TDH Rail, March 2018, Issue 67

ISSUE 67 MARCH 2018

RA IL SO LU SH O M TIO W AL N PR AY S A EV SI SI IE A A 2 W 01 IS 8 SU E

AROA – ROLLING STOCK CYBERSECURITY RAIL SOLUTIONS ASIA 2018 The Official Magazine of the Asian Railway Operators Association and Rail Solutions Asia 2018

KUALA LUMPUR MAY 2 – 4 2018

Track into the future WE ACCELERATE Rails, turnout systems, signaling solutions and services for upcoming challenges

THE FUTURE

Rails, Turnouts, Signaling & Monitoring Applications and Services for highest speeds

voestalpine is the global leader for system solutions in the field of Railway Infrastructure, offering outstanding products, logistics and services for rails, turnouts, signaling and monitoring applications.

At speeds far above 300 km/h nothing can be left to chance. As the industry trendsetter in the high-speed sector, voestalpine has references in all Asian high-speed networks. The supplied rails and turnouts meet the highest demands down to the smallest detail – from high-tech steel through to intelligent signaling technology, all developed, manufactured and delivered worldwide from a single source. And, with the demands of rail passengers and operators increasing by the day, we are already working at high-speed to develop the solutions of tomorrow.

Save the date: Rail Solutions Asia, May 2-4, Kuala Lumpur

www.voestalpine.com/railway-systems

CO N T E N T S News 04

Alstom wins contracts in India, new Frauscher office opens in Bengaluru, Mega Tender for KL–Singapore HSR line, Bodan supplies level crossings to Malaysia

Rail Solutions Asia 2018 KUALA LUMPUR MAY 2 – 4 2018

Asia’s Premier Railway Event for 2018 The 19th Exhibition and Conference for Railway Professionals in the Asia Pacific region Incorporating the 15th Annual Congress of the Asian Railway Operators Association Kuala Lumpur Convention Centre May 2–4 2018

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Full show preview of the exhibition and conference to be held in Kuala Lumpur in May

AROA 14 Details of some of the Senior Managers from the Asian Railway Operators Association who will be attending their Annual Congress as part of Rail Solutions Asia 2018

Cybersecurity

16

Combating cyber attacks and their potentially damaging effects on railway systems

By Sedat Sezgün, Head of Rail, Hima Paul Hildebrandt, Germany

Track Safety

19

Fighting corrosion to improve safety in rail tracks

By Rick Simpson, Senior Corrosion Consultant, Zingametall

Track Degradation

22

How rail degradation influences the public perception, availability and profitability of Metro Systems

By Lukas Prettner, Product Management, voestalpine Schienen GmbH

Rolling Stock

25

A detailed guide to the complex exercise of procuring new rolling stock

By David Mullins, Principal Consultant, Jacobs

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

NEXT ISSUE

UK Office +44 1483 548 290 Malaysian Office +603 4024 7717 info@tdhrail.com

www.tdhrail.com

Issue 68 will be published in June 2018. Editorial content will include: RSA 2018 Rail Solutions Asia 2018 – A full review of Asia’s premier railway event Rolling Stock Laboratory testing for the safe operation of MRT railways Permanent Way Geogrid stabilisation of ballast and subballast layers Maintenance The future of railway maintenance through digital asset management systems The above is in addition to news, AROA updates and extra features. The features listed may change.

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NEWS Alstom completes first locomotive from Madhepura and wins €75 million contracts in India

Following on from the report in our last issue about the commencement of production at Alstom’s state of the art, electric locomotive manufacturing facility in Madhepura in the State of Bihar, India, Alstom has announced the completion of its first all-electric locomotive on schedule. In line with the Government’s and Indian Railways’ target towards 100% electrification and sustainable mobility, these new locomotives will not only bring down operating costs for the Railways, but will also significantly cut down greenhouse gas emissions.

This first locomotive is part of a €3.5 billion order, comprising 800 electric double-section locomotives, which contributes to the Ministry of Railways’ public-private partnership programme to

Asian Rail Academy to tackle skill shortage The Asian Rail Academy (ARA) is the first independent training provider in the Asian region to offer TÜV SÜD Rail Safety certification.

Its “1st Class for Functional Safety in Railway” course will commence on 7th May 2018. This course is offered free to key players in the rail industry, with the support of the Human Resources Development Fund (HRDF) of Malaysia. The aim is to kick-start the Malaysian governments’ initiative to upskill and reskill the local rail workforce by offering International Certification.

The ARA was officially launched in August 2017 at the British High Commissioner’s residence in Kuala Lumpur by H.E. Vicki Treadell CMG MVO, the British High Commissioner to Malaysia and Dato’ CM Vignaesvaran, the Chief Executive of Human Resources Development Fund (HRDF) Malaysia (both pictured below during the launch). The ARA was established as a direct result of the growth of the rail industry in Asia and the dire need to address the requirement for human capital development. The ARA is partnering with industry leaders like the National Training Academy for Rail (NTAR) from the UK and TÜV SÜD from Germany, to provide globally recognised industry relevant certification programmes in Traction & Rolling Stock and Railway Safety. Through working with the NTAR they will be introducing a unique learning methodology using Virtual Reality Technology.

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modernise the country’s rail infrastructure. This agreement remains the largest Foreign Direct Investment in the railways sector to date and has a strategic role in creating a multiplier effect on the economy. This contract is also one of the biggest contracts in the history of Alstom.

“Our operations in India are paramount to our business globally and we continue to stay committed to developing India’s infrastructure needs, improving the quality of services to citizens and investing in the nation’s economy,” said Henri-Poupart Lafarge, Chairman and CEO, Alstom.

Further commenting on the completion of the first electric locomotive, he added, “This project stands as a shining example of Alstom’s commitment to ‘Make in India’. Apart from creating thousands of jobs directly and indirectly, we have created a strong localised supply chain for this project, with 90% of the components sourced locally.”

Alstom has also announced three new contracts worth approximately €75 million, which include: power supply for the Mumbai Metro Rail Corporation Ltd (MMRCL) and the Jaipur Metro Rail Corporation, plus new train sets for the Chennai Metro Rail Corporation.

To give skilling and local hiring an impetus, focused efforts towards nurturing young minds in communities in and around Madhepura have been initiated. With the help of local NGOs, Alstom Foundation is working to foster better health care, education and dignified livelihood in the area.

HSS Engineers approve acquisition of SMHB Following the signing of the Heads of Agreement in September of last year, the shareholders of HSS Engineers approved the acquisition of SMHB Engineering for RM270 million at the end of January.

Tan Sri Ir. Kuna Sittampalam, Executive Director of HSS Engineers previously reaffirmed his confidence in the merits of the acquisition, stating that the merger of Malaysia’s two leading engineering consultancy groups would build a formidable Malaysian premier brand, to be reckoned with locally and regionally. “Moreover” he added” we would be aptly positioned to play a strategic role in the rapid development of the transportation and water sectors, which are among the key pillars of a developed economy.

SMHB has a track record in transportation projects and were appointed by MMC Corporation Berhad – Gamuda Berhad JV (MGJV) as the lead consultant on the Klang Valley Mass Rapid Transit (KVMRT) Line 1 Project: Sg. Buloh to Kajang (SBK Line) and the KVMRT Line 2 Project: Sg. Buloh – Serdang – Putrajaya (SSP Line).

Rail contracts undertaken by HSS Engineers include: KVMRT Line 1: Independent consultant engineer, Ampang Line Extension: Detailed design and construction supervision and the East Coast Rail Link: Preliminary design consultancy The acquisition of SMHB should be completed within the next two months.

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NEWS Bombardier to Upgrade Singapore’s Bukit Panjang LRT Line Bombardier Transportation has announced that it recently signed an asset replacement contract with Singapore’s Land Transport Authority (LTA). The contract’s scope covers the supply of 19 new BOMBARDIER INNOVIA APM 300 automated people mover cars, the retrofitting of 13 existing BOMBARDIER INNOVIA APM 100 cars, as well as delivering a signalling system upgrade for 14 stops on the Bukit Panjang Light Rail Transit (LRT) Line.

The contract is valued at approximately 344 million SGD (US$262 million US).

Commenting on the contract award, Jayaram Naidu, Vice President of Southeast Asia, Bombardier Transportation, said, “As a world-leading rail supplier, Bombardier adds value for its customers and this latest contract shows the trust LTA has in us and further deepens our long-term presence in this important market. Bombardier started delivering INNOVIA APM 100s for the Bukit Panjang Line in 1999 and we are ready to continue meeting Singapore’s mobility needs with our high-performance rail vehicles, signalling systems and integrated fleet support.”

Since 2012, Bombardier has delivered 276 driverless BOMBARDIER MOVIA Metro cars for Singapore’s Downtown Line, in addition to 13 driverless INNOVIA APM 100 cars for the Bukit Panjang LRT. Singapore’s Mass Rapid Transit (MRT) and LRT networks have a combined ridership of more than three million passengers daily and LTA is seeking to strengthen the country’s rail infrastructure with a target to expand the rail network to 360km by 2030.

New Frauscher office in Bengaluru In only five years since it entered the market in 2013, Frauscher Sensor Technology has achieved strong growth in India. Approximately 100 employees research, develop, produce and sell innovative railway sensor technology systems, successfully addressing the specific challenges of the Indian market with newly designed and adapted products.

The opening of their new office was celebrated on 15 February 2018. After a meet and greet, which was followed by the official inauguration, all participants gathered at the Shangri-La Hotel Bengaluru for an evening event. There, Michael Thiel, CEO Frauscher Sensor Technology spoke about the future visions for Frauscher. Akhilesh Yadav, COO Frauscher Sensor Technology India Private Limited gave a speech on the latest innovations in axle counting, which have been partially produced in Frauscher India’s own production plant in Mysuru. Another office in Delhi provides customers in India with additional support.

Frauscher has been involved in a number of prestigious Indian railway projects.

The company was chosen as a partner for the “Dedicated Freight Corridor” projects. These major infrastructure initiatives comprise more than 9,000 counting heads for the establishment of a signal technology system, on a track length of more than 1,600 km. Another flagship project in India is the cooperation with the Mumbai Railway Vikas Corporation (MRVC) on the Mumbai Urban Transport Project (MUTP). With six million commuters per day, increasing passenger traffic and train frequencies, as well as floods and heavy rain, this project was particularly challenging. The solution was based on a combination of the Frauscher Axle Counting System ACS2000 and the Wheel Sensor RSR180.

The system has proven to work efficiently under extreme conditions: axle counters have improved the performance of Mumbai’s railway system significantly.

The new Bengaluru office is opened by Akhil Agrawal, Signal incidences due to track Director General S&T, Railway Board, along with vacancy detection have fallen Michael Thiel and Oskar Andesner, Commercial to almost zero.

Counsellor (Austrian Trade Commission, India) 6

MetroSolutions & ClusterTech to offer Big Data solutions MetroSolutions Ltd has teamed up with ClusterTech Ltd of Hong Kong to provide data analytics solutions for the railway industry. MetroSolutions is a railway consultancy company and ClusterTech is a data analytics company. Both companies see the market potential in the application of big data analysis in the railway industry.

In the partnership, MetroSolutions will provide the railway domain expertise, while ClusterTech will provide the data analytic expertise.

Their combined capability can provide solutions in areas such as predictive maintenance, asset management and operations optimization.

For more information contact: contact_us@metrosolutions.com.hk

Executives from both companies mapping the way forward

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Railways for the world of tomorrow.

Rail Solutions Asia,

ur May 2 – 4, Kuala Lump Picture: Getty Images

Visit us at:

China Room 2480, Beijing Sunflower Tower No. 37 of Maizidian Street Chaoyang District, 100026 Beijing Phone +86 10 6533 6773

India No. 15, 2nd Floor, CRN Square Kasturba Road 560001 Bangalore Phone +91 80 4655-3737

Singapore 1 North Bridge Road, #24-05, High Street Center Singapore 179094 Phone +65 68017575

Australia Level 40, Northpoint Tower 100 Miller Street, North Sydney NSW 2060 Phone +61 2 99316863

DB Engineering & Consulting offers technically sophisticated and customized infrastructure, mobility and transport solutions. By offering sustainable solutions, we help to ensure the future success of business centers and make an important contribution to environmental protection, thereby shaping the world of tomorrow. www.db-engineering-consulting.com

NEWS Competition heats up for Kuala Lumpur – Singapore HSR Mega Tender The tender for the Assets Company (AssetsCo) PublicPrivate Partnership Project was jointly launched by MyHSR Corporation Sdn Bhd (MyHSR Corp) and SG HSR Pte Ltd (SG HSR) on 20th December 2017. This was followed by a briefing on 23rd January in Kuala Lumpur, which provided an overview of the project and the AssetsCo tender to all registered bidders.

The AssetsCo will be responsible for: (a) D esigning, building, financing and maintaining all rolling stock; (b) D esigning, building, financing, operating and maintaining all rail assets (for example, track-work, power, signalling and telecommunications); and (c) Co-ordinating the system’s network capacity for operations and maintenance needs,

The Bandar Malaysia station will be the first station for the KL-SG HSR and it will connect with mass rapid transit, commuter and airport rail lines.

Major bidders (in alphabetical order) include: China: The Chinese consortium will be led by China Railway Corp. Following the rapid growth of HSR lines in China over the past decade, this is another step in China's strategy to export its high-speed railway technologies internationally.

The consortium will consist of eight companies, including CRRC, China Railway Construction Corporation, China Railway Signal and Communication and Export-Import Bank of China.

Europe & Malaysia: In February a consortium of George Kent, Alstom, Siemens, Italian state railway FS Group and track contractor Porr was announced. While George Kent will bring its recent experience on railway projects in Malaysia, including the

Ampang Line Extension, LRT3 and MRT2, the European members of the consortia will add decades of experience on HSR projects in Europe and beyond, along with proven products and technology.

Japan: The Japanese bid would be a complete package based on the technological expertise gained from its famous bullet train system. With 50 years of operation, the Shinkansen represents another bid that is based on tried and tested technology.

Other bidders include consortia and companies from Canada and South Korea With a total estimated price tag of RM 50 – RM 60 Billion, the HSR project will continue to be of intense interest up to an beyond its planned opening at the end of 2026.

Bodan wins 3 contracts in Malaysia Austrian company Gmundner Fertigteile, who produce the Bodan levelcrossing system is currently delivering and installing products in multiple sites across Malaysia.

The company secured three separate contracts between August 2016 and October 2017 for 30 locations and delivery of the products, which began in the middle of last year is still ongoing.

The projects that will benefit from the Bodan modular level crossing system are: 1. Proposed rehabilitation and upgrading of railway track and associated works from Jalan Kastam railway station to North Port Straits (NKS) line and yards: Pelabuhan Klang (Client: ASIA COMMUNICATION & ELECTRONIC SDN BHD) 2. KTMB Package A – rehabilitation and upgrading of track and associated works between Gemas, Negeri Sembilan and Mentakab railway station, Pahang (Client: HIKMAT ASIA SDN BHD) 3. KTMB Package C – restoration of track and slope stabilisation, track rehabilitation and associated works due to major floods between Gua Musang and Tumpat railway station, Kelantan (Client: EMRAIL SDN BHD) The BODAN material installed was similar in all three projects: BODAN IP1448/600, BODAN AP1470/600, BODAN AP750/1200, standard edge beams, foundation beam and rubber profiles.

For more information visit Bodan level-crossing system for KTMB Package A www.bodan.at 8

Tenders due soon for Malaysia ECRL Following a groundbreaking ceremony for the East Coast Rail Link (ECRL), held at the ECRL KotaSas Central Station Project site on the 9th August last year, the project is now gathering pace, with a tender for infrastructure works due in April.

As reported in our September 2017 issue, while the contract to build the RM 55 billion line has been awarded to the China stateowned China Communications Construction Company Ltd (CCCC), local content for the project has been secured, with an agreement to have at least 30% of contractors coming from Malaysia. In addition, 3,600 Malaysian students will be trained through the industrial training programme and automatically be offered work on the ECRL on the completion of their training.

Work is already underway to prepare three sites for tunnel construction. Tunnel boring machines and drill and blast methods will both be used to complete the 45 tunnels along the route. Work on the project will greatly increase during 2019, when up to 20,000 workers could be active in the line’s construction.

RAIL SOLUTIONS ASIA 2018 Kuala Lumpur Convention Centre Kuala Lumpur, Malaysia 2 - 4 May 2018

19th Annual Event 2500 m² of Exhibition Space 2000 Participants 160 Conference Delegates 10 Asian Railway Operators

• • • •

Asia’s premier railway event  

•  •  • 

 Asia accounts for 30% of the total investment in railway projects worldwide US$51bn will be spent on urban and mainline projects in Malaysia by 2020

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

  

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THE EVENT Regarded by many as the best railway show in Asia, Rail Solutions Asia combines: • a wide-ranging exhibition • a comprehensive conference programme KUALA LUMPUR MAY 2 – 4 2018

• t he Annual Congress of the Asian Railway Operators Association and is designed to be

‘A one-stop solution for all your product and information needs’

EXHIBITOR PICTURES AND TESTIMONIALS FROM RAIL SOLUTIONS ASIA: • • • • • •

Great meeting point for all rail people interested in doing business in SE Asia The show had a great turnout, right till the end of Day 3 RSA gives us an opportunity to network with Asean’s key rail personnel, all under one roof For many years Rail Solutions has been the place to meet in Asia Very well managed and effective event for the railway sector in Asia Well organised and interesting show for exhibitors and visitors alike.

Keen interest from Indonesia’s PT Kerata Api on The India Thermit Corporation stand

Engineers from KL Rapid Rail discussing rail milling technology with Linsinger

ArcelorMittal Bombardier Delkor Rail Personnel Talgo Tiflex

Rodrigo Bulario from Manila LRMC chatting with staff from Gummi Metall Technik

CONFIRMED EXHIBITORS INCLUDE: A. Rawie Advantage Austria Arcelormittal Arconic Arino Duglass Asian Rail Academy Automach Bestsonic Engineering Bombardier Transportation Bundmetall Calenberg Ingenieure Changzhou Credent CRRC DB Engineering & Consulting Delkor DNV GL Emrail Evraz Rails Frauscher Sensor Technology Getzner GIFAS ELECTRIC Gmundner Fertigteile Greenwood Engineering Gummi Metall Tecknik HIMA Hubner Malaysia ICEX Indra Knox Kershaw Lankhorst Mouldings Leica Geosystems Leoni Linsinger MARO Rail Melvelle MFL Nanjing 10

Buffer Stops Austrian Association / Organization Rails Permanent Way Products Specialist Glass Products for the Railway Industry Independent Training Provider of Railway Courses Tools & Equipment Supplier Permanent Way Products & Services Turnkey Systems & Rail Control Solutions Maintenance-free Switch Point Rollers Noise & Vibration Reduction Products Composite Material Products Laser Rail Inspection System Rolling Stock Manufacturer Engineering and Consulting Track Fastening Systems & Products Laboratory Testing, Inspection & Safety Advice Track Construction & Engineering Services Rails, Fastening Systems & Wheels Axle Counters & Wheel Detection Systems Vibration Solutions for Railway Superstructure Rail Infrastructure and Tunnel Safety Equipment Level Crossings High-Precision Digital Profile Measuring Equipment Rubber Products and Vibration Isolation Open Safety Controllers Gangways & Articulated Systems Spanish Trade & Investment Organisation Technology for the Railway Industry Track Maintenance Machinery Hybrid Plastic Sleepers Mobile Mapping & Sensor Products & Solutions Cables & Systems for Rolling Stock Applications Rail Milling and Grinding Trains Signalling Products & Services Track Maintenance Equipment Track Production & Maintenance Equipment Door System Products

Germany Austria Spain Australia Spain Malaysia Malaysia Malaysia Asia Pacific Austria Germany China Singapore China Germany/Asia Australia Malaysia/Singapore Malaysia CIS Austria Austria Austria Austria Denmark Germany/Malaysia Singapore/Germany Malaysia Spain Spain USA The Netherlands Switzerland/Asia Pacific Germany Austria Malaysia Australia Austria China

THE EXHIBITION This major exhibition attracts most of the world’s top railway suppliers covering all aspects of railway activity.

• Total exhibition area of more than 2500m.sq

KUALA LUMPUR MAY 2 – 4 2018

• T he event layout and social functions are designed to maximise networking and business opportunities, with immediate and regular access to the conference delegates and AROA members, as well as general trade visitors.

• Conference coffee breaks and social functions are held in the exhibition hall

A TRULY REGIONAL EVENT

The event covers much more that just the Malaysian market and the inclusion of the Annual Congress of the Asian Railway Operators Association means that participants have the opportunity to meet Senior Managers from up to 12 railway operators from 8 Asian countries. See more details on page 14.

NATIONAL ASSOCIATION SUPPORT

The exhibition is supported by Advantage Austria, ICEX from Spain and the Railway Industry Association (RIA) from the UK. For more information regarding grants and National Pavilions, please contact the organisers or the relevant association.

Exhibitors (continued) Nishiyama Corporation Pandrol Panrail PCOM PORR Powerlines Progress Rail Qinhuangdao Shanhaiguan R&D Company Promelectronica Rail Systems Engineering RIA Schwihag Sino Rubber SIRIM QAS SMA Railway Technology Solytek Southern Cable Strukturas DF Suzhou Faigle Taicang Zhongbo Tensar The Hong Kong Polytechnic Univ.

The India Thermit Corp Thermit Australia Tiemao Glass Tiflex Ltd Track Tec Trapeze Group voestalpine SIGNALING voestalpine VAE Vogel & Plötscher Vossloh Westermo Würth Zedas Zingametall Zitron

Track Construction, Inspection & Maintenance Equipment Track Fastening Systems B2B Marketing & Sales for the Railway Market Optical Fibre Network Solutions Slab Track Railway Electrification Asset Protection & Predictive Condition Monitoring Permanent Way Products Axle Counters, Railway Signalling – Systems, Solutions Engineering Solutions for Railway Systems UK Railway Industry Association Innovative Switch and Track Technology Bridge Products Testing, Certification & Inspection Services Power Supply Systems Track Maintenance Equipment & Rail Grinding Technology Wide Range of Cables & Wires Manufacture Rail Construction Equipment & Services Engineered Plastics Products Railway Track Fastening Systems & Products Rail & Track Stabilisation Systems & Products Wheel-Rail Interaction Monitoring System Alumino Thermic Welding Equipment Track Welding and Permanent Way Products Glass Products & Train Windows Track Solutions Using Resilient Materials to reduce N & V Integrated Rail Superstructure Products Innovative Technology Solutions Tailor-Made for Rail Point Machines, Monitoring and Signalling Solutions Turnout Systems for all Applications Track and Turnout Measurement Systems and Devices Turnouts, Track Fastening Systems & Rail Vehicles Data Communication Products Tools & Construction Materials Software Solutions for Railway Asset Management Anti-Corrosion Film Galvanising System Tunnel Ventilation Fans

Japan UK/Australia/Asia Austria Malaysia Austria Austria Australia China Russia Malaysia UK Switzerland China Malaysia Germany France Malaysia China China China Malaysia Hong Kong India Australia China UK/Malaysia Poland Australia Austria Austria Germany Thailand Singapore Malaysia/Germany Germany Singapore/ Belgium Spain

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THE CONFERENCE This major exhibition attracts many of the world’s top railway suppliers covering all aspects of railway activity.

• T otal exhibition area of 2500 m. sq, with stands sizes from 9 to 90+ sqm.

KUALA LUMPUR MAY 2 – 4 2018

• T he event layout and social functions are designed to maximise networking and business opportunities, with immediate and regular access to the conference delegates and AROA members, as well as general trade visitors.

• C onference coffee breaks and social functions are held in the exhibition hall

Wednesday May 2nd 9.30 PROJECTS & PLANNING SESSION

Conference papers presented by Asian Railway Operators on the subject of Projects and Planning, giving detailed information about upcoming projects on urban and mainline rail systems.

Ramesh Balakrishan

Deputy General Manager Overview of current railway projects in Malaysia

SPAD

Malaysia

Rochelle Gamboa Head, Corporate Communications Manila LRMC The achievements of the public-private partnership on Manila LRT-1

The Philippines

Nguyen Quy Duong

Vietnam

Deputy Director Rehabilitation plans on the Hanoi- Hochiminh Railway line

Vietnam Railways

12.00 ROLLING STOCK WORKSHOP Dr Jhy-Pyng Lin Director TRA Reconstruction of two railway workshops for Taiwan Railway Administration

Taiwan

Tim Hunter

Project Director Catenary-free tram system

Siemens

Malaysia

Yuan Wen Guo

Senior Principal Engineer Laboratory testing for the safe operation of MRT railways

DNV GL

Singapore

Session Chairman

AROA Member Open Forum

14.45 PERMANENT WAY WORKSHOP Lukas Prettner

Product Management Rails for Metro Application

voestalpine Schienen Austria

Dr. Mahesa Bhawanin

Design Engineer Geogrid stabilisation of ballast and sub-ballast layers

Tensar

Michael Weber

Senior Executive Manager Calenberg Ingenieure Germany Mitigation of vibrations & structure-borne sound from wheel-rail contact

Session Chairman

AROA Member Open Forum

Malaysia

AROA Member Open Forum This is a new feature of the four Specialised Workshops. Up to 12 Asian Railway Operators will send Senior Managers, with relevant expertise, to attend each of the workshops (see list on Page 14). They will be contacted ahead of the event and asked to supply a short list of current and relevant topics for discussion. The session chairmen will use these topics to lead an open forum between the operators, suppliers and other delegates.

Main conference

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Specialist workshop

GOLD SPONSOR KUALA LUMPUR MAY 2 – 4 2018

Thursday 3rd May 9.30 HIGH SPEED RAIL SESSION

Conference papers presented by Asian Railway Operators on the subject of High Speed Rail, with particular focus on the Kuala Lumpur to Singapore HSR project.

Stephane Mortier Kwong Kim Jon

Rina Meileene Adam Derrick Yap

Marco Sung

Director, Engineering Manager, Geographic Information Systems (GIS) KL – Singapore HSR line – technical aspects of the project

MyHSR MyHSR

Malaysia Malaysia

General Manager, Commercial Manager, Commercial KL – Singapore HSR line – commercial aspects of the project

MyHSR MyHSR

Malaysia Malaysia

Section Chief BOHSR Taiwan High Speed Rail achievements in 11 years of operations

Taiwan

12.00 SIGNALLING & COMMUNICATIONS WORKSHOP Akhilesh Yadavd

COO Frauscher India Scalable architecture, intelligent redundancy and open interfaces: the successful features of the Frauscher Advanced Counter FAdC®

Aiman bin Abdul Wahab Director of Sales, North and South East Asia

Benefits of using COTS controllers for rail applications

HIMA

Romesh Srinivasan

Managing Director KL Consult The significance of wheel detection and axle counting in Asia

Session Chairman

AROA Member Open Forum

India

Singapore Malaysia

14.45 OPERATIONS & MAINTENANCE WORKSHOP Jens Hartmann

Senior Expert Railway Systems DB Eng. & Consult.

The future of railway maintenance through digital asset management systems

Singapore

John Robert Aniceto

Account Director Trapeze Group How Condition-Based Maintenance Can Optimise Asset Performance

Australia

Robert Thrower

Managing Director UK & Europe TMA Global Importance of shadow operator involvement through design & construction

UK

Session Chairman

AROA Member Open Forum

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VIPs Senior Malaysian officials officiating at the opening ceremony in the main conference room, 9.15am Wednesday May 2nd and on the VIP tour of the exhibition include: Prodyut Dutt Khairani Mohamed Mark Loader

Chief Development Officer CEO Project Delivery Group Director

SPAD Rapid Rail MyHSR

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The Asian Railway Operators Association The 15th Annual Congress – Kuala Lumpur AROA Members Who will be Attending Rail Solutions Asia 2018 include: Rapid Rail Malaysia ● Khairani Mohamed ● Abdul Hadi Amran ● Ismail Abdullah ● Mohd Ariffin Idris ● Zaki Mohamad

Manila LRMC, The Philippines

CEO Rapid Rail COO Ampang Line COO Kelana Jaya Line COO Monorail Line Head of Rail Academy

● ● Rodrigo Bulario Operations Director ● Rodolfo O Chansuyco Chief Operating Officer ● Emmanuel D Lucas Operations Support Manager ● Blossom Faith S Bote Internal Audit Manager ● Rochelle Gamboa Corporate Communication Head ● Edward H Alfonso Section Head Maintenance/Planning ● Alexander A Maglonzo Training Manager ● Cristorey Janeo Operations Support Manager ● Angel Rodriguez Acting Asst. Station Manager, Station Ops Div

SMRT, Singapore

● Benji Tan Senior Engineer ● Steven Tsangr Senior Principal Engineer ● Mike Ng Section Manager

PNR, The Philippines

BOHSR/TRA, Taiwan

● Celeste Lauta Acting Div. Mngr. Corp. Planning ● Roderick B Medroso Dept. Mngr. Rolling Stock & Maintenance Dept ● Emmanuel L Tolentino Dept. Mngr. Engineering Dept ● Joseline A. Geronimo Dept. Mngr. Operations Dept ● Ricarte R Galope Jr Div. Manager, Train Control Terminal, Ops Div

● Marco Sung Chief of Sectionr ● Dr Jhy-Pyng Lin Director

Sri Lanka Railways, Sri Lanka

● Jagath Madurapperuma Team Leader ● Jayantha Gunathilake Dep. Team Leader ● Harsha Siriwardana Project Manager

Vietnam Railways, Vietnam

● Nguyen Duc Tu Expert, Int.Co-op Science&Tech Dept ● Tran Thien Canhu Deputy General Director, VNR ● Nguyen Quy Duong Deputy Director, Investment & Constr. Mngt. Dept ● Do Trong Lung Director, Gia Lam Train JSCt ● Nguyen Huu Hoan Deputy Director, Di An Train JSC

Bangkok MRTA, Thailand ● Somprasong Suttayamully

Director, Business Development Department

SRT, Thailand

● Watcharachan Sirisuwannatash Chief Mechanical Engineer ● Booncherd Rugsarth Deputy Chief Mechanical Engineer ● Thana Phuphuakrat Engineer in Charge of Locomotive Technics ● Athaphon Kawprasertt Divisional Engineer, Permanent Way Division ● Sommart Klinsukoio Superintending Engineer, Signalling & Telecom

SBS Transit, Singapore

● Lee Yam Lim Vice President (SG), Head of DTL Signalling ● Jumari Bin Najiman Manager, Head of DTL Traffic ● Lim Kiang Yong, Francis Asst Manager, Head of Rail Passenger

Ho Chi Minh City MAUR, Vietnam

● Vu Duc Hiep Official of Project Management Unit, Line 5 ● Nguyen Hung Phi Offical of Project Management Unit, Line 2 ● Nguyen An Truong Official of Division of Planning&Contract Mngt. ● Nguyen Thi Tuyet Mai Official of Division of Technics & Procurement ● Nguyen Thi Huong Tra Official of Div. of Organization & Training The coloured bullet points denote the member’s discipline and interest: ● Permanent Way ● Rolling Stock ● Signalling & Comms ● Projects & Planning/Multi-Discipline ● Operations & Maintenance

Services (Trains)

Khairani Mohamed Rapid Rail Malaysia

Abdul Hadi Amran Rapid Rail Malaysia

Ismail Abdullah Rapid Rail Malaysia

Mohd Ariffin Idris Rapid Rail Malaysia

Zaki Mohamadz Rapid Rail Malaysia

Celeste Lauta PNR The Phillipines

Roderick B Medroso PNR The Phillipines

Emmanuel L Tolentino PNR The Phillipines

Joseline A Geronimo PNR The Phillipines

Ricarte R Galope Jr PNR The Phillipines

Benji Tan SMRT Singapore

Steven Tsang SMRT Singapore

Mike Ng SMRT Singapore

Rodrigo Bulario LMRC The Phillipines

Rodolfo O Chansuyco LMRC The Phillipines

Emmanuel D Lucaso LMRC The Phillipines

Blossom Faith S Bote LMRC The Phillipines

Rochelle Gamboa LMRC The Phillipines

Edward H Alfonso LMRC The Phillipines

Alexander A Maglonzo LMRC The Phillipines

Nguyen Duc Tu VR Vietnam

Tran Thien Canh VR Vietnam

Nguyen Quy Duong VR, Vietnam

Do Trong Lung VR Vietnam

Nguyen Huu Hoan VR, Vietnam

Vu Duc Hiep MAUR Vietnam

Nguyen Hung Phi MAUR Vietnam

Nguyen An Truong MAUR Vietnam

Nguyen Thi Tuyet Mai MAUR, Vietnam

Nguyen Thi Huong Tra MAUR, Vietnam

Somprasong Suttayamully MRTA, Thailand

14

Marco Sung BOHSR Taiwan

Dr Jhy-Pyng Lin TRA Taiwan

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Combating cyberattacks on railway networks in the era of Industry 4.0

By Sedat SezgĂźn, Head of Rail, Hima Paul Hildebrandt, Germany

I

n the age of Industry 4.0, digital technology is changing the landscape of the rail industry. Railway technology is becoming increasingly digital as more and more vital control processes are being implemented as cloud-based, or internetbased solutions. Even in the digital age, safety controllers form the basis for critical applications, such as level crossings, rolling stock and interlockings. The interplay of safety and security is becoming increasingly important and even in the Industry 4.0 era, Commercial Off-The-Shelf (COTS) controllers can be more flexible and more economical than proprietary safety technology.

Smart safety solutions do more than guarantee maximum safety, they also turn data into business-relevant information and hence enhance productivity and returns. At the same time, smart safety solutions provide the best defense against the growing number of worldwide cyberattacks, which constitute a high risk for people, the environment and infrastructure.

The rail industry is the bloodline of many economies and there are few industries that can rival its strict safety and cybersecurity standards. It is no exception in Asia, especially now with the advent of China’s Belt and Road Initiative and the construction of new high speed rail being a prominent part of it. There are planned lines, potentially worth tens of billions of dollars in cost estimates, for Kunming-Singapore, Moscow-Beijing, Southeast Asia, to name just a few. Also, in a separate big ticket project between the governments of Singapore and Malaysia, there is the much heralded high speed rail linking the two countries.

Evidently, countries in Asia are increasingly integrating together, both economically and logistically, with a view to achieving long term sustainable growth. Any disruption to the rail trade routes, whether through cyberattack, industrial accident or breakdown, will be catastrophic. It goes without saying, that safety system specifications and cyber security measures will be of the highest level and in this regard, COTS safety controllers are becoming the standard.

As an example, HIMA, the leading independent provider of smart safety solutions, recently signed a contract with Indonesian rail supplier PT Len Industri (Persero) to upgrade the safety technology at 25 railway stations with COTS safety controllers. These systems are certified by TĂœV in accordance with the globally-recognised European Committee for Electrotechnical Standardization (CENELEC) standards EN 50126, EN 50128 and EN 50129 for deployment up to the highest safety level SIL 4. This means that a safety system, which is certified compliant with the CENELEC

16

standards, can be deployed worldwide in railway applications.

In the railway industry, COTS safety controllers are particularly becoming the standard for interlocking and signalling technology, as they have considerable advantages over proprietary technology.

These smart solutions offer maximum safety at a cost efficient point. Also, decentralized interlocking and signalling systems offer greater flexibility and are not burdened by the unnecessary, overlycomplex functions that so often plagued proprietary systems.

Front line of defence

Cyber security is increasingly important in railway safety solutions, with the rising degree of automation and increasing relocation of functions to the cloud. There is a growing risk of cyberattacks and while safety controllers are potential targets, if the right features are in place, COTS safety controllers can form an effective line of defense. Important security features may include an autonomous operating system that is specifically designed for safety-oriented applications, a standalone safety programmable logic controller and the integration of IT security directly into the operating system of safety controllers, among others.

COTS controllers should preferably have separate system processors (CPUs) and communication processors. This is to ensure high operational reliability, even in the event of a cyberattack on the communication processor. It also allows several different and physically separated networks to be operated with a single communication processor, or processor module.

In the interest of cyber security, it is also desirable to be able to individually disable unused interfaces, so that the safety controllers are limited to the communication functions, which are actually

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needed. COTS software should also support multi-level user management, which allows user permissions to be set individually, in order to optimally protect the application and the safety system.

That eliminates the need for a new patch, or recertification of the system in the event of a password change.

The bigger picture of digital technology

The international rail market has great potential, with above average growth rates predicted for the next three decades and increasingly the rail industry is inclining towards digital technology.

Within this context, the industry is in the midst of a change from costly proprietary safety technology, to open source, commercial off-the-shelf (COTS) controllers that provide flexibility and cost saving for digital rail transport.

The question of which is preferable – proprietary safety technologies, or standardized, COTS solutions – is currently a hot topic. COTS designates series production controllers, which are sold in large numbers as standard components and deployed in a variety of industry sectors.

Thanks to the use of standard components, they are significantly less costly than proprietary systems, while at the same time fulfilling all the important safety standards of the railway industry.

The global market share of COTS controllers in safety-related electronic systems is expected to be about 25 percent by 2020.

The benefits of COTS vs proprietary systems

Historically, the railway industry has been slow to change. It did not help that for the past decades, technological advancement was relatively sluggish in the rail industry. Now, with the advent of digital technology resulting in the lower cost of COTS, more stringent compliance requirements and the need for flexibility and scalability, there is a clearly visible trend towards COTS components as the new standard.

Proprietary safety systems are developed and produced in small quantities. That makes them more expensive than COTS systems and it limits their application flexibility. After original equipment installation, users are ‘forced’ to procure follow-on systems from the same manufacturer, which is often the control system supplier.

By contrast, COTS systems are standardized, produced in large numbers and have a prior track record in numerous applications outside the railway industry. Using standard components gives railway operators flexibility in their choice of suppliers and allows them to select the “best of breed” solution for each application, including safety technology.

A decisive prerequisite for the digital railway era is the networking of a wide variety of systems for data exchange.

Here as well, COTS safety controllers have an advantage over proprietary solutions, because the interfaces of conventional systems are not standardized. That can make it difficult to integrate those solutions into existing heterogeneous automation architectures. Due to proprietary programming, in many cases only the controller manufacturer is able to carry out upgrades, updates and maintenance.

By contrast, COTS controllers have operating systems, which are based on globally available standard programming languages compliant with IEC 61131. They also support interfaces for all major communication protocols, including Ethernet, TCP/UDP, RS485, RS422, RS232 and CAN. Standard industrial protocols are used for communication.

Many people come into contact with a safety controller during its long lifetime. They include hardware and software developers, operators and users – train drivers, maintenance staff, assessors, inspectors from approval agencies and commissioning technicians. Consequently, the system should be as simple and intuitive as possible. The objective is to make it as easy as possible for all people who deal with vital matters, every day, to safely and reliably operate and manage very complex machines such as 18

railway vehicles. Reducing the complexity of safety systems also reduces the cost of training service employees.

Presently many railway applications are an eclectic collection of proprietary technology, often consisting of several generations of equipment. This lack of standardization and modularity makes maintenance and system extensions both complicated and costly.

Standardization and the widespread use of industry-standard programming languages compliant with IEC 61131 make COTS controllers easier to use and maintain, making operating and life cycle costs significantly lower in comparison to proprietary technology, with the same level of safety.

Looking into the future

Due to the required long-term availability of safety controllers in rail transport, in part made necessary by the long useful life of rolling stock, future viability is an important evaluation criterion.

The acceleration of adopting digital technology and ever shorter innovation cycles, increase the significance of this aspect. With proprietary technology, the cost of keeping the solutions constantly up to date is relatively high, due to the small production volume.

For users there is also a risk that the product may no longer be available for the next application. The standardization and widespread use of COTS systems will give users more planning security. That also applies to the availability of spare parts and software updates.

Moreover, COTS controllers comply with the strict SIL 4 standard in accordance with CENELEC, the European Committee for Electro-technical Standardisation. With their modular structures, standard communication interfaces and stringent safety compliance, COTS systems are easy to adapt to changing needs, which may arise many years later.

It is therefore expected that more and more players in the railway industry will opt for COTS solutions. That is mainly due to their greater flexibility, for example in the choice of component suppliers. Spare parts are available worldwide, even when needed quickly and they are easy to install. Thanks to an open operating system and open interfaces, COTS control systems can be configured according to need and deployed flexibly worldwide.

For more information contact: Sedat Sezgün at s.sezguen@hima.com

Fighting corrosion on rail networks in Asia

By Rick Simpson Senior Corrosion Consultant, Zingametall

C

orrosion has always been the cause of much damage, economically and otherwise, to all steel structures. Its impact on Asia is no different from that seen in other places around the world and especially so when some sections of the regional rail system are more than 30 years old. The main cause of such failures includes a variety of reasons ranging from the failures of welded joints to actual “cracking” taking place due to stress corrosion.

Lately, one reported failure in “cracking” resulted from a rusted piece of steel coming into contact with the rail underside. This caused a ‘galvanic cell’ to form, where the newer (and more active) steel of the track dissolved to protect the corroded piece of steel. Once the track base had dissolved to a certain point, the strength of the metal was compromised and the rail cracked when it came under load. If the rail has been coated with Zinga, the zinc layer would have selectively depleted as the dissimilar metals came into contact, leaving the other metals totally unaffected.

The region has also seen cracking involving joints welded between old and new rails that were located on a curved section of track. Curved track is always under more stresses than a

Coated rail being levered and hammered into position using a 7kg sledge hammer. A perfect response to questions asked about the impact-resistance of the Zinga coating!

A corroded rail from the West Barnes crossing in East London clearly demonstrates that a rail with a predicted life of six years was written off within three months. It was this incident that triggered the whole rail-coating process and was followed by six years of intensive research and trials.

straight track section. This is why the tracks in metro systems globally are more prone to cracking than those on the national railways, due to the far higher traffic volumes, with far longer periods of cyclic vibration taking place, as well as the increased sheer and tensile loadings on the tracks.

Zinganised rail tracks do not suffer from the effect of Stress Corrosion Cracking (SCC), because the zinc layer has a ‘throw’ of up to 15 millimetres in length, (also known as ‘linear polarisation’). The zinc layer can project a voltage of around 850 – 1000 mV inside any surface cracks. This prevents the formation of an SCC cell, which only requires around -220 mV to 230 mV to initiate. The much higher voltage of the Zinga layer will always over-ride the voltage from a corrosion cell.

Another lesser-known stress on rail track is corrosion, especially where the local atmosphere is hot, humid and marine in nature.

This exacerbates the daily stresses placed on the track. Where there is humidity, there is condensation and where there is condensation, this forms as liquid on the cold steel surface of the track, forming corrosion cells in those areas. Condensation 19

A zingarised rail in place.

droplets can also form on the underside of a rail track and hang there all night (due to the surface tension or ‘meniscus’ of the water) giving plenty of time for a corrosion-cell to form.

Coastal zones with their humid atmospheres help to transport chloride salts from the sea inland carried on a sea breeze. These are then deposited onto steel track surfaces, initiating corrosion cells. The combination of such corrosion cells and physical stress from train traffic on the same track has been proven over again and again as the main cause of stress corrosion cracking.

In Europe, studies have shown a lot of cracking on the joint of the vertical web section/rail foot. In the case of straight track there has been cracking on the underside, induced from the loading and subsequent cyclic vibrations from train traffic that take place in the gap between the sleepers (or base-plates). The sheer stresses are quite high on curved track sections and a shallow surface crack can be permeated with moisture (especially salty moisture in Asia). Stress Corrosion Cracking (SCC) can begin over a short space of time, depending on traffic volumes and frequency.

Likewise, the flexing of the rail-underside can cause surface cracks across the full width of the rail track and where there are water droplets or moisture on the underside of the track, this can penetrate inside the crack, setting up an anodic area at the crackroot. Each time a train passes overhead, this crack starts ‘working’ and gradually penetrates deeper and deeper into the steel until it reaches the point of failure.

Once again, the ‘throw’ of the voltage from a rail that has a layer of Zinga applied will prevent this type of corrosion on the rail track undersides.

This form of corrosion cannot happen as the strong ‘throw’ from the very high zinc content within the Zinga layer will be working around the clock, providing a strong cathodic protection. The only other coating that can provide such a ‘throw’ is the zinc layers applied in hot-dip galvanizing.

The final type of corrosion to be covered in this article is extremely pertinent to countries in Asia. It is caused by the very technology that is now used worldwide to make rail track safer for trains to travel on. This is “welded joint” failures. It is common knowledge that metal expands when it gets hot, and shrinks as it cools down. Hence, where a piece of steel track is several kilometres in length and is locked into position using strong rail-clips, bolted onto heavy cast-iron or concrete sleepers, it cannot move very much. In fact, 20

when it gets hot there is only one direction in which it can expand and that is lengthways.

Using the coefficient of thermal expansion for steel (0.000012 m/m˚C), the result is that, for every degree that a rail heats up, a 5km length will elongate by 6.0 cm. If it heats up by 10˚C, it expands in length by 60cm. It must be remembered that the rails are constrained by many hundreds of rail clips, so they can only expand lengthways. The problem is that these rails cannot do that because there are other equally-constrained rails at both ends of every section, all the way to the end of the track. This is a common problem with continuously welded rails (CWR) globally.

In the UK, rails can stand this stress for a certain period of time, as the track engineers have enough experience to have already pre-stressed the rails to the length they would naturally be at 27˚C. This is known as the Stress Free Temperature (SFT).

This means that if the rail temperature is actually under 27˚C, it is shorter than it should be so it is stretched. If it is over 27˚C it is compressed. Problems therefore only start when the temperature goes above the magic figure of 27˚C. Steel is a good material and it can take quite a bit of tension and compression, but like all materials, it has its limit.

It is therefore important to note that the expansion of the rails in hot weather puts a very high compressive strength on the rails and on all welded joints. This can/will cause them to buckle. When the rails cool down and shrink, it places a high tensile stress on the welded joints. This thermal cycling can add to the fatigue already placed on the rails by train traffic and this can lead to cracking within the welds.

In countries in South East Asia, where the temperature of mainline rails (with its tropical weather) baking in the sun all day can easily reach well over 60˚C, something has to eventually give.

The rails expand, pushing towards each other from either side of the welded joint, forcing it to move either sideways or upwards, placing a heavy strain on the weld-joint. The newer rail can take more of the strain, leaving the older rail with its ‘tired’ internal matrix to suffer the consequences, and therefore being more prone to developing cracks.

A Zinga layer properly applied on a rail track network can expand up to 17% linearly (as tested by Oilfield Inspection Services in Aberdeen). It can distort sideways to a very high distortional co-efficient, and can contract again every evening as the rails cool down, all with no concerns about the coating ever cracking, peeling or splitting, even under the impact from a vehicle, or other solid steel structure. Furthermore, the coated rails are fully weldable, which makes maintenance much easier as well. Such a system is definitely worth considering for operators of rail networks within Asia.

How rail degradation influences the public perception, availability and profitability of Metro Systems

By Lukas Prettner Product Management , voestalpine Schienen GmbH

T

he public perception of railway infrastructure depends to a considerable degree on the rail as one key element. Safety, availability and also the environmental pollution in the form of noise depend to a great extent on the three rail degradation mechanisms described in this article. Different track comparisons suggest that these degradation mechanisms can be treated by the use of appropriate rail steel solutions, leading to a safer and cheaper infrastructure with improved performance regarding noise and higher availability.

Rails – a chance to improve public perception of Metro infrastructure

Around the globe Metro Systems are evolving with enormous speed, trying to adapt to the growth in population that is ongoing like never before. While the public have a high regard for new rolling stock, which obviously brings comfort to the ridership, infrastructure is often seen as a necessary evil. This is particularly true for Metro systems, as they are operating nextdoor to the city residents.

Rails especially, are considered as a standard component, to which no great attention is paid by the public, as long as no points of contact exist. However, over time rails underlie degradation, which automatically causes complaints about noise, maintenance work and non-availability of trains.

In fact, if chosen and maintained correctly, it is the rail that can make a difference for the ridership as well as the residents. Thus, it seems appropriate to examine the degradation mechanisms that are relevant for: – Safety – Availability – Health & Environment

Fig. 1: Cross-sectional and longitudinal profile measurements in a curve R=170 m

Relevant degradation mechanisms

heavy haul traffic has been moving towards steels with a higher carbon content and in European Metro Systems there is now a trend towards using hypereutectoid steels like R400HT for curves.

Heat treated, hypereutectoid rail steels offer the highest resistance against wear mechanisms. Fig.1 shows measurements conducted in a tight curve (R=170 m) of SZU in Zurich [1]. It is clearly visible, that the hypereutectoid steel grade R400HT, which is standardized in EN13674-1:2017, offers significantly increased resistance against rail wear and corrugation.

However, a longer service life is not the only thing that can be expected from increased wear resistance. The profile stability of R400HT rail steel also leads to a permanent improvement in the curving behaviour of the vehicles. Lower forces applied on other superstructure components can therefore be expected, as well as lower wheel wear due to reduced friction in the contact zone [2].

Wear

Corrugation

From the first minute of operations, rail wear can be considered as a degradation mechanism in railway systems. Especially in tight curves of Metro systems, abrasive wear leads to comparably fast rail degradation.

Wear has therefore been one of the main boosters for the development of new rail steels. For decades, development in 22

Corrugation is mainly seen on the low rail in tight curves, or in areas where high traction forces are applied such as on steep ramps, or track sections near stations. However, corrugations are problematic as they not only lead to high dynamic forces, which result in faster degradation of other superstructure components, but they are also a main source of rail related noise

high rail, transverse cracks are often seen on the top of the rail section of low rails in Metro Systems. Sometimes they also appear on both rails in areas where high tractive forces are applied.

Both of these phenomena are caused by cyclic overstressing, in combination with micro slippage. This Fig. 2: Typical appearance of transverse cracks (left) and Head Checks (right) initially leads to plastic deformation of the microstructure on the rail surface and later on emissions. According to measurements, the continuous sound to material disruption and spalling. The crack patterns of both level is increased by up to 12 dB(A) when comparing a rail with defects can be differentiated by their orientation. While head corrugations, to a rail with a smooth surface. [3] checks are caused by spin slip and therefore show an angular Intervention levels for rail maintenance occur around 0.35 orientation against the longitudinal axis, the transverse cracks are mm corrugation depth and especially in tight curves, where orientated at a 90° angle. corrugation develops very quickly. Many Metro System operators The high tractive forces that are often applied in Metro are no longer able to handle the high maintenance needs, thus Operations, combined with other parameters, sometimes lead sustainable solutions, leading to low maintenance regimes are to extraordinarily high crack propagation rates. While nearly no being focused on by more and more Metro Operators. data is available concerning crack propagation rates in Metro The same curve in the SZU network mentioned above provides Operations, some other results have been published for mixed a good example regarding the resistance of different rail steels traffic railways and S-Bahn (commuter rail), which may be against corrugation (Fig. 1). applied to Metros [4].

A good comparison of different rail steels is shown in Fig. 3.

Rolling Contact Fatigue (RCF) These track experiences, made in Germany, compare different Head checks, a periodical crack pattern in the gauge corner rail steels and especially their behaviour resistance against area, have been identified and discussed for many years as being Head Checking under mixed traffic conditions. Crack depths a safety critical degradation mechanism in modern railways. were measured in track with eddy current testing. In a direct While head checks typically occur on the gauge corner of the

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– R260:

137 person night shifts per km a year – R400HT: 27 person night shifts per km a year

Fig. 3: Head Check depth [mm] after 100 MGT

comparison between R260 standard carbon rails, heat treated R350HT rails and hypereutectoid, heat treated R400HT, the rail grade R400HT showed the lowest Head Check depths after 100 MGT. The significantly reduced crack propagation rate of R400HT rail steel represents a chance to reduce maintenance activities and thus simplifies the maintenance planning for the Infrastructure Manager as time between the maintenance actions is improved.

Impact on rail availability and maintenance planning

Based on the measurement results for the R=170 m curve mentioned above, the advantages of a more resistant rail steel can be demonstrated. While the service life of the rails in this curve is mainly limited by wear, the grinding interval is in this case dominated by corrugation. For R260 rail steel a higher intervention limit of 0.6 mm was chosen for calculating the grinding intervals due to the extraordinarily fast development of corrugation, while the intervention level for R400HT is 0.3 mm.

The life cycles (Fig. 4) of both rail steels are significantly different. While the service life for the R260 is 2 ½ years, with a maintenance interval of 6 months, the service life can be extended to 12 years by using R400HT in these harsh conditions.

Furthermore the maintenance interval can be extended to 3 years, keeping in mind that only half the amount of metal needs to be removed for this rail steel.

In order to compare the maintenance efforts, usual assumptions for Metro Operations have been taken into consideration. The following figures are based on experiences for Metros with a 3 hours maintenance window and 15 m rail length:

This calculation clearly shows that in this case the use of R400HT rail steel leads to enormous savings in working time (-80%) and to higher flexibility in maintenance planning. The use of R400HT rail steel in curves also leads to a harmonization with maintenance efforts in less critical areas.

A comparison of Life Cycle Costs (based on equivalent annual costs) between the two rail steels, for one kilometre of track with this degradation behaviour, shows that on average €78.000 can be saved each year.

The additional investment for R400HT is paid off within 7-8 months due to the high maintenance needs of R260 rail steel.

Conclusions

For the dominant rail degradation mechanisms (wear, corrugation and RCF) that are most prevalent in Metro curves with curve radii tighter than 1.500 m, all trialed and demonstrated situations have shown that R400HT rail steel has the best performance.

The use of R400HT rail steel in these areas is highly profitable and leads to many advantages: – Social responsibility: Due to the slower corrugation development it is easier to maintain a smooth rail surface, resulting in a significantly reduced sound pressure level.

– Availability and maintenance: As demonstrated, the use of this rail steel leads to savings in maintenance efforts by up to 80% in man days. Furthermore, a harmonization of maintenance efforts between curves and straights can be expected.

– Safety: Slower crack propagation in R400HT reduces the risk of deep RCF damage not detected in regular inspection intervals.

– Economic benefits: Annual savings of up to €78.000 per kilometer can be achieved due to reduced maintenance efforts and pro-longed service life.

Thus it seems appropriate to state that these degradation mechanisms can be fought successfully by using R400HT rail steel in curves of Metro systems with a radius lower than 1.500 m.

References

[1] Dartzalis, Jörg: Complex challenges, innovative solutionsoptimization of the system railway at Sihltal Zürich Uetliberg Bahn SZU AG, ZEV-rail 138, 2014 [2] Pietsch, Jussel, Joch, Prettner, Dartzalis, Jörg: Application of wear resistant rails in curves and their influence on running behavior, ZEV-rail 140, 2016 [3] Hartleben: Schienenwege – Oszillierendes Schienenschleifen als Maßnahme zur Lärmreduzierung an der Quelle, Internationales „Silent Europe Rail“ Symposium, Boppard / Rhein, Germany, 2013 [4] Heyder, Brehmer: Empirical studies of head check propagation and wear development, ZEVrail 137, 2013 For more information please contact Lukas Prettner at lukas.prettner@voestalpine.com Fig. 4: Calculated Life Cycle of different rail steels in a R=170 m curve in SZU network

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Procurement of New Rolling Stock

By David Mullins Principal Consultant, Jacobs

The procurement of new rolling stock is a complex exercise that should not be underestimated. There are many important decisions to be made throughout a procurement exercise that can easily span 10 years. This article will discuss some of the key steps that are to be taken in the early stages of a procurement.

These steps include: • Defining the Employer’s requirements • Market testing • The technical specification • Contract documentation • Tendering The investment in trains will often go hand in hand with the development of new infrastructure or improvements to existing infrastructure and the procurement will need to be co-ordinated with the procurement and development of the infrastructure. Starting from the point when a business case has been approved to justify the investment in new trains, we will look at some of the important points to take into consideration and some of the pitfalls.

Employer’s requirements

The “Employer’s requirements” is a high level statement of the requirements that the new rolling stock need to satisfy in order to meet the objectives that have been set in the business case. In a typical procurement, the Employer’s requirements will describe the objectives that the rolling stock will need to satisfy, such as journey times, passenger capacity and the amenities on board the train.

If the rolling stock is to be procured in conjunction with an investment in infrastructure there will often be a single statement of the Employer’s requirements for the entire investment, which will cover all infrastructure, railway systems and rolling stock. The Employer’s requirements should be approved by funding bodies and, if appropriate, government regulators.

Market testing

Market testing is a vital step in a large-scale procurement in order to ensure there is a successful competitive tendering exercise.

The procurer should ask potential suppliers if they are able

(and willing) to supply rolling stock that meets the Employer’s requirements. The aim of the market testing is to ensure there is a sufficient number of bidders responding to the tender.

Many of the major manufacturers are focusing on standard products, which can be adapted to a certain extent to meet the requirements of individual customers, but they are often unwilling to take on the engineering cost and risk of designing a new product for one customer, especially if the quantity required is small. The procurement team must therefore be open to tailoring the procurement in a way that allows suppliers to offer their standard products. The procurer should be willing to amend his requirements if necessary, but must always ensure that: • the tailoring is not done in a way that favours one supplier over the others; and • the product that is procured fully complies with the Employer’s requirements.

Having said that, there are times when the rolling stock cannot be one of the standard products, usually because of constraints imposed by the infrastructure. An example of this was the procurement of new trains for the Glasgow Subway in Scotland.

The new trains have to run in exceptionally tight tunnels, the track gauge is 4 ft (1,219mm) and only 17 trains are required. No manufacturer has a standard product to meet these requirements,

Photograph courtesy of Onkar Parmar

Introduction

The Glasgow Subway cannot be found in any manufacturer’s portfolio of standard products

25

but there are some manufacturers who are willing and able to design new products. The choice, however, is limited and the cost is likely to be higher. In the case of the Glasgow Subway the order was placed with Stadler in 2016.

Tender and contract documentation

Tender and contract documentation typically consists of a General Specification, a Technical Specification and Conditions of Contract. When the procurement is in conjunction with an investment in infrastructure there is usually a single General Specification that applies to all railway systems and individual technical specifications for the railway systems and rolling stock.

These three documents will form part of the tender documentation, but should be written so that they can be adapted to form the contract documentation. For example, the tender documentation may have provisions such as “the tenderer shall propose x, but may also offer an alternative for consideration by the Employer”. If the successful tenderer proposes an alternative that is accepted by the Employer, the documentation should be amended to reflect the alternative, which then becomes part of the contract.

The procurer should be clear in their mind about which provisions of a contract belong in which document. Taking Electromagnetic Compatibility (EMC) as an example: • Technical requirements, such as the limits of immunity or emissions of a train and its equipment belong in the technical specification and can often be defined by referring to appropriate standards; • Processes, such as requiring the contractor to submit an EMC control plan, belong in the General Specification; and • Contractual matters, such as the liability for dealing with any EMC problems, belong in the Conditions of Contract.

The Technical Specification

The technical specification is a key document in the procurement, as it is the most detailed statement of requirements for the new rolling stock. It is usually written as a set of performance requirements. In general terms: • it must be based on the Employer’s requirements and must not include anything that conflicts with them; • It should not set specific technical requirements unless it is unavoidable.

Performance requirement

Technical requirement

The trains shall have at least 200 seats and shall carry up to 800 passengers, with all seats occupied and available floor area occupied at 4 passengers/m2.

The trains shall have at least 200 seats and a floor area for standing passengers of 150m2.

The trains shall achieve an end to end journey time of 52 minutes when carrying the maximum passenger load and stopping at each station for 30s.

The trains shall be capable of accelerating at a rate of 0.95m/s2 and braking at 1.1m/s2.

The trains shall be capable of regenerating energy into the traction power supply during braking.

The trains shall have three phase ac traction motors that are powered by the 4 quadrant traction converters and shall be capable of regenerating energy into the traction supply during braking.

The trains shall have a fire performance that complies with the EN 45545 series of standards for Operational Category 2 and Hazard Level HL2.

All materials shall be resistant to ignition and shall have low emissions of smoke or toxic fumes and all fire barriers shall have a fire resistance of 30 minutes.

The tender documents should also describe how tenderers may submit requests for clarifications or additional information.

On completion of the tendering and selection of the preferred supplier, the contract documentation should be reviewed to incorporate: • A dditional information and clarifications; and • A ny alternatives that were proposed by the Tenderer and accepted by the Employer.

This will ensure that the final contract accurately mirrors the tender. The revised documentation should be agreed with the supplier before it is signed.

The table above right shows some examples of performance requirements and technical requirements.

The fourth example of a performance requirement refers specifically to a recognised standard, which is also a good practice. Manufacturers are comfortable with standards, as long as they are applied appropriately, and – since standards are prepared by a committee of experts in their field – they can usually be relied on to set appropriate requirements.

Tendering

The tender documents should comprise of a clear set of instructions to Tenderers and should include the Technical Specification, General Specification and Conditions of Contract as appendices, along with any documents, such as Pricing Schedules, Bonds, or Declarations that the Tenderer is required to complete.

The tender documents should describe how the tenders will be evaluated, including: • The weighting to be given to the different aspects of the tender (for example, price, compliance to the technical requirements and compliance to the conditions of contract); • Whether the tenderer is able to offer alternative proposals that do not fully comply with the requirements; and • Whether the tenderer must submit a fully-compliant offer.

26

The fruits of all the effort – a rolling stock contract

Conclusion

The procurement of new rolling stock is a complex exercise that should not be underestimated. There are many key decisions to be made throughout a procurement exercise and this article has looked at some of the key steps that are to be taken in the early stages.

For more information please contact David Mullins at david.mullins@ch2m.com, Tel: +60 17 320 1296

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