ISSN 0013-2845 May 2018
Railway Technology ETR Review INTERNATIONAL EDITION
▸ The ICE 4 in regular operation ▸ High-speed travel ▸ Track maintenance ▸ Iran-Europe Transport Corridors Groundbreaking technology: Bearings with MPAX cages
The new MPAX solid brass cage makes FAG cylindrical roller bearings even more robust and durable than ever before – increasing reliability, safety, and cost-effectiveness in railway applications. Or as our engineers put it: “The bearings are best in class in terms of technology. They have a high radial and tangential load carrying capacity – and can be used for signifi- cantly longer periods even when subjected to heavy dynamic loads.”
www.schaeffler.de/Railway
921018_Bahn_MPAX_A4_US.indd 1 16.10.2017 11:42:49 Contents ETR INTERNATIONAL EDITION
Railway Technology Review May 2018
6 8 Photos: Deutsche Bahn AG
4 Rail is an e cient mode of transport 15 Wheel bearings for high speed trains with massive future potential Marie-Dominique Pilath Angela Berger 17 50 years’ experience with ballasted 5 The next mobility revolution track on Tokaido Shinkansen Ben Möbius Masahiro Miwa
6 The ICE 4: Latest ICE now in regular 21 Point diagnostics with DIANA – operation in the DB long-distance when infrastructure goes online eet Michael Hampel Ursula Hahn Gabi Rees ▸ Publishing house Christina Brandes DVV Media Group | Eurailpress 8 NBS Nuremberg – Halle/Leipzig – Postbox 10 16 09, D-20010 Hamburg Heidenkampsweg 73-79, D-20097 Hamburg Berlin: Germany Unity Transport 25 Iran-Europe Transport Corridors www.eurailpress.de/etr Project Number 8 Tim Banning Berthold Huber Lukas Mani Managing Director/CEO Martin Weber
11 Potential for high-speed overnight Publishing Director Manuel Bosch train travel in Europe +49 40 237 14-155 | [email protected] Peter Matausch Bernhard Rüger Managing Editor Ursula Hahn +49 6203 661 9620 | [email protected]
Technical Translator AMPLEXOR, D-Berlin www.amplexor.com
Advertising Director Eurailpress Silke Härtel ▸ Advertiser’s Index ▸ TO THE COVER +49 40 23714-227 | [email protected] Picture credits Marketing Director DVV Media Group GmbH, Markus Kukuk Hamburg ...... U3 Above left: +49 40 23714-291 | [email protected] Deutsche Bahn AG/Uwe Miethe Plasser & Theurer GmbH, Below left: Gra c/Layout Wien ...... U4 Deutsche Bahn AG/SIEMENS TZ-Verlag & Print GmbH, Roßdorf A publication of Schae er Technologies GmbH & Co. KG, Below right: Deutsche Bahn AG/Frank Kniestedt Schweinfurt ...... U2
DVV Media Group Deutscher Verkehrs-Verlag
www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2018 3 Angela Berger
Rail is an efficient mode of transport with massive future potential
Dear readers,
Realisable and rapidly visible innovations are critical to the The Austrian rail industry is survival of the rail system as it competes with other modes of also an export world champi- transport. To play an appropriate role in future mobility, it has on. Despite the country’s rela- to succeed with ambitious projects in collaboration with in- tively small size, we are in fth novative operating companies, both in the main-line rail sec- place worldwide for exports in tor and in local urban transport, as well as being quick to go the “rail vehicles and associat- in totally new directions in freight transportation. Of course, ed equipment” sector. Per cap- this is all happening against the ita, Austria ac- backdrop of the general trend to- In the future, the rail industry will tually has the wards digitalisation and network- play an important role in climate highest level ing of all modes of transport. protection and the mobility revolu- of rail-indus- In many areas, rail transport is try exports. clearly the ideal solution. This is tion, which will require everyone to If you are in- the case both for transport be- implement innovative solutions.” terested in tween key economic and urban the Austrian centres and, in particular, for local passenger transportation Association of the Railway In- in cities and their surrounding areas. Environmentally friend- dustry’s activities, we would be ly electromobility has been a key part of all areas of rail trans- delighted to hear from you at port for a long time. www.bahnindustrie.at.
The Austrian Association of the Railway Industry as a repre- sentative of an export-orientated industrial sector The Association of the Railway Industry was established in 2005 to help positively shape the development of this per- formance-based and innovative sector. The Association’s pur- pose is to represent the interests of Austria’s railway industry. Our member companies come from all areas of production and development, and are involved in creating solutions for a huge range of rail transport systems. (www.bahnindustrie.at)
The Austrian rail industry as an innovation and export leader In international comparisons, the Austrian rail industry is extremely strong and innovative. Its strength in innovation is particularly apparent in the areas of rails, points, rail con- struction machinery, electric drives, chassis and bogies, pas- senger carriages, underground trains, trams and safety, con- trol and communication systems. This is attested to by the fact that Austria has the highest number of inventions per D pl.-Ing. Dr Angela Berger head of population in terms of rail-related patents than any Association of the Railway Industry other country in the world. Director of the Austrian Association of the Railway Industry
4 ETR | INTERNATIONAL EDITION | 1/2018 www.eurailpress.de/etr Ben Möbius
The next mobility revolution
The railway industry in Germany is producing the digital in cities around the globe. A rail transportation of the future, bringing greater climate smart, virtually developed de- protection and enhanced customer quality. Our mission: sign can also make a key contri- Achieving the best mobility there has ever been in conjunc- bution. Travelling by rail makes tion with partners throughout the world. Rail 4.0 is more en- sense and is enjoyable. vironmentally friendly and free of local emissions, making it Innovations from digital time- more health friendly, economical and quiet particularly in tables through to digital signal mega-cities. The digital mobility revolution is shifting the boxes make rail transport more boundaries of what is technically feasible. Intelligent infra- reliable than ever. Infrastruc- structure, automated driving, re- ture and com- al-time information and entertain- Our mission: puter systems ment, predictive maintenance, Achieving the best mobility there equipped with intermodal logistics, cyber secu- has ever been in conjunction with ETCS moni- rity – all of this can only succeed tor trains and with innovations from the creative partners throughout the world. regulate their workshops of the railway industry. speed. This Climate protection is one of the human race’s most cru- makes rail a more flexible sys- cial future challenges. The Paris Agreement targets must tem, whose capacity is contin- be upheld. But mobility has to play a key role. Measured by uously optimised. As a result, absolute greenhouse gas emissions, transport is making an ETCS is the backbone of the insufficient contribution to climate protection. Rail 4.0 can modern railway network. ETCS do more. For example, 90% of rail transport in Germany is allows attractive high-speed connections to be operated be- already electric. But we can go further – in the future emis- tween major cities. For example, between Berlin and Munich sion-free electromobility will be possible with no overhead or Barcelona and Madrid, the train will be the first choice for line thanks to innovative battery, hydrogen and hybrid tech- an increasing number of customers. nologies, all “made in Germany”. The mobility of the future has begun: Rail 4.0 will be a suc- Digitalisation will also bring more freight onto the tracks. cess story – if we write it together. Sustainable rail transportation – with monitoring of the car- go temperature and, of course, with precise geolocation – will be able to play a greater role in intermodal data-based logistics in the future. Rail 4.0 is both sustainable and exciting. Automated driv- ing? State-of-the-art on the rails. Automatically controlled vehicles consume up to 30% less energy thanks to optimised acceleration and braking. This means better climate protec- tion and lower costs. And what’s more, automated under- ground trains can run at much more regular intervals, during Dr Ben Möb us rush hour for example. For people, this means less waiting Chief Executive time, no more overcrowded trains and better quality of life The German Railway Industry Association (VDB)
www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2018 5 ICE 4
The ICE 4: Latest ICE now in regular operation in the DB long-distance eet
As Deutsche Bahn AG (DB) changed its timetables on 10 December 2017 the rst ve ICE 4 (BR 412) trains came into regular operation in Germany.
1. DETAILS OF THE CONTRACT AND ETCS, it can also be used on the newly Ursula Hahn Managing Editor OPERATION OF THE ICE 4 constructed Berlin – Munich route. The ICE 4 [email protected] has gone through a year of trial operation. In 2011, Deutsche Bahn and Siemens AG Two trains ran almost daily between concluded a framework agreement for up to Hamburg and Munich from October 2016 300 ICE 4 trains. In an initial call, DB ordered to October 2017. DB employees have been 119 trains, an investment volume of 5.3 bil- receiving training for the new train since lion euros. August 2016. The ICE 4 has been running since the time- DB hopes the new ICE 4 eet will help it table change, with ve trains from the 412 achieve its growth targets. The intercity exibility. Based on ve car types, 24 train series on the Hamburg – Munich and Ham- transport strategy adopted in 2015 includes con gurations are possible and can be burg – Stuttgart routes. From February 2018 expanding intercity services by 25 percent adapted to the required space, the maximum six trains will be used, and then nine trains by 2030. DB wants to attract 50 million speed and the route pro le. The key to from June 2018. The ICE 4 eet is set to grow additional passengers per year. con gurable trains lies in the power car to a total of 119 trains by 2023. Of these, 100 concept. In these powered cars, the essential will be the twelve-car version and the other 2. TECHNOLOGY AND CONFIGURA drive and power supply components are 19 the seven-car version. The ICE 4 is then TION positioned and linked under the oor. This likely to account for more than 40 percent means that there are passenger areas in of all seating capacity available on the entire The ICE 4 has been completely redesigned the end cars. As a result, 830 seats are now ICE network. by Siemens. The multi-unit concept of the available on the ICE 4, around 10 percent As the ICE 4 eet can be equipped with ICE 4 is based around maximum possible more than on an ICE 1 with a comparable length. Trains can be con gured from the power Seats: 830, of which 205 seats 1st class cars, service car, central cars, the two end Maximum speed: 250 km/h cars and the restaurant car. A 12-car ICE 4 is powered by six power cars and has a maxi- On-board restaurant 22 spaces mum speed of 250 km/h. The twelve-car Bistro with standing area ICE 4 has two end cars, one service car, a Train length: 346 metres restaurant car and eight passenger cars. The Occupied weight: 764 tons service car contains an infant section, a fam- Unladen weight 670 tons ily and wheelchair area and service areas for train personnel. There are 205 seats in 1st Number of entrances on each side of train: 22 class and 625 in 2nd class (see table). Number of toilets: 20 standard toilets, 1 disabled toilet, 1 sta toilet The ICE 4 uses the new SIBAS PN (Siemens Car body length (end car/central car) 28.6 m/27.9m Pro net rail automation system) vehicle Car body width (external/internal) 2,852 mm/2,642 mm control system developed by Siemens. Each car has a dedicated computer that controls TSI axis load 18 t exclusively the systems in the relevant car Compatible platform heights 550 mm – 760 mm (e.g. doors or air conditioning). The full train Ambient temperature -25 C to +45 C control is also active in the leading end car. Bicycle spaces 8 This innovative software architecture thus Min. cornering radius 150 metres also supports a exible train con guration. Cars can be interchanged and recon gured Max. tilt 12-car: 40 per mil with no problems. The software con gures TABLE: ICE 4 (BR 412) technical data and facts itself for each car.
6 ETR | INTERNATIONAL EDITION | 1/2018 www.eurailpress.de/etr ICE 4
3. INTERIOR FITTINGS FIGURE 1: Test operation of the new ICE 4 series 412 With a length of 346 metres, the 12-car ICE 4 between Hamburg has 830 seats. It has large luggage racks and Munich, began close to the seats. A family section provides on 31.10.2016, shown here: Munich Hbf more space than in previous series. Addi- tional areas for pushchairs are provided in (Photo: Deutsche Bahn AG/Uwe Miethe) the infant and family areas. Four wheelchair spaces are available. A totally new feature in the ICE eet is that on the ICE 4, eight bicycle spaces can be reserved in the end car. An innovative lighting concept featur- ing LED lighting control based on the time of day creates a pleasant atmosphere in all cars. A brand new air conditioning system ensures that temperatures can be adjusted within a broad range from minus 25 to plus 5. ENERGY CONSUMPTION The infrastructure has been adapted to 45 degrees Celsius. It has two redundant handle the new train design. Further plants cooling systems, ensuring that if one cooling Despite its seating capacity of 830, the 12- in Berlin, Cologne and Basel will follow. In circuit fails the other continues to run. car train is comparatively light. Compared to some cases, new capacity will be created The new seats have improved headrests. an ICE 1 with twelve central cars and two end in the maintenance depots and sidings. The seat backs slide into the seat shell when cars, the ICE 4 is around 120 tons lighter, with Because of its length (346 metres), the ICE 4 adjusted rather than moving backwards, an unladen weight of 670 tons. The ICE 4’s takes up two spaces in a standard 200 metre so they do not disturb the person sitting energy consumption per seat is up to 22 per- maintenance depot. Reconstruction will behind. Every 1st class seat also has its cent lower than an ICE 1. In addition, atten- take place gradually as the number of trains own mains socket and a reading light. tion has been paid to use of environmentally increases. ◀ Reservation information and seat numbers friendly and recyclable materials. are integrated into the seat headrests in a clearly visible location. Literature The trains use multi-provider technology 6. MAINTENANCE AT ICE PLANTS [1] Hubert Hochbruck, Hochgeschwindigkeitsfahrzeu- to provide the latest Wi-Fi technology. ge, ETR – Eisenbahntechnische Rundschau, (64), Heft 6/2015 During travel, the system accesses the In 2018, the ICE 4 trains will be maintained [2] www.deutschebahn.com fastest data networks available (LTE, 3G) and at the ICE plants in Hamburg and Munich. [3] www.siemens.com/presse/ice4 combines the capacity of dierent network operators, allowing higher data volumes to ICE 1 be processed. This gives passengers a faster (BR 401), 59 trains and more stable Wi-Fi connection. A passenger information with ceiling 1991 Start of ICE operation, maximum speed: 280 km/h monitors in the large cars and additional screens in the boarding and exit areas, the ICE 2 infant section and the on-board restaurant (BR 402), 44 trains shows information about the journey and connections in real time. 1996 Coupling and splitting capability The on-board restaurant on the ICE 4 (portion working): 280 km/h has space for 22 guests in a redesigned ambience. The on-board bistro has an open ICE T, 70 trains counter area and a curved display case. (BR 411: 59/BR 415: 11)
1999/2000 Use on winding routes with tilting technology: 4. BARRIERFREE FITTINGS 230 km/hICE 3, 74 trains ICE 3, 74 trains There is an area with space for four wheel- (BR 403: 50 / BR 406: 16 / BR 407:12) 2000/2001: BR 403, BR 406 chair users, including seats for the people Use for high-speed transport: 330 km/h accompanying them. The tables in this area are height-adjustable and next to them is an 2013: BR 407 emergency call button with intercom func- Multi-system versions for use in neighbouring countries to the West tion. Two on-board lifts assist with boarding and exit. Visually impaired passengers can ICE 4 nd their way from the door (door location (BR 412) signal) to their reserved seat, to the toilet or 1999/2000 to the on-board restaurant using tactile dis- Platform concept, increased exibility for use over wide areas: 250 km/h plays (tactile pictograms, braille and guide strips in the aisles). FIGURE 2: Comparison of ICE series (source: Deutsche Bahn AG) www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2018 7 New high-speed line
NBS Nuremberg – Halle/Leipzig – Berlin: Germany Unity Transport Project Number 8 Signi cance and eects of the Nuremberg – Berlin project for Deutsche Bahn AG’s national and European passenger and freight transport
In December 2017, commissioning of one of Europe’s most innovative rail routes heralded a new era in rail travel. It was an event with historic signi cance for Germany. The eighth and also biggest German Unity transport project (VDE 8) means that Germany has nally been brought together by rail.
THE BIGGEST IMPROVEMENT IN every third long-distance DB train will be Berthold Huber SERVICES IN THE HISTORY OF faster or more regular. The VDE 8 project is Member of the Management Board of Deutsche Bahn AG for GERMAN RAILWAYS a crucial element of our “Future Rail” quality Tra c, Deutsche Bahn AG, Berlin programme’s aim of making DB’s products berthold.huber A total of 17 million people will bene t from and services more reliable, easier and more @deutschebahn.com shorter journey times on the new route, comfortable. which is made up of around 230 kilometres of new track and 270 kilometres of upgraded route means shorter journey times for our track. It’s not just travellers between Berlin COMPETITIVE WITH ROAD AND AIR customers. and Munich who can look forward to Trains can run at up to 300 km/h on the journey times of under four hours and up Since December 2015, commissioning of entire new route. Rail travel between Ber- to 10,000 additional seats on the 35 daily the newly constructed Erfurt – Halle/Leipzig lin, central Germany and Bavaria will be up ICE trains on the new route. The positive route (VDE 8.2) has already signi cantly to two hours faster than today. Our Sprinter eects of the largest timetable change in increased the speed of East/West travel – trains will break the 4-hour mark between Deutsche Bahn history will also be felt by passengers travelling between Dresden and the main cities Berlin and Munich – a genu- rail passengers throughout the German Frankfurt now get to their destination an ine record time. and cross-border rail network. In future, hour sooner than before (Figure 1). The new The Sprinters will depart from both cities three times a day, at times that are interest- ing to more than just business travellers. We are con dent that they will also be popu- lar with leisure travellers as they make day trips to the two cities a genuine possibility. This makes rail competitive with ights and driving.
FASTER, MORE DIRECT, MORE COMFORTABLE
The catchment area of the new North/ South axis stretches from the Baltic coast to the Alps and from the Harz mountains to Görlitz. A direct ICE train travels on the new high-speed route from 45 locations throughout Germany at least once a week. Here too, customers benefit from significant reductions in journey times. To spread the benefits as widely as possible, good connections are crucial, FIGURE 1: VDE 8.2 in operation (Photo: Deutsche Bahn AG/Oliver Lang) both between the ICE lines and from
8 ETR | INTERNATIONAL EDITION | 1/2018 www.eurailpress.de/etr New high-speed line
Co- nanced by the European Union Trans-European Transport Network (TEN-V) Hamburg Rostock
Upgraded line Leipzig/Halle-Berlin VDE 8.3 Lutherstadt Wittenberg
Hanover Magdeburg
New line Halle (Saale) Erfurt-Leipzig/Halle VDE 8.2
Dresden
Frankfurt (Main)
New line Ebensfeld-Erfurt VDE 8.1
Upgraded line German Unity transport projects (VDE) Trans-European Networks (TEN) in the European Union, rail projects Nuremberg-Ebensfeld VDE 8.1 VDE 8 new line, section of the TEN Scandinavia-Mediterranean corridor VDE 8 upgraded line Munich East-West link Verona North-South link, TEN Scandinavia-Mediterranean corridor
FIGURE 2: Trans-European Transport Networks (TEN-T) (Source: DB AG) and to regional transport. Where agreed the Zugspitze in just 6 ½ hours. However, historic trade routes have often been interchange connections already exist, we tourist areas along the route such as the the basis for construction of the German have adjusted the ICE timetables. The trains Thuringian Forest, the Eastern and Southern railway network. It was the expansion stop in Erfurt at half past the hour and in Harz mountains and the Franconian lake of infrastructure associated with the Nuremberg on the hour. But the other ICE district can use the new route in their own industrial revolution that helped the stops also have excellent connections for marketing. connected cities and regions in Franconia, continuing a journey on local transport. In Thuringia, Prussia and Saxony to achieve addition to Erfurt, the hubs at Leipzig and economic progress. Halle play a key role. They have been made A ROUTE WITH A HISTORY The Nuremberg – Fürth rail line was the the central interchange points in their cradle of the German railway back in 1835. regions. This means that improvements in The new rail line was built on what was Germany’s rst long-distance rail line was journey times on the main line are passed an important trade and transport route in opened in 1839 between Dresden and on to regional trains. Meanwhile, generous the past. The Via Imperii ran from South to Leipzig. The Erfurt – Halle route opened in time windows provide stress-free transfer North from Italian and Southern German 1847. In 1884, the steep section through the between long-distance and regional markets to the Hanseatic trade centres Thuringian Forest via Suhl created a direct trains. This makes travelling by rail more on the Baltic and North Sea. It linked link between Erfurt and Würzburg. attractive than ever. cities like Nuremberg, Leipzig and Berlin The fast connection between Nuremberg (Cölln). The Via Regia provided a West to and Berlin on the new line is opening up East trade route for goods and ran through huge opportunities for the future – for IMPORTANT FOR TOURISM Erfurt and Leipzig, where it crossed the Via people and markets as part of European Imperii. Over the last two hundred years, integration. » With the opening of the new high-speed route, rail now provides a bridge between Thuringia and Bavaria. The journey time between the World Heritage cities of Erfurt and Bamberg is now just 45 minutes. We expect demand on this core section of the line to almost double compared to today. The new connection will also play a signi cant role in national tourist travel. Well-known and popular destinations FIGURE 3: in the Alps and on the Baltic will bene t The Saale-Elster from being accessible more quickly by viaduct rail. For example, in the future it will be (Photo: DB AG/ possible to get from Halle to the summit of Hannes Frank) www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2018 9 New high-speed line
EUROPE IS MOVING TOGETHER erator have invested a total of 10 billion eu- BALANCING RAIL CONSTRUCTION ros. And we are proud to say that the most AND THE ENVIRONMENT The new high-speed route is not just sig- complex infrastructure project in the com- nificant for Germany. The European dimen- pany’s history came in on time and on budg- Making construction as environmentally sion is also impressive. The route between et. This project proves beyond all doubt that friendly as possible – choosing the best Nuremberg and Berlin is an important sec- DB can handle major projects. possible route for the track has enabled tion of the Trans-European Transport Net- us to avoid interfering with nature at nu- works (TEN-T) and closes a previous gap. merous points. But the construction work The line is one of the nine core corridors GOODBYE TO LINE SIGNALS: itself also contributed. The Saale-Elster for rail transport, the Scandinavia-Mediter- HIGHTECH CONTROL FOR THE viaduct was partially constructed using ranean corridor, which stretches from the FUTURE the end tipping construction method. The eastern border of Finland to Sicily (Figure piers were placed in the ground from the 2). State of the art technical standards: on air, from a suspended scaffold. Work on Closing the Nuremberg – Berlin gap the newly constructed line, there will be the wetlands was also stopped for several means that in future it will be possible to no more signals. We will use the European months to avoid disturbing the breeding travel across borders from Southern to Train Control System, ETCS for short, and season of rare birds. These are all measures Northern Europe without changing locomo- the GSM-R wireless system to control trains that minimise interference with the eco- tives, stopping or changing the train control safely without the need for line signals. The system. system. Comprehensive and safe – they are most important data is transmitted wire- When building a railway line, interference the most important factors for tomorrow’s lessly between the train, the line control with nature and the landscape is unavoidable European rail transport. centre and transponders in the rails. The but it can be minimised or compensated The key word is interoperability. This new train control technology is mandatory for. If habitat losses for animals and plants starts with the height of platform edges for all newly constructed lines in Europe. cannot be compensated for on site, they are and ends with the train control system. ETCS is intended to completely replace the replaced with equivalents in other locations. The Nuremberg – Berlin line meets all the around 20 existing safety systems that cur- Many watercourses were renatured, required European standards – including rently impair cross-border transport within thousands of trees and shrubs were planted, barrier-free platforms to assist mobility Europe. sheep maintain orchid meadows in the impaired passengers. As a result, the concept The upgraded and new line is complete- Unstrut valley, wild horses are pasturing of “Rail without borders” has taken a big step ly controlled by electronic signal boxes. on special meadows near Erlangen, all to forwards. A total of 17 electronic signal box con- maintain biodiversity. trol centres (twelve along the line, five in the hubs at Erfurt, Leipzig and Halle) are THE PROJECT IS FULL OF directly connected with the main control MORE RAIL, LESS NOISE SUPERLATIVES IN ENGINEERING centres in Leipzig and Munich, from where AND RAIL TECHNOLOGY the traffic controllers adjust the lines by How high is the noise level produced by computer. the new line? Specialists have investigated The new Berlin – Munich high-speed line is the eects of noise and vibrations over the not just a project. It is a once-in-a-century entire line. The basis was the legal require- construction undertaking, a technical mas- SAFETY TECHNOLOGY ments that apply to rail systems – particu- terpiece employing state of the art tech- BEACONS FOR ETCS LEVEL 2 larly the Federal Immission Control Act and nical standards, created by around 4500 the trac noise regulations derived from people: engineers, architects, construc- With the European Train Control System it. Walls and embankments are active noise tion workers and commercial teams. The ETCS and the GSM-R wireless system, protection measures that ensure a reduction work involved in constructing the line right trains can be safely routed without line in the noise levels for people living along the through Germany was huge. To cite just a signals. The most important data is trans- line. If the legal limits are exceeded in spite few gures: 26 tunnels and 37 viaducts mitted wirelessly between the train, the of this, additional passive noise protection have been constructed, while 4 million tons line control centre and transponders in measures are used, for example noise insu- of concrete and 156,000 concrete slabs the rails. The two new sections, Ebens- lating windows. were used for the slabbed track. Germany’s feld – Erfurt and Erfurt – Halle/Leipzig, are All these measures ensured that longest railway bridge is on this line: The equipped with the very latest control and commissioning of the new line on 10 Saale-Elster viaduct, which is 8.6 kilometres safety technology systems. The latest ver- December 2017 was a success for everyone long (Figure 3). sion of the ETCS European Train Control involved and aected. Above all, this project We have returned landscapes to their orig- System (known as baseline 3) has been will make an important contribution to the inal state, inserted bridge sections from the introduced. move towards environmentally friendly air, diverted entire rivers, adapted platforms To allow speeds of up to 300 km/h on the transport. Climate-friendly and comfortable for people with disabilities, constructed route, the track is based on a slabbed system travel with competitive journey times: On noise protection facilities for people living without the conventional ballast. the most important domestic air route, along the line, established a modern safety You will see: A line of superlatives. A line Berlin-Munich, we want to replace air travel concept in the tunnels and developed a train that will change rail travel in Germany. A line as the market leader and double our market control system based on the European Train that was nished on time and on budget. share to 40 percent. We are con dent that Control System (ETCS) on the line not using We are delighted to be able to celebrate the the improved service on this route will signals. opening of the new high-speed Berlin – Mu- underpin our huge potential to become the The German government and railway op- nich line in a few days. means of transport of the 21st Century. ◀
10 ETR | INTERNATIONAL EDITION | 1/2018 www.eurailpress.de/etr High-speed overnight travel
Potential for high-speed overnight train travel in Europe
European high-speed trains already provide an alternative to inter-European ights on short routes (500 – 1000 km). However, to date high-speed trains have been mainly limited to daytime routes. Tar- geted use of overnight trains could also enable rail to provide a genuine alternative to air travel for distances up to 2000 km. This article highlights the potential for using high-speed overnight trains in Europe.
1. INTRODUCTION 2. POTENTIAL IN EUROPEAN INFRA Peter Matausch Graduate of FH St Pölten, Rail STRUCTURE NETWORK 2025+ Technology and Rail System Compared to the high-speed trains operat- Management ing during the day, conventional overnight To determine the potential for high-speed [email protected] trains frequently use outdated rolling stock. overnight rail services, it is necessary to In many cases, the speeds are also below present an overview of the existing, under those of daytime services, resulting in long construction or planned infrastructure that journey times for relatively short distances would allow this kind of trac. The key ba- Dr. Bernhard Rüger FH St.Pölten and TU Vienna and often not yet having arrived at the sis for assessment is the “Trans-European [email protected] destination after sleeping. Because of the Transport Network” (TEN-T) corridors and and strong competition in air travel, particu- the European Transport White Paper. Based [email protected] larly the relatively on the future Eu- cheap ticket pric- The high-speed network in Europe ropean internal es, there has been already has numerous options for infrastructure growing pressure high-speed overnight train travel, network, possible on rail companies, journey times and The common guidelines created for the TEN- which has led to and these will increase in the com- example routes T networks for establishing a trans-European signi cant reduc- ing years. for high-speed transport network provide a general frame- tions in services overnight trains work for the development and expansion in recent times, particularly overnight ser- are then determined. of internationally signi cant transport infra- vices. At the same time, the high-speed rail The European Commission’s Transport structure within the EU up to 2020. At pre- network in Europe is being expanded. The White Paper of 2011 contains the vision for sent, there are 30 priority projects that are construction of new lines for higher speeds European transport in 2050 and a strategy to scheduled for completion by 2020. Of these, and the use of modern high-speed trains implement it. One of the aims of this vision is 18 are exclusively rail projects. The aims of result in considerably shorter journey times to triple the length of the existing European the rail corridors include linking up 15,000 between major European cities, which, in high-speed rail network by 2030. According km of rail lines that are designed for high- many cases, represents competition for to the Transport White Paper, it is crucial to speed trac, removing bottlenecks by creat- conventional overnight services and, in the create a common European transport area ing 35 cross-border projects and connecting past, has contributed to a decline in over- for strategic implementation. The remaining 38 major airports to important conurbations night rail travel. barriers between transport providers and by rail.2) This article addresses the question of national systems are to be eliminated to sim- The journey times that will be possible in whether the railway infrastructure would plify the process of integration and promote the European infrastructure network in 2025 allow high-speed overnight rail services the emergence of multinational and multi- will depend on the extent to which national in Europe to be set up. It asks whether the modal operators. There are major challenges and international rail projects based on the existing infrastructure, as well as what is in the domestic market for rail transport ser- TENT-T have been realised. To obtain an planned and currently under construction, vices, where technical, administrative and le- overview of possible future links, as part of will enable long distances to be completed gal barriers have to be overcome to facilitate this work, the future journey times from the in a reasonable time during the night in fu- entry into national railway markets.1) three European cities – Paris, Frankfurt am ture. It also investigates which of the pos- To implement a common transport area, Main and Vienna – to other European cities sible routes already have high passenger the European Union has designated cor- have been calculated. In addition to the cen- volumes for air travel and thus where high- ridors that combine to form the TEN-T net- tral locations of these three cities, Paris and speed overnight trains could represent di- works (Trans-European Network-Transport). rect competition. 2) See http://europa.eu/rapid/press-release_MEMO-13- 1) See Transport White Paper 2011, p.1 897_de.htm [10.04.2014] » www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2018 11 High-speed overnight travel
FIGURE 1: Frankfurt am Main Distance to selected Euro- pean destinations and future journey times, based on the Malmo example of Frankfurt am Zagreb Main. Journey times: Green ≈ 8 hours orange ≈ 10 hours Birmingham purple ≈ 12 hours red ≈ 14 Budapest hours Warsaw Rome Belgrade Glasgow Barcelona Oslo Naples Stockholm Valencia Madrid
Linear distances in km
Frankfurt have the second and third largest trains. In addition to usage by freight trains, Germany – United Kingdom with 11.8 million airports in the European Union by passenger there may also be restrictions due to mainte- passengers.6) numbers.3) The central locations of the cities nance work and inspections at night.5) To indicate the possible potential in terms provide a good representation of the acces- of utilisation of high-speed overnight trains, sibility of various regions of Europe, while the ight data for each airport is used, shown the passenger data for the airports (e.g. 3. EFFICIENCY AND USAGE in Figure 2 using the example of ights de- passengers by destinations, air services by parting from Frankfurt am Main airport. destinations) show the potential for possible Alongside the necessary infrastructure that Using the possible journey times in the future routes. will allow high-speed rail transport at night, 2025 European infrastructure network and Figure 1 shows examples of the distance another crucial factor is whether the possible the passenger data from European air trav- by air from Frankfurt am Main to selected Eu- future routes will have sucient potential in el, dierent example routes can be repre- ropean destinations. Likewise, the graph in terms of demand. To answer this question, sented. The 2013 UIC study of high-speed Figure 1 illustrates the future journey times passenger numbers for internal European air overnight trains includes one such example, achievable after completion of the speci ed travel are analysed in greater detail. Looking a route from the United Kingdom to Spain infrastructure projects. at current forecasted passenger numbers on (see Figure 3). The signi cant West/East dierence in dierent air routes within Europe allows us In terms of the journey, three sections are future journey times is striking. According to estimate whether there could be a high dierentiated: The “boarding section” refers to the forecast maps for the high-speed number of potential passengers on these to the period in which the train stops at one network in Europe in 2025, as is the case routes and whether high-speed overnight or more stations for passengers to get on. currently, the high-speed routes will be trains can be pro tably used as a direct alter- The study speci es the journey time for this predominantly in Western Europe, meaning native to air travel. section at between zero and three hours, that longer journey times can still be antici- In 2012, according to the European sta- depending on the number of stops. The pated in Eastern European countries in the tistical oce Eurostat, the number of pas- distance travelled is between 0 and 400 km. future.4) sengers carried by the aviation sector in the The next section is the “night time”, in which When looking at the use of high-speed 27 EU member states at that time (EU-27) the train travels through with no stops while routes at night, any operational restrictions was 826.7 million passengers. Of this total passengers are sleeping. This should involve also have to be taken into account. For ex- air travel volume, 510.5 million passengers a distance of 1100 to 2200 km in six to twelve ample, there are high-speed lines designed (approx. 62% of total volume) took ights hours. The nal section is referred to as the for mixed operation, which means that the within the EU-27 states. This gure is made “de-boarding section”, in which – as in the line can be used for both passenger and up of 159.5 million passengers on domes- rst section – the train stops at just one or freight trains. This mixed operation means tic ights and 351 million passengers on several selected stations to allow passen- that the line often has reduced capacity and cross-border ights within Europe. Within gers to alight. The journey time should once devising the timetable is very complicated. the EU-27 states at that time, the biggest again be between zero and three hours, with Therefore, on lines with mixed operation passenger ow was between the United a travel distance between 0 and 400 km.9) freight transport is often restricted to the Kingdom and Spain, with 31.4 million pas- The model used in the UIC study, with nights, which could inevitably result in lower sengers. This is followed by Germany – Spain the “boarding section”, “night time” and “de- maximum speeds for night time passenger with approx. 22 million passengers and boarding section” can be applied to other
3) See http://epp.eurostat.ec.europa.eu/cache/ITY_ PUBLIC/7-05112013-BP/DE/7-05112013-BP-DE.PDF 6) See German Aerospace Centre, Air Transport Report 4) See Rambausek, 2009, p.60f. 5) See UIC Study, Night Trains 2.0, 2013, p.16. 2012, p.85f.
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routes, for example routes starting from Frankfurt am Main. Using the air travel data Number of passengers from Frankfurt am Main airport and the general European air passenger ows, we Denmark can estimate the routes that tend to attract Sweden a higher volume of passengers. The most France Rest passengers are on ights from Frankfurt to Greece/Cyprus Italy and Malta (see Figure 2). Of course, air Portugal passengers to Malta are not relevant as po- Poland France Paris tential customers for high-speed overnight Switzerland trains, but the majority of the passengers to British Isles Rest Italy and Malta speci ed in Figure 2 are made British Isles London 10) up of passengers travelling to Italy. An ex- Austria ample route from Germany to Italy would be Spain Mainland from Frankfurt to Naples. The journey time in Italy/Malta 2025 will only be around eight hours, which is why it appears logical to extend the route to Brussels or Amsterdam to achieve an ap- FIGURE 2: Passengers on board internal European ights departing Frankfurt airport 2012 propriate journey time for the entire North- (scheduled and charter ights)7) South route. A train could start in Amster- dam at eight in the evening and would be in Cologne after a journey of 2:44 hours, and in Frankfurt an hour later. After a further six and a half hours, the train would then be in Rome around seven in the morning, before reaching Naples after a further 1:18 h. Possi- ble intermediate stops in the early morning would be Florence or Bologna. Although the most passengers from Frankfurt y to Italy and Malta, at national level the biggest passenger ows are be- tween Germany and Spain. For example, around 957,000 passengers departed from Frankfurt for Spain in 2012, excluding the Balearic and Canary Islands (see Fig. 2). An example route could be from Frankfurt via Paris to Barcelona and Madrid. The future travel time would be around 12 hours be- FIGURE 3: Example overnight train route from United Kingdom to Spain8) tween Frankfurt and Madrid.
Croatia, Czech Republic, Hungary, Greece Tunnel with connecting routes, the line from 4. CONCLUSION etc. and in the Balkan states, are consider- Lyon to Turin including the Mont Cenis Base ably longer than those in Western Europe. Tunnel, the Fehmarnbelt xed link and the Because of the existing high-speed lines in Even though further expansion of the high- route between Madrid and Lisbon. Once many European Union countries, there is speed network is the stated objective of these and other crucial projects, most of some potential for high-speed overnight the European Union, it is currently mainly which correspond to the TEN-T corridors, are trains even today. However, there are signi - restricted to Western Europe. From today’s completed the true potential of numerous cant dierences between Western and East- perspective, at least until 2025 no signi cant European internal routes will be apparent. ern Europe. For example, Western European reduction in journey times on Eastern Euro- Routes up to 1400 km could be completed countries such as Spain, France, Italy, Ger- pean routes is to be expected, and therefore within 12 hours (category 1 reasonable- many, Netherlands and Belgium have had the potential for high-speed overnight trains ness). Examples include the Frankfurt – Ma- extensive high-speed networks for many in that region is much lower. One exception drid, Amsterdam – Naples and Paris – Lisbon years and national programmes for further is Poland, where there are already plans to routes. The fact that some of these links expansion, which will reduce journey times build a high-speed network. Although a would already be possible today is shown accordingly. By contrast, the journey times large network of high-speed lines already by the London – Madrid route. A compre- – relative to the distance travelled – in EU exists in Western Europe, there is still a gen- hensive network of high-speed lines would member states such as Romania, Bulgaria, eral lack of international high-speed links currently allow a journey time of less than between these networks. The existing links 12 hours. When it comes to cross-border are between France and Spain, and between routes, the necessary interoperability has to 7) Own visualisation; see German Aerospace Centre, Air Transport Report 2012, p.141 France, the Netherlands, Belgium and Eng- be ensured. In particular, it is essential that 8) UIC Study, Night Trains 2.0, 2013, p.6. land. However, other important high-speed the interoperability directives stipulated 9) UIC Study, Night Trains 2.0, 2013, p.6. 10) http://www.frankfurt-airport.de/ ugplan/ links are under construction or in the plan- by the EU are appropriately implemented airportcity?pax&sprache=de&ext=/de/ [01.07.2014] ning phase. These include the Brenner Base and there are no national dierences in the » www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2018 13 High-speed overnight travel
Amsterdam Cologne Frankfurt/Main Florence Rome Naples
FIGURE 4: Example Amsterdam – Naples route11)
FIGURE 5: Example Frankfurt/Main – Madrid route12)
high-speed networks. Dierences between gers to travel by high-speed overnight train However, this potential is largely limited to national networks can lead to extended rather than by air. Western European countries. journey times due to border stops being Potential customers include business trav- Although speci c potential in terms of necessary. Possible operational restrictions ellers, who can save themselves a ight and possible passengers is yet to be separately on high-speed lines due to maintenance or a night in a hotel by using the train. Another examined, current passenger numbers for mixed operation at night must also be taken important group are people with a fear of various destinations within Europe de - into account, but should not lead to any no- ying, particularly those who only board a nitely suggest that a corresponding high- table restrictions with appropriate planning. plane if there is no alternative. Ultimately, it speed overnight train service would be For air travel, the biggest trac ows with- is also a question of environmental aware- taken up and that there would be sucient in EU member states are between the United ness. Many customers could be motivated to demand. ◀ Kingdom, Spain, Germany, Italy, France, the switch to high-speed overnight trains by the
Netherlands and Belgium. Based on ight CO2 savings achieved by avoiding ights. A data from Vienna and Frankfurt airports, it is key advantage of the train compared to y- Literature [1] European Commission: White Paper / Roadmap to a apparent that there are seasonal dierences ing can be seen on the example routes. On Single European Transport Area – Towards a competi- in the services on dierent routes. For exam- a high-speed overnight train, it is possible tive and resource e cient transport system, Brussels, ple, on the Frankfurt – Madrid route around to schedule any number of stops during the 2011 [2] European Union website, Press Release Database, 1400 seats are available per day in July and “boarding section” period. This enables pas- Memo – The new EU transport infrastructure policy, only around 650 per day in January. If annual sengers to be “gathered” from across a wide Brussels 2013 [retrieved 10.04.2014] http://europa.eu/rapid/press-release_MEMO-13- passenger trac is broken down to a daily area. This is almost impossible when ying. 897_de.htm level, an average of around 2600 passengers The same applies to the “de-boarding sec- [3] Eurostat website, Press release 05.11.2013, Air passen- ger transport in the EU27 [retrieved 06.06.2014] per day y to the Spanish mainland from tion” time, when passengers can be spread http://epp.eurostat.ec.europa.eu/cache/ITY_ Frankfurt alone. Throughout Germany the over a wide area. Here, a major advantage PUBLIC/7-05112013-BP/DE/7-05112013-BP-DE.PDF [4] Rambausek: Netzgestaltung und räumliche Wirkung gure is around 11,000 per day. Even on low- of an overnight train service compared to von Hochgeschwindigkeitsbahnnetzen im europäis- er volume routes such as those between the air travel is that destinations away from ma- chen Vergleich [Network design and spatial impact United Kingdom and Portugal, an average of jor airports can be reached directly without of high-speed rail networks, a European comparison], Dissertation at TU Vienna, Faculty of Architecture and 7000 passengers per day y in one direction. the need, as is often the case when ying, Land Use Planning, 2009 On the routes where there is signi cant po- to change to another means of transport to [5][8][9] International Union of Railways (UIC) Study: Night Trains 2.0/New opportunities by HSR?, 2013 tential due to the high passenger ows, the reach the departure point or nal destina- [6][7] German Aerospace Centre, Air Travel Report 2012, Co- aim should be for a proportion of passen- tion. The travel distances to or from the air- logne, 2013 [10] Frankfurt airport website, Online timetable [retrieved port can be reduced. 01.07.2014] In summary, we can say that from an in- http://www.frankfurt-airport.de/flugplan/ 11) See http://www.bbt-se.com/projekt/fragen-antworten/ frastructure perspective there is de nite airportcity?pax&sprache=de&ext=/de/ [17.06.2014] http://www.bahnprojekt-stuttgart-ulm.de/ [11] Brenner Base Tunnel website, Project Q&A [retrieved details/verkehrlicher-nutzen/fernverkehr/ [17.06.2014] potential for European internal high-speed 17.06.2014] ÖBB timetable information: https://www.oebb.at/# overnight train travel, and this potential will http://www.bbt-se.com/projekt/fragen-antworten/ [17.06.2014] [12] ÖBB timetable information website [retrieved 12) See ÖBB timetable information: https://www.oebb.at/ increase further with the continuing expan- 17.06.2014] [17.06.2014] sion of the network up to 2025 and beyond. https://www.oebb.at/
14 ETR | INTERNATIONAL EDITION | 1/2018 www.eurailpress.de/etr Wheel bearings
Wheel bearings for high speed trains
High speed trains are getting faster with every generation. NSK has been involved in this development for over fty years. It all began with the rst Shinkansen trains in Japan, for which NSK supplied the axle box bearings. Since then, NSK has repeatedly brought innovations for new high speed railways to series production – with a condition monitoring system for axle box bearings being just the latest example.
▶ Since the 1960s, Shinkansen high cently in 2015 and 2016 with connections to Marie-Dominique Pilath speed trains have provided rapid rail travel Hokuriku and Hokkaido prefectures. Japan [email protected] between Japan’s major cities. The network was and remains a pioneer in high speed rail www.nskeurope.de is being continuously expanded, most re- travel.
NSK has supported these developments with the continuous evolution of (wheel) bearing technology for rail rolling stock. The Shinkansen trains are the best example. When series 0 was launched in 1964, the 81 kilo axle bearings consisted of a combination of cylindrical roller bearings and ball bearings. The main aim here was to ensure that the trains, which travelled at up to 210 km/h, had the required reliability. The radial load - including the weight of the trains themselves - was absorbed by two rows of cylindrical roller bearings, while the lateral loads, which mainly occur on bends, acted on a single ball bearing. This was state of the art technology at the time. FIGURE 1: Let’s jump ahead to the 300 series Axle of a current Shinkansen high Shinkansen from 1992: On these trains, with speed train with main speeds up to 270 km/h, NSK cylindrical roller bearings bearings with reinforcing ribs were used. (Photo: NSK) On the N700 series, which came into service »
FIGURE 2: The axle bearing for series 0 of the FIGURE 3: NSK cylindrical roller bearings FIGURE 4: The tapered roller bearings in the Shinkansen – a combination of cylindrical roller with ribs were used on the 300 series of the axles of the N 700 series weigh just 23 kg bearings and ball bearings – weighed 81 kg Shinkansen in 1992 (Photo: NSK) (Photo: NSK) and was state of the art in 1964 (Photo: NSK)
www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2018 15 Wheel bearings
FIGURE 5: The rst Shinkansen was put into operation on October 1, 1964 – nine days before the Olympic Games in Tokyo (Photo: Giovanni Gagliardi/Dreamstime)
in 2007, the advancements in bearing technology are clear. The trains are even faster (up to 300 km/h) and also lighter and more comfortable. The NSK tapered roller bearings in the axles weigh just 23 kilos. This is a genuine lightweight design – a weight reduction of almost a factor of four compared to series 0. At high speeds, a high bearing weight has a signi cant in uence on noise and vibration. As a result, there is a particularly strong desire, or even necessity, to cut the weight. Even though the bearings are becoming increasingly compact and light, safety is al- ways the number one priority. Designers em- ploy their expertise in material technology to guarantee this safety and to develop bearings that work reliably even under very unfavour- able ambient conditions. This includes e- cient maintenance programmes. NSK recent- ly made a breakthrough in this area. In Japan, the company developed the very rst system that detects irregularities in roller bearings – FIGURE 6: The 300 series was launched in 1992 and set a new speed record for commercially and thus bearing damage – before any dete- operated trains at 270 km/h (Photo: Sakuragirin/Dreamstime) rioration in performance or failures occur. This condition monitoring system is al- ready being used on conventional passen- ger trains. Sensors are attached to the bear- ing and continuously record parameters such as speed, vibration and temperature. The values are compared with reference data that NSK has gathered. The system allows operators to move away from conventional time-based maintenance procedures, where bearings are replaced after a de ned operat- ing time or distance regardless of their con- dition. Instead, they can now be replaced when required. NSK expects more and more manufacturers and operators of rail vehicles to employ this system as the advantages in terms of increased safety and the cost sav- ings resulting from longer maintenance in- tervals are obvious. Developments like this have made NSK the market leader in Japan for roller bearings for rail vehicles. Operators of high speed trains worldwide also rely on the company’s expertise and product range. More than FIGURE 7: N700 series Shinkansen trains have been in use since 2007 – at speeds of up to 50 % of roller bearings that NSK produces for 300 km/h (Photo: iStock.com/winhorse) rail vehicles are used outside Japan. ◀
16 ETR | INTERNATIONAL EDITION | 1/2018 www.eurailpress.de/etr Track maintenance
50 years’ experience with ballasted track on Tokaido Shinkansen
In 2014, the Tokaido Shinkansen celebrated its 50th anniversary. Up to 1986, the former Japan National Railways (JNR) was responsible for the rail network. Since the privatization in 1987, the Central Japan Railway Company (JRC) has been operating the high-speed train. Track maintenance and the progress in tamping workload are of particular importance for the company.
1. OVERVIEW OF THE ogies and experiences. And they concluded Dr. Eng. Masahiro Miwa TOKAIDO SHINKANSEN 1, 2 that ballasted track could be used and also Manager – Central Japan Railway economically maintained even under higher Company, Technology Research The Tokaido Shinkansen, which was the speed conditions. and Development Department Gernneral Technology Division world’s rst high-speed rail, was com- Also the need of slab track was discussed. [email protected] menced operations by Japan National Rail- However, slab track did not have to be re- ways (JNR) in 1964. Then, in 1987, those quired. operations were inherited by Central Japan Railway Company (JRC). JRC owns the whole railway system, including civil engineering 3. TRACK MAINTENANCE IN THE ERA adding water drainage facilities and consoli- structures, tracks, electric and signaling sys- OF JNR dation action of repeated load of train pass- tem, and rolling stock. Characteristics and ing. performance of the Tokaido Shinkansen are Changes in tamping workload, daily train After that, replacements of 50 kg rails with overviewed as follows; number and train speed in about 50 years 60 kg rails were conducted (FY1972-1981). are shown in Figure 1. Track maintenance However, a large volume of tamping work Safety and Reliability from 1964 to 1986 is described here. This pe- was still needed. → No passenger fatalities or injuries due to riod means era of JNR. train accidents When the operation was started, road- → Annual average delay: 0.6 minutes per bed especially on earth structures were not 4. MAINTENANCE CHARACTERISTI train (FY2014) stabilized enough. For this reason, huge CALLY CONDUCTED BY JRC workload on tamping was needed. As the Mass Transportation roadbed was stabilized in about ve years, JRC commenced operations in April 1987 → High frequency: 350 trips per day in av- the tamping workload decreased obviously. upon the privatization and break-up of JNR. erage The roadbed stabilization was conducted by As shown in Figure 1, daily train number has » → Large capacity: 1,323 passengers per sixteen-car trainset → Ridership: 431,000 passengers per day, 157 million passengers per year (FY2014)
Environmental Adaptability v 210 km/h 220 km/h 270 km/h
→ Low energy consumption, low CO2 emis- sions → Low wayside noise → Small ground vibrations along high- Manual Tamping speed lines (Axle load: 11.2 tonnes) Tamping Machine Daily train number Daily train number
2. PRIOR TRACK R&D ON TRACK workload [km] Tamping
More than 50 years ago, before the construc- tion of the Tokaido Shinkansen, operating speed of Japan’s conventional lines were about 100 km/h. The highest speed in other countries’ was 160 km/h. Japanese engi- neers at that time researched and developed about track based on these proven technol- FIGURE 1: Changes in tamping workload, train speed and daily train numbers www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2018 17 Track maintenance )/mm] )/mm] 2 2 Increase Increase [(m/s Increase Increase [(m/s Increase
Spatial Frequency [1/m] Spatial Frequency [1/m] Frequency [Hz]
(a) Vehicle Response (b) Human Sense Factor (c) Resultant WeightingFactor
FIGURE 2: Weighting factor for riding comfort management
FIGURE 3: calculated from track irregularities ltered PSD of rail surface with Figure 2(c) are used for track mainte- Before Quality Management roughness After Quality Management nance planning. It is called as Estimated Rid-
/Hz] ing Comfort Level. 2 When track maintenance is conducted, Restored Track Irregularity value is used for lining work. Restored Track Irregularity value has at amplitude for wide wave length from 6m to 100 m. Therefore, track irregularities PSD of rail surface roughness [mm roughness from shot to long wave length are corrected with this maintenance work. Then riding comfort level is improved signi cantly. At the same time, dynamic lateral force associ- Frequency on train speed of 270 km/h [Hz] ated with lateral and yaw vehicle motions are decreased. In the result, workload of lining is also decreased. Tamping work is planed and conducted in a similar way, and is reduced. been increasing from past to present, and vibration modes, and generates dynamic train speed has been also increased (max. forces which act on track. JRC conducts speed: 285 km/h since 2015). However, tamping/lining works for improvements in 4.2. RAIL QUALITY MANAGEMENT tamping workload has been decreasing or vehicle riding comfort. An example of the roughly at. The reasons why this situation alignment management is described be- JRC conducts two kinds of rail quality man- can be achieved are described below. low[3]. agement. One is longitudinal surface rough- A typical vehicle response to track align- ness related to dynamic wheel load. The ment is shown in Figure 2(a). Human sense other is cross-section re-pro ling related to 4.1. TAMPING/LINING CONCERNING factor of lateral vibration is shown in Fig- dynamic lateral force. VEHICLE REACTION ure 2(b). Resultant weighting factor which Figure 3 shows Power Spectral Density is derived from multiplication of Figure 2(a) (PSD) of rail surface roughness before and Railway vehicle generally has some natural and 2(b) is shown in Figure 2(c). RMS values after the quality management[4]. Its lateral
New Rail Profile Target Profiled Rails New Rail Profile )2/Hz] 2
Target Grinding Profile ration [(m/s Vertical Position [mm] Vertical PSD of lateral body accele- Lateral Axis [mm] Frequency [Hz] FIGURE 4: (a) Rail Profile (b) PSD of lateral body acceleration Rail prole man- agement
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FIGURE 5: High-Speed Track Inspection Train “Doctor Yellow”
Pantograph Observation Observation Pantograph (measuring) window window (current collection)
Bogies for track geometries Bogies for track geometries
axis shows frequency which is calculated and target grinding pro les, respectively. described previously, high-performance from relation between rail roughness wave Figure 4(b) shows PSD of lateral body accel- machinery is absolutely necessary. Heavy length and wheel load variation of vehicle eration of the vehicle running on these two machines for ballast tamping, distributing traveling at a speed of 270 km/h. The most rail pro les. Black and blue lines show PSD stabilizing and rail grinding are customized dominant peak about 30 Hz is caused by running on new and target pro led rails, re- JRC’s some speci c needs and imported rail roughness originated with manufactur- spectively. When cross-section re-pro ling from Europe. High-accuracy track inspection ing process. This peak has been decreased is conducted, the dominant peak around train is also absolutely necessary. Figure 5 with quality management performed by 3 Hz is decreased obviously. In the result, shows the high-speed inspection train used rail suppliers. PSD higher than 40 Hz has dynamic lateral force acting on track is also for the Tokaido Shinkansen called as Doctor been decreased with rail grinding work. decreased. Yellow. Trough these rail quality managements, dy- namic wheel load acting on track has been reduced. 4.3. HIGHPERFORMANCE MACHINERY 4.4. VEHICLE WEIGHT REDUCTION Figure 4(a) shows rail pro les of their up- per part [5, 6]. Black and blue lines show new For the high quality track maintenance as Figure 6 shows the history of Tokaido Shin- »
FIGURE 6: 1964 1985 1992 1999 2007 Changing of the rolling stock 2006.3 Analog Train Protection System (TPS) Digital TPS
1. Generation of rolling stock 2. Generation of rolling stock
– Aluminum Car Bodies – Steel Car Bodies – Bogie without Weighing Beam – Conventional Bogie – Induction motor (VWF control) – DC motor – Regenerative brake
Series 0 Series 100 Series 300 Series 700 N700A
Vehicle Weight 972 tons 925 tons ca. 710 tons Max. Axle Load 16,0 tons 15,1 tons ca. 11 tons Operating Speed 210 km/h 220 km/h 270 km/h 285 km/h* 300 km/h*
* Sanyo section www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2018 19 Track maintenance
FIGURE 7: PSD of wheel load 10 /Hz] 2 * Peak value around 30Hz caused by rail 1 roughness (see paragraph 4.2. and Fig. 3) and/or vibration modes due to wheel rotation 0,1 * Before rail quality management
0,01 2.1 tons
PSD of wheel load [kN 1.5 tons 0,001 0 20 40 60 80 100 Frequency [Hz]
kansen’s rolling stocks. Rolling stocks are nology R&D Department (KOMAKI Research → Track engineers’ strenuous eorts separated into two generations. First gen- Center) has been pursuing two principles; → Technological research and develop- eration rolling stocks have heavier axle one is to solve the issues of ensuring safe ment, especially considering vehicle load, running with slower speed. Second and reliable transportation in the railway track interaction generation rolling stocks have lighter axle industry, and the other is to pursue the tech- → Highly systemized management with load, running with faster speed. The sec- nological development that will support computer and work with higher per- ond generations have been developed for our future in middle and long-term point of forming track maintenance machin- speed-up of Tokaido Shinkansen. At that view. ery. ◀ time, signi cant weight reduction has been In the KOMAKI Research Center, R&D for conducted in order not to increase ground reasonable track maintenance and vehicle References vibration and track maintenance. The heav- weight reduction as described previously [1] http://english.jr-central.co.jp/company/ir/factsheets/_ pdf/factsheets2015.pdf ier rst generation rolling stocks have re- have been conducted without interrup- [2] http://english.jr-central.co.jp/company/ir/annual- tired before 2003. Now, all rolling stocks are tion. report/_pdf/annualreport2015.pdf [3] Y. Naganuma and H. Takai: Track maintenance method lighter weight second generations running considering dynamics of Shinkansen rolling stock, RTRI with faster speed. Report Vol.9 No.9, pp.37-42, 1995. (in Japanese) It can be easily understood that axle load 6. SLAB TRACK IN JAPAN [4] T. Otake, et al.: Management on shortwave longitudinal track irregularities for suppressing wheel load variation lightning eects track maintenance reduc- in high-speed railway, Journal of JSCE, in press. (in Japa- tion. As describing below, lightning of un- As well as ballasted track on high-speed nese) [5] M. Miwa, et al.: Maintenance and Management of High- sprung-mass of vehicle is also very impor- lines, Japan also has about 40 years of prac- Speed Railway Track Considering Vehicle/Track Interac- tant. Figure 7 shows PSD of wheel load [7]. tical experience with slab track. Initial con- tion, WCRR 2013 (USB Memory), 2013. [6] M. Miwa, et al.: Rail Grinding for Shinkansen in Consid- Red and blue lines show PSD of heavier struction cost of slab track nearly equals to eration of Wheel Contact and Vehicle Dynamics, J-Rail unsprung-mass (2.1 tonnes) and lighter that of ballasted track. Maintenance cost of 2012, 2012. (in Japanese) slab track is much cheaper than that of bal- [7] M. Miwa and T. Funada: High speed running test and the unsprung-mass (1.5 tonnes), respectively. new testing equipment for wheel/rail dynamic interac- Lightning of unsprung-mass eects on re- lasted track. Therefore, newly constructed tion, WCRR 2003 (CD ROM), 2003. duction of dynamic wheel load acting on Shinkansen lines in Japan have adopted slab track for wide frequency. Unsprung-mass track for almost the entire length. of the second generation rolling stocks are So, how about replacing the Tokaido Shin- lighter than the rst generations. kansen’s ballasted track with slab track? It is unrealistic, because of account of the overall economical eciency, and diculty in per- 5. KOMAKI RESEARCH CENTER forming such work while daily train opera- tion is ongoing. Therefore, we will continue Since the company commenced opera- in our endeavor to make further advances tions in 1987, JRC has actively promoted with ballasted track on the Tokaido Shin- R&D activities for ensuring safe and relia- kansen. ble transportation, enabling faster speeds, enhancing transport service, and reducing costs. 7. CONCLUDING REMARKS In 2002, the General Technology Division was established in order to approach various JRC has developed ballasted track mainte- technology issues in a more integrated and nance on the Tokaido Shinkansen success- comprehensive manner. Since then, Tech- fully accomplished with;
20 ETR | INTERNATIONAL EDITION | 1/2018 www.eurailpress.de/etr Digitalisation
Point diagnostics with DIANA – when infrastructure goes online
Digitalisation of infrastructure as an industrial necessity and a support tool for predictive maintenance strategies.
▶ With its “Future Rail” programme, DB AG point changing and reliable reaching of the Dipl.-Ing. (FH) Michael Hampel is consistently focusing all its activities on end position are fundamental requirements Technology and System Manage- ment – Points, DB Netz AG, Berlin customers. The key aims of Future Rail are for high availability railway operations. michael.hampel to eliminate annoyances, increase quality The points are switched by electric point @deutschebahn.com and punctuality and make the rail system machines and connected transmission rods. the rst choice for customers. Fault-free sys- The setting and condition of all moving parts, tems are an essential requirement to ensure the condition of the lubrication and weath- punctual train operation. As part of a pack- ering can all have a signi cant in uence on M.Sc. Gabi Rees age of measures, DB Netz AG has decided the required adjusting force. If the machine Track/Points Maintenance Management Consultant to t its essential points with point machine is no longer able to apply the required ad- DB Netz AG, Frankfurt diagnostics. Continuous electronic monitor- justing force, the points do not reach the [email protected] ing of the point machines enables machine end position. The line cannot be adjusted faults to be detected early and appropriate and the signal cannot be set to clear. Inter- counter measures initiated. By 2020, point ruptions in operational procedures and train machine diagnostics will have been rolled delays are the inevitable consequence. Dipl.-Wirtsch.-Ing., MBA Christina Brandes out to a total of 30,000 points, making it one The stiness of the points leads to an Head of Programme Manage- of DB’s biggest digitalisation programmes. increasingly high adjusting current in the ment – Digital Control and Safety point machine. The principle of point ma- Engineering, DB Netz AG, Frankfurt chine diagnostics is based on the contact- christina.brandes@deutschebahn. POINT MACHINE DIAGNOSTICS WITH less measurement of the current in the sig- com DIANA PRINCIPLE nal boxes. This is done by clamping specially developed sensors in the cable end rack a special rack with pre-installed sensors. The Points are subject to high stresses and can onto the existing machine power cables or current measurement is contactless and be switched up to 170 times a day. Fault-free running the machine power cables through reactionless. The sensors for the points are »
DB AG/ Uwe Miethe
www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2018 21 Digitalisation
DIANA DIAGNOSTIC PLATFORM USE
In close cooperation with InfraView GmbH from Mainz (a subsidiary of Mainz Univer- sity), a web-based diagnostic platform was developed, with an Oce version that users can call up on a PC. On site at the points, em- ployees can access DIANA as an app on their mobile device. In principle, systems from dif- ferent manufacturers can be integrated into DIANA. After logging into DIANA the user will see the points assigned to them, based on their function and their duties. They are displayed in a list view, which can be individually grouped. The points list also shows the status col- ours assigned to the points locations. Green – meaning everything is OK or the points FIGURE 1: The gure shows the adjusting current and reference curve (green) for a point only show a slight variation – has a low cur- switching operation over the adjustment time. rent delta compared to the reference curve. If this variation increases later in the chang- ing operation and exceeds a higher thresh- connected directly to the DB Netz IP net- separately for the two point changing direc- old value de ned in the system rules, the work using a universal junction box. For each tions and describes the maximum machine points are assigned fault status, represented switching operation, the measured current current (failure limit). by amber. Following the trac light logic, progression curves are displayed in real time The maximum machine current is deter- the fault can develop and move from amber in the DIANA digital diagnostics and analysis mined using what is known as the 4 mm fault status to red status, which means the platform developed by DB Netz and Mainz probe. The 4 mm probe is used to simulate points have a fault and are no longer avail- Technical University and evaluated com- an end position fault caused by a foreign able. This fault is to be avoided by looking at pletely automatically. body between the switch tongue and stock the condition between “points available” and A complete point switching operation is rail. The machine presses the switch tongue “points fault” and dividing the amber fault recorded as a current curve over the total ad- against the obstruction and nally runs into status by an additional system status. justment time and passes through six phas- the slip clutch until the signal box shuts The most important area for diagnostic es during this time. These six phases (Fig. down the machine. The resulting current is evaluations is in green and amber statuses, 1) are named after the sections of a switch stored as the upper current limit in the DIANA as this is where there is the most time to act tongue’s movement in DIANA. In addition to system. before a fault event, and the user still has an the unlocking and locking phases, the ac- In addition to the switch-on time and opportunity to exert an in uence using fault tual adjusting operation for the two switch maximum adjusting current parameters, a messages specially developed for DIANA. Ad- tongues by the slide chairs or the switch roll- third important variable is also involved in justing current curves are thus studied for ers is recorded in two further phases of the the diagnostic process. In order to be able to changes in current and adjusting time and change. The nal two phases to mention are evaluate adjusting current curves in terms of diagnosed using the freely adjustable sys- the point machine switch-on and switch-o stiness, a reference curve is required, which tem rules available in DIANA. phases, although these are considered to is to be set according to the switching direc- From the perspective of a fault event, the be insigni cant in terms of the mechanical tion in the same way as Imax,. These refer- adjusting current curves must be examined switching movement. ence curves are the averages from several for variations before the event and the sys- Together, the four mechanical phases switching curves that represent both a re- tem rules adjusted. The “Green Plot” visu- make up the core adjusting time for a producible quality and steady, operationally alisation tool provided by DIANA (Fig. 2) can complete points change. Additionally, the stable points changes. support this process as it allows a long-term switch-on phase is preset to 0.4 s based on Each time the points are changed, the view over multiple successive point switch- experience from eld testing. If a point ma- dierence between the currently required ing operations. The diagnostic system there- chine requires an extended switch-on time, adjusting current and the failure limit Imax fore allows the current condition of the sys- which is possible with an electro-hydraulic is determined and evaluated against the tem to be estimated by prompt comparison point machine for example, there is an op- dierence between reference current and of current data with stored reference data tion in DIANA to adapt the switch-on phase Imax. Using calculation algorithms stored and historic information. accordingly. in DIANA, which are known as the system The switch-on time is thus one of three rules, DIANA evaluates the individual phases required settings for each machine as part independently of one another and issues a POINT MACHINE DIAGNOSTICS ROLL of point machine diagnostics which enable diagnostic message if the threshold value is OUT points to be diagnosed. In addition to the exceeded. The diagnostic messages can be switch-on time, plausible representation viewed in the system and can also be pro- Fitting the system to 30,000 points in just of the maximum adjusting current Imax is vided to assigned users at the same time by ve years calls for stringent management. important. This current must be recorded e-mail or text message. Alongside a central project team, regional
22 ETR | INTERNATIONAL EDITION | 1/2018 www.eurailpress.de/etr Digitalisation
FIGURE 2: Green Plot visualisa- tion tool for long- term diagnostics analysis
coordinators have been appointed to imple- To supplement this, a checklist has been ensure a high quality, 145 employees from ment the roll out locally in conjunction with created for each of these seven milestones, the inspection teams have been trained for the installation teams. As the diagnostic which has to be completed alongside the this task in advance. hardware is installed at each signal box and work relating to point diagnostics. This Milestone 4 “Signal box ready” veri es that not on each set of points, around 1800 sig- checklist enables the key speci cations to be all site preparations are complete so that the nal boxes are to be tted with the diagnostic documented and records the progress of the installation of the diagnostics hardware (mile- system between 2016 and 2020. A system of work. Not every measure follows the same stone 5) can begin. After successful installa- milestones has been developed (Fig. 3) to procedure. They depend on the speci c local tion, commissioning can be carried out and monitor the measures at these signal boxes. conditions in the signal box. For this reason, the measure reaches milestone 6 “Diagnostics Each measure passes through seven mile- milestone 2 “Site inspection carried out” is a ready”. This means that the points relevant for stones before it is nally completed. key prerequisite for subsequent activities. To the roll out at the aected signal box are con- »
Before achieving full operational capability, each signal box has to pass 7 milestones
Site inspection Site inspection Planning Installation Completion of preparation carried out (sig- completed completed measures nal box and IP)
Site preparation Commissioning completed Diagnostics ready Signal box ready
FIGURE 3: Milestones for point diagnostics roll out
www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2018 23 Digitalisation
Anomaly is Action required Systematic job Performance Con rmation displayed processing in SAP of diagnostics of measures inspection
FIGURE 4: Schematic process for handling of diagnostic messages
nected to the diagnostic platform and a ref- ernment funds based on actual technical presentation of the role concept and the di- erence curve, a theoretical maximum current requirements. agnostic process, and an initial overview of and the switch-on time have been stored. Therefore, DB Netz has developed a new, the DIANA platform user interface. The second To ensure a smooth process, 115 employees generally applicable diagnostic process. This module is based on this and is attended by from the installation and commissioning is designed to ensure that diagnostic inspec- a pre-selected group from the LST depart- teams have been trained. tions are performed, regardless of the sys- ment. These participants are designated Before the measure is completed at mile- tem types. The intension is that the system as multipliers. On the one hand, they are stone 7, which can be up to six months after manager or a designated representative will the rst users of point machine diagnostics milestone 6, activities such as the handover scan the systems assigned to them in the and, on the other hand, they will instruct to the system manager, performance of the diagnostic system and assess any resulting colleagues in their own areas as part of the 4 mm probe and, following this, any adjust- anomalies. The process thus represents the third module. The second module, therefore, ment of the three basic settings, storing in entire sequence of activities from the crea- consists of practical training, in which partic- technical system management and com- tion of a message to repair and commercial ipants learn how to use the system and the mercial completion are to be completed. processing (Fig. 4). adjustment options. A summary of the rst Central procurement of the diagnostic In the case of point machine diagnostics, two modules provides the content for the hardware is necessary to ensure the supply this means assessment of the current pro- third module. of materials throughout Germany. Like other gression curves. Because of their expertise The kick o events for point machine di- LST materials, call-o from the manufacturer and knowledge of local conditions at the agnostics have been taking place since Oc- and storage at the signal plant in Wuppertal points, the responsible expert on site de- tober 2016 and over 800 employees have must be ensured. From there, materials are cides whether preventive measures are to already attended. The forthcoming expan- shipped to the seven regional areas. be initiated and, if so, which. Two new di- sion of expertise in using diagnostics and Despite the numerous issues, thanks to agnostic messages have been generated in ongoing support for the changes are key constructive cooperation between the re- the SAP R/3 network for this purpose. They points of the project. To meet these require- gions and the central departments, solutions primarily dier in terms of their processing ments there are numerous facilities availa- have repeatedly been found and the inter- priority (stackable or non-stackable anoma- ble to the users, such as national forums for mediate target of 5000 points on the plat- lies). To dierentiate them from the existing sharing experiences, tutorials, and includ- form by 2016 has been exceeded. At the end inspection and fault resolution jobs in the ing point machine diagnostics as a topic in of 2016, 6698 points had reached milestone SAP R/3 network, a new job type has also the functional training of employees in the 6. In 2017, the rollout has been proceeding been developed for diagnostics. This is used coming years. consistently since the beginning of the year. to initiate an inspection and minor defect As well as the increase in points at milestone resolution from a diagnostic message. 6, the focus this year has increasingly been OUTLOOK on completing the measures (milestone 7) in the rst signal boxes. CHANGE MANAGEMENT AND TRAIN The introduction of point machine diagnos- ING CONCEPT tics at 30,000 points in the DB network marks the beginning of digitalisation in track sys- INTEGRATION OF DIAGNOSTICS INTO The proper use of point machine diagnostics tem management. Point machine diagnos- THE DB PROCESS ENVIRONMENT using the DIANA platform and the importance tics lays the foundation for the continuous of diagnostics from a corporate perspec- monitoring of systems using sensor data and In addition to development and large-scale tive have been outlined in training sessions. is a prerequisite for predictive maintenance. roll out of the diagnostic system, the appro- Around 4500 maintenance employees from To make consistent use of the potential of priate conditions for using the system have DB Netz have received this training. Because sensor data for track system management, to be put in place. of the high number of employees needing other applications are already being tested. Diagnostics is a new component of main- to be trained within a short time, a staged They include the monitoring of point heat- tenance as part of the digital revolution and model was chosen. It is made up of three ing and acceleration sensors for measuring has to be integrated into the overall struc- modules and is based on the train the trainer component stresses. ture. Point machine diagnostics is contribut- principle. Digitalisation is a huge opportunity for ing to the trend towards predictive mainte- The rst two modules are initially provided track system management, particularly nance and, at the same time, is in uencing together at a two-day kick-o event at site bearing in mind the widely diering systems inspection, servicing and repair activities. level for DB Netz’s 34 production sites. Em- and the personnel-intensive inspection and The information obtained from the diag- ployees from control and safety engineering repair processes used on systems that have nostic system can be used to determine the (LST) department and superstructure de- not been digitally connected to date. At the optimum time for replacement of the points. partment are invited to the rst module. The same time, however, it is a huge challenge The optimised reinvestment times subse- content includes the rationale, objectives that operators and suppliers will have to face quently lead to more ecient use of gov- and bene ts of point machine diagnostics, up on an interdisciplinary basis. ◀
24 ETR | INTERNATIONAL EDITION | 1/2018 www.eurailpress.de/etr Iran-Europe Transport Corridors
Iran-Europe Transport Corridors
Within the last few years Iran has demonstrated its strong political will to re-emerge as regional trans- portation hub. The country’s eort to improve its physical connectivity and to become a center-piece for regional supply-chains has been spearheaded by an ambitious development plan for the Iranian railway sector that has been dubbed “Iran’s railway revolution”.1
1. INTRODUCTION In 2017, further progress has been Tim Banning Alumnus der Hertie School of achieved on this path; In January, the Ira- Governance, Berlin With currently 7,500 km of railroad under nian parliament adopted a bill that allocates [email protected] construction, the declared goal is to extend a xed share of 1 % of national oil-driven the national railroad network from less than revenues to connectivity projects in the Ira- 15,000 kilometers today up to approximate- nian railway sector. In this context Kheirol- ly 25,000 kilometers by 2025.2) According to lah Khademi, deputy minister of roads and ocials of Republic of Iran Railways (RAI), urban development, expressed his convic- Lukas Mani Bid-Manager Sales, Stadler Rail the expansion will not only produce almost tion about the role of connectivity projects Management AG, Switzerland 12,000 km of new railroad, but also consid- for Iran’s economy: “I believe we should do Student MSE, Zurich University of erable progress in the elds of electri cation away with the oil-dependent economy and Applied Sciences (ZHAW), Zurich, and double-track lines.3) turn to transit-driven economy […] Transit Switzerland In 2017 Iran has achieved considerable can be a replacement for oil revenues.”5) To- [email protected] progress on its national connectivity agen- gether with an additional multi-billion USD da. This article rst reviews major milestones funding stream for RAI, the recent develop- reached in 2017. It then discusses the wider ments are judged by some as foreshadowing strategic context of Iran’s corridor develop- a “new era of railway investment” in Iran.6) Qazvin-Rasht-Astara railway route, a criti- ment programs and concludes with an anal- A potential roadblock to Iran’s connectiv- cal link in the so-called International North ysis of potential routings between Iran and ity vision is its lack of foreign investment South Transport Corridor (INSTC). The INSTC Europe. ows, which have failed to reach anticipated is an intermodal freight corridor that is main- levels after the relief of international sanc- ly sponsored by India, Iran, Azerbaijan and tions in 2016. In its 10/2017 economic out- Russia. The missing part between the two 2. IRAN’S CONNECTIVITY AGENDA IN look for Iran the World Bank highlights the Iranian cities of Qazvin and Rasht is expected 2017 REVISITED absence of a complete integration of the to become operational by March 2018 and Iranian banking sector into the international construction for the nal linkage between Like other oil-exporting states, Iran is seek- banking system and continued uncertain- Rasht and Astara will start in 2018.9) Moreo- ing to reduce its heavy-reliance on oil and ties regarding full implementation of the ver, together with the Baku-Tbilisi-Kars rail- gas exports by diversifying its economy. Joint Comprehensive Plan of Action as the way (BTK), completed in October 2017, the Since President Rouhani took oce in 2013 two main reasons for the shortfall in interna- Qazvin-Rasht-Astara railway route will inte- the Iranian railway sector has pro ted im- tional investment.7) grate Iran even further into the network of mensely from government investments. In light of these challenges, comple- rail corridors that are being developed un- As a result, the share of rail cargo has in- tion of the cross-border link from Astara in der the umbrella of China’s Belt and Road creased from 8.5 % to 12 % in overall cargo Azerbaijan to Astara in Iran in March 2017 is Initiative (BRI). volume during the period from 2013 to especially worth mentioning.8) The newly- 2017. RAI sources expect it to climb up even constructed 82.5 meter long dual-gauge further, reaching a share of 30 % by 2022.4) (1520 mm and 1435 mm gauge) bridge 3. THE STRATEGIC CONTEXT OF The Iranian government has con rmed its over the Astarachay River is the second rail IRAN’S CORRIDOR DEVELOPMENT determination to realize this rapid develop- border-crossing between the two countries. ment by integrating railway investments The completion of this single project was of In fact, the purpose of Iran’s rail sector devel- into its sixth ve-year development plan for strategic importance for regional corridor opment becomes much clearer with a view the period of 2016 to 2021. developments; It is the rst segment of the to its integration into a network of regional transport corridors. Iran’s geographic position oers potential corridor routings that could 1) https://asia.nikkei.com/Viewpoints/Jon-B.-Alterman- 5) https://financialtribune.com/articles/economy-busi- and-Jonathan-Hillman/Iran-s-railway-revolution-aims- ness-and-markets/56738/railroad-expansion-assured link the Persian Gulf and the Gulf of Oman in at-expanded-trade-investment 6) http://www.railwaygazette.com/news/policy/single- its south with the landlocked Central Asian 2) http://www.presstv.com/Detail/2016/02/10/449526/ view/view/oil-funds-to-support-a-new-era-of-rail-in- Iran-transportation-rail-Italy-deal-FS vestment.html states, Russia, China and with Europe. 3) http://www.globalconstructionreview.com/markets/ 7) http://www.worldbank.org/en/country/iran/over- how-islamic-republic-set-become-land-br8i8d8ge/ view#1 9) https://financialtribune.com/articles/economy-busi- 4) https://nancialtribune.com/articles/domestic-econo- 8) http://www.railjournal.com/index.php/freight/azerbai- ness-and-markets/75966/north-south-corridor-to-be- my/59784/share-of-rail-in-irans-cargo-transport-rises jan-inaugurates-new-link-to-iran.html?device=auto come-operational-by-march-2018 » www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2018 25 Iran-Europe Transport Corridors
FIGURE 1: Eurasian corridor development, overview
This is why China is channeling one of its in 2015.12) During his Iran visit in 2016 They make use of two routings; there is a six proposed BRI-corridors, the so-called Chinese President Xi Jinping announced direct routing via Kazakhstan, Uzbekistan “China – Central Asia – West Asia Corridor”, that – partly due to Chinese infrastructure and Turkmenistan and secondly a recently through Iran. Chinese interests in Iran’s investments – Sino – Iranian bilateral trade opened routing along the Caspian Sea corridor development come along with volume could increase tenfold during the (Uzen – Serhetyaka – Bereket – Etrek – Gor- visible investments into Iran’s rail infra- next decade.13) gan). The map below displays the present structure. In July 2017, for example, China What adds to Iran’s importance for China’s state of rail transport along the corridors EximBank entered into a 1.5 bn USD loan BRI-corridors, is the fact that capacity limits and its cross-border bottlenecks. The thick- agreement for financing the electrifica- have been reached at several cross-border ness of lines illustrates the volume of trac. tion of the 926 km Tehran – Mashhad main bottlenecks on the northern routes of the The INSTC, the second emerging transport line, a project that will help to increase the BRI. Already in spring 2017 shortages at the artery crossing Iran, is the second focal point routes maximum speed to up to 120 km/h border Malaszewicze/Brest (Belarus/Poland) of Iranian rail investments. The planned mul- for freight trains (250 km/h for passenger have been reported. According to dier- timodal corridor is envisaged to connect trains) and its yearly freight capacity to ent sources, between 50 and 100 14) 15) trains Mumbai via shipping to Iran’s Ports in Cha- 10 million tonnes.10) Chinese companies, from and to China cross this border every habar and Bandar Abbas. The northern part lead by the China Railway Group Limited week. Together with the opening of the of the corridor will link Iran via Azerbaijan (CREC), are also constructing the 375 km Baku-Tbilisi-Kars railway, such capacity limits to Moscow. With the opening of the cross long Tehran-Qom-Isfahan high-speed rail- increase the strategic role of trans-Iranian border bridge from Astara (Azerbaijan) to road.11) The landmark project of China’s rail corridors. Already today, freight trains Astara (Iran) in 2017 the INSTC gained new engagement in Iran might be a high- run from several cities in China to Tehran. 16) momentum. speed connection from Urumqi to Iran Various other projects are underway in for which plans have first been proposed 12) http://www.chinadaily.com.cn/china/2015-11/21/con- Iran that have the potential to boost new tent_22506412.htm patterns of regional trade. For example, lines 13) https://www.foreignaffairs.com/articles/2016-02-15/ 10) http://www.railwaygazette.com/news/infrastructure/ new-arms-race are being developed to connect Iran with single-view/view/tehran-mashhad-electrication-loan- 14) U. L. Company, Interviewee, New Silk Road Trains. [Inter- Basra in Iraq and with Herat in Afghanistan.17) signed.html, http://www.globalconstructionreview. view]. 20 6 2017. com/markets/how-islamic-republic-set-become-land- 15) http://www.xinhuanet.com/english/2018- Clearly, the country seeks to leverage its geo- br8i8d8ge/ 01/02/c_136867206.htm 11) https://nancialtribune.com/articles/economy-domes- 16) https://financialtribune.com/articles/domestic-econ- tic-economy/68698/china-finances-tehran-isfahan- omy/79577/three-freight-trains-due-in-tehran-from- 17) https://reconasia.csis.org/analysis/entries/irans-railway- high-speed-railroad china-this-week revolution/
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FIGURE 2: Present state of rail transport along corridors
strategic position “at the cross roads of the costs for railway transport via Iran would A big issue is the greater Istanbul area: East and the West”. Abbas Akhoundi, Iran’s be more difficult to fund. The following The Marmaray tunnel is now in operation Minister of Roads and Urban Development, sections portray and compare potential for four years. The rail connection to both has described his country’s ambition as an routings focusing on aspects of efficiency. networks (Asian and European) will be fin- attempt to become the “the point of equilib- ished by 2018.23) This connection of both rium in the region”.18) sides via rail is basically built as commut- A. ROUTES VIA TURKEY er/subway line. It is still unclear, if freight trains will receive an allowance for the 4. POSSIBLE ROUTES BETWEEN IRAN Several railway routes and freight train use of the Marmaray tunnel. In any case, AND EUROPE connections are operational connecting dangerous goods will not be allowed to Western Europe to Turkey. Infrastructure pass the tunnel and freight traffic will be Despite Iran’s strategic ambitions, rout- has been upgraded recently, e. g. between limited to night times, when there is no ing for freight trains along its emerging Dimitrovgrad, Bulgaria and the Turkish commuter traffic.24) A second railway will transport corridors still faces a host of in- border.19) Nonetheless, on each of the be built in Istanbul connecting the railway frastructural and political challenges. Rail- three possible entry routes to Bulgaria, networks of its Asian and European part. It way systems are not homogenous along lines are single-tracked and without elec- will include the new airport and uses the the route and border crossings often come trification.20) combined (rail and road) Yavuz Sultan Se- with a break of gauge or other systemic The alignment of many railways in Turkey lim Bridge, that has been recently opened requirements. Politically, the terrain is no is not bene cial for heavy freight transports. for road traffic. Construction of the railway less challenging. Contested territories, The two main East-West transit routes are has not started yet.25) There is no decision such as Abkhazia, Nakhchivan and Kurdish mountainous and equipped with ramps, so far, whether this line can be used for territories in Turkey are in the close vicin- not electri ed, and mostly single tracked. freight trains or not. The two routes de- ity of the Iran’s transport corridors. The Various projects will improve this situa- scribed would be the only connections for railway routings need to navigate through tion on some stretches. There are existing freight trains to cross from Europe to Asia a region that is marked by inter-state con- plans to connect Bulgaria via Istanbul with on rails without taking a ferry. At present flicts. Tensions between Turkey and Arme- the recently opened BTK railway in Kars by rail transport always includes a ferry pas- nia, Armenia and Azerbaijan and between high-speed lines until 2023 (partially under sage through the Sea of Marmara. Ukraine and Russia are some examples, construction, partially nished).21) While the which could have detrimental or even dis- high-speed line from Ankara to Sivas should rupting effects on Iran’s connectivity. be ready in 2018, construction of the Sivas- At present conditions, the travel time Erzurum-Kars section has not started yet. 22) for a train from Western Europe to Iran will be at least 10 days. While container rates 19) http://www.railjournal.com/index.php/europe/bulgar- on most of Chinese-European trains still ia-completes-modernisation-of-rail-link-to-turkey.html 23) https://www.sondakika.com/haber/haber-ulastirma- 20) Bachelor’s Thesis Lukas Mani denizcilik-ve-haberlesme-bakani-ahmet-10436832/ receive considerable Chinese subsidies, 21) https://www.thefreelibrary.com/Edirne+to+Kars+High 24) https://railturkey.org/2016/03/03/frequently-asked- +Speed+Rail+Line.-a0462384207 questions-about-marmaray-project/ 22) https://www.trenhaber.com/hizli-tren/ankara-sivas- 25) https://www.dailysabah.com/business/2017/06/07/ 18) http://www.presstv.com/Detail/2016/02/10/449526/ erzincan-erzurum-kars-yuksek-hizli-tren-projesi-ne- plan-for-new-high-speed-rail-in-istanbul-waiting-for- Iran-transportation-rail-Italy-deal-FS zaman-h1644.html approval » www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2018 27 Iran-Europe Transport Corridors
i. The only Route without Gauge Change: tion from Tehran to Tabriz will also benefit iii. Via a new Line between Kars and Tabriz Istanbul – Lake Van – Tabriz (Train ferry) this route.29) 2018 2025 2018 2025 ii. Via Baku – Tbilisi – Kars and Astara Km - 5478 Km 5701 5452 + - Only 1435 mm 2018 2025 + Only 1435 mm Only 1435 mm –- Istanbul Km 6180 5941 – Istanbul Istanbul Reload to ferry Reload to ferry + Modern railroads Political tensions Discussions are underway to build a new – Trucking from Reload to Astara 1520 mm standard gauge line between Kars and Ta- This route was used by a weekly passen- Reload to Istanbul briz. Together with the Ankara-Kars high 1520 mm ger train from Ankara to Tehran until it Istanbul speed line, this project would nally com- was interrupted in 2015 due to political plete a high capacity standard gauge rail- tensions.26) More than 1,800 km separate road between Europe and Iran. First ideas Istanbul and Tatvan at the western end of After several delays the BTK railway was put would route this line through Nakhchivan, the Lake Van. From there a rail ferry car- into service by October 2017.30) First freight where already a 1520 mm stretch exists.33) ries the train to Van at the eastern end of trains have been sent along the new track.31) lake. Newly built ferries allow to trans- The BTK is often mentioned as one of the port a 500 m train (four tracks, 130 m in important pieces of the “New Silk Road”32) B. ROUTES VIA RUSSIA length each) in a single ride and one hour Along the whole route modern and new rail- faster than the current ones. In January roads have been built. But still, the BTK is a In fact, routes via Russia are the shortest 2018 test runs of the first ferry have been detour compared to the direct route. Breaks possible ways via rail to Iran. In compari- completed.27) Still in Turkey, the track of gauge in Akhalkalaki and Astara require son with Turkey as transit country Russian heads for the border with Iran at Kapiköy, reloading. railroads are mostly flat, straight, often before reaching Tabriz. With the opening electrified and double-tracked. However, of the Bostenabad – Mianeh railway in at least two transshipments to different 2018, the line to Tehran will be shortened 29) https://www.tasnimnews.com/en/ wagons are required due to the wider CIS news/2017/06/08/1430992/russia-says-ready-to-elec- 28) by 114 km. The announced electrifica- trify-tehran-tabriz-railway-in-iran 1520 mm gauge. 30) https://www.dailysabah.com/deutsch/ 26) https://www.seat61.com/Iran.htm wirtschaft/2017/10/30/baku-tiflis-kars-eisenbahn- 27) http://www.milliyet.com.tr/turkiye-nin-en-buyuk-feri- strecke-in-baku-eingeweiht botu-van-golu-van-yerelhaber-2520468/ 31) https://azertag.az/de/xeber/Gutertransport_von_ 28) https://financialtribune.com/articles/economy-do- China_nach_Europa_mit_BTK_Bahnstrecke_begon- 33) https://www.dailysabah.com/business/2017/06/01/ mestic-economy/79657/irans-6-prioritized-rail-pro- nen-1130459 turkey-seeks-to-build-an-alternative-road-to-baku-tbili- jects-to-come-on-stream 32) https://en.trend.az/business/economy/2849247.html si-kars-railway
FIGURE 3: Possible rail- and multimodal routes between Western Europe and Iran
28 ETR | INTERNATIONAL EDITION | 1/2018 www.eurailpress.de/etr Iran-Europe Transport Corridors
i. The only Route without Leaving Rails ii. Via Russia and INSTC iii. The shortest: Via Ukraine today: Via Kazakhstan and Turkmenistan 2018 2025 2018 2025 2018 2025 Km 5155 5155 Km 5080 5080 Km 6344 6344 + Short Short + Shortest route Shortest route + All on railroad – – Trucking from Astara Reload to – Trucking from Astara Reload – Long route, 1520 mm – Reload to 1520 mm 1520 mm Reload to 1520 mm to 1520 mm Via Kazakhstan and Turk- Political interrupted Political ten- menistan sions? The fastest way in near term will be the us- age of a combination of well-developed Even shorter would be a possible routing via With the inauguration of the Uzen – Serhe- freight corridors in Europe and Asia. The Ukraine. Heading from Poland all the way tyaka – Bereket – Etrek – Gorgan in 201434) TEN-2 corridor (Berlin-Moscow) together through Ukraine to Rostov and further to the on the eastern shore of the Caspian Sea it with the China-Europe train development Caspian Sea coast. This route is the shortest is possible (within an aordable way) to is connected to the INSTC from Moscow to possible route with just over 5000 km. Cur- send trains to Iran. The route is longer than India. The whole length of this line will be rently this railway is threatened36) by ten- the routes via Turkey or Azerbaijan and two further developed and modernized. With the sions in the Donezk region. additional countries (Kazakhstan and Turk- predicted completion of the last stretch be- In future, another short route could pos- menistan) need to be crossed. tween Astara (Iran) and Qazvin35) the line can sibly cross the Crimean peninsula via the be seen as modern freight corridor along new Crimea-Bridge, which is currently under the entire path. Shortcuts to the south of construction,37) and then run along the Black Moscow (starting already in Belarus) cut the Sea Coast (Sochi/Adler) connecting to Geor- distance by some hundred kilometers. The gia via Abkhazia. The railway bridge between line via Briansk and Volgograd is the short- Abkhazia and Georgia is still destroyed, but est possible route, without crossing regions with considerable political risks. 34) http://www.railwaygazette.com/news/news/asia/sin- 36) https://rian.com.ua/story/20170526/1024404112.html gle-view/view/iran-turkmenistan-kazakhstan-rail-link- 37) http://www.maritimejournal.com/news101/marine- inaugurated.html 35) 26 https://www.azernews.az/business/125875.html civils/marine-civils/crimea-bridge-progress »
FIGURE 4: Black Sea ferries and ports www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2018 29 Iran-Europe Transport Corridors
D. IMPORTANT RAILWAY INFRASTRUCTURE PROJECTS FOR IRAN RELATED FREIGHT TRAIN TRAFFIC NOT COMPLETE
Project Country Kind of Project Bene ts Inauguration
Dimitrovgrad – Kapikule Faster connection and more capacity between Railway Bulgaria Railway upgrade Bulgaria and Turkey 2016
Astara – Astara Railway Azerbaijan+Iran New line Border crossing line to Iran 2017
Turkey+ BTK Georgia New line Connection of Turkey and Georgia 2017
Qazvin – Rasht railway Iran New line INSTC completion 2018
Bosetenabad – Mianeh railway Iran New line Reduction of 114 km between Tabriz and Tehran 2018
Tatvan – Van ferry Turkey Railway ferry 500m trains on a single ferry, shorter travel time 2018?
Marmaray tunnel Turkey New line Connection of European and Asian networks 2018?
New high-speed Fast and shorter Railway for both trans-Turkey Ankara – Sivas railway Turkey line routes 2018? Upgrade + Tbilisi – Makhindzhauri Georgia Tunnel Batumi/Poti – Tbilisi route 1 hour faster 2019
Project Country Kind of Project Bene ts Inauguration
Rasht – Astara railway Iran New line INSTC nal gap 20xx New high-speed Fast and shorter Railway for the Istanbul-Kars line Sivas – Erzincan railway Turkey line (construction start 2017/2018) 20xx Erzincan – Erzurum – Kars New high-speed Fast and shorter Railway for the Istanbul-Kars line railway Turkey line (construction start 20xx) 20xx
Edirne – Istanbul railway Turkey Upgrade Faster Service, more Capacity 20xx
Yavuz Sultan Selim bridge Turkey New line 2nd Connection of European and Asian networks 20xx
Tureky+ Iran rail network connection with Turkey without Kars – Tabriz railway Iran New line using a ferry 20xx
Tehran – Tabriz railway Iran Upgrade Electri cation 20xx
Sumgayit – Yalama railway Azerbaijan Upgrade INSTC bene ts 20xx
Hungary+ Budapest – Belgrade railway Serbia Upgrade Shortest way to Istanbul will be even faster 20xx Upgrade + Nis – Dimitrovgrad railway Serbia Electri cation Europe-Turkey all electri ed 20xx
reconstruction has been discussed.38) Due times and costs. A more suitable solution the shortest way with the best infrastructure to several political tensions (Ukraine-Crimea would be the transshipment of containers conditions and the remaining gap between and Abkhazia-Georgia) this route will not be only. Currently, transshipment from Bulgaria Iran and Azerbaijan will be closed soon. operational in the near future.39) to Georgia is faster or equal to the route via In 2018 new ferries on Lake Van should Turkey. Some shippers have already tested this become operational and cargo trains should C. MULTIMODAL ROUTES VIA BLACK SEA solution. In Georgian ports of Batumi and Poti be able to use the Marmaray tunnel. Under containers can be loaded onto the train. Still, these circumstances, and if the political situ- The Black Sea is crisscrossed with railway this option needs an additional transshipment ation in Kurdistan allows for it, a test train ferry connections in both (1435 mm and at the Azerbaijan-Iranian border to trucks or, in could be sent with European and Turkish 1520 mm) gauges. The map on page 29 the future, to 1435 mm gauge. Today, it might wagons from Western Europe to Iran with- gives an overview about the ports and their be more reasonable to use only trucking ser- out leaving 1435 mm standard gauge. modalities. vices between the Black Sea and Iran. Under eciency considerations, the route However, under eciency considerations it via the BTK railway and Azerbaijan is current- does not make much sense to opt for rail fer- E. CONCLUSION ly not the preferred choice, as it requires too ries, if the Black Sea needs to be crossed. This many changes of the modes of transport. option would always entail a break of gauge Today, no optimal route solution exists for However, due to the growing number of at the European coast, thus raising transport freight trains from Europe to Iran. Various railway projects in and around Iran, several routings exist, but each has its own charac- routes are likely to become faster and bet- teristic downsides. If railway is the preferred ter suitable for railway transports in the near 38) http://www.iai.it/sites/default/les/2013_core-policy- brief-5.pdf mode of transport, transport should be di- future. ◀ 39) http://georgiatoday.ge/news/1084/Georgian-Silence- rected via Russia today and in near future. It is as-Russia-Abkhazia-Railway-is-Restored
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