HH0-560 teaching - Hitachi Data Systems Certified Specialist - Content Platform Updated: 2023

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Sidero, a GlobalLogic company and Ireland’s software, cloud and digital transformation specialist, located in Monksland, was recently honoured with two awards at the annual Athlone Business Awards at the Sheraton Hotel in Athlone.

Hosted by the Athlone Chamber of Commerce, the Athlone Business Awards celebrate locally and regionally based companies that have demonstrated significant achievement and success over the past year.

Sidero CEO Carmel Owens was named Businessperson of the Year for her commitment to the growth and success of the business over the past number of years. Having joined Sidero in 2020, Carmel has more than 20 years’ experience in the IT sector.

Earlier this year, Carmel led the acquisition of Sidero by global digital engineering leader GlobalLogic (a Hitachi Group Company ). The companies’ combined strengths will bring increased value to the respective customer bases, and Sidero’s expertise and competencies are a clear complement to GlobalLogic’s deep engineering portfolio.

Meanwhile, Sidero received the Diversity, Equality, and Inclusion award for its dedication to promoting diversity within Sidero and the wider tech industry. The company is proud to be culturally diverse with a team of 25 nationalities, while the senior management team comprises a 50/50 male/female split.

Sidero recognises the value of a diverse and balanced workforce, and actively encourages more females into engineering roles. The company has strong links with local third-level institutions such as the Technological University of the Shannon (TUS ) which not only helps to bridge the technology skills gap, but also attracts talent outside of major cities.

“I am thrilled to win the Businessperson of the Year award which is also a testament to the hard work of the entire team. Our focus is on growth and development, continuous regional investment, and commitment to our people, and we’re passionate about bringing employment to Athlone and the midlands area.

“We have also placed a key focus on diversity and inclusion within the business, including promoting gender diversity in leadership roles, and collaborating with the education sector to narrow the IT skills and gender gaps. Receiving the Diversity, Equality, and Inclusion Award is a fantastic recognition of the unwavering commitment to employee empowerment, diversity of thought, and inclusiveness across the entire organisation,” Carmel Owens, CEO, Sidero, said.

Hitachi Rail part of the development of Copenhagen Metro. What’s next?

Hitachi Rail has been a leading contractor of The Copenhagen Metro for over 20 years since the delivery of the first section of M1 and M2 lines In October 2002. Since then the development of the metro continued with the construction of a circular line around Copenhagen city centre, so called “Cityringen”. The new line of 15.5 km serving 17 underground stations was commissioned on September 29^th, 2019, with the CBTC (*) technology (the most advanced signalling system applied to metro). For this project, the scope of work of Hitachi Rail included the delivery of the power supply (third Rail), permanent way, passenger screens doors, signalling system (CBTC), SCADA, passengers’ information systems and the delivery of the Control and Maintenance Center for the 39 passenger vehicles.

The Copenhagen Metro runs with as little as 93 seconds between the driverless trains in rush hour and has a high reliability of more than 99%. More than 2 million journeys are made every week on The Copenhagen Metro, and in 2022, together with the operator Metro Service A/S, Hitachi Rail has contributed to a high NPS Score of 64 (customer satisfaction).

Following the Cityringen project, the extension of the line to Nordhavn and Sydhavn has been agreed and the first part of the extension to Nordhavn has been operational since March 2020. It is 1.2 km long and serves 2 new stations. The second part of the extension to Nordhavn is in discussion to be contracted in the next few years.

Once the M4 Sydhavn opens in 2024, 73% of the citizens in Copenhagen and Frederiksberg will be living less than 600 meters away from a Metro or a train station. The Metro is one of the most sustainable means of transport that the citizens can choose, second only to the bicycle. This is primarily due to the fact that the Metro is powered by electricity, many people use it every day, and it is designed with a minimum lifespan of 100 years. With its long lifespan, billions of travelers will use the Metro.

The Sydhavn Extension – M4 – Started In 2018.

The Sydhavn extension includes five new underground stations offering the citizens better connections between the city centre and its expanding suburbs.

This extension, and the overall Copenhagen Metro project is managed as a “TURNKEY Project”, which means it is ready to be immediately operational at the end of the construction, and test and commissioning phases. The civil work provided by one contractor, includes all the buildings and tunnel construction. The power supply and the permanent way are managed by a second contractor. The signalling system, passengers screen doors, rescue trolleys, telecommunication system, passengers’ information system and trains are provided and managed by Hitachi Rail as third contractor involved in the turnkey project.

The extensions to Nordhavn and Sydhavn are a continuation of the Cityringen Design.

The Design Phase

The design phase is crucial to integrate the specificities of the project and to agree on the interfaces with the other contractors through ICDD (Interface Control & Definition Document). In a turnkey project, the different contractors have the responsibility to proactively and jointly manage the constructive working methods to solve the interfaces identified.

The client also supervises the interface management process. The interface management process is performed carefully from the early stages of the project to avoid later clashes on site as much as possible. Increasing the number of contractors also increases the number of external interfaces, which may potentially increase design integration conflicts and delays.

The Construction Phase

The construction phase begins once the assessor has approved the design. It is based on access stages between contractors, which requires strong coordination and integration of contractors on site. At this stage, the best way to give visibility to all the contractors and facilitate the organisation of activities is for the customer to set up an integrated project schedule.
As system contractor, Hitachi Rail intervenes after the construction and power supply contractors, and its progress is highly based on the availabilities of the preconditions from the other contractors.

Therefore, an integrated schedule highlighting the deliveries of the interfaces is important to support and allow flexibilities, and to limit any overall delays, but this also requires transparency from all parties.

The installation works performed on a technological subsystem basis are planned in accordance with access availability. In general, subsystems are installed by area to optimise the use of the allocated resources and specialist supervisors experienced in each technology.

The sequence of the activities prioritises the installation of the critical subsystems, connected to the critical path. Once the installation test of a technology is completed in each area, the project is then handed over to the commissioning team for the subsequent testing and commissioning phases.

Test And Commissioning

The test and commissioning phase starts right after the handover of the Hitachi Rail’s subsystems from the construction team.

The first activity is the SAT (System Acceptance Test) of each subsystem (Automatic Train Control system (ATC), Platform Screen Doors (PSD), Telecommunication Systems (TLC), Security Control Systems (SCS), SCADA and Depot Equipment (DEPOT)), this is to ensure that the equipment arrived in Copenhagen from the factories in perfect condition, and that the installation by Hitachi Rail construction department was performed correctly.

During this phase, the scope of work includes testing the functionality of Hitachi Rail sub-systems standalone. In parallel of those site tests, the ATC software kit is tested in the lab, called V&V test, to simulate the functionalities and to validate it before the testing with trains (Dynamic test) starts on site.

Following the completion of this part, the SSIT phase starts (Subsystem Integration Test), with the testing the integration of the ATC system (IXL, ATS, CBTC) and its Interfaces with the SCADA, Information Control and communication System (ICCS) and TLC. The goal is to validate the functionalities of the overall system as a standalone test, meaning only for the 5 stations of the Sydhavn extension. This phase requires the availability of traction power and passenger vehicles to test the functionalities and the possible operational scenarios. One precondition to this activity is the validation that the gauge of the passenger and service vehicle is free of obstacles. A gauge test is performed to ensure all remaining temporary installations are outside of the gauge of the trains and the final civil works, track, power supply and traction power system installations in tunnels, stations and shafts are fulfilling the requirements.

The final test phase is the SIT (System Integration Test) which is the most complex and critical. Scope of test is to validate the integration of Sydhavn extension system with the lines already in revenue service (Cityringen M3-M4). It requires the closure of the M3 (Cityringen) and M4 (Nordhavn extension) lines for a short period of time, in order to test the integration between each subsystem of M3-M4 and Sydhavn extension (as the completion of M4) and all the operational and emergency scenarios before the start of revenue service with passengers. This is a no regression test, meaning that the hardware configuration will not be reverted after the integration tests, only the software configuration. Once the National Safety Authority authorises the Safety Case, the final Software configuration can be rolled out and the trial run can start. After the successful trial run, the full M3-M4 lines can start revenue services with passengers.

The results of those tests are then integrating the System safety cases, which will be finally approved by the assessor and the National Safety authority to give the authorization to start the operation.

Operation & Maintenance

The preparations for achieving operator readiness to take over the utilisation of the line has been engineered for a long period of time before the start of the operations. The operator has been involved from the test and commissioning phase in order to become familiar with the new assets, while official and certified training courses are provided from the original manufacturers to the operator. On the Copenhagen Metro project, the operator, alongside the operational and maintenance experts of Hitachi Rail, is reviewing and enhancing the operation and maintenance needs of all the new assets included in the systems. This information is then digitalized, creating an electronic database for tracking works activities, in order to ensure the safety, cleanliness and correct operability of these assets in the future.

In a way to tailor the detailed design of the operation and maintenance to the project needs (in accordance with the original manufacturer) the operator and safety experts are updating the operational procedures and the “rulebook” of the operation and maintenance teams. These procedures and rules are the reference for the training regime, ensuring that the operator is able to react correctly and quickly to the various scenarios (normal, degraded or emergency). These trainings allow the operator to fully-scale the knowledge to the whole company before the trial operations start. During this trial run period, the operator verifies and demonstrates, autonomously, that they have all the knowledge and material to operate the new part of the line safely, reliably and efficiently.

With the successful completion of the trial operations without passengers, the doors of the stations can be opened and the service operation with passengers can start. The operator can then start to ensure the service availability requirements align with the integration of the passenger’s behaviours.

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