Rail Link Project Research Articles

The Relationship of Total Quality Management Practices and Project Performance with Risk Management as Mediator: A Study of East Coast Rail Link Project in Malaysia

The study’s main aim is to investigate the relationship between the influence of effective risk management as a mediator among the relationship of Total Quality Management (TQM) practices and project performance in the East Coast Rail Link (ECRL) project in Malaysia. The problem statement on the implementation and barriers of TQM practices with risk management as a mediator would affect the project performance in terms of cost, delay, safety issues, QAQC, and project sustainability. The Multivariate Analysis was performed using SPSS ver27 software. Results of hypotheses indicated that relationships between human resource management and service quality were insignificant while relationships between process management, technology, leadership, and strategic planning were significant to project performance. Furthermore, risk management as a mediator was found to influence the relationships. The results indicated that adopting relevant dimensions of the TQM practices can enhance the project performance in construction projects.

Managing noise and vibration on mega projects in Australia

The last decade has seen the emergence of the mega project in Australia, including Sydney Metro, WestConnex, Western Sydney Airport, Cross River Rail, Melbourne Metro, and North East Link Project. These projects provide challenges in the management of noise and vibration due to site constraints, proximity to sensitive receivers and condensed project timelines. While the environmental noise and vibration regulation of these projects can differ from state to state, the design process remains largely the same. This paper looks at noise and vibration design and management on some of Australia’s biggest infrastructure projects. Design considerations include physical mitigation measures such as acoustics sheds, noise barriers, temporary noise barriers or enclosures, and ventilation mitigation. Management measures and development of ongoing management tools are described. Finally, this paper reflects upon the overall noise and vibration outcomes in terms of impacts on the affected communities compared with cost of mitigation.

Infrastructure and politics: Why the Belt and Road Initiative proceeded differently in Malaysia and Indonesia

The article seeks to understand the different types and sources of politicisation as well as the consequences for Belt and Road Initiative infrastructure projects. It is argued that while the personalised insulated type of foreign policymaking is conducive to intra‐system politicisation, the institutionalised responsive type is associated with extra‐system politicisation. While the former type is contingent on political turnovers and brings about abrupt shocks, the latter oftentimes generates societal pushback from socio‐economic groups. The article focuses on two flagship Belt and Road Initiative infrastructure projects in Malaysia and Indonesia. Based on fieldwork interviews and process tracing, the article finds that the East Coast Rail Link project in Malaysia has suffered from high risk of political interruption owing to Malaysia's personalised insulated type of foreign policymaking, whereas the Jakarta–Bandung High Speed Rail project in Indonesia has encountered sustained obstacles from Indonesian society and brought about substantial delays under Indonesia's institutionalised responsive type.

The Padma Multipurpose Bridge: A Link towards a Prosperous Future through Connectivity and Mobility

This study describes the impact of the Padma Multipurpose Bridge in creating regional connectivity and mobility in traffic movement, thus contributing to the socioeconomic development of Bangladesh. It finds that the travel time between the Dhaka division and the southwestern region will be saved by about two hours for cars and buses and by over 10 hours for trucks due to new connectivity through the bridge. It will reduce the distance from Mongla Port to Dhaka by more than 100 km to 170 km and save a lot of working hours, which will further accelerate the growth of the country’s economy. Additionally, a total of 212.05 km of the new railway line is being constructed for the Padma Multipurpose Bridge, which will connect Dhaka with the country’s largest land port, Jessore. After the Padma Bridge Rail Link project is done, the travel time from Dhaka to Kolkata via Jessore will be cut in half, and it will take only 3 to 4 hours. Moreover, the bridge will also pave the way for putting in place a new route for the Trans-Asian Railway network. The Padma Multipurpose Bridge is estimated to boost the country’s annual GDP by 1.23 percent and the southwestern region’s GDP by 2.5 percent. Moreover, the Padma Multipurpose Bridge will reduce the poverty rate by 1.01 percent at the regional level and by 0.84 percent at the national level. This study finds that to take full advantage of the newly constructed bridge, the southern part of the outer ring road of Dhaka proposed in RSTP should be completed soon. Padma Multipurpose Bridge will work as a key component of Asian Highway-1, boosting economic growth in Asia and improving the country's standing on the continent.

Padma Bridge Rail Link Project with Special Emphasis on Padma Multipurpose Bridge, its Technological Uniqueness

The South and Southwestern part of the country is devoid of direct communication with the central part of Bangladesh due to the presence of the most important tributaries of Lower Ganges i.e. Padma River. To establish direct communication with those areas Government of Bangladesh Constructed Padma Multipurpose Bridge with the provision of road and rail traffic at the upper and lower deck of the bridge respectively. The Padma Bridge Rail Link Project (PBRLP) is the main passage connecting the East and the West of Bangladesh and is also a part of the Bangladesh-China-India-Myanmar corridor. This line is a single-track passenger-freight railway with a total length of 168.6 km. For the first time in Bangladesh, State of the Art technology ballast less tracks in Padma Bridge, its approach to viaducts and other viaducts are being adopted for providing a smooth operation for both freight and passenger traffic. Precast and prestressed long sleeper embedded in cast in-situ track slab ensures a maintenance-free track system for the railway. PBRLP, once completed will restore the missing link with the Trans-Asian railway and will provide a platform for connecting with the Dedicated Freight Corridor (DFC) of India in future. It will also contribute to the Gross Domestic Product (GDP) of the country by 1.0%.

Innovative digital design delivery for the Ordsall Chord in Manchester, UK

The Ordsall Chord rail link project in Manchester, UK was designed using building information modelling. Federated three-dimensional models produced by all design disciplines were held in a common data environment, with modelling developed down to the level of individual reinforcement bars. Early involvement of both the main contractor and its steel fabrication subcontractor allowed conventional roles and processes to be challenged. The design models and drawings were produced on the designer's behalf by the steelwork subcontractor, although these models and drawings were still owned by the structural designer. In some cases, drawings were dispensed with entirely, and key structures were built directly from the digital model, prepared in collaboration between fabricator and designer, and taking advantage of the fabricator's highly automated working method. This paper explains the contractual arrangements and collaborative behaviours that allowed conventional roles to be challenged, and discusses the efficiencies that resulted.

Follow-up and social impact assessment (SIA) in urban transport-infrastructure projects: insights from the parramatta rail link

ABSTRACTIn assessing the social impacts of major urban transport-infrastructure projects Impact Assessment (IA) practitioners determine and facilitate the equitable distribution of project benefits and costs. They do this in a context of governmental policy objectives and stakeholder interests. Public investment in transport projects shapes contemporary planning of urban Australian cities, addressing common challenges of rapid and sprawling population growth. Politically-driven ‘urgency’ in delivering new infrastructure, raises questions about long-term strategic benefit and delivery of the positive social and environmental outcomes that often frame their announcement.Follow-up to assess outcomes against policy objectives and stakeholder interests, however, is rare and tools to facilitate genuine public accountability through project phases are lacking. This paper discusses the need for better management and follow-up of social impacts from urban transport-infrastructure projects. Drawing insights from a review of the (partial) delivery of the former NSW Government's Parramatta Rail Link project, it evaluates social impact management strategies applied against the achievement of social and transport policy objectives. Lessons introduced highlight the constraints and limitations on good practice IA and Social Impact Assessment, the importance of early practitioner and community involvement and that political decision-making for urban transport-infrastructure has the greater influence on delivering social outcomes.

Stockholm the capital of Scandinavia. Ten years on

Stockholm the Capital of Scandinavia has now been in place as a marketing platform for the city of Stockholm for over 10 years and has been through three different political administrations – an achievement in itself. Here the person behind the original strategy, Julian Stubbs, recounts how it came about and examines some of the key elements. An interview with Ola Zetterberg, CEO of Stockholm Business Region, provides insights into the strategy from both a business and political viewpoint and the article goes on to look at the Stockholm Business Alliance and how the strategy has had a positive impact on a wider region around the city. The article goes on to look at the results in terms of numbers, looking at tourism and the inward investment perspective. The article also examines the challenges and things still left to be done in the Stockholm region. These include its competition with the Oresund Region (Copenhagen - Malmo region now known as Greater Copenhagen), the proposed 8 million city high-speed rail link project, the challenge of not having a strong hub airport in Stockholm region, and how the life science industry is in danger of slipping off the map if it is not better promoted and co-ordinated. The article finally touches on the challenges of affordable housing, architecture and even the lack of a strong film industry in the region.

An Alternative Business Models for Suvarnabhumi Airport Rail Link (SARL) Project

To compare and evaluate alternative model, in order to determine the suitable management for presenting an efficiency selection to administrator, the scope of research focused on the operations and feasibility study of the Suvarnabhumi Airport Rail Link (SARL) project. The results showed that the only business models with potential were by being a subsidiary company under the State Railway of Thailand (SRT). Further, the feasibility study was conducted and found that both of business models which are business unit and subsidiary had the same payback (PB) period of 12 years and 4 months but the return on investment (ROI) of the subsidiary company was better as shown the summarizing table in appendix. It is suggested to apply the strategic management with efficiency and effectiveness to improve the service quality and the image of the organization. Further study should focus on exploring an economic impact of the project that benefits the economy and society. The effects of those may bring returns to the society or country other than only Suvarnabhumi Airport Rail Link (SARL) itself.

The Sydney North West Rail Link project tunnelling challenge with four double shield TBMs

AbstractNFM Technologies has designed and delivered four 6.99 m‐diameter Double Shield TBMs that are excavating the North West Rail Link project, an extension to the Sydney rapid transit network. The project is led by a consortium comprising Thiess, John Holland and Dragados, acting on behalf of the Government of New South Wales Transport Authority. Altogether, the TBMs will build 15 km of twin tunnels in rock that is mainly formed of abrasive sandstone. TBMs 1 and 2 bore the 9 km section between the Bella Vista and Cherrybrook stations, while the remaining 6 km from Cherrybrook to the Epping interchange are bored by TBMs 3 and 4.In this paper, we focus on the achieved performance of the 4 TBMs after approximately 50% completion. We analyse their variations in terms of excavation speed and consumption of disc cutters against the geology and geotechnical characteristics along the tunnel route. We discuss the overall production data and specific aspects of this hard rock urban tunnel project.

Preview: Geomechanics and Tunnelling 4/2015

AbstractBest of EUROCK 2015 & 64. Geomechanics Colloquium / Ausgewählte Beiträge des Symposiums EUROCK 2015 & des 64. Geomechanik KolloquiumsJ.J. Day, M.S. Diederichs, D.J. Hutchinson: Effects of structural contact stiffness and strength on progressive failure of healed structureN. Isago, K. Kawata, A. Kusaka, T. Ishimura: Long‐term deformation of mountain tunnel lining and ground under swelling rock conditionS. Pausz, H. Nowotny, G. Jung: Rock mass classification and geotechnical model for the foundation of a RCC gravity damC.L. Zhang: Long‐term deformation of clay rock under various thermo‐hydro‐mechanical conditionsG. Walton, M.S. Diederichs, A. Punkkinen: Influence of Constitutive Model Choice on Simulated Stress Path and Yield Evolution in Deep Mine Pillar Analysis – Experience from the Creighton Mine, Sudbury, CanadaP. Bagga, D.G. Roy, T.N. Singh: Effect of carbon dioxide sequestration on the mechanical properties of Indian coalG. Barla, D. Debernardi, A. Perino: Lessons learned on deep‐seated landslides activated by tunnel excavationS. Giger, P. Marschall, B. Lanyon, C.D. Martin: Hydromechanical response of Opalinus Clay during excavation works – a synopsis from the Mont Terri URLT. Marcher, S. Bauer, M. Allende, C. Mathiesen: Valhalla – innovative pumped hydro storage facilities in Chile – challenges from a rock mechanical point of viewW. Schubert, B. Moritz: State of the art in monitoring and geotechnical safety management for shallow and deep tunnelsT. Camus, F. Therville: Sydney North West Rail Link project – 4 double shield TBMs excavate 15 km of twin tunnels

Estimating the wider economic benefits of transport investments: The case of the Sydney North West Rail Link project

This paper develops a practical framework for estimating the wider economic benefits generated from transport investments. The methodologies for measuring the broader set of influences, including agglomeration economies, increased output in imperfectly-competitive markets and welfare benefits arising from improved labour supply are identified. The gross domestic product (GDP) impacts from transport investments (often used as a proxy measure for a number of economic impacts that are the result of increased productivity that are not included in the set of welfare benefits in the cost benefit analysis) are also explored. The wider economic benefits are illustrated by a real project – the North West Rail Link, a 23km rail link in north west of Sydney with an estimated investment of $8.3 billion. The Sydney Strategic Travel Model (STM) was used to model the changes of trips made from private cars, trains and buses, and changes in travel time, waiting time and the generalised travel costs. These are combined with macroeconomic data on employment and productivity to estimate the welfare benefits and GPD impacts of the project. The study indicates that the wider economic benefits represent an 8% mark up over the conventional economic user benefits in the benefit-cost calculation, the latter comprising value of travel time savings, accident reduction, road decongestion and externality benefits.

Development of the Soekarno–Hatta International Airport Rail Link Project Using the Value Engineering Method: Creating Value for Money

Development of the Soekarno–Hatta International Airport Rail Link Project Using the Value Engineering Method: Creating Value for Money

Development of the Soekarno–Hatta International Airport Rail Link Project Using the Value Engineering Method: Creating Value for Money

Soekarno–Hatta Airport is the main gateway for international flights to Greater Jakarta. Its accessibility depends on the inter-city and Sedyatmo toll roads, which causes congestion in peak hours, leading to uncertainty about travel times. The Soekarno–Hatta International Airport Rail Link (SHIARL) is proposed as an alternative mass transportation project, which is expected to provide accessibility and mobility for people and goods to and from the airport. Previously, the project was unattractive to private investors as it was technically and financially unfeasible. Therefore, this research aims to improve the feasibility of the Soekarno-Hatta International Airport Rail Link (SHIARL) by using a value-engineering approach to create maximum value for money for the project. This research combines quantitative and qualitative methods. Questionnaire surveys are distributed to various stakeholders in the project, and a focus-group discussion (FGD) is conducted. The results identified additional, innovative functions through the integration of the Mass Rapid Transit (MRT), flood control, telecommunications, and development in the downtown area around the station. The life-cycle cost analysis confirmed the increased value for money because of the project’s additional functions, including a positive Net Present Value (NPV). Moreover, the findings showed that the internal rate of return (IRR) was 3% higher than the original single-function project.

Report to the Independent Board Committee

This report contains the analysis and recommendations of a group of independent experts regarding timely delivery, costs, and management procedures for the multi-billion-dollar Hong Kong Express Rail Link project connecting Hong Kong with mainland China. The emphasis is on delivery of the project on time and to budget, and what this takes in terms of organisational set-up and management procedures and processes. Special attention is given to how to deal with unknown events and their impacts on project delivery.

When is the Board Accountable for Delegation and Reliance? A Case Study of the MTR Corporation

On 15 April 2014, the MTR Corporation Limited (‘MTR’) unexpectedly announced a two-year delay in its Express Rail Link project leading Professor Anthony Cheung, the Secretary for Transport and Housing as well as a non-executive director of the MTR, to express that he was ‘totally caught by surprise’. This article addresses two important and related issues that are raised in the context of company law, namely, the extent to which directors in Hong Kong can delegate their responsibilities and the extent to which they may place reliance upon third parties. This is especially significant following the enactment of the new Companies Ordinance on 3 March 2014 that codified the standard of care expected of directors, which benchmark some of the members of the board of MTR might have breached.

Understanding the hold-up problem in the management of megaprojects: The case of the Channel Tunnel Rail Link project

This research examines the outcome of renegotiations that happened between the UK government and private investors in the Channel Tunnel Rail Link project and develops a model to formalise the evolution of bargaining power of these two parties in the contracting period. This model makes two novel contributions in the development of theoretical understanding to hold-up problems for project management: (1) the effect of financial arrangement on bargaining power balance is quantitatively examined; and (2) the relationship between bargaining power and quasi-rent is established through the application of the Nash bargaining model.

Assessing the wider economy impacts of transport infrastructure investment with an illustrative application to the North-West Rail Link project in Sydney, Australia

This paper identifies the employment agglomeration impact of transport investments through a measure of change in effective employment density, using new empirical estimates of the elasticity of productivity with respect to effective density in order to calculate the uplift in benefits (or impact) from this key wider economy impact. The approach combines the behavioural richness of an integrated transport and location choice modelling system (TRESIS) and its outputs to a spatial computable general equilibrium model (SGEM), which uses data at a more aggregate level to compute the additional impacts of transport infrastructure change on the wider economy. This has allowed the development of an integrated transport–location–economy-wide model system known as TRESIS–SGEM. The model system is applied to the introduction of the North-West Rail Link project in Sydney, Australia to illustrate the capability of TRESIS–SGEM, identifying a 17.6% markup over the conventional transport user benefit.

The management of excavated materials from the Lyon‐Turin rail link project

AbstractThe Lyon‐Turin rail link project is a major part of the European Corridor no. 5, Lisbon‐Kiev. The management and use of the excavated materials have been identified as one of the major issues concerning project approval since the very first stage of the study. The following paper describes the methods chosen by the French and Italian authorities to improve the use of some 20 million t resulting from the excavation of 150 km of tunnels, representing 60 million t of materials. The presentation mainly focuses on two tunnels, the Chartreuse tunnel – 24.7 km, two tubes – and the base tunnel Maurienne‐Ambin – approx. 53 km, two tubes – under the Alps between France and Italy. All the tools today available are being used by the designer in order to prepare the tender documents, including industrial test production of concrete aggregates. The important role of the owner of the project is also mentioned with the aim of optimising the management and recycling of the excavated materials.Das Eisenbahnprojekt Lyon‐Turin ist wesentlicher Teil des Transeuropäischen Korridors Nr. 5, Lissabon‐Kiew. Zu den größten Problemen hinsichtlich des Genehmigungsverfahrens wurden schon zu Beginn des Planungsprozesses die Bewirtschaftung und Wiederverwertung des Tunnelausbruchmaterials erkannt. Der vorliegende Beitrag beschreibt die Vorgehensweisen der französischen und italienischen Behörden zur Erhöhung des Anteils des wiederverwerteten Ausbruchmaterial aus insgesamt 150 km Tunnel auf 20 Mio t bei einer gesamten Ausbruchmenge von 60 Mio t. Die Präsentation konzentriert sich hierbei auf den 24, 7 km langen, zweiröhrigen Chartreuse‐Tunnel und den ungefähr 53 km langen, zweiröhrigen alpenquerenden Basistunnel Maurienne‐Ambin zwischen Frankreich und Italien. Zur Erstellung der Ausschreibungsunterlagen wurden seitens der Planer alle heutzutage zur Verfügung stehenden Mittel herangezogen, die auch eine großmaßstäbliche Testproduktion von Betonzuschlagstoffen beinhaltet. Dabei wird auch auf die bedeutende Rolle des Auftraggebers des Projekts bezüglich der Optimierung der Bewirtschaftung und Wiederverwendung des Ausbruchmaterials hingewiesen.

Tunnelling and geotechnics: new horizons

New developments in both the theory and the practice of tunnelling are covered in the lecture. The important relationship between tunnelling and geotechnics is highlighted, and recent advances in research and practice are described, drawing on model studies, theoretical developments and field measurements from case histories from around the world. Simplified plasticity models are presented that can be used by designers to assess ground movements and tunnel lining loads in complex ground conditions. The important role of pilot tunnels and in situ measurements to validate such models, drawing on a case history from Bolu, Turkey, and on other tunnelling projects, is described. Recent technical advances in earth pressure balance tunnelling are considered, illustrated by measurements from the Channel Tunnel Rail Link project, with emphasis on key factors influencing volume loss, such as face pressure, soil conditioning and effective screw conveyor operation. A recent case history in Bologna is described, in which the innovative use of directional drilling to install curved grout tubes was employed for a compensation grouting project in granular soils. Time-dependent ground movements and tunnel lining distortions occurring after tunnelling are discussed, their magnitude depending on the relative permeability of the tunnel lining and soil, the degree of anisotropy of the soil permeability, and the initial pore pressure prior to tunnelling. The effects of tunnelling-induced settlements on pipelines are considered, drawing on centrifuge tests and analytical solutions, and a new design approach is presented, taking into account the reduction of soil stiffness with increasing shear strain as a result of tunnel volume loss. The lecture concludes with a description of a distributed strain sensing technique using fibre optic technology, based on Brillouin optical time domain reflectometry (BOTDR), and its innovative application to field monitoring of a masonry tunnel subjected to new tunnel construction beneath it.