THE CUSTOMER MAGAZINE of KNORR-BREMSE RAIL VEHICLE SYSTEMS Edition 41 | November 2015 Informer | Edition 41

Informer

THE CUSTOMER MAGAZINE OF KNORR-BREMSE RAIL VEHICLE SYSTEMS edition 41 | November 2015 Informer | Edition 41 | November 2015

CONTENTS

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Editorial Rolf Härdi, The changing face of Member of the Executive Board service operations 12 of Knorr-Bremse Systeme für Modernization project Schienenfahrzeuge GmbH 03 EcoTrain – going green 14

NEWs CUSTOMERS + PARTNERS The latest information 04 Ambitious plans on the Bosporus 16 Successes down under 18 Japan celebrates the Shinkansen 20 COVER STORY RailServices – global competence in local markets 06 Interview mit Rainer Blüm, Managing Company Director WestfalenBahn GmbH 08 110 years of Knorr-Bremse 22 iCOM – Vehicle servicing: the latest development 10

E-NEWS-0041-EN This publication may be subject to alteration without prior notice. A printed copy of this document may not be the latest revision. Please contact your local Knorr-Bremse representative or check our website www.knorr-bremse.com for the latest update. The figurative mark “K” and the trademarks KNORR and KNORR-BREMSE are registered in the name of Knorr-Bremse AG. Copyright 2015 © Knorr-Bremse AG – all rights reserved, including industrial property rights applications. Knorr-Bremse AG retains all power of disposal, such as for copying and transferring.

Rolf Härdi, Member of the Executive Board of Knorr-Bremse Systeme für Schienenfahrzeuge GmbH

Dear Reader,

We are pleased to report that the rail sector has experienced a massive upswing in recent years. At the same time, however, the pressure of competition has grown, customers’ requirements have increased, and passenger expectations have increased. This trend initially affected theOEM side of the business, but can now also be observed in the service segment. Customers’ service requirements vary enormously: A Chinese metro operator has completely different needs from a European high-speed train operator or the owner of an Australian freight train fleet. But they all have one thing in common: They want their vehicles to be available at all times and in all places. Ensuring this is the primary mission of Knorr-Bremse RailServices. 2 3 We are able to deliver because we are continuously developing our service offer. A recent example was the roll-out of Knorr-Bremse’s tried and tested globally standardized KPS production system in the service centers that we operate in 20 different countries of the world. It means that fleet operators can now benefit directly from the technological skills of our Information for Knorr-Bremse’s development and production sites. Another example is the next generation of vehicle ser- customers and business partners vice technology that Knorr-Bremse is currently launching in the market – the iCOM vehicle diagnostics system. This demonstrates how smart phone and tablet apps can be used in the Imprint: Publisher: world of rail vehicles. Knorr-Bremse Systeme für Schienenfahrzeuge GmbH In this edition of the Informer you can also read about an interesting modernization project Marketing: Katharina Bachem involving the Desiro T642 locomotives operated by the Erzgebirgsbahn. And I am delighted Moosacher Straße 80 80809 Munich that we were able to conduct an interview with Rainer Blüm, director of the WestfalenBahn, Germany in which he recounts his experience with an exchange warehouse used by Knorr-Bremse for Tel. +49 89 3547-0 Fax +49 89 3547-2767 its brake system maintenance operations. www.knorr-bremse.com

Realization: KB Media GmbH, Silvia Reichert As well as the latest news from the service segment, there are many more fascinating articles Layout, graphics: Cathrin Huber to be found in this edition. For example we report on the UIC Highspeed Congress in Tokyo, Text: Thorsten Rienth; Logysign Media Printed by: Pera Druck GmbH at which more than 1,000 participants reviewed achievements in the high-speed sector over the last fifty years and discussed the challenges of the next fifty. We also announce the re- ceipt of a major order from Turkey, where Knorr-Bremse is to equip 1,030 freight wagons with the new CFCB compact freight car brake. And last but not least we use the occasion of the 110th anniversary of Knorr-Bremse to look back on how the passion and enthusiasm of an engineer led to the creation of a corporate group with a global reach.

I hope you enjoy reading this edition of the Informer.

Best wishes

Rolf Härdi Informer | Edition 41 | November 2015 | News

» News

4 KNORR-BREMSE OPENS SUBSIDIARY IN KAZAKHSTAN 5

The Knorr-Bremse Group is expanding in Central Asia: On April ceremony. Dmitriy Danilenko, General Director of Knorr-Bremse 15, 2015, Knorr-Bremse Rail Vehicle Systems opened a subsidiary Systems for Rail Vehicles Kazakhstan LLP, added: “We will be the in Astana, the capital of Kazakhstan. The new company will offer first company in the country to offer servicing of state-of-the-art a wide range of services for the passenger and freight locomo- braking systems for passenger and freight trains and locomotives.” tives manufactured in Kazakhstan that are already equipped with Knorr-Bremse brakes and on-board systems. The rapid economic development of Kazakhstan has resulted in increased pressure to upgrade and modernize the country’s rail “The new subsidiary offers a good base from which to estab- system. The plan is to construct new lines and produce modern lish further products and solutions in Kazakhstan,” commented rail vehicles for the entire CIS region. Dr. Robert Wassmer, chairman of the Executive Board of Knorr- Bremse Systeme für Schienenfahrzeuge GmbH, at the opening

Extensive retrofitting of LEADER (iCOM Assist)

DB Schenker AG – Europe’s leading freight railroad – has begun retrofitting the LEADER (iCOM Assist) driver advisory system to a total of 300 TRAXX locomotives in its fleet, with an option on a further 600 units. LEADER (iCOM Assist) has proved capable of significantly cutting energy consumption – by an average of over 10% – for a range of different operators, as well as reducing wear from in-train forces. Because the system is only connected to the locomotive’s power supply rather than the control system, no li- cense is required. Weatherproof: sanding system for Shanghai Metro Because sections of Line 16 of Shanghai Metro run overground, poor wheel-rail adhesion in adverse weather conditions meant that trains used to experience braking problems. Regular stopping and starting by urban metro trains means that a high level of fric- tion between the wheels and rails is required. After field testing, Shanghai Metro decided to retrofit Knorr-Bremse sanding systems to 46 of its trains. The SDN 14 system involved had already been tried and tested on most Chinese high-speed trains.

4 5 Knorr-Bremse at UrTran2015

In mid-June a new rail exhibition in Beijing – UrTran2015 – made headlines in the rail world. The focus of the three-day event held at the China International Exhibition Center was on urban transportation, and Knorr-Bremse used the opportunity to showcase solutions developed especially for the Chinese market. In addition to presenting its OEM and service products, the Group also introduced the new Knorr-Bremse PowerTech brand (power supply systems) and the recently acquired Selectron Systems AG, which has added rail vehicle automation components and solutions to the Group’s portfolio in China. Informer | Edition 41 | November 2015 | Cover Story

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Global competence in local markets When it comes to aftermarket service, customer proximity is crucial – which is why Knorr-Bremse maintains a local presence worldwide.

With highly-trained specialists in more than 30 service centers in 20 different countries, Knorr-Bremse RailServices can pro- vide innovative, energy-efficient, low-cost solutions throughout a vehicle’s life cycle. The latest topics are the roll-out of the KPS production system to all Knorr-Bremse service centers, in- troduction of the new iCOM service tool, and upgrades tailored to customers’ precise requirements. Informer | Edition 41 | November 2015 | Cover Story

“WE WOULD NEVER HAVE GOT IT ALL DONE OTHERWISE”

FOR OVERHAULING THE BRAKES OF ITS ROLLING STOCK, Westfalen- Bahn GmbH uses a parts exchange warehouse. We spoke to managing director Rainer Blüm about the advantages.

8 9 Informer: Mr. Blüm, how did Westfalen- What is the actual procedure when it What are the commercial advantages of a Bahn organize the overhauling of its brake comes to servicing braking systems? parts exchange warehouse? systems prior to the launch of the parts Knorr-Bremse has overall responsibility We can keep throughput times to a mini- exchange warehouse? for maintenance and logistics. The system mum and ensure that the vehicle goes back We leased our rolling stock back in 2007, we have introduced means that DB Heavy into service on schedule. Delays due to a together with a spare parts package. This Maintenance always receives the neces- lack of materials are now a thing of the past. meant we initially had a source of spare sary materials at exactly the right moment. But there are other advantages too – for ex- parts for the most important brake compo- For a major service, brake components are ample when it comes to training courses, nents. The idea of an exchange warehouse dismantled and transported in special con- other maintenance materials or services. only became relevant when a major ser- tainers to the Knorr-Bremse service center in vice that included a BR3 brake inspection Berlin. At the same time in Krefeld, where the What potential is there for extending the was due. As all the multiple units had been actual servicing takes place, a replacement concept so as to maximize its advantages? delivered within a period of a few months, set of spare parts is always available. At the end of this year we will be receiving a they were all going to have to undergo a further 28 multiple units. 15 “FLIRT” four-sec- major service more or less together. The WestfalenBahn has been using this ap- tion trains will operate in the Emsland region time required to service a three-section proach for something more than a year on the line between Münster and Emden, “FLIRT” multiple unit is three weeks, and now. How has it worked so far? and 13 six-section “KISS” double-deckers will that includes replacing the brake compo- The professional approach taken by everyone be used between Rheine and Braunschweig nents and testing the entire trainset… concerned meant that any initial teething and between Bielefeld and Braunschweig. troubles were quickly resolved. Deadlines are When the time comes for these trains to … quite a challenge. now met, the proportion of returns is carefully undergo a major service, we aim to main- Exactly: It would have been unrealistic to monitored, and any problems with deliveries tain this close collaboration in the hope of try to service all the vehicles in such a short are rapidly dealt with. Cooperation between achieving further synergies and cost savings. 8 period of time. As a relatively small fleet our workshop team, the sales department, 9 operator we find it important to work with the service center, and our Knorr-Bremse experienced service technicians – which contacts is excellent. The “one-face-to-the- is why we hand the task over to DB Heavy customer” approach functions very smoothly Maintenance. Together with Knorr-Bremse at this operational level. But of course there is we developed the idea of a parts warehouse always room for improvement – for example and designed it according to our needs and collaboration could be even better in terms capabilities. of technical support.

WestfalenBahn GmbH WestfalenBahn GmbH is a regional rail transportation company that was set up in 2005 by four partners and has operated local train services in North Rhine-Westphalia and Lower Saxony since 2007. Every year, West- falenBahn carries some 12 million passengers and notches up 4.1 million train-kilometers on the 300-ki- lometer Teutoburger network. With effect from December 13, 2015 the Emsland and Mittelland network is due to be added, boosting the dis- tances traveled by 5.4 million train- kilometers per year. At the moment, more than 200 WestfalenBahn employees work to ensure the trains’ safety, punctuality, and comfort.

▲ The “FLIRT” multiple units have been tried and tested on the WestfalenBahn network. Informer | Edition 41 | November 2015 | Cover Story

Vehicle servicing: the latest development What impact will the world of smartphones, tablets, and countless apps have on the rail sector? One answer is Knorr- Bremse’s iCOM system – an open, flexible platform for diagnostics, driver assistance, and various other applications.

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▲ With iCOM the rail world has been introduced to the benefits of tablets, smartphones, and apps.

iCOM links to the main vehicle systems and (iCOM Assist) driver advisory system helps iCOM is the first system in the rail sector to can be adapted to various train architec- the locomotive engineer improve the ef- use an Android-type open architecture that tures. It consists of on-board units, a com- ficiency of his driving style; the energy enables customers to tailor the system to munications interface, and a back office metering function (iCOM Meter) reliably their precise requirements by adding fur- function – plus a range of applications. supplies a precise basis for further optimi- ther apps. This degree of flexibility makes it Rather like a smartphone, iCOM is designed zation, as well as a calculation of energy a good example of Industry 4.0 – the Inter- to operate as a platform for a number of costs; and iCOM Backoffice uses a single net of Things. apps. iCOM Monitor combines advanced user interface to bundle all the data. Exten- measurement and analytical techniques sive field testing is currently being carried with automated diagnostics; the LEADER out by a well-known German LRV operator. tilator motors. Operators receive timely information on any significant increase in the risk of system failure and are able to take the necessary remedial action. Another possibility would be to link iCOM Monitor with vehicle maintenance processes and systems. If the likelihood of a particular system requir- ing maintenance increased, a direct link to spare parts management would enable ▲ iCOM bundles condition-based diagnostics for rail vehicle systems and products that hitherto had to be monitored separately. the necessary spare parts or tools to be ordered in advance, staff resources to be planned or capacity booked in the vehicle Condition-based the system processes not only current depot. The result would be a leaner, more maintenance using product and system metrics but also his- efficient maintenance process. 10 iCOM Monitor torical data and information on the oper- 11 In the past, most maintenance work on rail ating environment, drawing on data from vehicles and their subsystems was carried various vehicle sensors that measure, for Absence of interaction opens the way for specific further developments Apps such as iCOM Monitor, iCOM Assist or iCOM Meter are only the beginning: The possibilities are limited only by the cre- ativity of the app developers. The external interfaces and links to existing customer tools are clearly defined, and the absence of interaction means it is possible to extend existing systems or incorporate future applications into them. It also means iCOM has no impact on safety-critical systems and the safety performance of existing products and systems is unchanged.

out at predetermined intervals. In the ab- example, vibration, temperature, and ac- sence of precise information on individual celeration. On the basis of this information components’ status and performance, unit generates status reports and mainte- expected failure could occur at any time, nance recommendations for all the most and maintenance intervals were less than important elements of the overall system. optimal. With its preventive diagnostic In the case of braking systems, these can function, the iCOM Monitor app identifies include the brake control system, the air early signs of wear or damage and helps treatment unit, brake discs, and valves; in avoid downtimes and unexpected train the case of door systems, the drive and cancelations. guidance systems; and in the case of HVAC In order to reliably identify malfunctions, systems, the air heater, air filter, and ven- Informer | Edition 41 | November 2015 | Cover Story

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The changing face of service operations As the rail sector evolves so, too, the service infrastruc- ture has to change – which is why Knorr-Bremse is rolling out its KPS global production system at its service centers.

With rail vehicles often remaining in service and testing equipment that have already The best solutions for for 40 years or more, fleet owners need to established our excellent reputation in the global roll-out ensure they remain operational if they are OEM sector,” explains Manuela Sergizzarea, There are, of course, many differences be- to be able to plan their capacity reliably over responsible for the project at Knorr-Bremse tween the OEM and service sectors. Quanti- such a long period. As a result the demands Rail Vehicle Systems. “The focus will be on ties are much higher in the former, whereas made on the aftermarket are increasingly reliable delivery, short throughput times, in the service sector flexibility is paramount. similar to those made on original equip- and enhanced quality.” Knorr-Bremse is So the roll-out of KPS involves more than ment manufacturers, and Knorr-Bremse is transferring the technological competence just a wholesale transfer of a proven system. responding by extending its highly success- of its development and production sites to Sergizzarea explains the underlying prin- ful KPS production system to cover its ser- more than 30 service centers in 20 different ciple: “We are transferring the expertise of vice centers as well. countries. “But at the same time we are tak- the Center of Excellence at our corporate “It means that for our service operations ing into account the specific requirements headquarters to our global service center we will be using the same processes, tools, of the service sector,” adds Sergizzarea. network.” New technologies are being tried out, analyzed, and – if suitable – established Environmental as standard. One example is a highly effec- protection and tive dry-ice surface cleaning process origi- sustainability in nally tested at Knorr-Bremse’s Munich head- service operations quarters in conjunction with selected sites. It goes without saying that Knorr-Bremse’s This has now been adapted and defined as commitment to environmental protec- the standard best technical solution for ser- tion and active promotion of eco-friendly, vice centers. The process is extremely rapid, resource-efficient technologies also applies does not require liquids, and results in high- to its service centers. Every year until 2025 quality cleaning. at least 5,000 valves will be remanufactured, The same applies to best-practice solutions mainly from used components, with only from the various service sites themselves. a small proportion of new parts. This saves “We think it is very important for service valuable resources, extends product life centers to exchange ideas and learn from cycles, and reduces the company’s carbon one another,” says Sergizzarea. To encourage footprint. this, a meeting of top-level service center A similar approach can also be found in managers takes place annually, with best- Knorr-Bremse’s service centers, where you practice solutions high on the agenda. can find solar-powered ceiling spots boost- This focus is already producing results: ing the lighting system and warm air from For example a new disassembly tool that compressors being recycled for winter heat- proved invaluable for day-to-day opera- ing. Even the new dry-ice cleaning process tions in a Chinese service center is now be- fits into this picture, as it avoids the use of ing used in five other centers – and others diesel tanks and the need to dispose of con- 12 will shortly be following suit. taminated water. Furthermore it does not 13 generate secondary waste – dry ice is a by- product of other industrial processes.

▲ The highly effective dry-ice surface cleaning process has been defined as the standard best technical solution for service centers.

▲ Manager Pontus Johnsson is proud of the paint shop equipment at the service center in Lund, Sweden. Informer | Edition 41 | November 2015 | Cover Story

GREENING THE RAILROADS ‘ECOTRAIN’ IS THE NAME OF DEUTSCHE BAHN’S LATEST PROJECT FOR THE ERZGEBIRGSBAHN NETWORK. It involves a diesel-powered Desiro VT 642 test vehicle being equipped with a hybrid drive system. Knorr-Bremse is supplying the new brake control system, which is being designed to maximize energy recuperation.

Recovering electrical energy during braking is nothing new in electric vehicles. It involves a generator converting some of the kinetic energy into electricity, which the vehicle then feeds into the grid. The technical term for this form of energy generation using the braking system is ‘regenerative braking.’ While it is com- monly used in modern electric vehicles, in the case of diesel vehicles, most of the braking energy just generates heat, which dissipates into the atmosphere.

14 15 FREQUENT HALTS INCREASE BENEFITS The Erzgebirgsbahn project in Chemnitz, Germany, aims to change all this. Eight different hybridization concepts were ex- amined as part of a collaborative project with the Fraunhofer Institute in Dresden and the technical universities of Dresden and Chemnitz. The final choice was a se- rial hybrid motor based on a diesel-electric concept – in other words with sepa- ration of electrical generation and the purely electric drive system. “Hybridiza- tion is common in the automotive sector, but we want to develop this technology for the rail sector as well,” explains Sören Klaus, co-leader of the project with Claus Werner and responsible for its implemen- tation in collaboration with Wolfgang Leibiger, head of transport services at Erz- Deutsche Bahn AG operates its multiple NEW DRIVE CONCEPT gebirgsbahn. units for an average of 44 years. “The 642 REQUIRES VEHICLE It is no coincidence that this particular rail units in operation at Erzgebirgsbahn are MODIFICATIONS company is pioneering the technology. now 15 years old,” says Claus, “so this is a When new drive concepts are installed in On the 217 km route between Chemnitz, good moment to breathe new life into an existing vehicle, a number of modifica- Zwickau, and Johanngeorgenstadt there them.” Similar multiple units are also com- tions are required. Above all a storage sys- are more than 70 halts. The more often a monly used in the DB fleet. “If the hybrid tem has to be incorporated. In this partic- train brakes on an unelectrified route, the concept turns out to be a success, then ular project, which is being supported by greater the benefits of the new technol- I can well imagine it could be extended the Federal Ministry of Transport, a modu- ogy. Braking energy is no longer lost – in- beyond the 16 units operated by Erzge- lar system using a combination of Super- stead electricity flows to the power packs birgsbahn.” cap capacitors and lithium-ion batteries is every time the brakes are applied. being used with a view to deriving maximum benefit from the two technologies NEW BRAKE CONTROL ect at Knorr-Bremse Rail Vehicle Systems. according to the system’s current operat- SYSTEM TO MAXIMIZE The first modified vehicle is due for track ing status. REGENERATION POTENTIAL testing in the spring of 2016. Another crucial modification involves re- The new drive concept also increases placing the existing engine with a diesel- the weight on the bogies and wheelsets. electric drive system. Reduction of the Computer simulations revealed that this diesel element brings two advantages resulted in critical tensions, which meant for the operator: On the one hand it cuts it was not possible to take the easy op-

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fuel consumption, and on the other hand, tion of using existing bogies because of maintenance costs are reduced if less use collision points on the central beam and is made of the diesel engine. The engine bogie frame. A completely new bogie management system is being modified therefore had to be developed. to cope with sequential engine start-up Finally, the ‘Ecotrains’ are being equipped and switch-off. And the engineers are also with a new braking system adapted by linking up the overall vehicle control sys- Knorr-Bremse to the hybrid concept. tem to the energy management and drive Where a retarder was used in the past, control. its role will now be taken by an electric brake. “The main focus is on maximizing the regeneration effect,” explains Achim Steckert, who is responsible for the proj- Informer | Edition 41 | November 2015 | Customers + Partners

16 17 Ambitious plans on the Bosporus Turkey’s leading freight car manufacturer, Tüdemsas, has decided to equip an initial batch of its new freight cars with the CFCB compact braking system. As a result, output at the Knorr-Bremse production site in Budapest has trebled within the space of a few months.

To mark the hundredth anniversary of the Low-wear, lightweight ing heavier loads without additional energy founding of the Turkish Republic, which and rapid to install costs. will be celebrated in 2023, the country has When a country starts to extend its trans- Direct application of the braking force launched a number of ambitious projects: port network, it also needs to expand its ve- makes the CFCB, with its integrated slack- a new major airport in Istanbul, an addi- hicle fleet – andT urkey’s biggest freight car adjuster, extremely effective. It is also very tional canal linking the Black Sea and the manufacturer, Tüdemsas, a subsidiary of the easy to install, with only four interface Mediterranean, and a third bridge over state railroad company Türkiye Cumhuriyeti points to the bogie. Two brakes will be in- the Bosporus, which, at more than 1,400 Devlet Demiryolları (TCDD), has been com- stalled in each of the new freight cars. meters, will be the longest suspension and missioned to produce large numbers of cable-stayed bridge in Europe. Further ele- new freight cars. For the first batch of 1,030 ments in the program include new ports, cars, Tüdemsas decided to install the Knorr- Breakthrough to expressways, motorways, and an expand- Bremse CFCB Compact Freight Car Brake. volume market ed rail network. The CFCB requires less maintenance and is The Turkish order for CFCB units represents several kilograms lighter than conventional a breakthrough. Up till now, Knorr-Bremse’s freight car brakes. In rail vehicles, reduced annual output has been between 1,000 and weight always also means reduced energy 1,500 units, but this is set to rise to around consumption – or the capability of carry- 3,500 this year. “That means we have to in- 16 17

▲ CFCB production at the Knorr- ▲ Freight car in Sivas, Turkey – Knorr-Bremse is supplying the CFCB braking system. Bremse freight car center in Budapest.

crease production by 200 percent within a explains Hegedus. Even though the order very short timeframe,” comments Istvan He- was only received last November, the first gedus, responsible for European freight car 1,030 freight car braking systems will be de- sales at Knorr-Bremse Rail Vehicle Systems. livered by the end of 2015. A number of changes were introduced at the Group’s freight car center in Budapest, Hungary. “We succeeded in expanding capacity and slimming down processes very quickly – and can now deliver equipment for about 200 freight cars every month,” Informer | Edition 41 | November 2015 | Customers + Partners

Successes Down Under Some two years ago, Knorr-Bremse decided to concen- trate its Australian business and service activities under one roof in Granville, New South Wales. Now three major orders from the iron-ore and passenger transportation sectors are enabling the company to considerably expand its presence in the country.

Knorr-Bremse is to develop braking and mid-2016. The contract is due for comple- HVAC systems for 75 new passenger trains tion by summer 2018. due to be delivered by Bombardier to fleet Knorr-Bremse will also be responsible for operator Queensland Rail. It is also retrofit- maintaining and overhauling the systems ting electro-pneumatic braking systems to for the next 30 years. “The work will be car- 4,600 bulk freight wagons for mining com- ried out by experienced technicians using pany BHP Billiton Iron Ore, and supplying the most modern test equipment through- 1,800 new door systems for Tangara com- out the trains’ entire life cycle,” explains muter trains in Sydney. Michael McLellan, Managing Director of Knorr-Bremse Australia. “Systems and RAMS engineers are also available locally to sup- Latest technology port the customer to ensure maximum reli- 18 for commuter trains ability.” 19 in Sydney ‘Tangara’ is an Aboriginal word meaning ‘to go.’ As part of an upgrade of this third gen- Systems for eration of commuter trains, fleet operator extra-long trains Sydney Trains has ordered new lightweight The third order comes from mining com- door leaves and technology-upgraded door pany BHP Billiton Iron Ore, which operates mechanisms, which will improve reliability its own fleet of trains linking mines in the and safety and significantly extend the life interior with deep-water ports on the coast. of the fleet. It is not uncommon for trains to measure almost 3 kilometers in length and to weigh in at almost 30,000 tons. Queensland Rail to The company is retrofitting Knorr-Bremse expand its fleet subsidiary New York Air Brake (NYAB) elec- The second major Australian order for tro-pneumatic EP 60 braking systems to its Knorr-Bremse – as part of an extensive up- fleet of 4,600 iron-ore pneumatic wagons. grade and fleet expansion for Queensland Unlike conventional systems, EP 60 no lon- Rail – has similar goals. The braking system ger transmits the braking signal pneumati- to be installed in 75 new electric multiple cally – at approximately the speed of sound units with a total of 450 cars consists of an – to the individual brake control units, but EP control unit, together with lightweight rather electronically, so that the signal ar- brake discs, compact calipers, oil-free com- rives at all wagons virtually simultaneously pressors, and the latest generation of sand- and only then is applied pneumatically on ing system. The latter significantly reduces the bogies. This improves train controllabil- sand consumption, as it no longer dispens- ity dramatically and significantly reduces es sand indiscriminately but rather varies intercar forces as well as resulting in fuel the volume according to the speed of the and time savings throughout the journey to vehicle. The HVAC systems are also specially port. Once the retrofit is complete the BHP designed to cope with the hot, humid cli- fleet will consist of nearly 9,000 iron-ore mate in eastern Australia. The first train is wagons fitted withN YAB electro-pneumatic slated for delivery in late 2015 for testing EP 60 braking systems. prior to going into network service from Bombardier Transportation, the global ▲ leader in the rail industry, has chosen Knorr-Bremse to supply systems for its new NGR trains.

18 19 Informer | Edition 41 | November 2015 | Customers + Partners

Japan celebrates the Shinkansen It is now more than fifty years since the era of high- speed rail came to Japan. As a supplier of braking systems for the Shinkansen train, Knorr-Bremse played an important role in writing this success story.

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On October 1, 1964, Japanese Emperor ters of high-speed track, making up a net- Showcasing Hirohito gave the green light for the work that covers the entire country. The achievements, review- maiden journey of the Shinkansen, the system has been a huge success – and ing progress, and look- world’s first high-speed train. A mere two- this was underlined in early July, when ing to the future and-a-half hours was all the world’s fastest top railway experts from all over the world Knorr-Bremse was one of the main sponsors train needed to cover the 515 kilometers gathered in Tokyo for the UIC Highspeed of the congress, and Dr. Dieter Wilhelm, Ex- of specially constructed track between Congress. ecutive Board member responsible for the Tokyo and Osaka. It was a miracle of mod- Rail Vehicle Systems division, helped cut ern engineering. the ribbon at the opening ceremony. Knorr- Japan now has more than 2,000 kilome- Bremse also contributed to the conference ▲ Dr. Dieter Wilhelm (center), member of the Knorr-Bremse Executive Board responsible for the Rail Vehicle Systems division, was part of the official delegation that formally cut the ribbon.

20 21 ing the latest developments in high-speed East Japan Railway Company ordered E5 systems, Knorr-Bremse presented the brake Shinkansen trains for the extension of the disc and high-performance brake caliper it Tohuko high-speed line to Aomori. In order had developed for the Shinkansen, as well to compete with air travel, the train had to as a brake control module and the wear-free complete the additional journey in less than eddy current brake developed for the Velaro three hours, and this meant increasing its in Germany. Also on display were the latest top speed to 320 km/h – which called for a door system from Knorr-Bremse subsidiary much improved braking system. IFE and the iCOM vehicle diagnostic system.

Knorr-Bremse supplies High-speed trains in Shinkansen high- Japan – safe and performance systems punctual Having been chosen to supply the brake Modern Shinkansen trains travel at speeds of components for the powered bogies on more than 300 km/h, and top-performance the 23 trains, Knorr-Bremse specially devel- braking systems are needed to bring them oped a compact, lightweight brake caliper rapidly and safely to a halt. This is a particu- for the purpose, as well as designing brake larly crucial issue in Japan, where there are discs and ISOBAR sintered pads to meet the stringent requirements for emergency brak- requirements for emergency braking in the ing in the case of an earthquake. case of an earthquake. Follow-up orders for proceedings, with presentations on subjects The Shinkansen trains also have an excellent the generation E6 and E7 Shinkansen fol- ranging from the next generation of condi- reputation for punctuality, partly because lowed, and West Japan Railway Company tion-based maintenance to the challenges they operate on a separate network and and Hokkaido Railway Company have now facing manufacturers of braking and door their scheduling does not have to take local also equipped their latest trains with Knorr- systems for high-speed applications. and freight train movements into account, Bremse braking systems. The 1,000 or more conference participants but also because of their extremely reliable used the opportunity to review the achieve- braking systems – thanks to Knorr-Bremse ments of the past fifty years and discuss the amongst others. challenges high-speed rail will face over the The company first got into in the Japanese next fifty. As part of an exhibition showcas- high-speed market in 2010, when operator Informer | Edition 41 | November 2015 | Company

110 YEARS OF KNORR-BREMSE: AN ENGI- NEER’S PASSION LEADS TO THE CREATION OF A GLOBAL CORPORATE GROUP 22 23 GEORG KNORR HAD A CLEAR VISION OF THE FUTURE: HE WANTED TO BUILD THE BEST AND MOST RELIABLE BRAKING SYSTEMS IN THE WORLD. After it was founded in 1905, the company quickly established itself as a market leader and over the decades that followed became a technological pioneer, setting worldwide standards in the rail sector. 1985 saw the start of a new era for Knorr-Bremse when Heinz Hermann Thiele (currently Chairman of the Supervisory Board) became Chairman of the Executive Board, restructured the company and triggered its expansion into potentially lucrative markets. Since then, the Knorr-Bremse Group has steadily expanded, partly through organic growth and partly through acquisitions, and in 2014 achieved record sales revenues of €5.2 billion with a workforce of almost 24,000.

THE MAIN His Knorr rapid release brake brought Knorr now played MILESTONES passenger trains to a halt faster, more a crucial role in re- safely and above all without the customary ducing accidents. juddering. 1905 SUCCESS BORN OF GOOD 1931 IDEAS AND PERSEVERANCE 1918 NEW STANDARD BRAKE Georg Knorr established Knorr-Bremse BREAKTHROUGH WITH FOR TRAINS GmbH in Berlin with the involvement of FREIGHT TRAIN BRAKE The Hildebrand-Knorr brake Loewe & Cie AG. As the Knorr’s greatest hit was the Kunze-Knorr (HiK brake) was intro- owner of the company graduated release freight train brake. Up duced to the world, fol- Carpenter & Schulze till then, brakemen distributed along the lowed in 1933 by the he had already length of the train had had to turn a wheel passenger train brake, been working for to apply the brakes at a signal from the and in 1934 by the some 12 years locomotive engineer. As the only sup- express train brake. on improving air plier of the new brakes for freight trains in The HiK brake be- brakes for trains. Germany and other European countries, came standard equipment in 17 countries and by 1955 1985 1991 there were over 280,000 in operation. DB 60 FOR U.S. FREIGHT THE TRAINS DAWN OF THE In the 1980s Knorr-Bremse developed the ICE ERA – WITH HIGH- 1945–1949 DB 60 direct-release control valve for freight SPEED BRAKING SYSTEMS DIFFICULT TIMES trains, and in 1985 it received AAR approval. The independent electro-pneumatic brake Following the Second World The company used its U.S. subsidiary Knorr was further improved and installed in the War, the company’s Brake Corporation, founded in 1973, to gain ICE 1 high-speed train. Lichtenberg plant in the necessary contacts in a market to which Berlin was located it had hitherto had little access. in the Soviet sector TODAY and was confiscated EXTENSIVE INVESTMENT and completely dis- 1985 PROGRAM mantled as part of war MERGER AND TAKEOVER BY Knorr-Bremse is currently strengthening its reparations. All that the HEINZ HERMANN THIELE global presence and creating a strong foot- employees managed to Knorr-Bremse GmbH merged with Süd- ing for itself by opening a large number save were some design blueprints. In 1946 deutsche Bremsen AG to form Knorr- of new plants. Taking into account the full Knorr-Bremse GmbH was re-established Bremse AG. In his role as Chairman of the range of financing models, the company in Volmarstein, and from 1953 onwards its Executive Board, Heinz Hermann Thiele has invested more than €1 billion in facto- new headquarters were in Munich. introduced far-reaching structural changes ries and production plant over the last five and concentrated the business on its core years. The company has also become ac- activities. Today Heinz Hermann Thiele is tively involved in new product areas such as 1953 Chairman of the the development and production of brake 22 THE KE TRAIN BRAKE WITH Supervisory Board. pads, including extremely resilient sintered 23 GRADUATED RELEASE pads for high-speed trains. Under the new CONTROL VALVE Knorr-Bremse PowerTech brand the com- Following intensive development work by pany now also offers power supply systems. Dr. Ernst Möller and Dr. Friedrich Hildebrand, And with its acquisition of Selectron Sys- the son of Wilhelm Hildebrand, the Knorr tems AG, it has extended its portfolio to Standard Brake (KE brake) was presented include automation and state-of-the- in 1953. Following UIC approval, nearly 1.3 art train control technologies. million KE brakes were introduced in more than 40 countries.

▼ Georg Knorr was often seen checking out everything on the factory floor (left). Stettin Station, one of the most important mainline train stations in Berlin around 1903 (right). System Solutions

… Your key for safety and reliability. Knorr-Bremse’s mission is to deliver complete, future-proof systems. You receive a full range of system components from a single source – together with the certainty that they will be perfectly matched to one another. The advantages are maximum operational reliability and safety – and a long-term reduction in life-cycle costs. | www.knorr-bremse.com |