ISSUE 68 JUNE 2018
RAIL NETWORK PLANNING TRACK STABILISATION RAIL SOLUTIONS ASIA 2018 The Official Magazine of the Asian Railway Operators Association and Rail Solutions Asia 2019
Rail Solutions Asia KUALA LUMPUR APRIL 10 – 12 2019
Rail Solutions Asia KUALA LUMPUR APRIL 10 – 12 2019
Asia’s Premier Railway Event for 2019 The 20th Exhibition and Conference for Railway Professionals in the Asia Pacific region Incorporating the 16th Annual Congress of the Asian Railway Operators Association Kuala Lumpur Convention Centre April 10–12 2019
CO N T E N T S News 04
Hyundai Rotem wins EMU contract in Taiwan, Getzner supplies mass spring systems to Lucknow, Alstom trains for Singapore North East & Circle Lines
Rail Solutions Asia 2018
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A review of the Rail Solutions Asia 2018 exhibition and conference, which was held last month in Kuala Lumpur
Rail Goes Digital
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Embracing digital technology to improve all aspects of rail projects By Steve Cockerell, Industry Marketing Director, Rail & Road, Bentley Systems
Manila LRT 1 a Success for PPP
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In just three years the LRMC has transformed Manila LRT 1 By Rochelle Gamboa, APR/Head Corporate Communications, Light Rail Manila Corporation
Track Stabilisation
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The use of geogrids to stabilise and improve trackbeds By Mike Horton, Application Technology Manager & Dr Mahesa Bhawanin, Design Engineer, Tensar International Limited
Planning New Railway Lines
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Striking a balance between line capacity and customer service By Philipp Goetz, Managing Director, Rail Systems Engineering Sdn Bhd
Tunnel Construction
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Problems faced and overcome during tunnel construction in Sri Lanka By Eng. Jayantha Gunathilake, Deputy Team Leader, Central Engineering Consultancy Bureau
magazine, is published by TDH Exhibitions Ltd. TDH Exhibitions Ltd PO Box 139 Cranleigh GU6 7WD, UK Tel. +44 (0)1483 548290 Fax. +44 (0)1483 548302 Email: tdh.norm@gmail.com
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UK Office +44 1483 548 290 Malaysian Office +603 2385 5395 info@tdhrail.com
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Issue 68 will be published in September 2018. Editorial content will include: RSA 2019 Rail Solutions Asia 2019 – An update on Asia’s premier railway event Maintenance Service Solutions designed to achieve world class fleet maintenance Rolling Stock Laboratory testing for the safe operation of MRT railways Maintenance The future of digital asset management systems The above is in addition to news, AROA updates and extra features. The features listed may change. 3
NEWS Hyundai Rotem wins EMU contract in Taiwan Korean rolling stock manufacturer Hyundai Rotem announced on June 4 that they had secured an order for 520 EMU coaches from the Taiwan Railway Administration (TRA). The coaches, which will mainly be built in the company’s plant in Changwon, 400 kilometers south of Seoul, will have an average speed of 130km/h and will be fitted with Hyundai Rotem’s Train Control and Management System (TCMS). This will provide important information about the trains condition, which will help to improve operational efficiency and energy consumption, as well as reducing maintenance costs The contract has a total value of 908.9 billion won and all of the trains are scheduled for delivery by the end of 2024.
Getzner installs MSS on Lucknow Metro Following previous installations in Bangalore, Dehli and Mumbai, Lucknow will be the fourth Indian city to install Getzner’s Mass Spring System (MSS) on its metro. This is the first project in India where the entire underground section of 3.67 km, between Charbagh and KD Singh Stadium metro station, is being equipped with the MSS, as a vibration and structure borne noise mitigation measure. “The goal of mass-spring systems is to elastically decouple the track superstructure from its surrounding, in order to reduce the transmission of vibrations”, explains Sanjay Risbood, CEO and Resident Director of Getzner India. The MSS from Getzner uses the high quality micro-cellular polyurethane materials Sylomer® and Sylodyn®. “These high-quality PU materials guarantee the long-term performance of the MSS. This is of utmost importance, because the maintenance or replacement of an MSS after the installation and start of train operations is very expensive, time consuming and sometimes not even feasible. Hence, the MSS needs to perform throughout the life of the track”. The first 8.5 km of the 23km North-South Metro corridor is already open to the public and the underground section is expected to be operational by April 2019.
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Joining of Siemens Mobility & Alstom moves a step closer
The next steps have been taken towards the completion of the proposed combination of Siemens’ Mobility business, including its rail traction drive business, with Alstom. On the 28th May the French Ministry for Economy and Finance (MINEFI), which can restrict or prohibit foreign investments in specified industries in France, granted Siemens foreign investment clearance in connection with the transaction. On 29 May the French financial markets authority (Autorité des Marchés Financiers, AMF) granted Siemens an unconditional exemption from the mandatory filing of a tender offer, following the completion of the contribution of its mobility business, against newly issued shares in the combined company representing 50 percent of the share capital of Alstom, on a fully diluted basis. Both of these actions are key developments on the road towards the proposed combination. During its meeting of 30 May 2018, the Board of Directors of Alstom also approved a number of measures, which will ease the way forward. A further board meeting is scheduled for 17th July.
Comprehensive Rail Solutions
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NEWS CRRC ZELC starts production of 160 km/h Maglev train
Hong Kong MTR to work on TOD projects in Chengdu
China's first selfdeveloped 160 km/h maglev train (on left of picture) made by CRRC Zhuzhou Locomotive Co Ltd (CRRC ZELC), started running off the production line on 13th June. The new train was unveiled as CRRC ZELC celebrated its Tech-culture Festival, during which a full range of rolling stock products, including high speed trains, double deck EMUs, super E-buses, monorails and hybrid locomotives were on display. This newly delivered maglev train is designed with a three car formation and a maximum capacity of 500 people. It joins the company’s existing 100 km/h maglev (above right), which has already amassed a service record of 1.7 million kilometers. [Photo by Liu Tiansheng/for Rail Solutions Asia] Tong Laisheng, Director of the Maglev Institute at CRRC ZELC has been dedicated to the development of maglev trains since 2010. He commented that, “The 100 km/h maglev rail line was designed mainly for urban transport, but the company expects to deliver 200 km/h medium-speed maglev trains by the end of 2019 to facilitate intercity commuting”. “With their specially designed tracks to stop the trains from overturning, or derailing, maglev trains are considered safer”, said Tong, “and without the physical contact between the wheel and rail, the train is noise proof and environmentally friendly”. Liu Youmei, an academician at the Chinese Academy of Engineering, who has been committed to rail transit development in the company for almost six decades, added that "China has mastered the core technologies of commercial maglev trains and has established a comprehensive system, ranging from technical research and manufacturing to commercial operations.”
MTR Corporation and Chengdu Rail Transit Group recently signed a Memorandum of Understanding (MOU) to draw attention to the concept of Transit-oriented Development (TOD). The two companies will jointly conduct studies on potential integrated development of stations along Chengdu’s metro lines. “Chengdu is a key economic hub of political and cultural significance in mainland China with tremendous growth potential,” said Professor Frederick Ma, Chairman of MTR Corporation. “We are honoured to have the opportunity to work with Chengdu Rail Transit Group through signing this MOU. By drawing on Chengdu Rail Transit Group’s strength in railway infrastructure construction in Chengdu, coupled with MTR Corporation’s internationally recognised Rail plus Property development experience, we will jointly explore how we can provide the seamless integration of rail and property to further contribute to the growth and development of Chengdu.” Chengdu Rail Transit Group is an established urban rail transport company, responsible for the investment, construction and operation of the metro system in Chengdu. The company is currently operating rail services with a route length of 196km and an average patronage of 2.8 million per day, and plans are in place to expand the network to 508km. Pursuant to the MOU signed today, the two companies would enter into separate cooperation agreements if a decision is made to proceed with specific projects.
Alstom to supply additional trains in Singapore Alstom has signed an agreement with Singapore Land Transport Authority (LTA) to supply six additional Metropolis trains (36 metro cars) and 11 additional Metropolis trains (33 metro cars) for the extensions of the Singapore North East Line (NEL) and the Circle Line (CCL) respectively. All 69 Metropolis cars will be manufactured in Alstom’s Barcelona site, with a contract value of about 150 million euros. Alstom has already delivered more than 100 Metropolis trains (450 metro cars) to Singapore, operating on the 35.5km long Circle Line and 20km long North East Line. Alstom also provides maintenance training to its customers and supplies spare parts for these trains. “Alstom is delighted to win this contract. By providing additional reliable and energy efficient rolling stock for the North East and Circle Lines, we commit to supporting our customer, LTA, to further increase the capacity and availability of the existing lines”, said Ling Fang, Managing Director of China & East Asia, Alstom. 6
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NEWS Bombardier launches new software on DTL trains Bombardier Transportation has announced the launch of its software solution, installed on the Singapore Downtown Line’s existing Train Control Monitoring System (TCMS). This innovative technology maximizes passenger comfort and the system’s operational efficiency, by displaying real-time passenger load information on LCD screens at station platforms. The system has entered service following the completion of comprehensive testing by Singapore’s Land Transport Authority (LTA). The software solution features an onboard system, designed to detect passenger weight load from the vehicle’s braking system. The information is then transmitted to the passengers waiting at the next stop via a third-party vendor. LCD screens on the platform use a series of colours to indicate the capacity of each car: Green represents a high probability of available seating, Yellow for partially full and Red for full. The implementation, the first of its kind in Singapore, seeks to better distribute passenger load, while also improving the trains’ efficiency and reliability. The TCMS solution was part of a four-year collaboration between Bombardier and the Singapore Economic Development Board (EDB), to develop a regional team to enhance software programming capabilities throughout Southeast Asia.
DB Rail Academy signs MOU with Asian Rail Academy DB Rail Academy, a business model of Deutsche Bahn (DB) Group, one of the world’s leading mobility and logistics companies, has signed a Memorandum of Understanding (MOU) with the Asian Rail Academy (ARA). Positioned as the gateway to international rail certification, ARA is geared to bridge the skill gaps in the existing workforce by collaborating with globally recognised and industry-relevant certification programmes in Malaysia. “We selected Asian Rail Academy as our partner to represent us in the Malaysian market, because of its strategic local network and its extensive knowledge about the needs of the rail industry,” said Heiko Scholz, Director Global Rail Academies at Deutsche Bahn’s subsidiary DB Engineering & Consulting. Alstom appoints new Senior Under the terms of the MOU, a consensus in collaborative initiatives to undertake VP for Asia-Pacific Region roles complementing one another in establishing rail training programmes in Malaysia Alstom has appointed Jean-Francois was enacted. Beaudoin as the Senior VP of its Asia Pacific “Looking at the increasing demand for human capital, following the rapid growth region. In this role, Jean-Francois will also of the rail industry in Malaysia and the region, it is important to see training demands become a member of Alstom’s Executive in the rail industry being met with an increased range of professional training courses, Committee. He will lead the Asia-Pacific provided by world-class organisations such as DB Rail Academy. Malaysia is set to be region, which includes 12 active markets the epicentre for training in the rail industry for the region, with the Asian Rail Academy and employs close to 3,500 people. The and our global partners forging the future of rail training in Asia,” said Mr Thiagaraja, region contributes nearly 11% of the CEO of the Asian Rail Academy. Group’s turnover and with an average ARA will offer training facilities, tools and materials for training execution, annual growth of 4.2%, Asia-Pacific is one including administrative and organisational support in the overall management of of the fastest growing rail transport markets DB programmes. ARA will also assist in the organising of training programmes and globally. facilitate communications with the Human Resource Development Fund of Malaysia Commenting on his new role, Jean(HRDF). ARA will work with DB Rail Academy to obtain access to all of DB’s resources Francois said “The Asia-Pacific transport and capabilities, as well as its worldwide network, to extend professional certification to market is witnessing enormous growth, participants according to DB’s standards. spurred by the stable economic outlook of the region and its growing urban population. It is an extremely interesting time to spearhead the growth that the Group expects from this region. With our expanding presence and footprint in this region, Alstom is well placed to continue successfully delivering The MOU between DB Rail Academy and the Asian Rail Academy was signed at Rail for our customers”. Solutions Asia 2018 8
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2018 was the ninth visit to Kuala Lumpur for Rail Solutions Asia and the sixth consecutive year in the Malaysian capital. The exhibition has grown in size every year for the past five years and this year was no exception, with the available space being fully booked 6 weeks before the event. Austria and Malaysia were the most represented countries with 13 exhibitors each, followed by Germany with 12 and China with 10.
VIPs Senior representatives from the local Malaysian railway operators attended the opening ceremony. VIPs included: Dr Prodyut Dutt, CDO, SPAD (centre above) flanked by Yew Yow Boo, Project Director, Malaysia Rail Link and Mark Loader, Project Delivery Group Director, MyHSR. Prior to the opening ceremony, they were joined by major supporters of the event, including Bombardier and Vossloh, along with Senior Representatives from the Austrian, Spanish and UK Embassies and national railway associations.
THE EXHIBITION
91 companies from 18 countries displayed products, ranging from Slab Track and Rail Lubricants, to Mobile Mapping Solutions and Data Communications Products. Exhibitor comments included:
The first year for TRB and I was very impressed with the attendees, both quantity and quality. This is now in our annual event diary. TRB
We had a very successful time in KL and for our company this is the most important rail fair in Asia. Very good organisation! Powerlines
The exhibition was a great success. It was a pleasure to work with TDH, who were true professionals and delivered an excellent service. Wurth
Our first time exhibiting at RSA and the number of leads we have collected has far exceeded our expectations. Excellent organization. Tensar
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THE EXHIBITION (cont.)
During their subsequent tour of the exhibition the VIPs, visited many of the stands and showed a keen interest in the exhibits including:
Bombardier
Austrian Pavilion
CRRC
Promelectronica
Delkor
Tiflex
GOS Tool & Engineering
Spanish Pavilion
Rail Systems Engineering
Senior Managers from other Asian rail operators and authorities visited the exhibition stands, including;
Joe Belavic presents Melvelle & Knox Kershaw products to Sri Lanka Railways delegates
Frank Meyer from Schwihag with Permanent Way & Signalling Managers from Thailand SRT
Keen interest from Singapore SMRT Managers on the Greenwood Engineering stand
Two delegates from Vietnam Railways chatting with staff on the huge CRRC stand
Rodrigo Bulario, Operations Director, Manila LRMC with staff from EVRAZ East Metals
Lee Yam Lin from Singapore SBS in discussion with Dean Whitmore from Pandrol
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THE CONFERENCE More than 130 delegates attended the conference sessions and specialist workshops, which included topics ranging from “Catenary-free Tram Systems” to “Digital Asset Management Systems”. The conference included a specialist session on High Speed Rail, focusing on the KL-Singapore HSR Line.
130 Delegates and AROA members from more than 20 countries attended the two day conference
Marco Sung from Taiwan BOHSR during the Q&A session following his paper on Taiwan High Speed Rail
Philippine PNR & Thailand SRT delegates continue chatting after the AROA Open Forum Debate
NETWORKING & SOCIALISING With conference coffee and lunch breaks held in the exhibition hall, delegates, exhibitors and general trade visitors have ample opportunities to network and relax in both formal and informal environments. Informal Drinks Receptions held at the end of both conference days in the exhibition hall are popular with all of the participants.
Cormac Brady from reception sponsors, John Holland Group with UEM delegate.
Alice Shengtao from CRRC with Yuan Wen Guo from DNV GL
The Informal Drinks Receptions, held in the Exhibition Hall, are an opportunity for all participants to relax and network together
Marcus Malatitisch from Hubner with Luke Cherviakov & George Stamboulos from Delkor
Cheers from the staff at Indra, who had the largest stand on the Spanish Pavilion
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Martin Soosay Raj from Frauscher with Abdul Hadi Amran COO Ampang Line, Rapid Rail
The Asian Railway Operators Association 15th Annual Congress – Kuala Lumpur AROA is a group of Asian urban and mainline railway operators and is designed to: ■ provide a forum for the exchange of ideas and information ■ promote awareness of new technologies ■ highlight, address and respond to the challenges facing rail-bound transportation in Asia. The AROA Annual Congress is the highlight of the AROA year. Senior Managers from railway operators across Asia converged on Kuala Lumpur for three days of unrivalled opportunity to develop their knowledge and understanding of the railway industry. The emphasis of the association is very much on the sharing of expertise and experience for the mutual benefit of all members. With conference papers and specialist workshops, plus many of the world’s top railway suppliers on show, this is an event not to be missed by any railway operator, who wishes to develop their staff’s knowledge and improve their service to the travelling public. Delegations, which attended this year’s Congress included the following:
Taiwan TRA, BOHSR & CIE
Manila LRMC
Vietnam Railways
Ho Chi Minh City MAUR
Singapore SMRT
Philippine PNR
Comments from AROA members included: An excellent opportunity to network and explore the possibilities available in the Railway Industry. Benji Tan, Senior Engineer, Permanent Way Maintenance & Engineering, Singapore SMRT Great event, providing an opportunity to stay up to date with railway technology. Athaphon Kawprasert, Divisional Engineer, Permanent Way, State Railway of Thailand This is the place to get your "real" solutions to your rail problems. Francis Lim, Head of DTL Signalling, Singapore SBS Transit The RSA Conference and Exhibition is a great achievement, providing a platform to promote the exchange of information about rail transportation in Asia. Marco Sung, Chief of Section, Taiwan BOHSR Enlightening and informative about the latest trends and technology in the railway industry. Also good for benchmarking of processes and projects for railway operators in Asia. Faith S.Bote, Internal Audit Manager, Manila LRMC
Membership includes access to all aspects of the Annual Congress including air flights and accommodation For full details of Membership Benefits, Annual Fees and an Application Form, please contact: info@tdhrail.com 13
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Rail and Transit’s Digital Journey
By Steve Cockerell, Industry Marketing Director, Rail and Road, Bentley Systems
E
ver since the first railways were constructed, rail professionals have focused their efforts on improving this method of travel to be the safest, fastest and smartest means of moving people and products. However, in an ever-evolving digital world and economy, the only way for our industry to advance is by embracing digital technologies throughout the planning, delivery and operation of existing and future networks, plus the systems that support them. This kind of digital transformation will not be easy. It will likely require a profound shift of business and organizational activities, processes, competencies and models for those involved, but without it, we will never fully realize the opportunities that going digital can and undoubtedly will, deliver in the future.
DIGITAL COLLABORATION FOR IMPROVED OUTCOMES A significant part of this digital journey for many of the organizations involved today is in establishing or adopting Building Information Modeling (BIM) standards and procedures. However, according to a report issued by McKinsey & Company, the construction industry has yet to adopt an integrated platform that spans project planning, design, construction, operations and maintenance. As a result, most have no single source of information relating to a project’s design, cost and schedule, or the assets’ condition during operations. BIM adoption, of course, is much more than using the latest software or digital technology. It is about the people involved, the processes they follow and, where appropriate, the supporting technology they use to achieve the required outcomes. If embraced by all, BIM methodologies can transform traditional project management, where data is unstructured and team members work independently, into a truly collaborative environment. BIM standards and processes rely heavily on a Common Data Environment (CDE), which offers users a single source of truth for information relating to a project or asset. A virtual environment that leverages digital workflows to enable real-time sharing of structured, reliable information for all will mitigate risk, ensure timely progress, improve quality and ultimately, deliver better and more reliable outcomes. Given these benefits, it is little wonder that governments around the world are mandating the use of BIM in all public infrastructure projects.
DIGITAL WORKFLOWS ACROSS THE WHOLE LIFECYCLE
McKinsey reports that the construction industry is ripe for disruption. Large projects across asset classes typically take 20 percent longer to finish than scheduled and are up to 80 percent over budget. In a separate study, Bent Flyvbjerg, an expert in project management at Oxford’s business school, estimated that nine out of ten projects costing USD 1 billion or more go over budget, with rail projects in particular, going over budget by an average of 44.7 percent. Surely then, the rail industry has a tremendous amount to gain from going digital. It could be argued that the topic should be front of mind for all, as time and cost over-runs on large new capital projects, or when upgrading and maintaining existing rail networks, tend to affect the everyday lives of large numbers of the global population. Take, for example, London’s soon-to-be-operational Elizabeth Line, currently being constructed by Crossrail Limited in the United Kingdom. At any given time, there are a significant number of different organizations and disciplines, including civil, structural, mechanical, heating, drainage, lighting, and fire safety engineers, responsible for its construction, who need to share information and coordinate work. The addition of an estimated 200 million annual passengers using the system during operations will complicate matters further, as many of those same disciplines will need to maintain the railway safely, with minimal interruption to service.
London’s Cross Rail project is set to fully realize the value of BIM methods across the whole asset lifecycle
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Crossrail’s holistic approach to BIM standards and processes, including those outlined in the PAS 1192 suite, not only provided a streamlined creation and management of information during design and construction, it will also ensure the efficient and effective handover of information to the railway’s future owner for use during operations. Widely considered as a global exemplar for its work in digital information management, Crossrail moved its CDE to a hybrid cloud-computing platform powered by Microsoft Azure in 2016. Today, it provides the organization with a single location for storing, sharing, and managing information for approximately 1 million assets. The project remains on time, on budget and is on track to be the first major UK infrastructure project to fully realize the value of BIM methods across the whole asset lifecycle.
The Dali to Ruili Railway project was designed and is being constructed with the help of an integrated 3D collaborative design model
EMBRACING DIGITAL TECHNOLOGY
Malaysia’s Mass Rapid Transit Corporation (MRTC) will be one of the first in Asia to leverage digital solutions throughout the whole asset lifecycle on its Klang Valley Mass Rapid Transit (KVMRT) system’s Sungai Buloh-Serdang-Putrajaya (SSP) line. The second of three planned MRT lines, the SSP Line includes a total of 37 stations, 11 of which will be constructed on the 13.5-kilometer underground section and will serve a population of around 2 million people along its 52.2-kilometer corridor. Embracing digital technology is central to MRTC’s vision of providing relevant, trusted information, wherever and whenever it is needed. To achieve this it has mandated the UK Government’s BIM maturity Level 2 be met on the project. Team members will leverage those same digital workflows outlined in PAS 1192 and a CDE, which will move beyond 3D modeling and 2D deliverables and enable handover of digital as-built information to the operators. Poh Seng Tiok, Director of Planning and Design at MRTC comments that “Bentley’s connected data environment, bridging ProjectWise® and AssetWise®, provides a seamless solution for MRT Corporation in our BIM workflow and supports the sharing of information through the entire project lifecycle. Operating Bentley’s CDE in the Microsoft Azure cloud enables our geographically dispersed project teams to collaborate as if they were all centrally located.”
REALIZING A DIGITAL FUTURE
Realizing a digital vision does not happen by chance. Benjamin Franklin once said, “if you fail to plan, you are planning to fail” and the rail organizations who navigate this digital journey the most successfully, will be those that set clear objectives for success, along with timelines for resolving them. China Railway Eryuan Engineering Group Co. Ltd. is an example of an organization that has revolutionized its processes and is going digital in this way. Working on the CNY 25.7 billion Dali to Ruili Railway project, the team faced many technical, collaboration and coordination challenges. Their use of Bentley applications enabled modelling efficiency on the tunnels, bridges and geology to be optimized and ensured fast and efficient transfer of the 3D design model to the construction team. “By using the Bentley platform, the 3D collaborative design of the whole project was completed efficiently and rapidly, which brought hope and confidence for our future intelligent railway construction,” BIM Centre Director for China Railway Eryuan 16
Engineering Group Co., Ltd. Fengxiang Dong said. When complete, the railway will incorporate the world’s longest span on a railway arch bridge and Asia’s longest railway tunnel. It was designed and is being constructed with the help of an integrated 3D collaborative design model. Bentley’s BIM technology has enabled the team to establish a foundation for the future design and digitalization of all its railways in China.
YOUR DIGITAL JOURNEY, YOUR DIGITAL FUTURE
The entire infrastructure business is currently undergoing a digital transformation. Rail and transit is, in many ways, at the forefront of this digital journey. Our networks are full of complexity and are often spread over large distances. The teams working on these critical pieces of infrastructure not only need to create, collect and manage increasing amounts of asset-related data, they need to do it more efficiently and effectively, to ensure that the digital information held can be trusted and accessed by whomever, whenever and wherever they may be. For rail and transit there is no such thing as a digital future, for there is no future without digital. It is the digital present and how organizations are “going digital” that will ultimately separate them from the competition. Those that have a strategy and act will flourish. Those who continue to do what they have always done will struggle, fall further and further behind and in extreme cases risk extinction. The examples I’ve shared from the United Kingdom, China and Malaysia show how our visionary users are going digital today to deliver different outcomes for tomorrow. The potential is significant, the possibilities endless and our users are looking for solutions that can help them take the right path when delivering the service, safety and reliability that is demanded of them every day. While Bentley has a proven history of accomplishment in this sector, we’ve only just begun. I firmly believe that Bentley's depth, breadth, scalability and pedigree in rail means our users can be assured that through our continued work with and support for the world’s railway community, we will deliver the digital innovation they need to succeed. For me, going digital in rail with Bentley ensures that digital context, data and workflows become part of your rail and transit network’s core. This will enable you to leverage your existing investments in BIM technology, processes and standards when taking the next step in your digital journey. Going digital in rail with Bentley means your data is mobilized, your people are connected and your processes and technology enable your team to do what they do best even better, putting you in control of your organization’s role in improving the world as we know it.
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How private-public partnership has successfully transformed Manila LRT-1 By Rochelle Gamboa APR/Head, Corporate Communications, Light Rail Manila Corporation
T
he story of Manila’s Light Rail Transit Line 1 is a Cinderella story of how much the private sector has contributed to a government programme, to accelerate public infrastructure development and contribute to inclusive growth and national productivity. The first light rail transport in the Philippines was inaugurated in the summer of 1985, with 18 stations spread across four cities. The initial rolling stock fleet for the 18 km line was sixty-four Alstom LRVs. In 1999 the fleet was increased with an additional 28 Adtranz LRVs, followed in 2006 by 48 Kinki Sharyo LRVs, which brought the total fleet to 140 LRVs. By 2013 the fleet was down to only 100 LRVs, while Metro Manila’s population had increased significantly. The Philippine Government decided to heed the call for privatization and bid out the operations and maintenance for LRT-1, as well as the construction of a 13 km extension towards the south of Manila. In October 2014, Light Rail Manila Corporation signed a P65-billion, 32-year Concession Agreement with the Philippine Government and a year later assumed operations and maintenance of LRT-1. At that time the line was, unfortunately, known for having poorly maintained trains, long queues and negative customer experiences. Two years, six months and USD58-million worth of investments in capital projects later, according to our customers, we have greatly improved the services on LRT-1. In the 2018 customer preference study by Kantar TNS and PHAR, our customers rated LRT-1’s performance to have improved over the last two years, which translated to their preference of LRT-1 over other modes of transportation rising from 47 percent to a very strong 62 percent. The TR*M index, which indicates the strength of our relationship with our customers, has grown from 40 percent to 52 percent this year. Service on the line has been improved in many ways, including safety, security and cleanliness of the stations. We have more trains, more trips, extended operating hours, less waiting times, more passengers, much improved customer satisfaction and the achievement of ISO certifications for quality management and environmental management – all unprecedented milestones in the 34-year history of Manila’s oldest light rail system. We commenced the engineering improvements on the 26 km track in August 2016 and completed the replacement of the 3218
year old rails in September 2017. With the new rails, we were able to increase the speed of our trains from 40kph to 60kph and also increase the lifespan of the LRVs, therefore ensuring the reliability of the whole train system. We then started the rehabilitation of the LRVs. Just a few months before we took over, one passenger had taken a video of rainwater pouring through the roof and flooding the floor of an LRV. This video was shared on Facebook and was picked up later in the mainstream news media. Since we have taken over, not only have we fixed the leaks and overhauled the drivers’ cabs, we have also replaced the compressors, flooring, and repainted the LRVs’ interiors and exteriors. We recently began the rehabilitation of the Adtranz LRVs. This mainly involves the replacement of the propulsion system, which means that trains that were no longer operational can be brought back into service. The LRV rehabilitation program has enabled us to increase the number of LRVs by 45 percent, from 77 upon assuming operations and maintenance in 2015, to 112 as of April 2018. Last December the Philippine Government, through the Department of Transport, signed the procurement of an additional 120 new LRVs, or 30 trains, for LRT-1. The additional fleet, being put together by Mitsubishi Motors of Japan and CAF of Spain, is scheduled to start delivery in two year’s time. With more LRVs in service, following the rehabilitation program, we were able to add more trips, which meant reduced headway and cycle time. From an average of 478 trips per day in 2016,
All of the 32 year old rails were replaced along the 26 km of track
we were able to reach 530 trips daily in 2017. Load factor, which was at 99 percent in 2016, has improved to 92 percent last year. Following the increase in the number of daily trips, headway has decreased from 3.61 minutes to 3.35 minutes, while the cycle time was also accelerated from 109 to 101minutes. The more passengers felt the benefits of the improvements, the more they talked about them and the more the ridership increased. LRMC served an average of 435,000 passengers per day throughout 2017, a 6 percent increase from the average of 410,000 daily passengers in 2016. Weekday average ridership in 2017 was at 475,179 and 334,708 on weekends. We also worked hard to address the train faults that occur every now and then, especially on the older trains. LRMC, together with our technical advisors from RATP Dev, identified the top five causes of train failures and formed a technical working team to focus on the rectification of these failures. • The occurrence of ATP Failures decreased by 81 percent through the modification of the Odometer Pulse Generator (OPG) cables, rehabilitation of the OPG sensors and repair of the ATP electronic boards. • CL4 occurrence decreased by 58 percent due to the proper maintenance and reconditioning of major LRV contactors, which also allows for the provision of reliable rotational spares. • ACU faults decreased by 92 percent after we found out that the root cause was the shortage of the water supply to clean the ACUs. We have installed a permanent water supply line to the Light Maintenance Hall (LMH) to effectively clean the air filters and the reparation of the ACU electronic BUF boards. • Air leaks reduced by 58 percent after the replacement of the pneumatic fittings for the 2nd Generation (Adtranz) trains and the main hoses for the 1st Generation (BN). • Lastly, braking related faults decreased by 67 percent due to the replacement and proper overhauling of the Brake Control Units (BCU). To complement the improvements on the tracks and on the trains, we have, of course, also improved the stations. We have restored all 32 escalators and elevators across LRT-1, repainted the roof soffits, installed a new environmental-friendly LED lighting system and installed state of the art advertising assets. The station improvement project is to be completed by the end of 2018. In February 2017, we broke ground for pre-construction works on the Cavite Extension, which will connect the four cities to three more hubs south of Manila. The 12.7 km line, with eight stations, will serve an additional 300,000 passengers and reduce travel time from Cavite City to Manila from three hours to 45 minutes. Construction of the extension will begin in the 3rd quarter of this year. LRMC is also the first rail operator in the Philippines to have achieved ISO certification – and even achieved two certifications in one audit process. Challenges we had to overcome, included; completing the documentation of the mandatory policies, procedures and forms that for a start-up company were almost non-existent, training various personnel in performing their work according to these documents and equally importantly, rallying the critical mass of employees to confidently prepare for the certification process. The whole process of preparation was led from the very top by the President/CEO and the Management Committee, which sent a clear message to all employees that ISO certification was an important strategic milestone for LRMC, not just a compliance with one of the Concession Agreement
obligations. In September 2017, TUV Rheinland certified LRMC to be compliant in ISO 9001 and ISO 14001 standards with a special citation to LRMC’s top management team that “Leadership and commitment to the effective implementation of the management system are well demonstrated.” LRMC has also gained social acceptance in communities where we operate, especially after we launched a coalition to revitalize and rehabilitate Manila's longest creek, Estero de Tripa de Gallina (ETG). With ETG’s massive impact on the health, environment and social aspects of residents living along it, it had become imperative to take action to restore life to the creek. Through community engagement backed by partnerships, research, and education drives, we launched Live for the Rivers Movement Coalition that engaged communities, national and local government agencies and hundreds of LRMC employees, in restoring life to the ETG. In addition to the cleanup, we also planted the creek with vetiver grass and dropped bokashi balls produced by the communities themselves for additional income. Our efforts towards a better every day for our commuters and communities was noticed and recognised in the Philippines… 53rd Anvil Awards • GOLD: Themed Trains • GOLD: Corporate Social Responsibility • GOLD: Employee Communications 52nd Anvil Awards • GOLD: Passenger Safety Education • SILVER: Corporate Social Responsibility 16th Philippine Quill Awards • Safety Communication • Corporate Social Responsibility … and around the world: • 2 016 Best Project Finance Deal | 10th Alpha Southeast Asia Awards | KUALA LUMPUR, MALAYSIA • 2 016 Asia Pacific Infrastructure Deal of the Year | Project Finance International Awards | HONG KONG • 2 016 Asia Pacific Rail | IJ Global Awards | SINGAPORE • T ransport Deal of the Year | The Asset Asian Awards | LONDON • Executive Team of the Year | Asia CEO Awards But, for us, the most important recognition we have received is from our customers, whose increasing positive feedback continues to inspire us to do more in providing safe, reliable, efficient and comfortable journeys. 19
Stabilisation Geogrids in Railway Applications By Mike Horton, Application Technology Manager, Tensar International Limited Dr Mahesa Bhawanin, Design Engineer,Tensar International Limited
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ailway lines are key components of modern infrastructure networks. Operating 24-hours a day, 365-days a year, any downtime can lead to large losses to operators and inconvenience to travellers. Operators, especially of older networks, have been desensitized to short maintenance intervals, which can be undertaken on a quarterly basis, or even more frequently. The fundamental problem in rail networks is that they cover long distances and often run over very poor ground. In response to poor ground issues, geosynthetics are used extensively in the rail industry for ground improvement: high strength geotextiles for basal reinforcement, non-woven separators for mitigation of loss of fines through pumping and reinforcement geosynthetics (geogrids and geotextiles) for embankment slope stability and geogrids for sub-ballast and ballast stabilization. Geosynthetics are also employed to accelerate consolidation via perforated vertical drains (PVDs).
Stabilisation Geogrids & Reinforcement Geosynthetics
Unfortunately, there is a great deal of confusion between stabilisation geogrids and reinforcement geosynthetics. Figure 1 presents the key differences between the two applications. Reinforcement geosynthetics are designed to support large, mainly static, loads at large strains, common in basal reinforcement applications. Reinforcement geosynthetics are also used at lower strains in correctly designed structures, predominantly in
Figure 1 Key elements of stabilisation and reinforcement geosynthetic applications.
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reinforced earth applications. The mechanism of action relies on the transfer of load via friction between the geosynthetic and the surrounding soil mass. Stabilisation geogrids rely on ‘granular particle interlock’ with the geogrid ribs, which leads to confinement of these particles and the forming of a ‘mechanically stabilised layer’ or MSL. There are four main factors which influence the performance of the stabilisation function. First, is the stiffness of the geogrid polymer; a high stiffness will restrict the amount of deformation, which is experienced in the granular layer. Second, the geometry of the geogrid apertures for efficient load distribution. Loading is transferred radially through the granular material into the geogrid. The closer the geogrid geometry fits this radial pattern, the better it will distribute the load and resist deformation. Third, the method of manufacture, as this will influence the geometry and the internal structure of the ribs and hence the geogrid’s ability to interlock with granular particles. Finally, the characteristics of the aggregate; well graded, hard, angular quarried stone is likely to perform better than poorly graded, rounded river gravels for example. In principle, a stabilisation geogrid’s performance is independent of strength; however, if the underlying substrate is exceptionally weak, a sufficiently robust geogrid will be needed to resist breakage during installation i.e. to resist installation stresses on a soft, possibly deformable subgrade. Additionally, to achieve the maximum level of confinement, the size of the apertures should ideally be suited to the range of particle sizes present within the fill. Mechanical stabilisation using geogrids generates a confinement effect, where the aggregate particles within the granular layer interlock with the geogrid. The subsequent particle confinement provided by the radially stiff geogrid inhibits deformation. The geogrid effectively restricts the lateral movement of particles, when a load is imposed upon the aggregate surface and thereby prevents deformation at the surface. In a properly designed mechanical stabilisation application for a road, railway or working platform, deformation is limited at the surface and importantly, is also limited at the interface of the MSL and the formation, preventing damage at this level, improving the bearing capacity and allowing the formation to aid in supporting the road or railway.
This differs from the reinforcement effect in that deformation (and damage) at the formation is necessary for a reinforcement geosynthetic to strain, develop strength and provide a ‘hammock’ effect to support the road, railway track or working platform. There is also a necessity to provide sufficient anchorage at the edges of the loaded area. The anchorage is needed to ensure that the higher-strength materials required for the reinforcement mechanism do not just pull through the ground, when loaded under a limited height of fill. This complicates the installation and increases the cost of trackbed improvement for projects that adopt reinforcement-type geosynthetics.
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Figure 2 Stabilisation effects on rotational motion of ballast particles are significant (Liu et al., 2016).
Experience from road and railway construction has shown that the best results in terms of surface deformation can be achieved by placing the stabilisation geogrid as low down in the construction as possible. Where a new rail line is to be constructed, a sub-ballast layer may be constructed to improve the bearing capacity of the ground under the ballast. This sub-ballast layer should be stabilised, perhaps in addition to stabilising the ballast. This ensures that the track is constructed over improved ground conditions. Design optimisation can be considered to trade-off excavation depth against stiffness gains in the stabilised layer. Sub-ballast stabilisation is also easier to do during the initial construction phase rather than after the track has been constructed. Excavation works on an
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active line may lead to large downtimes and will normally require the removal of the existing track, where the sub-ballast sits below the surrounding ground level. Ballast stabilisation effects are more overt. The trafficking of carriages over sleepers induces cyclic loading and vibration within the granular layer. These actions create a variety of problems in the ballast and sub-ballast layers. The first is a pumping effect, especially when the track is over a subgrade, which has a large fines’ content and a high water table. A separator is often prescribed to mitigate ballast fouling. However, this separator does nothing to arrest the original issue, which is a lack of stiffness in the ballast and sub-ballast layers. This lack of stiffness
Figure 3 Long term monitoring records of Coppull Moor showing Standard Deviation (SD) of the track over a 35m stretch of rail.
permits movement of the particles, allowing soft, waterborne fines to invade the ballast or sub-ballast. When the ballast (usually made of highly frictional, high-quality material) is confined appropriately, the layer stiffness and strength is greatly elevated, inhibiting particle movement and reducing the tendency of fines to invade the granular materials, greatly reducing fouling. The second knock-on effect of cyclic loading and vibration is the relative motion of the individual ballast particles. Research (Liu et al., 2016) has shown that there is a great deal of motion, both translational and rotational, in ballast particles under trafficking loads. This relative motion abrades the particles, effectively grinding the ballast particles down to dust. The grinding of particles reduces their angularity, leading to sleeper and track settlement. The presence of these fines can also foul the ballast, restricting drainage and providing a lubricated particle-toparticle contact. This motion can also result in lateral spreading of the ballast, which also contributes further to track settlement.
Adequate confinement and stabilisation of ballast and subballast in such situations can greatly enhance the performance of the trackbed and can decrease the frequency of maintenance cycles required to realign track due to these effects. Figure 2 (see previous page) shows that the rotational acceleration is almost entirely eliminated when stabilisation grids are used. Stabilisation of sub-ballast and ballast layers also mitigates differential settlement. Differential settlement is caused by a variety of factors: loss of fines through pumping and subsequent runoff, lateral spreading of ballast, abrasion of ballast particles, consolidation, swelling and shrinkage of underlying fill. The differential settlement phenomenon is quite complex and difficult to both model and predict accurately. However, for all the factors named above, the solution remains the same: a stiff granular layer is needed to resist the dynamic loading, spread the load uniformly into the underlying subgrade and the rigidity/ strength/stiffness of this layer must be maintained for as long as practicable. In effect, a stiffened flexural beam is created that resists and ameliorates differential movement. Through long term monitoring of track performance in poor ground sites such as Coppull Moor in the UK (Figure 3), the frequency of remediation can be high; as much as three time a year. When the standard deviations are too high, the track level is not uniform and speed restrictions are imposed. With stabilisation grids installed in the ballast layer, the rate of degradation is reduced from the average of 1.5 mm/year to 0.5 mm/year.
Conclusions
The net result of stabilisation is that the track will perform for an extended period. Experience over the past three decades has shown that by stabilising the sub-ballast or the ballast layers, operators can expect maintenance cycles to be extended by at least three times. Differential settlement mitigation will also allow the trains to travel at full track speed for longer between maintenance periods. Stabilisation geogrids are also non-intrusive and the installation of these geogrids does not impair conventional track installation procedures. With some precautions, even modern tamping machines can be used to maintain the track without destroying the geosynthetic, further extending its service life.
References
Liu, S., Huang, H., Qiu, T., & Kwon, J. (2016). Effect of geogrid on railroad ballast particle movement. Transportation Geotechnics, 9, 110-122.
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Planning new railway lines with a Service Concept in mind By Philipp Goetz Managing Director, Rail Systems Engineering Sdn Bhd
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nfrastructure Projects enjoy a very high priority in all South East Asian countries. Public transport is trendy and new railway lines are built everywhere, but what are the driving parameters to plan such a new railway line? In this article we are looking into new regional, national, or international lines, usually with mixed service, i.e. express and commuter services, plus freight trains all sharing the line. A new line will have to cater for all the types of services and planning it has to take into account all the different requirements, which includes the different speeds of the services. A key role in planning such a line is the timetable proposal, a strategic timetable concept. Only this type of concept can show the facts and figures about the transport capacity and the services provided on the railway line, or the network being planned. Planning can be done with different focuses. • With capacity in mind • With a service concept in mind In common to all types of planning approaches is, that the line will be planned based on a foreseen traffic demand (number of passengers and/or tons of freight). The demand figures are usually provided by economic planning units in the relevant country. Forecast data is usually available for up to 30 years into the future. Simply dividing the passengers, or freight load by the maximum load capacity of the respective trains, gives us the minimal number of trains. Unfortunately, this does not take into account that, for example, more passengers want to travel during rush hours (Capacity in mind), but while rush hour trains will be full, off peak trains will have much fewer passengers (Service in mind).
Planning a Network or planning a line.
When planning a rail network consisting of several lines, not only the lines on their own, but also the connection Hubs (or Nodes) have to be taken into account. If trains arrive at a specific time, their timeslot in the next line has to be appropriately matched.
Capacity Based line planning
When planning a line only according to the capacity required, the timetable concept would plan trains in a way that makes
maximum use of the line. The infrastructure would then have to be planned accordingly (e.g. overtaking loops, stations tracks). When looking into the operation of a whole network, it is particularly important to look at the hubs, where trains leave one line and continue on another. Planning a line “stand alone” would give longer waiting times at the hub and greatly reduce the interchanging comfort for passengers changing from one train to another. UIC Codex 406 provides a standard approach to calculate the theoretical capacity of a line. This is done by shifting the train paths in the timetable closer together until they reach a theoretical maximum for the trains possible on a line. However, it has to be noted, that by doing so, train timing arrangements will focus purely on the capacity, so train service and train connections will no longer be taken into consideration.
Important Service Concepts
Capacity is not the only criteria to consider when planning a line. A good service concept makes it easier to attract potential customers to use the train. Looking at the example of Switzerland, the following three aspects are the key points considered: • Regular and frequent Trains Mobility requirements and expectations have changed. Passengers expect regular and frequent trains. • Clock Phased Timetable In a clock phased timetable trains always leave at the same time of the hour. Passengers don’t need to consult a timetable to know when their next train is available. Services may be hourly, half hourly or quarter hourly, but always on the same minute of the hour, throughout the whole day. A Clock Phased Timetable provides equal service through the whole day. Trains in peak hours might be overcrowded and trains in off peak hours could be partially empty. This leads to a higher requirement in the number of trains. • Hub Concept In a railway network that consists of a mash of railway lines, a good hub concept is important. Passengers will need to interchange from one train to another. A timetable with a good hub concept ensures that the trains stop at interchange hubs in 23
a way that means; passengers don’t have to wait long and if possible, connecting trains are located on neighboring platforms. Combining a Hub Concept with a Clock Phased Timetable brings additional requirements. For example, a train leaves one hub at its assigned time, in a clock phased way, let’s say on the hour, but when it arrives at the next hub, the arrival time has to match the assigned time of that particular hub, possibly on the hour as well. This means that the running time between the hubs has to be adjusted accordingly.
Planning with a Service Concept in mind
Planning a timetable with a service concept in mind will add many requirements, which need to be taken into account. Just to list some: • Required service headway • Maximum travel time • Mixed service (passenger and freight) • Different services have different speeds • Trains need to start and arrive in the hubs at specific times. • Adequate number of platforms to allow passenger interchange • Political requirements With this approach train times can no longer be freely shifted to achieve better usage of the line. The number of trains on the line may be considerably lower than in a pure capacity-based approach. Some lower priority trains might have much longer waiting times in the network hub, as their entry time into a different section of the network is dictated by the services on the next section. Very often local politics require a specific level of service (e.g. minimum number of trains during a day, or even by hour). This brings additional service requirements, which are in addition to the capacity based, minimum service requirements. If the exact running time becomes a parameter for the service concept (Hub and Clock Phase), the infrastructure has to cater for this. Converting an existing line to allow for a given running time usually requires line improvements, speed increases, or even additional tracks, flyovers or tunnels. On the rolling stock side, additional or different train-sets might be required.
Capacity v Service
Comparing a capacity focussed timetable and a service focussed timetable shows the following: Planning with Capacity in mind: • Higher number of trains
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• Trains are fully loaded (passenger and freight) • Longer interconnection times at hubs Planning with Service in mind: • Higher customer friendliness • Non optimal usage of the line • Non optimal usage of rolling stock
Different Stages of Timetable planning
Planning for a new railway line falls into the area of “Strategic Planning”. Strategic timetables and their computer based simulation are usually done with a macroscopic or mesoscopic granularity of data (fewer details). The fact that not much input data is required for this type of planning, should make the decision to chose a strategic timetable concept for the new line easier, but planning the timetable, service, infrastructure and rolling stock always go hand in hand. Making changes in one of these areas usually requires changes in the others. In planning teams (e.g. feasibility study) a constant interaction between the planners of the different disciplines is required. Considering that it takes a long time for the construction of a new line and/or the procurement of new rolling stock, it is clear that strategic planning has to be done up to 20 years in advance. If new tunnels are part of the project, then this planning period might be even longer. A good summary on “how a timetable is born” was published by Swiss Federal Railways and can be downloaded under https:// stories.sbb.ch/en/wp-content/uploads/2014/11/A2_Plakat_ Fahrplan_Infrastruktur_e_Web.pdf
Conclusion
When planning a single line, or a line in a mashed railway network, different aspects need to be taken into account. The complexity of planning a timetable in a mashed network is considerably higher and Timetable, Service, Infrastructure and Rolling Stock always go hand in hand. Good planning should allow the railway operator to move forward from “what service can I give with what I have” to “what do I need to do to be able provide the service I want to provide”. The Author: Philipp Goetz is an operations consultant and systems engineer with 24 years experience in the railway industry. His company Rail Systems Engineering Sdn Bhd is located in Kuala Lumpur and specialises in Simulation and Timetable Planning. For more information on this article contact: Philipp Goetz at philipp.goetz@railsystemsengineering.com www.railsystemsengineering.com
Construction of the longest railway tunnel in Sri Lanka Railway on the Southern Rail Extension By Eng. Jayantha Gunathilake, Deputy Team Leader, Central Engineering Consultancy Bureau
History of the Sri Lanka Railway
Sri Lanka Railways, or Ceylon Government Railway, was conceived in the 1850’s as an instrument to develop and unify the country. The 1st sod of the Sri Lanka Railway was cut by Sir Henry Ward, the then Governor, in August 1858. The rail network was introduced by the British in 1864 and the first train ran on 27th December 1864, with the construction of the Main Line from Colombo to Ambepussa, 54 kilometers to the east. This line was officially opened for traffic on 2nd October 1865. The railway extended and developed its network and by 1927 a total route length of 1530 km was in operation. The railway was initially built to transport coffee and tea from the hill country to Colombo for export and for many years freight was the main source of income. However, with population growth the amount of passenger traffic increased and in the 1960’s it overtook freight as the main source of business. The railway is now primarily engaged in the transport of passengers, especially commuters to and from Colombo, offering a vital service and reducing road congestion. The Matara – Beliatta railway line, which is currently under construction, is the first rail track to be constructed since the end of British colonial rule. This newly constructed railway line will not only upgrade Sri Lanka’s railway network, but it will also improve the economic development of the region. The contract for phase one of the Matara – Kataragama new railway line (127km) between Matara and Beliatta was signed in August 2010 between Sri Lanka Railways (SLR) and China National Machinery Import & Export Corporation (CMC) and the construction officially commenced on the 1st of August 2013. The Construction of the Matara – Belitta section of the project is financed by China EXIM bank on concessional terms, with a Lump Sum contract price of US$278.2 million, where US$249.2 million is a Lump Sum part and US$29 million is a Provisional Sum part (the amount of the Provisional Sum used depends on any additional work, which needs to be completed as decided by the Employer, Ministry of Transport), Accordingly, all increases of the construction quantities and construction costs, plus other unforeseeable risks of costs are borne by the contractor. The total length of the project is 26.75km. This includes a soft grounded section of more than 5km of track, which requires expensive special treatment measures in order to ensure the quality and safety of the completed work. The main structures on the line consist of 4 stations, 2 substations, 65 culverts, 12 bridges and 3,300,000 m3 of earthworks. The second phase of the extension will continue the line to Sri Lanka’s largest port, Hambanthoto. Connecting Colombo and Hambanthota with a railway line will have a significant effect on transportation in the south of the country. Once opened, this railway line will greatly
facilitate the logistics and transportation throughout the southern region and revitalize Hambanthota port. The Matara – Beliatta railway project is an EPC project in that the engineering design, procurement and construction of the project are all undertaken by the contractor. After signing the contract, the contractor commenced the designing work and completed the site geological exploration. About 900 workers, including more than 200 Chinese staff and 700 Sri Lankan engineers and laborers were employed in the project, along with 290 items of machinery and equipment. The total value of onsite materials was around US$20 million. The work included the construction of the embankments, bridges, tunnels and culverts.
Drilling & Installation of pipes for Grouting
Problems Faced During Construction
The project has faced some major difficulties along the way, including inadequate engineering support from the Sri Lanka market. Sri Lanka has not built a new railway line for decades and there was therefore a lack of market support, including a lack of clear railway construction standards, relevant equipment, skilled workers, construction materials and testing organizations etc. This seriously affected the contractor’s ability to obtain the construction resources and provide the service on time. The Nakuttiya tunnel, the longest railway tunnel in Sri Lanka, is a prominent structure on the Matara – Katharagama Railway Extension project. It is 616 meters long and is located under the Nakuttiya village in Matara in Southern Sri Lanka. The terrain where the tunnel is located consists of undulating hills covered by 25
shaped steel frames shall be installed around the tunnel. As the tunnel is shallow, two layers of CHS42.4Ă—3.2 spilling pipe shall be adopted along the barrel part of the tunnel barrel section as ground improvement.
Permanent lining design
dense vegetation. The left hand side is higher than the right hand side in terms of elevation. The relative ground variation is 12.07 meters. The maximum soil cover above the tunnel roof is about 10m. The tunnel runs on a straight line, with a gradient of 0.5% for the first 580m and a gradient of -1% for the remaining 36m.
Geology
The main strata revealed through geological drilling were sandy clay, underlain by completely weathered gneiss as detailed below: Sandy clay: brown red, hard plastic, with a clay base, mixed with about 30% of sand, same as the white rock, the layer thickness of the widespread distribution of tunnel address range is 2.2 to 9.45m thick. Excavation class is Grade I. The Ultimate bearing capacity is 360kPa. Completely weathered gneiss: between gray and purple, rock mass looks like sand and gravel in shape and occasionally with fresh rock, partial weathering is weaker, the core of the rock was fragmentary in shape. Excavation class is Grade III. The ultimate bearing capacity is 480kPa.
Hydrological Characteristics
The main type of groundwater in the tunnel site is phreatic water, which mainly relies on atmospheric precipitation. The amount of groundwater is poor and the groundwater table depth and elevation is about 3.9 to 15.18m and 20.72 to 32.47m respectively. Due to local abundant rainfall, the groundwater table is greatly affected by the precipitation recharge and terrain. The groundwater table in this section is nonconsecutive and the range of groundwater fluctuation is around 2m.
Primary support design
70% of the design load is considered to be undertaken by the primary supported system. 24cm thick C25 shotcrete with reinforcement mesh is applied to the crown and flank walls. Plain shotcrete shall be applied for the bottom of the invert. 22mm diameter mortar anchors shall be installed on the flank wall. A full set of 118 26
Design life of the tunnel permanent lining is 100 years. Permanent lining has been designed to meet the requirements for main structure load analysis, deformation, crack control, as well as clearance and boundary restrictions. Based on the principles above, the finite-element method (FEM) was used accordingly; curved side wall modeling lining was adopted, with 45cm thick C40 reinforced concrete. For both inlet and outlet portals, end wall and retaining walls were adopted as part of the portal structure design. The crack control index and the reinforcement cover thickness were selected to ensure that the waterproofing meets the requirement of material density, anti-permeability, crack resistance, corrosion resistance and durability. The waterproofing measures of the structure were strengthened at deformation joints and construction joints. The tunnel permanent lining consisted of 450mm thick grade 40 reinforced concrete lining, which was carried out in two stages, namely the tunnel invert concrete and upper portion arch concrete. A water proofing membrane along with a protective geo textile layer was provided on the tunnel shotcrete surface prior to reinforcement binding. EVA membrane was used as the water proofing layer. Currently, 80% of the project work is completed, including 95% of the tunnel work.
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