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requirement. Parker’s solutions are alsoable to withstand extremes oftemperature from -40C to +60C and forthe control cabinets to be completelysealed against water and dust ingress.

Parker manufactures and suppliescomponents that are ideal fordeployment in the application, typically,P1D actuators, Viking Extreme in linevalves, DXR ISO Valves, an integratedcombination of air preparationequipment from the Global AirPreparation range and VA series heavyduty brass bodied valves.

These products are chosen not only forextreme reliability but also for the abilityto cope with the environmentalchallenges that the rail industry demands.These are then coupled within a Parkerdesigned and built pneumatic controlcabinet and user interface panel (whichcontrols the physical opening). Both unitsare sealed to prevent the ingress of dust,which can be present in coalenvironments and lead to equipmentdamage.

Parker’s products are also thoroughly

When it comes to the global rail industrythere can be no doubt that rolling stocksuch as engines, carriages and freightwagons operate in some very challengingenvironments. From extremes oftemperature to harsh working conditions,solutions utilised have to be able to copewith a wide variety of potential threats.Within the rail industry the guarantee ofuptime and operational use is often thedifference between maintaining profits ornot.

Having gained a worldwide reputation forquality and reliability Parker Hannifin hasbeen partnering with some of the world’sleading global rail companies for over 30years. With in-depth engineeringexpertise coupled with innovativeintegrated solutions, Parker products canbe seen in every corner of the world,coping in many challenging operatingenvironments.

Parker Hannifin have global experience ofpneumatic control of wagon cargodischarge doors, working with major

manufacturers of freight wagonsdesignated as FALNS. Traditionallyhopper wagon doors are controlledmanually or by a variety of pneumaticcomponents and controls. These methodsare still widely deployed throughout theindustry. With this in mind, Parker’s railengineers have designed an integratedsolution that would go above and beyondits customer’s expectations.

The real challenge for any supplier ofpneumatic components is to offersolutions that add value combiningoperational excellence with the ability tocope with the working environment,maximizing profit potential for thecustomer.

Typical projects call for reliable opening ofthe freight hopper doors on either side ofthe vehicle, giving flexibility to theoperator to unload from the left or rightdepending on the destination’sconfiguration. This can require thewagons themselves to have two sets ofcontrols to enable independent opening

on either side.Independent operation ofthe doors is a critical safety

PARKER HANNIFIN DELIVERS PNEUMATIC SAFETY, RELIABILITY AND PERFORMANCE FOR THE LATESTGENERATION OF FREIGHT WAGONS.

Dischargesystem forfreight

EDITION TWO 2015

The latest news & reviews from the industry M A G A Z I N E

Cover image: Alstom Pendolino for PKP IntercityCopyright: Alstom Transport / Arnaud Février

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ContentsWelcome torailway-newsmagazineEdition Two.Following on from the success of out first edition Innotransspecial we are now producing the magazine on a quarterlybasis. The Innotrans magazine was fantastically receivedand was aimed at promoting suppliers and exhibitors at theshow. This latest edition is aimed to show more of the sameleading suppliers and their products but also we haveintroduced some fantastic independent pieces which wehope you find interesting and informative.

We hope you like this edition as much as the first and if youhave any questions about any of the products or servicespromoted within then please do not hesitate to contact oursuppliers directly or if it helps contact us and we will happilyhelp make the contact for you.

Have a great 2015 and we will be back again next quarter.

Director

www.railway-news.com

A2B Global MediaThird Floor,11-15 Dix's Field,Exeter, EX1 1QA

Parker............................................................ 3

Smart Ticketing......................................... 6

BT Cables..................................................... 9 

Bayer............................................................12 

ARGUS Fluid Handling ..........................14

ESP Group..................................................16

Pandrol .......................................................18

Goldschmidt............................................ 21

The future of urban mobility ............. 24

AMSYS GmbH ......................................... 28

TQ Catalis .................................................. 30

Infotech ..................................................... 31

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environment is the movement ofpassengers in both comfort and at highspeed. However, ‘high speed’ creates aproblem in terms of passenger comfort ifnot mitigated against. As trains pass byeach other at high speed or when theyenter tunnels a pressure wave is createdand this has to be eliminated fromentering into the passenger compartmentas it could cause discomfort to all inside.On board HVAC systems draw fresh airfrom outside, usually via vents which canbe opened or closed as required, thuspreventing the pressure wave enteringthe vehicle, this operation can becontrolled automatically by a pneumaticactuator. One area that Parker excels in isthe supply of compact standard orbespoke pneumatic actuators and controlvalves for reliable control of intake vents.

It’s important to note that performancecan be affected by a host of differentfactors. In many projects HVAC systems

Parker Hannifin is the global leader inmotion and control technologiesproviding precision engineered solutionsfor a wide variety of rail applications in allsegments. Offering superior engineeringknowledge of rail HVAC systems andservice to OEMs, the wider suppliernetwork and also to refurbishmentproviders, Parker consistently exceeds theexpectation of its customers worldwide.Founded on a clear understanding of railindustry needs, Parker has a well-earnedreputation for quality and reliability. Its railproducts are fully validated to meetindustry standards and partnering withmany of the world’s leading railorganisations Parker supplies bothindividual components or fully integratedcontrol systems.

To the rail industry, the environmentwhere products or solutions are installedheavily influences the specification ofcomponents that are integrated intoapplications. Installation environmentsdiffer significantly from project to project.For example, according to whether thecomponents are intended for internal orexternal use, different challenges exist.

When it comes to mass-transit, customersatisfaction is everything. Whether drivenby on time performance or on board

comfort, train operators have to keepcustomers satisfied to ensure continueduse or to avoid negative publicity. Interms of passenger comfort, thesuccessful control of on board climaticconditions can be the difference betweenhaving happy passengers or not.Therefore it is imperative that OEMs installHVAC systems that operate reliably timeand time again to ensure that everyoneon board can sit back, relax and enjoy thejourney.

In the complex field of HVAC for rail,Parker has in depth ‘proven in operation’experience of offering products thatdeliver the much-needed reliabilitymentioned above. While passengersusually simply focus on whether they aretoo hot or too cold, the overall installationis very demanding from a specificationpoint of view.

Paramount in today’s modern rail

PARKER PROVIDES THE CLIMATE FORA SUPERIOR, MORE COMFORTABLEPASSENGER EXPERIENCE.

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applications and has a deepunderstanding of both environmentalchallenges and engineering requirementsof this demanding industry” stated DaveWalker, Market Development ManagerParker Hannifin. “Whether it’scomponents for HVAC systems, integratedmodules for Pantographs or control unitsfor door opening/closing, Parker has anextensive, compliant product portfoliothat the global rail industry can rely on”.

About Parker HannifinWith annual sales of $13 billion in fiscalyear 2013, Parker Hannifin is the world'sleading diversified manufacturer ofmotion and control technologies andsystems, providing precision-engineeredsolutions for a wide variety of mobile,industrial and aerospace markets. Thecompany employs approximately 58,000people in 49 countries around the world.Parker has increased its annual dividendspaid to shareholders for 57 consecutivefiscal years, among the top five longest-running dividend-increase records in theS&P 500 index. For more information, visitthe company's web site atwww.parker.com, or its investorinformation web site atwww.phstock.com.

are roof mounted on trains, thisenvironment can prove to be extreme in alot of cases. Factors such as wind chill,extreme temperatures and temperaturedifferentiation come into play, which iswhy Parker engineers have created bothqualified actuators and their associatedpneumatic control valves that can cope.In vent control applications, if the actuatorand control valves are not rated for theambient environment, there is a realpossibility that the opening and closing ofvents simply won’t happen.

Installation space within HVAC controlsystems for vent control actuators can belimited and often require features that arenot standard. HVAC actuators from Parkeroffer very compact dimensions that canbe integrated into the limited spaceavailable. Parker also offers enoughflexibility to have non-standard portingoptions depending on how the actuatorwill be installed. Proven in applicationsand flexible in approach, Parker compactactuators represent the perfect choice invent control.

Another critical area in terms of HVACperformance revolves around valves thatare specified for controlling differentfunctions within the system. Again, this iswhere Parker’s engineering expertiseshines through. As a leadingmanufacturer of fluid control products,Parker’s current valve technologies havebeen refined over many years workingwith a wide variety of customers acrossdifferent sectors. This valuable experiencehas enabled Parker to develop valvesolutions ideal for deployment within rail

HVAC, like its range of condensation andfluid control valves that set the standardwhen it comes to operating performance.Delivering full control of fluids, thesevalves deliver high flow rates for coolingor heating of water as well as options withzero pressure differentials. Sealingtechnology utilised within fluid controlvalves has also been optimised to enableleak free performance, usuallymanufactured from stainless steel orbrass, the valves resist threats of corrosion,which can impair performance and cancause breakdowns.

“Parker is a long standing supplier ofpneumatic solutions for rail HVAC

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When you partner with the global leader in motion and control technologies, expect a new standard in control for passenger environments. From the range of solenoid valves, pneumatic compact actuators and fluid control valves, to bespoke solutions, Parker’s innovations are central in the creation of comfortable climatic conditions and superior operational reliability for optimum passenger experience during high speed journeys. So partner with Parker, and sit back and relax.

Together, we can provide the climate for a superior, more comfortable passenger experience.

Control valves for hot and cold fluids

temperature control valves Compact vent control actuators

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6

not a sufficiently compelling offer toencourage a significant behaviouralchange. Other incentives will most likelybe required that provide a materialbenefit to passengers – for example,guaranteeing best prices for journeys,offering more flexible season tickets orautomatically paying out refunds forqualifying delays.

There’s something in the move to smartfor public transport operators as well. Theimmediate advantage is in the potentialto reduce costs – fewer ticket printingmachines means fewer mechanicalbreakdowns of ticket readers. There is alsothe benefit from having the insight thatsmart ticketing data can give operatorsinto their passengers’ travel patterns. Andit can enable new pricing mechanismssuch as shoulder pricing, where a mid-price comes into effect between peak andoff-peak travel periods as a means ofbetter coping with demand.

The new kid on the block this year is theintroduction of contactless bank cardsinto transport smart ticketing. This bringsbank card issuers more directly into this

A vital element of this for rail and bustravel is the ticketing experience – howpassengers pay for and use services. PwC’slatest annual ticketing survey comes at akey point therefore, examining howtravellers currently use public transport, aswell as exploring their expectations forfuture services. And for the first time, theappetite for smart ticketing has overtakenthe preference for conventional, papertickets.

There is a double whammy that is puttinggreater emphasis on ticketing. First, from agovernment perspective, a growingpopulation and economy mean demandon the UK’s transport network continuesto rise. While new infrastructure willincrease capacity, it cannot do this quicklyand as a consequence, the near termchallenge is to get more out of existinginfrastructure. Second, passengers’expectations are rising sharply, promptedby the move to digital, in how they receiveproducts and services in other sectors.More dynamic channels are supportinggrowth in self-service – this is nowexpected as the default. Transactiontimes are coming down for purchasing

goods and for accessing services. And thisis driving a change in expectations for thepublic transport sector.

There has been significant progress in theyear since our last review of customers’public transport preferences. In London,buses went cash-free and Transport forLondon introduced contactless bank cardpayments. More smart card schemes werelaunched in city regions across thecountry. As a consequence, the necessityto purchase and hold a paper ticket isbecoming less relevant for many journeys.

The results of this year’s survey continueto be encouraging for advocates of smartticketing as an alternative to thetraditional paper or cardboard ticket.There is growing evidence of greater useof this type of ticketing and also improvedconvenience and service perception,which thereby supports increased usage.But while smart is moving in the rightdirection there is still some way to go;operators can do much more toencourage more customers to make theswitch so that the full benefits of smartticketing really kick in. Smart on its own is

AS THE ECONOMY RETURNS TO GROWTH, THE SPOTLIGHT IS NOW FOCUSING ON HOW OUR TRANSPORT SERVICES – ACROSS ALL MODES –CAN COPE WITH THE INEVITABLE INCREASED DEMAND. PWC DISCUSSES HOW RAIL CAN TAPINTO THE GROWTH IN PUBLIC TRANSPORT.

Smart Ticketing

7

• Convenience – 17% say they would beencouraged to use the train if it had atimetable more suited to their needs.

• Speed – 15% say they might use thetrain more if it were faster.

All of these are higher (if only slightly)than the equivalent figures last year. This isan encouraging indicator that theappetite to switch modes under the rightcircumstances is edging upwards.

Customer-related technologies fallingunder the banner of smart ticketing alsogenerated positive responses toward apotential change of mode. Some 6% ofrespondents said they would be moreencouraged to take the train ifinformation on ticket prices were easier tounderstand or if it were easier to purchasea ticket, implying that smart ticketing,coupled with associated tailoredinformation services, could be effective inincreasing rail use without needing toalter fares. With the emergence of mobileas a means for payment as well asaccessing passenger information, it isinteresting that 5% of respondents wouldbe encouraged to travel by train if theywere able to receive real-time journeyinformation on their mobile devices.

At first glance these figures towardsincentives enabled by smart technologiesseem small, but encouraging 5% oftravellers to shift from car to train wouldrepresent a significant uplift for publictransport operators. Indeed, the panoplyof responses to our survey suggests thatcustomers are alive to the possibility ofshifting to different means of transportand that there is much public transportoperators can do to offer attractivealternatives.

We wanted to understand whetherpassengers were taking advantage of thesmart ticketing options currently availableand, if not, what would persuade peopleto start using them. Of those who travelby bus and/or train, 56% normally use anordinary paper ticket for their journey. Thisis followed by 19% who use a dedicatedtransport smart card. In the future, only42% would prefer to use an ordinarypaper ticket for their bus/train journeys,

market. They already provide the paymentmeans behind many conventional ticketand smart card product purchases. Butthe new model being promoted by TfL inparticular brings them closer to theindividual transaction. There is an addedincentive for their involvement in smartticketing in that it should increasecustomers’ familiarity with contactlesspayment, thereby potentially acting as acatalyst for increased take-up ofcontactless card use in other sectors.

Consumers have their own reasons forchoosing to travel by a particular mode.Those reasons may change from day today, week to week or based on theweather, journey purpose, their personalcircumstances – a whole host of factors.Price remains high on the list for many,but it has dropped slightly this year. ForGeneration Y (18-34 year olds), price

remains a key factor in the mode decision.It is less so for older age groups, forexample just 19% of 35-54 year olds usinga car cite price as a reason for choosing amode and this figure drops further to 9%for those over 54.

We asked in our survey what wouldencourage people to travel by train. 30%said they would remain unpersuaded totravel more by train despite potentialincentives for them to switch modes. So70% of travellers could be persuaded totravel by rail more often if the mix ofincentives were right.

Aside from price, factors that wouldencourage more train travel include:

• Reliability – if the service departed andarrived on time, consistently, with 19%saying they would likely use the trainmore if this were improved.

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respondents would like to see car hireavailable at their chosen station. 8% wantcycle hire.

4. There is a market for online collectionservices linked to stations. Some 10% inour survey said that they would like to seeshopping collect / return services atstations. This figure was 22% for our 18-34year olds.

In conclusion, rail operators have a realopportunity to do more for theircustomers, starting with how they designand develop smart ticketing schemes.However, creating an appealing customerproposition inevitably requires an upfrontinvestment, with implications for anytransport operator’s business andticketing strategy. In tackling thesechallenges, transport operators and otherplayers considering entering the smartticketing market will need to consider thefollowing:

• Do we need to design for multipleticketing solutions to cater for changingconsumer preferences – ranging fromtraditional forms of cash payment tomobile or contactless bank cards?

• How can we take advantage of smartticketing as a platform for new marketingcampaigns and pricing models to attractnew customers and drive up demand?

• What are the cost implications and howcan investments be effectively managedto maximise return?

• How should any smart ticketingoffering link to other types of servicesprovided to consumers?

Having clarity on the answers to thesequestions will help operators and othersinvolved in the sector to develop acoherent and realistic vision that candeliver the smart ticketing benefits for allstakeholders – operators, governmentand passengers.

while 27% would like to use a dedicatedtransport smart card.

Combined, the future preference for theself-service modes of print at home,mobile device, smart cards andcontactless bank cards make up 45%,more than the future preference for papertickets (42%). And indeed the futurepreference for mobile devices increasedby 4% compared with passengers’ views ayear ago.

Ticketing is clearly important, but it is notthe only aspect of the passengerexperience that will impact futurepassenger numbers. If bus and train aregoing to offer an alternative to private caruse then they need to build a competitiveadvantage. To do that they need to build astrong customer service offering thatdifferentiates public transport from thecar. One way is by offering additionalproducts and services to enhancepassenger experience, increaseconvenience and/or build loyalty. So weincluded an additional question in oursurvey this year to explore some of these

potential value-added services. Itproduced some interesting findings:

1. People want to be connected andproductive while travelling. 37% and 23%of those surveyed would like Wi-Fi orpower sources respectively installed ontheir method of transport. When we focuson the 18-35 year olds alone, these figuresrise to 57% and 38%. So over half ofyoung people want Wi-Fi while theytravel.

2. There is appetite for a loyalty orrewards scheme on public transportservices. 30% and 16% of respondentssaid they would like to see a loyalty cardfor discounts on travel or the ability toearn discounts on other goods andservices respectively. This increased to40% and 26% for our younger polledcategory. Some train operators alreadyprovide some form of scheme, or link toexisting schemes, but the appetite forloyalty schemes looks set to stay.

3. A customer’s journey does not startand finish at a station. Some 9% of

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drum storage with unique locationidentification and 3,000 pallet locations atManchester plus a further 3,000 at BTSupply Chain locations. There are also 40contingency cable sites across the UK and50 warehouses across 22 countriesaround the world. Deliveries are nowcarried out by dedicated BT Supply Chainvehicles.

The Manchester based operation also hasits own materials and transmission testinglaboratories and carries out on-sitematerials recycling. BT Cables hasdeveloped and implemented a fullbusiness continuity plan underpinningsecurity of supply from raw materials allthe way through to finished goods.

The BT Cables businessphilosophy revolvesaround three majortenets;

1) Your business success depends onthe cables you use

Quality, service and price are always

However, total capacity utilisation oncurrent product sets is still only 58%which means there is continued scope forgrowth. Additionally, there is furtherinvestment in machinery to enhance theproduct range into quad constructioncables, suitable for European markets.

Outside of the production area BT Cableshas a cable cutting facility which can

process copper cables from 2 pairs up to4800 pairs and optical fibre cables. Thisfacility is currently handling an average of250 customer orders per day but has theability to increase customer orderhandling up to 400 per day - a further60%.

BT Cables also has a large warehouse anddistribution facility suitable for large cable

AGAINST A BACKDROP OF TARGETED INVESTMENT AND A MEASURED RECRUITMENTDRIVE, MANUFACTURING OUTPUT HAS INCREASED BY 13% YEAR ON YEAR.

The BT Cables story is oneof impressive growth andexpanding capabilities.

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means it has unparalleled reach and itspeople understand the business criticalnature of what it does and it’s a newplayer in the market with fresh ideasabout how to configure your supplychain.

So what’s next for BTCables?There is an absolute and continuing focuson delivering industry leading customerservice whilst extending the productportfolio in line with and to service newmarkets. It will drive at pace its expansioninitiatives across MENA and Europe andwork together to provide the bestproduct and service offerings across theindustry. There is a further commitment towork with YOU, its customers andpartners, to ensure growth and mutualsuccess and continue with its investmentin operations and people.

In summary this is what BT Cables hasto offer

• Confidence in reliability of supply of cables at competitive prices.

• Full support and backing of BT Group

• Ever increasing scope of products and service offerings.

• Unrivalled experience and a superb record in cable handling and logistics.

• Cable manufacturing expertise spanning more than a Century.

• A simple but effective philosophy and promise to our customers.

• Ability to optimise costs right across the supply chain.

• Most comprehensive BCP.

BT Cables – trust in our experience

utmost in a buying professional’s mindwhen looking to procure products.Securing quality is key to minimising riskand the high impact of failure andcollaborative forecasting with bettermanagement information helps managestock. BT Cables believes very strongly inpartnerships for mutual profit –it addsvalue through value engineering,providing stable pricing and using itsimproved buying leverage which leads toeven better pricing and delivers costbenefits through freed up cash flow.

2) Experience counts in cable sourcing

Generations of local people have workedin the BT Cables Manchester facility. It hasbeen a major employer in northManchester under its various ownerssince 1895 and when the need arises thecompany always looks to recruitexperienced professionals. In fact thesenior team’s combined experience is over100 years, and growing. The business isowned by a company which sets thestandards so whether the cable ismanufactured or sourced, you can trust inour experience.

3) You need a cable partner you can relyon

BT Cables is here today and will be heretomorrow. With its record of growth,innovation and technologicaldevelopment combined with the financialstrength of its parent company there issignificant reassurance in the BT brand. Ifthings go wrong occasionally, BT Cableswill always put the customer first, it strivesto do the right thing.

Supply PartnershipsComplementing BTCL in-housemanufacturing facility is a programme ofsupply partnerships with high quality

manufacturing companies across Europe& Asia. These relationships have beenbuilt up over many years with the resultthat exceptional quality and service areachieved.

This extended supply chain adds strengthand diversity to BTCL’s manufacturingcapability. Its team based in Asia ensuresthe highest levels of product quality areassured. A rigorous product inspection &release programme, regular audits and acommitment to work with its partners tocontinually reduce waste and take costout of the process, provide furtherevidence of BT Cables’ investment in itsglobal supply chain. BT Cables’experienced Technical team can facilitatetimely new product introduction with oursupply partners and dramaticallyincreases the scope of the productportfolio BT Cables can offer.

Encompassing the full end to end supplychain its Corporate & Social Responsibilityprogramme represents BT Cables’philosophy of only working with supplypartners who share a similar vision. This isenforced by regular assessments by theteam which is together supported by BTGroup Procurement Governance team.

BT Supply ChainBT Cables is closely aligned with BTSupply Chain and in fact shares the sameManaging director, Nick Hale. BT SupplyChain is the partner of choice across BTand has a fast growing external customerbase. It consists of two nationaldistribution centres, 10 transport hubs, 85safety testing centres, 98 forward stocklocations, a dedicated transport fleet and850 supply chain professionals andhandles 30,000-40,000 customer ordersdaily. Nick believes the way you manageyour supply chain can deliver acompetitive edge. It already underpinsBT’s many B2B and B2C needs, which

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specified in function of specificcomponents ("R") and determineflammability, flame propagation, smokedensity and toxicity of the combustiongases. The standard determines three risklevels, so-called hazard levels (HL), ofwhich HL3 applies the most stringentcriteria.

One focus of the portfolio of BayerMaterialScience for rail vehicles are sheetsof PC + ABS blends. For example,Bayblend® MTX complies with the newEuropean standard for parts such asceiling or side wall panels (R1) with a HL-2classification (2 to 2.5 mm thickness). Alsofor seat components (R6) it meets therequirements of HL 2 classification (2 to2.5 mm).

Bayblend® FR3030 is particularly suited tocomponents of electrical equipment(R22). Its excellent fire resistance manifestsitself in a HL-3 classification (1.5 to 3 mm)for these applications. At the same time,the sheet material is a good example ofthe excellent mechanical property profilethat distinguishes PC + ABS sheets. It

Public transport by train, metro and tramsis gaining importance worldwide. This isespecially true for rapidly growing urbancenters, in which the mobility of growingnumbers of population must be ensured.What is needed is an attractive, stylish yetfunctional interior of railway vehicles, sothat the passengers feel comfortable.Great emphasis is placed on the highestlevel of fire safety.

Thermoplastics asalternativeAs already evidenced by manyapplications, polycarbonate (PC) and itsblends can meet this requirement profileat a high level. With their properties, theyhelp the railway suppliers to produceflame retardant, durable, environmentallyfriendly and recyclable interiorcomponents at reduced system cost inshort cycle times. The high ductility ofthese thermoplastics opens up greatfreedom in the design of the components.Their low weight also reduces the energyconsumption of the vehicles.

Because of these advantageous materialproperties, Bayer MaterialScience hasdeveloped a wide range of injectionmolding and extrusion materials andsemi-finished sheets based on PC and itsblends for interior components of railvehicles under the trade namesMakrolon® and Bayblend®. The range istailored to the needs of differentapplications in the railway industry, andespecially to the requirements for fireprotection. In the European Union therecently introduced standard "EN 45545 -Railway applications - Fire protection onrailway vehicles" has harmonized the firesafety regulations with requirements at avery high level.

Good results followingEN 45545The new standard increases in many areasthe fire protection level compared to therequirements of the current nationalregulations. The hazard level andcorresponding requirements aredetermined by the type of rolling stockand the type of rail transport. Tests are

Focus on fire safety,design and economicbenefits

BESPOKE PLASTIC MATERIALS FOR RAILWAY INTERIORS

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Global presence with aregional focusWith its global presence BayerMaterialScience has extensive knowledgein the market segment rail vehicles. Thecompany offers material solutions whichcorrespond with the specific requirementsof certain countries in terms of flameretardants. Furthermore, it is present in allmajor economic regions with productionsites and service centers. Therefore,customers can be served anywhere in theworld quickly and reliably.

offers very high impact strength in a widetemperature range. With about 2,650 MPaits modulus of elasticity for anunreinforced material is high. This makescomponents made out of this materialstable and unbreakable.

Its fire resistance is based onenvironmentally friendly flame retardantsthat meet the requirements of thehalogen content according to VDE 0472part 815. It should be emphasized thatBayer MaterialScience in principle designsand optimizes its range of flame retardantproducts in such a way that it reflects theneeds of customers for environmentallyfriendly products.

High flame resistanceto US-NormBayblend® MTR (Mass Transit Rail) sheetsare tailored to the requirements for flameresistance of the US and Chinese markets.With their fire resistance, low smokedensity and low toxicity of thecombustion gases, they provide a highlevel of fire safety in interior parts of railvehicles. They meet the requirements ofthe US standard for railway applications(NFPA130) with regard to the testsspecified in ASTM E 162 and ASTM E 662,which evaluate the surface spread offlame and flame propagation related tothe combustion gas development.

No painting requiredBayblend® sheets are colored through andthrough, and available in numerouscolors. Parts made from these sheets nolonger have to be painted. As a result,scratches are less apparent, which adds tothe longevity of the interior fittings. Onthe other hand, components made ofsheet molding compounds (SMC) requirepainting. As a consequence, their surfacescannot be provided with certain grains ortextures, unlike colored PC blend sheet,which therefore offer considerably greaterfreedom in the design of interior parts.Bayblend® sheets can also be providedwith an anti-graffiti layer.

High light diffusionAlso for applications in the field of interior

lighting of rail vehicles, BayerMaterialScience offers injection mouldingmaterials next to translucent andtransparent sheets. Makrolon FR DXsheets possess optimized light scatteringbehavior ; when used as cover for LEDlamps they provide a homogeneous,bright and pleasant lighting in the interiorof the vehicle. They have excellent flameresistance in line with R4/HL3classification according to EN 45545 .

EconomicthermoformingMakrolon® and Bayblend® sheets areprocessed by thermoforming. Thismethod provides medium to large partswith good surface quality and low weight.Especially in the case of small to medium-sized production runs it offers costadvantages over SMC, but also incomparison to sheet metal, aluminum orpolyurethane systems, due to the lowtooling costs. In contrast to SMC andother thermosets no smoothing orpolishing of uneven, faulty componentareas is necessary. Thermoforming onlyrequires short cycle times, while forthermosets rather longer cycle times aretypical due to the curing process.

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specifically developed for the Rail Sectorutilising the knowledge gained throughour relationship with this sector overmany years.

The product is dimensionally in line withEN854 R3 specification with a range ofend coupling options in a variety ofmaterials including mild steel, stainlesssteel and brass , specialised end fittings tocustomer specifications can also bedeveloped if required.

We are also able to offer specialisedpackaging solutions including the kittingof components if required to facilitatesingle source purchasing.

Investment in new technologies meansthat our customers have access to lasercutting and profiling , electric andhydraulic bending , robotic bendingcapability , brazing , orbital welding ,robotic welding , tunnel brazing.A range of surface finishes are availablefrom electro plating to powder coatingand painting.

Hose terminations are available instandard formats utilising materialsspecified by the customer and our

technical engineering experience allowsus to produce bespoke solutions forcustomers if required.

Working closely with the Railway Industryfor many years has provided us with awealth of experience and knowledgewhen it comes to developing solutions forrolling stock and associated equipmentand components , a recent developmentis the introduction of a new hose meetingthe requirements of NF F 16-101 – BS6853and EN45545-2 the hose has been

PART OF THE HIFLEX EUROPE GROUP ARGUS FLUIDHANDLING LTD BASED IN THE UK AND ARGUSFLUIDTECHNIK BASED IN GERMANY SPECIALISE IN THE MANUFACTURE OF HOSE ASSEMBLIES AND RIGIDTUBES AND ASSOCIATED COMPONENTS FOR THE OEMMARKETS ACROSS THE WORLD.

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If you look at the emerging economicsuperpowers like China, they are investingmassively in brand new state of the artinfrastructure and trains to serve thismodern commuter. Back in blightymeanwhile, the plans for HS2 seem tohave been met with a mixture ofcontroversy, fury, disbelief and if we’rehonest a deep-rooted cynicism that bythe time Britain does get a high speedtrain another country will have built afaster one in half the time and with halfthe investment! So how do we get thebest out of the existing rail infrastructurein this country and how can rail serviceskeep up with the changing demands of atech savvy and inter-connected society?The answer surely lies in embracingtechnology: if we can’t change theinfrastructure quickly then we need toconnect with passengers in real time, allthe time.

WHEN I THINK ABOUT THE FUTURE OF RAILTRAVEL, I CANNOT HELP BUT CONSIDER THAT INBRITAIN WE HAVE A VERY OLD INFRASTRUCTURECOMBINED WITH AN INCREASINGLY DEMANDING24/7 CONNECTED PASSENGER WHO DOES NOTLIKE TO COMPROMISE.

How can rail services keepup with the increasing demands of a tech savvy and inter-connected society?

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from passengers to design and deliver aservice that people want to use and enjoyusing, rather than just part of a necessarycommute.

About the authorSteve Cassidy is director of future mobility atESP Group

http://the-espgroup.com/

Plugging theinformation gap: therole of travel appsConsidering the amount of travel appsthat are available to customers, it wouldmake sense for transport operators tojump on board and adapt their way ofdoing things. Today’s travel industry is allabout ease of mobility and accessibility,and thus travel apps or web-basedcustomer support applications lie at theheart of the future of rail travel. It’s quitesurprising to many to discover thatTransport for London (TfL) have notdeveloped any of the 362 travel appscurrently on the London market – ratherthey have enabled developers to exploittheir data to get close to the customer. Tokeep up with the demands and thechanging needs of customers, operatorsmust think ‘out of the box’ in order to stayrelevant. Rail providers need to be open-minded and creative to improve theirservice delivery: understanding value incurrent and future users’ terms. During‘hack day’ events computer programmers,software developers, interface designersand graphic designers come together tocollaborate on software and servicedesign projects. There are currently eventsin place like OpenHack London wheretech experts meet up to brainstorm,program and code together on softwaredevelopment programs. Rail operatorsand travellers need to collaborate and co-design apps and services - developingecosystems of innovation which willadapt to changing needs throughoutfranchise periods to develop their owntravel apps and services. This will fill theinformation void that exists betweencustomers and rail operators. I believe thatthe way to fill that gap is to improvecustomer accessibility to rail transport andtravel information services. Given that the rail industry is embracingsmart cards and the use of smartphonesfor passengers to start their journey, moresophisticated apps and somethingresembling more of a personal conciergeservice is the logical next step in thiscustomer journey. Passengers want real-time, no noise information, 24/7 toforward plan a journey and, moreimportantly, to make alternative plans

when Plan A fails. This information needsto go beyond providing alternative railtravel information – rail operators need toview the passenger from the passenger’sperspective – often rail is only a small partof the overall journey for a passenger.What if a rail operator could help apassenger re-plan the journey to their enddestination using multiple modes oftransport?

The experience of railtravelWhen I think about today’s increasinglydemanding consumer, I can’t help butthink that rail operators need toremember what makes travelling by trainso special. With cheap air fares and betterbus services, rail operators need to reallythink about what makes rail travel uniqueand focus on delivering it. Unfortunately,the best coastal views or the experience oftravelling on bridges that are landmarksof civil engineering will all beovershadowed by a bad journey and poorpassenger experience. Rail operators needto get closer to their passengers andunderstand what they expect from a trainjourney and make sure they meetpassenger expectations. Whether that ismodern expectations such as better wificonnectivity in carriages or basicexpectations like a decent buffet serviceand dare I say it clean carriages and toilets.I was surprised to find that as part of itssuccessful bid for the East Coast , Inter CityRails committed to ‘cleaner’ trains – surelyin the 21st century we should be able toassume that certain things are a given.

Making life simple forpassengersI started by considering the ageinginfrastructure of the British rail networkand how that is potentially incompatiblewith the expectations of the moderntraveller. I’m going to end by concludingthat rail operators should aspire to makelife simple for passengers. Embracemodern technology to connect withpassengers, use that technology to keepthe dialogue open – communicate real-time information when it is needed andseek feedback at all times. Listen and learn

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The challenge for Pandrol was a shorttunnel between the towns of Stow andGalashiels. Pandrol had less than 8months to finalise the design, completetesting and production tooling, andsupply the new system to the sleepermaker; RAIL.ONE in Germany, to beincluded as part of the cast-in sleeperpackage for the RHEDA 2000 slab tracksystem.

The Bowshank tunnel is cut through apromontory of rock around which theGala Water river negotiates a tight bend inthe valley floor. The tunnel is aligned on atight horizontal curve of 500 metres radiusfor the twin tracks which form a passingloop in the mostly single track route.

The modern requirements for extratrackside equipment in the tunneltogether with the need to increase theline speed above the original Victoriandesign; meant that extra dynamic gaugeclearances were needed. This could onlybe achieved by lowering the level of trackwithin the tunnel by 600 mm.

In order to fix the track into this tightenvelope, it was necessary to use aconcrete slab track to achieve the higher

A major track reinstatement project inScotland provided a significant challengeto the Pandrol team when Network RailScotland requested the installation of thenew track fastening system which was inthe final stages of development.

The Borders Railway is be reopened withfunding from Transport for Scotland withNetwork Rail Scotland leading the designand build project from their headquartersin Glasgow. The old Waverley route, wasclosed in 1969 and leads from EdinburghWaverley station southwards towards theScottish Borders, through Galashiels andterminating at Tweedbank, which is justnorth of Melrose.

Whilst many of the original structures and

empty track bed remained, somesignificant new structures and alignmentare needed on the southern outskirts ofEdinburgh before the route follows thevalley of the Gala Water. Network RailScotland was determined to achieve atrack design using a single fasteningalong the whole length of the newlyrelayed track, including on and throughthe structures. This would benefit therailway operation of the route by needingfewer spares and reduced types of tools.

The majority of track length is plain lineballast track using Type G44 concretesleepers, which use the Pandrol FASTCLIPsystem as the standard fastening. Thisdetermined the preferred clip type for thewhole route.

PANDROL TEAM WORK COMPLETES DEVELOPMENT AND FIRST INSTALLATIONIN RECORD TIME

The Borders Railway& Bowshank tunnel

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and confidence. The whole of the track inthe tunnel was completed by the end ofAugust.

The Pandrol team returned to the site ontwo further occasions, the first abouthalfway through the track laying, andfinally after the completion of theconcrete slab track. The final installationproduced an excellent alignment throughthe tunnel. The track is tightly curved andcanted about 100 mm, so the final jobshows adjacent tracks; separately cantedand split by a central drainage channel.The clips and shoulders are bothSherardised finish for corrosion protectionin the wet tunnel, which has been knownto flood in history. The worst record was1891 when the track was submerged by300 mm in flood water from the GalaWater river.

The track commences the firstcommissioning runs early in 2015, withthe formal start of train services followingthe opening of the route on 3 September2015.

cant and cross fall to allow good drainage,whilst maintaining the tunnel clearances.

In choosing the RHEDA 2000 system andspecifying the Pandrol ‘FCA’ system toachieve mostly interchangeablecomponents and standard tools, NetworkRail Scotland forced the need for a rapidprogramme of tooling, inspection, testing,fit and function assembly with the sleepermaker in Germany, and finally training theinstallation team in Scotland.

The Pandrol team moved into action inNovember 2013, placing orders for thenew designs with specialist suppliers, andpreparing for final laboratory testing. Bythe end of August 2014 the track in theBowshank tunnel was complete andawaiting the connections with the ballasttrack at both the northern and southernportals. How was this achieved?

It was possible to accelerate the normaltime for tooling by rapidly producing lowvolume tooling; sufficient for the shortlength of the track in the Bowshanktunnel, so that first samples were availablefor the initial assembly trial in Germanyduring January 2014. The fit and functionassembly comprised a short track panel of6 sleepers and 3.2 metres sections of size56E1 rails specially taken to the RAIL.ONEsleeper factory outside Dresden. ThePandrol team carried the rail in thePandrol Track Support van driving the1500 kilometres to Dresden fromWorksop, together with all the toolsneeded for rail handling and clipinstallation. Measuring equipment wasused for applying the correct torque tothe bolts and adjusting the track gauge.

The success of the first assembly triggeredthe production phase to move aheadimmediately. All Pandrol ‘FCA’components were despatched toGermany for assembly with the sleepers.The sleeper production commenced inFebruary and ran to the end of April, withsleepers being despatched to site at theend of April.

The main contractor is BAM Nuttall, whichis very familiar with the Pandrol FASTCLIPsystem for ballast track as delivered on theType G44 sleepers. Whilst many of the

components and the appearance of thePandrol FASTCLIP ’FCA’ system is almostidentical, some significant differences inthe site methods are necessary to installthis slab track. This promoted the Pandrolsupport team to visit the site in order tobrief the installation gang.

Using the sleepers previously delivered tosite, the briefing and demonstration tookplace in the middle of July just prior to theprogrammed start of the track installationin the tunnel. A track training panel wascreated and 20 metres rails used to createthe track. The panel was used todemonstrate the latest installation andextraction tools which work for bothstandard FASTCLIP as well as the new‘FCA’ system. Rail turning bars andsleeper lifters were also demonstrated sobest practice for the handling andaccurate positioning of the rail could behighlighted.

The installation of the track in the tunneland the pouring of the mass concretearound the carefully jacked and alignedtrack panels preceded at an acceleratingpace as the track team gained experience

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delay. Individual measurements can begrouped together for projects and theresults sent directly by email to themonitoring body or the ordering party.

The right measuringdevice for everyrequirement

Naturally RAILSTRAIGHTS meet all theprevailing standards for the electronicmeasurement of welded track andcorrugations including all of theregulations of the DB, EN and theNetherlands quality index. The devices arenot limited to straight rails, they can alsobe used on curves and measurements arepossible in particularly important areas formaintenance such as switches andintersections.

PRECISION MEASURING DEVICES – HIGH-ENDRAIL MEASUREMENT FOR THE RAILWAY NETWORKS OF THE FUTURE

RAILSTRAIGHT

Modern technology is also increasinglyfinding application in the area of railwayengineering to enable railways to handleever higher loads and meet thechallenges of the future. Increasingpassenger levels and higher cargovolumes lead to higher speeds, higheraverage axle and wheel loads and tighterschedules. The result is three challenges:on the one hand the network is subject toconsiderably more wear whereas on theother hand the time slots available formaintenance are continually becomingsmaller. In addition, the regulatoryauthorities require more and more digitaldocumentation of the maintenance andsecurity status of the railway networks.The new RAILSTRAIGHTS fromGoldschmidt Thermit offer the perfectsolution to check the straightness of rails.This can be for new rails or maintenancewhere the straightness of the weldedjoints, insulated or fishplate joints ischecked. In the course of maintenance theformation of corrugations can also beanalyzed before or after grinding work.As well as the highly precise electronicmeasurement, the devices also impresswith their easy handling and innovativecontrol via an app.

RAILSTRAIGHT APP:excellent precisionmeasurement usingyour smartphone

Using our award-winning RAILSTRAIGHTAPP we can in future offer our customers

even more comfort in the measurementprocess using our RAILSTRAIGHTmeasuring devices. It takes just twominutes to install the diagnostics softwarewhich runs on the Android operatingsystem – regardless of whether asmartphone or tablet – with the appoffering an intuitive user interface withon-screen help texts. The app which isfree for customers enables the display oftest reports of longitudinal profiles of therunning surface and running edge withthe support of user defined specificationsand the creation of PDF reports on atablet or smartphone which can be sentby email. Furthermore, remotemaintenance per log file and mailing andGPS position definition is possible.This means that it is possible to record thecondition of the track in a short time –depending on the local conditions andalso without track possession – and todocument this electronically without a

1. RAILSTRAIGHT COMPACT: straightness measurement to check welding work, fishplate joints and insulated rail joints with alteration-proof electronic documentation of the acceptance results.

2. RAILSTRAIGHT DUAL: simultaneous measurement of the running surface and running edge for even quicker straightness measurements when inspecting the status of the rails, or for example for quality assurance with a flash butt welding device.

3. RAILSTRAIGHT WAVE: in addition to straightness measurement also measurement and documentation of corrugations in coordination with the required grinding or milling work or for the final acceptance.

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– digital rail thermometer which

automatically transfers the rail

temperature for each measurement to

the RAILSTRAIGHT APP

– magnetic holder for improved hold on

the rail

Advantages of the newRAILSTRAIGHTmeasuring devices:

• Highly precise measurement of thestraightness and with WAVE also theanalysis of corrugations with differentwave lengths on the surface of the rail upto a distance of 5 meters

• Robust design for daily use on rails withsilicon end covers to protect the devicesfrom shock damage and for maximumnon-slip

• Compact, light design with ergonomichandle, delivered in practical neoprenecarrier bag for easy transport

• Designed for operation by a singleperson, without the need for a longfamiliarization process

• High performance internal lithium ion

battery, rechargeable via micro USB fromthe main power system and from car; withadditional alternative power supply usingAA batteries for a longer operational time

• Adjustable stoppers allowingadjustment to different rail profiles andcorrect measurement of the running edge

• Innovative RAILSTRAIGHT APP tocontrol RAILSTRAIGHTS via Bluetooth withAndroid device and automated datatransfer for immediate documentation ofthe measurement values and clearpresentation as a graph

• Creation of individual PDF reportsthrough input of specific data such as therail profile, speed class, direction or nameof the welder, also with own companylogo

• Possibility of immediate wirelesstransfer of the report by email.

• New optional accessories:

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If the world fails to change its mobilityhabits, the future could be bleak:estimates suggest that by 2050, urbandwellers will spend, on average, twice aslong in traffic jams as they do now, air andnoise pollution will increase massively,urban mobility systems will use five timesmore of the planet’s bio capacities thanthey did in 1990, and overloadedtransport infrastructures will present amajor obstacle to economic growth. Thankfully, progress in improved publictransport is already being made in manycities, but public financing limitations andsystem complexity remain challenges.Addressing this requires coordinated

François-Joseph Van Audenhove, OleksiiKorniichuk, Lucie Lammens

All around the world, people are flockingto cities. This will be accompanied bymassive growth in urban traffic, which isexpected to triple by 2050. What are thefuture business models of urban mobilitythat can drive necessary innovation acrossthe ecosystem? This article sheds somelight on the possibilities, referring toArthur D. Little’s new study, “The Future ofUrban Mobility Study 2.0”.

Both now and in the future, urbanmobility poses a massive challenge, butalso a great opportunity for business.Drawing on Arthur D. Little’s “The Futureof Urban Mobility” study, carried outtogether with UITP (the InternationalAssociation of Public Transport), thisarticle briefly summarizes some of the keytrends, and focuses on the opportunitiesfor businesses to benefit as partners ofextended urban mobility ecosystems.

The urban mobilitychallengeAll around the globe, people are flockingto cities. In 2007, for the first time, UNpopulation figures showed that morethan half of the world’s population lived inurban areas. That proportion is set to riseto 60% by 2030 and 67% by 2050. This willbe accompanied by massive growth in

the number of individual journeys takendaily, leading to increasing demand forboth passengers and goods mobility,which is expected to triple by 2050.

At the same time, customers’expectations for fast, reliable, convenientand individualized services have beenincreasing, as has been the mix oftransport modes and services offered tothem, a trend that is likely to continue.Similarly, customers are increasinglyconcerned about the sustainability oftheir modes of travel, and some areprepared to avoid certain transportmethods because of this.

OPPORTUNITIES WITHIN EXTENDEDMOBILITY ECOSYSTEMS

The future ofurban mobility

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urban mobility strategies and thefragmented structure of urban mobilitysystems.

Urban mobility strategies do not fulfillexpected requirements and lackintegration. Strategies lack clear visionand strategy, mobility interlinks poorlywith other urban strategies such as CO2reduction, regional mobility systems havelimited integration, and mobilitystrategies lack private sector engagement.Structure is too fragmented, not allowingfor system-level innovation andcollaboration, and can even be hostile toinnovation and lack integration and agilityto adapt to changing demands.

Tomorrow’s superior mobility systems willrequire a network of interconnectedmobility solutions with “one face to thecustomer”. In order to achieve this, publictransport authorities and operators willneed work closely with each other and setup ecosystems with other players in orderto deliver innovative mobility solutions.

effort from many public and privatetransport stakeholders, and systeminnovation is the key. Technologicaladvances such as digitalization offer hugepotential opportunities for specializedplayers, not only in the public transportsupply chain, but also in other areas suchas automotive, financial services,telecoms, and other digital sectors. Butthe complexity of setting up ecosystemsposes a barrier to innovation: in particular,who pays and who benefits? In otherwords, what will the future businessmodel(s) of urban mobility be thateffectively drive innovation across theurban mobility ecosystem?

Arthur D. Little’s Urban Mobility Indexassessed the mobility maturity andperformance of 84 cities worldwide,based on a set of 19 criteria. The mobilityscore per city ranges from 0 to 100 indexpoints; the maximum of 100 points beingdefined by the best performance of anycity in the sample for each criterion.

The results are shown in Figure 6 and find

that most cities are badly equipped tocope with the mobility challenge ahead. Itmay be seen that although significantprogress has been made in areas such asshared mobility, sharing of cars and bikes,penetration of mobility smart cards anddevelopment of integrated mobilityplatforms, the global average score is stillonly 43.9 points. This means that, onaverage, cities achieve less than half thepotential that could be reached todaywhen applying best practice across alloperations. Even the city with the highestscore, Hong Kong, with 58.2 out of 100,still has a significant way to go.

Barriers to progressA comprehensive review of technologiesreveals sufficient availability of solutionsto address mobility challenges. So, giventhe scale of the looming crisis, what’sstopping further progress from beingmade?

The two main barriers to superior mobilityperformance relate to the inadequacy of

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In this integrated ecosystem, a criticalrole is that of “integrated mobilityplatform operator”, responsible forplanning, booking, payment andbilling, thereby ensuring “one face tothe traveler”. From a business point ofview, integrating different transportmodes while ensuring real-timeinteraction with the customer requires:

• Creating and operating a platform that,via application programming interfaces,integrates the routing, booking andpayment services of different mobilityproviders.

• Operation of a smartphone app thatenables end users to access the platformand thus plan, book and buy theirmultimodal journey with a single click.Key success factors for setting upintegrated mobility platforms include:extended ecosystem stakeholdermanagement, devising a profitablebusiness case, and technologyintegration.

Four dimensions forsustainable urbanmobility systemsOur research into good practicesaround the world’s cities shows fourkey dimensions that need to beaddressed to put sustainable urbanmobility systems in place:

• Visionary strategy and ecosystem:City authorities need to develop a politicalvision and clear urban mobility objectivesin order to inform strategic priorities andinvestments. Transport authorities alsoneed to consult, engage and win supportfrom other (public and private) mobilitystakeholders to ensure broad backingfrom all parties involved.

• Mobility supply (solutions andlifestyles): Cities need to further extendtheir mobility offerings, in terms of bothcapacity and quality of services, and adaptfrom “delivering transport” to “deliveringsolutions”.

• Mobility demand management:Mobility demand management is adelicate discipline that can easily meetstrong resistance if not properly plannedand executed.

• Public transport financing: Devisingthe right funding mix is critical, andsecuring adequate funding in the contextof budgetary pressure means thinkingoutside of the box.

A system-level approach across these fourdimensions is critical: sustainableimprovements to a city’s mobilityperformance requires simultaneousimprovement of each of these fourdimensions, since the weakest link willinfluence overall mobility success.

Due to the complex nature of theproblems at hand, separate optimizationat sub-system level has limitations and willgenerally not impact overall urbanmobility performance. System-levelcollaboration between multiplestakeholders of different types is oftenrequired, leading to numerous partnersbeing involved in urban mobility

ecosystems. As well as the usual groups,such as transport authorities, transportoperators and infrastructure providers,other mobility providers and specializedplayers from other sectors can contributeto, and get benefits from, urban mobilityecosystems, as shown in Table 6.Ultimately, the success of any urbanmobility strategy depends on how wellecosystems can be shaped to encourageinnovative business models andintegrated solutions. In an effectivemobility ecosystem, all groups involvedare clear on what their roles are and howvalue will be created. This impliesmapping financial streams (e.g. salesrevenues and concession fees) betweenthe ecosystem’s core members, as well asassessing the value creation onenvironmental and social levels. Development of integrated mobilityplatforms for personal mobility typicallyrequires negotiation of a complex web ofrelationships with a wide mix of publicand private stakeholders, as illustrated inTable 7.

Arthur D. Little Future of Urban Mobility Lab

The Future of Urban Mobility (FUM) Lab, launched in 2010, is Arthur D. Little’scontribution to tackling the urban mobility challenge. With this lab, Arthur D.Little aims to support cities and nations in shaping the extended mobilityecosystems of tomorrow and facilitate an open dialogue between urbanmobility stakeholders. The first global “Future of Urban Mobility” study,published in 2011, highlighted the mobility challenges cities face on aworldwide basis and introduced the first Arthur D. Little Urban Mobility Index,which assessed the mobility maturity and performance of 66 cities worldwide,and triggered high interest within the industry across the globe. January 2014saw Arthur D. Little release the second version of the “Future of Urban Mobility”study, including an updated version of the Urban Mobility Index, with a widerscope of 84 cities worldwide as well as an extended set of criteria. The indexfinds most cities are still badly equipped to cope with the challenges ahead,indicating there is still significant potential for improvement. Arthur D. Littlehighlights what is holding cities back, and, together with its partner the UITP –the International Association of Public Transport – identifies three strategicdirections for cities to better shape the future of urban mobility. The study alsodescribes 25 imperatives to consider when defining sustainable urban mobilitypolicies and feature case studies of cities demonstrating good practice.

For more information please contact François-Joseph Van Audenhove(vanaudenhove.f@adlittle.com)

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Three examples of integrated mobilityplatforms worth mentioning include:

• SMILE (Vienna) is a multimodal mobilityplatform and application run by the City ofVienna. Vienna’s mobility integration approachinvolved a web of about 30 players, includingmobility service providers (urban transport, rail,car, bike sharing, taxi and parking), connectivityproviders, systems integrators and energysuppliers.

• Goroo (Chicago) is a multimodal journeyplanner in the Chicago Metropolitan Regionthat was developed by the local transportauthority in collaboration with the publictransport operator, the traffic authority, thetourism bureau, the parking services provider,the regional transportation department andother stakeholders.

• Moovel (Daimler, Germany). AutomotiveOEM Daimler, which is active in the multimodalmobility business, developed its digitalmobility assistant, “moovel”. This is focused onits captive car-sharing service, car2go, as well asother third-party mobility services, such astaxis, public transport, bike sharing andcarpooling.

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Your advantages at a glance:

• TimeEarliest possible obsolescence information which could affect you. No manufacturer is obliged to provide you with this information in timely manner.

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• StrengthIf several members are faced with the same obsolescence problem, you could act together and thus streng then your position on the market.

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Acute obsolescence management casesare publicly displayed and discussed for allmembers Useful information could beuploaded with a a special attachmentfunction. All members can activelyparticipate by using the commentfunction on all topics and share valuableinformation. Together members could

develop a problem solution or providemembers with a spezific and adaptableproblem solution for free.

The membership for the ObsolescenceManagement Portal is at least 12 months.During this period, all registered membershave unrestricted access to all contentand information on the portal and couldcontact other registered members andexchange information at no additionalcharge.

Members benefit from the knowledgeand experiences of other registered users.As the AMSYS obsolescence software, theportal uses the designation system forrailway vehicles according to EN 15380-2.With the help of this classification,problems, analyzes, costs and solutionscan be directly assigned to a classificationcode. The advantage of this designation isthat the respective code is unique andstandardized throughout Europe.With the use of the portal, timelyinformation or adapted solution in case ofobsolescence problems can result inseveral thousand Euros savings formembers.

THE PORTAL PROVIDES ALL OPERATORS OF RAILVEHICLES, AS WELL AS NATIONAL AND REGIONALTRANSPORT COMPANIES THE OPPORTUNITY TOSHARE SPECIAL OBSOLESCENCE INFORMATIONAMONG ALL REGISTERED MEMBERS.

Obsolescence webportal rail

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contractors in the rail sector for over 20years, ensuring engineers have the rightknowledge, skills and legal certificationrequired to work in the rail industry.

Discover the outstanding rail trainingcourses that TQ Catalis can provide to your business by visitingwww.tq.com/technicalTel: 0845 880 8108 Email: technical@tq.com

TQ are proud to announce that followingan inspection by the National SkillsAcademy for Railway Engineering(NSARE), we received an outstandingclassification in every area. The inspectionlooked into capacity to improve, learneroutcomes, quality of provision andleadership and management, all of whichachieved this outstanding classification!

NSARE was established to help tacklecurrent and future skills requirementswithin the railway engineering industry.NSARE work with businesses tounderstand their demand for technicalskills in the workplace ensuring thattraining providers are delivering what theindustry needs.

We are thrilled to receive outstandingrecognition in all the categories, which asyou may expect is very rare for a trainingprovider to achieve.

NSARE commented, "TQ's training isconsistently of the highest quality andeffectively balances underpinningknowledge, safe working practices andpractical tasks" NSAREBruce Cantrill, head of TQ Technical andVocational, praised TQ for theircommitment to training quality. "We aredelighted to have been graded asOUTSTANDING in every single categorywith the latest NSARE inspection. Thisincluded our assessment capability, which

also received an OUTSTANDINGclassification and we feel these resultsvindicate our claim to be a leadingprovider of rail training in the UK. Movingforward, we will continue to work hard tocommit to these fantastic achievementsand maintain them." Bruce Cantrill –Director of TQ Technical and Vocational.As TQ progress in years to come, we aimto achieve this outstanding level asstandard, ensuring our training is of thehighest quality and we remain industryleaders across the board.

TQ have been providing training solutionsto thousands of businesses and

TQ RECEIVE OUTSTANDINGCLASSIFICATION FROM NSARE

An Outstandingtraining provider

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Infotec Managing Director Tim Court says:“We have the capability to manage whatclients are looking to achieve but thedegree to which they use this is entirelyup to them.

“We strive to offer completely open andflexible products and approaches.”

Over its 23-year history Infotec has aproven track record in manufacturingpassenger information displays to meetcustomers’ needs in the rail, tram, on-vehicle and bus sectors, both in the UKand overseas.

The entire Infotec range, manufactured atits headquarters in Leicestershire, employsstandard components, open protocolsand architectures in order to createdisplays that meet specific client needs.

At a recent conference, Infotecdemonstrated this open approach withexamples including P1124 platformdisplays (those on view had white LEDsand offered text to speech (TTS)functionality); and full matrix LED on-vehicle displays similar to thoserecently developed by Infotec for thelight rail system serving JFK Airport inNew York, USA.

AN OPEN APPROACH TO PASSENGERINFORMATION DISPLAYS

Bottom Image: Infotec provided the main board for the Kings Cross redevelopment.Top Image: Infotec manufactures a comprehensive range of on-vehicle displays.

An increasing number of clients arebenefiting from the “open” approach toelectronic information displays providedby Infotec Ltd. The British company’s in-house design and manufacturingcapabilities enable customers to get thesolution they need without extensivetime-consuming and costly adaptations.

Infotec’s newly-developed T Series rangeof TFT displays offers customers a tool thatcan work for them. The Linux/Androidplatform is open for customisation whilstan optional SSP (Infotec’s SoftwareSupport Package) allows programmers touse standard languages such as C/C++.

Infotec’s Genius scripting can be used forultra-low bandwidth applications such aspassenger information displays whilst theHTML5 compliant browser offersnumerous possibilities to today’sprogrammers. Infotec also offers amonitor-only variant of the product withstandard HDMI input.

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We hope you have enjoyed our latestRailway-News Magazine, be sure tolook out for our next edition. We are now producing a magazine on a quarterly basis so please do nothesitate to contact at al@railway-news.com if you would to feature yourlatest technology in an upcoming edition and also please take a look atwww.railway-news.com for all that latest Rail news, events andtechnology.

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