Cloud

Data-driven maintenance: taking rail profiling to the cloud

Lifting data from the digital grave and into the cloud has opened up possibilities for rail maintenance. Autech explains how.

Twenty years ago, Swiss rail maintenance machine manufacturer Autech began providing its customers with an innovative way to measure their tracks. Using electronic measurement data collected by maintenance and measurement machines, rail infrastructure owners and operators could see the cross-sections of their rails, enabling an understanding of the wear and tear of this critical infrastructure.

Despite having this data on hand, CTO of Autech, Peter Merz found that it was not being put to use.

“What we saw is then they piled up the data, they printed it out and put it in the archive, and basically this data was lost.”

While some aggregated data was put into enterprise resource planning (ERP) systems, the fine-grain measurements that could provide a maintenance engineer with insights were unavailable.

“The individual measurements were deleted or put in a storage system and were buried in the digital grave,” said Merz.

Having had this experience, Merz and the team at Autech began working on creating a cloud-based solution that would enable rail engineers to easily make use of the data they were collecting. The software system they developed has been named RailCloud.

“RailCloud really plots the view of the maintenance field engineers, so they can see their track, the overall condition of the track, but also the data on the individual section, even a single cross-section measurement,” said Merz.

RailCloud takes measurements collected in the field and combines them in a single, analysable database that is presented based on the geography of the rail track. The software’s base layer is a map of the system, and asset data stored in the cloud is overlaid on that map.

“It starts with the topography, the mapping, so the field engineer can go to this crossing, this intersection and so on. This is connected to the measurement systems, so the measurement systems automatically upload data, located by GPS,” said Merz.

“You can connect your measurement equipment to your network environment, so the data is automatically sorted, assigned, and allocated.”

The cloud-based software can then assign work orders and maintenance tasks based on thresholds set by the operator. In addition, having the data collected together, operators can now begin to predict rates of wear and trends, enabling predictive maintenance regimes.

“Of course, it’s a continuous thing – every year you make the measurements, every year you plan your maintenance. But with RailCloud we kept it quite light weight to make it simple and smart. You really can work on a daily basis with it, collecting measurement data, network, topology, workflows. Then you get data driven maintenance.”

DATA FROM THE SOURCE
To collect data on track condition and wear rates, Autech have recently developed RailXS, bringing together 30 years of rail measurement knowledge.

“The big advantage is it is very lightweight, it’s about 60-70kg and it can be mounted on any suitable rollingstock equipment,” said Merz. “This can be a dedicated equipment, it can be a small trolley, it can be an existing maintenance rollingstock, but it also can be a regular rollingstock.”

By mounting on regular rollingstock, measurement does not have to wait for track maintenance periods or shutdowns and can be done many times in one day.

The data is collected through laser optical sensors, which can record track parameters and the rail profile. Data is then automatically uploaded to the cloud platform RailCloud either via WiFi or a mobile internet connection. If this is not available, the data is stored and then uploaded once the vehicle returns to the depot or an area of internet connectivity. Before uploading, the measurement data is tagged with a location, either through GPS locating or RFID readers. Having these automatic systems means the data is ready to be utilised by the rail maintenance engineer, rather than having to be sorted or allocated.

“By transferring the data into the RailCloud it’s automatically allocated, you don’t have to work again. You can introduce filters to smoothen, aggregate, or transfer the data, or to do additional calculations, but the real key is to automatically map the data to your network and then there is no manual interaction needed again,” said Merz.

THE KEY TO PREDICTIVE MAINTENANCE
During the development process, the focus for RailCloud was to keep the software as lightweight as the measurement systems that supported it. This has enabled the software to be adopted by smaller operators, without the need for expensive experts and consultants to set up the system. Already, the system is in use on the tram networks of Zürich and Amsterdam where it has driven smarter maintenance practices.

“In Zürich, one of the departments wanted to do a replacement and the maintenance department said no we don’t need this replacement yet,” said Merz. “Using the RailCloud data they could prove that instead of a replacement being due every 5 years, it’s only in 12 years. RailCloud is driving fact- based decisions.”

Due to its flexibility, and the lack of a need for scheduled measurements by specialised vehicles, RailCloud can help operators take the next step to predictive maintenance.

“The big advantage is that you don’t measure every five years or every three years, you can regularly measure four times a year or even once a month,” said Merz. “You can set your intervals according to your needs, but in fact if you measure five times a year or 12 times a year, you have much better prognosis points of your wear rates.”

As wear rates are not linear, having more data points can enable a clearer picture of the wear curve to appear than what would be possible if measurements are only conducted every few years, said Merz.

“If you measure once a month you really see the trend or the curve, of your wear rate, and you see also deviation or if it changes in behaviour. That’s a big advantage, not just to know the state the track is in but what will happen.

“It’s the key to go into predictive maintenance.”

Fibre optic network in WA rail easements takes next step forward

A project to install fibre optic cables along nearly 5,000km of rail easements has taken a major step forward to construction.

The project, called WA SuperNet is now seeking private sector funding and engagement with Infrastructure WA and Infrastructure Australia to cover the project’s $160 million cost.

Once completed, fibre optic cables will run alongside 4,700km of Arc Infrastructure’s rail track throughout WA’s grain belt.

In addition to providing connectivity for rural businesses and communities, the fibre optic cables will future proof the freight rail network, allowing for communications and the future installation of in-cab signalling, when required. Further developments such as real-time video feeds could also be supported with the fibre optic network.

Fibre optic connections are already in use on the South West main line to support rail communication between Perth and Bunbury.

Arc Infrastructure have supported the project so far with $10m in capital contributions. CEO Murray Cook is a board member of WA SuperNet and said the company was getting behind improving regional connectivity.

“Arc Infrastructure has submitted the WA SuperNet Grainbelt Digital Enhancement Project as part of Infrastructure WA’s Discussion Paper consultation process. We are fully supportive of the focus on regional digital connectivity in IWA’s Discussion Paper and look forward to supporting the development of the 20-year State Infrastructure Strategy,” said Cook.

WA SuperNet will now begin discussions with telecommunication operators to establish partnerships to develop the infrastructure.

WA SuperNet Chairman Tim Shanahan said the installation of the technology would improve the rollout of connected technologies.

“We believe that fibre optic cable is the solution and is a proven technology that will future proof the Grainbelt of Western Australia and WA SuperNet has gathered significant support for this solution,” he said.

app

App improves track access safety protocols

Metro Trains Melbourne has released a new app to more safely and effectively manage track access.

The Work on Track app enables employees and contractors to determine the safest way to access track across the Metro network on a mobile, tablet, or desktop device.

Based on data collected by Metro trains that is then presented through a web-based map, the app generates the most appropriate track protection option and excludes unsuitable options.

According to Metro CEO Raymond O’Flaherty, the app reduces more inefficient processes.

“The track access process is largely paper-based across the Australian rail industry, so we created a smarter and simpler way to complete the maintenance that our passengers rely on for a reliable journey,” he said.

In developing the app, existing processes were inputted as requirements. Users must follow a workflow to deliver against those requirements.

Asset data is mapped to a GIS base map that includes geographic features. The app takes into account maximum line speed, structures, gradient, and curves in the corridor to determine whether there is adequate line of sight. If the app determines that the site does not meet the line of sight requirements or in more complex areas, users can select lookout-only protection.

With the technology now in use, contractors and Metro staff have been able to reduce the use of lookout only protection, indicating that safer options are being used.

“This shows it is already helping us to manage our safety risks,” said O’Flaherty. “And using the app before our crews arrive onsite allows us to get works started and completed faster while keeping our people, passengers and plant safe.”

Green and red sections indicate if minimum line of sight can be achieved.
Wellington

Wellington to investigate Snapper smart card on trains

Wellington will investigate allowing rail commuters to use Snapper cards to pay for their journeys.

Currently, passengers using trains in Wellington must pay either with cash on board or with pre-purchased paper tickets. Bus passengers can use the Snapper smart card.

According to Greater Wellington Council transport committee chair Roger Blakeley, the move to investigate Snapper payments on trains has arisen due to the experience of COVID-19 and the ability of smart cards to be used for contact tracing on public transport.

“As we saw with the alert levels we need to have safe contactless methods of payment available across the region’s network sooner rather than later. Enhancing fare collection efficiency also aligns with the future of national ticketing and the Council’s longstanding vision for a world-class integrated public transport network with high levels of accessibility, quality, reliability and flexibility,” said Blakeley.

Wellington is also looking to prevent revenue loss through the adoption of smarter ticketing.

Customers have also indicated a preference for payments with smart card technology, with satisfaction with payment services higher on buses, where Snapper can be used, than trains, said Metlink general manager Scott Gallacher.

“Our focus is on providing better services to passengers and, in our regular customer satisfaction survey, passengers tell us that convenience of paying is an area we can improve on with 68 per cent of rail passengers currently satisfied compared to 78 per cent with our bus passengers. Clearly there’s room for improvement here and Snapper on rail could have a profound impact,” said Gallacher.

Customer benefits such as fare discounts, faster boarding, and greater convenience and tracking of spend would flow from a smart card system.

A national ticketing solution (NTS) is currently being developed for New Zealand by the New Zealand Transport Agency (NZTA) Waka Kotahi and implementing Snapper infrastructure for trains would also allow for the transition to a national ticketing system once it is completed.

Torrens Connect

Torrens Connect takes on Adelaide tram operations

Torrens Connect has now assumed control over operations of Adelaide’s tram network and selected bus lines.

Announced as the successful tenderer for the outsourced operation of Adelaide’s tram services and some bus services in March, Torrens Connect took over operations from July 5 under an eight year contract.

The consortium of Torrens Transit, UGL Rail Services, and John Holland partnered with technology provider Trapeze Group to smoothen the transition process, occurring during the height of COVID-19.

Trapeze worked with Torrens Connect through the bid process and roll out of services, said Ben Dvoracek, Trapeze general manager for rail in Australia and New Zealand.

“We are proud to be part of this changeover, with Torrens Connect selecting Trapeze Group for both the bidding process and long-term roll-out of the planning and scheduling software solution. It was a pleasure to work with the team and facilitate implementation in less than four weeks.”

Trapeze, which provides planning and scheduling platforms as well as enterprise asset management and intelligent transport systems solutions for rail operators, was used to test plans ahead of operations. This testing and modelling process ensured that the transition occurred without any disruption or delay to services, schedules, or rosters. Torrens Connect staff received training from Trapeze locally to enable the smooth handover.

“Using the Trapeze software to run simulation models, Torrens Connect provided accurate optimised timetables that were quickly implemented without impacting operations,” said John Holland service delivery manager Rachel Parkin.

The contract covers 24 tram sets, 200 buses, and employment of over 250 staff.

As part of the privatisation of Adelaide’s public transport, operators are expected to undertake service improvements, with public consultation held earlier in 2020.

cyber attacks

Protecting critical infrastructure from cyber attacks

As Australia’s rail sector has not been immune from the risk of cyber attacks, industry bodies are joining with government agencies to mitigate the ongoing threat.

In November 2016, The San Francisco Municipal Transport Agency was hit by a cyber-attack. The HDDCryptor malware spread across over 2,000 computers, meaning that the Agency’s network was opened up free for the public.

While the agency’s ability to provide transport across its fleet of light rail vehicles, streetcars, trolley and hybrid buses was not compromised, ticket machines, payment services, and emails were affected.

The hackers demanded a ransom of 100 bitcoin, equivalent to $102,644 at the time. This type of attack, shutting down a network’s computer systems and demanding a payout, is known as ransomware, and can be caused by a person simply clicking on an infected link in an email or downloading an infected file. The networked nature of large transport authorities means that this can quickly spread throughout an organisation.

While San Francisco did not pay off the hacker and was able to restore its systems by the next Monday, the hack was one of the most visible instances of how cyber threats are coming to the rail transportation sector.

Earlier that year, cyber criminals struck the rail network in NSW, targeting regional train services provider NSW TrainLink. Hackers were able to infiltrate the booking service and capture customer credit and personal data.

Unlike the San Francisco hack, this breach targeted a rail organisation’s repository of customer details, including things like bank details and personal information. The opportunistic attack exposed how people using the same passwords for multiple accounts can make a system vulnerable, and in this case, with rail operators having data on large numbers of people, others could be seen as a honeypot for potential attackers.

Western Australia’s Public Transport Authority was also targeted in an attempted attack in 2016, leading the rail agency to shut down its own website and websites for specific services such as Transperth to prevent further intrusions.

More recently, the number of cyber- attacks has been increasing. In May 2020, Swiss rail manufacturer Stadler reported that hackers had targeted the company hoping to extort a large amount of money and threatening the publication of data to hurt Stadler and its employees. Although not impacting production lines, the hack came a week after Australian logistics operator Toll also suffered a ransomware attack, the second that company had suffered in 2020.

A spokesperson for the Australian Cyber Security Centre (ACSC) reiterated comments made by Minister for Defence Linda Reynolds that malicious cyber activity against Australia is increasing in frequency, scale, and sophistication.

“Rail, and the transport sector more broadly, is part of Australian critical infrastructure and provides essential services to Australians,” the spokesperson said.

Ransomware attacks are becoming more common for organisations across the rail sector. As these few examples demonstrate, the reliance of all parts of the rail industry on digital systems means that cyber-attacks are not targeting any one sector of the industry. Furthermore, as large, often widely distributed organisations that deal with personal and safety critical information, the rail sector has many facets of the organisation that are involved with cyber security, not only in operational roles.

“A cyber incident involving critical infrastructure can seriously impact the safety, social or economic wellbeing of Australians, due to the significant disruption it can cause if the systems are damaged or unavailable for extended periods of time,” said the ACSC spokesperson.

This is not to suggest that the rail sector has been blind to the risk posed by cyber- attacks. In the UK, in 2016, the Department for Transport published the Rail Cyber Security: reducing the risk of cyber attack guidelines. In the document, the increasing threat of cyber-attacks in the rail industry is clearly stated.

“Railway systems are becoming vulnerable to cyber-attack due to the move away from bespoke stand-alone systems to open-platform, standardised equipment built using Commercial Off-the-Shelf (COTS) components and increasing use of networked control and automation systems that can be accessed remotely via public and private networks.”

These vulnerabilities leave the rail sector open to impacts of cyber-attacks, from threats to safety, disruptions of the network, economic loss, and reputational damage. The guidelines outline how rail organisations should respond, from the level of governance, through to design, the integration of legacy and third-party systems, and staff training.

As the spokesperson for the ACSC outlined, as rail reaps the benefits of digitalisation, there are also challenges.

“The rail sector is continually modernising through the adoption of new operational technologies. However, with this, comes potential cyber security vulnerabilities,” said the spokesperson.

“The increased adoption of inter-connected technologies has the potential to increase the cyber threat ‘attack surface’.”

In the case of passenger networks, bespoke systems such as electronic signage, ticketing systems, electronic passenger gates, building management and public address systems are areas of concern. In the freight sector, the interconnectedness of the industry and its automation contributes to the vulnerabilities the sector faces.

The exposure of the rail sector was highlighted in a 2016 Victorian Auditor- General report into the security of critical infrastructure control systems for trains. After a 2010 report identified weaknesses, the 2016 report found little improvement since then.

The reasons for the lack of progress were poor governance arrangement, limited security frameworks for control systems, limited security controls for identifying, preventing, detecting, and responding to cyber security events, and a poor transfer of accountability and risk during machinery-of- government changes.

In the Auditor-General report, 10 recommendations were made, all of which were accepted by Public Transport Victoria and the Department of Economic Development, Jobs, Transport and Resources, which has since been broken up into the Department of Transport and the Department of Jobs, Precincts and Regions.

Since the Victorian Auditor General’s report, moves have been made to standardise and improve the Australian rail industry’s cyber security response. In 2018 the Rail Industry Safety and Standards Board (RISSB) published its Australian Rail Network Cyber Security Strategy. Identifying similar threats, the document outlined the vision for the industry of the elimination of cyber risk, resulting in zero cyber-attacks on the Australian rail network. To do this, the strategy follows the principles of understand, protect, detect, and respond.

In addition, also in 2018, RISSB published AS 7770 – Rail Cyber Security, the Australian standard for managing cyber security risk on the Australian railway network.

To improve the response of the rail sector to the cyber security threat, ACSC provides sector-specific resources and materials.

“The ACSC is working with all critical infrastructure sectors to help them increase their cyber defences as well as transport sector entities through the ACSC Partnership Program.”

The ongoing adoption of industry standards as well as the implementation of sector-wide strategies will ensure that the rail industry continues to be prepared to deal with cyber attacks as the threats morph and change.

cyber security

Securing a digital railway

Siemens explains to Rail Express how digitalisation in rail requires a focus on cyber security.

On June 19, Prime Minister Scott Morrison warned Australian businesses and agencies that they were under a sustained cyber- attack from a sophisticated state-based actor. Rather than describing the nature of a singular attack, Morrison outlined the constant and ongoing threat that Australia’s critical infrastructure was facing.

This reminder of the cyber threat that Australia was facing aligned with what Serge Maillet, head of industrial cyber security, Siemens Australia and New Zealand, has observed.

“Over the past 12-18 months there’s been a significant increase in terms of cyber-attacks that Australia is seeing across all industries. This is happening world-wide but unfortunately Australia is among the top 10 countries being targeted.”

Based on data from the Centre for Strategic and International Studies, a US think tank, Australia is the sixth most targeted country for cyber-attacks, with 16 significant attacks between May 2006 and June 2020. The nature of these attacks is not leaving the rail industry unscathed.

“Any entity attempting cyber threats, also known as threat actors, are increasingly targeting a lot of our critical infrastructure. Rail is certainly part of that critical infrastructure,” said Maillet.

The types of attacks that are occurring are the intrusion of malware due to failed security controls, in many cases, due to human error.

“The reality is that the majority of organisations in Australia are going to be attacked at some stage. The only variables are the type of attack vector, the size of impacts and if the attack is going to be successful or not,” said Maillet. “If it is a successful attack, you want to make sure that you’ve got measures in place to be able to recover from those attacks and bring the critical systems back online as quickly as possible, while minimising any negative impacts on public safety or production.”

THE CONVERGENCE OF IT AND OT
What has made the rail sector and critical infrastructure particularly susceptible to cyber-attacks, and why governments are concerned is the convergence of what were previously two separate systems, information technology (IT) and operational technology (OT).

“While cyber-attacks have been able to target data in an IT environment, the interconnection of IT with OT opens the potential for threat actors to penetrate machines and processes, causing significant harm,” said Maillet.

“If we look at OT in the context of rail, it’s really about machines and process control. This could be rail signalling, rail control, automation, telemetry and more.”

Previously, these systems were insulated from cyber-attacks due to their lack of connection to external or untrusted networks. While IT systems were constantly being patched with new software, OT systems ran on their own proprietary technology, and did not require regular updates.

“Because of that there’s been a lack of focus from organisations on their own OT systems from a security perspective,” said Maillet. “Now that we’re seeing a lot of convergence and hyper convergence happening between IT and OT it’s creating a lot of new challenges, especially for industrial applications, and it’s increasing the risk profile of our critical infrastructure.”

In addition, while enterprise IT is expected to have a lifecycle of three to five years, OT devices are often expected to run for 20 years, if not longer. As these older systems are beginning to be integrated with the wider rail IT network through the process of digitalisation, safety critical technology is becoming increasingly vulnerable to cyber-attacks, said Maillet.

“The challenge from that perspective is that a lot of the legacy OT devices that are still in operation today for a lot of critical infrastructure were never designed with security in mind, because they were never intended to be converged with IT.”

While digitalisation promises and has delivered many benefits to rail networks, the issue of cyber vulnerability and exposure are sometimes overlooked, and the cost of digitalisation is only accounted for in financial terms, not in terms of cyber security, cautioned Maillet.

With more devices than ever connected to the rail network, organisations must be vigilant about security

THE CONSEQUENCES OF DIGITALISATION
To some, the solution may look simple. Why not just update the software that runs these safety critical systems, or install the latest security patch? This is easier said than done, Maillet points out.

“In OT infrastructure the priority is always going to be to maintain the safety, reliability, availability, and integrity of those platforms. So, when you look at putting in a new patch or making a configuration change, that will always introduce potential risk to jeopardise the availability or performance of that system. Often, these elements will take priority over the actual integrity of the system.”

That’s not to say that the patches are not available. Many OT systems run on operating systems such as Microsoft Windows, which have has regular security patch updates to account for vulnerabilities identified in the system. Trying to find a time when the system that controls a rail network can be taken offline for an upgrade is tricky.

Another limit on the possibility of upgrading these systems is the potential for human error. Stephen Baker, head of product innovation and through-life support at Siemens Mobility says that this leads to a bunker-like mentality.

“The problem is that you end up with an infrastructure that is safe and reliable, but you can’t do anything with it, you can’t run analytics, you can’t do downstream processing. The convergence of OT and IT can’t be put on hold.

“Let’s face it,” said Baker. “You can imagine what would happen if all of a sudden you stopped running trains in Melbourne or Sydney because the operation of a vital network has been compromised.”

DEALING WITH AN EVOLVING THREAT
To mitigate the threat of a cyber-attack while still reaping the benefits of digitalisation Siemens have developed a full cycle of expertise that is focused on the people, processes, and technologies that can keep a rail system functioning.

“Industrial security, which includes rail security, is really a dynamic topic. Because the risks are constantly evolving and changing in nature, it’s creating a lot of challenges. So, our job at Siemens is to help our customers better understand where those vulnerabilities are and what types of solutions are best to maximise the security posture of a system,” said Maillet.

When working in the rail industry in particular, Siemens have developed solutions designed for rail.

“When we look at mainline train systems or metro systems, we know that they are deploying a lot of Industry 4.0 technologies, a lot of digitalisation, which is increasing the operational efficiency and reliability of those systems,” said Maillet. “We also have to ensure that we implement technologies that enhance cyber security for the network that the trains systems operate on, as well as the control systems that manage the rail infrastructure.”

With 90 per cent of successful cyber- attacks due to human error, the solution must begin with people.

“We know that even if you have all the right technology put in place, if your people do the wrong thing due to lack of awareness or not having the right level of training in cyber security, then that’s likely to expose a vulnerability,” said Maillet.

“Sometimes it’s as simple as plugging a USB into a computer. If it’s a computer asset in an OT environment, that USB could easily introduce a vulnerability. Another common breakdown is when someone clicks on an email that they shouldn’t which can create a virtual doorway for a threat actor to bypass the security measures that have been put into place to protect critical assets.”

The next step is the processes. In a rail organisation these processes could include how staff fix issues, how assets are managed and what procedures are in place to ensure that assets are maintained securely.

The final piece is the technology, and here Siemens is working on solutions that can enhance the secure digitalisation of rail. Andrew Chan, development engineer at Siemens Mobility’s Centre of Excellence, describes how the company is looking at extracting information from a digital rail asset without the potential risk of exposing it to external attacks.

“A data diode basically allows data to flow in one direction and in that way, we can safely get safety critical information from our axle counters and interlockings out into the IT environment. That’s where we can do amazing things with data.”

Other technologies that Siemens are deploying include edge processing for intrusion detection, and cloud services to mine data for cyber security analytics.

Servicing all areas is an example of Siemens’s distinct approach, said Baker.

“We’re probably one of the few total solution providers – we design the interlocking hardware, we design the control systems, all the network requirements and defences are part of the safety case, we design the networks and even the analytics, so every layer is internal. We’re one of the few organisations that can give you everything from broad level design of the signals and the railways, right through to the cloud analytics which tells the asset owner how the infrastructure is performing.”

While Siemens has a number of areas of the business which deal with rail cyber security, its industrial security services provide the hardware and software services, as well as professional services to rail customers.

These industrial cyber security solutions are provided across three key pillars, security assessments, security optimisation, and security management, all underpinned by holistic approach to industrial security, known as the Defence in Depth security framework.

“Defence in Depth is having as many security measures and layers in the infrastructure as possible based on well-known security best-practices and frameworks. It provides us the ability to have a depth of staggered defences in infrastructure,” said Maillet.

As Australia grapples with the increasing cyber threat, increasing resilience will be a key factor in the success of the digitalisation of rail.

Trapeze

A deep understanding: Trapeze’s EAM solution for rail

Designed with the rail worker in mind, Trapeze has an EAM solution built for the transportation industry.

On the walls of the asset management facilities for the Massachusetts Bay Transportation Authority’s (MBTA) commuter rail services a sign in 2-inch high font reads, “If it’s not in Trapeze it never happened”.

Across the 13 commuter rail lines that operate under the MBTA, asset management is conducted through Trapeze’s enterprise asset management (EAM) platform. Used by six of the top ten largest rail networks in the US, the program provides a single source of truth for all assets within a rail organisation. Making this system successful, however, depends on it being adopted by all stakeholders throughout a rail network operator, making the second line in the MBTA banner even more important: “FEED TRAPEZE”.

Having maintenance workers, technicians, and engineers use a system such as Trapeze by nature, is one of the top three issues for the successful deployment of an enterprise asset management solution, noted Brett Koenig, industry solutions manager (enterprise asset management) at Trapeze.

“It’s a tool that at a large rail property will directly be used by, in many cases, hundreds of staff, if not thousands of staff,” said Koenig. “If we take one example in North America, Chicago Transit have 2,000 technicians that use our system every day to fix rollingstock assets, so that topic of what we call ‘change management’ or ‘cultural change’ is a really important one.”

To make the use of EAM second-nature, Trapeze has been designed with the rail worker in mind.

“The first thing, from a product perspective, is having a system built for the industry that is just drop dead simple for end users. If we talk about a technician fixing a railcar, most people in maintenance would agree they don’t want those guys messing around in computer systems any longer than necessary. What they want is for the system to help them do their job, by telling them about repeat problems, by quickly showing them the work history, by looking up parts, but then to be able to swiftly get back to fixing the asset itself.”

Trapeze provides EAM specifically to the rail and transportation industry and is designed to ensure that all rail network assets are operating in a state of good repair through intelligent asset management. The solution allows asset managers, owners, and capital planners to evaluate their equipment from a whole-of- lifecycle perspective and make evidence-based decisions about when to repair an asset, when to upgrade and when to decommission.

“The capital planning tools allow asset owners to be able to see where this physical infrastructure is in terms of its remaining useful life and then make good business decisions around whether it is cost effective for us to rehabilitate this particular series of railcar to extend their useful life, or should we replace them all together, based upon how they’ve been performing,” said Koenig.

In a shorter timeframe, Trapeze can also monitor and schedule daily maintenance through work and materials management to keep safety critical assets in safe working order.

While these and other similar functions are common to many asset management tools, Koenig highlights that Trapeze is built by and for the rail industry.

“What sets us apart is understanding the workflows and the roles within a rail enterprise at a deep level. If you take our work management capabilities, we built from the ground up screens designed specifically for rail supervisors, technicians, materials management, and parts clerks based upon how they interact.”

Beyond the workshop, Trapeze also has mobile capability for track workers and facilities maintenance. This enables Trapeze to encompass the complexities of a railway organisation, with both discrete and linear assets which can be at various stages of digital maturity.

“It’s not only just the vehicle side, as critical as the vehicles are, but it’s also the track and wayside infrastructure and the facilities and building maintenance. Across all of those areas you’ve got smart infrastructure and what we do at Trapeze is define the assets properly from the get-go, not only defining their master asset records, but the full engineering-approved configuration of those assets,” said Koenig. That gets into things like the parent/child relationships, the serialisation, and the other types of attributes that are critical for the assets to operate safely.”

Across such a broad array of different assets, made by any number of OEMs, Trapeze has a flexible tool that can receive data and interface with the digital components to provide real- time information on an asset’s health.

Recently, Trapeze was deployed on the Denver commuter rail network, and, being a greenfield deployment, was able to notify operations management in real time of any emerging faults in the system.

“We built a full integration with all of their SCADA systems as well as their onboard fault codes,” said Koenig. “The beautiful part about that is they’re being notified in real time about these problems before the component failure happens. As the fault occurs, it’s triggered into the EAM, the appropriate maintenance personnel are notified, and they can immediately get on it.”

Keolis Boston has made Trapeze second nature to rail maintenance staff.

A SINGLE SOURCE OF TRUTH
Until recently, preventative and corrective maintenance was often carried out in silos. This limited the ability of railway operators to see trends within their maintenance data that could be used to schedule risk-based maintenance programs in rollingstock and track assets. Having a system such as Trapeze in place combines asset divisions, whether it be rollingstock, track, signalling, or facilities management to be able to extend the life and value of an asset.

“All of that data can be used to make better decisions around risk based maintenance, which assets are performing better than other series or other manufacturers’ assets, which ones should we be decommissioning sooner, versus which ones should we be extending the life of because it’s a high-quality piece of infrastructure that we want to keep going,” said Koenig. “All of that comes down again to the single source of truth and underscores why you really want to start with a solution that has the ability to track everything.”

To improve financial outcomes, maintenance workflows can be linked to purchasing decisions through integration with an enterprise resource planning (ERP) system.

To improve operational outcomes, ensuring that maintenance is being conducted in a synchronised fashion stops bottlenecks from occurring when a system reaches a critical safety threshold.

For Australian commuters, this was illustrated in 2019 when an escalator linking platforms 9 and 10 at Southern Cross Station, in Melbourne, broke down, causing overcrowding as the escalator took over a week to fix. According to Michael Scollo, industry solutions manager (enterprise asset management) at Trapeze, this can happen when a system doesn’t have a holistic view and interface with all of the asset classes that need to be managed and maintained in a rail network.

“You can have great business processes for maintenance of way and rollingstock but overlooking a mechanical asset such as a lift can cause downtime for two weeks in a specific train station.”

Understanding that these systems are inextricably linked in a system such as a rail network is what distinguishes Trapeze, said Koenig.

“In rail, the assets and workflows are so complex that the model that we see working most effectively is a best-of-breed model where the folks in asset management and maintenance get a tool that is tailor made for what they do and then that tool set is integrated with the ERP system.”

In contrast, said Ben Dvoracek, general manager of rail, Australia and New Zealand for Trapeze, attempting to apply a non-rail specific ERP system to manage maintenance won’t cover the complexity of rail maintenance. In addition, while the system may be up to date when deployed, a non-rail specific solution cannot account for the changes within the rail industry.

“One of the things that we have seen is when an ERP system is deployed for finance or HR a decision can often be made to customise the ERP solution to support rail maintenance and asset management activities. Although the system can be adapted to do good things, when you’re not investing consistently into rail maintenance functionality and because it isn’t built for rail maintenance staff, the system usage and operational efficiency drops.”

DEVELOPING FUTURE CAPABILITIES
To keep users up-to-date with the latest Trapeze has to offer, the company provides regular updates that draw on the best practices of global rail organisations. User organisations are able to vote on the most needed upgrades, which are released in new versions of the software. In addition, to keep users making the most of the improvements in functionality, Trapeze delivers training and refresher courses for new staff as generations turn over within a rail organisation.

Currently, said Koenig, Trapeze is looking into releasing a network restrictions capability before the end of 2020.

“Essentially it’s a capability for maintenance and operations to both track any areas along the alignment that need to be operating at a slower speed than it was normally designed for. We’re going to provide the ability to track those slow zones on the screen of the track manager who can see the assets in the linear reference system including all of the work laid out on an embedded map.”

Other future rail-specific improvements include track possession modules, linear visualisations based on geometry measurement, all highlighting how the tool is an EAM designed for rail.

Click here to learn more about the Trapeze Enterprise Asset Management Solution.

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TMS supplier selected for Digital Systems program

Siemens has been announced as the successful tenderer for the supply of a new Traffic Management System (TMS) for Sydney Trains.

The TMS is part of Transport for NSW’s Digital Systems program, which involves the replacement of traditional signalling with European Train Control System (ETCS) level 2 in-cab signalling. The program also involves the implementation of Automatic Train Operation (ATO) to assist drivers to provide reduced and more consistent journey times.

The $80 million TMS will continually monitor the position of all trains, to ensure trains run as scheduled and to assist with responses if incidents do occur.

Minister for Transport Andrew Constance said that the TMS would improve the Sydney Trains network.

“This is an important step in the process of upgrading our network with internationally proven technology that boosts safety, capacity, reliability and enhances the customer experience,” said Constance.

“Sydney’s heavy rail network is the backbone of our public transport system and it’s crucial we have the latest systems and technology available to serve our customers well into the future.”

The TMS will be operated from the Rail Operations Centre (ROC) in Alexandria, and integrate with other operational systems used by Sydney Trains.

The first deployment of Digital Systems will be on the T4 line from Sutherland to Cronulla and Bondi Junction to Redfern. The deployment of the system to other parts of the network is currently being planned.

Once the system is fully rolled out across the Sydney network in the 2030s, Digital Systems will allow for greater utilisation of the rail network, more reliable services, reduced journey times, and enhanced real-time information.