HIGH SPEED EVOLUTION WEALTH CREATION

HIGH SPEED EVOLUTION

In December 2010, Eurostar International Ltd awarded a contract for 10 new high speed trains to Siemens. The company has used a system developed over decades to maximise the performance and passenger-carrying ability of its 320km/h trains. Keith Fender, Europe Editor at Modern Railways magazine asked Martin Steuger, Siemens Eurostar Project Director, and Nigel Broughton, Siemens Eurostar Project Manager, to explain how these trains have evolved.

The first of the new Eurostar e320 train sets developed by Siemens sits on Platform 5 at St Pancras International station. The trains are interoperable, which means they can run across diverse European signalling systems, opening up the potential for a whole range of new direct services between the UK and European city centre destinations

Eurostar has been operating European high speed line and the Channel Tunnel. The ICE3, which was the first high traction motors, which are derived from the Spanish words although the way the body resulting in less space for high speed trains between network, to Amsterdam, Geneva new Velaros will start carrying speed train in Europe to located in the bogies. The for high speed, velocitad alto. shells are finished reflects their passenger accommodation. By London, Paris and Brussels via and German cities. Eurostar passengers towards the dispense with locomotive traction rating of this three- Among these requirements intended use – so, to cope with mounting major components the Channel Tunnel since 1994, In 2010, Siemens won the end of the year. power cars and to distribute all coach-unit is more than 4 MW. was the need to be able to the country’s severe weather underfloor, or on the roof, using a fleet of Alstom-built €700 million Eurostar order with the traction equipment along The company then sought operate in a wide range of conditions, those made for distributed along the length of trains derived from the French a new 320 km/h (200 mph) the length of the train. to develop the concept further temperatures, ranging from Russian Railways are fitted with the unit, an extra 20% of usable TGV system. Fifteen years on, version of its Velaro high speed DEVELOPING The traction equipment is by defining the performance +50° C in the deserts of Spain to more insulation than those for space has been gained in the these trans manche super trains train. The company has a long VELARO distributed across several criteria, such as maximum speed -50° C in the Russian winter. Western Europe. passenger cars. The seating (TMST), consisting of 18 history of rail innovation: it By 2010, Siemens had gained coaches. Each traction unit and power consumption that While the basic parameters of capacity has risen from nearly carriages plus two power cars, created the world’s first electric decades of experience building comprises three coaches with high speed rail operators around the Velaro platform design are 750 to almost 900 people in the needed overhaul. Eurostar powered train in 1879, and has high speed trains, initially for one carrying the high-voltage the world were likely to seek. now set, there is scope for TECHNOLOGICAL new Eurostar trains, compared decided to add new trains to its been involved in high speed rail Germany and then further afield. equipment consisting of From these potential markets, a variation so that the trains EVOLUTION to the previous TMST trains for fleet which were able to operate development since the 1960s. At the turn of the millennium, pantographs and main circuit mix of technical and geographic supplied to China and Russia in Historically, heavy components the same length of unit. on the existing routes but with The first tranche of 10 trains the company had designed and breaker. The transformer and the factors on a basic design 2008/09, for example, are 30cm such as main transformers had As electronics technology has the potential to reach further has now been built and is being manufactured a train concept other two other coaches carry ‘platform’ was determined and wider standard. All the vehicles dictated the need for power advanced, so have high speed rail afield, via the now expanded tested in France, Belgium, the UK for Deutsche Bahn named the the traction invertors and the named – it became the ‘Velaro’, are made from aluminium, cars at either end of a train, traction invertors. The first Velaro

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Velaro aluminium car body construction at Siemens in Krefeld, Germany © K Fender

for Spain a decade ago used GTO switching from AC to DC and continue to operate at full speed. gradients found on modern high of previous Velaro train sets and (Gate Turn Off) thyristor invertors vice versa. They are consequently Because equipment is distributed speed lines (and into and out of subsequent simulations, various but as power device technology smaller and lighter at the along the train, the weight is the Channel Tunnel). One further constructive alternative options has advanced, the more recent same rating. more uniformly distributed over benefit of the distributed traction were developed and tested trains built for Russia, China and In the Eurostar Velaro, which the entire length, meaning the principle is the lower necessary using simulation technology, now Eurostar have used is made up of 16 coaches and individual wheel sets bear less adhesion factor, which enhances then developed further and insulated-gate bipolar transistor just under 399m long, there are weight. This, in turn, reduces electric (regenerative) braking simulated again. These new (IGBT) invertors. four identical, independent wheel and track wear and bogie under poor rail conditions. aerodynamic design features These IGBT invertors are traction units, with eight traction maintenance while ensuring The basic design architecture were then tested in wind tunnel Testing of the aerodynamic behaviour of the Velaro Eurostar in a wind tunnel test. The revision of the aerodynamic improvements on GTOs, thanks invertors. The potential failure of peak maximum efficiency; 50% of of the Velaro Eurostar is for two experiments. In order to validate concept has led to a reduction in equivalent air resistance surface of approximately 20% compared to earlier designs to advances in the field of one invertor does not affect the all axles are powered and fitted eight-coach units coupled these measures, elements such of Velaro units © Siemens semiconductors. They need less remaining units or the train’s with traction motors. This enables together as an effective mirror as the cladding of the intercar additional equipment for built-in system redundancy to the train to cope with the steep image of each other – two gangways was constructed, there is potential to disturb track only usable on the European Italian car designer and eight‑car trains, together with mounted on a Velaro, tested and ballast and cause stone lift. continent, as the UK section of coachbuilder Pininfarina. only a driving cab at one end, subjected to measurements. Compared to earlier Velaro high speed line (HS1) is not The train’s power supply which includes everything The train is now quieter, train sets, the bogie areas are currently equipped to receive system has redundancy installed onboard with all the traction and thanks to the raised section of now noticeably smaller and the regenerated power back into the throughout the train to ensure a safety systems replicated along the roof. The elevated roof also design of the under-floor area supply network. constant supply of power for the train. This builds in useful means there is less ‘tunnel boom’ has been optimised. This air‑conditioning, ventilation, and redundancy in the event of some caused by the compression and included redesigning the INTERIOR FITTINGS heating, as well as powering equipment failing or being displacement of air when the exhaust openings of the coolers The Eurostar Velaro is the fans, pumps, catering damaged – the train can then train speeds through tunnels in the traction system, improving largest‑capacity European high equipment and lighting. operate at reduced power and and emerges from the restricted the transition zones to and from speed train, with almost 900 Siemens has learned from speed with far less energy than tunnel bore back to the open the bogie, and the bogie skirts seats for passengers per journey. experience with earlier models with all eight of its traction environment. Roof-mounted themselves. Each train has 26 toilets – most that onboard auxiliary systems invertors working. equipment such as pantographs The braking system is also arranged back to back so they need to have their own separate and air-conditioning units is energy-efficient. Since the first can share plumbing and roof- power invertor. This is integrated, thereby decreasing generation, the Velaro’s electric mounted water tanks. Each train independent of power supply AERODYNAMIC the energy demand. The spoiler, regenerative brake has been is equipped with automated changes, as the train moves EFFICIENCIES nose and front sections have feeding surplus braking energy wheelchair ramps, which can through neutral sections on A separate working group was also been aerodynamically back into the power grid. The open to either side of the train. high speed lines (required every set up for improving the optimised, and in so doing result is 10% energy savings and The train’s interior was entirely 50km on 25KV AC 50 Hz systems From power car to distributed power: equipment that was located in one power car on the old Eurostar is now aerodynamic elements of the reduce air turbulence, a reduction in mechanical wear. customised by Eurostar, with – or every eight to twelve distributed along the underfloor area of the train © Siemens Eurostar. Based on the modelling particularly at track level where At the moment, this system is interior furnishings taken up by minutes when travelling at

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Europe’s railway system has developed over 175 years, and the safety and signalling systems used in each country have, until very recently, been national in character and generally incompatible with those in neighbouring countries.

maximum speed of 320km/h). The design of the interiors is CROSSING BORDERS neighbouring countries. Even these would be almost The train control system is modular, allowing the high speed lines have different impossible to correctly identify replicated to build in operator to choose the basis Europe’s railway system has versions of modern ‘cab by the driver). redundancy; one set of of interior layout. There are developed over 175 years, and signalling’, where the train driver Eurostar is planning a direct armoured cables is under the fixed areas such as bulkheads the safety and signalling systems receives instructions and service to Amsterdam. The trains train floor, the other on the roof and equipment installations, used in each country have, until information via screens in the running from London to so that if one becomes but the design allows very recently, been national in cab rather than the traditional Amsterdam will pass from 25kV damaged in service the other flexibility in the location of character and generally signals mounted on posts 50 Hz AC to 3kV DC in Brussels can replace it. interior features. incompatible with those in beside the tracks (at 300 km/h and Antwerp, then back to 25kV 50 Hz AC on the route to MAINTAINING THE NEW TRAINS Rotterdam and Schiphol before entering Amsterdam, operating Unlike the Class 373, the Velaro has equipment spread along the from 1.5kV DC. Each different train both under the coaches and in the roof space – as a result, traction voltage necessitates a the depot has required some extensive work to add roof height pair of pantographs on the train, platforms the entire length of the train on several of the covered plus traction equipment capable maintenance tracks; the power supply inside the depot has had to The Velaro undergoing tests during the final assembly process at Siemens in Krefeld, Germany © Eurostar of handling multiple voltages. be reconfigured. Previously, a short 30m retractable supply above Automatic Train Protection the power cars sufficed for testing, whereas the new train needs existing previous generation of Maintaining the new trains. 2017. The new London to signalling systems pose even power along its full length as it has multiple pantographs for TGV derived Class 373 TMSTs. Eurostar will start using the new Amsterdam route due to start more of an engineering power pick up that will need testing. The power supply inside the The future maintenance for e320 train sets in November in 2016/17 is expected to have challenge with no less than nine depot uses aluminium conductor rail rather than copper wire as the new fleet will be shared by 2015. The full fleet of 17 trains a journey time of around four system variants in use between used on most of the high speed network. Siemens and the existing will be progressively introduced hours. London and Amsterdam; the A host of smaller modifications has also been made to the Eurostar maintenance in 2016 with all in service by train needs to be able to depot to accommodate the external doors and wheel sets employees; Siemens will seamlessly switch from one to being in different places on the new trains. The positioning of provide technical support and another while moving, often at BIOGRAPHY the wheels has been critical to enable static testing of the cab spares supply (a parts over 160km/h. The integration of Martin Steuger, Siemens’ project director for its Velaro trains, signalling system for both types of train in the fleet on the same catalogue of nearly 7,000 items joined Siemens in the early 1990s, and initially worked on nine different safety systems track (as the system works by detecting the train’s wheels). The has been prepared) and electric locomotives and regional trains. In 2000, he became provided by three different alternative – having to dedicate one set of tracks to each type of diagnostic data while Eurostar the project manager for the 330km/h ICE3 and led the process suppliers has been one of the Eurostar’s high-security train maintenance depot at Temple Mills in train would have wasted space and delayed maintenance work. will undertake the actual of gaining approval for this German‑built train to be used in biggest challenges in East London was purpose-built for the Class 373 fleet when Eurostar Major overhauls where all the big components such as maintenance. All the Class 374 France and Belgium on brand new high speed lines in both successfully introducing started operating from London St Pancras International station via traction motors, traction invertors and safety systems are trains will be based in the UK countries. the Velaro. the completed HS1 high speed rail line in 2007. To accommodate removed and replaced with new or overhauled components will and all major work will be Nigel Broughton is Siemens UK project manager for Velaro the Class 374, some major changes have been made which reflect be undertaken every 1.6 million km – each train is expected to undertaken at Temple Mills, e320 train implementation. From Virgin Trains, as project how the design of high speed trains has evolved. The vehicles of the operate around 450,000km a year so each train will be inspected DOWN THE LINE although daily servicing and manager for Class 220/221 Voyager new train induction, new Velaro are built to the European standards for high speed trains on average at least once a week and undergo a full overhaul The first 10 Velaro Class 374 repairs can be undertaken in he joined Siemens in 2002 and initially worked on delivery and are wider and taller. every 3-4 years. trains will operate alongside the both Paris and Brussels – see projects for the Desiro UK fleet for the UK West Coast Main Line.

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