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BELOW RAIL INFRASTRUCTURE & NETWORK IN THIS ISSUE How signalling can renew Australian networks New technology in below rail drainage Aecom analysis questions rules of thumb
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Urban Development through Advanced Signalling – Getting more out of our railways Modern signalling systems can help operators transform their networks, by getting more out of existing infrastructure than previously thought possible. Oliver Probert spoke with experts from Siemens about how Australian rail networks can manage surging demand with limited resources.
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USTRALIAN CITIES ALL SEEM TO BE facing the same challenge: how can we stretch our rail infrastructure to its limit, without quickly wearing it down, and keeping safety paramount? Cities all across the country are growing faster than rail networks possibly can, and the only feasible solution to crowded networks is finding a way to get more trains, running closer together, more often. The positive spin on this issue, however, is it is not at all unique. It’s the same challenge seen now, and over past decades in cities in Europe, Asia, the Americas and beyond.
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And Siemens, one of the world’s largest rail technology firms, says just as the challenge facing Australian railways is not unique, neither should be the solution. “In Australia, we have ageing rail infrastructure, that in many cases is using signalling concepts that are 100 years old,” Siemens Australia and New Zealand head of communications Keith Ritchie told Rail Express. “For the last few decades the default solution has been more construction and concrete. Our cities are reaching critical mass, where this is not possible. Now the focus is shifting to utilisation of more advanced
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Above: Siemens will establish an ETCS Level 2 system across Norway’s rail network. Left: Signaling can improve public transport in growing cities where there may not be the space or money to physically grow the network.
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For the last decades the default solution has been more construction and concrete. Now the focus is shifting to utilisation of more advanced technologies and automation.
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technologies and automation that allow us to safely run more trains on the same physical infrastructure.”
Norway makes transition step Under an 800 million Euro deal announced on April 6, 2018, Siemens will equip Norway’s rail network – roughly 4,200 track kilometres – with Trainguard, its European Train Control System (ETCS) Level 2 system. The project includes delivering the complete signalling system with interlockings, the ETCS Level 2 system, and on-track infrastructure including 4,200 point machines, 7,000 axle counter points, and 10,000 balises (digital transponders placed between sleepers). The aim is to modernise the network, completely removing the need for physical trackside signals as part of the signalling system. “This project is a major step in signalling history,” Siemens Mobility chief executive Michael Peter said in April, “a technology step only comparable to the change from relay to electronic interlockings in the 80s. Together with [state-owned network operator] Bane NOR, Siemens will renew the complete Norwegian rail network into a full digital IP based system – a real ‘Internet of Things’ system.” Bane NOR executive vice president Sverre Kjenne agreed the contract was the start of modernisation on the country’s rail network. “We are confident that Siemens, by willing the contract to provide a new digital signal system, will contribute significantly to our network’s modernisation,” he said. Looking at the bigger picture, Norway’s transition to an ETCS Level 2 system is part of the progress taking place across Europe, where
more than 20 different train management systems are being moved to the one standard. A single standard for signalling in Europe will improve interoperability, allowing passenger and freight trains to be easily routed across the continent, dramatically improving travel times and operational efficiency.
Thameslink: A grand case study ETCS Level 2 technology has more benefits than just creating interoperability across Continental Europe. The standard is also facilitating the incredibly efficient running of trains on Thameslink, the 225-kilometre, 68-station main-line route running north to south through central London. “ETCS was primarily designed to allow trains to run across borders in Europe and provide interoperability between technology providers,” Ritchie told Rail Express. “In Thameslink we are using the same technology to deliver Metro like functionality in a more complicated urban network.” On Thameslink, Siemens is utilising automatic train operation (ATO) over the ETCS Level 2 system, to deliver a significant increase in capacity in a complex urban environment. The project, which began in 2014, resulted in the first self-driving train run on a UK mainline railway in March 2018, when a selfdriving service ran – with driver supervision – between St Pancras and Blackfriars stations. By 2019, the ATO over ETCS Level 2 project will see automated trains run every two to three minutes by December 2019, allowing improved access to stations north
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and south of London, thanks primarily to the computerised movement of trains as close as 100 metres apart. Ritchie said the project has so far yielded a number of key lessons. “We learnt we need to take a systems view to these projects rather than the traditional signalling and construction approach,” he said. “This systems view recognises that in these high complexity projects, the integration and interface risks outweigh the constructability and project execution risks, i.e. the costs of the system not performing far outweighs the costs associated with getting it built in the most efficient manner. “This requires a different way of thinking and a different skill set both for technology providers and for customers. When a project fails to deliver what is promised, everyone loses: customer, supplier and the travelling public. Another key lesson is to view these projects as a key part of, and enabler for, Urban Re-Development.” “Thameslink is a great example of how technology is helping drive capacity through advanced signalling concepts improving the flow of people through the
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city and getting more out of the existing rail infrastructure. “What’s happening in London with Thameslink and in other parts of the world is being mimicked in almost every Australian capital city, as we are looking at how to get more out of our existing assets and deal with massive urban growth. “The business case for all of this is about creating liveable cities, about moving people and goods as part of a vibrant city – where people can live, work and play.”
Above: Siemens says its ETCS work on Thameslink can be replicated elsewhere, including on Australian networks. Right: ETCS allows for varying levels of automation across the network.
Advanced / high capacity signalling in ANZ Siemens has identified advanced / high capacity signalling as a major area for growth in the Australasian rail sector. At AusRAIL in late 2017, Siemens announced a $4.8 million investment into an ETCS signalling centre in Brisbane to help build this capability in Australia. “We need intelligent rail infrastructure capable of coping with future needs,” Siemens Australia and New Zealand chief executive Jeff Connolly said when the centre was announced.
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“The best way to do this is to build local skills in globally-proven rail standards and technology such as ETCS.” “If we invest in proven global technologies rather than reinventing the wheel, choose the right technology partners and invest in developing the technological skills of our peoples, then we create opportunities for future growth and make our local and national rail networks more competitive.” “Advanced technology solutions can only be provided with world-class rail signalling experts based right here in Australia,” a spokesperson added in May. “Siemens is proud to employ the largest team of rail signalling engineers in Australia that can help apply global best practices locally.” Siemens commissioned the Southern Hemisphere’s first full passenger fleet ETCS system in 2014 New Zealand, followed shortly after in Adelaide South Australia in 2015. “Globally, we have equipped thousands of kilometres of track with ECTCS and are a member of the UNISIG consortium defining the global ETCS standards, making us a market leader for this technology. Projects like Thameslink and Norway take this to another level and we are looking forward to bring our lessons learnt from these projects here to Australia.”
Level crossings a springboard There are various advantages of having an integrated view of our rail networks as part of a much wider transportation system and flow on benefits of removing road and rail congestion by separating the grades. One of the best examples of this is the work that is being done by the Level Crossing removals in Melbourne. Massive improvements to both train and car movements are being achieved by removing the road and rail interfaces. In Melbourne, Siemens’ work includes the core signalling and train control needed for a number of level crossing removals, including intermediate stage works that allow trains to keep on running while removal works are underway. “One of the most efficient ways to get more out of our existing assets is to de-bottleneck our existing transportation networks,” a Siemens spokesperson said. “The level crossing removal project that Siemens is involved with in Melbourne is doing exactly that – trying to get rid of the dependency between trains and cars. “This project has benefits to almost everyone: improving traffic flows for cars, improving reliability of trains, improving safety at these crossings, and improving passenger movements in and around the stations. It also helps offer more frequent services to travelling public.”
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Kennards adds self-propelled track jack Plant and equipment specialists Kennards Hire have recently added a self-propelled track jack, known as the Track Jack SP, to its range.
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With the option to choose ENNARDS TOLD RAIL EXPRESS THE between insulated and nonTrack Jack SP is capable of lifting insulated rail wheels, the Track rail and sleepers while ballast Jack SP can glide up and down tamping is in process, to eliminate the need the rail with an for extra operators. adjustable speed What’s more, the machine of up to 5km/h, can be controlled via wireless Kennards says. remote, which works within a 60 It make our The Track Jack SP is currently metre range. customers’ exclusive to the Kennards Hire “Not only will it make our jobs easy, Rutherford Rail Branch, but the customers’ jobs easy, but it’ll also but it’ll also company says it has no issues make working around rail tracks make working freighting the machine across much safer,” Kennards Hire around rail the country. product expert Andrew Trainor “Weighing at only 650kg and told Rail Express. tracks much reaching 1 metre in height, it can “Workers can be a safe distance safer. easily fit onto a standard truck to from the site, which will reduce transport for any rail projects,” the the risk of injury by a great company said. amount. Not only that, but they The machine has a set 1435mm gauge, can also drive their excavator around whilst allowing it to fit onto any standard gauge operating the Track Jack SP.” rail track around the country. Kennards The machine is self-propelled by a hydraulic says operators should get in touch for more drive axle and has a fail-safe braking system and information on other gauge units, including manual emergency hand pump. A lifting capacity 1067mm narrow gauge, and 1600mm broad of up to 7,000kg is designed to make low-lying gauge units. sleepers stuck deep in the ground a non-issue.
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Above: The Track Jack SP is self-propelled, and can be controlled via wireless remote from as much as 60 metres away.
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PHOTOGRAPHTY: KENNARDS HIRE
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RailPipe breaks ground in Germany German firm Fraenkische says its RailPipe drainage technology could be just the solution Australian network operators have been looking for to meet the tough conditions often faced in remote and in densely populated locations Down Under.
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RAINAGE SYSTEMS OFTEN SUFFER from corrosion and rust over time, due to the excessive exposure to water and runoff frequently seen in a below-rail application. In many remote Australian locations, this issue is amplified by conditions ranging from aridly hot and dry, to snow and ice, to tropically humid and wet. This means network operators must perform frequent inspections, maintenance and replacement works. Equally challenging are rail networks in densely-populated areas, where space is often limited and effective drainage can be a major issue. Fraenkische, a market leader and innovator in drainage solutions for the civil infrastructure, roads and railway sectors in Germany and across Europe for the last 30 years, says its ‘game changing’ RailPipe product can offer these operators a solution. “This technology represents real innovation for the Australian market, as most rail drainage solutions are placed outside of the track and are usually traditional materials like concrete or steel which are susceptible to corrosion,” Fraenkische’s business manager for Drainage Systems in the Australasian region, Stephen Herd, told Rail Express. “When it comes to railway drainage solutions, RailPipe Drainage Pipe is the first twin-wall pipe to meet all the standards and requirements of Deutsche Bahn (DB) and the German Federal
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Above: RailPipe is designed as an optimal solution for below rail drainage. Below: There are four main designs of RailPipe. The product is manufactured in its unperforated (UP) form, useful for water transport, and is then made available in three major perforation options: LP, TP and MP.
Railway Authority – Eisenbahn-Bundesamt (EBA). “It can therefore be used for all pressure ranges of the roadbed and track.” RailPipe is designed with an optimised profile geometry to make an extremely hard-wearing pipe for track drainage. Its twin-wall design comprises a smooth continued on next page >
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0.5 m
3.0 m
3.0 m
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External pressure range
Inside pressure range (with two tracks)
1 1:
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1: 1
2:1
Outside
External pressure range
Outside
Pressure range (with two tracks)
inside layer and a corrugated exterior, allowing the pipe to be placed directly in the inside pressure range of the below-rail infrastructure – a unique capability for a polypropylene pipe in the rail sector, Herd said. Buried deep within the railbed, RailPipe’s perforations and high permeability helps the system rapidly accumulate infiltration water, and direct it to proper drainage channels. “RailPipe’s capabilities can be especially useful along key sections of rail corridors with reactive soils with weak load bearing capacity that require effective drainage under the track,” he said. “Without effective drainage, settlement and washouts can be a regular operations and maintenance challenge, and this has been seen at times along key stretches of railway in Australia. By quickly and effectively draining excessing water runoff away from these areas, an operator can prolong the life expectancy of the track geometry.” Herd says Fraenkische designed RailPipe as a single solution for multiple applications. “Not only can it be used outside of and in the external pressure range of the track, but also in the inside pressure range,” Herd explained. “RailPipe has passed rigorous quality control by the external centre of MFPA Leipzig in terms of safety and stability. The thorough testing included dynamic fatigue tests determining the fatigue strength in 108 load cycles. The results proved the durability of the design as it was still able to hold its integrity.” RailPipe is manufactured in a fully unperforated format, UP, with this pipe preferred for water transport. Fraenkische then adds perforations to the pipe for different applications, with three main designs available: the Multi-Purpose (MP) pipe
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includes perforations along 120 decrees of its circumference, while the Locally Perforated (LP) design features 220 degrees of perforations. The Totally Perforated (TP) pipe has perforations all along its circumference. Fraenkische delivers RailPipe in straight lengths of six metres, with coupling and sealing rings. This allows crews to cut lengths to size and join them together, and allows excess pieces to be used elsewhere with other couplings. The company says the product is 100% recyclable. It is rated to temperatures between -40°C and +80°C and Fraenkische says the pipe’s black colouration provides high UV protection within that temperature range.
Above: Fraenkische submitted RailPipe to rigorous testing for approval from Germany’s federal rail authority, EBA, proving the product can be used in the highest-pressure sections of the below track infrastructure.
www.railpipe.com
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RailPipe ÂŽ with EBA certification For all fields of track drainage The RailPipe drainage pipe is the first twin-wall pipe to meet all the standards and requirements of Deutsche Bahn AG and the German Federal Railway Authority (Eisenbahn-Bundesamt, EBA) and can therefore be used for all pressure ranges of the roadbed and track.
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GS1 and ARA remind industry: Are you ready for January 1? Bonnie Ryan from GS1, and ARA boss Danny Broad, provide an update on GS1’s Project i-TRACE initiative, which aims to standardise the way materials in the rail industry supply chain are identified and marked, with the goal of reducing costs and improving performance across the sector.
Danny Broad, Chief Executive Officer at the Australasian Railway Association
Bonnie Ryan, Senior – Trade, Transport & Heavy Industry at GS1 Australia FOR THE PAST SIX MONTHS, GS1 Australia has continued to work in close collaboration with the Australasian Railway Association (ARA) to drive the Project i-TRACE initiative toward the implementation date of 1 January 2019. Our objective has been, and will continue to be, getting the industry ready for the adoption of GS1 open global standards for identifying, barcoding and tagging parts and
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components used across the Australian Rail Industry. A number of Project i-TRACE initiatives and industry activities have been successfully implemented to gear up the industry for establishing the foundational data layer of standard and unique identification to support full lifecycle traceability systems. We held a Rail Day at the GS1 Supply Chain Week in late 2017 to exchange knowledge about the investment in GS1 standards and modern technologies available to improve reliability and quality across the Australian Rail Industry value chain. An i-TRACE technical workshop was held at AusRAIL in November last year which attracted 100 delegates. I also spoke at the Rail Suppliers Stream at AusRAIL 2017 about the benefits of standards for the
identification of parts and components across the industry. Other activity in the industry has been our support to assist a range of operators including Melbourne Metro Trains, Yarra Trams, V/Line and Queensland Rail to move the industry forward. With the critical date of 1 January 2019 approaching, a second round of supplier workshops are now open for registrations in capital cities to learn about the tools and technology available for implementation. We have also developed a Project i-TRACE newsletter to bring you the latest news about the initiative to keep up-to-date with what you need to know to get ready. With the implementation date fast approaching, I encourage suppliers to register for a workshop and subscribe to the newsletter.
THE ARA HAS BEEN working closely with GS1 Australia over the past six months to lay the groundwork for the 1 January 2019 commencement date for the i-TRACE initiative. This has involved working with rail industry members to ensure they are prepared for the implementation of GS1 global standards in the rail industry, which will deliver significant benefits for our industry. These include more efficient and transparent inventory management processes and improved traceability across components’ lifecycles, which will deliver significant efficiency and safety dividends. The focus over the next 6 months will continue to be working with GS1 Australia to support the rail industry prepare for the commencement of this important initiative. Find out more: ara.net.au/key-issues/ project-i-trace
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Call to Action Project i-TRACE
Are you on track to implement
GS1 standards by 1 January 2019? The Project i-TRACE initiative will set the foundation for standardising the way parts and components are identified, barcoded and tagged. Be ready for 1 January 2019 – Keep up-to-date with the latest news and tools you need for implementation. MORE INFORMATION GS1 Australia Bonnie Ryan Senior Manager – Trade, Transport & Heavy Industry
Australasian Railway Association (ARA) Duncan Sheppard General Manager – Freight & Industry Programs
M 0419 150 266 E bonnie.ryan@gs1au.org
T (02) 6270 4531 E dsheppard@ara.net.au
SUBSCRIBE I Subscribe to Project i-TRACE news
www.gs1au.org/project-itrace-news
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Innovative engineering can reduce freight rail capex by 15% Engineering firm Aecom says its new analysis can help reduce the capital cost of freight rail networks by up to 15%. Expert Maneesh Gupta explains.
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Above: Maneesh Gupta is based in Perth, where he leads Aecom’s West Australian rail team. A graduate in Civil Engineering, with an MBA from Manchester Business School (UK) Maneesh has over 25 years’ experience in the freight and passenger rail industries encompassing rail operations, maintenance, construction and design. He is currently the WA Chairperson of the Railway Technical Society of Australia within Engineers Australia and is a board member of the National Civil College Board of Engineers Australia.
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it needs to. N A WORLD FIRST, AECOM HAS A key role of the engineering profession in successfully developed an iterative analysis the ‘4th Industrial Revolution’ is to harness big process that correlates these forces with the data, new computational powers, and increased vertical grades. This enables a less-conservative knowledge to challenge these rules of thumb, rail design solution. We estimate that this can and to create designs that are fit for purpose, reduce the capital cost of freight rail networks by effective and deliver the required outcome at the up to 15 percent. least cost. Aecom looks forward to applying this new Our work on modelling the forces that large technique – outlined below – in Australia. freight rail systems are subjected Many fields of engineering to, and reducing the variability use empirical assumptions as of these forces by using our a foundation of design. These iterative design process, is one of ‘rules of thumb’ have been These savings these advances. used for a long time and have could be very Simple in concept, but been shown to work. However, significant in effective in outcome, we rail vehicle dynamics are the context of estimate that it could reduce complex and often the design bulk earthwork costs by up to practitioners don’t necessarily Australia’s Inland 30 percent in new freight rail know the science or maths that Rail project. systems. This in turn could underpin them. reduce total capital costs Engineers are often by up to 15 percent. There conservative and apply a large are also other potential savings that apply. safety factor to cover risk. Whilst providing Put together, these savings could be very the outcome desired, following these rules significant in the context of Australia’s Inland of thumb can lead to greater capital and Rail project. operations costs, as the infrastructure solution is ‘over-designed’. The end result is goldplating and infrastructure that costs more than continued on page 14 >
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• Grade separated crossings The forces that are experienced between – by impacting their minimum elevation the couplings of freight rail vehicles are a major • Passing loops and yards consideration when designing a railway. The – by impacting their location largest of these forces drives the physical limits • At grade road crossings engineers apply to vertical grades. – by necessitating more extensive modification We have developed a computational of existing roads and road junctions. modelling approach to quantify the forces that The benefits include direct savings and apply in freight rail networks. Our modelling numerous collateral benefits. The expected approach confirms that the operational direct benefits are between 15-30 percent of functionality, safety and reliability risk profiles earthwork volumes and associated of the infrastructure are no worse capital expenditure costs. than those obtainable by adopting In addition, an overall reduction conventional approaches. in earthworks will also reduce the size Our detailed analysis and The benefits and scope of the geotechnical field investigations have revealed that a include direct investigation campaigns and associate large number of heavy haul freight savings and direct cost and schedule benefits. The rail networks allow highly variable length and height of bridges whose train dynamic forces and, therefore, numerous size was driven by topography will also overly specific grade requirements. collateral be reduced. There will also be a likely This imposes significant economic benefits. improvement in clearances within penalties without necessarily third-party utility crossings and a improving operations. For example, reduction in earthworks at level and specifying longer spacing between occupational crossings. the changes of grade points than what is needed A 15-30 percent reduction in earthworks will directly impacts the cost of: also result in many indirect benefits. There will • Earthworks be less time required to deliver construction. – by restricting the volume and earthwork This, in turn, will result in benefits, including: balance optimisation opportunities • Minimising safety risks due to reduced • Drainage structures construction hours. – such as major bridges and culverts, as their • Environmental advantages, as the work locations are sub-optimal and typically these footprint and the need for pits and spoil dump structures are set at higher elevations than sites will be reduced. necessary
Above: Aecom’s analysis looks to challenge rules of thumb developed over centuries of railway engineering.
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