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“Development of a Concept for the EU-Wide Migration to a Digital Automatic Coupling System (DAC) for Rail Freight Transportation”

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“Development of a Concept for the EU-Wide Migration to a Digital Automatic Coupling System (DAC) for Rail Freight Transportation” “Development of a concept for the EU-wide migration to a digital automatic coupling system (DAC) for rail freight transportation” Technical Report: “DAC Technology” for the Federal Ministry of Transport and Digital Infrastructure (BMVI) Invalidenstraße 44 D-10117 Berlin Germany Produced by: Berlin University of Technology Faculty V Mechanical Engineering and Transport Systems Institute of Land and Sea Transport Systems Faculty of Rail Vehicles Edited by: Prof. Dr. Markus Hecht Mirko Leiste, M.Sc. Saskia Discher, B.Sc. Berlin, 29 June 2020 1 Disclaimer In this technical report, the generic masculine form is used to aid readability. Female and other gender identities are expressly included in this context, insofar as this is necessary for the statement. 2 Contents Summary .............................................................................................................................. 5 1. Introduction .................................................................................................................. 6 2. Automatic couplings in RFT around the world ........................................................... 7 National experiences with migration and conversion to the AC .............................. 8 3. State of the art ............................................................................................................ 13 Principles of automatic couplings ......................................................................... 13 Automatic coupling systems in RFT ..................................................................... 16 Installation conditions and support ....................................................................... 31 Electrical power and data lines in RFT ................................................................. 38 4. Challenges in the development of a European DAC ................................................ 42 Degree of automation of the DAC ........................................................................ 42 Guarantee of reliability ......................................................................................... 43 Operating concept for the DAC ............................................................................ 43 Current applicability of the design principles ........................................................ 47 Wagon body integration ....................................................................................... 48 Degree of standardisation.................................................................................... 48 Reduction of distances between vehicles ............................................................ 49 5. State of the research – DAC....................................................................................... 50 Literature ............................................................................................................. 50 Research and development activities .................................................................. 52 6. Legal framework ......................................................................................................... 57 General situation in Europe ................................................................................. 57 Legal requirements for the DAC .......................................................................... 58 Important standards and regulations ................................................................... 66 Requirements for dangerous goods ..................................................................... 67 7. Ensuring compatibility between different AC types................................................. 71 Possible variants of mixed operation in Europe ................................................... 71 Case distinctions for mixed operation without corrective measures ..................... 73 Technical conditions ............................................................................................ 74 Operating conditions ............................................................................................ 75 3 Type 5 – Readiness ............................................................................................. 75 8. Conclusion .................................................................................................................. 76 Literature............................................................................................................................ 78 List of figures .................................................................................................................... 81 List of tables ...................................................................................................................... 83 List of abbreviations ......................................................................................................... 84 4 Summary An analysis of worldwide rail freight transport (RFT) activities shows that no comparable approaches exist for the introduction of a digital automatic coupling (DAC). The couplings currently used in RFT (Janney and SA3) only create the mechanical connection between the wagons automatically. The complexity of automating systems above and beyond this mechanical interface is one of the reasons why no further advances in automation have been achieved in the sector. It is proposed that the European rail freight sector make the direct leap from a screw coupling (SC) to a DAC Type 4. A DAC Type 4 permits automatic coupling of compressed air, electrical power, and data lines, in addition to the mechanical connection. The direct introduction of a fully automatic DAC Type 5, which can also be (automatically) decoupled remotely, is not recommended at this stage. This is to allow the migration to the DAC, and the possible resulting digitisation of RFT, to take place within a realistic time frame. This report compares the properties of established RFT coupling systems with four new developments. Within the framework of the “Shift2Rail” research project “FR8RAIL”, the manufacturer CAF is currently developing a DAC based on the “SA3” coupling that has been used in RFT for many years. The other development projects are based on couplings for rail passenger transport. The manufacturers Voith and Dellner are developing couplings with the Scharfenberg Type 10 profile, familiar from European high-speed trains. The fourth coupling is being developed by Wabtec and is based on the Schwab profile, which is used extensively in regional transport, especially in Switzerland. Before the selection of a coupling type can proceed, the future operating concept must be defined, and the fundamentals of the design updated. This applies, in particular, to the strength and design of the shock absorber. A theoretical evaluation of different AC types conducted in the aforementioned project “FR8RAIL” leads to very similar assessments of modern coupling types. This is positive in so far as all coupling types have a great potential for success despite their different characteristics. During the evaluation, it became clear that a coupling profile would have to be selected independently of the shock absorber. It may also be sensible to combine similar coupling profiles with different shock absorbers, as seen in various applications worldwide. Future tests comparing DACs should therefore consider possibilities for combining different suspension and coupling profile designs. In addition, due to the extremely high reliability requirements, exhaustive testing in carefully designed scenarios is required before the coupling can be selected. An analysis of the legal situation shows that the European legislation is essential for obtaining approval of the DAC. The DAC can be implemented in conformity with TSI. The DAC should be approved independently of the vehicle and already cover the requirements for new interfaces and electrical equipment. According to current plans of the European Union Agency for Railways (ERA), the DAC should be specified as an interoperability constituent within the framework of the TSI revision in 2022. The tasks/costs involved in the registration of new vehicles with DACs will then be identical to those for vehicles with screw couplings (SCs). According to EU regulations, existing vehicles will require a new authorisation for placing in service (APS) after they have been converted. However, this must be avoided as a matter of urgency, as registration documents, especially for older models, are often no longer available or have not been prepared in the detail required today. Intensive clarifications with the ERA and national safety authorities will be necessary to find a solution that ensures the success of the migration to the DAC and the continuing safety of RFT. 5 1. Introduction This report is part of the study for the “Development of a concept for the EU-wide migration of a Digital Automatic Coupling System (DAC) for rail freight transportation”, commissioned and financed by the German Federal Ministry of Transport and Digital Infrastructure (BMVI). The study comprehensively analyses and highlights the technical, operational, organisational, and financial challenges of the migration to the DAC. This report is dedicated to the technical and operational challenges in the run-up to a DAC migration and also analyses the legal framework. Chapter 2 investigates and analyses the use of automatic couplings (AC) around the world. Chapter 3 presents the state of the art in the world of DAC technology. Among
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