLES
VEHICLES ROLLING STOCK – MORE THAN MEETS THE EYE TECHNICAL SPECIFICATIONS, ASSESSMENTS, TESTING, IMPROVING PERFORMANCE, INTRODUCING NEW TECHNOLOGIES…. EURAILMAG MET WITH PIERRE LAVERGNAT, DIRECTOR OF SNCF CIM (CENTRE D’INGÉNIERIE DU MATÉRIEL), THE ROLLING STOCK ENGINEERING DIVISION OF FRENCH RAILWAYS, TO EXPLORE THE BREADTH OF ITS ACTIVITIES AND DEPTH OF EXPERTISE. WHY ARE YOU BASED IN LE MANS (PAYS DE LA LOIRE, WEST FRANCE)? DOES SNCF HAVE A PARTICULAR TIE WITH THIS CITY/REGION, OR ARE THERE OTHER STRATEGIC REASONS?
from the west of Versailles to Rennes, via Chartres and Le Mans. This stimulated economic growth, attracted industries, and created employment e.g. the Renault plant, an SNCF Technicentre for railway maintenance, and a depot for steam trains.
The CIM was officially inaugurated on November 19, 2002, even though staff had been on site since 2000. Three rolling stock techni-
COULD YOU FURTHER EXPLAIN THE TASKS CARRIED OUT BY THE CENTRE?
cal departments, previously situated in the Paris region, were subsequently transferred to Le Mans. The latter has good transport links – just 56 minutes by high-speed TGV train to Paris, plus regular rail services to other key cities such as Caen, Tours, Nantes, Rennes, Lyon, Lille, Strasbourg, etc. Furthermore, property prices here are attractive! The city of Le Mans owes part of its development to the railways. The law of June 21, 1846 established the route of the main rail line running
Regio 2N – outside & in
ISSUE 32 / / / EURAILmag Business & Technology
Around 60% of our workload
stock, such as the regional Regio
involves assisting contracting au-
2N (Bombardier) and Regiolis
thorities in acquiring new rolling
(Alstom) trains, and transform-
V E H I C L E S | 11
Around 250 engineers and technicians currently work at SNCF CIM, plus ‘support’ services, e.g. accounts, administration, and communications
CIM works with all the different rolling stock manufacturers, functioning as a kind of interface between them and operators ing units already in service. Within
expert assessments, usual-
tions for enhancing the safety,
system of the future. The CIM
this framework, CIM helps write
ly when requested by SNCF’s
reliability, maintainability, and
draws up specifications based
up the technical specifications,
industrial and maintenance
availability of rolling stock. The
on the expectations of oper-
assesses offers by constructors,
Technicentres.
certification of parts and associ-
ators, assesses solutions, and
plays a role in the development
ated purchasing processes also
may, in some cases, even pro-
process, and participates in test-
We renovate trains with sup-
form part of our tasks, togeth-
pose some.
ing, finalisation and so forth. We
port from SNCF’s industrial
er with work on standardisation
also help with the admission
Technicentres, are involved in
and, with an eye to trains of the
Examples of new technolo-
process for foreign rolling stock
drawing up specifications, and
future, R&D.
gies are communications and
to gain access to the French rail
monitor validation and compli-
network.
ance procedures. While not a maintenance structure per se,
In the field of maintenance
we nevertheless contribute our
engineering, CIM carries out
expertise and put forward solu-
connectivity. Interventions are
COULD YOU BREAK DOWN THE CORE AREAS OF EXPERTISE AT SNCF CIM?
carried out to ensure seamless and satisfactory on-board connections, as well as enabling trains to transmit their status in real time to the
Railway interoperability con-
Technicentres charged with
cerns rolling stock that is, or will
their maintenance.
be required to operate across several railway networks, and
Ecomobile solutions range
which must consequently
from energy consumption,
meet the standards applicable
PRM [Passengers with Reduced
to each one and be capable of
Mobility] accessibility, noise re-
running under several different
duction, and air quality on board,
electrical power and signalling
to the manufacturing process of
systems.
mechanical parts.
Passenger comfort is an im-
Operating performance en-
portant element of the rail
compasses the maintainability
EURAILmag Business & Technology
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ISSUE 32
12
VEHICLES
The Regiolis – serving regions across the Hexagon
of equipment, times between maintenance actions, standardi-
BRINGING THIS TRAIN UP TO PERFORMANCE?
sation, streamlining procedures, managing the end of life of com-
For the train itself, our work on
ponents, reliability, REX….
the electricity supply focused on the pantograph – its distin-
IN 2007, SNCF AND ITS INDUSTRIAL PARTNERS SET A NEW HIGH-SPEED RAIL RECORD OF 574.8KM/ HR, ACHIEVED BY A SPECIALLY CONFIGURED TGV RUNNING ON THE EAST EUROPEAN HIGH SPEED LINE (LGV EST EUROPÉENNE) IN FRANCE. HOW WAS SNCF CIM INVOLVED IN
guishing features in terms of tension on the catenary, weight and conductivity. This train was
WITH TRAIN MANUFACTURERS. COULD YOU ELABORATE? ALSO, IS YOUR EXPERTISE DEVOTED SOLELY TO SNCF, OR DO YOU WORK FOR OTHER TRAIN OPERATORS IN PARALLEL?
significantly modified, e.g. big-
a platform based on said specs, CIM is subsequently involved in assessing the proposals and in validation trials. We work for SNCF, but also for a number of operators both across France and abroad.
WHAT KINDS OF ACTIVITIES ARE ONGOING IN 2015-2016?
ger wheels, high precision
The CIM works with all the differ-
aerodynamics, adapted trac-
ent rolling stock manufacturers,
tion chain, reduced number of
functioning as a kind of interface
coaches…. One could say it was
between them and operators.
A lot of work remains on recent
transformed into a kind of rail
We transpose the expectations
acquisitions [by the French re-
Formula 1!
of the latter (and of organising
gions] and on admission to the
authorities in the case of region-
French network, e.g. to ena-
al transport) into specifications,
ble the Velaro S100 high-speed
the manufacturer then proposes
train [by Siemens] to operate in
THE CENTRE OBVIOUSLY INTERACTS CLOSELY
ISSUE 32 / / / EURAILmag Business & Technology
V E H I C L E S | 13
will now focus less on the acquisitions themselves and more on integrating maintenance activities, as well as increasing our share of work external to SNCF.
WHAT NEW TECHNICAL CHALLENGES IS SNCF CIM FACING TODAY? In the field of rolling stock we must assist, the Technicentres in particular, in reducing maintenance costs, while also increasing
©Alstom Transport / R. Mouron
our share of external activities.
DO YOU FACE COMPETITION FROM OTHER ROLLING STOCK ENGINEERING EXPERTS? IF SO, WHAT GIVES YOU THE EDGE? Given our unique skillsets and wealth of experience, we already have a strong competitive edge. Nevertheless it’s true that other railway systems can, and
both Spain and France, as well as
do offer engineering solutions.
in the fields of standardisation,
For instance, there is nothing to
R&D, and engineering support.
prevent other engineering centres from proposing services for
HAS THE ECONOMIC CRISIS IMPACTED THE OVERALL WORKLOAD?
the acceptance of rolling stock
The recession in itself has had
HOW DO YOU ENVISAGE THE TRAINS OF THE FUTURE?
little impact on CIM because its activities are spread out over
on the French network. Nothing can be taken for granted!
long periods of time. However, since the French regions have
Connected, communicative,
made considerable acquisitions
welcoming, modular, ecomo-
of new rolling stock in recent
bile, cost efficient, adapted to
years, henceforth they will be
predictive maintenance…
looking to cut costs, which in turn will affect our business go-
Lesley Brown
ing forward. Work at the Centre
All photos © SNCF CIM – unless marked
14
VEHICLES
VIRTUAL REALITY AT SNCF CIM IMMERSE YOURSELF! VIRTUAL REALITY PLAYS AN IMPORTANT ROLE AT SNCF CIM, THE ROLLING STOCK ARM OF FRENCH RAILWAYS. AT ITS HEADQUARTERS IN LE MANS (PAYS DE LA LOIRE), EURAILMAG INVESTIGATED HOW STATE-OF-THE-ART SIMULATIONS ARE BEING USED TO OPTIMISE DESIGN PROCESSES AND STREAMLINE MAINTENANCE OPERATIONS. the glasses, the range is limited
– more specifically for its under-
to several metres only).
carriage and bogie area. Such a presentation is typically at-
FORMS & FUNCTIONS
tended by experts from both SNCF CIM’s maintenance en-
V
The virtual reality tool at SNCF
tity and the train constructor
CIM, introduced in 2007 and
side, all of whom come togeth-
housed in a dedicated room,
er in the virtual reality room to
has been developed to provide
assess the constructor’s design
simulations for two focus points
project and give constructive crit-
of rolling stock – maintenance
icism. During such meetings, the
and design.
maintenance contingent knows
irtual reality describes
calculates the image depending
real-time simulation,
on their position, thus delivering
• Avoiding maintenance-re-
for instance if they had to inter-
whereby a comput-
enhanced virtual reality – beyond
lated problems upstream
vene, whether or not they would
er calculates/recalculates an
the typical 3D ‘cinema’ experi-
Frédéric Moronval, designer &
encounter any barriers to access-
evolving image, step-by-step, in
ence – and enabling the observer
virtual reality, SNCF CIM, took
ing the equipment in question,
the scene. It enables the creation
to interact with the image.
EURAILmag on a tour (kicking
e.g. ability to pass a hand into a
of simulations – of either real-life
exactly what they are seeking,
off from a virtual workshop pit)
given space, to dismantle a par-
or imagined scenes – into which
A further tool on hand is a ‘fly-
of the world created to simu-
ticular part, the need to move/
the observer is fully immersed.
stick’, which gives observers a
late maintenance operations
remove several parts in order to
As you ‘walk’ around the virtu-
wider scope of movement (with
for a TGV (high-speed) train
reach another, etc.
al world, the view changes in line with real life expectations. Objects get bigger as you walk towards, smaller as you walk away, giving the impression of a real setting. There are several means of 3D interaction on offer in SNCF CIM’s virtual reality room. One involves the wearing of glasses with filters (like those used in cinemas). Equipped with sensors (in the form of tiny spheres), these glasses interact with four infrared cameras installed around the two projector screens (each 2 X 2 metres) in order to situate the observer in the room. When he or she moves, the computer re-
ISSUE 32 / / / EURAILmag Business & Technology
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EVERY CONNECTION COUNTS
16
VEHICLES
There are infinite possibilities for role plays in a virtual environment, and for scenarios that rarely present themselves in real life, all of which are ideal for training purposes
“The constructor creates its 3D file using CATIA, which is then imported by SNCF CIM onto our virtual reality platform in order to visualise it,” explains Mr Moronval. “Observers can nav-
built, any problems could only
rior layout for a single deck
cosy with benches in a curved
igate within the simulation to
be identified when the train
TGV. Three coaches have been
design, a vending machine en-
explore every angle of the part
was brought into the mainte-
modelled and the virtual tour
cased in the wall. As for the
in question, to examine its com-
nance workshop. “We used the
through them, which includes
bar coach, this is conceived
ponents in detail.”
above simulation approach for
animation, is so real, so all-en-
with universal access in mind
the TGV 2N2, the double deck
compassing, so sophisticated,
so that all passengers can
The benefits of virtual reali-
Euroduplex platform in service
it’s quite disconcerting! For
circulate obstacle free. It fea-
ty become apparent during
in France since 2011,” concludes
instance the seats can be swiv-
tures modular seating – stools,
the demonstration. Previously
Mr Moronval.
elled round (to maximise the
benches, flip downs – and ta-
use of space on board, de-
bles so that the coach can be
such an operation was extremely time consuming, involving
• “Freedom, depth & richer
pending on the number of
configured either for sitting
“‘a mountain’ of sketches and
experience”
passengers), plus different lay-
and eating, or as standing or
requiring a certain mindset
More design orientated simu-
outs, types of ‘ambience’ and
games’ areas, depending on
capable of interpreting them
lations invite the observer to
decor can all be selected with
the specifications of the rail
correctly.” In comparison,
explore interior layouts pro-
just a click.
operator client.
thanks to virtual reality and
posed from every possible
3D, the observer immediately
angle. “With computer-generat-
This virtual world demon-
“For the time being there are no
perceives the design of the part
ed imagery, just one viewpoint is
strates the baggage areas,
plans to actually build this par-
under scrutiny.
possible,” explains Mr Moronval.
information screens, and the
ticular platform,” points out
“With virtual reality, the observ-
universal toilet module, as
Mr Moronval. “So right now it
Through pre-emptive design,
er can move around everywhere,
well as innovative spaces
remains at the concept level.”
maintenance-related prob-
thus gaining greater freedom,
such as an on-board business
Having learned this, EURAILmag
lems can be avoided upstream
depth, and a richer overall
meeting room and a recep-
feels all the more privileged to
– undoubtedly a major advance.
experience.”
tion-type area designed for
have been given a ‘virtual’ pre-
Previously, when rolling stock
He now talks me through the
that non-man’s land between
view of what, who knows, may
equipment was designed and
simulation of a concept inte-
two coaches, which appears
become a TGV of the future!
ISSUE 32 / / / EURAILmag Business & Technology
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18
VEHICLES
COUNTING THE COSTS
ality room is strictly controlled.
BACK TO REALITY
“Not many people get to enter
lines; cultural heritage for virtual reconstitutions; and video
The above simulation scenario
here,” confirms Mr Moronval.
After thanking Mr Moronval for
demonstrates another perk of
“The high-precision equipment
taking me on this trip into SNCF
virtual reality over pen, paper
is extremely fragile too,” he
CIM’s virtual worlds, given that
“For its clients, CIM is more than
and mock-up methods – name-
adds. “For instance, the infra-
he is the specialist in this field,
happy to present its equipment,
ly significant reductions in time
red cameras are finely regulated
I proposed he might like to con-
discuss and find solutions to
and money. “For this particular
and accurately positioned – if
clude the article. Here is what
meet all needs related to 3D
presentation, just to create
anyone alters them, they have
he has to say.
simulation.”
the virtual model, to trans-
to be calibrated all over again.”
form the concept into virtual reality imagery, it cost around €30,000,” says Mr Moronval.
TAKING ANOTHER ROUTE
“This represents a considera-
gaming, of course!
“In the railway sector, virtual re-
Lesley Brown
ality has yet to make its mark.
All illustrations ©SNCF CIM
A few constructors have taken their first steps, of which SNCF
ble cost saving. The alternative
While a dedicated room is
several years ago. Interested by
would have involved spending
clearly the best way to deliver
this technology, the latter in-
between one to two million eu-
virtual worlds, another, albeit
stalled the virtual reality room
ros on a life-size mock-up of just
less exciting, route does exist.
at Le Mans together with other
one coach, not even three!”
A cheaper, space-saving alter-
simulators, such as the one dedi-
native is to use the software via
cated to training Reconnaissance
Given such figures, virtual real-
a computer, with the ‘observer’
à l’Aptitude au Transport des wag-
ity clearly has a bright future in
wearing a headpiece connect-
ons (learning how to recognise a
the field of railway rolling stock.
ed by cables. “When you move
wagon incapable of running on
Yet it doesn’t come cheap, at
your head the action is trans-
the tracks). Indeed there are in-
least not in 2015, meaning
posed into the computer, which
finite possibilities for role plays
right now only the big players
then recalculates the image so
in a virtual environment, and
can really afford the spend.
that that it moves with you,” Mr
for scenarios that rarely pres-
“When we purchased the plat-
Moronval tells me as I put the
ent themselves in real life, all
form in 2007, the complete set
equipment to the test. Overall it
of which are ideal for training
of equipment – screens, two
delivered the desired immersive
purposes.
projectors, camera, comput-
experience, yet this wearable
er and software programmes
is admittedly less user friendly,
“Year on year, the performance
– cost €250,000,” explains
plus you are ‘tied’ down by the
of software programmes im-
Mr Moronval. “However pric-
cables. Yet as manufacturers
proves and computers become
es have dropped considerably
start to offer wireless head-
more powerful. These develop-
since then to around €80,000
pieces, this type of solution is
ment are very fast and enable
to €100,000 for the same, and
bound to prove more attractive
us to draw ever closer to situ-
they continue to drop every
over time.
ations on the ground. Interest
year, plus the performance of
in virtual reality is increasing
the equipment is increasing-
Cost and portability are the two
considerably and applications
ly high. All of which means the
advantages of this ‘no frills’ ver-
are proliferating: aviation and
technology is becoming more
sion of the tool. The headpiece
automotive for design and er-
accessible.”
costs a reasonable €800, and
gonomics; the medical sector
such equipment can be used
for certain types of treatments,
Given the high value of all the el-
(laptop computer, €2,500) for
e.g. phobias; the military for
ements combined, little wonder
visits to clients and construc-
combat simulations; industry
access to SNCF CIM’s virtual re-
tors, or at trade fair stands.
for streamlining production
ISSUE 32 / / / EURAILmag Business & Technology
Frédéric Moronval, designer & virtual reality, SNCF CIM
20
VEHICLES
UNIQUE PUMP ELIMINATES NEED FOR COMPRESSED AIR IN VACUUM TOILETS WITH 60,000 OF ITS PUMPS NOW IN OPERATION THROUGHOUT THE WORLD, JETS VACUUM HAS REVOLUTIONIZED THE WAY VACUUM TOILET SYSTEMS PERFORM IN MANY SECTORS GLOBALLY. BECAUSE THEY FULLY ELIMINATE THE NEED FOR COMPRESSED AIR, THESE PUMPS ARE NOW ALSO DRAMATICALLY CHANGING THE RAILWAY INDUSTRY’S VIEW ON VACUUM TOILET RELIABILITY.
The first Vacuumarator™ pump was invented and made by Jets in 1989, and since then the company has virtually taken over the international market for marine vacuum toilet systems. Shown here is the latest incarnation of this unique pump technology, incorporating more than 25 years of development.
15 YEARS IN RAILWAY
ONLY NEEDS ELECTRICITY
ROOM FOR IMPROVEMENT
traditional railway vacuum toilets. This translates to much
What started out as a better way
“Today we have about 60% of the
The versatility he speaks of is
higher reliability. Where others
of generating vacuum for marine
maritime market for vacuum toilets,
much needed in rolling stock. A
depend on compressed air to
vacuum toilets nearly three dec-
and supply 30,000 toilet units every
quick online search reveals that
flush toilets of older designs,
ades ago, has since turned into a
year to a diverse mix of customers
current railway toilets leave a
we can supply a proven, modern
tremendous success across a num-
using our systems in large buildings,
lot to be desired. On blogs and
vacuum toilet system with exten-
ber of industries for Jets Vacuum.
cabins, trains, portable toilet solu-
websites, travellers are quick to
sive mean time between faults.
tions for festivals, and everything
share their experiences with toi-
Again, we owe this to our unique
And although the company has sup-
in between. And we owe it all to
lets that have been out of order
pump”, he adds.
plied pumps and systems to rolling
the unique versatility of this pump,
at the most “pressing” of times.
stock for about 15 years, it is cur-
which only needs electric power to
Their accounts of non-function-
Jets Vacuum’s solution is
rently making strong efforts to
operate”, says Paul-Sindre Tarberg
al toilets can be both graphic and
particularly popular in refur-
expand its railway customer base.
of Jets Vacuum.
disturbing, often followed by
bishment projects, where the
harsh judgement.
added cost of new compressors can now be avoided
All of this is completely avoidable, Mr. Tarberg explains.
MORE RELIABLE TOILETS “The Vacuumarator™ pump alJets Vacuum’s product lineup also features a range of vacuum toilet models to accompany the highly specialized Vacuumarator™ pumps.
ISSUE 32 / / / EURAILmag Business & Technology
lows us to offer a simple system with fewer components than
More information Jets Vacuum AS Myravegen 1, 6060 Hareid, Norway Tel. +47 70 03 91 00 post@jets.no www.jetsgroup.com
The new generation
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Does not require compressed air!
The most cost-effective toilet system available for upgrades and refurbishment of rolling stock: • Proven, reliable, vacuum technology • Integrates well in both newbuilds and refurbishments • More than 350,000 toilets in operation worldwide • More than 25 years of experience • Norwegian quality product
Read more about Jets™ customers from around the world on our website:
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Compact in size and the perfect choice for newbuilds as well as refurbishment projects, Jets™ systems are used in rolling stock worldwide.
Linzer Lokalbahn in Austria has used Jets™ systems successfully in their trains since the year 2000, at altitudes exceeding 2,000 metres.
The unique versatility of Jets™ sanitary systems opens up for new opportunities: stop depending on compressed air for the toilets to work, and lower the life cycle costs of your rolling stock by using Jets™ vacuum toilets. Whether your challenge involves a single toilet or a larger configuration, our solution will meet your needs. Upgrading your toilet system without having to add compressed air capacity, has never been easier! Third generation Jets™ vacuum toilet systems are made possible by the unique Vacuumarator™ pump, which does not require compressed air to operate. The heart of any Jets™ system, this unique and simplistic pump creates vacuum, macerates sewage and discharges - in one single-pass operation. More than 60,000 Vacuumarator™ pumps are in operation worldwide.
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Web: www.jetsgroup.com E-mail: post@jets.no Tel. +47 700 39 100
Sanitary Systems - Made to Please
22
VEHICLES
©i–TRANS/SURFER
SURFER APPROACHES MARKET SHORE
MOUNTING PRESSURE ON PASSENGER RAIL NETWORKS MEANS IT IS EVER MORE CRUCIAL FOR TRAIN OPERATORS TO REMAIN ONE STEP AHEAD OF MAINTENANCE. TO HELP THEM DO SO, THE R&D PROJECT SURFER, ONGOING SINCE 2010, HAS BEEN ADVANCING…
S
by
the maintenance game by de-
turn obviously drives down
access systems represent 5%
Bombardier Transpor-
veloping a predictive approach.
maintenance costs and time,
of the total cost of a train, and
ta-tion, together with
In essence this means reacting
so boosting availability.
30% of all failures.
a clutch of partners (see box),
to possible failures even before
SURFER (SURveillance active
they might occur.
On-board systems such as air
The R&D phase of the pro-
conditioning and heating, the
ject ended in early 2014.
pearheaded
FERroviaire) has developed an advanced monitoring solution
How so? By using the calcu-
electrics (relays and contac-
Since then, based on the
centred around:
lators already installed on
tors), and doors, are sources of
concepts and prototypes de-
an in-train data monitoring system
trains, e.g. for the doors, air
potential trouble, which in rail
veloped, the team began
data transmission to an off-board
conditioning, etc., and add-
terms translates to service de-
industrialising a dedicated,
server, and
ing an acquisition calculator
lays and disruptions (as well as
on-board CBM (Condition-
data processing algorithms for
connected to sensors; the lat-
revenue losses). The first areas
Based Maintenance) calculator.
corrective and predictive dia-
ter then detect the indicating
to be investigated by SURFER
Certified to the EN 50155
gnosis, in order to deliver useful
elements of failures. Such an
were the door opening and
standard (covering electron-
information to the maintenance
in-train, predictive diagnos-
closing systems, as well as
ic equipment used on rolling
staff
tics approach renders the
that controlling the train ac-
stock for railway applications),
train more reliable, which in
cess steps. Indeed passenger
this computer is in charge of
The principle? To stay ahead of
ISSUE 32 / / / EURAILmag Business & Technology
V E H I C L E S | 23
SURFER details Investment amounts to €3 million
Partners: Bombardier Transportation Prosyst: hard- and software development Hiolle Industries: installation of the on-board systems TEMPO (Université de Valenciennes): multi-agent architecture for intra-system communications IFSTTAR: expertise in predictive modelling
conditioning, traction-brak-
fitted with this new comput-
to validate the maintenance
ing, which are available on
er.” SURFER told EURAILmag.
alerts delivred by the system
MVB (Multifunction Vehicle
“Our goal is mostly to help in
to the train operator.”
Bus) and Ethernet networks.
reorganising and improving maintenance tasks (thanks to
SAVINGS COUNT
Coupled with off-board data
predictive alerts), while main-
processing and analysis soft-
taining the same availability
As far as project leader
ware modules, this product is
level.”
Bombardier is concerned, its
currently being validated on
long-term objective is to stand-
a fleet of 10 x Z 50000 trains
Based on the feedback of this
ardise routines, to integrate
(by Bombardier) in service
first deployment, the team is in-
SURFER directly into the con-
on the Transilien commuter
vestigating different solutions
trol-command systems of its
network serving Paris and its
and architectures with an eye
future rolling stock.
suburbs[1].
to extending deployment to more of the fleet. “The SURFER-
The predictive approach – tak-
“The integration of the em-
enabled trains already provide
ing action at a precise moment
bedded CBM computer was
SNCF with useful information
in time, intervening on a com-
continuously monitoring sig-
completed in March 2015 as
that would never have been
ponent based on its level
nals coming from various
planned, and a small fleet of 10
considered before,” reports the
of deterioration – represents a
subsystems, e.g., doors, air
trains on the Transilien is now
project team. “The next step is
common sense means of reduc-
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EURAILmag Business & Technology
///
ISSUE 32
24
VEHICLES
SURFER is one of the 224 project endorsed by i-Trans, the French transport competitiveness cluster.
GPRS Upcoming failure Computer centre
systems in the industrial field; with SURFER we had to transfer our expertise from production means to a ‘product-embedded’ system. Although a passenger train is a ‘moving’ machine, i.e. so not that different from a car, we
Intervention
Maintenance centre
©BOMBARDIER
still faced several challenges when developing our solution – for instance, railway standards and certification, train mobility, train-to-wayside communication infrastructure, ing maintenance costs. Indeed
it says, for doors, air condi-
project related to diagnosis and
available computational power
the prospect of making savings
tioning, braking, and traction,
maintenance.
and storage capacity on board.
on the servicing side of the rail
Indeed other of its projects that
business is particularly attrac-
might benefit from the solution
• What were your
• What are/have been the
tive to constructors today. How
are the Regio2N and MI 09 in
so?
France, Crossrail in the U.K., or
With SURFER, besides expand-
the M7 in Belgium.
ing our activities in the railway
It has opened up opportuni-
market, our objective was to
ties for the company in a new
bring our expertise developed
market and enabled us to gain
Because their operator customers assess offers not only
Watch this space…
based on the purchasing price
motivations?
benefits of participating in SURFER?
in industrial machinery, e.g. per-
technical expertise in embed-
of the rolling stock out of the
EURAILmag caught up with
formance analysis, real-time
ded and railway systems.
factory, but also on its estimat-
SURFER partner Prosyst, re-
monitoring, and fault diagno-
ed maintenance costs over the
sponsible for the hard- and
sis, to the rail industry.
years to come. By committing
software development part of
to these costs, the constructor
the venture, to gain further in-
consequently runs the risk of
sight into the workings of this
challenges? Is this Prosyst’s
nology transfer to other fields,
incurring penalties if the agree-
partnership…
first experience in rail? I be-
as well as commercial pros-
lieve you traditionally work
pects with regards to future
in the automotive industry?
Bombardier projects
ments concluded on this matter are not respected. Here the SURFER technology can help avoid, or reduce this risk.
• How did the company get involved?
opportunities for industrial
• What have been the major
partnerships in rail and tech-
How do the two compare?
Prosyst took the first steps! We
The project gave us a first taste
got in touch with the University
of the rail industry and an op-
Bombardier is understandably
of Valenciennes, then with
portunity to develop new skills.
keen to build on the achieve-
Bombardier Transportation to
Traditionally, our activities are
ments of SURFER, notably,
suggest a collaborative R&D
focused mainly on production
ISSUE 32 / / / EURAILmag Business & Technology
Looking to the future, we see
All photos ©SURFER &/or i-Trans – unless marked
References [1]www.sncf.com/en/trains/transilien [2]www.crossrail.co.uk
V E H I C L E S | 25
CITYLINK TRAM-TRAIN – DESTINATION CHEMNITZ FRESH OFF THE PRODUCTION LINE, EIGHT TRAM-TRAINS ARE ON ROUTE TO THE EAST GERMAN CITY OF CHEMNITZ. ESPECIALLY DESIGNED FOR USE BOTH ON NON-ELECTRIFIED LINES OUTSIDE THE MAIN URBAN AREA AND ON THE URBAN NETWORK, THE CITYLINK HYBRIDS, BY VOSSLOH KIEPE AND VOSSLOH RAIL VEHICLES (SPAIN), WILL LINK UP THE SUBURBS AND CITY CENTRE WITHOUT PASSENGERS HAVING TO CHANGE TRAINS, WITHOUT ANY FOOTPATHS OR WAITING TIMES NEAR OR AT THE CENTRAL STATION (HAUPTBAHNHOF).
Acceptance tests underway in Albuixech, Spain
T
he new fleet is an essential element
alighting platforms, passenger-friendly en-
extensive trials at the Wegberg-Wildenrath
of a multi-stage project baptised
try and exit will be guaranteed at almost all
test centre in Germany (owned by Siemens
the ‘Chemnitzer Modell’[1]. Here,
stops.
Mobility). Furthermore, the second vehicle,
in the largest eastern German metropolitan area, a modern transport system is emerg-
which arrived in Chemnitz this August 21,
THROUGH THEIR PACES
was subjected once again to dynamic test-
ing. The overall objective of the project,
ing – first on the urban, then on the local
publicised under the slogan ‘Connecting
In the first half of July 2015, the first
what belongs together – contemporary
of the tram-trains underwent accept-
and comfortable’, is to create a region-wide
ance tests in Albuixech (Spain) with
In the city centre, the vehicles will be op-
network by connecting tram and railway
specialists from Vossloh and operator
erated by CVAG according to the German
tracks, by establishing connecting points
Verkehrsverbund Mittelsachsen (VMS); op-
federal regulations on the construction
between the regional centre of Chemnitz
erators City-Bahn Chemnitz and Chemnitz
and operation of light rail transit systems
and its surrounding area. An important goal
Verkehrs-Aktiengesellschaft (CVAG) super-
(BOStrab).
is to transfer traffic to the efficient railway
vised the procedures. Prior to dispatching
line. Thanks to the largely barrier-free design
the vehicles to Chemnitz, the number one
On the tracks in the suburbs, City-Bahn
of the new tram-trains and their boarding/
unit off the production line was put through
Chemnitz will run the Citylinks at speeds up to
rail network.
EURAILmag Business & Technology
///
ISSUE 32
26
VEHICLES
Glimpse inside the streamlined driver’s cab
DIFFERENT CITY, DIFFERENT DESIGN The Citylink is the first low-floor tram-train to be approved according to German regulations BOStrab and EBO. It premiered in Karlsruhe (southwest Germany) in October 2014, where, akin to Chemnitz, the vehicle is designed to provide up- and downtown services in and around the city. The Citylink family is based on a standard, light rail vehicle platform that is customised 100km/hr, in line with the German regulations
When the complete octet of tram-trains
to specific customer demands and network
specifying rules and regulations for railways
are delivered, by December 2015, jour-
requirements. At the same time it retains
(Eisenbahn-Bau- und Betriebsordnung, EBO).
ney times will be significantly shorter and
identical features such as the bogies, the
The fleet will also fulfil tram requirements for
passengers will save time by not having to
body shell structural design, and dynam-
visibility and braking, as well complying with
switch services.
ic concept. So while Karlsruhe operates
the latest crash norm.
ISSUE 32 / / / EURAILmag BÂusiness & Technology
uni-directional versions with electrical drive,
V E H I C L E S | 27
One of the multi-purpose areas around the double-leaf-doors: the red doors are for the platform heights of 380 or 550mm
Chemnitz ordered bi-directional hybrid
tonnes, and have two powered bogies. They
models to run on non-electrified Deutsche
can negotiate curves with a minimum radi-
Bahn (German Railways, DB) routes radiat-
us of 25m.
ing from Chemnitz city centre to regional
Chemnitz to Limbach-Oberfrohna, and Stollberg to Oelsnitz
Chemnitz Hauptbahnhof is also being re-
‘middle centres’ in Burgstädt, Mittweida,
Vossloh Kiepe’s modern traction system
modelled to enable the new tram-trains
and Hainichen.
provides reliable and innovative electric
serving Burgstädt, Hainichen, and Mittweida
technology. It comprises four traction mo-
to access the city network; the physical
The environmentally friendly, diesel prime
tors, each fed by an independent inverter
connections between the DB and CVAG
movers are two 390kW powerpacks sup-
and rated at 145kW, enabling operation at
networks having been completed in the
plied by MTU, incorporating six-cylinder
either 600 or 750V DC: the former current is
summer of 2014.
engines complying with the latest exhaust
used within the city on the original network,
gas emissions norms, EC 26/2004 Stage 3B
the latter on the DB rail line to Stollberg,
The maximum service speed of 100km/hr
and EPA Tier 4i standards, and equipped
which was electrified as the pilot stretch for
can be reached with an acceleration rate
with AdBlue technology.
tram-train operation in 2002.
of 1.3m/s2, service braking (hydraulic) is
The 1,435mm gauge Citylinks for Chemnitz
The following further extensions to the
s2. Maximum gradeability is 6%. The body
are 37.2 metres long, 2.65m wide, and 3.85m
tram-train network are envisaged:
shell structural design complies with the
high over the rail top. They weigh around 68
tonnes tare, with an axle-load of under 12
1.2m/s2, and emergency braking 2.73m/
Chemnitz to Thalheim
EN 15227 C-III and C-IV crashworthiness
Chemnitz to Niederwiesa
standards.
EURAILmag Business & Technology
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ISSUE 32
28
VEHICLES
Passenger facilities include a WC cubicle in the centre section. A total of 87 fixed and 16 tip-up seats are configurated, and all in all there is space for up to 141 standing passengers
ACCESS & ON BOARD The vehicles are low-floor and barrier-free. This easy access is largely enabled thanks to the bogie developed by Vossloh Rail Vehicles: due to its exceptionally low height, the compartments are low-floor throughout. The slightly higher areas are connected by gently sloping longitudinal ramps conceived not to present any problems to passengers with reduced mobility (PRM), e.g. wheelchair users and parents with prams or buggies. Chemnitz’s city and suburban networks have six different platforms heights. Yet the en-
The toilet is a special feature of the Citylinks for Chemnitz
trance concept of the Citylink has taken this constraint (quite literally) ‘on board’! The vehicle has four pairs of double-leaf doors at
ner doors are for use on platforms at either
550mm on DB lines (complying with EBO).
different levels, two in each end section, to
190 or 380mm above the rail top in the city
These doors are also equipped with auto-
ensure easy access for all (including PRM)
(thus complying with BOStrab), the outer
matic steps and a manual ramp to bridge
from the different platform heights. The in-
ones for platform heights of either 380 or
any gap junctions at stops.
ISSUE 32 / / / EURAILmag Business & Technology
V E H I C L E S | 29
The bogies of the Citylink are both compact
€23.7 million; around 75% of the financing
and lightweight. Their torsional properties
will come from the Saxony state coffers.
and suspension concept comprise ta-
Additionally, VMS announced its intention
pered rubber/metal elements, which are
to contribute €6 million. The original con-
reinforced and optimised with supplemen-
tract contains a provision for these Citylink
tary pneumatic suspension – thus ensuring
options. Their delivery, scheduled for com-
smooth and quiet operations, even on old
pletion by the summer of 2017, will be
tram tracks with irregularities.
followed by phase two of the Chemnitzer Modell services in 2018.
Passenger facilities include a WC cubicle in the centre section. A total of 87 fixed
The original contract for Karlsruhe compris-
and 16 tip-up seats are configurated, and
es two options for 50 light rail tram-trains
all in all there is space for up to 141 stand-
in total. The first batch of 25 was signed for
ing passengers at a density of four pax per
in 2011, and the second – 25 x type Citylink
square metre. Other features include two
NET vehicles – confirmed in April 2015.
wheelchair harness points, air conditioning throughout, CCTV, and fire detection
With Citylink orders such as these in its
systems.
pocket, Vossloh has gained confidence in its leadership position in the tram-train
MORE ON THE CARDS
market
The VMS contract for the eight Citylinks,
José Francisco Palomares
signed in August 2012, included an option
senior project manager
for an extra two units. Saxony, the home
Vossloh Rail Vehicles
state of Chemnitz, is co-financing the €42.3
Holger Wilhelm
million package to the tune of €31 million,
senior project manager Vossloh Kiepe
with VMS contributing the rest. The second step of the Chemnitz tram-train
All illustrations ©Vossloh AG
network project (six steps in total) will re-
*www.chemnitzer-modell.de
quire further Citylinks for services between the city, and the towns of Thalheim and Aue. In June 2015, Saxony’s binding pledge to support this acquisition resulted in the purchase of four more tram-trains, at a cost of
Longitudinal section of the whole tram-train showing the different platforms
EURAILmag Business & Technology
///
ISSUE 32
30
VEHICLES
NORIS GROUP IS 90 – A LOOK BACK AT AN EVENTFUL PAST FOR THE PAST 90 YEARS THE NAME NORIS HAS BEEN ASSOCIATED WITH INNOVATIVE MEASURING AND AUTOMATION TECHNOLOGY „MADE IN GERMANY“. WITH NUMEROUS INNOVATIONS, THE NORIS GROUP GMBH HAS BECOME FIRMLY ESTABLISHED IN THE SHIPBUILDING INDUSTRY AND TRANSPORTATION TECHNOLOGY ON THE GERMAN AND INTERNATIONAL MARKETS. tachometer systems for use in the
Nuremberg 75% of the factory build-
machinery, mining, shipbuilding and
ings were destroyed.
aircraft-manufacturing industries, in the first eight years of its existence
Immediately after the end of the war in
NORIS developed into an export-ori-
May 1945, Ernst Schmidmer promptly
ented company with approximately 30
applied for the permit required to re-
employees.
start production. The clean-up work in the destroyed building complexes com-
In 1933 Dr. Guggenheimer‘s Jewish de-
menced in the same month.
scent led to him becoming the victim of harassment by the Nazi hate sheet
NORIS had been able to maintain good
„Stürmer“. In the light of subsequent
contacts to suppliers and customers
political developments, in 1937 Dr.
even during the war years and thus
Guggenheimer decided to emigrate
recovered quickly after the end of the
to Italy with his family and sold NORIS
war and by 1956 the number of em-
Tachometerwerk GmbH to Dr. Ing.
ployees had again increased to 144. At
Ernst Schmidmer. Dr. Guggenheimer
that time, the production programme
remained in close contact with Dr.
covered the entire range of tachome-
Ernst Schmidmer and ran the compa-
ters that had been produced right up
ny‘s entire international business from
to the end of the war.
Milan until his early death on the 8th of
I
December 1938.
In 1961 Walter März became Head of
n real terms, this means sig-
The company was founded on the 24th
nificantly more than 5000
of August 1925 in Nuremberg under
During the air raids in 1944 parts
Engineering at NORIS and redesigned the product portfolio in all areas to do
automation systems and more
the name NORIS Tachometerwerk Dr.
of the production were relocat-
with remote rotational-speed meas-
than 3000 engine safety systems
Siegfr. Guggenheimer GmbH (later
ed to Wunsiedel in the rural region
urement. With the significantly more
and local operating panels. In ad-
only NORIS Tachometerwerk GmbH)
near Nuremberg or to a bunker in
robust, more precise and, above all,
dition, the delivery of more than
by the German physicist Dr. Siegfried
the neighbouring town of Fürth to
cheaper GE Series tachogenerators,
30,000 sensors per year. To mark
Guggenheimer and his colleague Paul
prevent the production equipment
NORIS was able to win well-known cus-
the 90 anniversary of our tradi-
Hansen. With mechanical instruments
being destroyed and avoid pro-
tomers such as DEUTZ AG, MWM, MaK,
tional company from Nuremberg,
for rotational-speed measurement
duction losses. On the 15th of April
MAN and DEMAG, and developed into
we are taking a look at our event-
(tachometers and tachographs), cen-
1945 the factory finally had to close.
an important supplier for diesel engine
ful past.
trifugal switches and electrical remote
During the subsequent fighting in
manufacturers.
th
ISSUE 32 / / / EURAILmag Business & Technology
V E H I C L E S | 31
volving extensive project planning and
tion systems, measuring instruments
the sensor and display technology sec-
and sensors, in both the Chinese trans-
tor with its series production character.
portation technology sector and the
The company took on the responsibil-
shipbuilding market.
ity for the development, production
Fig: Centrifugal switch - cross section
and sales of sensors, analogue indica-
As of 2007 the first major contracts for
tors, measuring transducers and limit
rugged sensor combinations for extreme
value switches and specialised, above
harsh environments in underfloor areas
On the 3rd of December 1966 Dr. Ernst
After the opening of the East
all, in the design and development
of high speed trains were processed.
Schmidmer passed away unexpected-
Germany border, NORIS succeeded in
of customer-specific sensors to meet
Therefore a new flange speed sensor
ly at the age of 63 and his son, Horst
winning many of the shipyards on the
extreme requirements in the ship-
type series FAH.5 was developed before.
Schmidmer, succeeded him as the
Baltic Coast as new customers. Thus,
building industry and transportation
In 2010 NORIS presented its own open
managing director. The increasing de-
in 1991 NORIS Steuerungstechnik
technology. The marine automation
automation platform NORISYS 4 based
mand for electronic products in the
GmbH was established in Rostock (lat-
sector and the project business re-
on CODESYS. The components were suc-
1960ies and 1970ies and the falling
er NORIS Automation Rostock GmbH)
mained at NORIS Tachometerwerk
cesfully used shortly thereafter in the
sales figures for mechanical products
as a representative and final-assem-
(later NORIS Marine Systems GmbH
controllers of cogeneration power plants
led to the suspension of production
bly company.
& Co. KG).
and in the remote control systems.
of mechanical equipment, e. g. ro-
In October 1992 the company award-
tating-pendulum tachometers and
ed the contract to develop a remote
On the 29th of November 2002 Horst
In 2012 NORIS Benelux was founded
eddy-current tachometers. From then
control system for bridges to sup-
Schmidmer transferred his shares in
with its headquarters near Rotterdam
on, the company concentrated on the
plement the existing monitoring
the company to Schmidmer Holding
in order to better serve the Dutch mar-
development of robust temperature
and safety systems. In 1994 the
GmbH (later NORIS Group GmbH) and
ket and optimise local service provision.
and pressure monitoring equipment,
NORISTAR remote control system
one year later he transferred all his
In the same year NORIS presented the
above all for use under extreme am-
went into production and was suc-
shares in Schmidmer Holding GmbH to
new generation of analogue indicators
bient conditions.
cessfully launched onto the market.
his sons Christian, Florian and Michael
type series NORIMETER 3 and patent-
In the same year, Horst Schmidmer
Schmidmer.
ed a mechanical construction for a
In 1976 Horst Schmidmer bought Dr.
decided to establish the joint venture
GRAW Messgeräte GmbH & Co. KG
NORIS Automation Far East Pte. Ltd.
In order to expand the company‘s
sensor combination with 360° pivoted sensors to minimize torsional stress. At
from Dr. Josef Graw, which today, un-
together with Bond Instrumentation.
presence on the Asian market, in
the end of 2014 the development of
der the name of GRAW Radiosondes, is
The new company with its headquar-
2004 another joint venture was estab-
the new NORIMOS 4 monitoring sys-
one of the world‘s leading manufactur-
ters in Singapore was responsible for
lished with Sibo Monitor Technique
tem was complete, and the first orders
ers of radiosondes. In 1977 work began
the entire East Asian market, espe-
Engineering Co. Ltd., a reputable
with this new system are presently be-
on the development of the first digi-
cially China.
Chinese manufacturer of automation
ing delivered
tal monitoring system – the NORIMOS
In 2001 NORIS Automation GmbH
systems: NORIS-SIBO Automation Co.
1000 - that went into series produc-
was founded in Nuremberg to create
Ltd. with its headquarters in Shanghai
tion in 1980 and within a short period
a clear separation between those areas
established itself within a short period
of time became a bestseller.
of the marine automation business in-
of time as a reliable supplier of automa-
More information www.noris-group.com
EURAILmag Business & Technology
///
ISSUE 32
32
VEHICLES
MOVE TO DIGITAL RAILWAY SYSTEMS FUELS NEED FOR BIG DATA THE RISE OF THE INTERNET OF THINGS [IoT] AND THE PROLIFERATION OF MOBILE DEVICES HAVE MADE IT CRUCIAL FOR THE RAIL INDUSTRY TO USE BIG DATA PLATFORMS.
A
ccording to analysis
rail industry’s business process
Transit’, released in March 2015,
The terabytes of measurement
from Frost & Sullivan*,
structure, enabling seamless
covers hardware, big data dis-
data relating to the condition
global annual rail fi-
interconnected management be-
tribution, data management
of the rail network and roll-
tween various functions.
components, analytics and vis-
ing stock have, until now, been
ualisations, and services.
saved and archived on unsuita-
nancing in big data will reach over $2.14 billion (€1.94b) by 2021, and investments will grow at a minimum of 60.3%. The global rail market offers
OVERCOMING CHALLENGES TO LEVERAGE CHANGING BUSINESS MODELS
huge opportunities for big data
ble storage media, which meant “Globally, over 50 billion de-
it could not be used actively. Big
vices will be connected to the
data technologies offer the pos-
Internet by 2020, a four-fold in-
sibility to prepare the historical
crease from 2010,” points out
data for the purpose of predic-
technology providers. As some
Despite the positive implica-
Mr Raman. “To remain compet-
tive maintenance, which offers
of the signalling equipment on
tions of big data architecture,
itive, the rail environment must
cost savings for SBB.
rail networks is nearly 80-years
some rail participants have been
adapt to these external condi-
old, industry participants have
slow to implement these solu-
tions through the use of big
In addition to the technical abil-
begun to invest in the current
tions. Widespread ignorance
data technologies.”
ity to store and analyse large
generation of rail systems, in-
on how to identify relevant
cluding computer-based point
data structures/types – and
machines and interlocking. This
utilise them to make visualis-
shift from analogue to digital,
ations that enable actionable
which allows activity to be re-
decisions – has made rail com-
Swiss Federal Railway (SBB) is
means of intelligent algorithms,
corded and the integrity of
panies wary of investing in big
on a mission to optimise passen-
while factoring in the conse-
systems to be identified in real
data platforms. Automatically
ger traffic using big data – and
quences of external elements
time, has turned rail partici-
gathered data could also be
there are many possibilities to
such as weather conditions.
pants’ attention towards big
problematic, arising from sys-
do so: from predictive analyses
data technologies.
tematic issues from sensors
of capacity utilisation, to analy-
Going forward, SBB has gained
or incorrect metadata about a
sis of train delays and associated
a better understanding of the
sensor.
effects, to maintenance proce-
challenges of big data, as well
dures and costs. Since June
as identifying many avenues
“The main aim of the rail industry’s implementation of big
quantities of data cost-effi-
SWITZERLAND – MAKING BIG TRACKS
ciently, new possibilities arise, such as calculation of the rate of wear of the rail network by
data technologies has been pre-
Nevertheless, Frost & Sullivan in-
2014, the foundations for this
for optimising their business
dictive analytics,” says Shyam
sists participants must overcome
platform have been laid with
processes and introducing in-
Raman, automotive & transpor-
these challenges to leverage
the support and expertise of IT
novations to benefit clients.
tation research analyst, Frost &
changing business models. ‘With
service provider ELCA.
Furthermore, the results of this
Sullivan. “Integrating media an-
the proliferation of mobile in-
alytics to improve the security
ternet across all components of
The SBB project was set up fol-
passengers, but SBB Cargo’s cli-
of rail infrastructure and pay-
the rail ecosystem, unstructured
lowing a preliminary study that
ents (B2B) too
load are also key applications.”
data will continue to grow,’ it
demonstrated interesting op-
says, ‘highlighting the need for
portunities for the company. As
big data technologies.’
an extension to technologies
However, applications of big data technologies in rail can extend further to include fare management, geospatial analysis, transit
project are not only benefitting
such as data warehousing and
ADAPT TO REMAIN COMPETITIVE
scheduling, and revenue man-
business intelligence, big data offers the possibility to make quick and exploratory analyses
agement. Such functionalities
Frost & Sullivan’s study ‘Strategic
of very large volumes of mul-
could completely transform the
Analysis of Big Data in Rapid
ti-structured data.
ISSUE 32 / / / EURAILmag Business & Technology
Rose Creasy *‘Strategic Analysis of Big Data in Rapid Transit’: for complimentary access to more information on this research, visit http://owl.li/KcWaE or go to www.frost. com/sublib/display-report.do?id=M9BA-01-00-00-00
FIND OUT MORE AT
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3-5 November 2015, Copenhagen, Denmark
CREATING THE SMART METRO AND URBAN RAILWAYS OF THE FUTURE
EVENT PARTNER:
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EXECUTIVE SPEAKERS INCLUDE: Mike Brown Managing Director London Underground, UK
Joubert Flores Director Metro Rio Brazil
Peter Viinapuu CEO MTR Nordic Sweden
Azmi Abdul Aziz Managing Director Prasarana, Malaysia
Henrik Plougmann Olsen CEO Metroselskabet Denmark
Philippe Leguay International Rail Systems Transport Director Keolis, France
Neil Roberts Director, ICT Yarratrams Australia
Juan Pablo Piccardo President Metro Buenos Aires Argentina
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34
VEHICLES
OSIRIS & URBAN RAIL – PAVING THE WAY TO GREATER ENERGY EFFICIENCY
THE FINDINGS OF THE OSIRIS* COLLABORATIVE R&D PROJECT ARE EXPECTED TO ASSIST URBAN RAIL OPERATORS IN REDUCING THEIR ENERGY BILLS AND THE ENVIRONMENTAL IMPACT OF THEIR OPERATIONS.
C
o-funded
the
that represent a considerable
ty of energy they consume
EU’s 7 th Framework
by
financial burden for trans-
depending on a range of in-
Programme,
HOLISTIC TOOL FOR ELECTRICAL & THERMAL CALCULATION
OSI-
port companies – amounting
ter-dependent factors. Though
RIS brought together 17
to 15-20% of the operating
a new technology might yield
partners, including public
expenditure of a light rail net-
improvements in one area,
What is needed, and what
transport operators, manufac-
work; 10 to 15% of a metro.
it might compromise other
has been lacking so far, is a
turers, and research centres.
Note that after staff, energy
aspects of the system perfor-
comprehensive approach to
The three-year initiative, which
is the second largest budget
mance. This dichotomy often
simulating, evaluating, and op-
culminated in March 2015,
item in the operation costs
makes it extremely difficult to
timising energy consumption;
sought to identify operational
structure.
assess the net benefits of in-
one that encompasses the
troducing new, energy saving
whole picture, i.e. rolling stock,
technologies.
infrastructure, and operations.
and technical innovations that lower the energy costs of run-
Urban rail systems are
ning urban rail systems; costs
complex, with the quanti-
ISSUE 32 / / / EURAILmag Business & Technology
In response, OSIRIS has created
V E H I C L E S | 35
What is needed, and what has been lacking so far, is a comprehensive approach to simulating, evaluating, and optimising energy consumption; one that encompasses the whole picture, i.e. rolling stock, infrastructure, and operations
“While the work on Duty
formal standardisation would
Cycles is not mature enough
then be investigated.”
at this stage [March 2015] to be proposed as a standard, further work will be conduct-
The Holistic Tool
ADVANCED TECHNOLOGIES
ed within the UITP working a unique holistic tool – a highly
of reliability and predictabili-
bodies,” sums up Mr Dauby.
Various operational and techni-
complex, relational database,
ty is vital,” says Laurent Dauby
“Should a wide consensus be
cal innovations also formed part
integrating various specialised
from UITP.
reached, the tool could be
of the OSIRIS strategy. Alstom
used on voluntary basis. The
developed a cutting-edge
benefits and added value of
auxiliary converter for metro
modelling tools. “This software programme is designed to inte-
Inspired by UITP’s SORT initi-
grate all or most of all aspects
ative (Standardised On-Road
of the urban rail system,” ex-
Tests Cycles, see box overleaf),
plains Caroline Hoogendoorn
the consortium opted for a ‘mod-
from OSIRIS partner UITP. “It
ular approach.’ In order to define
serves to better understand
any given line at various times of
interactions between the dif-
the day, a comprehensive set of
ferent energy consumers – both
‘building blocks’ or modules were
electric and thermal aspects –
identified. Only a limited number
and to bridge the gap between
of said modules (per service type)
small-scale measurements
were found necessary to reason-
of improvements and global
ably approximate real lines.
appreciation.” “To calculate these Duty
MODULAR DUTY CYCLE SYSTEM
Cycles a large amount of data was required,” reveals Ms Hoogendoorn. “It was provided
Another highlight of OSIRIS
by project partners such as the
is its work on a standardised
Milan and the Paris operators,
methodology for measuring
but also from organisations
the energy consumption of roll-
outside the consortium.” These
ing stock. “During procurement
‘external contributors’ be-
of new trains, to help with de-
longed to the OSIRIS ‘Support
cision making and optimise the
and User Group’ (SUG), which
overall process, comparing the
met up every six months to ac-
energy consumption to be ex-
cess, contribute to, and validate
pected with a minimum level
the project results.
EURAILmag Business & Technology
///
ISSUE 32
36
VEHICLES
systems, including heating, An initiative of the UITP Bus Committee, the SORT project (Standardised On-Road Test cycles) is a result of cooperation between VDV (Association of German Transport Companies), public transport operators, and the leading European manufacturers of vehicles and transmissions. Its objective is to design reproducible cycles for on-road testing of buses in order to measure their fuel consumption
air conditioning, lighting, and the battery charger. “After becoming a standard company product, it will probably be adopted more widely,” comments Mr Dauby. CAF deployed a new concept, on-board Energy Storage System (ESS) using Lithium-Ion batteries from Saft. Tested on a tram in Vitoria-Gasteiz (Spain), this technology captures and stores energy during braking, in
Heat pump in Barberini station, Rome Metro
trains, tested in cooperation
order to reduce overall energy
with operator ATM in Milan.
consumption and lessen pow-
The objective was to improve
er losses from the catenary and
growing desire for electrical
is certain there will be market
the energy efficiency of the
substations. Despite requiring
energy storage – both for rail
volume to support deployment
converter powering on-board
further fine tuning, given the
and electric bus operations – it
in the near future.
ISSUE 32 / / / EURAILmag Business & Technology
V E H I C L E S | 37
Ansaldo STS produced a novel
for ways and means of con-
cooling system for technical
suming less energy.
rooms using underground water, tested with the sup-
As well as cost cutting, a fur-
port of ATAC in Rome Metro.
ther consequence of the
The goal was to address the
OSIRIS action will be a small-
thermal behaviour of fixed
er carbon footprint; a ‘step’
installations and the cost of
in the right direction that will
maintaining correct temper-
certainly help operators main-
atures, to ensure the proper
tain their competitive edge, in
operation of signalling and
terms of their environmental
communications equipment.
impact, compared to private transport modes.
This heat pump system could be implemented widely since
Last but not least, it is worth
it consists of proven and rec-
bearing in mind that pub-
ognised technologies used
lic transport is often, if not
in cutting-edge applications.
always, subsidised to a cer-
Furthermore, OSIRIS has iden-
tain degree in every country.
tified many situations where
Reducing energy-related
underground water is availa-
bills is good news for gov-
ble in the vicinity of stations.
ernments, authorities, and other entities allocating
BOOSTING PERFORMANCE – REAPING THE BENEFITS
these budgets. “Indeed in the long run this energy drive also promises benefits for the city as a whole” agrees
The drive to improve the en-
Ms Hoogendoorn. “Curbing
ergy efficiency of urban rail
operation expenses should
looks set to continue indef-
then help cut expenses for
initely. “There have actually
authorities.”
using Cu proBraze® heat exchangers
been some advances in the past decade that have al-
Lesley Brown
lowed rail vehicles to increase
All illustrations ©OSIRIS
their traction energy efficien-
*www.osirisrail.eu
cy,” Ms Hoogendoorn told EURAILmag. “But these savings have been cancelled out with the addition of comfort features such as energy-con-
Bye bye corrosion Cu proBraze® is our advanced heat exchanger technology for heavy duty applications. Its most important performance benefits are durability, size and efficiency. What‘s more, CuproBraze® is clearly superior for applications that must withstand elevated temperatures and harsh conditions without failure.
suming air conditioning, Wi-Fi, infotainment and other onboard equipment.” Such a ‘one step forward, one step
For further information www.cuprobraze.com
back’ status quo explains why operators and manufacturers are constantly on the lookout
CuproBraze® heat exchanger
38
VEHICLES
PROFILE MEASUREMENT WITH CALIPRI – NO CONTACT, NO CONFLICT MULTITASKING SAVES TIME AND MONEY. THANKS TO CALIPRI – A CONTACT-FREE, PROFILE MEASUREMENT DEVICE BY THE AUSTRIAN INNOVATION INCUBATOR NEXTSENSE GMBH – HIGH-PRECISION AND REPRODUCIBLE MEASUREMENT RESULTS ARE DELIVERED FOR A WIDE RANGE OF WHEEL AND RAIL PROFILES. ingly defined algorithms, plus all important quality values and wear values are displayed on a tablet PC and on the sensor itself. This approach ensure that deviations from nominal values are identified in a matter of seconds. For the entire measurement procedure, it is not necessary to maintain the same and precise distance and angle between the sensor and measured object. Consequently, the results are free from any operator influence and are reproducible. In addition, the device can be used in areas difficult to access, where traditional measurement
R
devices are hardly of any use. ails, switches, wheels
300km/hr (186mph), one might
ment. “Other measurement
or brakes – CALIPRI
wonder how come the wheel
devices have to be mechanically
These advantages deliver sig-
measures them all.
and rail dimensions are still
attached to the wheel, brake disc
nificant cost reductions: one
Such multi-functionality gener-
monitored with a sliding caliper.
or rail. When doing this, even a
and the same device can be
ates cost advantages. Because,
Because ever since the mar-
slight tilt makes for a substantial
used for numerous and diverse
instead of having to purchase
ket launch of CALIPRI in 2008,
difference in the measurement,”
measuring tasks, thanks to
a single device for every meas-
a high-precision, laser-based
explains Clemens Gasser, CEO,
the contact-free method and
urement task, with CALIPRI, one
measurement device for profile
Nextsense. “Thus correct profiles
is enough. The railway industry
dimensions has been available,
are measured as wrong, and vice
quickly recognized this advan-
which delivers reproducible re-
versa. CALIPRI is immune to such
tage, and that’s why important
sults independent of the user.
slight, manual mistakes, which can result in significant meas-
names in those industries bank on the handy device. Now it’s
No contact, no conflict
been updated and optimised
Already in its previous ver-
once more with a major software
sion, the device has won over
In fact, CALIPRI measures with-
release. The basic advantages
renowned customers such
out contact. By so doing, three
can henceforth be used even
as Deutsche Bahn and SNCF
laser lines scan the surface and
more intuitively, plus more func-
(French Railways). The deci-
an intelligent image processing
tions have been added.
sion of customers in favour of
system records segments of the
urement errors.”
CALIPRI is based time and again
object profile, combining them
With high-speed trains rac-
on its phenomenal advantages
into an entire profile. The latter
ing over their track systems at
over existing comparable equip-
is then measured by correspond-
ISSUE 32 / / / EURAILmag Business & Technology
V E H I C L E S | 39
the-art solution for advanced wheel life cycle management. Since March 2015 all CALIPRI devices are equipped with a default version of NEM Solution’s A.U.R.A Wheel.
Reducing life cycle costs A.U.R.A Wheel provides full management of the longterm planning of railway bogie and wheelset maintenance, reducing uncertainty and over-servicing in the planning of maintenance activities throughout the life cycle of
Nextsense offers laser-based profile and surface measurement system in the rapidly growing market for optical sensors. In addition to many well-known rolling stock manufacturers and railway suppliers – DB, SNCF, SBB, Siemens, Stadler, Bombardier, and Alstom – the customer base also includes automotive and steel companies such as Daimler, Magna Steyr and Voestalpine. ISO 9001:2008 certified, with a workforce of 50 employees at its site in Graz, Austria, Nextsense is a spinoff of the Austrian technology research company Joanneum Research.
wheelsets and rolling stock a modular software concept.
After measuring, the results
fleets. The ability to use Big
Thickness, diameter, profile
are classified according to the
Data techniques gives NEM
Synergy to excel
and back-to-back distance –
given tolerances and corre-
Solutions increased knowledge
Nextsense’s strategy focus-
one device measures them all.
spondingly colour highlighted.
and the ability to extend wheel
es on leading the market in
This reduces acquisition costs in
Measurement plans can be
life cycles in accordance with
portable laser measuring de-
comparison to traditional gaug-
administered centrally and
customer needs. This leads to
vices. The core business of NEM
es, which more often than not
transferred to other CALIPRI
a more efficient and effective
Solutions is to provide solu-
have to be purchased individu-
devices. This ensures that the
maintenance, as well as in-
tions and services to maximise
ally for each measurement task.
roll-out of a new measurement
creased fleet availability for
life cycles while increasing pro-
In addition, service and training
plan among geographical-
service operation.
ductivity and availability. Their
costs, as well as measurement
ly widespread workshops, for
times, are reduced.
instance, is as easy as pie! In ad-
A.U.R.A Wheel, which currently
gy that allows both parties to
dition, with the major release,
manages the wheelsets of over
excel in their respective areas
Major software release
partial measurement plans, the
39,000 vehicles, integrates in-
of expertise, while bringing a
Now the developers in Graz
so-called ‘variants’, can be de-
formation coming from wheel
unique and complete solution
have upgraded and further op-
fined for the first time. With a
parameter acquisition devices,
to market. “This collaboration is
timised the functionality and
single click, the workshop as-
wheel surface defect moni-
a first in the market, as it unites
operability of CALIPRI. What’s
sociate can then expand the
toring devices, plus lathes and
two technology leaders, setting
crucial with the software
weekly check of the wheel
third party management solu-
a trend for the years to come,”
release is the option for display-
profiles and brake discs, and
tions. This capability enables
comments Dr Alberto Conde,
ing a measurement cycle clearly
measure the diameter and
all CALIPRI users to approach
CEO, NEM Solutions
and comprehensibly. A graphic
wheel clearance too.
their bogie-related mainte-
measurement plan displays the entire rail vehicle or segments of it, including all the points
alliance is an obvious syner-
nance as a whole, generating
CALIPRI JOINS FORCES WITH A.U.R.A WHEEL
value overnight. Current CALIPRI users can also
to be checked. Thanks to the multi-functionality of CALIPRI,
Nextsense and Spanish NEM
benefit from this alliance since
such points include, for exam-
Solutions have joined forces in
A.U.R.A Wheel can be retro-
ple, wheel profiles, brake discs,
order to provide train operators
fitted to older CALIPRI SW
and wheel diameters.
& maintainers with a state-of-
versions (V4 and above).
More information NEXTSENSE GmbH Christoph Böhm +43 316 232400-0 Christoph.Boehm@ nextsense.at www.nextsense.at
EURAILmag Business & Technology
///
ISSUE 32
40
INFR ASTRUC TURE
INFRASTRUCTURE MISSION RAIL CRITICAL COMMUNICATION NETWORKS IN THE RAILWAY SECTOR HAVE STRINGENT REQUIREMENTS FOR RELIABILITY, AVAILABILITY, STABILITY, AND SECURITY. WHILE THESE ‘MISSION CRITICAL’ GROUP COMMUNICATIONS ARE CURRENTLY DELIVERED WITH SATISFACTION BY EXISTING TECHNOLOGIES, INDUSTRY ACTORS ARE NEVERTHELESS LOOKING TO THE FUTURE…
S
ince the 1990s, GSM-R, the rail dedicated version of the GSM digital
mobile telephony system, has served as the communications backbone of railway systems worldwide. Introduced to facilitate interoperability between the different railway networks in Europe, it is currently in use throughout Europe, Asia, North Africa, and Australia. Replacing dozens of legacy standards, GSM-R is used for voice communication with the traffic ©Craig Macready
controller and for mission-critical train control data between the train on board unit and the RBC (Radio Block Centre). In parallel, the TETRA
cal TETRA- and GSM-R-based
“LTE defines the mechanics,
“What eLTE does is mimic
(Terrestrial Trunked Radio)
systems. While both types
if you like, while 4G [4th gen-
the TETRA environment and
professional voice trunking
continue to perform the tasks
eration of data technology
add a layer of functionality,”
service is typically used in ur-
they were designed for, there
for cellular networks] de-
expands Graham Currier, net-
ban rail for voice-based train
is a growing need to ‘get into
scribes the concept,” explains
work performance director,
and emergency dispatch, while
broadband,’ and a growing
Richard Lambley, consulting
UK Broadband. “It delivers
Wi-Fi and/or analogue wireless
frustration that right now it’s
editor, Tetra Today. “In addi-
what users want, i.e. a richer
data systems are deployed
just not possible. Hence the
tion, a further development
environment and richer ex-
for train-to-ground video and
reason Long Term Evolution
comes in the form of eLTE.”
periences through data and
transmission of mission-critical
(LTE), the 4G wireless commu-
A Huawei development that
broadband. This makes it a cus-
train control data.
nications standard, is under
implements trunking fea-
tomer-driven development,”
serious consideration as a suc-
tures according to B-TrunC
he stresses.
cessor technology.
specifications accepted
OFFERING EXTRA CAPABILITIES
by the ITU (International
The eLTE systems by Huawei,
Long Term Evolution is an in-
Telecommunication Union) in
based on advanced wireless
In the railways, rising de-
ternational standard for the
November 2014, eLTE offers
broadband technology, pro-
mand for image, video, and
wireless communication of
extra capabilities in order to
vide up to 100Mbit/s downlink
high-speed data transmission
broadband data for mobile
perform mission critical func-
and 50Mbit/s uplink through-
is posing challenges to typi-
phones and data terminals.
tions on top.
put. As a result, a single
ISSUE 32 / / / EURAILmag Business & Technology
I N F R A S T R U C T U R E | 41
build the metro into the world’s In June 2015, Huawei and Alstom Tr a n s p o r t a n nounced the successful completion of a pilot test of CBTC over 4G LTE. The trial, which took place on metro lines in Valenciennes, north of France, involved Alstom’s Urbalis Fluence CBTC train signalling solution and encompassed the unified multi-service capabilities of LTE to be bearer of several systems such as the CBTC, PIS, and closed-circuit television (CCTV)
first-class urban railway transport system, Zhengzhou Metro Company was seeking a communications system that would provide high-speed mobility, wide bandwidth, low latency, and strong scalability to fulfil communication demands – now, and into the future.
In the railways, rising demand for image, video, and high-speed data transmission is posing challenges to typical TETRA- and GSM-R-based systems. While both types continue to perform the tasks they were designed for, there is a growing need to ‘get into broadband,’ and a growing frustration that right now it’s just not possible
Zhengzhou Metro decided to implement the Huawei eLTE
Train Control (CBTC, rail signal-
Value-Added Partners (VAPs).
solution to provide ground-
ling system based on wireless
Today, with over 72 members,
to-train wireless broadband
ground-to-train system commu-
it aims to:
services across Line 1, with
nication) functions and trunking
network can support an im-
speeds of up to 120km/hr, for
dispatch.
pressive lot – multimedia
services such as vehicle-mount-
trunking, voice and video dis-
ed Passenger Information
“As the world’s first metro line
patching, high-definition video
System (PIS) applications, video
to use LTE, Zhengzhou Metro
surveillance, ultra-remote data
surveillance, and fire warnings.
is an example for future wire-
acquisition, and mobile office
promote broadband trunking standards leverage joint innovation
less network construction on
utilise innovative eLTE wireless
broadband & broadband trunking technologies, and work together to customise
services. “The best way to un-
In passenger operation since
urban metro lines,” comments
industry solutions for customers
derstand eLTE is to focus on
November 2013, the system
Liu Hongtai from Zhengzhou
from government and the public
what it enables,” Mr Currier ad-
provides a downlink bandwidth
Rail Transit Co., Ltd. “It pro-
sector, transportation, energy,
vises EURAILmag. “In essence it
of around 20Mbit/s for a single
vides clear evidence that LTE
electronic power, and enterprise
is an enhanced version of LTE
train, with flexible sub-frame
can meet the requirements of
industries
that provides voice and video
configuration, and large uplink
wireless communication in ur-
dispatching.”
bandwidth in the case of lim-
ban metro. We believe that LTE
To date, Alliance members re-
ited frequencies, enabling the
will be widely used in the fu-
port over 141 eLTE contracts
requirements of vehicle-mount-
ture for urban metro,” he adds.
across the globe, of which 76
CASE STUDY: ZHENGZHOU METRO LINE 1
ed HD video surveillance. In addition, Quality of Service
are already in commercial op-
eLTE INDUSTRY ALLIANCE – A GLOBAL PARTNER ECOSYSTEM
eration. The majority share of these projects are in the
Zhengzhou, with a population
(QoS) mechanisms provide ac-
of over 10 million, is the cap-
curate priority management of
ital of Henan province and a
services to minimise transmis-
major transportation hub in
sion delay, packet loss rate, and
Launched in February 2014
by the general transport sec-
Central China. Its metro sys-
guarantee bandwidth demand
in Nanjing, China, the eLTE
tor, i.e. rail, airports, and ports.
tem, planned to eventually
for key services when the net-
Industry Alliance[1] has es-
“We are proactively promoting
comprise six lines reaching over
work is congested.
tablished a global partner
partnerships within the indus-
ecosystem that includes
try, not just one ICT vendor,
200km, has a significant role to
spheres of government and safe cities, directly followed
play in relieving the city’s road
A further strength, PIS and vid-
Independent
Software
in order to develop applica-
congestion.
eo surveillance services are
Vendors (ISVs), Independent
tions and software together
supported in a single system.
Hardware Vendors (IHVs),
to provide our customers with
To improve traffic conditions,
This in turn reduces network
system integrators, con-
multi-vendor end to end
ensure travel safety, enrich
investment and paves the way
sulting institutes, standards
solutions,” says Leon He, pres-
the passenger experience, and
for Communication-Based
organisations, operators, and
ident, Huawei West European
EURAILmag Business & Technology
///
ISSUE 32
42
INFR ASTRUC TURE
Union of Railways)[3] in 2009,
meeting that FRMCS and ERA
when a technical report on
activities are coordinated and
the then new LTE technolo-
convergent, with each entity
gy was challenged against the
respecting the role and the re-
operational needs of the rail-
mit of its work. A decision on
ways. October 2010 saw the
the future system is expected
release of the ‘Railway Mobile
in 2018, with the system to be
Communication System User
made available for deployment
Requirement Specification,’ a
by the end of 2022.
basic document suppliers and standardisation bodies require when considering solutions to
MIGRATING WITH LTE IN MIND
Enterprise Business.
critical communications indus-
replace GSM-R.
In May 2015, the 3rd Alliance
try needs to move towards a
‘This new system must fulfil the
Some European railways are
summit in Barcelona brought
global ecosystem without get-
operational needs of railways,
already positioning LTE capabil-
together experts from in-
ting rid of what already exists.
better support railway business
ity in their upgrade contracts.
dustry trunking standard
We are moving into an ‘open’
needs, be future proof, and capa-
In July 2015, German rail in-
organisations, third-party an-
world, towards a user-centric
ble of co-existing with GSM-R for
frastructure manager DB Netz
alysts, industry partners, and
type of critical communications
a long period of time.’
confirmed the consortium of
customer executives. The pur-
network.”
pose of the half-day meeting
Siemens Convergence Creators Since 2009, UIC has held a num-
and Huawei are to migrate its
was to present and discuss the
When preparing for LTE technol-
ber of events discussing these
first-generation GSM-R net-
trends and progress achieved in
ogy the number one priority for
subjects, including a demon-
work in the north of Germany.
standardising broadband trunk-
potential customers should be
stration of LTE capabilities on
The project involves a total
ing for LTE in 3GPP, as well as
good planning, reckons Richard
possible future railway oper-
length of about 12,000km
the latest developments of
W. Chace, chairman, Global
ational needs (in cooperation
of the national network, i.e.
the Alliance and in broadband
Security Industry Alliance[2].
with Alcatel-Lucent).
which translates into 40% of
trunking applications.
“Do your homework first, be-
DB’s operative total. Included
fore buying/signing anything,”
These needs were subse-
in the contract is the option to
“For rail, eLTE serves to en-
he advises. “Understand what
quently brought together in
expand the network to mobile
hance capacity by providing
you are getting into.” Also im-
the UIC Future Railway Mobile
broadband services, including
high bandwidth and low laten-
portant is laying out a clear path
Communication
4G LTE
cy for various rail applications,
for deployment. “Technology
(FRMCS), which held its kick-off
such as, for instance, multi-lo-
is only as good as the people
meeting in January 2013.
comotive synchronous control,”
who specify, use, and main-
explained Mr He, in his opening
tain it. Policy drives everything.
Around 20 experts joined this
speech. “We hope to bring this
Cooperation between internal
gathering, including repre-
new technology from China
and external partners is crucial
sentatives of ERA (European
to the European railway sys-
to the successful deployment of
Railway Agency)[4], which is
tem, where we see plenty of
an LTE project.”
also working on this subject, having launched an analysis
opportunities.” “Expectations for eLTE are very very high. We need to work
System
UIC FUTURE RAILWAY MOBILE COMMUNICATION SYSTEM
together,” comments Peter
for needs and implementation models, as well as an ex post analysis on functionality and benefits for railways.
Clemons, founder & manag-
Work on the successor to GSM-R
ing director, Quixoticity. “The
began at the UIC (International
ISSUE 32 / / / EURAILmag Business & Technology
It was made clear during the
Lesley Brown References [1]http://e.huawei.com/ae/partner/ alliance/details/industry-allianceportal/industry_alliance_elte [2]www.gsialliance.com [3]www.uic.org [4]www.era.europa.eu
I N F R A S T R U C T U R E | 43
COST-EFFICIENT BALLAST MANAGEMENT - BDS 2000 THE MODERN BDS 2000 BALLAST MANAGEMENT SYSTEM OFFERS VERY DEFINITE ADVANTAGES COMPARED TO PREVIOUS SYSTEMS. THE BDS WORKS FASTER, SUPPLIES HIGHER QUALITY RESULTS AND ACHIEVES A MORE COST-EFFICIENT OUTCOME. A STUDY BY AUSTRIAN FEDERAL RAILWAYS (ÖBB) NOW VERIFIES THIS.
E
fficient use of existing resources has meanwhile become a relevant topic even in the track maintenance sec-
tor. That was a logical development because also in this sector, cost-efficiency is a major BDS 2000 in operation on Austrian lines
topic. Experts are well aware of the fact that machines made by Plasser & Theurer meet high requirements in this respect.
Handling costs for conventional ballast
tamping. Now, it is also in operation for new
unloading
track laying. The reason for this is the high
Additional costs for transporting the BDS
efficiency of the system and the ability to
Additional machinery costs BDS
A new kind of ballast management. Today,
with the development of the BDS ballast
handle large quantities of ballast perfectly.
be passed on to a more efficient redistribu-
The result of the study is clear: when the re-
In view of the results of the study, and also due
tion. This enables the amount of new ballast
quired quantity of new ballast is reduced by
to practical experience on track, ÖBB is mean-
required to be substantially reduced.
approximately 38%, the BDS 2000 system is
while convinced that the BDS 2000 is a milestone
the more economical alternative. This per-
in the development of ballast handling systems.
management system, unused resources can
The surplus track ballast is picked up me-
centage is clearly surpassed on the ÖBB. An
chanically in the course of ballast profiling,
analysis of the measuring data now availa-
The next step: A new ballast management
stored in an integrated ballast hopper and
ble has shown that using the BDS enables
system BDS 2000 E3 will be put into opera-
returned to the track later, wherever it is
the quantities of new ballast required to be
tion soon. This hybrid machine is fitted with
required. Additionally, the split design of
reduced by an average of 60%.
a new drive concept allowing the machine
the machine makes it possible to add one
to be powered either via the electrical en-
or more MFS material conveyor and hopper
The effective benefit is even higher.
ergy of the contact wire or, as before, via a
units to the BDS system; thus enlarging the
However, the overall cost-efficiency of the
conventional Diesel engine.
storage capacity of the machine.
system is far higher as additional factors of
The outstanding characteristics of this machine
high economical relevance were not includ-
can be described in three words: economic – it
Study compares BDS 2000 with previous
ed in the study. For example, due to the high
reduces the operational cost, ecologic – it is en-
ballast management. A study carried out
working speed of the BDS 2000, it was pos-
vironmentally-friendly, and ergonomic – it offers
by ÖBB compares the cost of ballast man-
sible to raise the working speed of the MDZ
higher comfort and is user friendly
agement using the BDS 2000 system with
considerably. This in turn leads to shorter
the costs incurred when using traditional
track possessions. Moreover, the uniform
ballasting methods during maintenance
distribution of ballast, achieved using the
tamping. The following factors were includ-
BDS, has a very positive effect on the later
ed in the calculation:
quality of the track geometry.
Reduction of the quantities of new ballast required
Cost of new ballast
Initially, the BDS 2000 ballast management
Cost of transporting ballast
system was only used for maintenance
More information PLASSER & THEURER Export von Bahnbaumaschinen Gesellschaft m.b.H. Phone: +43 (0) 1 515 72 - 0 Austria www.plassertheurer.com
EURAILmag Business & Technology
///
ISSUE 32
44
INFR ASTRUC TURE
DIGITAL TRANSFORMATION? YES, BUT HOW?
©Alcatel-Lucent
PARIS, JUNE 2015: ALCATEL-LUCENT HOLDS A ‘DIGITAL RENCONTRES’ SEMINAR DEVOTED TO LARGE COMPANIES, INDUSTRY, AND THE PUBLIC SECTOR. “COMPANIES TODAY ARE ENTERING INTO DIGITAL TRANSFORMATION,” SAYS MATHIEU BOURGUIGNON, COUNTRY SALES OFFICER, ALCATEL-LUCENT IN FRANCE (PICTURED LEFT). “NETWORKS ARE THE FOUNDATIONS OF THE ULTRA-CONNECTED WORLD, REMOVING BARRIERS BETWEEN EMPLOYEES, CUSTOMERS AND CONNECTED THINGS.”
T
ness its technologies to meet real needs – either to replace or adapt existing networks – and to develop an additional revenue source. “Chapter 2
he purpose of the
of this Shift plan is about un-
meeting was to demon-
locking profitable growth,” Mr
“Innovation is our trademark. Our clients have always encouraged us to develop new technologies and they have high demands, namely solutions that guarantee rapidity, capacity, availability, and are extremely secure and agile”
strate the crucial
Bourguignon told EURAILmag.
importance of networks, and of
“An important building block of
the shift to virtual, to the suc-
this strategy is diversification be-
cess of digital transformation
yond the service provider space
sions infrastructure (SDH, ATM)
For over a decade, Alcatel-Lucent
plans. The gathering also gave
by addressing new customer seg-
and video system (high definition
has worked with RATP on major
Alcatel-Lucent an opportunity
ments such as power utilities,
cameras to deliver images in real
telecommunications projects, in
to present its network vision
government, large enterprises
time), and to migrate the tele-
particular the implementation of
and innovation strengths for
such as banks, and transport.
communications services. “We
TETRA (private mobile telecom-
industry and the public sector.
have a challenging mission-criti-
munications network) and the
The two-day programme com-
With regards to the latter, i.e.
cal situation, with more than 360
transmission of train-trackside
prised customer and partners
rail and metro systems, the in-
metro stations, growing demand
data on metro Line 1.
testimonials from RTE (French
frastructure is networked to a
for new services to be deployed,
electricity infrastructure), Nu-
certain degree, operators/infra-
and the imperative to migrate ex-
“By converging our five sepa-
mergy, and also REDHAT and
structure managers are looking
isting ageing networks without
rate legacy networks – CCTV,
Orange Business Services,
for state-of-the-art solutions
interrupting passenger traffic,”
telephony, IT, TETRA, and pas-
together with interactive con-
in fiber optic and in IP/MPLS
comments Patrick Goasdoué, di-
senger information – into a
ferences, demonstrations on
technologies.
rector of telecommunications,
single IP/MPLS network we will
RATP.
not only reduce our mainte-
the Internet of Things (IoT), and sector-based workshops.
“Innovation is our trademark,”
nance costs, but also improve
he points out. “Our clients have
Alcatel-Lucent’s role in the as-
our operations,” sums up Mr
Shift Plan – refocus-
always encouraged us to devel-
signment involves providing a
Goasdoué.
ing & growing the
op new technologies and they
very high-speed, IP-based net-
business through innovation
have high demands, namely
work: highly available, redundant
& diversification
solutions that guarantee rapid-
and secure, this network will carry
Launched in 2013, Shift is a
ity, capacity, availability, and are
various RATP telecommunications
Signalling and train control
comprehensive plan to refocus
extremely secure and agile.”
services, most importantly the
technologies that can auto-
Alcatel-Lucent as a specialist
RAIL SAFETY MATTERS
flow from 10,000 video cameras.
matically trigger emergency
in IP networking, cloud and ul-
A case in point is Paris public
The project is based on an IP/MPLS
brakes are now readily availa-
tra-broadband access – the
transport operator RATP, which
architecture and an optical DWDM
ble and widely used to prevent
technologies at the heart of
in 2014 contracted the consorti-
infrastructure, with products from
driver and human error, the
next-generation networks. The
um of Alcatel-Lucent, Cofely-Ineo
Alcatel-Lucent’s IP Routing and IP
major cause of some recent
objective is two fold: to har-
and Bull to upgrade its transmis-
Transport divisions.
high-profile accidents. However
ISSUE 32 / / / EURAILmag Business & Technology
I N F R A S T R U C T U R E | 45
across Europe, widespread
perfectly suited for hosting on
while introducing features such
adoption and deployment of
IP/MPLS network architecture,
as synchronous Ethernet, cy-
ETCS (European Train Control
it says. By combining IP/MPLS
berattack protection, non-stop
System), the train control ele-
routers, IP/MPLS switches,
routing, non-stop services, and
ment of ERTMS (Europe Rail
optical switches, packet micro-
fast reroute.
Traffic Management System), is
wave, and LTE radio networks it
taking its time due to a number
is possible to build a converged
Leadership & investment
of different reasons – debates
IP/MPLS network to host both
Not the only actor offering
over the technology, deploy-
mission-critical signalling sys-
IP networking, cloud and ul-
ment costs, and so forth.
tems and additional features
tra-broadband access solutions
desired by operators, e.g. CCTV
on today’s highly competitive
the company invested a net to-
networks and passenger Wi-Fi.
and international scene, what
tal of €2.2 billion, approximately
gives Alcatel-Lucent the edge?
16.6% of its sales, in R&D
In the meantime, Alcatel-Lucent suggests railways should con-
In April 2015 AlcatelLucent and Nokia announced their merger intentions, with a view to ‘creating a combined company uniquely positioned to create the foundation of seamless connectivity for people and things wherever they are’
sider introducing IP/MPLS in
The company is already working
“We are still the global leader in
order to improve their network
with several key infrastructure
optical transport, and have be-
Further reading
architecture and technology.
managers, including Refer in
come the undisputed number
As a mission-critical applica-
Portugal and Trafikverket (pre-
two in IP routing,” he replies.
‘Digital transformation? Yes! But how?’ – www.alcatel-lucent.com/blog/2015/ digital-transformation-yes-how
tion with strict requirements
viously Banverket) in Sweden,
“A further strength lies in our
for reliability, resiliency, per-
to deploy IP/MPLS to support
R&D investment capacity,” re-
formance and security, ETCS is
their signalling applications
plies Mr Bourguignon. In 2014,
‘Unlocking the benefits of train control with IP/MPLS’ www.alcatel-lucent.com/blog/2015/ unlocking-benefits-train-control-ipmpls
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EURAILmag Business & Technology
///
ISSUE 32
46
INFR ASTRUC TURE
RAILWAY COMMUNICATIONS – LIVING IN EXCITING TIMES!
©Huawei Technologies
TO ENHANCE THEIR OPERATIONS, THE RAILWAYS ARE EYEING THE NEXT GENERATION OF COMMUNICATIONS TECHNOLOGIES. GIVEN ITS HIGH SPEED, SECURITY AND BANDWIDTH STRENGTHS, NOT TO MENTION LOW LATENCY AND OTHER APPEALING FEATURES, LONG TERM EVOLUTION (LTE), THE 4TH GENERATION OF WIRELESS NETWORKS, IS MAKING, A NAME FOR ITSELF IN THE SECTOR. NORMAN FRISCH, SENIOR MARKETING DIRECTOR TRANSPORT SOLUTIONS, HUAWEI TECHNOLOGIES, CO., LTD, GIVES HIS VIEWS ON THE STATE OF PLAY. READ ON…
I
n the 1990s, when we had
voice and more data for a better
of something we have seen in
data services to permit high
the GSM networks, principal
Quality of Service (QoS).
the telecoms industry for quite
quality Voice over LTE services.
telecommunications servic-
some time. For modern telecom
es were voice and 2G was well
With the subsequent devel-
systems, voice is nothing more
When 4G was implemented,
specified for this function. Then
opment of 4G, a different
than data treated with ‘spe-
public mobile network opera-
as data started to become more
approach was adopted by mak-
cial’ attention vis-à-vis QoS. So
tors (MNO) were unenthusiastic
important, 2G was enhanced to
ing data the priority, and then
the development of 4G start-
about having dedicated 2G, 3G,
allow more data throughput.
to add voice services to com-
ed with defining data, and all
and 4G infrastructures since it
As technology moved on, 3G
plete the package. In fact, this
the necessary QoS and priority
would mean building a lot of
was introduced, which enabled
approach is the consequence
parameters, to enable ‘special’
hardware. Consequently the
ISSUE 32 / / / EURAILmag Business & Technology
I N F R A S T R U C T U R E | 47
In the 90s, when the railways were looking to shift from their existing analogue radio systems into the digital world, they opted for GSM over TETRA since GSM was seen as the technology with a wider customer base and richer future with regards to the development of new functionalities
infrastructure took the same
Functional Addressing of calls,
approach as we all know from
Group Call communications,
mobile phones, i.e. having all of
Priority and Pre-emption mech-
the technologies built in, with
anisms throughout the system.
phones supporting 2G, 3G, and 4G services. With LTE there has
The features implemented in
been a shift in how the evolu-
GSM-R are in fact a replication
tion of features occurs, with a
of functionalities seen in Public
smoother migration between
Mobile Radio (PMR) networks. In the 90s, when the railways
THE GSM-R STORY
ŠSBB
the different generations. were looking to shift from their existing analogue radio systems In the railways, GSM-R is an en-
into the digital world, they opted
investments are easily justified.
Traffic Management System,
hancement of GSM that added
for GSM over TETRA since GSM
The transport sector is taking
ERTMS) meant increasing de-
mission critical voice and data,
was seen as the technology with
direct benefits from this devel-
mand on scarce data capacities
voice trunking and priority ser-
a wider customer base and richer
opment and considers this one
within GSM-R networks.
vices to the GSM standards. Most
future with regards to the devel-
of the advantages of LTE over
MNOs implement only the basic
opment of new functionalities.
TETRA.
GSM services enabling basic voice
This strategic decision towards
and date point-to-point commu-
GSM standards has proven to
nication, i.e. you need to know
be the right one, with GSM-R op-
the telephone number of the
erators now benefitting from
person you want to reach, etc.
stronger data services and a
This was very abstract; let me
more efficient way to offer the
smooth migration path to 4G
make a specific example of
latter was needed to feed this
LTE broadband trunking systems.
how the GSM-R field benefit-
appetite. The GSM industry de-
ted from such a development
veloped a general packet radio
In a professional business environment, additional features
While GSM-R systems were rolled out all over the world, public
REAPING BENEFITS & EDGING TOWARDS LTE
MNOs identified increasing demand from their millions of GSM subscribers for wireless data; a
are required when, rather than
Adding new functionalities to
in Public Mobile Networks.
service (GPRS) that allowed 2G
calling an individual mobile
existing technologies is very
When GSM-R was specified in
networks to nourish this increas-
phone, you want to reach an in-
expensive and requires a signif-
the late 90s, data communica-
ing demand for data. For the
dividual or group of individuals
icant amount of development
tion was performed based on
same reasons today, many GSM-R
in charge of a specific func-
and standardisation work. For
Circuit Switched Data (CSD)
operators have implemented
tions. For such communication
systems that accumulate a large
protocols that were common
GPRS in their GSM-R networks.
scenarios, GSM-R specifications
customer base with billions of
at that time. Extensive use of
have defined Advanced Speech
subscribers and substantial rev-
CSD services for mission critical
This GPRS introduction can be
Call Items (ASCI) that enable
enues, such as 2G, 3G, and 4G,
train signalling (European Rail
seen as a simple example of how
EURAILmag BÂusiness & Technology
///
ISSUE 32
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INFR ASTRUC TURE
ACROSS THE GLOBE
the railways have benefitted
towards broadband data hap-
in China. At the same time, to
from the huge R&D investments
pening here. Furthermore,
that are being made for the 2G,
compared to the railway in-
GSM-R is a very strong market
tance of data in rail, a heavy
3G, and 4G market. In compar-
dustry, the TCCA is much more
sector for us. Indeed today we win
rail cargo line in China is using
ison, the TETRA market has a
active in the mission critical
about 80% of all the new GSM-R
our eLTE/LTE technologies to
much smaller subscriber base
market and in specifying its
contracts outside of Europe. And
synchronise the locomotives
and fewer options for investing
requirements for LTE-based
with Deutsche Bahn (DB) award-
hauling long cargo trains with
in R&D.
mission critical systems.
ing Huawei the contract to supply
multiple traction units, which
12,000km of GSM-R in northern
are connected via LTE data
illustrate the growing impor-
Now the interesting part be-
Currently the whole mission
Germany, we see strong growth
communication to synchronise
gins. Traditionally the TETRA and
critical market is moving full
within Europe too.
them. On top of this, the cus-
GSM-R market were separated
speed into LTE. It’s up to the
by technologies offering similar
railway stakeholders to de-
In Turkey, over the last couple
capacity to send live video sur-
features. Now these two sectors
cide on how much their sector
of years, we have been award-
veillance off board the train.
are both moving towards LTE as
should participate in this stand-
ed a number of GSM-R lines that
a means of offering broadband
ardisation process.
are typical, multi-vendor GSM-R
data and mission critical communications. Huawei, being in the GSM-R market since 2002, and
tomer makes use of LTE data
EXCITING TIMES!
networks. In the case of Turkey,
SCALABILITY & HIGH FLEXIBILITY
a member of the Tetra Critical
the BSS (access network) suppli-
At Huawei we are convinced
er is Huawei and the NSS (core
that LTE will become the fu-
network) supplier NSN.
ture bearer for mission critical
Communications Association
GSM was designed for a mul-
(TCCA)[1], sees that both sectors
ti-million subscriber network
In Germany, Huawei BSS will be
safety and for general trans-
– GSM-R and PMR – will benefit
nationwide, i.e. big boxes/high
interconnected with a Kapsch
port. These sectors, currently
from significant synergies when
reliability. Hence GSM-R has a
CarrierCom core network.
separated by incompatible tech-
jointly migrating to LTE. The
disadvantage when it comes to
company is supporting both the
small-sized projects you would
Then we have GSM-R con-
expect significant synergies
TCCA and UIC (international un-
typically find in metro or more
tracts with PRASA (Passenger
when a single LTE technology
ion of railways) in these activities.
diminutive rail networks. This
Rail Agency of South Africa), in
is delivering safe and reliable
So it’s very clear – basically the
explains why smaller sized
Kazakstan, Sochi (Russia) for the
services.
two worlds are turning to LTE.
networks such as metro lines,
Olympic Games, and many more
airports, and ports have tend-
around the world.
WHAT DO THE RAILWAYS WANT?
communications for public
nologies (TETRA/GSM-R), can
ed to opt for TETRA technology,
Together with members of the eLTE Alliance and the TCCA,
which offers a lighter design.
Another interesting develop-
Huawei is actively contributing
With LTE, this GSM-R disadvan-
ment is our joint project with
to 3GPP standards to ensure
Huawei has been prepar-
tage no longer exists. Now in
Alstom Transport. Together in
that these LTE systems are
ing for this migration from
comparison, eLTE is extreme-
Valenciennes [north of France]
well specified, interoperable,
GSM-R to LTE for the past five
ly versatile, notably in terms of
we are performing CBTC tests
and deliver functions that are
years. At InnoTrans 2010, we
scalability and high flexibility.
over LTE on moving metro
required by our customers to-
trains. We began these trials at
day, and in the future.
launched our first LTE railway product. Since then we are in
Right now, end customers have
the end of 2014 and announced
discussions with the key stake-
choices – to build their own ded-
the results in June this year[2].
holders in Europe for railway
icated network, for which they
interoperability.
need a frequency and the ex-
One thing is for sure – metro
perts to construct and maintain
systems are already migrating
As regards TETRA, we joined
it, or to approach an external
to LTE. Our LTE technology is al-
the TCCA in 2013 because
company to provide the pro-
ready in passenger service since
we see the very same trend
fessional services.
the end of 2013 on a metro line
ISSUE 32 / / / EURAILmag Business & Technology
We are living in exciting times! I can’t wait to see the first GSM-R trains migrating to LTE References [1]www.tandcca.com [2]http://pr.huawei.com/en/news/ hw-443185-world-sfirst4gltemultiservices.htm#.VcSlrvnF9ko
I N F R A S T R U C T U R E | 49
DRIVERLESS FOR MORE – THE RISE OF THE AUTOMATIC METRO METRO* SYSTEMS WITHOUT DRIVERS ON BOARD, REFERRED TO AS DRIVERLESS, UNATTENDED TRAIN OPERATION (UTO), OR AUTOMATIC, ARE REACHING OUT. TODAY, OVER 40 LINES ACROSS THE GLOBE FUNCTION THIS WAY, AND IN THE COMING YEARS THIS PARTICULAR MODUS OPERANDI IS FORECAST TO GROW FIVE TIMES FASTER THAN IN THE LAST DECADE. LET’S TAKE A LOOK AT DEVELOPMENTS IN PARIS… Grand Paris Express – that will
WIN-WIN FOR ALL?
Source: «Ligne-14-Pyramides1» par Pline/ CC BY-SA
comprise four new-build lines
B
(15-18) and two extensions (11
Representing state-of-the-art
and 14), all designed to serve
in metro technology, auto-
suburb-city centre and sub-
mation provides a glimpse of
urb-suburb journeys. Line 15 will
the future for this particular
create a ring route around the
transport mode. In a nutshell,
city, while the others will run to
driverless systems are more en-
and through developing neigh-
ergy-efficient and punctual, and
bourhoods – housing, economic
additional trains can roll out of
activities, university centres, and
depots at short notice. What
cultural facilities. The new sys-
more could operators, funding
tem will also involve extending
authorities, and passengers
existing Paris metro lines.
wish for?
Grand Paris Express is expect-
Furthermore, making the metro
y 2022, the metro sys-
service regularity. The conver-
ed to deliver the following
more appealing to the travelling
tem in the French
sion works on the 100-year old
benefits:
public falls in line with a wider
capital, which compris-
Line 4, ongoing since 2014, are
frequencies of trains can be
goal – to double the market
es 14 lines, will boast 3 UTO
likewise being carried out to
adjusted at any moment, a benefit
share of public transport world-
routes. While Lines 1 and 14
avoid any major traffic disrup-
of particular importance given
wide by 2025. Launched in June
are already in service, Line 4 is
tion. And performance perks
the constantly changing nature of
2009 by the UITP (international
currently being converted to
similar to Line 1 are expected
city life (week, weekend, special
organisation for public trans-
driverless in order to ‘increase
once the system is running.
events, Bank Holidays, etc.)
port authorities and operators),
operating uncertainties lessened
this ambition[2], labelled PTx2,
since automation means better
is aimed at governments, lo-
management of both journey
cal authorities, investors and
times and commercial speeds of
stakeholders, as well as public
trains
transport actors themselves, be
operating costs optimised
they organising authorities, operators, or industry suppliers
the capacity, regularity, quality of service, responsiveness, and safety of the line,’ says operator RATP. Currently the second
LE GRAND PARIS – AUTOMATIC FROM DAY ONE
busiest service in the network, Line 4 is 12.1km long with 27
In order to even further improve
stations, and averages 740,000
the public transport services
through improved control of train
passengers a day.
and quality of life for inhabit-
movements, hence more efficient
ants of the City of Light and its
energy recovery and consumption
Already turning Line 1 automatic,
suburbs, much is riding on the
a complex undertaking (regular
project baptised ‘Le Grand Paris’
Preparations for Line 15 – de-
passenger services remained
– a development programme[1]
viating underground gas,
open) completed in December
for the whole of the metropoli-
electricity, and telecommuni-
2012, has since boosted its ef-
tan area expected to come into
cations networks – began in
ficiency for both RATP and
full service by 2030.
2015. If all goes to plan, civil
passengers alike – namely by en-
Lesley Brown References *or subway, underground [1]www.societedugrandparis.fr [2]www.uitp.org/strategy-publictransport
engineering works for the met-
abling more trains to be provided
Key to this ambitious plan is its
ro infrastructure should start
during peak hours and enhancing
automatic metro system – the
sometime in 2016.
EURAILmag Business & Technology
///
ISSUE 32
50
INFR ASTRUC TURE
WORLD’S FIRST 4G LTE-ENABLED HEAVY RAILWAY: CHINA’S SHUOHUANG RAILWAY
BACKGROUND
In order to gain more from its railway infrastructure, Shenhua established the goal
HUAWEI’S eLTE SOLUTION TAILORED FOR SHUOHUANG RAILWAY
Shenhua Group Corporation is a Fortune
to expand SHR’s capacity to transfer 350
500 company and the world’s largest coal
million tonnes of coal per year. The require-
supplier. It has invested in and construct-
ments for the heavy haul train running on
To help the customer address these chal-
ed the biggest heavy haul railway project
SHR were set to carry 20,000 tonnes per
lenges, Huawei worked with industry
– the Shuohuang Railway (SHR) – with a total
year, with a total train length up to 2,500
partners to research, plan, and conduct a
length of nearly 600 kilometres and passing
metres driven by four locomotives – two
pilot operation. After this pilot, a final sys-
through 77 tunnels. The railway is the sec-
at the front and two in middle of the train.
tem design for a railway mobile broadband
ond largest coal transportation route from
When multiple locomotives provide trac-
communication system was engineered
the western part of China to the east.
tion for a train, in order to ensure efficient
and implemented in 2010. Over four years,
and safe operation, it is of vital importance
multiple lab tests were conducted and four
that the individual traction units start, ac-
on-site tests completed along the 42km
celerate, and slow down in a synchronised
trial section of the railway. In August 2014,
manner.
the deployment of eLTE along the entire Shuohuang railway line was completed. On
A wireless broadband system was required
September 29, 2014, the SHR 25,000-tonne
to enable communication between the lo-
heavy haul train, equipped with Huawei’s
comotives. However, the existing railway
eLTE wireless communication system, was
800MHz and 400kHz wireless communica-
successfully put into commercial service.
tion systems, with its limited radio coverage, poor reliability, and insufficient bandwidth,
Huawei’s eLTE Solution has been tailored
could not support the voice and data servic-
to SHR customer requirements operating
es required to permit the capacity expansion
on a 1.8G LTE TDD network to enable com-
project.
munications for 20,000-tonne heavy-haul
ISSUE 32 / / / EURAILmag Business & Technology
I N F R A S T R U C T U R E | 51
trains. Using LTE technologies – with wide coverage, short latency, and high bandwidth – Huawei’s eLTE Solution extends transmission distance and reduces delays. For SHR, Huawei implemented a fully redundant solution that ensures a five 9’s system availability. Innovative double layer radio coverage and optical transmission are provided for services that are critical to train safety, such as synchronous operations and train tail control, as well as non-safety services, e.g. voice trunking (group call) communication and video surveillance. A multi-priority QoS mechanism contributes to zero interruption in critical railway operations. cal backhaul network reduces the overall
ty from 200 to 350 million tonnes. Adopting
Huawei also provides a unique train termi-
communication latency to less than 200
the innovative design of a dual-network, 9
nal direct routing technique to meet the
milliseconds, ensuring real-time and
leveled QoS and train terminal direct rout-
particular needs of railway communication.
synchronous control of the multiple loco-
ing to preclude any possible interruption,
Even when servers connecting the multiple
motives of a heavy haul train.
Huawei’s eLTE Solution is capable of en-
locomotives of a train are down, synchro-
suring the efficient and safe operation of
ther enhancing the safety of train operations.
HUAWEI’S eLTE SOLUTION HELPS GREATLY IMPROVE ANNUAL CAPACITY
Meanwhile, the combination of flattened
Huawei’s eLTE Solution successfully helped
“Huawei’s eLTE Solution greatly improved
eLTE architecture with a high-speed opti-
the customer raise SHR’s annual coal capaci-
our communications system for the
nous control information can still be directly transmitted between the locomotives, fur-
20,000-tonne capacity heavy-haul trains. Cao Yanping, deputy general manager of Shuohuang Railway Ltd., comments:
Shuohuang Railway. It has created an excellent foundation for Shenhua to achieve projected cargo capacities of more than 350 million tonnes, thanks to its enhanced communication and network security mechanisms.” As a unique case for both Chinese and global heavy haul railways, this eLTE implementation is considered of great significance for the global heavy haul railway market
More information HUAWEI TECHNOLOGIES CO., LTD. Contact: Frank Mao Phone: +86 21 38905313 E-mail: maofeixiang@huawei.com Website: e.huawei.com
EURAILmag Business & Technology
///
ISSUE 32
52
INFR ASTRUC TURE
©Infrabel
INDUSTRY CALLS FOR CO-ORDINATED EUROPEAN ACTION ON METAL THEFT
CONTINUITY OF SERVICES AT GREAT RISK! A JOINT STATEMENT CALLING FOR EUROPEAN UNION (EU)-WIDE ACTION AGAINST METAL THEFT WAS ISSUED IN MAY 2015 BY A COALITION OF 11 ASSOCIATIONS REPRESENTING THE RAIL, PUBLIC TRANSPORT AND ENERGY SECTORS, AS WELL AS THE RECYCLING INDUSTRY. WILL THIS MOVE DENT THE THIEVES?
T
TAKING LEGAL STEPS
he coalition, whose
as its overall negative impact
signatories include
on public life. In their common
the CER, UIC, UITP
statement, the organisations
Proper implementation and
should be considered, so as to
and railway police association
involved pinpoint three are-
enforcement of existing waste
allow for more efficient and
COLPOFER (see box), seeks to
as where they believe moves
legislation across Europe is cru-
effective investigations and
raise awareness of the adverse
must be made, namely through
cial to prohibiting uncontrolled
prosecutions.
effects of metal theft on the
legislation; coordination and
management of metal waste
functioning and quality of ser-
data collection; and dissuasive
and scrap. In addition, propos-
‘It should be also be noted that,
vices of general interest, as well
operations.
ing new measures linked to the
whilst the EU is a net importer
ISSUE 32 / / / EURAILmag Business & Technology
identification of metal waste and scrap buyers and sellers
MOCG-A10002-00-7600
Intelligent infrastructures don’t just react. They anticipate. Thinking mobility further through advanced software solutions. siemens.com/mobility
New ideas, concepts, and technologies are in great demand with our ever-increasing need for mobility. With over 160 years of experience in passenger and freight transportation and our IT know-how, we are constantly developing new and intelligent mobility solutions to provide greater efficiency and safety. Prescriptive monitoring systems reduce train downtime and increase availability. Dynamic control systems optimize traffic
flow and throughput. And electronic information and payment systems improve passenger experience. It’s in how we electrify, automate and digitalize transport infrastructures that we’re setting the benchmark for tomorrow’s mobility – today.
54
INFR ASTRUC TURE
theft crime against public services
“Metals are stolen every day across Europe and result in the disruption of many services of general interest, such as public transport, railways, energy networks and telecommunications,” says the UIC
(energy, transport, and telecommunications), taking into account the real impact of the crime when punishing the offenders. ‘Furthermore, appropriate awareness-raising campaigns and training sessions should be pro-
of materials, there is both an in-
stitutions, national authorities
moted for judicial authorities in
tra-EU and an extra-EU trade in
and the private sector need to
EU MS. This would provide them
waste and scrap, with non-ferrous
work together to enhance the
with the necessary knowledge
metals commonly transported in
effectiveness of their respec-
basis that will allow them to take
containers and ferrous scrap in
tive actions. Pol-PRIMETT I & II*,
into consideration all the mate-
bulk carriers. In order to prevent
a EU co-funded project tackling
rial and immaterial implications
illegal waste shipment, which is
metal theft via a transnational
of metal theft when deciding on
usually carried out by organised
public-private sector partner-
sanctions.’
crime networks, Member States
ship, represents a good example
(MS) should ‘provide, inter alia,
of how this kind of cooperation
for inspections of establish-
can lead to positive results.
ments, undertakings, brokers
EVERY WALK OF LIFE As well as highlighting the
and dealers in accordance with
‘Furthermore, a common
cross-border dimension of the
Article 34 of Directive 2008/98/
European data collection could
crime (which also represents a
EC, and for inspections of ship-
enable the comparison of trends
threat to the internal security
ments of waste and of the
in metal theft crime at the EU
and economies of EU MS), the
related recovery or dispos-
level. Such data would highlight
coalition drives home the im-
al’, as stated in article 50 (2) of
the actual extent of metal theft
portance of recognising that its
Regulation (EU) N°660/2014
in each MS.’
impact on businesses, custom-
amending Regulation (EC) N°1013/2006 on shipments of
ers and society is much greater
DISSUASIVE ACTION
waste.’
than just the scrap value of the metal lifted. “Metals are stolen
‘In some MS, metal thieves are
every day across Europe and re-
punished only based on the
sult in the disruption of many
value of the stolen material.
services of general interest, such
Nevertheless the real impact of
as public transport, railways,
The cross-border nature of
the crime on businesses, their
energy networks and telecom-
metal thieving, and its ties to
customers, and society as a
munications,” says the UIC. “This
organised crime, necessitate
whole needs to be taken into ac-
not only causes huge economic
enhanced international co-
count. It is therefore important
losses for businesses and socie-
ordination and cooperation
that the foreseen penalties are
ty, but can also create potential
between law-enforcement au-
proportional to the considerable
risks for the safety of staff and
thorities and better exchange
seriousness of the offences. The
citizens, and has negative im-
of data.
European Commission, together
pacts on the quality of services
‘[…] considering the scope of
with MS, should consider estab-
and security of supply.”
the problem, there is a need for
lishing common definitions and
additional and complementary
sanctions for crime on services
EU policy actions. Hence EU in-
of general interest, such as metal
COORDINATION & DATA COLLECTION
CEDEC – representing the interests of local & regional energy companies from 10 European countries CER – Community of European Railway and Infrastructure Companies COLPORTER – gathering together representatives of European railway companies and police authorities in charge of surveillance of the rail environment EDSO – brings together European electricity distribution system operators (DSO) to transform smart grids from vision to reality EFR AISBL – the European Ferrous Recovery and Recycling Federation ENTSO-E – the European Network of Transmission System Operators EURELECTRIC – electricity industry union EUROMETREC AISBL – European Metal Trade and Recycling Federation GEODE – the voice of local energy distributors across Europe UIC – International Union of Railways UITP – international organisation for public transport authorities and operators
ISSUE 32 / / / EURAILmag Business & Technology
Rose Creasy
*an extension of the first project which began in October 2010 and finished in September 2013, Pol-PRIMETT II is led by the U.K.’s National Crime Agency and includes partners from eight EU Member States. To find out more visit: www.pol-primett2.org
Information is one step towards a solution
VISIT OUR WEBSITE FOR FREE ACCESS TO OUR BACK COPY, EXCLUSIVE CONTENT, ANNUAL AGENDA, AND EXTRA INFORMATION ON THE RAIL MARKET.
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EURAILmag
www.EURAILmag.com
56
INFR ASTRUC TURE
CONTINUED GROWTH FOR ELPRESS RAILBOND SYSTEM DESIGNED FOR AL-CONDUCTORS SINCE 2012, WHEN ELPRESS WON THE SWEDISH TRANSPORT ADMINISTRATION CONTRACT FOR DRILLED CABLE CONNECTIONS FOR PERMANENT WAY (RUNNING RAIL), THERE HAS BEEN A CONTINUED GROWTH FOR ELPRESS RAILBOND SYSTEM. ORIGINALLY THE SYSTEM WAS DESIGNED FOR TRADITIONAL COPPER CONDUCTORS, BUT DUE TO THE ESCALATING THEFT AN ALTERNATIVE SYSTEM, BASED ON ALUMINUM CONDUCTORS, WAS DEVELOPED.
T
he system consists of a
terminal solved both the vibration
tal and mechanical, were carried
drilled rail bond, a ter-
issue and the crimp connection
out and fully documented.
minal made in steel
to the aluminum conductor, as
(protected by extra surface treat-
the performance of aluminum
“As far as we know, there are very
ment and an insulating rubber
is much more difficult to han-
few system solutions on the mar-
sleeve) and an aluminum con-
dle than copper. Laboratory and
ket which are verified from the
ductor. The material choice of the
field tests, electrical, environmen-
running rail to the support stan-
About Elpress
Elpress has been developing, manufacturing and marketing complete crimping systems for electrical connectors for more than 50 years. The Elpress Group consists of the Elpress and ABIKO brands and is owned by Lagercrantz Group AB. The Elpress headquarters and factory are located in Kramfors, Sweden. Subsidiaries are Elpress GmbH, Elpress A/S and Elpress (Beijing) Ltd, with warehouses in Viersen/ Germany, Silkeborg/Denmark and Beijing/China.
chion. Mostly the parts are sold separately, and it is up to the contractor/end user to secure quality and reliability”, Sven says. Now there are 4 years’ experience and more than 30.000 Railbond Systems operating in the Swedish Rail Network and there is a remarkable decrease in thefts as the scrap value for aluminum is very low. “Due to the high volume outcome, a substantial cost saving compared to traditional copper solutions has been noticed, which of course is an extra bonus. We are now interested in getting in contact with cable manufacturers for joint venture, as this is a system concept with great potential”, Sven Behring says
More information ELPRESS Sven Behring Phone +46 70 244 3575 E-mail: sven.behring@elpress.se www.elpress.net
ISSUE 32 / / / EURAILmag Business & Technology
System Railbond • Quality assurance. • Lower overall costs. • Low scrap value = less risk for theft.
• Tested and documented
from the running rail to the support stanchion.
System Railbond is specially designed for the operation and protective earthing of railway networks using aluminium cables. The System Railbond Al has very low scrap value and will reduce the risk of theft. Please contact us for more information!
sales@elpress.se www.elpress.net MEMBER OF LAGERCRANTZ GROUP
58
INFR ASTRUC TURE
STATE-OF-THE-ART OPERATIONS BY THALYS AN AUTONOMOUS, FULLY FLEDGED TRAIN OPERATING COMPANY SINCE APRIL 2015, THE MISSION STATEMENT OF HIGH-SPEED (HS) THALYS IS ‘TO INCREASE EFFICIENCY AND FLUIDITY, AND FURTHER IMPROVE CUSTOMER SERVICE AND SATISFACTION.’ ITS BRUSSELS-BASED OPERATIONS CENTRE, COMPRISING FOUR DEPARTMENTS DEDICATED RESPECTIVELY TO ROLLING STOCK, TRAIN DRIVER SUPPORT, PLANNING, AND OPERATIONS, IS KEY TO THE SUCCESS OF THIS AMBITION. Destination, destination, desti-
Senepart, generally tend not
nation is what really concerns
to pay close attention to pub-
passengers. But for Operations,
lic announcements in stations.
orientation is a preoccupation
T
too! “A train might run back to
Conscious that confusion can
front because of track works in
delay the departure of a train,
the Netherlands, which means
if at the beginning of a service
it can’t travel on the HS line and
Operations knows a particu-
is deviated via a classic route,
lar train will be running back
thus making a loop and enter-
to front, it sends messages to
ing Amsterdam ‘backwards’,”
station staff and the control
explains Mr Senepart.
centres – the aim being to keep
halys originated in 1996
relocated from premises sit-
“On average, per month, 15%
all the Thalys actors in the loop.
as an international
uated a 20-minute walk from
of our trains are orientated the
At these moments, platform
partnership between
Brussels-Midi station (the big-
wrong way. But we don’t have
staff play an especially impor-
the railway undertakings SNCB
gest and busiest in the Belgian
many options for putting them
tant, frontline role in keeping
(Belgium), SNCF (French Rail-
capital) to an office block just op-
round right, plus it’s complicated
the confusion at bay by telling
ways), the German Deutsche
posite. The move not only brings
to organise. We can only really
passengers where to board,
Bahn (DB) and the Dutch NS.
its four departments closer to
do it at Brussels Midi.
which part of the platform to
Each partner was responsible
the heart of the company’s ac-
for the management of any Tha-
tivities in the field, but has also
Apart from the hassle this
lys traffic on its own territory.
enabled them to gain in work-
‘disorientation’ causes the
ing space.
Operations team, it also creates
Following this 2015 step to become autonomous, HS trains in Belgium and France are now op-
go to, etc…
OCCUPANCY & ROOM FOR MANOEUVRE
confusion among passengers
TRACKING TRAINS & MORE BESIDES
erating under their own licence, and the train paths, staff and
One of the programmes in use at
rolling stock are also managed
the Centre is Opalys – the team
independently. This move, hopes
depends on this software for
Thalys, will give it the required
monitoring the movements of
flexibility to further develop
trains via a real-time map of the
and prepare for the arrival of
Thalys network across its four
competing passenger service op-
countries – France, Belgium, the
erators. The new joint venture,
Netherlands, and Germany. “We
christened THI Factory, is owned
can see where each train is situat-
40% by SNCB and 60% by SNCF.
ed at any given moment, whether
(their coach doesn’t arrive
Another software programme in
where they expect it along the
use is Localys, which locates the
platform) who, points out Mr
trains and provides details such
In December 2014, the Thalys
er it is orientated the right way,
Operations Centre, headed by
or not,” says Jean-Paul Senepart,
director Hélène Valenzuela, was
infrastructure expert, Thalys.
ISSUE 32 / / / EURAILmag Business & Technology
©Thalys
it is running or stationary, wheth-
I N F R A S T R U C T U R E | 59
In December 2014, the Thalys Operations Centre, headed by director Hélène Valenzuela, was relocated from premises situated a 20-minute walk from Brussels-Midi station (the biggest and busiest in the Belgian capital) to an office block just opposite. The move not only brings its four departments closer to the heart of the company’s activities in the field, but has also enabled them to gain in working space as their operating speeds, wheth-
real time.’ The software makes
er they are stationary or not, and
its calculations based on data
occupancy rates. “While the latter
captured up to midnight the
information is not ‘to the minute’,
night before, so while approx-
it nevertheless informs us, at the
imate, the reports still give a
beginning of a service, that such
good idea of the statistics.”
information for train managers
The core missions of the team
and passengers, plus posting
are to monitor the movements
information on the Thalys website
of the fleet and adjust the
in the case of disruptions
transport plan when necessary.
The supervisory and GOF posts
“For example, sometimes trains
are manned around the clock –
arrive at Brussels Midi but don’t
3 x 8 hour shifts – with the other
leave again for another hour,”
two on a 2 x 8 hour basis (be-
Mr Senepart told EURAILmag.
tween 10pm and 6am there are
“In this case we either stable
Thalys no services).
them in the station whenever
and such train will be occupied say 90%,” clarifies Mr Senepart. Having this kind of knowledge at
OPERATIONS ROOM – HIVE OF ACTIVITIES
hand comes into its own in situations when passengers need to
In the ‘operations room’ at the
be transferred to another train.
Centre (see photos), there are
“Knowing this train is 60% full, for
four work stations: one post is
example, gives us greater room
occupied by the supervisor, the
for manoeuvre when it comes to
others are dedicated to:
reseating the passengers.”
managing the fleet in operation (gestion opérationnelle de flotte,
Thanks to Localys, Operations also receives details such as how many people board, how many alight, at all the stations served. “All this information is ‘almost in
GOF) the Crew Dispatcher for managing
operational staff, and the Real Time Information
Dispatcher (RTID) – providing
Jean-Paul Senepart, infrastructure expert, Thalys (photo top), explains the workings of the Operations Room
EURAILmag Business & Technology
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ISSUE 32
60
INFR ASTRUC TURE
possible, or shift them to one of two sidings situated just three minutes away.” Modifications to traffic planning are also called for if, say, a train arriving in Brussels from Paris has to go in for repairs. “On its departure from Paris Gare du Nord station, the operations room is informed and subsequently requests a path for it to be dispatched to the TGV Forest workshop (south of Brussels, see box). We also have to decide what train we can put in its place, which obviously entails further adaptation tasks.”
The TGV Forest traction workshop, owned and run by Belgian train operator SNCB, is specialised in maintaining the following types of highspeed trains: 65% of the Thalys TGV fleet operating between Paris, Brussels, Amsterdam, and Cologne (the remaining 35% is carried out at SNCF’s Le Landy workshop, Paris) TGV between Paris and Brussels Eurostar serving BrusselsLondon and Paris-London TGV serving the South of France Built in 1992-1993, the facility has five workshops, with one dedicated to 420 metres long TGVs. Other features include covered, high-tech equipment for automatic train cleaning and a double, underfloor wheelset lathe (digitally controlled) for simultaneously reprofiling two axles on the same bogie
©Thalys
HANDLING INCIDENTS & DELAYS
posts information on the Thalys website. “We are a stickler for this,” points out Mr Senepart.
Among the defining technical
“As far as possible we aim to
features of the Thalys fleet are
avoid there being any dispari-
its safety systems, of which
ties between the information
there are an impressive sev-
announced in stations, e.g. that
en in total, all integrated on
a train will be arriving one hour
board each train: KVB and TVM
late, and that provided online,
430 (France), TBL and TBL2
because this will obviously stress
(Belgium), ERTMS (Belgium
passengers.”
and the Netherlands), ATB/ATBL
Thalys key figures 2014
Annual traffic: 6.9 million passengers Satisfaction rate: 89% Punctuality (within 15 minutes): 92.6% Turnover: 498 million (+ 2.3%) Fleet: 26 trains Seating per trainset: 371
European Commission (EC)
(Netherlands), and PZB/LZB
When service delays do occur,
regulation N°1371/2007*
(Germany). The rolling stock
refunding (scaled) of tickets
strengthens rail passengers’
is also designed to switch be-
takes effect as from 60 min-
rights to compensation in the
tween the four different types
utes, i.e. the longer the delay
case of delays or cancellations.
of power supply live across
the higher the amount paid
They may claim a minimum com-
the network, with 25kV on the
out. Mr Senepart: “In many
pensation equivalent to: 25% of
HS routes and other voltages
cases the train manager calls
the ticket price for a delay of
on conventional speed lines.
Operations to find out the de-
60 to 119 minutes; 50% of the
All this complexity means the
tails of the reimbursement
ticket price for a delay of 120
trains are extremely sensitive
owed, so he or she can direct-
minutes or more.
to the slightest incident.
ly inform passengers on board. The latter subsequently submit
In the case of a delay in arrival
In the case of an incident, the
their claims either by filling in a
or departure, passengers have
operations room immediately
paper form or via our website.”
the right to:
ISSUE 32 / / / EURAILmag Business & Technology
I N F R A S T R U C T U R E | 61
This visit to the Thalys Operations Centre was organised by AFFI, the French association for rail engineers and managers – www.ingenieur-ferroviaire.net. EURAILmag would like to thank secretary general Jean-Paul Riff for coordinating the trip
IN GOOD STEAD
©Thalys
“Thalys is a uniquely multicultural organisation, faced with the daily challenge of addressing four different markets,” says CEO Agnès Ogier. “This receive information on the situa-
“For instance, when a Thalys
studying any delays an IM might
transformation [into the SNCB/
tion and the estimated departure
train is in its allotted path and on
attribute to Thalys from the pre-
SNCF joint venture] represents
and arrival times
time we don’t want an IM put-
vious day of services, and contest
a change of scale, through
meals and refreshments within
ting another train that is late in
the claims or not, is naturally de-
which we will reach the critical
reasonable limits
front of us,” says Mr Senepart.
lighted with this development.
mass we need to shape our own
accommodation where a stay
“And we often have to discuss,
“Maybe when the ruling comes
future.”
of one or more nights becomes
and insist to get this point across
into force, IMs might pay more at-
necessary
with them!” he admits. Such
tention to managing their paths
Indeed in the coming years it
transport to the departure or
path-related matters, he con-
and traffic,” he told EURAILmag.
will be interesting to see how
arrival point if the train is blocked
fides, are more of an issue in the
on the track
Netherlands and Belgium, than
However the system will work
of probable competition from
in France, because the former
ways: an IM can claim compen-
former shareholder DB, plus in
two run both high- and conven-
sation from Thalys in the case of
the ongoing fight for passen-
tional speed traffic on the same
a train breakdown or an incident
ger share from rival air and road
tracks, while France, with its LGV
that causes other trains to be late.
transport modes.
ANALYSING REGULARITY & PATHS
this new Thalys fares in the face
Every day, the Operations Centre
(ligne à grande vitesse) network,
produces a regularity analysis of
dedicated solely to HS traffic,
Mr Senepart: “If the claim con-
One this is for sure – the impres-
the previous day. This report in-
makes life easier (in this respect)
cerns a problem with the Thalys
sive, state-of-the-art Operations
cludes the punctuality ratings, all
for Thalys operations!
rolling stock, in principle we
Centre will certainly stand the
contest it to be 100% sure that
company in good stead
the incidents identified, and establishes the causes of any delays,
While right now Thalys has no
the train really is to blame.
i.e. internal or external, caused by
compensation rights when in-
Sometimes after investigating,
Lesley Brown
rolling stock or due to poor traf-
frastructure-related delays to
together with our rolling stock ex-
All photos ©EURAILmag – unless marked
fic regulation by an infrastructure
services do occur, they are due
perts, we are able to prove that,
manager (IM). Note: Thalys works
to come into effect in 2016. And
on the contrary, the delay was
with four different IMs.
Mr Senepart, whose job includes
due to a fault on the IM’s side.”
*source: http://eur-lex.europa.eu/ legal-content/EN/TXT/?uri= URISERV:l24003
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ISSUE 32
62
SPOTLIGHT
N O I S E & V I B R AT I O N
SILENT FREIGHT VEHICLES ON RHINE-ALPINE CORRIDOR TO ADDRESS CONCERNS OVER RAIL FREIGHT NOISE IN EUROPE AND THE ABATEMENT EFFORTS UNDERWAY, IN JUNE 2015 EURAILMAG ATTENDED A WORKSHOP IN BERN DEDICATED TO ‘SILENT FREIGHT VEHICLES ON THE RHINE-ALPINE CORRIDOR’.
T
he one-day meeting, or-
Sea ports of Rotterdam and
tunnels in Switzerland and their
ganised by Swiss Federal
Antwerp to the Mediterranean
access routes in Germany and
Railways (SBB) and the
basin in Genoa, via Switzerland,
Italy. As the rail infrastructure
Swiss Federal Office of Transport
and some of the major econom-
along this Corridor expands,
(FOT), attracted representatives
ic centres in the Rhein-Ruhr
traffic is obviously on the grow.
from all sector stakeholders – rail-
and Rhein-Main-Neckar regions
Yet while increasing the num-
way undertakings (RU), wagon
and agglomeration of Milan in
bers of wagons to shift more
keepers, infrastructure manag-
Northern Italy.
goods off Europe’s heavily
ers (IM), policy leaders, decision makers and industry actors.
congested roads is, of course, This multi-modal corridor, which
the golden grail, efforts must
comprises 3,900km of lines, in-
continue in parallel to prevent
One of the busiest freight routes
cludes the Rhine as inland
noise levels from rising on a par.
in Europe, the Rhine-Alpine
waterway. Key development
Corridor[1] connects the North
projects along the way are base
Silent rail freight is a target in the sights of all sector stakeholders in Europe. To promote this, a number of initiatives have been undertaken in recent years, the most prominent being the homologation of LL brake blocks,
The Rhine-Alpine Corridor runs through the Netherlands, Belgium, Germany, Switzerland, and Italy Source: www.corridor-rhine-alpine.eu
the introduction of noise differ-
soon-to-open Gotthard form
entiated track access charges
the basis for fulfilling the man-
(NDTAC) in the Netherlands,
date given by the Swiss people.
Germany and Switzerland, a
The latter was confirmed in the
projected Swiss ban on cast
1994 Swiss Federal Constitution
iron blocks come 2020, and fi-
by means of a popular initia-
nancial support for retrofitting
tive – trans-Alpine freight in
through the European Union
border-to-border transit to be
(EU)’s Connecting Europe Facility
carried by rail. On a wider lev-
(CEF)[2].
el, this infrastructure will also serve to link up the European
HEAVY TRANSIT ACTIVITY
rail network,” he added.
Opening the workshop, Toni
FREIGHT BUSINESS, IMs & LOCAL INHABITANTS – BEAR THEM ALL IN MIND!
Eder, vice director, FOT, set the Alpine scene. “Traffic on the north-south axis across
©Deutsche Bahn AG
Switzerland passes through the
ISSUE 32 / / / EURAILmag Business & Technology
Alps, which is a sensitive area
Despite its undisputed strengths
requiring protection from the
(safety, environment), one of the
negative impacts of its heavy
downsides of rail cargo is the
transit activity,” he told us. “The
noise generated by the conjunc-
Lötschberg base tunnel and the
ture of wagons, locomotives and
N O I S E | 63
tracks. But can’t Europe just put
(or deaf ear!) to the role rail in-
up with it? Why this determina-
frastructure plays too. On this
tion at all levels – local, national,
score Switzerland has identified
and European – to turn the vol-
300km of track where noise bar-
ume down? The arguments put
riers are deemed necessary, of
forward essentially concern
which 250km are already kit-
public health (see data from
ted out. Other complementary
the World Health Organization,
measures adopted include good
WHO)[3] and national econo-
track maintenance and the
mies (sick pay, health system,
running of trains through less
loss of GDP). Furthermore, if car-
populated areas.
less noisy affair, the mode will
Last, but not least, “on the land-
subsequently become more ac-
side, we must acknowledge our
ceptable in the public eye (ear!),
responsibility to inhabitants and
thus advancing the EU’s desire
take them seriously,” concludes
to shift more tonnes of freight
Mr Gauderon.
©SBB
rying goods by train becomes a
The Gotthard base tunnel will play a part in rail noise abatement
off the roads and onto rails, (because the latter are considered a sustainable means of transporta-
COUNTDOWN TO THE GOTTHARD
tion) in the coming years.
abatement by 1) decreasing rail
despite the positive nature of
traffic over the mountains, and
such an initiative, he admitted
2) thanks to less braking and
the existing application process
Given the density of rail traf-
a shorter route, thus reducing
could be made more flexible,
When it comes to tackling the
fic in Switzerland, the 2016
braking-related costs
inviting anyone present at the
issue, Philippe Gauderon, direc-
opening of the Gotthard base
tor, SBB Infrastructure, insists
tunnel, advancing under the
on bearing three perspectives
Alps since 1996, will surely be
simultaneously in mind – the freight business, IMs, and local
workshop to give input on how
EU POLICY MATTERS
it could be improved.
THE highlight of the country’s
Piotr Rapacz from DG MOVE,
In addition to the above actions,
rail calendar next year.
the Directorate-General of
the most important piece of
the European Commission re-
railway work at DG MOVE right
The infrastructure will cover
sponsible for transport in the
now, according to Mr Rapacz, is
With regards to the business of
a route length of 57km with
EU[4], gave an overview of
the impact assessment proce-
doing freight, given that com-
a total of 151.8km of tunnels,
developments in rail noise
dure on the effective reduction
petition (with road haulage) is
shafts and passages – mak-
policy. These encompass leg-
of noise. The overall objective,
already tough for rail opera-
ing it the world’s longest rail
islative measures, NDTAC
for 2022, being to reduce the
tors, they must do everything
tunnel. Once open for busi-
schemes – foreseen under
level of rail freight noise in the
possible to reduce their costs.
ness, it will improve the flow
Directive 2012/34/EU(2) – and
EU while maintaining its com-
Here Mr Gauderon makes a
and capacity of freight traffic
the Connecting Europe Facility.
petitiveness (NB, more of which
suggestion: “In Switzerland
from north to south along the
The latter regulation is inter-
later in the workshop, and this
we have received government
Rhine-Alpine corridor, taking
esting since it concerns the
article).
funding to retrofit composite
the strain off the existing, more
possibility of the EU co-fund-
brake blocks. Why not transfer
sinuous route and redirecting
ing retrofitting schemes for
Options taken on board in the
this model to other countries?”
trains directly under the moun-
freight wagons “The first annu-
assessment, which concluded in
Easier said than done…
tains, thus slashing the current
al call was made in 2014, with
early 2015, include introducing
3.5-hour travel time between
€20 million for retrofitting ex-
incentives, track maintenance,
While wagons are under the
Zurich and Milan by a valuable
isting freight wagons with silent
and environmental health. The
spotlight for making too much
hour. When in service, the tun-
brake blocks. The next will be in
outcome, expected in July/
noise, let’s not turn a blind eye
nel will also play a part in noise
2016,” explained Mr Rapacz. Yet
August 2015, “should set out
inhabitants.
EURAILmag Business & Technology
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ISSUE 32
64
SPOTLIGHT
N O I S E & V I B R AT I O N
mid-, long-, and short-term strategies for noise abatement,” as well as confirming the following two transition periods: 2015 to 2021, with appropriate support mechanisms to help the sector, e.g. incentives to retrofit and national subsidy schemes; and 2022 to 2025. Despite the challenges, Mr Rapacz is optimistic that the natural renewal cycle of ©EURAILmag
wagons, together with retrofitting action, should, over the coming years, result in silent freight trains across Europe.
Pre-workshop dinner with the speakers, Bern
“At DG MOVE we are hoping that by 2026, all freight trains
Shift2Rail project[5],and the
is none on those from other
A total of 161,764 wagons
operating in the EU will be si-
tracks too. Financing at EU lev-
countries, nor is there any on
were registered for retro-
lent,” he concludes. (Note: by
el is important, as is facilitating
retrofitted wagons. Due to be
fitting as of June 2015, with
‘silent’ he means they will ful-
the NDTAC approach up to 2021.
submitted to the Belgian trans-
the applications coming from
port minister in July 2015, the
wagon keepers registered in
fil the requirements of the TSI (Technical Specifications for
A TEN-T conference, focusing
study will serve as the basis for
Germany and other European
Interoperability) for new wag-
on railway freight corridors, is
determining whether rail noise
countries.
ons, i.e. existing wagons will be
planned for June 22, 2016 in
abatement is to be considered a
as silent as new ones.
Rotterdam.
priority, and allocated a budget
As of January 2016, the
for 2016, or not.
CORRIDOR COUNTRIES – STATE OF PLAY
• Switzerland – Rudolf Sperlich, FOT
Netherlands will hold the
The Swiss law of 2000 intro-
Presidency of the EU Council
• Germany – Andreas Huland
duced noise abatement goals
for a half-year period.
The Federal Ministry for
for 2015, but we are not on
Tr a n s p o r t
• The Netherlands – Hinne
Digital
course to achieve them. The
• Belgium – Thomas
Infrastructure has set the fol-
action plan in place, which has
The Dutch Ministry for
Dannemark
lowing objectives for noise
now been extended to 2025, in-
Infrastructure
the
Currently in Belgium there are
mitigation: halving railway
volves two steps:
Environment judges the most
no measures or decisions on
noise by 2020 (baseline 2008);
effective measure for reducing
rail noise abatement. However
assessing retrofitting with quiet
noise is at source, by means of
a study launched by the Federal
brakes in 2016; and envisaging
a bonus scheme. Indeed thanks
Public Service Mobility and
a ban on noisy freight wag-
to its €17 million bonus budget,
Transport, in January 2015, and
ons in the country (following
by 2015 there should be 45% of
due to end in July 2015, aims to
Switzerland’s lead!) as of 2020.
silent wagon kilometres in the
gain further insight.
Groot and
Netherlands.
and
retrofitting coaches and Swiss wagons, an action that began in 2004, as well as installing noise barriers and insulated windows acoustic rail grinding and
Germany has a NDTAC system in
absorbers, innovation sub-
At EU level, preferred actions to
A large part of the information
place since 2012. Run by IM DB
sidies, investment aid, and,
reduce noise at source include
gathered concerns wagons
Netz, it will continue up to 2020
most significantly, intro-
innovation in financing and im-
registered in Belgium or used
in line with the EU approach to
ducing the ban on ‘noisy’
proving technologies e.g. the
outside the country, but there
existing schemes.
wagons, i.e. those with cast
ISSUE 32 / / / EURAILmag Business & Technology
©DB AG
N O I S E | 65
important for setting the con-
of the rail system generating
text, the main purpose of the
noise – interaction between
workshop was to provide a
rolling stock wheels and rails
platform for the actors directly
is guilty too. “This explains the
concerned. Indeed EURAILmag
importance of always adopt-
noted that once the wagons
ing a system approach when
keepers took the floor, for the
tackling noise,” he explained,
first time in the day dissent
recommending “intelligent
became apparent between
combinations of vehicle and in-
themselves and their audience,
frastructure-related measures
mainly over financial matters,
to help to bring rail noise down
i.e. bonus/malus payments,
to long-term sustainability levels
compensation for retrofitting,
at reasonable cost.”
and other incentives.
iron brake blocks. “Only a
The external costs generated
fraction of wagons outside
by rail are significantly lower
“Given that road and rail freight
ment over the years, open
Switzerland will need to be
than those produced by other
are in direct competition, head
points still remain. Here the
retrofitted,” points out an
modes. However when it comes
to head for customers, it’s im-
UIP secretary general returned
optimistic Dr Sperlich. “The
to their internalisation, every
portant to take into account
to the question of competi-
FOT has been monitoring
country has its own approach-
how the railway system costs
tiveness, and the importance
rail freight noise since
es and policies, e.g. bonus
are impacting its competitive-
of ensuring that financial and
2013. One of the things
incentives, noise-dependent rail
ness,” said Gilles Peterhaus,
technical measures don’t crip-
this work enables is the
infrastructure charging, bans,
secretary general of the UIP
ple the rail transport sector.
identification of individual
etc. At Trenitalia, we think that
(International Union of Wagon
“In rail, when taking decisions,
wagons owners from dif-
the subsequent impact on RUs
Keepers)[7]. “Noise reduction/
three actors are always involved
ferent countries, who are
could lead to market distortion.
abatement measures risk cre-
– namely IMs, RUs, and wag-
ating a negative impact on
on keepers,” he explained. “In
then contacted by the FOT
Despite progress in noise abate-
to discuss how we can work
A unilateral ban on the circu-
wagons and transport costs.
comparison, decision making
on the issue,” he adds.
lation of noisy freight wagons
Different national measures,
for the roads is taken solely on
should be avoided to safeguard
e.g. incentives, are resulting in
the business side, which makes
The legal objective of all these
the EU single market and corri-
‘unpredictable’ behaviour.”
matters far simpler.”
actions is to provide noise pro-
dor efficiency. By unpredictable behaviour
According to a fleet devel-
tection for significantly more than 67% of the affected pop-
No noise abatement incen-
Mr Peterhaus was referring to
opment survey carried out
ulation by 2025.
tive programme has yet been
grey areas such as, which EU
by the UIP (which represents
introduced in Italy. “We want
MS will adopt voluntary har-
200,000 wagons in Europe)
• Italy – Pasquale Del Nord,
to examine LL block analyses,
monised retrofitting schemes,
in 2014, the ‘results confirms
Trenitalia[6]
together with the results of
and when? Will NDTAC schemes
expectations’ – namely that
Corridors open up new possi-
incentive programmes from
sufficiently incentivise wagon
main retrofitting activities will
bilities, but with them come
other countries,” explains Mr
keepers (being the entities car-
start in 2018, probably trig-
new challenges. The objective
Del Nord.
rying the costs of retrofitting)?
gered by announcements by
is to increase rail freight traf-
Just how willing will lessors/
Germany and Switzerland, the
WAGON KEEPERS SPEAK OUT
customers be to pay for higher
lack of certainty regarding de-
wagon costs, etc.
velopment in other countries
policies for the internalisation
While the above initial state-
He also reminded everyone that
restrictions), and the overall
of external costs.
ments by authorities were
wagons are not the only element
penury of funding.
fic in Europe by encouraging modal shift. This shift can be achieved by implementing fair
(NDTAC, bans, operational
EURAILmag Business & Technology
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ISSUE 32
66
SPOTLIGHT
N O I S E & V I B R AT I O N
Müller spoke of the need to tackle noise from all sources, i.e. including locomotives and the tracks. “Freight wagons, on average, emit levels of 79dB(A), locomotives 85dB(A). An old loco makes the noise of 10 cars on the road!” he exclaimed. “Plus, as yet, there are no limits whatsoever for the tracks!”
• VTG/AAE “We are facing a huge increase ©SBB
in maintenance costs because of retrofitting,” Hanno Shell told his audience. “As a consequence, although the process Founded in 1950 and headquarted in Brussels, the International Union of Wagon Keepers (UIP) is the umbrella association of national associations from 14 European countries, thus representing more than 250 keepers and some 200,000 freight wagons, performing 50% of the rail freight tonne-kilometres throughout Europe
they are required to be silent.
TSI Noise (see box, overleaf);
is underway, we are not in any
Hence the difficulty for keep-
by 2018 it will be 100% compli-
hurry.” Part of the VTG Group,
ers in judging if an investment
ant,” says Philipp Müller. “This
VTG/AAE markets a private
in retrofitting will result in high-
has been requested by the
fleet of around 80,000 rail
er rental income.
Swiss government.” Rendering
freight cars consisting of about
the wagons ‘quiet’ is, howev-
1,000 different wagon types.
• Hupac
er, not without its challenges.
“Since 2000, we have purchased
“The extra costs are only com-
Other points of note made by
every new wagon already fitted
pensated to a certain extent,”
Dr. -Ing. Shell included his af-
with K-blocks; since 2009 we
he points out. “Furthermore,
firmation that some countries
have been revamping the exist-
there are a limited number of
simply “don’t care about si-
ing fleet,” says Frederico Mella.
LL block suppliers, hence high
lent wagons”, and criticism of
costs and potential shortage
the “inconsistency” of fund-
The company, an independent
are likely in the coming two to
ing programmes: “they are not
Operations, costs
network operator running 100
four years. Also, LL blocks need
European-wide, they are not
& compensation
trains a day across Europe, is
additional checking after 50,000
sufficient, and in countries like
“Many RUs depend on wagon
also taking a pro-active role in
and 100,000km,” he adds.
Germany, for instance, they
keepers to provide silent wag-
developing new brake blocks by
ons,” explains Jakob Oertli from
teaming up with partners and
And that’s not all! Other draw-
SBB. “However it is unclear to
suppliers to find the best solu-
backs to reducing noise levels
what extent these will become
tions. “We are currently testing
from wagons, underlined by
An outspoken speaker, he
available over the coming years,
six prototype freight wagons
Mr Müller, are that noise boni
also shared the view of other
given that incentives such as
with disc brakes,” clarifies Mr
are partly withheld from RUs
wagon keepers attending the
NDTAC are provided to oper-
Mella. “High initial costs and
(a point contested by a mem-
workshop, namely that RUs are
ators, rather than to keepers.
heavier bogies have to be tak-
ber of the audience), and that
receiving too much of the fund-
On the other hand,” he points
en into account.”
to date, disc brakes have yet to
ing, citing 50% in Germany, the
gain widespread acceptance
Netherlands, and Switzerland.
out, “the latter do not know
require high administrative efforts,” he said.
where their wagons are to be
• Wascosa
(more costly and heavier com-
used, and whether or not they
“Sixty percent of our freight
pared to usual braking).
Yet despite the above com-
will pass through areas where
wagon fleet conforms to the
Last, but by no means least, Mr
plaints, Dr. -Ing. Shell’s biggest
ISSUE 32 / / / EURAILmag Business & Technology
N O I S E | 67
declared. “Why? Because we
“Freight wagons that don’t conform with the TSI Noise limits are the biggest source of rail noise,” declares Piotr Rapacz from DG MOVE. “We propose it should be applied to all existing international freight wagons from 2022, i.e. those crossing borders, thus giving infrastructure managers (IM) the right not to let them pass onto their networks. This application should then be extended to include all wagons in 2026.” Also looking to the future, the UIP (International Union of Wagon Keepers)’s Gilles Peterhaus sees no reason for further reducing TSI Noise levels. Instead, he reckons the onus should be on developing and testing technologies, “always within a system approach. Don’t rule out local measures either,” he advises. “For highly sensitive areas, noise barriers and insulated windows may well prove the most appropriate solution.”
are adding to the cost of rail by retrofitting new brake blocks.”
• DB Schenker The transportation and logistics subsidiary of German rail company Deutsche Bahn (DB), to date DB Schenker is using over 17,500 silent wagons. “Our goal is to complete retrofitting of around 60,000 by the end of 2020,” says Stefan Dorsch. Judging from Mr Dorsch’s overview, the company is taking the task of retrofitting very seri-
compromising the rail freight
READ ON…
ously indeed, with a dedicated
[8], which numbers 70 RU
‘project’ ongoing since January
members across 18 countries,
2014 “encompassing all compe-
represents the entire value
In the second part of this
tencies – procurement, wagon
chain of rail transportation, i.e.
print/digital article – accessi-
management, workshops, tech-
rail freight operators, wagon
ble at http://eurailmag.com/
nology, and so forth – and
keepers, service providers, for-
web-exclusives – read about
backed up by a dedicated mon-
warders, passenger operators,
the creation of an international
itoring process, with reporting
and national rail freight associ-
group to foster cooperation be-
on all the organisational levels.”
ations. Taking to the workshop
tween IMs, as revealed during
floor, board member Markus
the workshop by Aldert Gritter
Two manufacturers are involved
Vaerst highlighted their needs
from Dutch IM ProRail. Gain
in this ambitious retrofit op-
and expectations vis-a-vis
insight too, thanks to Markus
eration, “and so far we have
noise-related matters. “ERFA
Hecht from the Institute of
experienced no problems pur-
RUs would welcome a ‘one-
Rail Studies, TU Berlin, on the
chasing the LL blocks,” reports
stop-shop’ for administering
European noise abatement in-
Mr Dorsch, adding, “which is
noise bonuses, or other ways
itiatives, e.g. SWIFTLY Green,
hardly surprising, since we are
of easing the administrative
‘Leiser Rhein’, and EuropeTrain,
the only company retrofitting.”
procedures related to bonus/
that really count…
A high precision procedure has
malus payments, including real
also been established for pro-
incentives to wagons keepers
curing the blocks, for their
in order to speed up retrofit-
distribution to workshops, and
ting,” he said, pointing out that
for the storage of wheelsets for
members consider measures
replacement, when necessary.
such as alternative routing, lower speeds, and day/night
worry lies elsewhere: how much are efforts to reduce noise risk
©SBB
The TSI Noise first came into force in 2002 for highspeed rail, and in 2006 for conventional traffic. The revised TSI, applicable since January 1, 2015, takes into account the necessity of adjusting noise emission limits for rail vehicles, of including existing fleets in the regulations, and of addressing both vehicles and infrastructure when applying said regulations. Composite brake blocks are also taken into consideration.
WELCOMING A ‘ONESTOP-SHOP’
business? “When fuel prices
operating bans as real threats to the competitiveness of rail freight.
drop it becomes cheaper to
The Brussels-based European
transport goods by truck,” he
Rail Freight Association (ERFA)
Lesley Brown References
[1]www.corridor-rhine-alpine.eu [2]http://ec.europa.eu/transport/ themes/infrastructure/ten-t-guidelines/project-funding/cef_en.htm [3]www.euro.who.int/en/health-topics/ environment-and-health/noise [4]http://ec.europa.eu/transport/rail/ index_en.htm [5]www.shift2rail.org [6]RU belonging to the FSI Group [7]www.uiprail.org [8]www.erfarail.eu
EURAILmag Business & Technology
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ISSUE 32
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SERVICES
SERVICES
©NSB
WI-FI ON TRAINS – MONETISING, COOPERATION & BANDWIDTH
#WIFI #ROUTER #PRIVATENETWORKS #CELLULAR #DATACENTRE #MOBILE #CAPACITY #ROAMING #BANDWIDTH #PIPE #MEGABYTES #GIGABYTES #ATTENUATION #FILTRATION #FREQUENCY #ETHERNET #LTE #PACKAGES #MODEM #LATENCY…. AMONG THE HOST OF TOPICS RAISED AT TRAIN COMMUNICATIONS & SYSTEMS 2015[1], HELD OVER TWO DAYS IN LONDON IN JUNE, MONETISING ON-TRAIN BROADBAND, COOPERATION BETWEEN ACTORS, AND GAINING BANDWIDTH WERE THREE QUESTIONS THAT REMAINED ON THE TABLE THROUGHOUT.
“W
e are see-
– other train companies across
board is that the signal has
CTO, 21Net. “And if you don’t
ing growing
Europe are also facing this
to pass through the windows
do anything, the network will
demand
demand vs bandwidth conun-
and body of the train – hence
starve.”
for bandwidth from our pas-
drum. Consumer appetite for
the need for a combination of
sengers, and experiencing
on-board connectivity is seem-
antenna-combiner modems.
While pipe widths are of
problems providing enough,”
ingly never satisfied!
“Every byte, every dB, must
course important, so too is
be optimised… it’s a high
the quality of experience
Norway’s state-owned railway
One handicap for rail pas-
precision task, I would say,”
(QoE). Filtration, for instance,
operator NSB. He’s not alone
sengers when connecting on
declares Pierre Eisenmann,
commonly caused by tunnels,
reported Peter Hausken from
ISSUE 32 / / / EURAILmag Business & Technology
S E R V I C E S | 69
can have a negative impact on the customer experience. To overcome this dual challenge, Mr Eisenmann recommends moderation as the best approach when delivering the bytes. “Give customers just what they need, not more. Quality of experience is not just about feeding the pipe. It also depends on what the customer does – emails, streaming, downloading, etc.” Together with NSB, Simula Research in Oslo is carrying out a project baptised ‘passenger in a box.’ “This is a specially demodems from various mobile operators. It is being used to measure 2G, 3G and 4G coverage, uptime, stability, and
©Klaus Holsting
signed box computer with USB
data loss in the mobile environment across Norway,” he
Of this envelope, DK100
explains. Installed in the train,
million (€13.4m) has been ear-
it sends the captured data to
marked for upgrading the
the Institute for analysis. “We
rail infrastructure to improve
are going to add Wi-Fi to the
cellular coverage and capac-
study soon,” he adds.
ity, “although Banedanmark
While pipe widths are of course important, so too is the quality of experience (QoE). Filtration, for instance, commonly caused by tunnels, can have a negative impact on the customer experience
[IM] and train operators are
IMPROVING CELLULAR COVERAGE & CAPACITY
providing most of the funding needed,” points out Søren Stahlfest Møller, CFO,
In Denmark, the govern-
Banedanmark. “The amount
ment is keen to see most of
provided by government is just
the country’s future traffic
a drop in the ocean.”
growth taking place in the sphere of public transport.
In addition to Banedanmark,
To further this objective, the
which owns the railway in-
political agreement ‘Train
frastructure,
Fund Denmark’[2] published
stakeholders are competing
in October 2014, promis-
train operators DSB and Arriva
es DK28.5 billion (€3.8b) to
(Western Denmark), plus the
strength the country’s railway
four MNOs – Hi3G, TDC, Telia
– network length: 1,956km;
and Telenor (the latter two have
track length: 3,102km.
joint infrastructure).
other
©Peter Langsdale
the
EURAILmag Business & Technology
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ISSUE 32
70
SERVICES
In the U.K., of the most surprising solutions to the problem of covering trackside ‘not-spots’ is the possible use of unmanned aerial vehicles (UAE, or drones)[3] to relay mobile data signals to moving trains. As the industry collectively scratches its head about how best to boost train-to-shore connectivity, the idea of using flight is beginning to gain some support
CTO, 21Net. “Free really seems to be the way forward,” agrees Jay ©Image MD
Saw from Nomad Digital. “There are costs and benefits to this WiFi offering – the question is how to create tangible benefits in the form of revenue.”
BUSINESS MODEL – WHICH WAY AHEAD?
To date, Wi-Fi is only availa-
ports Mr Møller. “With the four
ble on mainline trains between
MNOs, we have been discuss-
Copenhagen and Aalborg, with is-
ing internet on trains for over
sues encountered being unstable
two years, in vain,” he says, add-
The jury is still out on how to
business models are clearly not
coverage (‘not-spots’), train attenu-
ing that repeaters and coverage
make in-train Wi-Fi pay. “The re-
up to speed. How best to mon-
ation reducing signals, insufficient
are proving the main stumbling
ality is that passengers are no
etise the infrastructure? What
capacity… and dissatisfied passen-
blocks. “We are not there yet.
longer willing to pay for this con-
about the efficiency of opera-
gers as a consequence!
The process is not easy,” he
nectivity. They consider it a right,”
tions? Should there be a pay-for
concludes.
points out Philippe Catherine,
premium offering?
The technology may be ready for on-board broadband, but the
p.72
Action & progress The ongoing drive to create a unified solution to improve internet on Danish trains is centred around three actions: cooperation with all MNOs; combining Wi-Fi and repeaters; exploiting the railway infrastructure. The timeline is tight – from analysing and prioritising the WiFi tender in 2015 to complete roll-out by 2018. Banedanmark has the tough task of bringing with their diverging interests, to the table. Progress in the field, is, however, proving slow, re-
ISSUE 32 / / / EURAILmag Business & Technology
©Flickr Fototak
all the stakeholders, together
S E R V I C E S | 71
802.11ac : THE FUTURE OF RAIL MOBILITY TRAIN-TO-GROUND AND TRAIN-TO-TRAIN HIGH BANDWIDTH DATA TRANSFERS ARE CONSTANTLY GROWING. SINCE WIRING WITH THE GROUND OR BETWEEN CARRIAGES IS EXPENSIVE AND OFTEN IMPOSSIBLE, WI-FI HAS NATURALLY ESTABLISHED ITSELF AS THE MOST RELIABLE, EFFICIENT AND AFFORDABLE MEANS OF COMMUNICATION.
O
ptimising the running costs of rolling stock and enhancing
passenger security represent
HIGH-SPEED RADIO REDUNDANCY SOLUTION FOR CARRIAGE COUPLING
two major issues for operators.
Since network wiring between
Consequently the amount of
carriages may be difficult or
on-board electronic equipment
often impossible, particularly
The SRCC solution by ACKSYS relies
IN-CARRIAGE COVERAGE
on wireless couplers that only need to be configured once, and thus:
Nowadays, setting up a high-
supports any train composition
ly-available wireless network
change
in a train is an absolute must
provides a redundant and reliable
– both for operations and pas-
onboard network
sengers. To meet this need,
has increased considerably over
ACKSYS offers Wi-Fi devices
the past years, amongst which
that enable seamless in-car-
Discover the 802.11ac unrivalled performances.
riage coverage and are easy to
manage real-time data in motion
Gigabit speeds (1.3 Gbps), Roaming <30 ms, High bandwidth,
multiple networks (physically
develop new on-board services
Improved wireless performances (beamforming).
separated) dedicated to passen-
Wi-Fi has rapidly emerged. This technology allows operators to: upload/download their data auto-
matically when stationary
deploy. The complete solution allows for the management of
ger Wi-Fi, train announcements,
SEAMLESS TRAIN-TO-TRACKSIDE COMMUNICATIONS
PIS, CCTV, VoIP, infotainment… Thanks to a multi-core CPU architecture, ACKSYS’ products
A major concern for rail opera-
simultaneously support two
tors is establishing high-speed,
802.11ac streams, allowing high-
reliable and continuous com-
er speeds to be achieved while
munications – between a train
avoiding potential interference
in motion and the trackside –
RailBox Mobility Suite
for smooth CBTC operations.
with other networks, and increasing the number of users connected and the connection
They also wish to collect data – CCTV, preventive maintenance,
> Train-to-ground communications
VoIP, PIS, etc. – and retrieve re-
> Reliable onboard WiFi network
al-time information from these
> Carriage bridging
speed. The multi-user sharing features
data streams.
integrated into the 802.11ac
The latest 802.11ac products
combined with a standardised
by ACKSYS enable truly uninter-
beamforming technology deliver
rupted communications to be
enhanced signal concentration
established, with seamless data
and direction to users for an su-
flow between the on-board and
during refurbishment oper-
The combination of SRCC and
trackside equipment thanks to:
ations because of ageing or
train-to-trackside commu-
a <30ms roaming between APs
poor quality connectors, Wi-
nication offers a complete,
allowing error-free communications
Fi has naturally established
wireless-based network solu-
a redundant train-to-ground wire-
itself as the most efficient
tion that meets any application
less link for continuous communi-
solution by allowing redundan-
need – CBTC, CCTV, PIS, pas-
cation even if one trackside AP or
cy, reliability and high-speed
senger Wi-Fi access…
one on-board client were to fail
networking.
perior Wi-Fi experience
More information ACKSYS Communications & Systems + 33 (0) 1 30 56 46 46 sales@acksys.fr www.acksys.fr
EURAILmag Business & Technology
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ISSUE 32
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SERVICES
content?
through targeted marketing, i.e.
Targeted advertising? Travel
geo, device, social, mobile carri-
agency services? On-board
ers, weather, and daytime.
p70
Pay-for
Voice services (calls)?
In 2013, Maxima Telecom won
Still up in the air, such possi-
the contract to build and oper-
bilities still need to be further
ate the Wi-Fi service. Together
explored to establish which
with contractors Radwin and
ones are truly feasible. Mr Saw,
Cisco, in 2014 the company
for one, has yet to be convinced
completed fitting out the en-
that the sponsorship and adver-
tire network – 5,300 train cars,
tising routes are delivering his
12 lines, over 500 miles (805km)
‘tangible’ benefits. Instead he
of fiber optics in the tunnels,
recommends operators take
upwards of 40,000 active el-
a holistic view to the business
ements, including 802 PmP
‘We have established a special
model, suggesting that, “imple-
base stations, and capacity of
portal vmet.ro where you can
menting applications may be a
17Gb/s.
learn the latest news, watch
more profitable way forward.”
“We are registering 2.3 million
films and serials, listen to your
daily visits to the landing portal,
favourite music, buy cinema or
To date, everyone is looking
with 62% of visitors remaining
theatre tickets, read books and
enviously to the example set
for over 10 seconds on the new
magazines, make payments and
by Moscow Metro – the largest
version,” points out a buoyant
download any apps and game you
free Wi-Fi zone in Russia, and
Sergey Aslanian chairman of
like to your mobile gadget.
the first industrial application
the board of directors, Maxima
‘The vmet.ro portal places advertise-
of trackside train connectivity
Telecom. “The objective is to
ments to monetise the network.’
in a subway – which has success-
keep them on the portal for as
(source: http://maximatelecom.ru/en)
fully monetised its Wi-Fi service
long as possible,” he adds.
©RADWIN
shopping? Customer loyalty?
“Maxima Telecom provides free
to enable voice services under-
Wi-Fi services with no capacity
ground has yet to come,” adds
limit to passengers using our
Mr Aslanian.
FiberinMotion® solution,” comments Nir Hayzler, VP marketing and head of transportation line
EXPLORING TRAIN-TO GROUND
of business, RADWIN. “It has developed a platform that provides
During
various services such as paid ad-
EURAILmag caught up with
the
conference,
vertising content on board the
Mr Hayzler (pictured above)
metro in order to monetise the
to discuss the company’s ac-
substantial investment made in
tivities and expectations in the
the project.”
transportation segment, past, present, and future.
Christian Potzsch
And payback for the invest-
ISSUE 32 / / / EURAILmag Business & Technology
ment – US $30 million (€27.3m)
“In 2011 we entered the train
of proprietary and borrowed
and metro transportation seg-
funds, which the investors ex-
ment with our FiberinMotion®
pect to pay off in seven years
train-to-ground solution, which
– doesn’t stop there. “Building
is based on a technology that’s
S E R V I C E S | 73
Sponsors of this y e a r ’ s co n fe rence, organised by BWCS, were Icomera, Nomad Digital, Fluidmesh, BAI, 21Net, RADWIN, Arrowvale, and Nokia
Fi solutions, whereas providing
pacity – realistic figures today
being provided by a combina-
Wi-Fi on board trains and met-
are in the range of 50-100Mbps,
tion of satellite, cellular, and
ros running above ground and
with the aim to double this
LTE.” Francisco Guerrero Tur,
in underground tunnels adds a
within the next one to two
whole new layer of complexity
years – as well as ensuring a re-
in terms of technological and
liable unbreakable connection.
its buses. Since the service is
deployment challenges.”
And while the CAPEX is higher
already provided in the metro,
been extensively tested and
Teldat “Dubai is now trialling Wi-Fi on
to build-out a dedicated track-
trams and taxis, people are
approved by Tier 1 telecom car-
This year, RADWIN is involved
side network, OPEX is typically
always connected, which is
riers,” Mr Hayzler explains.
in multiple projects and oppor-
much lower because there are
quite an interesting and unique
tunities in the US (Honolulu Rail
zero monthly fees to the cellu-
development.” Spencer Dando,
A wireless vendor serving a wide
Transit Project, plus another with
lar operator.”
range of sectors – fixed and cel-
a major national rail operator),
lular operators, public safety,
Latin America, Europe and Asia.
Fair enough, but what about
munications in rail, whereby
oil & gas, and, of course, trans-
“Most of these ventures are in ur-
smaller operators that cannot
many different operators are
portation – RADWIN is in the
ban rail or subway/metro,” points
invest upfront in such costly in-
using the same track networks,
enviable position of having an
out Mr Hayzler, who puts this ten-
frastructure? Those that don’t
you need standardisation.”
established presence in 150
dency down to the following two
own the rail infrastructure they
countries worldwide. Mr Hayzler
reasons, in particular:
use. Are they destined to lose
acknowledges that such a global
Dubai Metro “When you talk trackside com-
Peter Hausken, NSB “The ferry routes in New York
CAPEX investment in train-to-
out in the race to become Wi-
face similar challenges to rail,
footprint – infrastructure, offic-
ground infrastructure: “it’s rela-
Fi enabled? On this score, Mr
i.e. the need for reliable connec-
es and certified partners already
tively high, so investment needs
Hayzler reckons governments
tivity for fleets travelling along
in place – is certainly helping the
to be made in networks with the
and cities should lend a help-
pre-identified paths. The goal is
company advance its business,
greatest revenue potential, i.e.
ing hand by “taking a more
to cover 100% of the waterways
as well as gaining leads and
where ridership is dense, and the
proactive approach, including
around Manhattan.” Cosimo
routes are short to medium”
perhaps some funding. After
urban transport requires higher
all, increasing public transport
capacity, due to the number of
ridership is many times one of
through condition-based main-
RADWIN’s involvement in wir-
passengers on board the trains
their objectives,” he points out.
tenance enabled by Wi-Fi, will in-
ing up the Moscow Metro,
and the multitude of applications
between 2014-15, really helped
running, e.g. real-time CCTV
opening up opportunities, in the rail segment.
put the company on the rail ra-
Malesci, Fluidmesh “Decreasing
train
failures,
crease the availability of trains, “In some cases, the infrastruc-
which is an important benefit,
ture implemented for the
particularly in the U.K.” Martin
dar. But why is everyone in
Cellular versus train-to-
dedicated trackside network can
the industry (and at the con-
ground wireless
be leveraged for additional pur-
ference too!) talking about
What are the USPs of RADWIN’s
poses, i.e. cellular base station
the digital train, the networked
this achievement? “Because
FiberinMotion® solution? Here
sites. In other cases,” he adds,
train, is now an accepted vision
it’s the largest Wi-Fi on-board
Mr Hayzler is quick off the mark:
after a moment’s reflection, “a
by governments, regulators and
metro project in the world,”
“With cellular you cannot guar-
combination of technologies
other such bodies.” Jay Saw,
explains Mr Hayzler. “All 12
antee capacity, service level, or
– cellular, trackside, and even sat-
Nomad Digital
lines, covering 600km in to-
even continuous coverage, as
ellite – may well prove the most
tal, and 5,300 metro cars were
rail operators have to rely on
appropriate solution.”
equipped with our systems,
third-party cellular networks.
and operational within just 15 months. This is no mean feat!”
“Using FiberinMotion®, howev-
he adds. “Providing broadband
er, enables operators to build
at station platforms entails the
a dedicated trackside network
implementation of standard Wi-
and guarantee high levels of ca-
TRAIN COMMUNICATIONS & SYSTEMS 2015 – QUOTES OF NOTE
Hoare, Knorr-Bremse “We are happy to see today that
Lesley Brown References [1]www.traincomms2015.com [2]www.trm.dk/en/topics/ train-fund-denmark [3]see http://eurailmag.com/ unmanned-aerial-vehicles-intothe-breach
“I see the future of Wi-Fi in rail
EURAILmag Business & Technology
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ISSUE 32
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SERVICES
NEXT CHAPTER IN WI-FI ON TRAINS STORY EARLIER IN 2015, ON THE SAME DAY THAT A JAPANESE MAGLEV TRAIN BROKE ITS OWN RECORD TO REACH A SPEED OF 603KM/HR (374MPH), AN ONLINE REPORT CLAIMED THAT AN IRISH TRAIN HAD ALSO ENTERED THE RECORD BOOKS FOR ‘THE WORLD’S SLOWEST WI-FI CONNECTION.’ pops up. And all for a service that customers have spent years saying they want.
REMOVING ‘NOT-SPOTS’ So what is the solution? Boost
H
speeds? Improve coverage?
Long-suffering commuters on the Edinburgh to Glasgow route still complain that the service is patchy, despite a recent investment of £4.4 million (€6.3m) by the Scottish Government to boost coverage across the ScotRail network
aving spent heavi-
Remove so called ‘not-spots’?
ly on trying to keep
The answer is – all of the
increasingly important” to rail
Transport (DfT) is in the midst
their customers hap-
above… but that is going to
passengers, adding, “we don’t
of a major consultation over
py, the ‘story’, however ironic,
be costly, as transport giant
just want to say to our custom-
how best to improve coverage
must have been greeted with
Abellio is about to prove…
ers that our trains are Wi-Fi
throughout the nationwide
dismay at the HQ of operator
connected. That’s not enough.
network of rail links. It also an-
Iarnród Éireann (Irish Rail). Of
In July this year, the ScotRail
We want to ensure that they re-
nounced in February of this year
course it was clearly untrue, or
franchise* owner – of two years
ceive a high quality and reliable
that £50 million (€71m) worth
at least unprovable – and many
standing – revealed plans to im-
service when they connect.”
of punctuality fines levied
in the online passenger com-
prove in-train Wi-Fi services on
munity leapt to the company’s
all major train routes north of
Now that is fighting talk and
Network Rail would be fun-
defence – yet it did highlight a
the border. Abellio had earlier
the group seems happy to take
nelled back into the railway to
concern for all train operators,
made a commitment that free
on the Twitterati in a ‘square
fund free Wi-Fi across four fran-
namely: is providing a patchy
on-board Wi-Fi will be available
go’, but, so far, Abellio has kept
chises in England and Wales:
Wi-Fi service worse than offer-
to all ScotRail passengers by
schtum on how much cash it is
TSGN, Southeastern, Chiltern,
ing none at all?
2018. However, it now wants
prepared to throw into winning
and Arriva Trains Wales.
to improve the service in a
the scrap.
against infrastructure manager
A cursory examination of the
bid to try to remove not-spots
Twittersphere over the sum-
where the lack of a mobile sig-
Currently Scottish trains, like
enough to appease passenger
mer reveals that the majority
nal means the train Wi-Fi simply
many others, rely on the mobile
sentiment and even get the no-
of complaints – and they are
cuts out.
network operators to provide a
toriously fickle Twitterers on
3G signal to feed the on-board
board, remains to be seen…
legion – are aimed at train
Whether all of this will be
companies whose Wi-Fi is slow,
Long-suffering commuters on
Wi-Fi service. Yet as ScotRail’s
intermittent, or dead. Few
the Edinburgh to Glasgow route
Class 170s chug across the
Ross Parsons
seem levelled at companies
still complain that the service is
bleak highland moors, there is
consultant, BWCS
that simply have not installed
patchy, despite a recent invest-
more chance of seeing a Tory
the service. Of course this is a
ment of £4.4 million (€6.3m)
MP than there is of spying a
self-selecting sample, as those
by the Scottish Government
mobile mast. So far, the Dutch-
without any Wi-Fi on the train
to boost coverage across the
based group has not detailed its
often lack the wherewithal to
ScotRail network.
strategy to help fill these gaps.
the same, marketing depart-
John Seglias, Abellio’s Group
GOVERNMENT STEPS IN
ments must be banging their
Chief Information Officer, was
heads off their business plans
quoted in the Glasgow Herald
Help may be at hand however,
when this negative feed-back
as saying that “good Wi-Fi is
as the U.K.’s Department for
post a complaint about it. All
ISSUE 32 / / / EURAILmag Business & Technology
*covering all rail services in Scotland apart from those operated across the Anglo-Scottish border by other train companies (Virgin, East Coast, TransPennine, Cross Country, and the Caledonian Sleeper). ScotRail does run services to Carlisle
S E R V I C E S | 75
DRIVEN BY ECONOMIC, SOCIAL, AND ENVIRONMENTAL FACTORS, CONSIDERABLE EFFORTS HAVE BEEN MADE OVER THE DECA D E S TO I M P R OV E THE WAY TRAINS FEEL AND FUNCTION. THEIR STATIONS, IN COMPARISON AND UNTIL QUITE RECENTLY, HAVE LANGUISHED IN THE SHADE.
T
©M. Lee Vigneau
STATIONS – REALISING THEIR SERVICE POTENTIAL?
Spot the station! Besançon Franche-Comté TGV… blending in
he neglect of railway
Besançon TGV lies 15km from
quently criticised for its emphasis
the two stations seamless
stations across Eu-
the centre of its namesake, home
on purely city-city trips, with few
points of arrival and departure.
rope resulted in many
to around 120,000 inhabitants,
stops in between, and Paris, more
The most obvious being the vast
being viewed with a wary eye
while its Belfort-Montbéliard
often than not, the focal point.
car park facilities: 1,000 spaces
by passengers – typically con-
counterpart is located pret-
sidered places to transit when
ty much mid-way between the
necessary, to avoid whenever
two towns its name bears: 13km
possible. Fortunately the for-
from Belfort (population of
Yet if such ‘nowhere’ sta-
particular intermodality chain. At
tunes of a growing number are
around 50,000) and 18km from
tions are to fulfil their
the same time, taxis, of course,
changing, alongside the rise of
Montbéliard (110,000).
purported function to become
are a given, bikes and motorbikes
‘everywhere’ hubs, seamless
are catered for, and shuttle bus
new-build designs.
available at Besançon; 1,425 at
ONE MODE TO ANOTHER
Belfort-Montbéliard. The car is undoubtedly a vital link in this
To an outsider, the first
connections with other trans-
services are on offer to provide
Besançon Franche-Comté and
thoughts that spring to mind
port modes are essential.
links to regional train services, as
Belfort-Montbéliard TGV, the
are: why here? Have budget
two greenfield stations on the
cuts forced Gares & Connexions
This fundamental was taken ful-
Rhine-Rhône high-speed (HS)
to construct on cheaper ‘green-
ly on board by SNCF’s design
line[1] (eastern France), are
field’ sites? “No, the choice of
agency AREP[3] at the planning
seeking to set new standards in
location is customer-orientat-
phase, as confirmed by lead ar-
The complete version of this ar-
the Hexagon. Described by their
ed,” responds SNCF president
chitect (at the time) Jean-Marie
ticle, which also reports on the
manager Gares & Connexions
Guillaume Pépy, reasoning that
Duthilleul[4]: “Managing inter-
design, services, and sustain-
(the station branch of French
these rural settings will enable
modality is the primary function
able credentials of these two
Railways, SNCF)[2] as ‘a new way
more people to benefit from
of a station, which is designed
‘pioneer’ stations, is available
to experience the station and the
HS rail – not only those coming
so that people transfer from
at http://bit.ly/1xnaUUz
train,’ both demonstrate SNCF’s
to or from cities, but equally
the train to all other modes in
current desire to create inter-
those wishing to travel into the
the territory, and vice versa,”
modal hubs with strong ‘green’
regions, or across borders.
he told EURAILmag “By defini-
credentials.
LINKING UP
well as into town.
tion, a station is a platform to Such a ‘regional’ approach makes
walk from one mode to another.
common sense in a world where
Intermodality is not a theme, but
travel borders and barriers are
the very function of the station.”
The two unique stations ap-
breaking down. Nevertheless it
pear and feel out on a limb,
represents a ‘revolution’ for the
Various elements have been in-
out of town, out of everything.
French domestic HS network, fre-
troduced in an effort to make
READ ON
Lesley Brown References [1]www.lgvrhinrhone.com [2]charged since 2009 with upgrading and developing the 3,000 rail stations nationwide, www.gares-sncf.com/fr [3]www.arep.fr/en/#/projects/ new-railway-stations [4]he has since (in 2012) created Agence Duthilleul, his own architecture and urban planning agency; www.agenceduthilleul.fr
EURAILmag Business & Technology
///
ISSUE 32
76
SERVICES
PASSENGERS – CHANGING PLACES & FACES RAIL PASSENGERS, MORE COMMONLY REFERRED TO AS THE MORE POLITICALLY CORRECT ‘CUSTOMERS’ BY THE INDUSTRY TODAY, ARE A DEMANDING AND EVOLVING BREED OF CONSUMER. NOT ONLY ARE THEY EXPECTING EXEMPLARY MORAL AND FINANCIAL SUPPORT WHEN THINGS GO WRONG, THEIR REASONS FOR TAKING THE TRAIN, AND BEHAVIOUR DURING JOURNEYS, ARE SURPRISINGLY DIVERSE.
P
assenger support in rail
Regulation 1371/2007[2], now
frequently raised by national
The Community of European
is always under scruti-
in force for over five years, ‘aims
enforcement bodies, passen-
Railway and Infrastructure
ny, and more often
to protect the rights of rail pas-
gers and their associations
Companies (CER)[3] is one in-
than not criticised by the trav-
sengers in the [European] Union
(including people with disabil-
dustry body that has reacted
elling public and watchdogs
(EU), particularly when travel is
ities and/or reduced mobility,
positively to this EC move:
for not being up to scratch.
disrupted, and to improve the
PRM, and associations rep-
“Passengers’ needs are core to
As part of its efforts to sup-
quality and effectiveness of rail
resenting the interests of
the railways’ priorities,” com-
port ‘customer care culture’
passenger services. This should,
said persons), the European
mented executive director
in the sector, in July 2015,
in turn, help to increase the us-
Parliament, and industry rep-
Libor Lochman. “We therefore
the European Commission
age of rail transport relative to
resentatives. These issues
welcome the publication of the
(EC) published a set of inter-
other modes of transport.’
encompass the following;
interpretative guidelines as a
pretative guidelines[1] for its
travel information – real time and
means to further facilitate and
means of provision
improve the implementation of
tickets and the carriage of bicycles
the Regulation, and to promote
assistance
best practices. CER will continue
rights of PRM
engaging with EU institutions
complaints
and stakeholders to promote
liability, delays, missed connec-
solutions for an ever-improved
tions, cancellations, and compen-
delivery of efficient services,
sation
and of comprehensive custom-
regulation on rail passenger
The guidelines are intend-
rights and obligations.
ed to tackle the issues most
er care practices.” In accordance with the Regulation as it stands, railway undertakings (RU) are not permitted to include in their
‘OPTIMUM’ CRISIS MANAGEMENT FOR PARIS COMMUTERS
General Conditions of Carriage a clause exempting them
In France, a partnership agree-
from having to pay compen-
ment signed in April 2015 by
sation when a delay is caused
SNCF Transilien, the Paris sub-
by ‘force majeure’ As a result,
urban rail operator, and the
passengers are entitled to com-
National Federation of Civil
pensation from the RU in such
Protection (FNPC), aims to
cases, which is not the case for
boost the management of pas-
other modes of transport.
sengers in the case of ‘serious situations’.
Photo by M. Lee Vigneau
On this point, the EC says it will
ISSUE 32 / / / EURAILmag Business & Technology
‘examine the possibility of giving
Every day, SNCF Transilien runs
the rail sector the same treat-
6,200 trains carrying 3 million
ment as for other modes’, i.e.
commuters between Paris
not to compensate passengers
and its outer suburbs (Île-de-
for delays in cases of unforeseen
France). When disruptions
and unavoidable events.
occur, the company
p.78
E U R A I L M A G | 77
Overcoming the challenges with WLAN THE TRANSPORT INDUSTRY AND RAILWAY COMMUNICATIONS SYSTEMS HAVE HIGH RELIABILITY AND AVAILABILITY REQUIREMENTS. WIRELESS COMMUNICATIONS SYSTEMS ARE NOT ALWAYS KNOWN FOR THEIR RELIABILITY AND PERFORMANCE. NERATEC WLAN PRODUCTS ARE TO CORRECT THIS MISIMPRESSION.
W
LAN based sys-
or the thermal integration in
tem can provide
product design is leading to a
many benefits to
limited reliability.
the integrators, such as easy deployment with license free
Neratec WLAN products are
operation, cost savings due to
optimized for more. They are
standard technology, versatility
designed to overcome such in-
for supporting simultaneously
stallation conditions and are
low and high bandwidth appli-
therefore the optimal solution
cations. WLAN also allows a
for robust, high performance
deployment of privately con-
onboard and line-of-route
trolled networks. However,
wireless communications
often the typical WLAN based
systems. With Neratec’s intel-
solutions suffer from poor per-
ligent interference and radar
formance. The products are not
monitoring features the 5Ghz
up to the task, even if they might
outdoor band operation has
be certified for railway use.
been certified according to the latest regulatory requirements
Typically interferences at the ra-
and can be reliably used
dio frequencies are not properly handled, radio frequency performance is strongly depending on the used operating channel, the regulatory requirements might not be properly fulfilled,
More information Neratec Solutions AG Sami Anttila sami.anttila@neratec.com
78
SERVICES
deploys its mobile
network, e.g. train halted mid-
line teams (Équipes Mobiles
track for an extended period of
de Ligne), in-station agents,
time, traffic suspended across
les gilets rouges (the red jack-
a whole line, major works, etc.
p.76
volunteers. Thanks to this re-
The Federation has teams that
cent partnership agreement,
are specifically trained to han-
the operator can now also re-
dle ‘serious situations’, notably
quest support from the Civil
by providing first aid and mate-
Protection Federation to help
rial support:
take care of passengers, in sta-
in stations: giving information, distributing food, drinks or hy-
serious incidents occur on the
giene kits, adapting premises to
©EURAILmag
tions and on board trains, when
©Christophe Recoura/SNCF
ets), and/or its information
ISSUE 32 / / / EURAILmag Business & Technology
By the end of the next decade, some people will purchase and consume travel experiences almost entirely on the basis of how shareable they are, or how much ‘capital’ they generate, via social networks. Another group of travellers will demand total simplicity and freedom from having to arrange their own travel, wanting as much of the transactions as possible carried out remotely, by third parties
©EURAILmag
S E R V I C E S | 79
serve as temporary accommo-
its ‘PEGASE’[4] emergency
with passengers on the burnt-
By the end of the next decade,
dation, setting up of fixed or
response for handling conges-
out TGV itself receiving a 200%
some people will purchase and
mobile emergency points du-
tion at stations in exceptional
refund on their tickets; others,
consume travel experiences al-
ring major events/disruptions,
circumstances.
travelling on trains delayed the
most entirely on the basis of
lending technical support for
most as a consequence of the
how shareable they are, or how
communications and lighting if
Due to the incident, other
incident, were offered a 100%
much ‘capital’ they generate, via
necessary…
TGV trains operating on the
reimbursement.
social networks. Another group
Paris-Marseille HS line were
of travellers will demand total
‘SIMPLICITY SEARCHER’ OR ‘SOCIAL CAPITAL SEEKER’?
on board: assisting passengers
significantly delayed, arriving
if the train is stationary for a
at Paris Gare de Lyon station
long period of time, guiding
between midnight and 1.30am.
them to group meeting points
Given that the public transport
when evacuating or leaving the
services had already terminat-
By 2030 more than 1.8 billion
out remotely, by third parties.
train in the middle of the tracks,
ed by this time, and in order to
people will travel internationally
At the same time, a dedicat-
helping PRM keep moving once
cope with the expected influx
every year. And what motivates
ed group will emerge with a
alongside the tracks…
of around 5,000 passengers,
them and how they behave will
desire for only the most hedon-
PEGASE flew to the rescue!
radically differ from today.
istic, indulgent, and must-have
simplicity and freedom from having to arrange their own travel, wanting as much of the transactions as possible carried
‘This partnership is precious for
Basically this response in-
us,’ says SNCF Transilien, ‘since
volved mobilising taxi drivers
A report commissioned by
it helps complete our crisis
(by text message) and giving
travel technology provider
The research process, which
management procedure for cus-
the passengers (those wish-
Amadeus, and written by glob-
took a psychographic rather
tomers during disruptions, thus
ing to be dropped off in Paris
al consumer trends consultancy
than demographic approach,
making for a swifter and more
or the inner suburbs) free ‘taxi
The Future Foundation, defines
drew on Future Foundation’s
efficient overall response.’
vouchers’ on their arrival at
the six ‘traveller tribes’ or seg-
proprietary consumer research
the station. Other travellers
ments that will emerge by the
forecasts to identify the fol-
in transit – from elsewhere in
end of the next decade. The
lowing six, distinct traveller
France or abroad – were ac-
findings of ‘Future Traveller
personalities:
commodated overnight at the
Tribes 2030: understanding
Following the fire on a TGV
station, or in hotels in the city
tomorrow’s traveller,’[5], re-
high-speed (HS) train (its loco-
or suburbs.
leased in April 2015, are based
structure their holidays al-
on interviews with leading fu-
most exclusively with online
PEGASE FLIES TO THE RESCUE!
motive) in France this August
experiences.
Social Capital Seekers will
2015, French Railways (SNCF),
With regards to compensation,
turologists, travel industry
audiences in mind, relying
together with the national po-
SNCF announced ‘exceptional’
experts, and travellers from
heavily on peer reviews and
lice (Préfet de Police) triggered
measures were to be applied,
across the globe.
recommendations to validate
EURAILmag Business & Technology
///
ISSUE 32
80
SERVICES
their decisions. A whole new
extraordinary reward or ‘must
paying public has gained a
tions operators can no longer
market may open up based on
have’ premium experience, a
precious means of comparing
afford to leave passengers on
‘clout-boosting breaks’, filled
return on their hard-earned
prices, of voicing their grievanc-
board trains or in stations in the
with consciously feed-friendly
investment of time and energy
es (and praise!), and of putting
dark, but must keep them up-
moments
in their working lives
TOCs in the spotlight.
dated and propose solutions in real time – if they don’t, the
Cultural Purists will look at ho-
“Our research shows not just
But let’s be fair. All-in-all,
Twittersphere will immediately
liday-making as a chance to im-
that the type of experience de-
Europe’s rail industry has come
take them to task!
merse oneself in an alien – even
manded by travellers in 2030
a long way over, say the past 15
uncomfortably so – culture,
will be different to 2015, but
years, in terms of innovation,
Far from being a passing
where enjoyment of the break
that the way travellers buy and
cost, and choice for passengers.
trend, in line with society at
depends on the authenticity of
engage with the industry is
These improvements have been
large, these expections for
the experience
also set to change,” comments
largely driven by two factors –
better (immediate, efficient,
Nick Chiarelli, director, Future
demand from passengers and
value-for-money, and stress-
Ethical Travellers will make
Foundation. “Over the next 15
tough competition from oth-
free) services across the board
travel plans based on moral
years the desire to share travel
er transport modes, namely
– in both normal and excep-
grounds, e.g. decreasing their
experiences will be profound,
air and the roads. The rise of
tional circumstances are set to
carbon footprint or improving
and so too the impact of shar-
alternatives such as ‘no frills’
rise apace. Here’s hoping the
the lives of others. They will
ing on inspiration and purchase
flights (Easyjet, Ryanair) car
rail industry can stay this rap-
often improvise or add some
trends will grow. As consumers
sharing (BlaBlaCar), and cheap
id pace!
element of volunteering, com-
in developed markets approach
coach tickets (National Express,
munity development, or eco-
a post-material era we expect
Eurolines), are giving the rail-
sustainable activity to their
a much greater focus on, first
ways a run for their money =
holidays
of all, experience, and second-
good news for travellers, ma-
ly, ethics, both environmental
jor challenges for TOCs!
Simplicity Searchers will pre-
and social, to significantly influ-
fer bundled offers, seeking to
ence people’s travel choices and
Rail passengers in 2015 are
avoid managing too many trip
behaviours.”
less loyal to services through
details themselves. Holidays for this tribe represent a rare time in life to pamper oneself
obligation, i.e. due to the lack
TICKETS TO RIDE… & MORE BESIDES
with the assurance of safety and enjoyment
of alternative means of travel (except city commuters, who enjoy less of a choice, albeit car
Rail expectations are riding
and bike sharing schemes have
higher than ever. For their tick-
taken off). They expect servic-
Obligation Meeters will be
ets, passengers are seeking
es to depart and arrive on time,
driven by a specific purpose for
value for money, experienc-
trains to be clean (toilets not
travel, whether business or lei-
es, and are less prepared than
blocked or ‘out of order’), well
sure, and thus have constraints
ever to accept second best.
maintained (not strewn with
on time and budget; they will
Ethics too, whether the busi-
discarded coffee cups, crisp
seek smart, algorithm-based
ness practices or environmental
packets and newspapers), offer
technology that removes the
performance of train operating
sufficient seats (on certain rail
hassle of travel
companies (TOC), are exerting
services in and out of London
a stronger influence than ever
passengers are often forced
Reward Hunters are only
before. Due to the rise of our
to stand in the aisles), and safe
interested in indulgent tra-
‘connected’ society, through
(CCTV and alert buttons on
vel. Many have come to crave
internet and social media (e.g.
board). Information is a given.
something that represents an
Facebook, Twitter, et al.), the
In the case of service disrup-
ISSUE 32 / / / EURAILmag Business & Technology
Lesley Brown References [1]http://ec.europa.eu/transport/ themes/passengers/news/doc/201507-03-stricter-enforcement-pax-rights/ guidelines_en.pdf [2]http://eur-lex.europa.eu/legalcontent/EN/TXT/?uri=URISERV:l24003 [3]www.cer.be [4]www.prefecturedepolice.interieur. gouv.fr/Vous-aider/Prevention-desrisques/Plans-saisonniers-et-dispositifsd-alerte/PEGASE [5]to download the report and discover which tribe you belong to, please visit www.amadeus.com/tribes2030
82
SERVICES
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