7 2018 Union of Industries of Railway Equipment (Uire)

Home , 2ES10, Allegro (train), EP20, Gangway connection, Kazakhstan Temir Zholy, Lastochka

#7 2018 UNION OF INDUSTRIES OF RAILWAY EQUIPMENT (UIRE)

UIRE Members

•C ABB LL • Emperor Alexander I St. Petersburg State • Academician N.A. Semikhatov Automatics Transport University Research & Production Corporation (NPOA) JSC • Energoservice LLC • All-Union research and development centre of • EPK-Brenсo Bearing Company LLC transport technologies (VNICTT) • EPK Holding Company JSC • Alstom Transport Rus LLC • EVRAZ Holding LLC • Amsted Rail Company inc • Expert Center for certification and licensing, LLC • ASI Engineering Center LLC • Eurosib SPb-TS, CJSC • Association of outsourcing agents NP • Faiveley Transport LLC • Association of railway braking equipment • Faktoriya LS manufacturers and consumers (ASTO) • Federal Freight JSC • AVP Technology LLC • FINEX Quality • Azovelectrostal PJSC • Fink Electric LLC • Balakovo Carbon Production LLC • Flaig+Hommel LLC • Baltic Conditioners LLC • Freight One JSC • Barnaul Car Repair Plant JSC • GEISMAR-Rus LLC • Barnaul plant of asbestos technical products JSC • HARP Oskol Bearing plant JSC • Bauman Moscow State Technical University • Harting CJSC • Belarusian Railways NU • Helios RUS LLC • Bridge and defectoscopy R&D Institute FSUE • Infrastructure and Education Programs • Cable Alliance Holding LLC Foundation of RUSNANO • Cable Technologies Scientific Investment • Information Technologies, LLC Center CJSC • Institute of Natural Monopolies Research • Car Repair Company LLC (IPEM) ANO • Car Repair Company One JSC • Interregional Group of Companies • Car Repair Company Two JSC INTEHROS CJSC • Car Repair Company Three JSC • Izhevskiy Radiozavod (IRZ) JSC • Car & Wheel Workshop LLC • JG Group LLC • Cars R&D Centre JSC • Kaluga Plant “Remputmash” JSC • Car Building R&D Centre JSC • Kalugaputmash JSC • Center Priority CJSC • Kazakhstan temir zholy RSE • Certification and Licensing Expert Center LLC • Kazan National Research Technological • Dialog-Trans LLC University (KNRTU) • Dolgoprudny Research & Production • Kriukov Car Building Works PJSC Enterprise JSC • Knorr-Bremse Railway Transport Systems • ELARA JSC • Holding CIS LLC • Electro C LLC • Kupino Car Repair Company LLC • Electro-Petersburg CJSC • Machinery and Industrial Group N.V. LLC • Electromechanics JSC • Metallinvestinnovatsia LLC • Electrovpiryamitel JSC • “Milorem” Michurinsk Locomotive • ELTEZA JSC Repair Plant JSC UNION OF INDUSTRIES OF RAILWAY EQUIPMENT (UIRE)

• Moscow State University of Railway • SPA SAUT LLC Engineering (MIIT) • SPC Electromashina JSC UIRE Members • MTZ TRANSMASH JSC • SPC Dolomant CJSC • MuromEnergoMash LLC • Special Design Turbochargers Bureau (SKBT) JSC • Murom Railway Switch Works JSC MYS CJSC • SPE Smelyansky Electromechanical Plant LLC • Nalchik High-Voltage Equipment Plant JSC • Start Product Corporation FSUE • New Car Repair Company LLC • Sudotechnologiya Industrial Export • NIIAS JSC Company CJSC • NIIEFA-Energo LLC • Teploservice LLC • NIPTIEM PJSC • Tikhoretsk Machine Construction Plant (TMCP • NPC Springs LLC V.V.Vorovsky) JSC • Oktyabr’ Product Corporation FSUE • Tikhvin Car Building Plant (TVSZ) JSC • OrelKompressorMash JV LLC • Timken-Rus Service Company LLC • Ostrov SKV JSC • Titran-Express – Tikhvin Assembly Plant JSC • Power Machines – Reostat Plant LLC • Togliatti State University • Profit Centre Plus HC LLC • Tomsk Cable Factory LLC • Radioavionika JSC • TPF RAUT LLC • Rail Commission NP • TransContainer PJSC • RailMatik LLC • TransEnergo LLC • RailTransHolding Group LLC • Transmashholding CJSC • RDC Informational technologies LLC • Transmashproekt JSC • RDC Privod-N CJSC • Transpnevmatika JSC • “Ritm” Tver Brake Instrument Production JSC • Transport Equipment Plant CJSC • RM Rail Holding company LLC • TRANSWAGONMASH LLC • Roslavl Car Repair Plant JSC • TVEMA CJSC • RPE VIGOR LLC • Tver Carriage Works (TVZ) JSC • RPC Dynamics LLC • United Metallurgical Company JSC • RPC INFOTRANS JSC • URAL ATI JSC • RPC United Wagon Company (UWC) PJSC • Ural Car Repair Company CJSC • RPC Uralvagonzavod JSC • Ural Locomotives LLC • Russian Railways JSC • Urak Transregional Sertification Centre NSEI • Russian Register Certification Association • Uralchem-Trans LLC • RZD Trading Company JSC • Uralgroshakhtkomplekt CJSC • Samara State University of Railway • Vagonmash LLC Engineering (SamGUPS) • VNIIZHT JSC • Scientific Instruments JSC • VNIIKP JSC • Schaeffler Russland LLC • VNIKTI JSC • SDS-MASH Holding Company • VNIIR JSC • SE Plant Electrotyazhmash • Voith Turbo LLC • SG-Trans JSC • Vyksa Steel Works JSC • Siemens LLC • Weidmüller LLC • Sinara – Transport Machines (STM) JSC • Yahting LLC • SKF Tver LLC • Zavod Metallokonstruktsy JSC • Southern Center for certification and trials, LLC • Zheldorremmash JSC • SPA RoSAT JSC • Zvezda JSC Editorial board

Published by Editor-in-Chief Valentin Gapanovich, Dr., Senior Adviser to the Director General of Russian Railways JSC, President, UIRE

Deputy Editor-in-Chief Deputy Editor-in-Chief Institute of Natural Monopolies Research Yuri Saakyan, Sergey Palkin, 2/7 bldg. 1, Malaya Bronnaya Str., Dr., Director General, Institute PhD, Prof., Vice President, UIRE Moscow, Russia, 123104 of Natural, Monopolies Research, Tel.: +7 495 690 1426 Vice President, UIRE Fax: +7 495 697 6111 [email protected] www.ipem.ru

Rushan Alyaudinov, Oleg Senkovskiy, Supported by Dr., President, Ankor Bank, First Deputy Chief of the Technical Corresponding member Audit Center, Russian Railways of AENPD Russia, Member of IIA Igor Tomberg, Viktor Kureichik, PhD, Prof., Head of Energy and Union of Industries of Railway Equipment PhD, Prof., Member of RANS, Transport 3, Rizhskaya sq., Moscow, Russia, 107996 Chairholder, SFedU, Research Center of the RAS Tel.: +7 499 262 2773 Honoured Science Worker of Russia Oriental Studies Institute Fax: +7 499 262 9540 [email protected] Anton Zubikhin, Roman Savushkin, www.opzt.ru Dr., Deputy Director General, Dr., CEO, United Wagon Sinara Transport Machines Company (UWC) Vice President, UIRE Jan Harder, CEO, Molinari Rail Systems Vladimir Matyushin, Dr., Prof., Vice President, UIRE Oleg Trudov, Committee on Railway Engineering Head of division in Technical Policy of Russian Engineering Union Anatoly Mescheryakov, Department, Russian Railways Vice President, State Secretary, The magazine is registered by the Federal Service Russian Railways Alexander Salitsky, on Mass Media and Cultural Heritage PhD, Chief Researcher of the Protection Control, linense PI № FS77-31578 of Bulat Nigmatulin, RAS Institute of World Economy 25.03.2008 PhD, Prof., and International Relations Chairman of Board of Directors, Progress-Ecologia The magazine is included in the Russian Alexander Akimov, PhD, Head of Economics Research Science Citation Index database. Yuri Plakitkin, Department, RAS Oriental Studies PhD, Prof., Member of RANS, Institute Deputy Director of the RAS Printed by City Print Typography LLC Energy Research Institute Stanislav Zhukov, 10 bldg. 41, Dokukina st., Moscow, Russia, 129226 PhD, Head of Energy Circulation: 1000 copies Elmar Pozamantir, Research Center, PhD, Prof., Chief Researcher RAS Institute of World Economy and Passed for printing: 10.08.2018 of the RAS System Analysis Institute International Relations

All rights reserved. Reproduction and transmission of the Railway Equipment Journal materials is allowed only with reference to the issue. Publishing Team Not for sale. Publishing Editor: Translator: Elizaveta Matveeva Margarita Stupina

Editor: Designer: Kevin Smith Olga Poskonina Sergey Belov

On the cover – metro train manufactured by Metrowagonmash JSC. Source: transport.mos.ru 32 | Russian rolling stock sector: time to invest

73 | Russian Railways at 15: state railway leads manufacturing 20 | Digital Railway: development from Concept to Reality

Contents

| EDITORIAL | ...... 4 | STATISTICS | ...... 38

| OPINION | | ENGINEERING DEVELOPMENT | Anna Orlova. Changing market demands Alexander Gultyaev, Arkady Zaytsev. ‘Moskva’ concept for «smart wagon» ...... 6 Metro Train 42 Alexander Polikarpov. Russian rolling Leonid Gurevitch, Victor Fokin. Compact stock becomes increasing attractive messenger cable solutions for high-speed in international markets 8 rail lines 50 | MAJOR EVENTS | Igor Lakin, Vitaly Pavlov, Victor Melnikov. Rail solutions for FIFA World Cup ...... 10 How can machine learning and BigData benefit locomotive | TRENDS | transmission diagnostics? ...... 54 Jan Harder. Global rail industry continues to Oleg Gur’yashkin. Efficient applications of consolidate ...... 14 rechargeable Li-Ion Batteries ...... 62 Efim Rozenberg. Digital Railway: Sergey Chuev, Nikita Borisov, Sergey Timkov. from Concept to Reality ...... 20 A practical application of RAMS Ilya Tereshko. Regulatory changes seek studies for brake systems ...... 66 to encourage third-party investment in passenger rail 25 | ANNIVERSARY | Michele Molinari, Jan Harder. What role Russian Railways at 15: state railway leads can CNG and LNG play in railway transport? . . 28 manufacturing development ...... 73

| ANALYTICS | | EVENTS | Igor Skok. Russian rolling stock sector: time UIRE – bringing together Russia railway to invest 32 manufacturers ...... 76

Special issue for InnoTrans 2018 3 EDITORIAL

Dear Readers and Guests of InnoTrans 2018,

It is my great pleasure to present and introduce this special edition of Railway Equipment Journal. The issue includes articles written by leading Russian and international railway experts and covers some of the key current railway industry trends, including the digital transformation of rolling stock manufacturing and operations, and the introduction of alternative energy sources like natural gas and Li-ion batteries. You will also find articles on the processes and technologies used to deliver successful railway passenger services during the FIFA World Cup and the development of state- of-the-art trains for Moscow Metro. Today, the Russian railway industry is on the verge of making significant breakthroughs in performance thanks to the deployment of digital technologies. The process began during preparations for the XXII Sochi Winter Olympic Games held in Sochi with a very ambitious and development and digital transformation successfully implemented automation project policies indicate that rolling stock production for passenger services. This experience informed will be among the fastest developing sectors of the subsequent introduction of a time-interval Russia’s machine building industry. Within this service on the Moscow Central Circle (MCC), a environment, the Railway Equipment Industries brand-new railway, which opened in 2016 and Union (UIRE) is playing an important role as a has since proved popular among capital city leading coordinator and place for open analysis residents with more than 200 million passengers of the industry’s performance. Since it was already using the service. Other major projects founded in 2007, UIRE has become a hub for such as driverless shunting operations at high-level discussion among experts dealing Luzhskaya marshalling yard have also been with industrial engineering innovations and introduced during this period while new IT processes at existing and new market players. projects continue to evolve. Russian Railways Here these individuals are able to think is currently undertaking a network-wide ‘Digital beyond their own companies to embrace the Railway’ automation project, which is set to bigger picture and develop a single technical shape the image of railway transport for decades policy, which is shared by the entire industrial to come. A description of this concept is found community. can be this issue. We are always open to sharing new ideas and The Russian rolling stock manufacturing experiences, and with this issue of our magazine sector is also undergoing significant changes. we offer our sincere invitation to all interested Concerted efforts to meet IRIS and ISO companies and community representatives to certification standards at manufacturing join the dialogue. Welcome to the future that is facilities in recent years has not only resulted already here! in upgrades to production processes so they are at the same level as the leading Sincerely yours, international companies, but has also created Valentin Gapanovich the foundation for further automation and the Editor-in-Chief of Railway Equipment Journal introduction of the Internet of Things. Current President of UIRE, international economic conditions and the Senior Adviser to the Director General Russian government’s transport infrastructure of Russian Railways

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Changing market demands concept for «smart wagon»

United Wagon Company has the capability The next task for the smart wagon sys- and experience of conducting the full cycle of tem is to monitor compliance with operating work with railway freight wagons: from design conditions. This implies the identification of and production to operation, maintenance inconsistencies with the standards for wag- and repair. As we look to develop the next gen- on operation. For example, damage may be eration of freight rolling stock, we are closely caused when a wagon descends a hump with examining growing international experience excessive speed, when too much force acts Anna Orlova with the application of various digital tech- upon the coupler, or from problems with a PhD, Deputy nologies in wagon manufacturing – technolo- grapple truck’s loader during unloading. All CEO of Scientific and gies which we believe can minimise or entirely of these events can be monitored. However, Technical eliminate the human factor in decision-mak- there is a conflict of interest when solving Development ing which can improve the openness of infor- such a task. On the one hand, the owner of the at United mation available on asset condition and ulti- rolling stock is interested in the careful use of Wagon mately traffic safety. their wagons. On the other hand, rolling stock Company It is still unclear what electronic systems operators are not always interested in disclos- (UWC) should be installed on a freight wagon or in- ing the events, times and precise locations of troduced on infrastructure to optimise the where freight wagons have been misused. economics of freight transportation for wagon Finally, the fourth task and opportunity owners and operators. Therefore, it is impor- provided by the smart wagon system is mon- tant we answer the question: what exactly do itoring resource expenditure. This involves we want from a «smart wagon?»1 Conceptual- the continuous observation of the operation ly,e w see four tasks that an electronic system and dynamic load of an individual wagon from can solve. which it is possible to determine whether its The first is the continuous monitoring of has reached the end of its usable life. the condition of a freight wagon while in ope- According to our estimates, when creat- ration. For example, are there any defects on ing the smart wagon concept, the transition the rolling surface of the wheels? Is the spring from scientific research to practice can take suspension normal, or is the car overloaded? about three years due to the amount of time it This is nothing new and various scientific or- takes to launch pilot projects. But why does it ganizations are trying to present viable solu- take so long? tions both in our country and abroad. Ulti- First, unlike a passenger coach or a mately this process promises to enable repairs self-propelled rail vehicle, a freight wagon has to be conducted according to the state of a no reliable source of energy. As a result, any wagon while increasing the detection of hid- electronic system that we would like to design den faults and reducing the vehicle’s impact and incorporate into a «smart wagon» is tied to on the track thanks to the timely detection of the development of a reliable source of energy. defects on the rolling surface of the wheels. Second, it is necessary to solve the difficult The second task, which the infrastructure technical task of organizing the collection and owner may be interested in solving, is the abil- processing of information, since the methods ity to monitor the technical condition of the and measuring equipment used to test roll- track by taking measurements directly from ing stock does not address the issue of ener- freight wagons as they pass over specific infra- gy efficiency. Strain gauges are mostly used structure points. This involves registering dy- when measuring performance and the effects namic indicators, studying the interaction of of different operating parameters on a wagon the car with the railway track, and identifying during tests, and they consume a huge amount priority areas for repair. of the electricity available to a freight wagon.

1 The term «smart wagon» refers to an intelligent control system installed on a freight car which collects, processes, and exchanges information with remote data storage systems.

6 RAILWAY EQUIPMENT OPINION

Basic station of GSM operator Navigation satellite system

Telematic device

Controller

Receiver 1 Receiver 2

The scheme of information exchange system

The development of a system of sensors, am- ing to a uniform protocol. In its research and plifiers, converters, and processing controllers development program, the Association Vagon- that collect all of the information while tak- ostroiteley Partnership (the Railcar Producers’ ing into account any available electric power Association) is currently engaged in the task and power consumption is a serious task that of creating a unified telemetry system that has not yet been solved and runs counter to would effectively manage all the information the effective regulatory documents for wag- collected from onboard diagnostics sensors. on testing. In a few countries, some elements of the In addition, there is a problem with the «smart wagon» have already been applied. At identification of events. So far, when testing an Australian railway, for example, a system new rolling stock, we set ourselves the task has been introduced in which solar panels of determining whether the wagon is fit to are installed on freight wagon to provide the withstand the impact of operation as specified energy source for sensors which monitor the by regulatory requirements. But in a «smart condition of the railway. This system can pro- wagon» it is necessary to take continuous vide a warning to the appropriate units when measurements throughout the process of op- it is time to repair a specific track section and eration and identify which operating scenario is viable as there is virtually unlimited access they comply with on this basis. For example, if to solar power. There are also examples of op- the wagon was damaged while it descended a erating systems that detect wheel defects, in- humpy or b a grapple truck’s loader, it is nec- cluding in the United States. Accelerometers, essary to distinguish between these events by an amplifier and a block that processes the analyzing the measurements taken from the measured accelerations and detects flat spots wagon. Identifying which event was caused and dents have been installed on wheelset by analyzing a combination of measurement adapters and are proving effective. Similarly, indicators is an unsolved scientific task that in Europe, systems are in use to monitor cer- must be overcome. tain events relating to freight wagon operation A Big Data control system is the general such as shocks during transportation which is term used for the final large superstructure helping to inform maintenance practices. where the data obtained from the onboard In light of these examples and strong pro- wagon measurement system is stored and gress in this area, participants in the Russian processed. Of course, it is possible to identi- rail freight market need to determine which of fy and develop a variety of these types of sys- the possibilities of developing a truly «smart tems. However, it is important for a Big Data wagon» will be most in demand and applicable control center to be unified and work accord- to Russian operating conditions.

Special issue for InnoTrans 2018 7 OPINION

Russian rolling stock becomes increasing attractive in international markets

Alexander Polikarpov Deputy Head of the Railway Research Department at Institute of Natural Monopolies Research (IPEM)

Russian rolling stock manufacturing has made significant progress in entering off-shore markets in recent years. The potential for the export of rolling stock export is reliant on four major factors: the availability of a competitive product, cheap money, well-organized maintenance and a successful track record of delivering projects.

At the end of the 20th and in the early situation, leading to dramatic fall in orders, years of of the 21st century, Russian-built a reduction in R&D investment, and a loss of railway vehicles were exported mainly to a long-term vision for the sector. neighbouring CIS countries and the states of In the mid-2000s, Russian Railways the former Soviet bloc. The collapse of the (RZD), a successor to the Russian Ministry USSR led to a breakdown of many of the es- of Communication Lines, set Russia’s roll- tablished supply chains and partnerhships ing stock manufacturers ambitious targets for some key products, including the manu- to create new rolling stock products, which facturing of main line diesel locomotives in would answer the requirements of the time. Ukraine. The gradual transition of the Rus- At the state level, the new focus on sec- sian economy from a state-driven to mar- tor modernization was enshrined in 2007 ket-based system further aggravated this through the Transport Engineering Develop- ment Strategy adopted by Russia’s Ministry of Industry and Energy. An important trend of the time was the decision by local manufacturers to harness international experience and imported solutions by establishing joint ventures with key international players in order to transfer technology by localising production. This policy made considerable progress in just a few years with the development of sever- alw ne locomotives for the 1520mm-gauge market, notably the diesel 2TE25К, and electric 2ES10 & EP20 locomotives, as well as various EMUs, metro rolling stock and freight wagons. The technical features of these new products are in line with international trends and standards and are suitable for export to global markets. While Russia’s export support framework dates back to the 1990s, active and system- Source seanews.ru Source atic export support from the government Shipping of Sinara TGM8km shunting locomotives to Cuba. for the country’s engineering sector began

8 RAILWAY EQUIPMENT OPINION

in 2015 with the establishment of the Rus- sian Export Center (REC), a body intended to integrate and drive export promotion initiatives and activities for manufactured goods. In late 2016, the government, enacted the ‘International Cooperation and Export Pro- ject’ which identified rolling stock manufacturing as one of its key focus area. Various financial support packages were made available to Russian manufacturers including export financing, assurance provision, and insurance packages, which were so extensive that they enabled Russian manufacturers to offer more attractive financial terms to prospective clients than the vast major- ity of global manufacturers, perhaps with the exception of Chinese firms. At the same time, REC and manufacturers continue their efforts to increase the attractiveness of Rus- Source Transhmashholding Source sian financing. One of the key trends in the Russian mar- Metro cars for Budapest after major repair by Transmashholding ket in recent years is the development of maintenance business units by the leading provide services to overseas clients. For ex- rolling stock manufacturers. Transmash- ample, the Argentinian subsidiary of Trans- holding and Sinara Group established their mashholding secured a contract this April locomotive maintenance divisions in 2010, to maintain locomotives originally supplied and both are currently providing mainte- by a Chinese manufacturer. This is the com- nance services for RZD’s locomotive fleet. pany’s first Argentinean contract, and in my Maintenance contracts have also been opinion, the manufacturer is going to use adopted as part of procurement contracts for this opportunity to establish itself as a re- metro vehicles and DMUs. liable supplier. Transmashholding’s success The change in approach to maintenance follows the award of a contract to Sinara contracting has shifted operator’s expecta- Group in Cuba in 2017 for the maintenance tions to go beyond simple training programs of a legacy locomotive fleet and the supply of for in-house maintenance workforce to em- 75 new shunting locomotives by Cuba. brace the deployment of a full-scale after- With the business world shifting towards sales service network by the chosen man- turnkey projects that integrate infrastruc- ufacturer. Development of such a service ture construction, rolling stock deliveries chain network inevitably means the imple- and aftersale maintenance of the transport mentation of online monitoring and remote system, the expectations of internation- diagnostics systems as well as on-time deal customers are growing every year. These livery of spare parts, 24-7 support, in-field large-scale projects often have strong polit- emergency repairs, and a flexible approach ical connotations, which reach beyond the to the client’s needs. The further develop- influence of market players. Nevertheless, ment of maintenance services is cited as a technological advancement, attractive fi- key priority in the Rolling Stock Export De- nancial terms, experience from delivering velopment Strategy endorsed by the govern- existing supply and maintenance projects, ment in 2017. and a willingness to offer all-in solutions in- Russian manufacturers are already estab- cluding rolling stock and infrastructure are lishing international service infrastructure increasing the attractiveness of rail vehicles networks which are searching for possible built in Russia for rail operators and author- opportunities to deliver rolling stock and ities around the world.

Special issue for InnoTrans 2018 9 MAJOR EVENTS

Rail solutions for FIFA World Cup

In 2010, Russia was awarded the rights to stage the 2018 FIFA World Cup. Preparations started immediately. Eleven cities – Moscow, Kaliningrad, St Petersburg, Nizhny Novgorod, Volgograd, Kazan, Samara, Saransk, Rostov-on-Don, Sochi, and Yekaterinburg (see pic. 1 and Table 1) – hosted fans and guests from around the world during the 21st World Cup, which ran from June 14 to July 15. Providing comfortable and convenient travel between the host cities was one of the most challenging and ambitious objectives for the tournament’s organisation team. Railway transport played a significant role in achieving this and successfully transported more than 5 million football fans and visitors between host cities during the tournament.

Railway transport’s role in Russian passenger traffic

Railways are the primary means of pas- about 4,000km from north to south and more senger transport in Russia, with rail traffic than 10,000km from west to east. A feature accounting for 22% of overall domestic rid- of many rail journeys in Russia is that they ership in 2017. As one of the largest networks last for days, with sleeper trains employed on in the world, Russia’s railway system provides long-distance routes. A rail journey is there- connections between not only big cities but fore much more than just a common trip from also medium and small towns throughout point A to point B, it is an integral and tradi- the country’s vast territory, which extends for tional element of Russian culture.

Kaliningrad

St. Petersburg

1,200km

700km

Mosсow

420km Nizhny Novgorod

600km 800km Saransk

Kazan Rostov-on-Don 1,000km 1,600km 950km 1,000km Ekaterinburg Volgograd Samara

1,600km Sochi

Pic. 1. Distances between Moscow and the other host cities

10 RAILWAY EQUIPMENT MAJOR EVENTS

Single-deck Double-deck Single-deck Single-deck Type of trains long distance long distance Lastochka EMUs Strizh railcars

Number of trains 53 18 2 2

Respective number of railcars 848 268 20 40

Dining cars No dining cars in A club car and dining Single-deck dining car Double-deck dining car Lastochka trains car per Strizh trainset

Railcar average age 7 years 2 years 3 years 3 years

Availability of WiFi, HVAC and eco-safe WC

Wheelchair passenger services

Note: Special free rail transport services using Sapsan high-speed trains were also available for the mass media on the Moscow – St Petersburg – Moscow route during the World Cup Fig. 1. Free rail services provided to 2018 FIFA World Cup visitors

World Cup rail terminals

Renovations of 33 rail terminals in host cit- iese and fiv rail terminals at intermediate stops on the network were carried out ahead of the World Cup to provide comfortable services for the tournament’s fans and visitors. Work by Russian Railways (RZD) included station modernisation, with an emphasis on enhancing security and adapting facilities for use by disabled passengers. Total investment in these projects amounted to Roubles 116.9m. Specific work comprised the construction and deployment of smart terminal infrastructure, including the use of automated traffic control centres. These centres provided round-the-clock control and monitoring of major utility systems including ventilation, air conditioning, lighting, heating, and air humidifying systems, which be- m24.ru Source came especially important on busy match days. Livestream of FIFA World cup match in Moscow subway train

Special issue for InnoTrans 2018 11 MAJOR EVENTS

Table 1. Distance between 2018 World Cup host cities and average travel time by car, train and air

City Moscow Kaliningrad St. Petersburg Kazan Nizhny Novgorod City Samara Saransk Volgograd Rostov-on-Don Sochi

1,804 22h 25min 3,140 46h 50min 2,483 35h 55min 1,024 14h 45min 1,394 19h 19min 1,026 16h 33min 1,430 23h 27min 1,819 29h 59min 2,293 39h 10min 2,890 46h 54min Ekaterinburg Ekaterinburg 25h 00min 2h 10min 45h 00min 3h 30min 34h 00min 2h 30min 12h 50min 1h 35min 19h 00min 1h 55min 13h 00min 1h 30min 19h 30min 2h 05min 26h 20min 2h 15min 34h 00min 2h 35min 42h 10min 3h 00min

1,634 24h 49min 2,715 50h 24min 2,327 38h 17min 2,046 34h 07min 2,018 33h 29min 1,888 31h 31min 1,791 30h 22min 1,001 16h 32min 570 8h 00min Sochi Sochi 22h 00min 2h 10min 41h 30min 3h 20min 31h 20min 2h 55min 31h 30min 2h 30min 31h 05min 2h 25min 28h 40min 2h 20min 25h 50min 2h 10min 15h 50min 1h 40min 8h 10min 1h 05min

Rostov- 1,037 16h 34min 2,220 41h 17min 1,730 28h 56min 1,449 24h 25min 1,421 24h 07min Rostov- 1,291 21h 57min 1,129 18h 38min 474 8h 18min on-Don 13h 10min 1h 35min 33h 20min 2h 50min 22h 40min 2h 25min 22h 50min 2h 05min 22h 20min 1h 55min on-Don 20h 30min 1h 45min 17h 20min 1h 45min 7h 00min 1h 00min

940 16h 51min 2,250 40h 16min 1,633 27h 59min 975 16h 18min 947 16h 43min 817 13h 13min 720 11h 49min Volgograd Volgograd 13h 20min 1h 35min 33h 20min 2h 55min 22h 20min 2h 20 min 14h 50min 1h 40min 13h 50min 1h 30min 12h 50min 1h 20min 9h 20min 1h 20min

627 10h 34min 1,951 31h 59min 1,317 22h 22min 406 6h 46min 255 4h 18min 550 09h 03min Saransk Saransk 8h 10min 1h 20min 27h 50min 2h 40min 17h 20min 2h 10min 6h 10min 1h 10min 3h 40min 0h 40min 7h 10min 1h 15min

1,030 14h 45min 2,355 43h 46min 1,720 29h 51min 481 8h 07min 760 12h 44min Samara 15h 20min 1h 30min 35h 10min 2h 45min 24h 20min 2h 15min 7h 00min 0h 55min 11h 40min 1h 05min

Nizhny 390 5h 17min 1,725 26h 42min 1,070 14h 56min 370 7h 00min Novgorod 5h 10min 0h 50min 25h 00min 2h 15min 14h 00min 1h 45min 5h 30min 0h 50min

780 11h 21min 2,115 33h 45min 1,460 21h 27min Kazan 11h 20min 1h 35min 31h 10min 2h 45min 20h 20min 2h 05min

645 3h 45min 970 20h 18min St. Petersburg 7h 50min 1h 20min 15h 30min 1h 40min

1,280 21h 25min Kaliningrad 19h 20min 1h 45min

Passenger service organization

A major initiative to enhance ticket-hold- never been provided before at a global tour- ers’ experience during the FIFA World Cup was nament with visitors able to book their place the introduction of a special Fan ID, which on the services a few days before and after a provided various benefits including free train match. More than 2,300 conductors and train transfers. The offer of free train journeys has managers as well as around 4,000 station employees received training ahead of the tourna- 159 ment, including on the football culture, travel 132 rules and boarding technology of passengers from each of the 32 countries involved. 96 In total, 75 trains consisting of 1,176 coach- 77 es were used to offer free journeys to football 57 53 44 fans throughout the tournament. The modern 34 32 28 22 coaches utilised facilities to make the journey as comfortable as possible, including air-conditioning, charging ports, and facilities for Sochi

Kazan wheelchair passengers. Another benefit was Samara Saransk Moskow

Volgograd a free Wi-Fi service, which supported 425,000 Kaliningrad Ekaterinburg

St. Petersburg St. connections and recorded 40 terabytes of traf- Rostov-on-Don

Nizhny Novgorod fic consumption during the month-long tour- Fig. 2. Number of train assignments into hosting cities nament (fig. 1).

12 RAILWAY EQUIPMENT MAJOR EVENTS

City Moscow Kaliningrad St. Petersburg Kazan Nizhny Novgorod City Samara Saransk Volgograd Rostov-on-Don Sochi

1,030 14h 45min 2,355 43h 46min 1,720 29h 51min 481 8h 07min 760 12h 44min Samara 15h 20min 1h 30min 35h 10min 2h 45min 24h 20min 2h 15min 7h 00min 0h 55min 11h 40min 1h 05min Legend Distance by car Travel time by car Nizhny 390 5h 17min 1,725 26h 42min 1,070 14h 56min 370 7h 00min Travel time by train Travel time by air Novgorod 5h 10min 0h 50min 25h 00min 2h 15min 14h 00min 1h 45min 5h 30min 0h 50min

780 11h 21min 2,115 33h 45min 1,460 21h 27min Kazan 11h 20min 1h 35min 31h 10min 2h 45min 20h 20min 2h 05min The peak day for travel was June 24 when 45 trips, and Strizh Talgo 250 coaches hauled by 645 3h 45min 970 20h 18min free trains carried more than 26,000 passengers. EP20 locomotives providing four trips. In total, St. Petersburg A total of 734 free long-distance trains were these trains carried just less than 319,000 pas- 7h 50min 1h 20min 15h 30min 1h 40min available during the tournament (fig. 2), with sengers throughout the tournament. 1,280 21h 25min Kaliningrad single-deck sleeper trains providing 491 of these There were also free journeys on suburban 19h 20min 1h 45min trips, double-deck sleeper trains responsible for networks for football fans travelling between 217, Lastochka Desiro RUS EMUs offering 16 airports and city centres. These trains carried trips, Sapsan Velaro RUS high-speed trains six a further 291,000 passengers.

World Cup summary

More than 5.2 million people travelled between the World Cup host cities during the tournament, with the free trains accounting for 12% of this traffic. Unsurprisingly Russian fans were the largest group to use the free train don24.ru Source services followed by visitors from Argentina, Columbia and Mexico, with 15,228, 14,990 and 11,365 respective passengers from each country transported during the tournament. The experience gained during this extensive event has already sparked new ways of working in Russian railway transport, and helped to take station operations and passenger services in particular tow a ne level. As InnoTrans 2018 rolls around, two months have passed since the close of the 2018A FIF World Cup. However, a detailed system analysis of rail transport’s performance during the tournament is continuing. Brasil supporters at Roston-on-Don railway station

Special issue for InnoTrans 2018 13 TRENDS

Global rail industry continues to consolidate

Jan Harder CEO at Molinari Rail Systems

The global rail market has undergone an extensive consolidation process in recent decades. As well as mergers and takeovers, strategic cooperative agreements and alliances between competing manufacturers have taken place. This consolidation is occurring in a very healthy global market environment. Between 2015 and 2025, urban rail transport is the fastest growing market segment and is expected to continue grow with a curent compound annual growth rate (CAGR) of 5.2%. Passenger rail transport is also expected to report a 3.2% CAGR and freight rail transport 1.4% CAGR by 2025.1

World market overview

The positive market outlook for the rail within these manufacturers. Many European industry and the increasing need for sustain- suppliers have already undergone this trans- able transport are encouraging trends for the formation processes by establishing manufac- sector’s suppliers and manufacturers. Existing turing sites in the lower cost regions of Eastern capacity for producing and assembling rolling Europe to optimize their overall cost situation stock must be able to respond to market de- as well as combat growing competition in all mand and increasing demand for rail transport areas of rolling stock and rail technology, but in the future. However, at the same time other particularly from China. aspects such as price, localisation and prox- Over the last decade several major merg- imity are challenging suppliers around the ers have taken place in the global rail indus- world. Today’s major suppliers already have try, changing the competitive landscape and a global network of engineering and manu- also creating new players in the market. This facturing sites. However, large development is a trend not only among train manufacturers programmes outside of traditional markets but also between subsystem suppliers such as are challenging the status and relevance of Wabtec and Knorr. The main strategic ration- the supplier’s traditional manufacturing loca- ale for mergers is to improve financial perfor- tions. For example, you may see Ural Locomo- mance or reduce risk. Specificially, manage- tives establish EMU manufacturing facilities ment and shareholders are often driven by the inw ne areas, while Alstom has already set up following aspects when considering a merger a a new manufacturing facility in South Africa or acquisition: economy of scale, economy to construct EMUs as part of its work in the of scope, increased revenue or market share, Gibela consortium. Similarly, in India both cross-selling, taxation, geographical or other Alstom and GE have recently established new diversification and resource transfer. Table 1 locomotive factories. These sites demand that shows some of the major mergers and acquisi- technology is transferred and that a level of tions, which have occurred in the last four dec- local expertise is established. Investment is ades and have had a significant impact on the therefore only justifiable if further projects market and consolidation of the rail industry. are secured beyond the current order duration. Two growing players in the rail industry However, this situation creates competition market stand out in this table: Knorr Bremse for capacity, costs and continuous workload and Stadler Rail.

1 See SCI Verkehr Multiclient study «RAIL TRANSPORT MARKETS – GLOBAL MARKET TRENDS 2016-2025»

14 RAILWAY EQUIPMENT TRENDS

Table 1. Integration processes of companies from 1985 to 2018*

Year Acquirer Target 1985 Heinz Herrmann Thiele Knorr Bremse 1989 Peter Spuhler Stadler Fahrzeuge AG 1995 Bombardier Transportation Deutsche Waggonbau 1997 Stadler Rail Group Schindler Wagon Bombardier Transportation ADtranz 2001 Stadler Rail Group Stadler Pankow GmbH 2005 Stadler Rail Group Winpro AG 2012 Siemens Invensys Rail Heinz Herrmann Thiele Vossloh AG 2014 CRRC CNR and CSR Alstom GE Signalling Hitachi Ansaldo STS & AnsaldoBreda 2015 Stadler Rail AG Vossloh Locomotives Spain Knorr Bremse Selectron Systems Wabtec Faiveley 2016 Knorr Bremse AG Vossloh Kiepe The Greenbrier Companies ASTRA Rail Management Knorr Bremse AG Haldex 2017 Alstom Siemens Alstom EKZ Kazachstan (75%) 2017/18 PPF Škoda Transportation Transmashholding Locotech 2018 WABTEC GE Transportation * Rail Consolidation studies, Molinari Rail Group, May 2018

Since 1993, Knorr Bremse has engaged in a is important due to the strong Swiss franc and concentration and expansion strategy unique the high costs of labour in Switzerland. in the railway industry. The company has ac- On April 3 the European Commission (EC) quired and integrated manufactures of prod- approved the acquisition by PPF Group of Sko- ucts such as train doors (IFE), air-conditioning da Transportation and its subsidiaries.2 The systems (Merak), station platform screen doors EC examined the transaction under its ampli- (Westinghouse), electro-mechanical and elec- fied merger review procedure and concluded tronic components and systems (Microelet- that the proposed deal would raise no compe- trica Scientifica), and train driving simulators tition concerns given the negligible overlaps (Sydac). The latest acquisition of Vossloh Kiepe between the companies’ activities in the Euro- forms part of Knorr-Bremse’s long-term strat- pean Economic Area. As well as Škoda Trans- egy to expand its business beyond its original portation, the PPF Group of the Netherlands, core activity of manufacturing braking systems. ownedy b Czech entrepreneur Mr Petr Kellner, Stadler Rail is also worth mentioning as acquired Skoda’s subsidiary companies Czech- through acquisitions and the formation of based VÚKV, Škoda Investment and Bammer joint ventures in Switzerland, Spain, Poland Trade. In Finland, PPC will be acquired by Jok- and Germany it has established a complete iaura Kakkonen and Cyprus’s Satacoto holding rolling stock manufacturing and maintenance company. Škoda Transportation is engaged in portfolio. Stadler’s international manufactur- the production, development, assembly, re- ing sites in Eastern Europe are optimizing the construction, and repair of railway and metro company’s cost position in the market, which vehicles, trams, trolleybuses and electric bus-

2 See IRJ «European Commission approves Škoda Transportation sale», https://www.railjournal.com/index.php/financial/european- commission-approves-skoda-transportation-sale.html?channel=522

Special issue for InnoTrans 2018 15 TRENDS

es, and related services. VÚKV is active in the Amidst the turmoil surrounding the re- development, research, and testing of rail ve- quired restructuring of General Electric, it was hicles and their parts, as well as related servic- announced in November 2017 that the compa- es. Skoda Investment is involved in the renting ny was looking to sell its Transportation busi- of property and the granting of licences for the ness in order to optimise its portfolio. Wabtec Skoda trademark and is also active, via its sub- subsequently confirmed that it had reached an sidiaries, in photovoltaic power generation, IT, $11bn deal in May, which is set to propel the and telecommunications technology. Bammer second-tier supplier, which is still working on Trade is involved in the repair of public trans- integrating Faiveley following a $1.7bn takeo- port vehicles. JK is engaged in the renting of ver in November 2016, into a leading locomo- production facilities. Cyprus-based Satacoto is tive manufacturer. When it is confirmed, the a holding company which is active in the pro- deal could prove a significant strategic step duction of electric motors and generators, and against Wabtec’s primary’s competitor, Knorr the renting of property. PPF is a finance and Bremse. In particular, GE Transportation’s investment group focusing on financial servic- installed base of GE locomotives around the es, consumer finance, telecommunications, bi- world have the potential to serve Wabtec’s ser- otechnologies, retail services, real estate and vice and components businesses today and in agriculture. the future.

Merger of Alstom and Siemens

With traditional manufacturing sites in panies during the merger announcement in Europe and an excellent order backlog from September 2017. European and global customers, Siemens and The deal, which is expected to close in Alstom announced in September 2017 their early 2019, will combine Alstom and Siemens’ intention to merge the two companies into railway businesses in more than 60 countries a single organization. The merger will create and will create a company with 62,300 em- the second biggest train and rail technolo- ployees – 32,800 Alstom and 29,500 Siemens. gy manufacturer in the world and enable the More than 40,000 of these employees will company to more effectively compete with be located in Europe. However the regional China’s CRRC. presence and market share in the Americas The merger has been dubbed as “Railbus” (7,700 employees combined), Middle East/ following European aircraft manufacturer Africa (3,700 employees combined) and Asia Airbus. Both companies possess a strong fi- (7,500 employees combined) will be strength- nancial profile which will create the second ened following the combination of manufac- largest global manufacturer. However, just turing sites and maintenance operations in as importantly, they will combine their re- these regions. spective innovation power. Table 2 show the The merger combines two highly-re- figures presented by the CEOs of both com- nowned brands with complimentary portfo-

Table 2. The new Siemens Alstom company in figures

Siemens Rail Systems and All values in billions EUR Alstom S.A. Traction Drives from I DT Backlog 34.8 26.4 Order intake 10.0 8.0 Sales 7.3 8.0 Adjusted EBIT margin 0.4 (5.8%) 0.8 (10.1%) Net (debt) cash -0.2 N.A. Notes: FY ending March 17 FY ending September 16 Source: Alstom presentation “Creation of a global leader in Mobility,” 27.09.2017

16 RAILWAY EQUIPMENT TRENDS

lios in four business areas: rolling stock, sig- 35 nalling, services and systems. In the rolling 30 stock area especially Siemens successful lo- 25 comotive platform Vectron and the tramway 20 business is a perfect add on to Alstom’s offer. 15 The addition of Siemens’ automated people 10 Sales in billion EUR mover technologies and passenger coaches, 5 which are manufactured in Vienna, will al- 0 F sa ec em lgo CA so help Alstom to close the gap on its rival, bt Pe ot CRSC Ta CRRC Thales Newag Stadler Wa Hitachi Bombardier. Vossloh Kawasaki Caterpillar On the signalling side Alstom is adding Bombardier Knorr Bremse Hyundai-R Siemens’ intelligent and intermodal traffic Siemens-Alstom systems including road management as well as GE Transportation trackside products, all of which will strength- Fig. 1. Position of Siemens-Alstom in the global rail market en the new company’s digitalisation offer. The company’s maintenance digitalisation and The companies signed a business combi- data analytics and asset performance manage- nation on March 23, which sets out the terms ment offering is also enhanced. In the systems and conditions agreed by the two parties for business area both companies are joining their the combination, triggering the start of a for- experiences with Siemens set to provide in its mal antitrust process. However, the plan to electrification and turnkey project manage- close the deal by the end of 2018 is likely to ment expertise. Siemens’ e-Highway solutions be pushed back to the first half of 2019 due to will also expand Alstom’s offer beyond the the time needed to prepare for regulatory ap- railway sector towards intermodal mobility. proval from competition authorities in several For example, APTIS, a new 100%-electric mo- countries. bility solution, which offers all the advantages Questions remain over whether when of the tram in a bus, could be a major product considering the deal, the European Union’s for the merged company competition authority will focus solely on Alstom and Siemens’ management are the European regional market, where CRRC preparing to start seeking anti-trust approv- has only a marginal presence so far, or con- al relevant authorities for the planned deal, sider the global rail-equipment market. Last which due to the macro-economic and politi- year,C CRR signed a deal to supply three cal dynamic involved, is widely expected to go electric trains to Czech open-access opera- through. The battleground will be in the “fine tor Leo Express, its first contract in an EU print” of the new company. In light of the fu- member country, two years after signing a ture threat in the European market from CRRC, similar deal with Macedonia. CRRC has al- the European Union competition watchdog is so supplied electric locomotives to Serbia. likely to be lenient, but will still require Sie- While the Chinese company is planning mens and Alstom to offer certain remedies, further expansion in Europe in the next few such as asset sales, to alleviate some antitrust years, it currently only receives eight per- issues. The company’s biggest customers are cent of total sales from outside of China. governments and state-owned rail operators, However, the size of CRRC is a concern to mostly in Europe. They both make high-speed European players, with the Chinese compa- trains that are in cross-border operations in ny four-times bigger than Alstom alone. CR- addition to metro, light rail and regional rail- RC’s rise follows the decision by European way vehicles. With combined sales of Euros players to enter into technology transfer and 15bn, the merged company will remain behind license agreements with CSR and CNR, the CRRC, but will out rank German-based Bom- two companies which merged to form CRRC. bardier Transportation. Even today many European players continue In Figure 1 below the ranking of the new to offer these licence agreements and joint company is shown with reference to compara- ventures, which are a key part of CRRC’s of- ble global rail companies. fer to its domestic market.

Special issue for InnoTrans 2018 17 TRENDS

ing stock producers such as as Hitachi and Stadler Rail could look to optimize their own 26% 22% Alstom portfolios by purchasing any assets put up for Siemens sale. Stadler has already taken its first steps Bombardier European into the signalling market by establishing Stadler rail market the AngelStar ETCs joint venture with Mer- 2013-2017 12% Others mec. It is also conceivable that Knorr Brem- 14% se and Vossloh owner Mr Thiele may look to add assets to either or both of Vossloh or 26% Knorr Bremse. More likely is the merger’s negative im- Fig. 2. European rail market shares in period 2013-2017 pact on smaller rivals by squeezing them out of joint bids for big orders. The Europe- an Commission may seek assurances from Siemens and Alstom to keep partnering with 9% or to license products to some smaller firms. 21% Siemens 10% Other manufacturers are expected to fight to CRSC secure future protection against the indus- Hitachi Global Rail try giant. 12% Alstom signalling market Beyond the European Union, Siemens and 2017 Bombardier 20% Alstom’s participation is likely to be investi- Thales gated by local anti-trust authorities. One ex- 12% Others ample could be Russia where Siemens holds 16% ae 50% stak in Ural Locomotives and in Sie- mens Elektroprivod. Alstom similarly holds Fig. 3. Global rail signalling market shares 2017 33% of Transmashholding. Together both companies dominate the Russian mainline Despite the existence of a free and open and urban rail market, accounting for more market, the European rail market remains than 80% of recent orders. largely distributed among European-based Russian Railways (RZD) and other Russian suppliers, as shown in Figure 2. operators may have concerns over whether To secure approval for the deal, it seems the new company will retain these holdings likely that Alstom and Siemens will have to in the future, and if they do, the potential offer a combination of behavioural and struc- risks of creating a monopolistic player in the tural remedies. rolling stock market. When it comes to rolling stock, Siemens The Russian Law on Protection of Competi- and Alstom seem at a first glance not to have tionC) (LP entered into force in October 2006. much overlap. However, in the case of long- The latest amendments to the LPC concern term lifecycle/maintenance contracts, the the merger control rules, which came into ef- merger could create a situation where opera- fect on January 7, 2017. The LPC governs, inter tors are facing a situation where competition alia, merger control in commodity and finan- is threatened. In particular, there are likely to cial markets and applies to the transactions be issues with signalling system operations, in which the targets are Russian entities or particularly following previous market con- foreign entities operating in Russia (including solidation where Alstom took over GE Signal- those without a physical presence). Under the ling and Siemens acquired Invensys. LPC, foreign mergers are subject to Russian The global rail signalling market and the merger control if they have or may have an market shares of the leading companies are impact on competition in the Russian Federa- shown in Figure 3. tion. The acquisition of shares, resulting in the This could potentially open the floor to acquirer and its group holding directly or indi- signalling competitiors Thales and Bombar- rectly holding more than 50 per cent of voting dier Transportation, or it may be that roll- shares, or the right to determine the business

18 RAILWAY EQUIPMENT TRENDS

activities through shareholdings, agreements, der to prepare for the combination with Al- voting arrangements, rights, etc. of a foreign stom. The new group will be headquartered in company is subject to Russian merger con- Saint-Ouen, France, and continue to be listed trol rules if the target’s Russian turnover in on the Paris stock exchange. As part of this the preceding year exceeded Roubles 1 billion transaction, Siemens will receive newly-is- (approx. 13,1mln EUR). The Russian merger sued shares in the combined company which control provisions are enforced by the Federal represent 50 percent of the share capital of Antimonopoly Service (FAS). Alstom on a fully diluted basis. As well as Russia, other major markets or With regard to the global rail industry, regions such as India, China and potential- major regional investments in markets such ly the United States may also scrutinise the as China, India, Turkey and South Africa, merger in more detail. and the strict requirement for localisation of Siemens and Alstom have already set production, will continue to alter the global themselves a key milestone to become a landscape of the rail industry. The rail indus- «champion in mobility». On March 23, 2018 try circus will follow the major investments both companies entered into a Business around the world, finding new places to es- Combination Agreement (BCA) regarding the tablish its tent and manufacture equipment proposed combination of Siemens’ mobili- and products. In the first step of this pro- ty business, including its rail traction drive cess, these investments are project-related business, with Alstom. This BCA follows the and mostly paid for by the customer. But if Memorandum of Understanding signed on sustainable growth and stable regional devel- September 26, 2017 and the conclusion of opment is assured, new players will emerge. the required works council information and The merger of Siemens and Alstom is one ap- consultation process at Alstom regarding proach to meeting this challenge. However, the proposed deal. The BCA sets forth the it will ultimately be down to the political de- terms and conditions agreed upon by the two cision makers combined with the supporting companies. investment and development banks to create Both Alstom and Siemens also confirmed a market environment that is able to support the proposed leadership of the future Board sustainable economic development, and en- of Directors of the new company, which will courage further globalisation of the rail in- consist of 11 members, six of whom – includ- dustry and manufacturing sector. Market bar- ing the chairman – will be appointed by Sie- riers will not help to prevent intruders and mens with four independent members and only by adopting more cooperative approach- the CEO completing the board. Siemens is es will the rail industry prepare for tomorrow. proposing to nominate Roland Busch, a mem- The globalisation of the rail industry, and ber of the Managing Board of Siemens AG, to the structural changes taking place in the serve as chairman of the combined entity’s market, cannot be prevented. No market bar- Board of Directors. riers are able to stop the winds of change or The transaction is subject to the approv- perceived intruders from taking their place. al of Alstom shareholders at the company’s The rail industry has and will continue to Shareholders’ Meeting, in July 2018. The create cooperative approaches which will transaction is also subject to approval by help prepare it for tomorrow. Following the relevant regulatory authorities, including Siemens Alstom merger, more consolidation foreign investment clearance by the French is expected to take place. But this is not just Ministry for the Economy and Finance and a response to the challenge posed by CRRC, approval by anti-trust authorities as well as but to create healthy and profitable compa- the confirmation by the French capital market nies which provide secure places of employ- authority (AMF) that no mandatory takeover ment and also safeguard railway operations offer will be launched by Siemens following in favour of passengers and freight custom- completion. Siemens has already initiated ers. The shake up started in the 1980s and the the internal carve-out process of its mobility market is continuing to evolve as the industry business and other related businesses in or- reaches its next stage of development.

Special issue for InnoTrans 2018 19 TRENDS

Digital Railway: from Concept to Reality

Efim Rozenberg Doctor of Engineering, Professor, First Deputy Director General at The Russian R&D Institute of Informatisation, Automation and Communication (NIIAS)

In the coming decades, the mass deployment of digital technologies will accelerate the development of Russia’s industry and economy. Russia’s national development guidelines identify Russian Railways (RZD) as a crucial actor in the process to overcome the complex social and economic challenges which could significantly impact opportunities for industrial growth. By establishing new transport and logistics routes, RZD will help to serve the needs of both the Russian and global economies as well as provide quality services to the general public.

A three-fold objective

The Digital Railway concept adopted by works, including digital radio DMR, TETRA, the Russian railway industry outlines a range and GSM-R. The total length of RZD commu- of information technologies, processes and nication lines exceeds 330,000km while its integrated standards that reflect three over- fiber-optic communication lines total more arching business principles: complete con- than 77,000km. sistency, online business and service man- More than 500,000 signalling equipment agement. These principles cover all areas of units and more than 6 million sensors of var- the sector’s activities and are protected by ious types as well as diagnostics and telem- state-of-the-art information security mech- etry devices are operated across the railway anisms. Future delivery of these principles network. Managing a system this complex should be based on the deployment and on- was only made possible through the intro- going improvement of automated solutions duction of advanced automation facilities that can be effectively and rationally applied and technologies. Innovative systems incor- to the service blocks of the Digital Railway porate advanced information technologies model developed by Russian Railways (RZD) that enable a significant improvement in the while complying with the organisational and range and quality of the transport and logis- technical standards to enable service block tics services available in the market. Address- interaction. ing the Federal Assembly of the Russian Fed- RZD is the largest owner and operator eration, President Vladimir Putin challenged of rail infrastructure in Russia. The com- the sector to increase the integration of pany’s permanent assets are worth Rou- Russia’s transport system with internation- bles 261bn while its infrastructure division al transport corridors. This is a logical step. employs nearly 335,000 people who main- An analysis of the logistical environment on tain 150,000km of track, 30,000 bridges and existing Asia – Europe routes show that the overpasses, 159 tunnels, over 5,000 stations Russian Federation’s geographical location, and many other facilities. Today, more than its strong existing transport network and 16,000km of main line tracks are represented port infrastructure can support reliable and as digital track models, while over 18,000km safe freight movement between continents. of track is covered by a high-precision coor- The land journey by rail can take up to 10 dinate network. days less than the equivalent combined jour- RZD is also a major owner and operator ney around the African continent, which is of telephone and radio communication net- an undeniable competitive advantage.

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Real-time logistics

Increasing the railway system’s capacity gic development and global competitiveness by introducing intelligent control systems by enabling the railway to develop and im- and reducing infrastructure and rolling stock plement advanced digital technologies. lifecycle costs, facilitates the establishment Following the decision to create the In- of new transport corridors. Information and telligent Process Control and Automation computer-based process control systems can System for Railway Transport platform, RZD similarly increase labour productivity and proceeded to implement the Digital Railway. reduce the effects of human error on perfor- The deployment of information technology mance helping to deliver the required level of in the railway industry, creation of high- information security. speed engineering communication networks, The main focus of the Digital Econo- and the development of advanced software my of the Russian Federation programme and hardware systems are the foundations roadmap is to develop the platforms, tech- of the technical and process-management nologies, competencies, infrastructure and requirements for the digitalisation of rail- institutional environment required by the way transport. Today, we possess extensive future markets and industries in the digi- information on the process, but the level of tal economy. automation remains insufficient due to the RZD’s Digital Railway programme con- absence of a close association between the sequently encompasses each of the digital lower level automation devices, information technologies development areas included in systems and control elements within a single the Digital Economy of the Russian Federa- structure. Without complete control, no ef- tion programme: Big Data, Industrial Inter- fective Big Data solutions are possible. net of Things (IIoT), wireless communica- The Digital Railway is seeking the com- tion, neural networks and artificial intelli- plete integration of the user, the vehicle, and gence, blockchain, and virtual and augment- the traffic and infrastructure control system. ed reality. The objective is to create new end-to-end RZD is a major owner and operator of data digital technologies that help to better or- processing centres, computer facilities, and ganise the transport process. Accomplishing data storage and processing infrastructure. this task requires improvements to railway The railway runs 18 data processing centres signalling systems, creation of digital infra- distributed throughout the country serving structure models and deploying digital com- every federal district. RZD’s server equip- munication networks which can support train ment stock exceeds 78,000 units, including separation, technical equipment condition high-reliability clusters of mainframe-class monitoring and process automation systems. server equipment. In response to these needs, over the past RZD is not only a major consumer of inno- few years, the industry has created the re- vative solutions, but it also owns an advanced quired conditions for the introduction of a industrial engineering and research complex, complex set of innovative technologies en- NIIAS, which supports the company’s strate- visaged in the Digital Railway concept.

«Seamless» technologies

The following technological foundations on high-precision satellite position- are the basis of the migration to a future Dig- ing networks. ital Railway: – Continuous monitoring of infrastructure – Digital models of infrastructure assets in a assets with automatic generation of speed common coordinate-temporal space. restrictions and maintenance plans. – Digital communication networks and – Rolling stock condition monitoring using high-precision coordinate systems based both external and internal facilities with

Special issue for InnoTrans 2018 21 TRENDS

the capability of predicting the residual cycle cost and improvements in the required operating life. level of reliability and safety. – Computing facilities capable of remote The station is a key element of the trans- control of infrastructure assets, real-time port process. It is therefore necessary to create modification of traffic schedules with re- a digital model that can assess the impact of gard to energy efficiency and automation all infrastructure on operations at any station. of individual operations, and We already have considerable experience in – Mobile facilities supporting personnel modelling similar complex objects which can while on location and providing psycho- help reduce the amount of work that this pro- physiological condition supervision. ject will require, with the Moscow Central Cir- All of these elements are integrated into a cle (MCC) one such example. single technical processing network. One of the important elements that sup- Digital displays of infrastructure assets ports the future automation of technological within the framework of high-precision coor- processes control at stations was tested at dinate technologies is a necessary condition Yaroslavl-Glavny station on the North Main for the migration to the Digital Railway as it Line. Among the innovative solutions used enables passenger and freight trains as well as was satellite navigation, which provided a maintenance and measuring equipment to op- technical vision for the future locomotive cou- erate using the same technology. pling/uncoupling process as well as video rec- Given the vastness of RZD’s railway net- ognition of wagon numbers and the control of work, it is apparent that high-precision sat- employees in hazardous areas. Significant pro- ellite positioning is the only option that will gress was made in the automation of the train effectively serve these demands. splitting and formation process by improving Digital track models (DTM) of lines in oper- the marshalling system at Luzhskaya station ation and station layouts as well as 3D models on the October Railway. Here a unique system of track layouts and engineering construction was developed by integrating Radioavionika’s are created based on coordinate-referenced microprocessor-based interlocking system, spatial data. These digital models provide EC-EM, with Siemens’ MSR 32 microcomput- spatial descriptions of infrastructure assets, er system for marshalling yards, NIIAS’ MALS including railway track, engineering construc- automatic cab signalling system for shunting tion sites, power supply and railway signalling vehicles, and the automatic hump locomo- and communication systems. tive operation system SAU GL developed by The rapid development of high-precision Russian scientific research and technological satellite positioning technologies opens a new institute of rolling stock (VNIKTI). page in research, design and construction of These technologies were presented to railway transport infrastructure, including the President Putin at Chelyabinsk station with use of Building Information Modelling (BIM) demonstrations of parallel humping and technologies.1 humping control using a driverless shunting BIM is based on differential correction locomotive. In addition, further innovations at principles offered by the navigation data pro- Chelyabinsk and Luzhskaya provide examples vided by the global navigation satellite sys- of finished elements of the Digital Railway. tem (GNSS). These include an automated station control The use of this technology creates the ba- system (ASU ST); driverless shunting loco- sis for the transition to coordinate methods of motive control system (MALS BM); integrated infrastructure maintenance, the organisation system for automated control of shunting op- of cross-cutting design, new construction and erations (KSAU SP); an automatic rolling stock infrastructure facility maintenance technolo- diagnostics system (PPSS); and automatic cab gies, all of which can offer reductions in life- signalling shunting system (MALS).

1 BIM (Building Information Modelling or Building Information Model). Building information modelling is an approach to construction, operation, maintenance and renovation of a building (object lifecycle management) which involves collecting and processing building data. Specifically, this covers architecture, design, technology, economic and other information and their interrelations and dependencies when the building and everything that related to it, are treated as a single object.

22 RAILWAY EQUIPMENT TRENDS

• Automatic traffic schedule execution • Conflict identification and resolution

TMS level • Infrastructure and rolling stock monitoring

• Automatic route setting • Train control commands: acceleration and deceleration, emergency stop CTC level CTC • Diagnostics

Satellite positioning

• Smart ATP with LTE Digital communications systems Digital communications high-accuracy positioning system high-accuracy digital route map LTE Digital in-station high-precision coordinate Common

• Energy-efficient train separation route control system maps with Multipurpose electronic space without trackside devices • Automatic train operation ATP/ATO level ATP/ATO Smart FOS Train separation and Train

Fig. 1. RZD management and information system

A clear outlook for tomorrow

The MALS system, which ensures the safe- diagnostics from rolling stock should also be ty of shunting operations, is fully compliant included at this level. with the requirements of the Digital Railway The third and the most critical level con- project. It is based on digital station model, sists of wayside and onboard device control digital radio channel, satellite navigation and systems such as train separation and points safe computing modules. and signal control at stations (fig. 1). Onboard microprocessor-based control Currently all three levels are hardware and and safety systems are also becoming integrat- software complexes with increased safety re- ed complexes with Sinara Transport Machines quirements. and Transmashholding already performing re- NIIAS has implemented a set of technical lated technical tasks. means for transmitting critical information The Digital Railway’s management and retrieved from SAUT-CM/NSP equipment on information systems require the automatic the condition of lines and stations to onboard acquisition of information from the techno- safety devices at Podlipki-Dachnye station on logical process as well as the transmission of the Moscow Railway. The general level of traffic control commands to executive objects such safety was increased by transmitting informa- as onboard systems and route control systems tion about entrance/exit routes and automatic at stations. cab signalling codes to onboard devices. The RZD management and information sys- use of a supplementary radio channel between tems can be generally divided into three lev- fixed and locomotive devices has increased the els. On the upper level control commands reliability of signalling and interlockings. from the Intelligent Railway Transportation In the context of the migration to the Digi- Management System (ISUZhT) can optimise tal, Railway significant attention is being paid traffic scheduling by offering conflict identifi- to improving information delivery systems. In cation and resolution. particular, digital radio communication and The middle level supports automatic route the transmission of technical data are prior- setting at stations, transmitting information ities while new computing facilities are able about schedule changes to locomotives and to process more information, significantly re- obtaining coordinates and movement param- ducing the reliance on a number of lower lever eters from all mobile units. Infrastructure devices including those deemed part of the In-

Special issue for InnoTrans 2018 23 TRENDS

ternet of Things (IoT). Large stations assume on the MCC where warnings are automatical- the functions of the lower links, supporting ly transmitted onboard the ES2G Lastochka the transition to centralised management. EMU fleet. Currently advanced diagnostics devices are The control of large sections of points and being developed and implemented across the signals requires the transition to a universal network, providing an evaluation of the tech- structure, where a single base station controls nical condition of locomotives, and signalling a dozen smaller stations. Such a project is al- and interlocking devices. They also read, ag- ready being implemented on the North-Cau- gregate and transmit data from fixed obser- casian railway. vation and diagnostics installations, such as Next-generation train separation is a crit- acoustic and thermal imaging devices. In this ical component of the gradual shift to au- new system, the locomotive has effectively be- tomated train traffic control. The transition come a mobile diagnostics centre that receives from colour light signalling to signal-free information from wayside automation devices. traffic control as well as the use of a digital ra- This has helped to significantly reduce oper- dio channel is an additional control element ation costs, free up labour resources by ena- which will support reduced headways of two bling the introduction of reduced teams and to three minutes. Again, this approach has al- unmanned operation, and altered the role of ready proved successful on the MCC. train, station and hump yard control systems. The digital system of integrated automat- Similarly, a multi-purpose radio commu- ic traffic management is a three-level system. nication unit, the onboard navigation and The initial information environment, which communication device (BRUS), is able to work ensures traffic safety, consists of low-level au- simultaneously across several communication tomation devices, with modern computer fa- channels. BRUS hardware was selected as it cilities processing the data. With the results of posseses significant computing power and in- this information processing meeting informa- terface connections and its capability to function and functional safety requirements, they tion as a single intelligent modem pool for all can be used directly to control station devices devices, systems and units installed onboard and rolling stock. the locomotive. In addition, the system can Within the framework of the Digital Railway work with any available and newly-created project, the development of driverless train communication standard. control systems is underway both for shunting An advanced communication system is an operations and the MCC. Russian inventions essential element of the Digital Railway. It meet international regulations and correspond contains both established operational digital with similar technical solutions developed ac- communication solutions via fiber-optic line cording to UIC standards. In accordance with (FOL) and new elements necessary for the IEC 62290 the level of automation meets the implementation of promising technical solu- requirements of GoA3, with a single driver options such as LTE data transmission, IoT and erator able to control up to 10 trains. the Universal Time System. Fully automated infrastructure, rolling A multi-level control system and digital stock monitoring and traffic control, all of radio channel reduce the time lost from tech- which offer significant improvements in en- nical failures while increasing the speed of ergy efficiency and performance through re- movement on existing and future lines. These duced human, and in some cases unmanned issues have already been tested during the operation, are key elements of this new trans- project to increase speeds on the Moscow – port process. Modelling of track capacity and Nizhny Novgorod line. passenger traffic flow data at all infrastructure Automatic train operation requires the use points is another essential component of this of a digital radio channel for data transmis- process and is an approach similar to the work sion. This channel must be both reliable and underway at major international railways to guarantee the security of transmitted infor- develop new integrated multimodal transport mation. Technical solutions which support the systems. Together, they form the basis for a implementation of such a system are in use transition to the Digital Railway.

24 RAILWAY EQUIPMENT TRENDS

Regulatory changes seek to encourage third-party investment in passenger rail

Ilya Tereshko Deputy Head of Railway Research Division at Institute of Natural Monopolies Research (IPEM)

Russia’s passenger rail sector is experiencing dramatic changes in its regulatory environment. By softening entry barriers and making the segment more transparent and reliable by providing guarantees over long- term subsidies, the Russian government is looking to spur market competition, which it hopes will result in improved service quality and make the sector more attractive to third-party financial investment.

Until recently, there were three main issues again, there was no long-term strategy for this impacting the performance of the suburban policy with the government decision made and passenger rail sector in Russia: the absence repeated annually. of any long-term infrastructure fee subsidy The suburban TOCs are also hindered by policy, a long-term value-added tax (VAT) col- rapidly ageing rolling stock. Following the lection policy, and the rapid ageing of rolling restructuring of the suburban sector, RZD ef- stock used on these services. fectively became the infrastructure manager, The Russian government has subsidised with operations provided by the TOCs, many 99% of the infrastructure fee paid by every sub- of which are RZD subsidiaries. As a result, RZD urban railway operator to the infrastructure no longer included investment in suburban manager, Russian Railways (RZD). However, rolling stock in its annual budget, with re- a long-term government decision on how to newal now an obligation of the TOCs. Yet with allocate these subsidies was not forthcoming, the planning horizon defined by annual gov- with a decision made annually and repeated ernment decisions, the TOCs were prevented year-on-year. This scenario would leave trans- from developing any long-term strategies, cal- port operating companies (TOCs) vulnerable culating potential return on investment, and if the government decided to stop subsidising starting any negotiations with financial insti- infrastructure. Indeed, TOCs faced the risk of a tutions to secure sufficient resources to sup- 100-fold increase in their infrastructure fees, port procurement. which may account for up to 30% of their to- With the rolling stock procurement is- tal costs, should the government pull or cut sues directly related to the problems with back support. The TOCs had a taste of what VAT and subsidies, the Russian government this could mean in 2015 when for two months has focused on developing a long-term policy infrastructure subsidies were cut from 99% to in these areas. In 2016 two federal laws sup- 75%. With many TOCs suffering from cashflow porting development of the suburban railway problems, some services were suspended until sector were passed, which included a commit- the subsidies were restored. ment to spend $US 800m annually, an unprec- A similar annual approach was taken to edented level of government financial support. the VAT strategy. Russia’s suburban railway The first law reaffirms the government’s 99% services are exempt from VAT on ticket sales. infrastructure fee subsidy for a period of 15 However, TOCs have to pay VAT when paying years, with the government allocating around their suppliers. At the end of the fiscal year, $US 620m annually until the end of 2030. The the government would grant the right to re- second law affirms the VAT refund right for trieve the VAT paid by TOCs to their suppli- TOCs for 15 years, equivalent to around $US ers, back to TOCs from the federal budget. But 180m annually until the end of 2029.

Special issue for InnoTrans 2018 25 TRENDS

1,252 1,105 1,086 844 562 480 271 314 -1,769 -1,295 -336 -349 -286 -1,996 -1,163 -778

18,134 16,076 [1]

2018 2019 2020 2021 2022 2023 2024 2025 Total – anticipated retirement, number of cars – anticipated purchases, number of cars

[1] – Total purchases do not exceed the number of coaches that are expected to retire mainly due to anticipated increases in operational efficiency and the replacement of some single-deck coaches with double-deck vehicles. Fig. 1. Anticipated retirement and purchase figures for long-distance passenger coaches

Such long-term financial obligations are 15-year agreements. In addition, in 2018, unique for the Russian railway industry and some regional transport entities, which are the economy as a whole. Since the reforms TOC shareholders, began the acquisition of were introduced, the suburban railway sector rolling stock for TOCs by themselves by allo- has been able to break even, which has led to cating funds from regional budgets. an increase in the attractiveness of prospec- The government’s policy changes have tive investments and greater investor inter- created an environment where it is now pos- est in suburban railway TOCs, reflecting the sible to solve the rolling stock renewal prob- perception that investment carries less risk. lem. The guaranteed subsidies have dramat- For example, in November 2017 a strategic ically reduced the TOCs costs over the next investor acquired a 25% equity stake in the 15 years, which has enabled some TOCs not leading suburban TOC in Russia, Central PPK, only to break even, but to become profitable. from RZD. Central PPK operates nine out of Secondly, with no risk of a sudden increase the 10 major lines serving the Moscow region in expenditure, the TOCs are now able to ac- and has a 65% share of Russia’s total subur- curately forecast potential costs, incorporate ban passenger market. In January 2018, an- these costs into financial and investment other strategic investor bought almost 13% models, develop long-term business plans as of Central PPK from the Moscow regional well as start negotiations with financial insti- government. With government support guar- tutions and leasing companies on obtaining anteed for the next 15 years, the risk of this financial recourses for rolling stock procure- investment has been reduced substantially, ment. For instance, Central PPK has already and at the beginning of the 15-year period, bought 86 11-car EMUS and is developing ex- the time is ripe for third-party investment in tensive plans to spend $US 3bn on renewing the sector. 50-60% of its fleet, or more than 2,000 cars, The Russian government has also encour- by 2025. Others are following this lead. In aged regional authorities, which are respon- 2016, Severo Zapadnaya PPK, which serves sible for providing people with transport the St Petersburg region, and Saratovskaya services, to sign long-term contracts with PPK started buying new rolling stock. TOCs to guarantee TOC revenue streams This new environment which is encour- and encourage rolling stock investment. aging rolling stock investment is inevitably Moscow, Moscow region, Ryazan region, St improving the prospects of suburban railway Petersburg and others have already signed rolling stock manufacturers and spare parts

26 RAILWAY EQUIPMENT TRENDS

455 582 462 253 324 317 425 275 -315 -206 -292 -366 -320 -293 -426 -382

9,214 9,707 [2]

2018 2019 2020 2021 2022 2023 2024 2025 Total – anticipated retirement, number of cars – anticipated purchases, number of cars [2] – purchases exceed retirement mainly due to expected increases in passenger turnover and the launch of services to new destinations. Fig. 2. Anticipated retirement and purchase figures for suburban passenger coaches suppliers. In addition to Central PPK’s vast er TOCs are due for replacement or renewal rolling stock renewal programme, more than up to 2025, which could potentially add an- 1,100 suburban railway vehicles used by oth- other $US 1bn to manufacturers’ order books.

Long-distance passenger railway transport

The long-distance sector suffers from The combined purpose of both docu- similar issues with ageing rolling stock and ments is to challenge the domination of Fed- a shortage of investment resources. Accord- eral Passenger Company, which has a market ing to recent estimates, around 5,900 or 30% share of more than 90%. Regulatory environ- of long-distance passenger railway vehi- ment change is expected to stimulate market cles should be replaced or renewed by 2025, entryy b new players, trigger competition de- which may require an investment of up to velopment, increase efficiency and improve $US 4.5bn. the quality of services. Two special government documents in- The hope is that a renewed regulatory tended to change the regulation environ- environment and the development of comment for long-distance passenger services, petition in the sector will prompt private in- are expected to be issued in the near future. vestment in the long-distance sector, which Ticket prices for some long-distance ser- will help to solve the problem of ageing roll- vices are currently limited by the federal ing stock. Furthermore, potential market government, with the difference between a structure changes together with high rolling profitable price level and the limit set by the stock renewal demand is expected to make government compensated from the federal an impact on long-distance rolling stock budget. The first document is expected to manufacturing, inducing very high produc- propose that in the future TOCs will bid to tion volumes and the development of new operate long-distance services and the level technologies. of compensation they will receive from the The documents have been forwarded by government. The second document will look the Ministry of Transport to the Russian at reducing market entry barriers for new government and are currently undergoing TOCs and will set the stage for the develop- an approvals process by other relevant state ment of a competitive long-distance market. authorities.

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What role can CNG and LNG play in railway transport?

Michele Molinari CEO and President Jan Harder of Molinari Rail Group CEO, Molinari Rail Systems

This article discusses the use of LNG and CNG-based fuels for rail operations, considering the advantages and disadvantages and the vision for their future use. Prerequisites

Railways have a long history of cooperating early 1970s and were used extensively in France in the development and implementation of in- up to about 2000. In addition, French National novative fuel solutions that act as an alternative Railways (SNCF) used a number of gas-turbine to gasoline. In particular, BNSF and Union Pacif- trains called the Turbotrain on non-electrified ic in the United States have more than 30 years lines. These sets typically consisted of a pow- of experience in this area, producing a variety of er car at each end and three intermediate cars, solutions. The need for these projects is obvious. with Turbotrain in use up until 2005. After re- According to the Interstate Commerce Commis- tirement, four of the sets were sold for further sion, fuel is the second largest source of expend- use in Iran. iture for US Class 1 railways. Operators and manufacturers have always In other countries similar fuel development paid close attention to the development and use projects have taken place. For example, in France of alternative fuels as a means of reducing costs, the use of alternative fuels dates back more than improving the efficiency of operations, and sat- 30 years. The first TGV prototype, TGV 001, was isfying increasingly strict emission regulations. poweredy b a gas turbine. However, the high cost Today there is significant discussion over wheth- of oil prompted the change to overhead elec- er LNG and CNG-based traction can deliver the tric lines for power delivery. Nevertheless, two advantages that rail operators from around the large classes of gas-turbine powered inter-city world are looking for and become the alternative trains,G ET and RTG, were constructed in the fuel of choice.

Functional aspects

Liquefied Natural Gas (LNG) is a cryogenic hy- a specific temperature range and a relatively drocarbon fluid that is used as a fuel for engines low pressure. Transporting the fuel from pro- used in transport vehicles, including trains. Due cessing plants to the end user can easily re- to its cryogenic nature, the liquid’s composition sult in the transfer of heat energy to the fuel, can vary during transport from the liquefaction changing its composition. It is essential then plant to the filling base, and from the filling base to define the minimum requirements within to the LNG storage system. As a result, it is nec- a single regulatory framework for the compo- essary to adopt a single regulatory framework to sition of LNG during transport, and unified guarantee a consistent LNG composition in order standards for transport and storage of LNG all for the end user to operate LNG-powered vehi- of which also meet the strict standards for the cles in accordance with operating rules. production of the gas. Due to its volatility, the effective use of LNG Railway operators have been experimenting in transport requires certain conditions to be with the use of gasoline fuel in rail transport maintained, including keeping the fuel within since 1935. The following are the three main

28 RAILWAY EQUIPMENT TRENDS

methods for combustion of gas engine fuel in ly injected directly into the inlet pipe of the en- large cylinder and high-power diesel engines: gines or directly into the combustion chamber. – spark ignition During recent decades, operators and manufac- – ignition by compression (at low pressure), and turers have accumulated varying competences – ignition by compression (at high pressure). in the first two methods. However, governments In the final two combustion methods, which and regulatory bodies have chosen to introduce use an air-fuel mixture, a preliminary injection increasingly strict regulations on the quality of of diesel fuel - the ignition of this process - is exhaust fumes and levels, particularly relating to envisaged when the oxidant is squeezed into the noxious and toxic substances, and we expect that engine cylinder. Gas-powered fuel is subsequent- this trend will continue in the future.

Practical aspects

It is also important to note the experience of using gas turbine units for diesel traction. In Diesel 1953, Richfield Petroleum Corporation and Un- LNG ion Pacific launched a joint programme where a UP57 gas turbine locomotive was operated be- CNG tween Los Angeles and Las Vegas for nine months using liquefied petroleum gas (LPG). The capacity 0 2,000 4,000 6,000 8 000 10,000 of the locomotive was 4,500 litres and it was fit- kWh/m3 ted with a special tender to store the LPG. While Fig. 1. Visualization of caloric value of fuels there were no technical barriers to the further development of this project, it was suspended age, tender which will result in a reduction of the duew to lo fuel efficiency. It is important to note number of freight wagons that the locomotive is the peculiarity of the operation of gas turbines able to haul, limiting its range of operation, and in that at a relatively low power, compression-ig- an increase in the composition’s weight. The cost nition engines have a high efficiency, since the of such a tender is around $1m as of May 1 2018. thermodynamic cycle of compression ignition Burlington Northern’s chemical company, Air engines is closer to the ideal Carnot cycle. Products & Chemicals, initiated a project to use The following is a visualisation of caloric con- liquefied methane in rail transport in 1987. This tent of three types of fuel: compressed natural project included the design and construction of a gas (CNG), LNG and diesel. This visualisation tender to couple with the locomotive and fuelling relies on data retrieved from several operation- stations. It also involved the upgrade of an EMD al locomotives, including the EMD GP9 shunting SD40-2 diesel locomotive, which has a capacity locomotive, which with a power rating of 1,750, of 3,000 rpm and uses a 16-cylinder compression creates thrust using a 16-cylinder two-stroke re- ignition engine. The modernisation kit included a ciprocating engine at 567C with spark ignition. low-pressure gas supply system and used diesel as The graph shows that the locomotive’s range a back-up fuel as well as exclusively during start- when using CNG with an equal fuel storage volume ing, idling and low positions. The gas supply sys- is 2.4-times less than the range of an equivalent tem included a special evaporator through which locomotive that uses LNG. Let’s assume that, with liquefied methane was sucked from the tender, other things being equal, the efficiency of the en- with the supply of methane in a gaseous state gines is the same. In this case the range of the lo- taking place in the engine’s inlet at a pressure of comotive that uses diesel fuel is 1.75-times great- 586kPa. This technology was tested over a long er than that of the locomotive using LNG. Thus, period of time and is now available commercially based on the caloric content of LNG and CNG, it with the EMD 16-645E3B engine available as an is necessary to create a new operating manual for upgrade kit for mainline diesel locomotives. The locomotives that use LNG and CNG when design- engine’s design has undergone significant im- ingw a ne storage and filling system. The diesel provements since it was first developed, specifi- locomotive fuelled by LNG requires a LNG stor- cally the design of the piston, cylinder head, fuel

Special issue for InnoTrans 2018 29 TRENDS

supply system, the diesel fuel inlet, inlet channels tration (FRA) waiver. The fuel has been adopt- for gas supply, and the electronic control system. ed by FECR as an alternative to diesel for two In September 2014, GE Transportation, in reasons. Firstly, FECR’s line-haul locomotive conjunction with CSX, carried out tests with a fleet is captive, operating solely on the Jack- gas-diesel locomotive connected directly to a sonville - Miami main line. Secondly, FECR has LNG storage tender. In this system, the gas is fed access to a ready source of LNG through Flor- underw lo pressure directly to the intake valve, ida East Coast Industries’ LNG plant at Titus- where a priming dose of diesel fuel is used for ville. The EPA Tier 3-compliant locomotives ignition. This technology uses a catalytic system look identical to standard ES44ACs, but their to minimise harmful emissions and complies GEVO prime-movers have been retrofitted by with the United States Environmental Protection GE with its NextFuel low-pressure technolo- Agency’s Tier 3 emission regulations. The tests gy. According to the manufacturer, NextFuel found that it is possible to reduce the volume of provides railways with the flexibility to run on diesel fuel used by the locomotive by up to 80%. both diesel fuel and LNG with up to 80% gas Following the success of these tests, the technol- substitution or 100% diesel. ogy is now commercially available as an upgrade Russian gas company Gazprom also entered kit for GE’s Evolution locomotives. the alternative fuel arena recently with its order On November 9 2017 Florida East Coast Rail- for 24 LNG locomotives from Sinara Transport way (FECR) officially unveiled its modified fleet Machines, a Russian company based in Yekater- of 24 GE ES44AC locomotives, which operate in inburg, for use on its line in the Yamal Peninsula. pairs and utilise a purpose-built fuel tender sup- Sinara is set to deliver 10 0.9MW and 14 1.5MW plied by Chart Industries, United States. locomotives by 2024 with the locomotives ex- FECR is the first railway to haul LNG as a pected to haul 8200-tonne freight trains and re- commodity under a Federal Railroad Adminis- duce the operator’s fuel costs by up to 40%.

Conclusion

The use of LNG and CNG as fuels for locomo- electrification is the preferred path to success. tives and rolling stock remains experimental. «Hydrail» activities will accompany this on Long-standing operations in the US and France lines not suitable for electrification and will

show that commercial use is not competitive offer much greater CO2 benefits than any oth- with equivalent electric and diesel operations. er solution. While more environmentally-friendly than The noise emitted by LNG and CNG locomo- older fleets, LNG and CNG do not out peform tives will similarly restrict their use for passenger other alternative fuel technologies such as hy- operations or in urban areas due to legal require- drogen, fuel cell, battery or bio-gas in terms of ments. Here battery, electric and hydrogen solu-

CO2 emissions. LNG and CNG locomotives also tions offer greater advantages for new fleets. require extensive new infrastructure for fuel- We assume that in the future the search for ling, restricting use, as shown in Florida and on alternative sources of energy will focus on op- the Yamal Line, where operations are limited timising electric OCS-based power and here to a single line rather than across an extensive especially the source of that electricity will be network. The use of LNG and CNG locomotives wind, as shown recently in the Netherlands. On will therefore be limited to industrial opera- the other hand, the performance and use of new tions and use is unlikely to be widespread. Of technologies such as hydrogen fuel cells and bat- course, with regard to diesel traction, LNG and teries will continue to improve and increase in CNG traction is an alternative which offers upcoming decades. This will be accompanied by lower operational costs provided the costs for new solutions to reduce the overall energy con- generation, transport and buffering are not too sumption of rail operations such as the Auxillary high or the type of fuel is already generated. Power Unit developed and manufactured by Mo- However, for widespread optimisation of rail linari Rail for the new diesel-electric locomotives networks and to better address climate change, that GE is building for Indian Railways.

30 RAILWAY EQUIPMENT union of industries of railway equipment UIRE 156 34

INTERNATIONAL

German Railway Austrian Railway European Rail Industry Industry Association (VDB) Industry Association

Association of Czech Railway Industry (ACRI)

Association of advertising American Railroads ANALYTICS

Russian rolling stock sector: time to invest

Igor Skok Head of the Transport Industry Research Department at Institute of Natural Monopoly Research (IPEM) Russia’s rolling stock manufacturing sector recorded significant growth in the production of primary railway industry products between 2015 and 2017, which translated into improved revenues for the leading companies. Developments in domestic mainline and urban rail markets encouraged local manufacturers to further update and modernise their offers. These improvements have relied on both in-house and imported technical solutions. Market overview

The Russian rolling stock manufacturing was a major contributor to this situation.2 In- sector holds a prominent position within the deed, between 2013 and 2016 the rouble lost global market. Russian manufacturers’ overall virtually half of its value against the dollar. share is around 6.7% (fig. 1) while the Russian Based on an assumption of a frozen Rouble/ market was worth €8.05bn in 2017.1 Euro exchange rate at 2013 levels, estimated In 2013-2015, the Russian railway industry production decreased by 24.4% between 2013 experienced a sharp downturn in production. and 2015, while in 2017 rolling stock manu- The value of the market fell from €10.36bn to facturing output was worth €12.54bn (fig. 2). €4.88bn, which was followed by a minor re- Freight wagons, spare parts and loco- covery in 2016-2017. The Russian exchange motives were responsible for the greatest crisis in 2014-2015, during which the Rouble proportion of overall rolling stock products weakened against foreign currencies follow- manufactured in 2017. Rolling stock mainte- ing a sharp decrease in oil prices and the neg- nance and repair services also accounted for a ative impact of western economic sanctions, significant share of the market (see Figure 3) owing to Russia’s large existing rolling stock fleet, which compares in size to those used on the world’s largest rail networks in the United 25,4% States, Canada, China, and India (Table 1). CRRC Russia’s freight wagon fleet consisted Siemens-Alstom of 1,078,200 wagons in 2017, while Russian Russian companies Railways (RZD) and private operators oper- 45,8% Bombardier ated more than 25,000 locomotives. Around 12,5% GE 19,500 passenger coaches are used on the Other companies network. Russia’s rolling stock manufacturers pri- 5,8% marily supply the domestic market with ex- 6,7% port orders experiencing a consistent decline 3,8% in recent years. Exports fell gradually from Fig. 1. Breakdown of the international rolling stock manufacturing 10.6% of total orders, or €516.4m, in 2015, to market in 2017 8.7% or €491.6m, in 2016, and 6.8%, or €547m,

1 According to the Central Bank of Russia, the average Ruble-Euro exchange rate was Rouble 66.07:€1 in 2017. 2 More information in Railway Equipment, September 2016 (pp. 22-28), August 2017 (pp. 4-9) or at http://ipem.ru/editions/tzd

32 RAILWAY EQUIPMENT ANALYTICS

Table 1. Rolling stock fleets of world leading railway systems in 2017

Fleet Russia USA China Germany India Japan France Locomotive fleet (thousand units) 25.0 31.0 25.1 6.4 10.0 1.4 3.9 Freight wagon fleet (thousand wagons) 1 078.2 1 340.0 823.0 183.7 244.7 9.4 90.7 Passenger coach fleet (thousand cars) 19.5 6.6 59.8 6.5 54.7 1.1 5.1

bn rubles Rub/Euro 14.00 80 73.99 in. 2017 Exported goods primarily consist of 12.54 12.00 70 freight wagons and containers (41% of over- 10.36 10.36 67.99 66.07 50.99 60 all exports in 2017), and rolling stock compo- 10.00 9.87 8.05 50 nents (36% of orders in 2017) (fig. 4). 8.00 9.51 7.83 42.4 7.91 40 6.00 5.66 4.88 30 4.00 Rolling stock manufacturing 20 technologies 2.00 10 0.00 0 The ongoing development of the railway 2013 2014 2015 2016 2017 network and traffic management systems re- Production output Output estimation for frozen rate conditions quires regular upgrades and modernisation of Rub/Euro rate rolling stock used on the network as well as Fig. 2. Rolling stock sector output and average Rouble/Euro exchange rate the introduction of new rail vehicles. To meet in 2013-2017 these requirements, manufacturers have been required to update their existing manufactur- 11% ing facilities and build new production sites. From 2013 to 2017, Russian manufacturers 8% Locomotives 30% invested €760m in modernising their facili- 2% Multiple unit ties, including by starting production of rail rolling stock* vehicles, components and subsystems at new Track vehicle 9% greenfield manufacturing sites. Passenger coaches Examples of new products and new pro- Freight wagons duction sites developed by Russian-based Spare parts manufacturers include: 13% Repairs – RIC-gauge sleeping coaches and dou- 27% ble-deck passenger coaches by Tver Car- * Including trams and metro cars riage Works, – ES2G or Lastochka EMUs by Ural Fig. 3. Russian rolling stock sector breakdown, 2017, mln EUR Locomotives, – modern Moskva metro cars by Metrowag- 7% onmash JSC, 7% – 2TE25KM diesel freight locomotives by Locomotives Bryansk Engineering Plant, 9% Track maintenance – modern low-floor trams by Tver Car- vehicles & 36% riage Works, equipment – a greenfield plant to produce traction Passenger coaches transformers for locomotives and multiple Freight wagons & units by Siemens Transformers, and containers – a new plant to produce braking systems for Spare parts rolling stock by Knorr-Bremse Rail Systems. 41% Modernisation of manufacturing facilities has involved the installation of advanced process equipment in existing and new pro- Fig. 4. Breakdown of Russian rolling stock exports by product in 2017, mln EUR

Special issue for InnoTrans 2018 33 ANALYTICS

duction lines, including foundry equipment, with RZD is worth €2.1bn with delivery machining tools and equipment, assembling beginning in 2015 and set to run to 2023, jigs and benches, and crane and handling fa- – RIC-gauge passenger coaches built by cilities. Robot-based operations have been Transmashholding and Siemens for use implementedwhile digital simulations have on services between Russian and Europe- been introduced to improve testing. an cities, including Moscow - Paris, Mos- Rolling stock updates and improvements cow - Nice, and Moscow - Helsinki. These are partially reliant on in-house research and contracts are worth more than €500m the know-how of individual manufacturers. with 200 coaches delivered between 2012 The Russian railway manufacturing sector and 2014, and spent €140m on research and development – EP20 dual voltage passenger locomotives between 2013 and 2017. Russian companies developed by Transmashholding and Al- have also cooperated extensively with inter- stom. 200 locomotives are being delivered national companies to develop new technol- from 2011 to 2020 under contracts worth ogies and have formed several joint ventures more than €1bn. which now produce rolling stock and compo- As well as rolling stock manufacturing, nents. Among the world-leading companies international companies have developed fa- now active in the Russian market are Sie- cilities in Russia to produce subsystems and mens, Alstom, Bombardier, Stadler, General components, including electrical equipment, Electric, and Knorr-Bremse. braking systems, diesel engines and their Cooperation between Russian and inter- sub-components. national manufacturers is illustrated best in The Russian market is also importing the following projects: some rolling stock products. For example, – 2ES10 electric freight locomotive de- Spanish manufacturer Talgo has delivered veloped by Sinara-Transport Machines Talgo 250 high-speed passenger coaches (STM) and Siemens. From 2010 to 2017, which are now in use on services between 151 locomotives have been sold, with Moscow and Nizhny Novgorod in Russia, and contracts valued at €509.9m, between Moscow and Berlin. The contract – ES2G Lastochka EMU designed by STM with Talgo was worth €135m. and Siemens. A contract for 1200 cars

A step forward

Despite the invaluable experience gained importing country could result in the partial through international cooperation agree- or even a complete loss of the supply of im- ments and the high manufacturing capaci- ported goods both for existing and potential tyw no available in Russia, the rail vehicle contracts. building sector still faces a shortage of the To address the situation, the Russian state-of-the-art technologies required to government has introduced an Import-Sub- produce rolling stock products which meet stitution Programme, which invites foreign the demands of the market. This situation rolling stock and components producers to became particularly apparent with the eco- enter the Russian market by localising man- nomic crisis of 2015 and the deterioration ufacturing facilities and establishing joint of the global political and economic envi- businesses with domestic manufacturers. ronment. While it was reasonably afforda- In particular, these arrangements could ble for Russia to buy imported rolling stock address the following demand in the Russian and components until quite recently, it is market for the following rolling stock prod- now largely economically disadvantageous. ucts and components: Firstly, the weak rouble has increased the – electronics systems for locomotives and price of imported rolling stock. Secondly, motorised rolling stock (multiple units, political tensions between Russia and an light rail vehicles and metro trains),

34 RAILWAY EQUIPMENT ANALYTICS

– energy storage units for rolling stock, in- – electronic components, including resis- cluding rechargeable batteries, inertial tors, capacitors, transistors, energy-storage devices, – very high-speed passenger rolling stock, – diesel engines and components for loco- – heat-exchange equipment, motives and DMUs, – sealing materials suitable for corrosive – fuel injection equipment, environments, – telecommunications and data signal- – maintenance vehicles for very high-speed ling systems, lines, and – subarctic rolling stock.

The evolution of the Russian railway market

Russia’s railway network is one of the transport by 1.9% and freight turnover by largest in the world. The total operational 2.2% annually. Under the plan, rail should length of the railway is 86,000km, including carry 1.604 billion tonnes of freight by 44,000km of electrified lines, with an overall 2025, a 16.3% increase compared with 2017, track length of 124,000km. while freight turnover should reach 2789.7 In, 2017 rail freight turnover amounted billion tonnes, an increase of 19% com- to 2344 billion tonne-km, or 86.9% of Rus- pared with 2017. In order to deliver such sia’s total freight traffic, excluding pipelines. strong growth, the network will require the Passenger traffic reached 124.6 billion pas- introduction of additional rolling stock, in- senger-km, accounting for 24% of total rid- cluding mainline and shunting locomotives ership. Railways remain the most convenient and freight wagons. The estimated capital means for long-distance freight transport, expenditure for this programme is €54.5bn and rail is the only option for bulk handling up to 2025. of goods such as coal, ore, timber, and con- The Heavy Traffic Development Pro- struction materials. gramme covers improvements to existing in- Nevertheless, the market demands relia- frastructure on several lines and the renewal ble,e saf and efficient rail freight services. To of rolling stock. This is intended to launch better meet these objectives, a number of in- the operation of freight trains on several ma- itiatives focusing on developing and improv- jory heav traffic lines with an average weight ing rail’s performance have been initiated of 7,200 tonnes, with the goal of increasing in Russia: this to 9,000 tonnes. The programme is tar- – RZD’s Long-Term Development Pro- geting improvements on the following lines: gramme, which ran until 20253. – Kuzbass – Saint Petersburg shunt- – Heavy Traffic Development Programme. ing station. – Eastern Operating Ground Development – Kuzbass – Murmansk. Programme, which includes the Baikal- – Cherepovets – Kostomuksha. Amur Mainline and Trans-Siberian Line. – Cherepovets – Kovdor. – Northern Latitudinal Railway Construc- – Cherepovets – Olenegorsk. tion Project. – Kuzbass – Sverdlovsk shunting station – – Moscow – Kazan Very High-Speed Line Agryz – Moscow – Smolensk. Construction Project. – Kuzbass – Chelyabinsk – Syzran – Azov – Digital Railway Project, and Sea/Black Sea ports. – Passenger service development. – Aksarayskaya – Volgograd. The goal of RZD’s Long-Term Devel- – Stojlenskaya – Chugun. opment Programme is to grow rail freight – Zaozernaya – Krasnoyarsk.

3 Russian Railways (RZD) is Russian state-owned vertically integrated company which owns public rail infrastructure and a large portion of rolling stock used on the Russian network. It is also Russia’s leading rail operator with the company established in 2003 as the successor to the Russian Ministry of the Means of Communication.

Special issue for InnoTrans 2018 35 ANALYTICS

Currently more than 21,000km of lines takee plac between 2017 and 2019, is esti- are capable of supporting the operation of mated to cost €5.01bn. trains with enhanced weight and length. A The Northern Latitudinal Railway is further 13,700km of lines are expected to currently in the design stage and envisag- support heavy-haul operations by 2030. es the construction of a 707km railway that Heavy-haul freight operations require will run mainly above the Arctic Circle in the use of advanced and more efficient the Yamalo-Nenets Autonomous District. rolling stock, including locomotives and The start of construction is planned for freight wagons. As a result, the programme 2018, with completion expected in 2022. foresees the switch to enhanced capacity The line is anticipated to carry 23.9million freight wagons, which may be achieved by tonnes of freight per annum, comprising increasing the axle load from 23.5 tonnes mostly liquefied natural gas and petrole- to 25 tonnes initially, and potentially up um products. Due to the extreme climate in to 27 tonnes in the future. Freight wagons which the railway will operate, a new fleet with a 25-tonne axle load already make up of locomotives and wagons is expected to more than 15% of the total freight wagon be developed. These units will be adapted fleet, while 27-tonne axle load wagons are for effective operation in extremely low at the pre-serial stage of development. The temperatures. The estimated cost of the locomotive fleet will also require renewal. project is €3.57bn. According to RZD’s requirements to en- The Moscow-Kazan very high-speed hance its locomotive fleet’s technical op- line project will require the use of rolling erating condition to deliver the traction stockt no previously manufactured in Russia, effort necessary to haul a heavy freight including state-of-the-art very high-speed train, performance enhancements rath- trains and track machines. According to pre- er than adding more locomotive sections liminary estimates, the new rolling stock is is the preferred approach. According to expected to cost €760m. As of June 2018, the the programme, about 100 modern loco- total project cost is €23.2bn. motives will be required to support future The Digital Railway Project is focusing heavy-haul operation with an investment on the deployment of state-of-the-art digital of €378m envisaged. technologies in order to improve the compet- The Eastern Operating Ground Devel- itiveness of Russian railway transport. One of opment Programme includes construction projects under development is a Smart Loco- of 5,100km of track during the initial phase motive, which is attempting to introduce the and another 15,500km in the second phase. following innovations: The overall length of the Russian railway – a microprocessor-based control and diag- network is expected to increase to between nostics system with an integrated loco- 102,900km and 107,600km by 2030, which is motive safety function; a respective increase of 18% and 24% com- – a uniform automated train management pared with 2017. This project will create a and information system; key transport link that will provide straight- – an asynchronous traction system for lo- forward access to a vast territory of around comotives, including independent axle 1.5 million km2, which is rich in valuable tractive effort control, and crude minerals, fuel, energy and forest re- – an efficient system for returning energy sources. It will also provide the shortest in- to the grid. ter-continential route between the east and Renewal of suburban EMUs and long-dis- the west, with 10,000km of this increasingly tance passenger sleeping coaches is planned important link set to run on Russian infra- as part of the Passenger Traffic Develop- structure. Indeed, the project is set to sup- ment Strategy. If state subsidies are provid- port a significant increase in both domestic ed, suburban passenger companies are plan- and international rail freight traffic. The ning to invest €3.45bn on 3000 EMU cars and first phase of the programme, which will €3.88bn on 5,900 coaches by 2025.

36 RAILWAY EQUIPMENT ANALYTICS

In addition to these development proof the existing rolling stock fleet, with the grammes, it is important to point out the sector expected to spend around €8-9bn an- need for timely upgrades and maintenance nually on these activities.

New markets

With exports of rail products and ser- in Russia, with the remaining 4,900 vices gradually contracting, at the end of wagons assembled at Iranian facilities. 2016, the President’s Council on Strategic The value of the contract has not been Development and Priority Projects accept- disclosed. ed the strategic development initiative, In- – Between 2015 and 2018, Transmashhold- ternational Cooperation and Export, which ing overhauled 222 metro cars for Buda- identifies rolling stock manufacturing as pest. The trains were originally manu- a key focus area for export development. factured and delivered by Mytishchi Car According to the document, export of Rus- Building Plant, now Metrowagonmash, sian-manufactured products shall increase a subsidiary of Transmashholding. The by 3.2-times compared with 2017 to about contract is worth more than €200m. €1bn by 2025. – From 2014 to 2016, Metrowagonmash Russian manufacturers are currently im- delivered 54 DMU cars to Zeleznice Srbi- plementing or have recently completed sev- je (Serbian Railways). The contract was eral rolling stock export projects: worth about €25m. – , In 2017 United Wagon Company (UWC) – Between 2018 and 2021, STM will sup- signed a contract to deliver 6,000 ply 75 shunting locomotives to the Cu- freight wagons to Iran. An initial batch ban Union of Railways in a contract of 1,100 wagons will be manufactured worth €200m.

Achieving a win-win scenario

Today the Russian rolling stock manufac- leading companies. Developing rail vehicles turing sector is enjoying a period of intense and production processes, which are already recovery after performance declined follow- available off-the-shelf from internation- ing a deterioration in the international po- al rolling stock companies, would require litical and economic situation. In 2017 pro- serious investment as well as a significant duction output had rebounded to 2014 levels amount of labour and time, which may ad- when foreign exchange effects are taken into versely affect the schedule and successful account, and exceeded the level of produc- implementation of railway transport devel- tion witnessed in 2013, when the foreign ex- opment programmes. On the other hand, change impact is excluded. However, there is the high potential of the Russian market is still a lot of work to do to secure further sec- a good basis for mutually beneficial cooper- tor development. ation agreements between domestic and in- The Railway Transport Development ternational companies and offers significant Package encourages Russian manufactur- opportunities to localise production in order ers to improve their offer to the market and to meet current and future demand. adopt new production technologies. Demand Indeed, the main objective of the Inter- for state-of-the-art rolling stock is expected national Cooperation and Export project is tow gro significantly between 2017 and 2025. to support significant growth in the export However, meeting this demand could prove of Russian products, and is expected to very challenging without looking to the ex- drive a 10% increase in overall production perience and best practices of the world’s by 2025.

Special issue for InnoTrans 2018 37 ENGINEERING DEVELOPMENT

‘Moskva’ Metro Train

Arkady Zaytsev, Alexander Gultyaev, Deputy Chief Design Engineer Chief Design Engineer at TMH for metro cars, TMH Engineering, Engineering, Metrowagonmash Metrowagonmash

In 2013, Moscow Metro issued a request tender for the supply of new metro cars and their subsequent maintenance for 30 years. Bidding followed in 2014 with seven manufacturers taking part: Alstom; Hyundai; Škoda; Siemens in partnership with Russian Machines; Uralvagonzavod in consortium with Bombardier; Sinara in consortium with CAF; and Metrovagonmash. Despite Siemens (2013) and the CAF- Sinara consortium (2014) preparing and submitting full-scale mockups of the cars they were offering, Metrovagonmash secured the 1.7bn EUR contract to supply 96 eight-car trains (768 cars in total) in December 2014, with the manufacturer set to supply the trains between 2017 and 2020. Train design was performed by Metrovagonmash’s design-engineering office, which has been a separate business unit within TMH Engineering since 2017.

Technical specifications

The customer included several require- A major difference for passengers is the use ments in the tender intended to enhance both of a wide, open gangway. All previous trains the train’s safety and passenger comfort. This used in Moscow featured closed cars, with pas- included open gangways throughout the en- sage to the neighbouring vehicle only possible tire train, wider entrance doors, and improved in an emergency. HVAC systems both in passenger cars and the The customer requested the chosen man- driver’s cabs. Enhanced safety devices include ufacturer to widen the passenger entrance designing the car to better withstand a colli- doors from 1,250mm to 1,400mm (pic. 1). sion with another vehicle, and improved relia- This was achieved by enlarging the openings bility and performance of passenger informa- in the car bodies and changing the interior tion systems and doors. layout in the doorway area. The width of the The new trains are similar to previous seats on either side of the doors remained trains supplied to the Moscow Metro in that the same. The wider doors and the canted they consist of eight cars and are bi-direction- shape of the doorway form a passage that al (fig. 1). The main specifications are shown narrows towards the exit and make it pos- in Table 1. sible for passengers to pass through the car All of the earlier cars that form trains used doors quickly during peak times, helping to on the Moscow metro are motorised. Howev- reduce the dwell time at stations by more er,w the ne trains include two intermediate than 10%. Wider doorways and a wider gang- non-motorised cars, which along with savings way have resulted in a reduction in the de- from the traction system, help to reduce the sign strength, as shown in the digital simu- overall weight of the train by 6%. lation. The frequency of the car body’s natu-

Fig. 1. Moskva train configuration

42 RAILWAY EQUIPMENT ENGINEERING DEVELOPMENT

Pic. 1. Entrance doors and inter-car gangways Pic. 2. Car interior layout ral vibration at full capacity are also reduced Handrails are positioned so that all adult by 10% and is less than the 8Hz required by standing passengers have access while the Russian standards. train is in motion. Moscow Metro required Subsequent modifications of the car body that vertical handrails are mounted in the structural layout as well as the introduction centre of entrance areas (pic. 2) close to of laser welding to the manufacturing process doorways, which has never been done before. resolved these car body stiffness issues, and However, while these handrails were conven- also improved the appearance of the flat side ient for standing passengers, they proved a wall by reducing thermal deformation in the welding areas. Table 1. Technical specifications of the Moskva eight-car train The new train’s passenger car layout is similar to classical solutions where passenger Railway gauge (mm) 1524 seats are positioned with their backs to the Empty weight (tonnes) 278 side wall. However, there are some differenc- Length over couplers’ heads, mm, max. 155,000 es., Firstly there are areas for baby-strollers or Car width (mm) 2,684 wheelchairs in the lead cars. Secondly, there Empty car height above the top of the rail (mm) 3,680 are supports for standing passengers at the end of the cars instead of end seats which provide Car floor height above the top of the rail (mm) 1,160 unhindered access to the inter-car gangways. Number of seats 338 During the course of the interior design Maximum passenger capacity at the rate of 10 prs/m 2 2,604 work, the main task was to develop a sense of Maximum axle load (tonnes) 15 spaciousness and elegance for the vehicles. Number of doors in each passenger car 8 This was achieved by using simple vertical Design speed (km/h) 90 and horizontal geometric design principles, 2 the severe linearity of which is enhanced by Maximum acceleration (m/s ) 1.3 Mean deceleration from 80km/h at electric braking the smooth bends used in the doorway hand- 1.1 rails, covers above the doors, and the inter-car (m/s2 max.) gangway stands. The interior design focuses Specific power (kW/t) 8.96 on simple forms familiar to the younger gen- Total one-hour rating of traction motors (kW, max.) 4,080 eration and uses advanced tablet computers Rated power supply voltage (V) 750 and smartphones. The trains also incorporate Maximum current consumption (A) 6,500 USB charging units for use by passengers. Power recuperation factor at recuperative braking The car is lit by a continuous strip of LED under condition that the catenary system accepts the 0.35 lights, and at the request of the customer, recovered energy in full, min. the level of light emitted from the lamps can Car specific consumption of materials at maximum change on command from the driver’s cab. The 1.52 production workload, max. light can vary from cold and invigorating in the morning to warm and soothing in the evening. Specified service life (years) 30

Special issue for InnoTrans 2018 43 ENGINEERING DEVELOPMENT

major hindrance to passengers entering or the convenience for standing passengers. The leaving the train, reducing the speed of this inter-car gangways are also equipped with processy b 20% and counteracting the ben- handrails allowing passengers to stand in efits of a wide door. As a result, the vertical these areas in relative comfort. handrails were replaced by handles mounted There are also changes in the handrails to the ceiling. composition with the previous metal rails now In general, the number of handrails in the supplemented by a polymeric shell, which cre- cars has increased by 30% compared with pre- ates a feeling of a warm handrail due to the vious metro trains, significantly enhancing heat-insulating layer of plastic.

Key car systems

Each metro car is equipped with two dou- The longitudinal force transmission be- ble-axle bogies. The bogies used in the mo- tween the bogie and the car body is similar to torised and non-motorised cars differ only in that of the previous trains whereby a long rod the use of motors and gear boxes. A pneumatic is connected to the body frame at the same po- bolster suspension system with height control sition as the coupler. This helps to localise the guarantees a constant car height regardless longitudinal forces transmitted to the car body of the load. In addition, the emergency pres- from the coupler and bogies while simplifying sure relief system in the air spring is activat- and reducing the weight of the car body’s basic ed in the event of air leakage or shell rupture structure. of another air spring. This helps to maintain As far as the traction system is concerned, the vertical body position and ensures that the the in-house design incorporates traction trains stay within the tunnel profile. converters based on IGBT as well as asynchro- Braking is performed by the traction motors nous traction motors. A diagram of the trac- with the pneumatic shoe-type brakes only used tion drive power circuits used in the motorised in emergency and at speeds of 7 km/h or below. car is shown in figure 2.

Driver Driver Driver Driver

Fan power inverters block

Fig. 2. Diagram of the traction drive power circuits used in a on a ‘Moskva’ metro train motorised car train

RAILWAY EQUIPMENT

44 Driver ENGINEERING DEVELOPMENT

30 The traction drive’s electric equipment set includes a traction converter case, network fil- 25 ter inductor, braking resistor, traction electric 20 ] motors, and rotational velocity sensors. 2 15 In traction mode, power circuit components transform the 750V DC received from 10 the contact rail into a three-phase voltage 5 with adjustable amplitude and frequency for [m/s Acceleration 0 powering the four traction induction motors, which are connected in parallel in each car. -5

The system provides both traction and brak- -10 ing with the traction motors returning about 0 500 1000 1500 2000 30% of energy consumed during acceleration Time [msec] following braking. Fig. 3. Correlation between car train acceleration and time The new traction motor’s design offers a 15% reduction in weight and a 20% increase 1500 in traction converter power compared with the previous motor This system maintains the 1000 train’s dynamic properties while accommo- dating two non-motorised cars. Several potential safety issues received 500

particular attention during the design of the [kN] Force new trains: collision protection; systems to prevent passengers becoming trapped by au- 0 tomatic doors; CCTV monitoring both inside and outside of the train; and a high-quality -500 air supply. 0 500 1000 1500 2000 A crash protection system is one of the new Time [msec] technical solutions employed by Moscow Met- Fig. 4. Correlation between time and force in energy train absorption ro. The system was developed according to the devices requirements of Russian and European reference documents, and regulates the require- chosen so that in the event of a collision, the ments of passive safety systems, which aim to trains car’ axial accelerations do not exceed 5g reduce the risks to passengers in the aftermath while the longitudinal residual deformation of of collisions. For example, in order to decrease car bodies should not exceed 50mm per each the level of axial force experienced during a 5m of the carbody. The change in diagonal line- potential collision, special cushioning devices ar dimensions in doorways and windows should were applied to both types of coupling devic- also not exceed 2% of the initial dimensions. es installed on the train’s lead and interme- A subsequent numerical study of these de- diate cars. vice settings proves that the decisions made A Scharfenberg type lead car coupler is would produce the desired outcome. It also fitted with two cushioning devices: one suit- found that a collision between an eight-car able for everyday operations, which can be re- train 50% loaded with passengers with the placed, and another, which cannot be replaced, equal stationary loaded train at 20km/h leads which features a cushion length of 250mm for to car acceleration not exceeding 3g, while the additional absorption of energy in the event of maximum force of 1,000kN did not lead to un- a collision. acceptable carbody deformations. The main For the intermediate permanent couplers, characteristics of train impact are shown in the enrgy absorption functions are distributed figures 3 and 4. betweeno tw coupled devices, with one coupler Thew ne car’s passenger doors are fitted fitted with a normal operations device, and the with light and sound indicators to show when other with a collision device. This set up was the train is in operation, and also with an an-

Special issue for InnoTrans 2018 45 ENGINEERING DEVELOPMENT

Pic. 3. Door indicator lights: the indicator light emits green (on the left), red (in the centre) and white (on the right)

ti-jamming system for occasions when a pas- pletely closed, the buzzer switches off, the ex- senger, ignoring warning signals, finds them- ternal horizontal door indicators go out, and selves between two closing doors. the vertical lights in the doorway switch to Simple and reliable operation of these in- white to provide additional lighting. dicators is the principal requirement for this If the passenger fails to pass through the equipment. As a result, the primary means of doorway before the doors are closed, or if a alert for the opening and closing of passenger foreign object is caught between the doors, an doors is an LED-diffused light. Using the lat- anti-jamming system is activated. The min- est generation of LED lamps minimises opera- imum size of an object that will trigger the tional costs due to their longer service life. The system is 30x60mm according to European green-red-white light indicators are situated standard EN14752. The maximum force used in the doorframe and on the door itself and by doors upon detecting the obstruction is no are clearly visible to passengers, both on the more than 300N. platform and inside the train (pic. 3). Two methods are used to detect objects Following the command to close the door, within a doorway: control of current overload the indicators start to flash red, while at the in the door drive’s feeding circuit; and con- same time a sound indication is initiated at trol of the door’s opening/closing times. The certain intervals. When the doors are com- control unit executes constant control of the current level in the electric motor and con- stantly compares current value with standard values (fig. 5). If the doors stop due to a jam, the current rises over the standard value and the control 1 unit switches the door control system into jam

Current rate 2 operating mode. When no confirmation about door closure is received over a given period of time, the control unit also switches the door 3 control system to this mode. The door control system maintains the repetitive cycle of door opening/closing, so that the passengers are Current load in the drive able to leave the doorway or remove an ob- 1 – real drive current load struction. The motor feed circuit is not aligned 2 – difference between real drive current and standard current until all of the doors are completely closed. If 3 – standard drive current load the jam is not removed, the driver and station Fig. 5. Correlation between drive current load and operational time personnel are alerted.

46 RAILWAY EQUIPMENT ENGINEERING DEVELOPMENT

Head Car Intermediate Car

Video information Wireless module Left Right Module

Towards Near Car Control Camera Control Camera Driver’s Interface Cabin Environment Track Control Camera Coupling Zone Camera Video-mirror, left Video-mirror, right Module Module Processing Unit Interior Cameras Intercar Network Intercar Network Interior Communication Interior Communication Devices Control Cameras Devices Control Cameras

Storage Unit Towards Near Car

Left Right Module Module Interior Cameras Intercar Network Intercar Network Interior Communication Devices Control Cameras Interior Communication Devices Control Cameras

Towards Intermediate Car Left Right

Fig. 6. Structural diagram of the Moskva metro train’s video surveillance system

Train safety is achieved through a built- The system itself consists of an array of in surveillance system, which operates con- video cameras (VCU) situated throughout the tinuously and uninterrupted until the train’s train; record units (RU) and information pro- electric equipment is switched off or the bat- cessing units (IPU), which are located in the tery charge falls below the minimum permit- train’s lead cars; a video display unit in the ted level. driver’s cab (VDU); and video-mirrors (VMU) The video surveillance system only re- and other auxiliary blocks and harnesses. Ceil- quires manual configuration during commis- ing cameras are installed in every car, while sioning, and in some cases, during preventive there are also cameras in the dialling unit (DU). maintenance, or when the system is restored A board (VDU block) is installed in the drivers’ after one or several elements have failed. cab, which enables the driver to select a spe- Critically this is not following coupling of the cific display mode and watch video both from metro cars. the cars and using the video-mirror systems. Back-ups are available for the most of the The VDU block display also shows diagnostics critical elements of the video surveillance sys- information and the door jamming status. tem. For example, in the lead cars video regis- Thew ne metro train is fitted with an ex- trators are installed, which record events that tensive inter-train communication and pas- have taken place. The transfer of surveillance senger communication system (ITCPCS), data from the train is conducted using a local which supports reliable communication with Ethernet network. This network incorporates a the centralised Moscow Metro operations cen- ring architecture, which guarantees reliability tre, where operators evaluate the situation in case of network interruption anywhere in across the network in real-time guaranteeing the train. In addition, the video display unit in a fast response in the event of an incident or the driver’s cab is also backed up. A structur- emergency. al diagram of the video surveillance system is The ITCPCS includes a speaker for various presented in figure 6. forms of service communication:

Special issue for InnoTrans 2018 47 ENGINEERING DEVELOPMENT

video transmission direct to the control centre, and also enables the driver to transfer a passenger call direct to an operator at the control centre. Passenger health and well being was taken into close consideration during the design of the ventilation and air conditioning system for the passenger cars and driver’s cabs. The system automatically maintains the desired air temperature inside the car with the volume of fresh air supplied set automatically depending on the temperature and the number of passengers in the car, which is determined by Pic. 4. Interactive panel load sensors. During station stops, the system switches to a low-noise operating mode, and – supporting passenger-driver communica- in case of a sudden interruption to the train tion and public address from the driver’s power supply from the external network, can cab in the event of an emergency enter an emergency ventilation mode with – service communication between the driv- power supplied by batteries. er’s cabs situated at either end of the train The ceiling configuration was altered com- – sound, graphic, and mnemonic informa- pared with the previous train used on the Mos- tion about the train’s itinerary as well as cow metro, enabling the even distribution of emergency, warning and other important air throughout the passenger car after reports safety information that areas at the end of cars and in the air con- – transmission of informative, social and ad- ditioning unit went without an adequate sup- vertising video content into passenger cars ply of fresh cool air on warm days. – control of the executive devices that trigger The use of open gangways on the new trains the car door closing device, and has contributed to improved air flow due to the – recording of messages transmitted via the absence of significant barriers. In addition, the inter-train communication systems and a ventilation system developers were mindful connection to facilities that support direct of controlling the force of air flow as the train communication with the operations centre. passes through a tunnel. With an area of com- LED route indicators, installed at the front pressed air forming at the front of the train and of the driver’s cab, display the route number a depressurised area forming at the rear, the and the train’s destination. An amber LED, developers incorporated controlled input and which utilises an automatic brightness con- output openings throughout the car which al- trol, ensures adequate visibility of the display low air to both enter and leave the train as re- for passengers viewing the display on an un- quired. This air exchange system also contrib- derground platform or outdoor track section. utes to a reduction in external noise within the Display panels, installed over every door- car by creating an additional barrier. way onboard the train, consist of a broadside It is widely understood that the presence 12.1-inch LCD display and a speaker. The dis- of a large group of people in a confined space play shows information about the train’s posi- can facilitate the spread of pathogenic germs tion on the metro network, and previous and and viruses, especially during times of the upcoming stops. year when exposure is more widespread. In Passengers can access information about order to minimise the chances of this happen- the most efficient route and interchange sta- ing onboard the new metro trains, disinfectant tions for their journey by using the interactive devices have been installed in the ventilation panels installed in the car walls. system’s air ducts. While in the previous mod- The passenger emergency communica- el of the new train, the emitters were only in- tion unit is situated in every second doorway stalled in the passenger car air ducts, a similar of each car. The device provides an audio and disinfectant system has also been installed in

48 RAILWAY EQUIPMENT ENGINEERING DEVELOPMENT

Pic. 5. Interior of the Moskva train for Filevskaya line of Moscow Metro the air conditioning system used in the driver’s The ALS-ASC system display is situated cab, which is isolated from the passenger cab. in the lead cars of the metro trains, with the The train’s use of the ALS-ASC signalling system in the inactive cabin at the rear of the system, which includes automatic speed con- train not participating in train control. The trol, guarantees safe operation. ALS-ASC system utilises two independent The train receives accurate and appropriate but duplicate channels within the train’s on- signal commands from rail circuits such as the board computer, which guarantees that the maximum allowed and safe operating speed and algorithm supporting operation as well as the the readiness of the route, informing the driver power supply is backed up. of the appropriate action to take in the event of All the features of Moskva Metro train an issue. On track sections where a speed limit which are described here are well thought out has been imposed, on receiving the signal, the and justified technical solutions - from com- system will decrease the speed of and ultimate- plicated monitoring and control systems to ly stop the train before the blocked section of interior design. This guarantees that rolling track or before a red signal unless the driver stock is not only comfortable and convenient confirms that he has seen the speed limit. for passengers, but as safe as possible.

Further project development

The Moscow government has extensively of the car floor in winter conditions; and elec- evaluated the quality of the supplied trains tric heating of driver’s footrest and seat. and subsequently launched a tender for the The most noteworthy feature for passengers supply of 27 six-car trains for use on the Mos- is probably changes to the seating arrangement cow Metro’s Filevskaya line in May. The re- in the lead cars, where some seats will be situ- quirements for these trains were refined with ated across the car in order to provide seated consideration for the operational experience passengers with an unrestricted view of Mos- of the Moskva trains, and the characteristics cow through the train’s windows (pic. 5). of this line, which features significant sections TMH Engineering, the developer of the in the open air. As a result, the following addi- new metro trains for Moscow, is certain that tional requirements for the fleet was included this experience will serve the company well in in the tender: individual push-buttons to open future metro train design projects for Russian each passenger door; improved performance and international customers.

Special issue for InnoTrans 2018 49 ENGINEERING DEVELOPMENT

Compact messenger cable solutions for high-speed rail lines

Leonid Gurevitch Head of Department at State Victor Fokin Technical University of Volgograd Director General at Energoservice

Overhead catenary systems installed on high-speed lines possess a number of unique characteristics that ensure safe and smooth train operation. This includes the increased tension of a contact wire, messenger cables and connecting wires; thermal endurance and wear resistance; increased mechanical strength of contact wires and cables; minimal mass of all structural elements but not at the expense of strength and durability; and reliable rust protection. To satisfy these stringent requirements, Ø 120- 150mm2 low alloy copper or bronze contact wires are traditionally used. The contact wire shall have minimum sag, which is ensured by an overhead catenary system that uses closely spaced droppers to attach the messenger wire or catenary to the contact wire.

Innovative MK-series messenger wire

Russian engineers have created a wire that is ide- ratio, reduced electric impedance in the traction net- ally suited for batch production while offering high work, improved load-carrying capacity and better strength, slight temperature-related linear defor- thermal resistance. An extensive testing programme mation, good rust resistance, electrical conductivity checked the factors which may affect the catenary which is close to copper conductors, and enhanced wire in real life but at the possible extremes of per- aerodynamic properties. The wires have standard di- formance. This included a thermal degradation check mensions and are compatible with standard fittings. with heating to 155°С, track resistance tests, bending MK-series compact and plastically-deformed mes- tests, low-temperature creeping tests, endurance to senger wires may also be used as auxiliary messenger vertical oscillations (eolian vibration) with multiple wires, electric connectors between contact wire and heating to 100°С, and other tests, some of which have feeder line wires. never been performed for catenary wires before. This copper catenary alloy-free wire solution is a As part of RZD’s Resource-Saving Technologies breakthrough in that it offers high strength without Deployment Programme, the MK-120 series com- the traditional drawbacks of alloy-based solutions. pacted wire was installed as pilot messenger wire in Advantages include: 2015 and 2016 on track sections totalling 60km on – reduced amplitude and strength of wire dancing; the West Siberian Railway and South Urals Railway. – reduced risk of wire break; The МК-120 wires were installed according to a tradi- – low stress in the event of snow and ice accumula- tional installation process using existing fittings and tion due to the smooth exterior shape; tools and the tests showed that the wire’s catenary – high-strength parameters which are close to the impedance reduction would offer an economic ben- performance of bronze wires; efit to the railway. – high current-carrying capacity and electrical con- Following a meeting of the Innovative Technolo- ductivity, and; gies Working Group of the Russian Ministry of Trans- – enhanced aerodynamic parameters. port in September 2016, it was recommended that Russian Railways (RZD) and the Russian R&D In- state-owned companies purchase MK-series mes- stitute of Rail Transport (VNIIZhT) have conducted senger wires. In 2017, the MK-120 compacted wires comprehensive tests of the MK compacted copper were installed on sections of the Sverdlovsk Railway, messenger wire, which demonstrated that pressed South Urals Railway and West Siberian Railway for a

Advertising wires provide an enhanced cross-section utilisation total length of 109.4km.

50 RAILWAY EQUIPMENT ENGINEERING DEVELOPMENT

The remainder of this article describes the re- as their related technological parameters. This is im- sults of the efforts to optimise the design of these portant as the resulting deformation of the elements plastically pressed copper-clad steel messenger and may be either excessive or not appear at all. Using contact wires through finite element design meth- traditional empirical methods to change to new wire ods with the goal of acquiring the required tensile sizes and testing the prototype wire’s strength pa- strength at given dimensions. rameters is both a time consuming and resource-in- Plastic deformation of a system consisting of el- tensive process. Using computer-based simulations ements with vastly different mechanical properties of wire pressing and their tensile behavior was there- were based on the careful and correct identification fore considered appropriate for the preliminary cap- of methods to achieve optimal geometry, design and turing of performance data relating to advanced de- process-dependent analyses of wire strands as well sign of the alternative wire.

Methods of research

A wire featuring a central steel core and three ULIA/Abaqus software suit. The plastic deformation copper layers (see case A in Table 1) of 1+7+7/7+14 simulation included pulling the stranded wire system configuration with an outside diameter of about through four pressing rollers. Following the press- 14mm was used as a reference case. Plastic deforma- ing process, clamping jaws at wire ends were moved tion simulation was carried out with the use of SIM- apart at 2 mm/s with resulting force tracing.

Table 1. Configurations of copper-covered steel wires used in simulations

Strand dimension and material Case Copper/steel area Core 1st layer 2nd layer 3rd layer А Steel Copper Copper Copper 130.4/6.61mm2 Non-pressed 1×ø29mm 7×ø 21mm 7×ø2.05mm+7 ø1.45 14×ø2.55mm B Steel Copper Copper Copper 130.4/6.61mm2 pressed 1×ø2.9mm 7×ø 2.1mm 7×ø2.05mm+7 ø1.45 14×ø2.55mm C Steel Copper Copper Copper 127.9/9.42mm 2 pressed 3×ø2.0mm 6×ø 2.1mm 14×ø1.8mm 14×ø2.55 mm Copper Copper D Copper 4×ø2.15mm Copper 7×ø2.05mm 136.1/10.89mm2 pressed 1×ø2.9mm Steel 14×ø2.65mm 7×ø1.63mm 3×ø2.15mm Copper Copper E Steel 4×ø2.15mm Copper 7×ø2.05mm 129.4/17.5mm 2 pressed 1×ø2.9mm Steel 14×ø2.65mm 3×ø1.63mm 3×ø2.15mm

Results and findings

When tension is applied to a wire that is plas- Wire plastic pressing (see case B) has slightly tically pressed, the major load is carried by the improved the performance of core steel wire and central steel wire (see fig. 1). Copper wire tension stranded copper wires due to friction forces. How- causes pitch extension while at the same time the ever, the solution does not offer more than a 30kN stresses grow slower. Copper wire’s contribution to strength improvement (fig. 1, curve 2). overall strength characteristics is therefore rather For case C, the steel and copper system included small. Following a steel core rupture at ca 25kN, the three core stranded steel wires with a smaller di- copper layers undertake a major load but cannot ameter instead of one steel element, with the steel ensure the required breaking force (about 70kN) wire’s pitch coinciding with copper wire’s pitch.

without the steel element. This configuration helped to increase the break- Advertising

Special issue for InnoTrans 2018 51 ENGINEERING DEVELOPMENT

90 design and manufacturing process of the catenary 5 s5 80 wire and its modifications are covered by German and 70 4 Russian patents. s4 60 It is noteworthy that the MK wires have substan- s 3 3 tially better tensile strength and continuous current 50 performance than messenger wires of a comparable 40 diameter under DIN 48201 (Table 2). Force, kN Force, 2 s 30 2 MK wires’ high performance characteristics offer s1 20 significant opportunities for application not only in 1 Russia but around the world. In order to reach the 10 standards required for international applications, 0 work was initiated at the International Electrotech- 0 0.02 0.04 0.06 0.08 0.10 0.12 Deformation nical Commission (IEC). In 2015, the TC 9 Dashboard of the IEC General Assembly decided to create a Legend: Sn – steel core breaking point for cases A through D working group to prepare the releavant standards, a Fig. 1. Tensile breaking loads applied to copper-clad steel wire. unique case for a Russian initiative supported by the Curves 1 to 5 refer to A to D cases respectively IEC. In addition, the initiative was backed by experts from 10 countries, including Germany and Japan. ing tension to 60kN (see Figure 1, curve 3) without The preliminary Working Group AHG 14, which changing the ratio between the steel and copper lay- drafted the content for the standards, was trans- er cross sections. formed into permanent Working Group PT 63190 on The best breaking tension results were received March 20th, 2018. The working group will develop in case E, which comprised one core steel wire and the standard, fulfil the technical element and secure three steel wires in first layer. The configuration led consensus-based approval by integrating the com- to a slight reduction of the copper wire’s cross sec- ments and requirements of the members. The work- tion (see Table 1), but the estimated breaking tension ing group’s membership has since grown with the value reached as much as 80kN. addition of French and British experts . According to the results from the E case during the tests carried out by VNIIZhT, the breaking ten- Contacts: sion of the ø14mm plastically-pressed copper-clad http://www.energoservise.com Advertising steel catenary wires was even better at 80.6kN. The e-mail: [email protected]

Table 2. Comparison of MK copper messenger wire, two copper clad steel messenger wires (MK-HS-1 and MK-HS-4) and bronze catenary wires under DIN 48201

Rated area Actual cross- Diameter Weight Breaking tension (kN) Continuous current, А (mm2) section area (mm2) (mm2) (kg/km) Bz I Bz II Bz III Bz I Bz II Bz III 70 DIN 65.81 10.5 596 32.51 38.64 44.14 285 245 175 МК 70 83.4 10.7 780 З2.94 366* MK70-HS-1 83.4 10.7 774 35.3 347 MK70-HS-4 83.4 10.7 766 44.2 343 120 DIN 116.99 14 1,060 56.68 67.57 77.46 410 350 250 МК 120 138.7 14 1,300 55.6* 511* MK120-HS-1 138.7 14 1,281 69.56 501 MK120-HS-4 138.7 14 1,108 80.6 473 150 DIN 147.11 15.8 1,337 72.67 86.37 98.67 470 410 290 MK150 182.2 15.8 1,690 72.26 612* MK150-HS-1 182.2 15.8 1,678.3 78.6 577 MK150-HS-4 182.2 15.8 1,658 97.8 572 * Assumptions for current calculation: air temperature 35°С, wire temperature 70°С, crosswind – 0.6m/s

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ENGINEERING DEVELOPMENT

How can machine learning and BigData benefit locomotive transmission diagnostics?

Igor Lakin Victor Melnikov PhD, Prof., director of locomotive technical state postgraduate student with a specialty in EMU and monitoring department at LocoTech Locomotives at Russian University of Transport (RUT) Vitaly Pavlov Dr., mathematics, and developer at Clover Group

The opportunity to use data from a locomotive’s onboard microprocessor control system (MCU) to perform diagnostic tasks has been discussed ever since the first MCU-equipped locomotives became available. TMH-Service’s Maksim Gorky division initiated MCU data reading and manual transcription in the autumn of 2012, and in the summer of 2013 presented its first automatic workplace applications (AWA), which are offering semi-automatic diagnostic tasks using previously-developed diagnostic algorithms. On the back of this initial success, LocoTech’s Smart Locomotive project has set an ambitious task to automate not only MCU data development, but the whole diagnostic algorithm development process. By applying BigData and Machine Learning methods, the team working on the project is aiming to improve diagnostics objectivity by replacing the judgement of human engineers with statistically- proven patterns, which are normally invisible to the human eye.

Locomotive onboard microprocessor systems

Modern locomotives are equipped with on- into the depot’s ERP-system (TU-28E) for fur- board microprocessor systems (MCU), which ther review ahead of the appropriate action are designed to control the locomotives’ elec- during the locomotive’ next service3. This new tric transmission and secondary appliances. A approach to monitoring is estimated to have regular locomotive MCU consists of controller saved Roubles 100m in 2016. unit, sensors, governing devices (relay and ser- The main drawback of this system is that vomotors) and a display module (DM) for in- the quality of incident reporting is strictly teracting with the driver (fig. 1). In addition to dependent on the competence of the engi- providing primary functionality, most MCU’s neers carrying out the processes at the depot. are designed to collect locomotive equipment Toe reduc this impact, work began in 2012 to operating data, which it can store and make develop an automated workplace diagnos- available for download using a portable flash- tics system (AWA MCU), which has an inbuilt drive, or wirelessly via GPRS or Wi-Fi, depend- automatic incident search function that using on the MCU’s design. es preset diagnostic algorithms. This initial Since 2012, engineers at LocoTech-Ser- research led to the creation of an “Oscillo- vice’s locomotive depots (SLD) have read and graph-3” AWA for 2(3)TE116U, TEP70BS(U), transcribed MCU data as part of the locomo- 2TE70, 2(3)TE10MK and TEM18DM diesel lo- tive technical monitoring process1. MCU data comotives, and MCUD AWA for E5K, 2(3) S5K, transcripts identify incidents2, which are di- EP1M(P), 2(3)ES4K and EP2K electric loco- vided into exploitation mode violations (NRE) motives. These processes have partially au- and near-failure conditions and are recorded tomated the manual work of engineers and

1 .K. Lipa, V Grinenko, S. Lyangasov, I. Lakin et al. Locomotive technical state monitoring according to onboard microprocessor control systems data. – M.: TMH-Service LLC, 2013. – 156 p. 2 In this case, term of “Incident” has been taken from ITIL international standard, where it means any operation mode different from normal exploitation. 3 K. Lipa, A. Belinskiy, V. Pustovoy et al. Locomotive life cycle management in Locotech group. Theory and practice. – M.: LocoTech LLC, 2017 – 212 p.

54 RAILWAY EQUIPMENT ENGINEERING DEVELOPMENT

ADC External Sensors (analog) frequency convector Ampliﬁer Exit (frequency)

Sensors (frequency) Scorer Exit (discrete) Ampliﬁer

Ampliﬁer

Sensors (discrete)

Display module Controller unit memory device Locomotive government unit Display module

Fig. 1. A basic MCU design are helping to increase objectivity during diagnostic algorithms were still present in the monitoring. local version of AWA and could not be elimi- However, there is still a major disadvantage nated from every locomotive. of built-in AWA MCU algorithms: introducing Developments in computer engineering any new algorithms would require a reworking have led to the creation of new data processing of AWA MCU itself. Trials found that introduc- methods such as machine learning and BigDa- ing new algorithms in order to discover new ta, where algorithms are developed especially NRE and near-failure conditions decreased the for highly-efficient processing of huge amount performance of previous algorithms, meaning of data. These techniques have not only helped that the problems associated with manual in- to identify the previously-hidden relationship cident searching reappeared. The latest ver- between changes in data patterns and statis- sion of the MCUD AWA partially solved this tical processing of historical data, but are de- problem by utilizing a built-in diagnostic al- termining the impact of the mutual influences gorithm code writing utility. However, custom between parameters.

“Smart locomotive” project

In 2016, LocoTech, in association with Clo- with these particular units. The experiment ver Group, initiated the “Smart Locomotive” was subsequently extended to 2TE25KM and (SL) project with the goal of analyzing loco- TEP70BS units. Within this framework, locomotive MCU data using BigData methods. The motive MCU data was read by depot engineers goal was to discover the little-known relation- and imported to a server loaded with special- ships between equipment operating parame- ly-designed MCU AWA. To retrieve the maxi- ters, and to determine any trends in the chang- mum amount of data from the monitoring sys- es that take place which could inform techni- tem, researchers worked with MCU developers cal condition forecasts. For the pilot, 2TE116lU including VNIKTI, which had developed ASK and 3TE116U DPU locomotives were chosen systems for 2(3)TE116U, 2TE25A(AM,KM) and due to their widespread use, the availabili- TEP70BS DPU locomotives; and LES, which ty of significant diagnostic data sets, and the had developed BRPD systems for 2(3,4) ES5K, considerable existing diagnostic experience 2(3)ES4K and EP2K EPU units.

Special issue for InnoTrans 2018 55 ENGINEERING DEVELOPMENT

MSU data

Locomotive mathematical model

Incident scan Anomalies, found during rule database model analysis

Incidents found during Veriﬁcation scanning with rules MSU emergancy calls

Remark list

Fig. 2. The MCU data processing model used in the Smart Locomotive project

The SL server performs primary data anal- 28E automatically, and following any repair ysis using the diagnostic algorithms and con- that is carried out, this action and any equip- duct data comparison with readings received ment replaced is imported from the TU-28E to from mathematical models applied under the SL to adjust the equipment model. The equip- same conditions (fig. 2). Each real data devia- ment model is also designed to exclude the in- tion from the mathematical model’s reading is fluence of any data received before repair after considered an anomaly – an operation mode such an event occurs. that has never been seen before. Using diag- Preliminary research has shown, that for nostic algorithms is a necessary element of all its robustness, ML-methods have some the engineer’s work to facilitate and segregate specific information requirements which must incidents from normal operation. Similarly, be followed: any mathematical model anomalies are sent 1. Information must be continuous for a long to an engineer for verification. If the engi- period of time. For accurate data flow, there neer confirms that the anomaly is an incident, must be no periods where data is missing. they confirm the incident type and specify the 2. The analyzed parameters must be carefully faulty equipment or component and send the selected and encompass both ingoing and anomaly for further verification by an expert. outgoing data. The model is specified as a If this is unsuccessful, the anomaly is specified black box, meaning that ingoing must affect as a normal operation mode. outgoings only through specified a unit. Any incidents found during data analysis 3. Unimodality of a specified process. In the are included in a locomotive comment list. Af- event that several processes occur in the ter SL integration with TU-28E via an organ- same unit, it must be divided into sev- ized data exchange, incidents are sent to TU- eral models.

Traction motor functioning analysis

Traction motors were chosen as a priority therefore represents a major commercial object for modeling because they meet several interest for service companies; selection criteria: – traction motors have sufficient sensors; – traction motors are one of the most expen- – traction motor specification is described in sive locomotive equipment components; detail both in technical documents and sci- – traction motors have high failure rate – entific studies. in 2016 20% of unplanned repairs (NR) of To ensure fairness, a traction motor based the test locomotive group were caused by on MCU parameters was built in three differ- motor failures. Accurate motor diagnostics ent models:

56 RAILWAY EQUIPMENT ENGINEERING DEVELOPMENT

Table 1. Traction motor #1 of 2(3)TE116U DPU electric model 1. Electric model, where there is a relationship between the motor’s current Ingoing parameter Outgoing parameter and voltage. Rectified voltage of 1st rectifier branch Traction motor #1 current 2. Electric-mechanical model, where there is Field weakening relay stage 1 a relationship between the motor’s current Field weakening relay stage 2 and wheel speed (Table 1). 3. Dynamic braking model, where there is a Brake switch lock “traction” position relationship between wheel speed and mo- Brake switch lock “braking” position empty tor voltage during dynamic braking. Motor #1 traction contactor Models (1) and (2) were combined in a spe- Motor switch #1 cific experiment. Rectifier fuse #1 With the available data unable to meet requirements to develop a control model, even after inserting the ASK and BRPD data, further to distinguish the operation modes in which data preparation was performed to provide the the traction motors were switched off. required accuracy: To identify possible jamming, additional – Motor operation modes were split on the screenings for data sections were performed basis of field weakening. In addition, a dy- 120 seconds after changing the throttle po- namic brake application attribute - “Brake sition and three seconds after fans were switch lock “braking” position” parameter switched on or off. All sections contained an as shown in Table 1 – was applied to sepa- active braking pump. rate traction and dynamic braking modes. For the MCU, a data model comparison is Traction contactor attributes (“Motor #1 performed on a similar principle. traction contactor” in Table 1); motor switch- Analysis of the electric and electro-me- es (“Motor switch #1” in Table 1); and fuses chanical traction motor models show major (“Rectifier fuse #1” in Table 1) were also used differences in wheel speed and motor current

PosKM = 10 Date = 09.2014 PosKM = 10 Date = 10.2014 PosKM = 10 Date = 11.2014 PosKM = 10 Date = 12.2014 1 200 1 000 800 600 400

Current Arm TED 200 0 0 200 400 600 0 200 400 600 0 200 400 600 0 200 400 600 Voltage Rect Of 1 Branch Rect 2ТE116U-295А

1 200 1 000 800 600 400

Current Arm TED 200 0 0 250 500 750 1 000 0 250 500 750 1 000 0 250 500 750 1 000 0 250 500 750 1 000 Voltage Rect Of 1 Branch Rect 2ТE116U-295B Fig. 3. The relationship between traction motor 2’s current and voltage for units A and B of 2TE116U locomotive for four months of 2014

Special issue for InnoTrans 2018 57 ENGINEERING DEVELOPMENT

700

600

500

400

300

200

2ТE116U-295А

700

600

500

400

300

200

2ТE116U-295B

Current Arm TED Voltage Of Rect Branch

Fig. 4. Variations in traction motor 2’s currents and voltages for A and B units of 2TE116U #295 locomotives for 2014-2015 Current Arm TED1

Voltage Of Branch1 Rect September 2014 December 2014 September 2014 December 2014

Unit А Unit B Fig. 5. Traction motor 1 current and voltage interrelations for locomotive 2TE116U #295 in 12 controller positions from September 2014 to June 2015

58 RAILWAY EQUIPMENT ENGINEERING DEVELOPMENT Current Arm TED1

Voltage Of Branch1 Rect Fig. 6. The traction motor current and voltage relationship for locomotive 2TE116U #240 unit B from January to June 2017 Current Arm TED4

Voltage Of 4Branch Rect Fig. 7. The relationship between traction motor current and voltage for locomotive 2TE116U #240 unit B on June 6 2017

interrelations and in motor current and volt- slowly decreasing until December 2014. This age interrelations for each ride and for differ- indirectly indicates that the problem isn’t re- ent locomotives. In Figure 3, locomotive unit lated to the rectifier but, quite possibly, to the A, 2TE116U #295, has the same interrelation traction motor itself. between traction motor current (Current Arm For recognizing features that might be re- TED in fig. 3) and voltage (Voltage Rect Of 1 lated to a problematic method “Insulation for- Branch Rect in fig. 3) from September 10, 2014 est” and “Linear regression” were applied. toy Januar 31, 2015. Meanwhile, for unit B this Studies of the frequency of anomalies and relationship begins to split in two, which indi- the standard deviation show that for unit B the cates the traction motor’s transition to a con- graphs split in December, 2014. Meanwhile for dition nearing failure4. In this case, the motor unit A, this split appears between May and is still usable but faulty. June, 2015. The traction motor current and An analysis of the traction motor’s cur- voltage interrelations are shown in Figure 5, rent and voltage performance shown in Fig- where all deviations of experimental parame- ure 4 indicates that the splitting is related to ters from models are highlighted in red. a motor current. Figure 5 shows a fluctuation This method was subsequently applied in the motor’s voltage (Voltage Of Branch to other 2TE116U and 3TE116U DPUs with 1Rect in fig. 5) to a near permanent value known repair dates with reference MCU data from September to December. In addition, taken from 2TE116U #295 locomotive (unit A). current value (Current Arm TED1 in fig. 5) is Comparisons with 2TE116U #132 demonstrat-

4 .V Pavlov. 2TE116U DPU. Analytical report. – Kazan: Clover Group LLC, 2017. – 7 p.

Special issue for InnoTrans 2018 59 for four monthsof 2014 for four monthsof 2014 Fig. 10. Fig. 9. Fig. 8. 60 0,8 0,9 1,0 1,1 1,2 1,3 1,4 Voltage TG Voltage TG ENGINEERING DEVELOPMENT 350 375 400 425 450 475 500 525 550 Variations ingenerator excitation currentandtractionmotor currentfor locomotive 2TE116U#295unit A Variations inthegenerator voltage to excitation currentrelationshipfor locomotive 2TE116U#295unit A PosKM =12Date09.2014 The relationshipbetween generator voltage andgenerator excitation currentin12controller positions Current Excitation Generator September PosKM =12Date10.2014 October Current Excitation Generator Current Excitation Generator Current Arm TED Current Arm PosKM =12Date11.2014 November PosKM =12Date12.2014 RAILWAY EQUIPMENT December ENGINEERING DEVELOPMENT

ed that the relationship between motor cur- 11, 2017 the locomotive required an off-sched- rents and voltage for different locomotives in ule repair due to a traction motor failure. different time lines was relevant. 2TE116U #240 Unit A was repaired on May For some locomotives like 2TE116U #248 22,, 2017 and data from June 6, 2017 shows and 2TE116U #291 splits were found on perfor- that there is no split in the relationship be- mance graphs, possibly indicating a near-fail- tween motor current and voltage (fig. 7). ure condition. For example, Figure 6 shows Similar results were obtained for the elec- unit B of locomotive 2TE116U #240, which has tro-mechanical motor model and led to the similar a traction motor current (Current Arm conclusion that traction motor current caus- TED1) from voltage (Voltage Rect Of Branh 1 es a split in the relationship with motor cur- Rect) relationship on March 7, 2017. On May rent voltage.

Traction generator operation analysis

With the traction motor to generator volt- in Fig. 10) and excitation current (Current Ex- age relationship study failing to identify any citation Generator in Fig. 10) over two sepa- splits, the research was expanded to include rate time intervals. The first ran from Decem- similar models for the rectifier, main gener- ber 1 to December 10, 2014 (red dots), while ator and exciter, and the feedback between the second ran from December 10 to December these different elements. 31, 2014 (green dots). Figure 10 shows that the This study of a more complex model of values retrieved under near-failure conditions locomotive electric transmission found the differ significantly from the values recorded gradual appearance of a split in traction gen- during normal operation. erator voltage (VoltageTG in fig. 8) and trac- Further investigations of the route causes tion generator excitement current (Current of the falls in exciter operation value (model Excitation Generator current in fig. 8). scheme Table 2) did not produce any results This shows that the generator voltage during the specified time periods as there were to generator excitation current relationship no deviations in parameter variation. splits because of the excitation current. Traction generator exciter model scheme Let’s compare the behavior of traction gen- Table 2. erator excitation current (Current Excitation Ingoing parameter Outgoing parameter Generator in fig. 9) with traction motor cur- Exciter excitation current Generator excitation current rent (CurrentArmTED1in fig. 9). The relation- Excitation control unit thyristors ship over a period of time seems to be similar; opening angle there is a steady decrease from September to Rheostate testing mode toggle December and abrupt increase on December Engine shaft rotation frequency 10, 2014. Based on a model of the 2TE116U locomotive, it is possible to say that the cause of Exciter excitation contactor lock empty value decreasing from September to December Exciter excitation contactor was the traction generator excitation current, Emergency excitation contactor lock which was followed by a decrease in the trac- Emergency excitation contactor tion motor current. The abrupt value change Excitation control unit door lock on December 10, 2014 suggests that there could be an excitatory repair, but because of- ficial sources do not contain any information Using BigData and machine learning meth- about off-schedule repairs of this locomotive ods to develop models with the data retrieved during this period, the most realistic expla- from locomotive MCUs reveals hidden regular- nation is debugging occurring during regu- ities in DPU equipment operating parameters. lar service. This process can identify near-failure condi- Finally, let’s consider the relationship be- tions for specific units and detect previously tween traction generator current (VoltageTG hidden cases for off-schedule repairs.

Special issue for InnoTrans 2018 61 ENGINEERING DEVELOPMENT

Efficient applications of rechargeable Li-Ion Batteries

Oleg Gur’yashkin Director General at Sotelkom

A variety of Lithium-ion batteries are now available for a wide-range of uses in different systems and applications. With significant cost-saving benefits on offer compared with traditional lead-acid batteries, use of these batteries is becoming increasingly widespread.

Li-ion batteries in rail application

Lithium Titanate Oxide (lithium titanium According to Sinara, the manufacturer of oxide (LTO)) batteries (see Pic. 1) are the most the TEM9Н locomotive, the hybrid drive and efficient battery currently available to power energy storage system configuration provides various hybrid vehicle propulsion systems. A the following advantages: low nominal cell voltage of 2.4V, the lowest – the solution can support operation of all energy density among li-ion family, is among diesel locomotive subsystems for four these batteries’ superior characteristics, which hours while the locomotive is idle with the also include a rapid charging time of six to engine switched off, 10 minutes and an outstanding lifespan with – cold engine start is powered by the super- tens of thousands of charges/discharge cy- capacitors, cles possible. – diesel fuel consumption is reduced by 30%, and – emissions are cut by about 55%. Li-ion batteries have also been successfully applied in catenary-free systems for light rail vehicles (see Pic. 2) which eliminates the need to install unsightly overhead catenary in city centers. Bombardier’s Primove technology is based on the use of a rechargeable battery with a lim- Pic. 1. Li-ion batteries based on lithium titanate ited capacity of 50kWh and which is recharged technology at tram stops as well as during the first 20-30m of acceleration. Combining lithium iron phosphate batteries The battery capacity is sufficient for 40km (LFP battery) and supercapacitors is an alter- of operation without charge. However, the native solution for hybrid propulsion systems. LRV is capable of operating for the full day This configuration is used in the TEM9H hybrid without draining the battery as it is recharged shunting locomotive. Here, the supercapacitor whenV LR stops, typically for 45 seconds dur- provide a fast link that can accept and deliver ing passenger service and 10 minutes at ter- a high-capacity charge over a short period of minus stations, and during acceleration when time. The use of the supercapacitor reduces the the battery is repowered from the charging current load on the battery during a cold start of circuit. In event of a charging circuit failure the diesel engine or during rapid acceleration. or fault, the battery’s capacity is sufficient In addition, leveling of the current load may to enable the tram to operate to a termi- significantly increase the battery’s life cycle. nus station.

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Li-ion batteries in industrial automotive applications

Some industrial vehicles use rechargeable batteries as their energy source for movement and operations. A good example is a fork-lift truck, a must-have for every storage site and warehouse. The critical parameters for a traction battery used for industrial electric vehicles are a combination of the battery’s lifespan and price, which defines the cost of a single operating cycle, as well as the charging rate and level of safety. With the present level of technology, the lithium iron phosphate battery, also called LFP battery, is the most appropriate choice for this application (see Pic. 3). Traction lead-acid batteries are traditionally used in electric fork-lift trucks. However, they have the following disadvantages: Pic. 2. Catenary-free LRV which uses a li-ion battery – long charging time of four to 10 hours from when completely discharged to a 100% Health & Safety Rules for Industrial Vehi- charge. A fully-charged battery permits cles Operation. fork-lift truck operation during an eight- – mandatory maintenance and the need to hour shift. But logistics and warehouse follow a charge/discharge schedule. Aque- companies that operate double-shifts or ous batteries require regular refilling of 24-hour operation require two or some- distilled water, electrolyte quality and cell times three batteries for each fork-lift voltage checks, and other maintenance op- truck. One battery is recharged while an- erations. Moreover, violation of the charge/ other one provides power for the vehicle. discharge schedule causes premature deg- – release of hydrogen and electrolyte vapors radation of the battery or potentially a during recharging. Maintenance of batter- breakdown. As a result, companies with ve- ies with compartment covers must be per- hicles using acid technology require a spe- formed in a special charging room, which cial division to maintain the batteries and is cost-intensive to develop, build and ensure their proper working order. operate as it requires a combined extract – short lifetime. The specified lifetime of the and input air ventilation system as well as best current-generation acid batteries with fire-fighting equipment and equipment for liquid electrolyte does not exceed 1,500 leaked electrolyte neutralization according charge/discharge cycles. Imperfect operat- to the requirements of the Cross-sectoral ing conditions and operative modes often further diminish battery life. The acid battery family also includes a battery with an immobilized electrolyte, which is also known as lead-acid gel battery. These batteries do not require special charging facilities and no distilled water refilling. However, they cost around 30-40% more and their lifetime is one-and-a-half times lower than a typical acid battery. A special recharging team is also required for operators of gel-based batteries in vehicles as it is imperative to follow the battery charge/discharge schedule to avoid pre- Pic. 3. Lithium-Iron Phosphate Battery mature battery degradation.

Special issue for InnoTrans 2018 63 ENGINEERING DEVELOPMENT

Advantages of traction LFP batteries

The evolution of li-ion energy storage tech- system while plugging the battery in or out nology initiated the creation of a new advanced for charging is straightforward for a vehi- product: the lithium iron phosphate (LiFePO4) cle operator to perform, enabling battery battery. Like other types of lithium-ion batter- maintenance staff to be reassigned to per- ies, this battery has a high gravimetric ener- form other activities. Traction lithium-ion gyy densit of more than 100Wh/kg, or around batteries do not require specially-equipped three-times more than lead-acid batteries. charging rooms as stipulated under the The competitive advantage of the lithium State Fire Safety Authority regulations. iron phosphate chemistry over other types of For newly-built facilities the cost of creat- lithium-ion systems is its high fire and explo- ing special charging rooms are eliminated sion resistance due to the electrode materials while at existing facilities the maintenance and electrolytes’ chemical properties. This costs associated with charging rooms may type of battery does not cause a fire or explo- be decreased accordingly. sion in the event of overcharging, long-term – offers the possibility to use a single bat- short-circuit, or a breakdown in battery jar tery even in cases where vehicles operate mechanics. for 24 hours a day. Li-ion batteries take 1.5 In addition, some battery manufactur- - 2 hours to fully charge. They are also sus- ers offer special design features that prevent ceptible to memory effects and may easi- currentw flo through the battery as a result of ly withstand partial charge and discharge, overheating. which allows fast battery charging during An in-built control and monitoring system downtime. This eliminates the need for ex- serves as an additional protective level in the tra batteries as a single li-ion battery can completed traction battery. This system en- replace two acid or gel batteries. ables continuous monitoring of voltage and – long lifetime. The designed service life of temperature parameters in every battery cell lithium iron phosphate batteries varies as well as current flow through the battery. from 3,000 to 5,000 charge/discharge cy- Should any of the above parameters be beyond cles, which results in lower costs per single their limit, the system opens a power-circuit charge/discharge cycle for li-ion batteries limit switch, cutting the battery off from the in comparison with acid batteries, external circuit. – lower energy consumption and improved The higher cost of the li-ion battery is far energy performance. Any rechargeable bat- outweighed by the number of beneficial ad- tery loses some energy during charging due vantages on offer: to thermal losses. However, with a charging – a reduction in battery maintenance costs. efficiency of around 92% compared with As it is encased within a sealed container, 75-80% for acid and gel batteries, lithium a lithium-ion battery is maintenance-free iron phosphate batteries have a superior during its service life of at least five to sev- performance. en years. Charging is fully automatic due – li-ion batteries may also be partially to an embedded control and monitoring charged and discharged, making it possi-

Table 1. Total costs per 2 years of operation, EUR

Type of costs Lead-acid battery Li-ion battery Battery purchase price 7,056 8,625 Charger purchase price 653 1,700 Battery maintenance cost 653 × 2 batteries × 2 years = 0 (labor, spare parts & components, consumables) 2,612 Cost of battery recharging energy 1,751 1,268 Total costs during 2 years 12,072 11,593

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Pic. 4. Lithium-ion drive STK.24.260

ble to recharge the battery during lunch battery life. This means that lower capacity breaks, team changeover intervals, and batteries can be used as they will not have other idle periods without diminishing a negative effect on the work in progress.

Cost-to-use analysis of traction LFP batteries

The following is a cost comparison of two Lead-acid battery capacity is estimated as different types of battery used during a two- 48 × 460 = 22 080W i.e. 22.1kWh. With due re- year operating period. Calculation assump- gard to the battery and charger output-input tions used here are as follows: ratio, one charge cycle will require 22.1 / (0.8 × – purchase price of a reliable 48V 460 Ah 0.75) = 36.8kWh of supplied energy. Based on lead-acid battery: 3,528 EUR; the electricity price of 7 eurocents / kWh gives – purchase price of lead-acid battery charg- us 36.8 × 7 × 365 × 2 = 1,880.5 EUR for a two- er: 653 EUR; year period. – purchase price of a 48V 300 Ah li-ion bat- With a stronger performance factor, the li- tery: 8,625 EUR; ion battery and its charger will require a low- – purchase price of li-ion battery charger: er volume of consumed energy to perform the 1,700 EUR; same amount of transport operations. The dif- – maintenance costs, including labor and ference can be estimated through a correlation maintenance operations for a single of the performance factor, and is (0.75 × 0.80) / lead-acid battery: 653 EUR per-year; (0.90 × 0.92) = 0.725. Thus, the energy costs for – performance factor of a transformer/rec- li-ion battery for a period of two years will be tifier type charger used for lead-acid bat- 1,880.5 × 0.725 = 1,363.36 EUR. teries: 80%; The above demonstrates that the payback – performance factor of a high-frequency of a transition to li-ion batteries will take no charger used for li-ion batteries: 90%; more than three years, and in high utilization – input/output power performance (energy cases, could be reduced to less than two years. efficiency) of lead-acid batteries: 75%; Using a li-ion battery during the speci- – input/output power performance of li-ion fied lifetime of at least five years may re- batteries: 92%; sult in more that 6,534 EUR in savings. – electricity price: 7 eurocents per kWh. With thousands of electric fork-lift trucks The total cost of energy consumed during two in under operation at Russian Railways’ years of operations was estimated based on the (RZD) and other sector-related companies assumption of one full charge/discharge cycle facilities, switching to li-ion batteries has per day with due consideration to the electricity the potential to save hundreds of millions lost as heat both in the charger and battery. rubles per year.

Special issue for InnoTrans 2018 65 ENGINEERING DEVELOPMENT

A practical application of RAMS studies for brake systems

Sergey Chuev Sergey Timkov Dr., Honored Designer at Russia, General Designer of Dr., Deputy General Designer for Technical Safety and MTZ TRANSMASH Certification at MTZ TRANSMASH Nikita Borisov Head of the RAMS Studies Team at MTZ TRANSMASH

The introduction of International Railway Industry Standards (IRIS) (ISO/TS 22163) at Russian railway industry suppliers has sparked enhanced studies into areas such as product reliability, availability, maintainability and safety management, including products’ lifecycle cost management (RAMS/LCC), project management, and configuration management. In particular, significant work has been carried out regarding the implementation of RAMS/LCC. This includes the development of the regulatory base, reorganisation of activities, and employee development, including through participation in foreign workshops and greater willingness to share experience.

Topicality of the question of formation and confirmation of RAMS indicators

The International Railway Industry – taking corrective and preventative actions Standard (IRIS), which was integrated in- in the event of non-conformities with to the scope of ISO [1], namely section 7.11 RAMS to the extent that this prevents the «Reliability, availability, maintainability and same problems from reoccurring in the safety/life cycle cost (RAMS/LCC),» [2] estab- future, and lishes requirements for railway enterprises – an assessment of the effectiveness of covering certain aspects of RAMS activities, measures to improve reliability. including: Solving the above tasks makes it possi- – calculations and documentation; ble to achieve a key objective: improving the – data collection, analysis and a plan of im- quality, reliability and consumer properties of provement activities, and manufactured products. Each series of stud- – fulfilment of set tasks in accordance with ies is required immediately and this need will the plan of activities. continue infinitely. However, there are which The main targets of MTZ TRANSMASH JSC require special attention. as a manufacturer of brake systems, which The ASTO brake equipment manufacturers guarantee the safety of railway traffic partic- and consumers association, with the support ipants, with regard to the RAMS are: of NP UIRE, developed a document entitled, – identification of the design and technolog- «Regulation on monitoring the quality of main- ical deficiencies of a product which reduce tenance, repair and operation of railway rolling its reliability as well as weaknesses in the stock brake equipment.» With the reliability organisation of maintenance, repair and of products passing scheduled repairs deemed operational activities; unsatisfactory, the document outlines targets – improvement of products’ design, the man- to improve the reliability of brake systems and ufacturing process, rules and standards of therefore enhance railway transport safety. maintenance, repair and operation; Obtaining data from the manufacturers re- – checking conformity of the product’s regarding the operational performance of prod- liability with established requirements by ucts is an important part of this process and verifying RAMS indicators; indispensable to fulfilling the requirements of – refinement of failure criteria and the limit IRIS standard (ISO/TS 22163) for management condition of products; and confirmation of RAMS and LCC indicators.

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Organising activities for collection, analysis and confirmation of RAMS/ LCC indicators

Achieving these targets is based on the ful- – analysis of a wide range of information; filment of the following tasks: – calculation of reliability and safety 1. The supply of complete, reliable, continu- indicators; ous and timely information on failures of – verification of reliability indicators; products and components to manufactur- – development of corrective and preventive ers of railway equipment and machinery measures, and 2. Recording, processing, and classification of – assessment of the effectiveness of imple- the gathered information and subsequent mentation of these corrective and preven- analysis of the areas of interest using sta- tive measures. tistical methods. Planning the frequency of observations de- 3. Development and implementation of tech- pends on the specific task and excludes infor- nical requirements such as the design mation lost from tolerance probability. For the process and organisational measures by purpose of developing a common approach a cross-discipline team. On the manufac- for observation programmes, the basic re- turing site this team will include members quirements for the content of these activities of the Reliability Department (RD), Tech- should be determined. The following informa- nical Control Department (TCD), Special tion is recommended for inclusion: Brake Building Design Bureau (SBBDB), – targets and tasks of information collection; Chief Technologist’s Department (CTD), – list of observed products; and manufacturing shops, or, if applicable, – number of products; a manufacturer’s established quality com- – duration of observations; mission. Ancillary equipment suppliers – terms of indicators on which information is and expert organisations may also be in- collected; volved in this process. – establishment of clear examination 4. Analysis of the processed operation- intervals; al information on the effectiveness of – timelines for the performance of spe- the measures implemented to improve cific works; the quality, reliability and safety of brake – number and location of information collec- equipment products. tion points; In addition, the process will involve analy- – requirements for information collection sis of the approaches taken to ensure the brake and processing methods; equipment’s quality, reliability and safety man- – interval and reporting forms, and agement. We believe that this activity should be – a list of enterprises and organizations based on the following principal stages [4]: from which information is received and – observation planning; to which collected and processed data – carrying out observations, monitoring; should be sent. – collection of operational data on the prod- The next stage, from the viewpoint of chro- ucts’ reliability; nology, defines specifically the requirements – record-keeping and documentation of op- and parameters for constant, periodic and erational data; one-time observations of brake equipment – processing a wide range of information; while in operation.

RAMS tasks in the information field

The active development and engage- quality and reliability of railway rolling stock ment of information systems for collection, systems is one of priorities of this work. Meth- record-keeping and analysis of operational ods to collect data and record automation, information to support tasks to improve the which exclude the human factor together with

Special issue for InnoTrans 2018 67 ENGINEERING DEVELOPMENT

objective analysis and provision of RAMS data, Enhancements in brake equipment quality are preferred in order to identify the most pref- and operational reliability, as well as improve- erable and economically-feasible approach to ments to transport safety in general requires a this process. transition to greater digitisation through the Integrating the information retrieved via introduction of further automated and smart analytical processes as a means of improving processes. existing information systems seems an entirely For the purpose of record-keeping and the justified step. Specialists regularly carry out ba- effective documentation of operational data, sic monitoring of data received from KASANT, requirements should be established to retrieve a complex automated record-keeping system, and process this recorded information as well which helps them to control and eliminate the as how these forms might be regulated. To en- causes of technical failures as well as analyse sure the integrity of this data, primary infor- system and component reliability and the over- mation about a failure must contain the fol- all performance of the AS RB automated opera- lowing minimum information: tion safety management system. – data of occurrence of the failure or problem; From the viewpoint of manufacturers of – total service hours of the object from the products for the railway industry, the follow- start of operation up to the time of the failing information regarding automated systems ure (identification of the problem); which are currently available, may be of addi- – external signs and the nature of the occur- tional interest: rence of the failure or problem; – operation safety violation record- – conditions of operation and the type of ing: ASU NBD; work taking place when the failure was – drivers’ comments record-keeping subsys- identified or the problem was established; tem: ASUT NBD ZM; – method of elimination of the failure and – RZD locomotive resources manage- problem, and ment: ASU-T; – adopted or recommended measures for – RZD car complex management: ASU-V, and prevention of failures or problems. – special self-propelled rolling stock man- The brake equipment operation record- agement: ASU SSPS. ing form (fig. 1) has been successfully imple-

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Item No. Datef Responsible tificationNotification Place f Locomotive series dentification Locomotive serial number Product Product designation (drawing number) node, Product serial No. manufactureDate of Service hours until failure (ths km/h) Brief replyNo. to the claim scription Reply date Locomotive idle time Defect Scanned tegory Party in fault Established defect les Responsible department Scanned document (PDF) Brief description performed of corrective and preventive actions Note 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Fig. 1. Example of a locomotive brake equipment reliability data recording form

68 RAILWAY EQUIPMENT ENGINEERING DEVELOPMENT

mented and applied at the enterprise and is organisations engage in the data exchange regulated by instruction No. 11-05: «Collec- process and solution development system, tion and processing of information on prod- if necessary. ucts’ reliability in operation». – Calculation, formation and confirmation For the purpose of creating an efficient in- of the quantitative RAMS indicators in formation collection system that ensures the accordance with the established nomen- quality, reliability and safety of the manufac- clature, including checking whether the tured equipment, we will identify the follow- achieved level of reliability meets estab- ing sources of primary information: lished requirements. 1. Results of investigations into failures, – A comprehensive and objective study of which are in accordance with the require- the reasons for the occurrence of fail- ments of STO RZD 1.05.007 “Claim man- ures and the processes under which roll- agement: general procedure”, which es- ing stock service is interrupted, includ- tablishes the procedure of contacting a ing deviations from rated values, out- supplier or contractor; the rules of prepa- ward appearances, and the consequences ration and record-keeping for claim docu- of failures. ments (claim report, study report, techni- – An accurate assessment of the expected cal means refurbishment certificate) and life of manufactured equipment under their standard forms; and the procedure existing operating conditions. This is par- for refurbishing or replacing defective ticularly topical for products with a cyclic goods and for identifying the reasons that function such as brake equipment. defects have occurred. This will provide – A cross-discipline analysis of the effec- weight to claims of the goods’ quality and tiveness of implementing measures that completeness. will eliminate or reduce the rate of failure 2. Information on scheduled maintenance or problems with certain products, includ- and scheduled repairs. ing measures that will eliminate the reoc- 3. Information on service hours from the currence of certain failures. start of operation and following the per- At present, developers rely largely on formance of scheduled repairs. written notifications, telegrams and claims 4. Name plate data for products mounted on detailing the facts of individual technical rolling stock. equipment failures. Based on this, an analysis 5. Conformity with operating conditions and of the completeness and reliability of this in- nominal ratings. formation was carried out with the informa- When developing the requirements for a tion refined and expanded as necessary. The modern information system, a number of sig- result of the decisions made might include nificant functions must be guaranteed: on-site visits by qualified specialists or the – Identification of unserviceable equip- return of the product for further study. ment, failure types and the reasons for Operational data collection and tracking failure. This will involve tracking the dy- is directly accompanied by processing of re- namics and quantity of any changes that ceived data as it is determined by such priori- take place in absolute values but also in ty aims as consolidation, structuring and data respect of a unit of rolling stock or respec- truthfulness and completeness control. tive service hours, or kilometres travelled. The structure of activities for processing – An efficient system of communication of information includes: between design and engineering depart- – classification and codification of input ments, manufacturing departments and data; organisations as well as operations and – control of the completeness, reliability repair providers for the purpose of the and homogeneity of information; prompt troubleshooting, which will help – adjustment of input data (if necessary); to improve the quality, reliability and – transfer of input data into the enterprise’s safety of railway transport products. It is information field; recommended that research and expert – assessment of reliability indicators;

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– classification and analysis of the causes of that calculate and confirm RAMS indicators failure and limited conditions by types as- should therefore be developed consistent with sociated with manufacture, repair and op- the goal of eliminating these problems cur- eration, and rently GOST 27.301-95 «Industrial product – the preparation of input data to develop reliability calculation: basic provisions» does measures aimed at identifying deficiencies not reveal the source of the problems. [6] Crit- in performance and improving the prod- ically, this work will provide a uniform process ucts’ reliability in operation. for calculating and submitting results of re- In the course of analysing the reasons for spective studies, which will provide a greater failure and the restricted operation of brak- opportunity for reproduction and review and ing equipment, it is essential to systemati- the development of a universal assessment cally process this information by identifying method. Indeed, these measures will help to key attributes such as operating conditions, end disagreements between interested par- and service hours. This process provides the ties which currently use different methodol- opportunity to make an objective assessment ogies for assessments when comparing RAMS of the effectiveness of design and process and indicators. (or) organisational measures, and to identi- It is common practice to carry out a man- fy cases of violating the terms and require- datory assessment of the effectiveness of im- ments of operational documentation. It can plementing corrective and preventive meas- also support development of a plan of rec- ures. If negative assessments of the efficiency ommendations to eliminate any identified of the chosen measures are received, the fail- deficiencies. ure management procedure is restarted until a Based on the results of the operation- positive effect is gained. al information analysis, calculation of brake Thus, as a result of implementing the equipment reliability and safety indicators, it RAMS study tools at the enterprise, a system is possible to conduct a verification and rating approach to assessing the quality, reliabili- process of the reliability indicators according ty and safety management of manufactured to specific technical specifications. Fulfilment products has been developed. Key factors of these set tasks is conducted in accordance adversely affecting the operation of braking with RD 50-690-89 «Methodology guidelines equipment during operation and after-sales for industrial product reliability: Methods of maintenance stages have been identified. This assessment of reliability indicators, using ex- knowledge has made it possible to focus the perimental data» [5]. efforts of specialists on problem points and to These analyses and calculations clearly improve the management of these incidents show that deficiencies do exist. For the pur- when they occur. pose of their elimination, uniform provisions This process of enhancing product lifecycle management may provide benefits beyond the enterprise. For example, by offering a quan- 2017, Q4 57 titative assessment and ultimately reducing locomotive failures and improving reliability, it is possible for manufacturers to extend 2017, Q3 86 warranty periods and turnaround intervals for newly-developed brake equipment. In addition, data retrieved from the auto- 2017, Q2 67 mated KASANT complex recording system, which helps to analyse performance and control and eliminate the technical causes of fail- 2017, Q1 110 ure may be considered as objective evidence of the results of implementing a RAMS manage- 0 20 40 60 80 100 120 ment processes. Fig. 2. Change in the number of attributed failures in the KASANT data Let’s consider the example of brake equip- management system ment mounted on freight railway rolling

70 RAILWAY EQUIPMENT ENGINEERING DEVELOPMENT

Receipt of a letter, telegram and claim Development of Failure corrective measures Operation process Deviation Assessment of their in operation Obtaining primary data effectiveness from automated systems (KASANT, AS RB) Positive effectiveness of the implemented measures Negative or zero effectiveness of the implemented measures

Carrying out studies of Processing of an array Collection and failure events Identification of system of information and recordkeeping Preparation of failures limiting subsequent analysis and of operational data Reports and other products’ reliability classification of failures by means of applied necessary documents information systems

Fig. 3. Information collection architecture stock. Figure 2 shows the positive dynamics of system used on 2ES6 twin-unit DC electric a change in the number of attributed failures freight locomotives, 2TE25KM freight twin- when using the KASANT automated system. unit diesel locomotives, and 2TE25A Vityaz The same positive trend is observed in the metro train. According to the distribution locomotive complex. Based on the results of of autobrake equipment failures on the war- verification over past reporting periods, the ranty-covered 2TE25A diesel locomotives for performance of key reliability indicators (fail- 12 months in 2016-2017, failures were re- urew flo parameter) as rated in the technical duced by 44%. specifications, was identified for the brake

The concept of brake equipment quality, reliability and safety information flows

The structure and order of information The concept is developed during the flows are based on the principles of cyclic pre-project stage. Here technical solutions are management (fig. 3). defined and trialled with the process relying Throughout warranty and post-warranty on information regarding the reliability and operation, observations of brake component safety of the functional systems under con- performance rely on receipt of claims, tele- sideration, which can include both new con- grams and notifications as well as data from cepts and those already proven to work well on information automation systems such as KAS- rolling stock. As the technical assignment is ANT and AS RB. Studies by highly-qualified developed and approved, target values for the employees to identify the reasons for failures technical characteristics of the specific object make it possible to obtain objective informa- that is being designed are also defined at this tion on the root causes of these problems. Test early stage. efficiency is ensured by creating a single infor- Information regarding operating condi- mation space at the enterprise with access en- tions and prospective loading modes are taken abled according to the areas of responsibility from a single database of information support- of respective departments. ing the correct and efficient planning of con- The distribution of information flows are trol tests on test-bench equipment. Establish- built depending on the stage of the product’s ing a testing procedure based on substantia- life cycle (fig. 4). tion of operation requirements is particularly

Special issue for InnoTrans 2018 71 ENGINEERING DEVELOPMENT

Creation of Development Assessment requirements to Test planning. Product of corrective Product Maintenance, and verification Test planning. development. Product Test results: operation. measures. operation. scheduled and of correc- Results of Development design and preliminary, Warranty and Planning Warranty and unscheduled tive actions. tests: type, and approval development acceptance, post-warranty of their post-warranty repair Updating and periodic, etc. of the technical periodic, etc. maintenance implement- maintenance modification assignment tation Data collection Data Input data

Enterprise’s brake equipment product quality, reliability and safety management database

Fig. 4. RAMS data at life cycle stages

important for products which rely on cyclic tem. Statistical data is available that can help loading. Verifying reliability and safety indica- one judge the degree of impact of these factors during tests to confirm the performance tors on the performance of railway transport of new components and systems developed facilities. from research and development activities in Using the adopted database management conditions as close to operation as possible system and established procedures, important makes it possible to minimise the expenditure data relating to each failure is recorded, and of both material and labour resources at later processing is initiated. Required corrective stages of the process. actions are jointly determined, which may Formalised records of the results of tests include tracking the development and imple- ranging from preliminary to acceptance and mentation process and identifying the results periodical are fixed within the single data- of corrective actions plan aimed at reducing base, where they are processed and analysed. the probability of, or eliminating, a failure. At Subsequent, data obtained from bench tests the same time, an information flow is formed is compared with actual operating indica- regarding the assessment and control of these tors. Based on the results of this compar- corrective measures. ative analysis, the testing methods may Making changes to the basic configuration be adjusted. of products is followed by the actions required Warranty and post-warranty operation to plan and carry out tests while recording and provides the manufacturer with an opportu- analysing the obtained results which will in- nity to acquire a full and objective picture of form implementation decisions. The quality, the quality, reliability and safety of the man- reliability and safety management processes ufactured product. However, several other follow at a random frequency up to the point factors should be taken into account: quality where the components are removed from op- and the timeliness of maintenance; the im- eration and disposed. The database of infor- pact of scheduled and unscheduled rolling mation regarding the performance of these stock repairs on a product’s performance; products and components will inform subse- and, of course, conformity with established quent projects. operating conditions. The effectiveness of Finally, the approach described here, which communication by the developer with parties provides greater quality and reliability of responsible for operations and repair is the manufacturer components, will make it possi- primary factor that can improve the sched- ble to move toward digital control of railway uled preventive maintenance and repair sys- systems.

72 RAILWAY EQUIPMENT ANNIVERSARY

Russian Railways at 15: state railway leads manufacturing development

Russian Railways’ (RZD) performance since it was established 15 years ago has shown that the decision to create a single company to act as the customer for both locomotive and passenger rolling stock, and thereby support Russia’s leading rolling stock manufacturers, was warranted. A number of key objectives have been successfully achieved, including the introduction of innovative technologies and large-scale upgrades to production capacity.

In 2001, the Russian government adopted the Railway Structural Reform Programme. The Programme’s objectives were defined by the pressing need to renew the country’s rolling stock fleet, much of which had become outdated and obsolete due to insufficient investment over the previous decade. The programme also sought to improve the reliability of railway transport, and the quality of services available. While the procurement of freight wagons became the responsibility of private operators,ZD R purchased new locomotives, EMUs, DMUs, passenger coaches, track vehicles and machines. Shortly after its establishment in Oblast Bryansk of Government Source: 2003,ZD R accepted the new requirements for Oleg Belozerov, Director General of Russian Railways (RZD) at Bryansk rolling stock, which it hoped would translate Engineering Plant, June 26, 2018 into major improvements in vehicle performance and the introduction of innovative caught the attention of some of the leading technologies. The objectives for improved per- international suppliers, which had tried but formance were reflected in the state’s trans- failed to enter the Russian market since the port development strategy, while its transport 1990s. As a result, under the tight control of machine building strategy also placed an em- RZD,o tw major partnerships between Trans- phasis on developing new rolling stock. mashholding and Alstom, and Sinara Group However, the time lost before the launch of and Siemens, which have since defined the these major initiatives deprived Russia’s rail- image of modern Russian railway sector, were way industry of the opportunity to thought- established in the mid-2000s. fully and systematically introduce new tech- Another important focus for RZD was su- nologies using its own resources. Moreover, pervising compliance with the its require- the state’s emphasis on accelerating economic ments during the technology transfer process growth over a relatively short period left the and coordinating the manufacturers’ efforts. sector with insufficient time to conduct a full- These efforts were oveerseen by the Railway scale development and testing process for new Equipment Industries Union (UIRE), which equipment. To achieve these challenging ob- was founded through the sponsorship of RZD jectives stakeholders therefore chose to follow in. 2007 UIRE’s members include system in- another path: establishing joint venture com- tegrators and component manufacturers, and panies with global technology leaders. the body acts as a forum for communication WithZD R a major prospective customer, between RZD and and rolling stock manufac- Russia’s railway market potential was among turers. In addition, the union has served as a the most promising in the world and, of course, platform to launch key initiatives designed

Special issue for InnoTrans 2018 73 ANNIVERSARY

RZD’s annual orders for new Russia’s locomotive fleet obsolescence locomotives, passenger coaches and rate decreased from More than new types 35 EMUs support of rolling stock have been introduced since 2004 85% 17,000 to 67% between 2003 and 2017 high-tech jobs

toe enhanc the sector’s competitiveness, in- unable to enter the Russian market, while ad- cluding by adopting universal technical reg- vanced domestic solutions, such as gas turbine ulations, introducing quality management equipment, had no operational history and systems at manufacturing sites, and procur- thus could not arouse the interest of the new- ing rolling stock based on life cycle cost pa- ly-formed power generating companies. The rameters. These UIRE-supported initiatives only power industry sector showing growth have made it much easier for manufacturers and bringing some revitalising effect to the to introduce advanced business and produc- economy was nuclear power engineering, tion principles, which are vital for the current fuelledy b Rosatom, which specified common and future development of rolling stock man- technical requirements and placed significant ufacturing. equipment orders like RZD has done in the railway sector. Over the past decade, Russian rolling stock manufacturers have managed to launch the production of advanced products while building the foundations for localised manufacturing by acquiring design and engineering expertise. The integration of new approaches and international best practice has resulted in Source: press-service of RZD of press-service Source: the almost immediate introduction of upgrad- ed and modernised rolling stock. This includes the ES5К and 2ES6 electric locomotives, TEP70BS, 2TE25, and TEM18 diesel locomotives, double-deck passenger coaches, and var- iable-gauge passenger coaches. The sector has also witnessed the accelerated development of Electric train Sm6 Allegro brand new rolling stock solutions such as the powerful LNG-operated gas-turbine locomo- There are some precedents from other in- tive, GT1H, which possesses unique traction dustries that rail has fortunately been able to performance compared with anything availa- avoid, including in the power sector. In 2008, ble in the global market. RAO UES possessed several generating assets The contracts awarded by RZD for EP20 and which the national economy urgently required 2ES10 locomotives featuring asynchronous to meet demand for additional energy capaci- traction motors, and Lastochka EMUs (Desiro ty. However, disparate interests and the lack of RUS), were landmark events both in terms of a common technical policy brought the power the new rolling stock’s technology and per- plant engineering industry, which like the rail formance, and the scale of these orders. At the sector had suffered throughout the 1990s, to a time of writing, more than 280 locomotives critical juncture. International players, which have been delivered to RZD, while it had also could offer more efficient equipment had no received 170 new EMUs. The contracts saw the technology transfer commitments, so were successful adaption of international solutions

74 RAILWAY EQUIPMENT ANNIVERSARY Source wikipedia.org Source

EP 20 electric locomotive with passenger train adapted to Russian conditions, the transfer of However, the lessons learned are helping to technology for numerous components, and the avoid similar mistakes in the future. introduction of solutions designed in-house. RZD’s role in preserving and encouraging In the areas where localisation is not ap- development in the high-tech vehicle manu- plicable,ZD R has encouraged technological facturing sector is impressive. Between 2003 development by other means. For instance, a and 2018, more than 66,000 locomotives, major adaptation of the Siemens Velaro trains 4,500 passenger coaches and 8,400 EMU and to Russian requirements was carried out be- DMU cars entered operation in Russia with fore the launch of the Sapsan high-speed ser- RZD’s contribution to national economic per- vice between Moscow and St Petersburg. Sub- formance clearly visible; rolling stock orders stantial design changes and the integration of amounted to an average of 0.1% of GDP per new components resulted in the development year, and reached 0.2% in 2009 at the height of what was essentially a new train, Velaro of the economic crisis. RZD’s fleet orders al- RUS. A similar approach was taken during the so supported an average of 17,000 high-tech adaptation and modification of the Sm6 Alle- jobs each year, while taxes accrued from RZD gro and Talgo 250 Strizh trains. Under RZD’s rolling stock amounted to more than Roubles supervision, all unique solutions were patent- 200bn between 2003 and 2017. ed and are now the intellectual property of In comparison with industrial sectors that Russian manufacturers, and engineering and have followed a different path, the railway R&D centres. sector’s experience shows that in the context Of course, introducing new technologies of a period of economic recovery and tight has not always been a smooth process over the deadlines for modernisation, the best way to last 15 years. For example, it has taken time advance is to maximise order consolidation toy carr out additional fine tuning and over- and to build synergies. Indeed, 15 years of come teething problems with certain equip- any company’s history is a significant period ment. Some projects have even failed to reach of time which should be thoroughly analysed. the mass production stage. For example, the This issue of Railway Equipment Journal will development of some track maintenance vehi- therefore dig deeper into this topic and pro- cles was held back due to insufficient orders. vide further detail to readers.

Special issue for InnoTrans 2018 75 EVENTS

UIRE – bringing together Russia railway manufacturers

In the entire course of history, 11 years is a very short space of time. However, at an institution where all industrial representatives are working together toward specific and shared objectives, a great deal can and has been accomplished in this period. The non-profit Partnership Union of Railway Equipment Industries (UIRE) was established on June 14th 2007 by Russian Railways (RZD), Transmashholding, Concern Tractor Plants and Russian Corporation of Transport Machine Building. The founder and president of the organisation is Valentin Gapanovich. The partnership now consists of 156 member companies from the 34 federal states of the Russian Federation. Together the member companies are responsible for almost 90% of Russia’s total railway industrial output.

The UIRE brand is recognisable not only able to deliver real results. Leading industry rep- in Russia, but internationally. This is primari- resentatives and experts now make-up and chair ly because we successfully coordinate rolling 12 committees, which cover various domains. stock manufacturing and consumer activities More than 500 committee, sub-committee, and at a system-level both in the domestic Russia section council sessions have been conducted market and Eurasian economic Union, too. We so, far with around 12,000 experts represent- have not only managed to keep the Russian ing executive staff and design, engineering and rolling stock building industry from collapsing process engineers from various manufacturing ine the fac of significant challenges but have al- plants taking part. At our meetings, interna- so focused market players’ efforts on adopting tional and regional conferences, workshops and an innovative approach to sector development. round tables we discuss the general course of the Wee hav good experience in self-organization, Partnership’s development, while the relevant promoting effective cooperation, and business committees address highly technical issues. activities with successful results in a challeng- Our Partnership has created an Inspection ing environment that is sensitive to market Center for the ‘Acceptance of Cars and Com- fluctuations and often defined by small-batch, ponents,’ which is responsible for inspection low margin orders. Rail vehicle manufacturing and acceptance of the rail products that will dictates to a large extent the technical level and be delivered to customers. The Center’s in- development of Russia’s railway, which is the spectors identify counterfeit and potentially backbone of the national economy. Over the unsafe products and prevent their use on rail past 11 years, Russia’s railways have undergone infrastructure. This is a very important and a technical transformation and are now compli- essential structure which is employing highly ant with, and in some instances even surpass, skilled people. international standards. This modernisation All UIRE activities run in parallel with the is the direct result of a recovery in the rolling development of a new national technical reg- stock manufacturing industry, which was made ulation system. Members are involved with possible through the efficient coordination and drafting, discussing and implementing a new concerted efforts of the Partnership’s team. generation of technical regulations and stand- UIRE is structured to offer members oppor- ards as well as their deployment in the Customs tunities to actively participate in existing and to Union and the Eurasian Economic Union. This formw ne committees, sub-committees and sec- is a key priority for our work and we have man- tions. Members direct the organisation’s activi- aged to accomplish our major objective: to or- ties and can freely address any urgent and press- ganise the development of new regulatory doc- ing issues during the current structural trans- uments with companies actively contributing formation period. This well-developed system, to this process. These actions have created the where manufacturers and operators have the space for greater industry efficiency in a new chance to participate in the organisation’s dia- economic environment. logue, provides sufficient resources to support Since its creation 11 years ago, the Partner- an effective decision-making process, which is ship, with the cooperation of the Institute of

76 RAILWAY EQUIPMENT EVENTS

Signing of agreement between NP UIRE and SwissRail at EXPO 1520, 3 September, 2015. From left to right: Michaela Stockli, Executive Director of SwissRail, Peter Jenelten, Vice-President of SwissRail, Valentin Gapanovich, President of NP UIRE, Nikolay Lysenko, Executive Director of NP UIRE

Natural Monopoly Research, has been publishing adoption of International Railway Industry Railway Equipment Journal. In 2010, the Higher Standards in Russia, harmonisation of tech- Attestation Commission of the Russian Ministry nical regulations and standards related to rail of Education & Science included Railway Equip- transport, deployment of innovative solutions ment in its peer-reviewed scientific journals. To- across the member companies of both associ- day the journal serves as a leading platform for ations, and the exchange of information. As a the publication of railway-related research and result of successful Russian participation in the scientific and design achievements in rolling IRIS Advisory Board, the International Railway stock engineering. Our writers represent UIRE Industry Standards have been translated into member companies and share the findings and the Russian language. results of their work on the pages of our maga- More than 10 cooperation papers have been zine. And there is no doubt that the magazine is published as a result of UIRE’s relationships all about these people, their passion and com- with foreign associations and unions, including mitment! Without them the Partnership would the Association of American Railroads (AAR), note hav made such significant progress and the Association of the Czech Railway Industry gained its current status and reputation. Some- (ACRI), the German Railway Industry Associ- times it is difficult to achieve agreement on the ation (VDB), SWISSRAIL Industry Association topics discussed, but according to Socrates, truth (SWISSRAIL), the French Railway Industries can spark when opposing ideas collide. Association (FIF), and the Austrian Railway Throughout its history, UIRE has built part- Industry Association. More than 20 travelling nerships and relationships with friendly asso- workshops arranged by the Partnership have ciations headquartered in Russia and abroad. helped Russian engineers to learn best practice Since 2007 we have established business con- and expertise from the international rolling tacts with the European Railway Industry As- stock building industry. Exchanges of best prac- sociation (UNIFE.) UNIFE’s Presiding Board is tice at conferences, workshops, and in working chairedy b Sabrina Soussan, CEO of Siemens groups as well as the development of global Mobility, and its director general is Philippe approaches to research and the compilation of Citroën. The Memorandum of Cooperation and shared technical glossaries has strengthened License Agreement signed on November 26 scientific and technical cooperation. 2007 became the first step towards cooperation I would like to particulately emphasise and was followed in 2014 with the signing of a the exceptionally good partnership between Cooperation Agreement which targets further SWISSRAIL and UIRE. The Cooperation Roadm- development of UIRE and UNIFE’s shared work ap 2020 agreed and signed with the association to strengthen and support the Russian and Eu- is a good basis for concrete action. Long-stand- ropean rail vehicle manufacturing sector. ing relations with VDB are also highly valued. The agreement also facilitates efforts to Meetings between our teams at InnoTrans have develop rail transport and is promoting the become a good tradition.

Special issue for InnoTrans 2018 77 Contents of Railway Equipment previous issues

Expo 1520 2017 • V. Savchuk, I. Skok, A. Polikarpov. Mixed fortunes for Russian rolling stock manufacturers in 2016 • A. Savin. Findings of slab track system trials • I. Lakin, I. Pustovoy. wNe service agreements enhance locomotive service and repair efficiency • Y. Saakyan, V. Savchuk, S. Olenin. Technical features of Russian high-speed passenger trains • Statistics of Russian Railway Industry • J. Harder. Technology transfer and developing mechanical engineering in transport • O. Senkovskiy. ISO Industry Standard for the Rail Sector • E. Rosenberg. The Moscow Central Ring Railway: a railway of innovative solutions • V. Kerpychev, S. Chuev. How can distributed braking improve freight train performance and reduce delays? • A. Galenko. Application of traction linear motors in various transport systems • Russian Association of Railway Equipment Industry celebrates its 10th Anniversary • A. Savin, E. Matveeva. sRussia’ railway Test Loop celebrates its 85th birthday

InnoTrans 2016 • E. Rozenberg. Processes of Driverless Shunting Operations • E. Rozenberg. URRAN: new model of risk management • V. Savchuk, A. Polikarpov, I. Skok. Russia’s railway sector in 2015: the year in review • M. Mamonov. Supporting Russian engineering export • V. Kossov. Gas-turbine locomotive on liquefied natural gas • E. Vasyukov. The world’s first gas reciprocating shunter: TEM19 • S. Orlov. Technical and design features of the EG2Tv ‘Ivolga’ EMUs • V. Dzyuban. Underground Cars Refurbishment for Budapest • G. Zobov. Locomotive diesel engines in Russia: current condition and prospects • I. Mikhalkin. Russian innovative technologies • V. Kuryanov, M. Sultanov, V. Fokin. Innovative messenger wire for an overhead contact line system • A. Kamyshny, D. Kerentsev, R. Timakov. Developing and Mastering Wheels for High-Speed EMU “Lastochka” • G. Zobov, S. Belov. Magnetic levitation: an unknown story from Russia

InnoTrans 2014 • E. Yanchenko, D. Kobelkova. Developing Olympic-standard transport infrastructure facilities for Sochi • A. Stepanov, I. Gurgenidze, A. Cherevan. Managing and implementing the Sochi Winter Olympics railway timetable • B. Kaufmann. IRIS develops globally • S. Gapeev. Business Management System: Results of Five-Year Deployment • M. Nigmatulin, E. Rudakov. Using IPEM indices to monitor Russian industry development in the second quarter of 2014 • A. Polikarpov, A. Slobodyanik. sRussia’ railway services market reacts to significant challenges • V. Savchuk, I. Skok. The future of Russian Railway Industry • V. Matyushin. About new railway technical regulation system in the Custom Union • O. Nazarov, D. Kiryushin, B. Khomyakov. The Sapsan high-speed train development and acceptance tests procedures • A. Nazarov. The Experience of launching Sapsan and Allegro highspeed trains in Russia • N. Polukhov. DP-M: A New-Generation Russian DMU • M. Lobov. Applying composite materials in locomotive components • A. Dorozhkin, S. Ozerov, M. Aginskih, A. Ushakov, A. Izotov. Application of Composite Materials in Wagon Manufacturing • O. Kravchenko. Innovative Hybrid Shunting Locomotive • D. Tikhonov. Automatic Driving Systems for Locomotives

78 RAILWAY EQUIPMENT InnoTrans 2012 • V. Gapanovich. Innovative development of Russian Railways • E. Rudakov. Results of the industrial production condition monitoring based on the indexes of the Institute of Natural Monopolies Research (IPEM) • 1520 – 1435: prospects for cooperation • Y. Saakyan, N. Porokhova. Russian machinery: State support in crisis and post-crisis periods • I. Galiev, V. Nekhaev, V. Nikolaev. Competitive ability of Russian railways, its connection with dynamic properties of freight car running gear and the ways of their improvement • S. F. Podust, S. S. Podust. Lean production tools effect on efficiency of Novocherkassk Electric Locomotive Plant LCC (NEVZ) • O. Trudov, K. Kostrikin. Life cycle cost (LCC) methodology application to determine the promising directions of innovative product development • V. Kutergin, D. Tarasov. Peculiarities of price formation for innovative products with account of the ownership cost • A. Marchenko, K. Soltus, K. Dorokhin. Into the future – in the new Russian electric locomotives • A. Tishaev, A. Zaycev. Triple-diesel engine locomotive CME3 ECO: with care about future • V. Mironov. The second floor of efficiency • Y. Boronenko, A. Orlova. Possible ways for unification of freight car bogies, their units and parts at 1520 mm rail gauge • Y. Ivanov. Computer vision technologies for the supervision over objects of railway infrastructure • V. Matiushin. The “unconquerable” heights of quality • S. Gapeev. IRIS standard is the most important component of transformation of Russian railroad industry • Y. Babkov, V. Perminov, E. Belova. eInfluenc of reliability and utilization indexes values on locomotives technical readiness

InnoTrans 2010 • V. Yakunin. Key problems of railway engineering and possible solutions • V. Gapanovich. JSC “RZD”: Innovation-based development • Y. Saakyan. Effects of the volume and structure of the RZD’s investment program on the situation in railway engineering and related economy sectors • K. Kostrikin. Overview of the preliminary results of railway industry performance in 2009 • O. Trudov, N. Porokhova, E. Rudakov. IPEM indices as an alternative approach to online monitoring of the industrial production • K. Ivanov. Innovation in railway engineering development • S. Palkin. Strategic tasks of quality maintenance • V. Matyushin, V. Morozov. Urgent issues of technical regulation in rail transport legislation • Y. Saakyan, A. Polygalov. Development of limit price calculation methodology for rolling stock • A. Murashov, N. Ivanova, E. Stavrova. Life cycle cost (LCC) as a basis for price calculation of railway equipment • C. Ponticelli. Life cycle cost of railway rolling stock: from theory to practice • Lifecycle. Facts and factors • V. Matyushin. Standartization in UIRE: it’s objectives and plans, and their implementation • Statistics. Railway industry in figures • V. Zorin. Development of safety systems and train traffic interval control system based on satellite navigation and digital radio channel to increase the speed and intervals of train traffic • V. Rudenko. Gas turbine locomotive: timely and successful testing • S. Usvitsky. Eleсtric locomotive EP20 - basic platform for new generation electric locomotives

All articles are available in the Railway Equipment Journal section at www.ipem.ru

Special issue for InnoTrans 2018 79 FULL REPORTING ON STATE AND TRENDS OF RUSSIAN ROLLING STOCK INDUSTRY

INSIDE:

New engineering Analysis of issues Railway vehicles Interviews with Journey into the solutions in Russia and opportunities manufacturing railway sector history of railways and outside of railway industry statistics decision-makers development

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