Advanced Rail Technology by German Industry & Engineers

ISSN 0013-2845 September 2016

Railway Technology ETR Review INTERNATIONAL EDITION Special

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11832_24 210x297 motiv223_e.indd 1 26.08.16 17:47 S gmar Gabr el

Digital technologies are going to shape transport by rail decisively in future

Germany must take the lead in the digitisation of rail tra c from high-speed trains and sys- if it is to safeguard the extraordinary competitiveness of the tems of local public transport railway manufacturing industry. With sales of around EUR 12 through to detailed solutions billion and more than 50 000 people employed directly by for equipping the infrastruc- it and a further 165 000 employed indirectly, it is one of the ture. There is tremendous vari- most important industrial sectors in Germany. Its long tradi- ety, ranging from the classical tion gives it particularly close ties with our country. construction of tunnels and Amongst the 200 German businesses manufacturing rail- bridges by large civil-engineer- way vehicles and infrastructure there are numerous “hidden ing companies through to dig- champions”. They are making their ital timetable contribution to Germany’s eco- Germany must take the lead in information nomic growth and prosperity and the digitisation of rail traffic if it delivered by also to the creation of good jobs. is to safeguard the extraordinary a smartphone It is only if such companies are app devel- able to work in a propitious, relia- competitiveness of the railway oped by a ble general business environment manufacturing industry. start-up. that it will be possible to safe- As a high- guard the competiveness and innovativeness of this sector. technology country, Germany That is why the German Federal Ministry of Economic Affairs must in future remain a leading and Energy is pursuing a dialogue with the companies and supplier of sustainable mobility workers in this industry. and a leading market for it. That being so, the Federal Govern- The railway manufacturing industry in Germany has a strong ment will continue to support research and development and export focus. It achieves approximately half its sales outside to take action in the political field to accompany the world- of its home market. That is a clear indication of the techno- wide marketing of innovative products and services. logical leadership of German products and their strong com- It is also a contribution to attaining Germany’s tough cli- petiveness. International competition, however, is increas- mate objectives. Transport by rail offers enormous potential ing all the time. That is why it is important for the German for saving CO2 as the backbone of sustainable mobility. manufacturers of railway technology and their suppliers to I trust that InnoTrans 2016 will prove a big success for the be leaders as the next fundamental wave of innovation takes companies and visitors alike, and may the trade fair achieve hold: the digitisation of rail transport. That includes digital everything it is setting out to do. command, control and safety systems, digital electronic interlocking systems, autonomous train control, intermodal Sincerely yours, service platforms, networked logistics, the precise diagnosis of conditions for preventive maintenance and a high level of data security. Transport by rail tomorrow is going to be decisively moulded by these developments, and they are what will bring about its progress. These innovations are going to be on display at the 2016 edition of the world’s leading trade fair for the railway manufacturing industry, InnoTrans in Berlin. Visitors are able to walk around a dedicated set of railway tracks beneath the Berlin Funkturm and directly assimilate the innovations from S gmar Gabr el the railway manufacturers. The trade fair presents everything Federal Minister of Economic Affairs and Energy

www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2016 3 World Rail Market Study Commissioned by UNIFE, conducted by Roland Berger and published by DVV | Eurailpress | Railway Gazette

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forecast to railmarket 2014 2019 study Worldwide Rail Market Study – forecast 2016 to 2021 status quo and outlook 2016

A study commissioned by UNIFE, the Association of the European Rail Industry and conducted by Roland Berger Strategy Consultants

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BU_EW_1614_7460_anz_UNIFE_ERP_182x265.indd 1 22.07.2016 13:41:50 4 ETR | INTERNATIONAL EDITION | 1/2016 www.eurailpress.de/etr Volker Schenk

Digital mobility by rail

Digitisation is creating the best rail mobility ever – even safer, uisite for that, nonetheless, is even more attractively priced, even quieter, even more com- that manufacturers, operators fortable and causing even less harm to the climate. That is a and government must toe the claim made into a living reality by the companies manufac- same line. Germany must be turing for the railways in Germany and the technologies that both a leading supplier and a are theirs. These developments are always clearly centred leading market. It is of decisive on people, and it is they who benet from the technological importance to have both more progress of “Rail 4.0” through social participation and sustain- proactive support for research able mobility. Quite apart from that, transport by rail is indis- and development and political pensable for a modern society the actions ac- basis of which is division of labour. What we now need is for manufac- companying The digitisation of transport by turers, operators and government the endeav- rail is the next wave of fundamen- to do more to toe the same line. ours to make tal innovation. The industry sup- marketplace plying the railways in Germany Germany must be both a leading realities out of occupies a starting position from supplier and a leading market. innovations. which it is capable of taking the What we need lead and staying there. The expres- is an ambitious sion “Rail 4.0” is synonymous with rail crossing the threshold agenda on which the two fit to- into a new age, the digital one. gether like hand in glove. “Rail 4.0” stands for innovative technologies, such as digital This year, the world’s leading trade fair for the industry sup- command, control and safety systems, digital electronic in- plying the railways, InnoTrans in Berlin, is very much given terlocking systems, networked stations, trains able to drive over to the theme of “Mobility 4.0”. There could be no better autonomously, intermodal service platforms, more intelli- occasion for the German Railway Industry Association (VDB) gent logistics, precise diagnosis of conditions, predictive and the DVV Media Group to publish a special internation- maintenance and a high level of data security. al edition of Eisenbahntechnische Rundschau with the title “Rail 4.0” thus stands for the future of transport by rail, for of “Advanced Digital Mobility on Rails”. With its collection of even more climate friendliness, energy efficiency and envi- specialist articles, company portraits and technological de- ronmental compatibility as well as less noise. It stands for scriptions, the magazine gives its readers an insight into how transport by rail achieving an even higher performance and the digital railway “made in Germany” is playing a decisive contributing to greater prosperity. It also means that passen- role in shaping the future. gers travelling by rail find the experience more agreeable and entertaining than ever before and with the promise of a safe journey – wherever they happen to be in the world. “Rail 4.0” stands for industry in Germany creating wealth with the support of digital resources. All of these developments are going to be the predomi- nant characteristics of transport by rail in future. Demand for them is going to grow rapidly, particularly in the major urban centres. The fact is, however, that other regions have also recognised these opportunities a long time ago and are Volker Schenk investing enormous sums of money. Germany and Europe President, have the ability to fare well in this competition. The prereq- German Railway Industry Association (VDB), Berlin

www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2016 5 Contents ETR INTERNATIONAL EDITION

Railway Technology Review September 2016 ▸ Interview Germany has got to invest now Volker Schenk, President, German Railway Industry Association (VDB), Berlin Page 8

Foreword 12 Automation and digitisation as an Digital technologies are going to opportunity shape transport by rail decisively in Wilfried Lorenz, Dagmar Rees future ▸ Publishing house Sigmar Gabriel 16 “Always-on” – modern vehicle IT as a basis for future-oriented passenger Federal Minister DVV Media Group | Eurailpress of Economic A airs and Energy rail operations Postbox 101609, D-20010 Hamburg Ulrich Bock, Nils Seifert, Lars Schnieder Nordkanalstrasse 36, D-20097 Hamburg Page 3 www.eurailpress.de/etr

20 Rail Communication Systems Managing Director/CEO Axel Münch Martin Weber Foreword Digital mobility by rail Publishing Director 24 Reducing noise – a challenge for Detlev K. Suchanek Volker Schenk railway trac +49 40 23714-228 | [email protected] President, German Railway Industry Bernd Asmussen, Bernhard Koch, Association (VDB) Deputy Publishing Director Henning Schwarz Manuel Bosch Page 5 +49 40 237 14-155 | [email protected] 29 Sustainable track greening by locally Managing Editor adapted planning, implementation Dipl.-Volksw. Ursula Hahn and maintenance of track- and +49 6203 661 9620 | [email protected] vegetation systems Technical Translator Christel Kappis, Hendrikje Schreiter Advertiser’s Index Mike Evans ▸ CH-Landquart Balfour Beatty Rail Power Systems GmbH, München ...... 37 33 Semi-automated software Advertising Director Eurailpress Centa Antriebe, Haan ...... 21 documentation for modernised Silke Härtel Ephy Mess Ges. für Elektrophysikalische Meßgeräte mbH, Wiesbaden .42 railway vehicles – a rst-hand report +49 40 23714-227 | [email protected] Gebr. Bode GmbH & Co. KG, Kassel ...... 38 Julian Franzen, Udo Pinders, Ad Sales ETR GHH Radsatz GmbH, Oberhausen ...... 31 Walter Schreiber, Bernd Kuhlenkötter Tim Feindt Knorr Bremse GmbH, Kematen an der Ybbs ...... 35 +49 40 23714-220 | [email protected] Mahle International GmbH, Stuttgart ...... 40 MAN Truck & Bus AG, Nürnberg ...... U2 Marketing Director Markus Kukuk MTM Power Messtechnik Mellenbach GmbH, Frankfurt/Main ...... 25 +49 40 23714-291 | [email protected] Multi-Contact AG, Allschwil ...... 27 Plasser & Theurer GmbH, Wien ...... 00 Grac/Layout TZ-Verlag & Print GmbH, Roßdorf Powerlines Group GmbH, Wolkersdorf ...... 43 ▸ TO THE COVER Schae er Technologies GmbH & Co. KG, Schweinfurt ...... 44 Print Schaltbau GmbH, München...... 7 Grac: DVV Media Group, L. N. Scha rath GmbH & Co. KG, Geldern Siemens AG international, Berlin ...... 15 picture credits: A publication of Voith GmbH, Heidenheim ...... 19 left: RAIL.ONE, Vossloh Fastening Systems GmbH, Werdohl ...... 45 right: DLR,

WBN Waggonbau Niesky GmbH, Niesky ...... 46 below: Fotolia DVV Media Group Deutscher Verkehrs-Verlag

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3%3$37$Q]HLJHB(75BHQJOLQGG INTERVIEW

Germany has got to invest now

The companies manufacturing for the railways in Germany are innovative and are setting standards for the entire world, with an export share of more than 50 %. However, it is the view of Volker Schenk, President of the VDB, that the challenges of digitisation and “Rail 4.0” are such that an even greater commitment is called for from government.

On which points do you want to focus will change even more in future. There is go- than the ones running today. That makes it most as President of the VDB? ing to be more preventive work, and the sig- possible to make fuller use of the infrastruc- The entire railway sector must intensify its co- nicance of service and life-cycle measures ture capacities. Germany must invest – and operation in order to make a bigger impact will increase. It is also a question of econom- now. Other regions of the world have also rec- and to be heard in political circles. We ought ics. When investments are made in the railway ognised the opportunities opened up to focus on just a few issues and work at them sector, huge sums are involved, and it is worth through digitising the railway sector and are together. At the same time, it is my aim to ensuring that the money spent maintains its investing tremendous sums in their own rail- have government better involved. We want to value. It is a point on which we are going to way manufacturing industry. For that reason, do more than just demand; we want to be have to act quickly, because otherwise we are both industry and government must remain proactive in showing what solutions rail oers going to be overtaken not only by other in- on their toes. Germany – and Europe – must for today’s and tomorrow’s transport prob- dustries but also by competitors from abroad. be pushing innovations more proactively. lems. It is not a matter of ghting against We are therefore going to make progress on road. No one mode of transport is in a posi- these subjects one after the other and create Why do you need government grants? tion to oer all the solutions entirely by itself. the general environmental conditions that Other sectors are developing under their We must set out to move forwards, all taking we need to be able to integrate new develop- own steam. the same route. In doing that, it’s not enough ments in existing systems. Objection. Other sectors are receiving very just to talk; we have got to act too. We need considerable sums in grants, for example for specic targets, not just a pretty-looking par- What has got to be done? electrically driven mobility. It is also correct cel of wishes that it won’t be possible to put The integration of the new technologies is into practice later. going to be the biggest challenge. We need ▶ VITA changes in the approvals processes and we It is unlikely to be easy to nd a uniform need model railway lines where innovations Volker Schenk approach if one partner, Deutsche Bahn can also be tested in practice. There are mass- President of the VDB (Verband der namely, is facing very considerable shock- es of things coming our way that are going to Bahnindustrie in Deutschland/Ger- waves and upheavals. revolutionise our industry. It is not just a mat- man Railway Industry Association) At the end of the changes currently going on, ter of new technologies, but of new processes Volker Schenk was born in 1964 in things will calm down once again. In our talks too. We must take a keen interest in how the Kösching in Upper Bavaria. He has been with Deutsche Bahn it has become very clear world of work is changing and we must ask President of the VDB since January 2016. that the need for change has been recog- ourselves what is socially compatible and nd In 2014, he joined Vossloh, the manufac- nised, the need to cross the threshold into the a uniform solution for how we want to resolve turer of infrastructure equipment for the new digital age. The will to work with others such questions in future. There are still many railway with activities around the world, has denitely come to stay. unanswered questions, but one thing is clear: in North Rhine-Westphalia, as a member we must act now, otherwise others will over- of its executive board with responsibility How is the railway sector as a whole posi- take us. for technical matters. tioned as far as digitisation is concerned? Before that, since 2011, he had been My view is that the issue of digitisation has Has enough technology been developed executive director of Thales Transpor- not yet really seriously taken hold of the rail- already and have we already agreed on tation Systems in Stuttgart, dealing in way sector. Other industries have progressed standards to an adequate extent? particular with control, command and further in that respect. There are good rea- The technology is already there. The central safety systems for both long-distance sons for that. We are a very conservative sec- problem is going to be to create an appropri- and local railways. tor with demanding safety requirements and ate infrastructure for putting this technology Between 2008 and 2010, Schenk was approvals processes that take a very long to good use. The railway infrastructure general manager of Vossloh Kiepe and time. Life cycles in the railway sector span up throughout the world is rather old – not only specialised, amongst other matters, in to 40 years, whereas in telecommunications in Germany. We know that only 12% of all the electrical equipment for railway vehicles they are down to just one year in some in- interlocking units in Germany work digitally. operating local public-transport services. stances. Nonetheless, we do observe that Conversion is a huge challenge, costing vast From 1992 to 2007, Schenk worked as subjects like data, data processing and sen- sums of money. It is, nonetheless, necessary an engineer and senior manager with Siemens in both Germany and abroad. sors have taken on major importance. for ensuring that the infrastructure can be He studied electrical engineering at the The spectrum of products and services of our used more economically; driverless trains can university of Erlangen. member companies has been changing and operate with appreciably shorter headways

8 ETR | INTERNATIONAL EDITION | 1/2016 www.eurailpress.de/etr for the state to provide grants for research and development in ways that do not aect competition. Another factor is that the margins in the railway sector are often very low, for which there are various explanations. If something does not happen soon, too many of today’s jobs in Germany are going to cease to exist. We are running the risk of losing the industry’s sectoral know-how in our country. It is precisely in control, command and safety systems that fatal tendencies have already advanced the furthest. Too little has been invested there in recent years. That, by the way, is a further advantage of digitisation; it is making our industry more appealing once again, especially for young people.

The German federal government is making more money available for infrastructure. The market does not appear to have reacted to that. Why not? What would need to be done to bring about a change? That is indeed a situation that is causing us huge concern, because it has a direct impact on the business of equipping the infrastructure. Despite a very clear increase in the nances available for replacement investments, we have not detected any form of direct impact on the business of our member companies. The increased money made available as a re- Manufacturers, operators and government ought to accept the challenges of “Rail 4.0” together sult of the agreement between Deutsche Bahn – that is the aim of VDB President Volker Schenk (photos: Rolf Schulten) and the government on performance and - nance (“LuFV” for short) is not making its way into the companies manufacturing for the rail- up the planning resources in our country and going to be available. There are still many way. That is fatal. For around a decade already, make better use of them. You might have open questions, especially as regards safety the necessary investments in the upkeep of heard the saying of “too much planning, not and security. So we cannot simply just keep the railway network in Germany have not been enough building”. That must not be allowed waiting. That would be a mistake with ETCS as forthcoming. So the true need for investment to become a dogma hewn in stone. It is a fact well. today is correspondingly greater. that companies are facing either/or decisions The other side to that is that a paradigm shift and that they are losing planning intelligence. really does seem to be on the way. If 5G is How high do you estimate the need for If everything is focused on competition and used as a synonym for machine-to-machine investment to be? processes are transparent, then it is indeed communication, then in future there is going Our assumption is that an annual sum of at possible for planning and building to dovetail to be no need for control, command and safe- least EUR 4 billion is necessary just to keep the with one another. ty systems apart from those onboard the status quo. The shortfall on replacement in- trains. Would it not be better to wait another vestments has been growing and has reached Precisely when it comes to control, com- couple of years until machine-to-machine drastic proportions. The investment backlog mand and safety systems too, we have communication has matured su ciently for it is weighing heavily on those of our member been creating stumbling blocks for our- to be usable on the railway too? companies that produce infrastructure equip- selves with the large number of ETCS ver- Nobody knows when 5G is really going to be ment – not only in terms of sales gures but sions. reliably available. Sometimes there is talk of also as regards human resources. The compa- It is wrong for the railway sector to develop 2020, today the tendency is more to speak in nies are still managing to hang on to the spe- too many variants of ETCS. Rather than that, it terms of 2025. A start has got to be made cialists. If investments continue to be shelved, ought to be concentrating on one system, sometime. ETCS is a proven technology. Many we’ll lose those employees – and then they’ll that, furthermore, is backward compatible. countries all around the world have already be gone for good. We have simply got to stop We urgently need a system that works across been placing their faith in ETCS for many that from happening. national borders – one that is uniform. Gov- years. If we were now to declare our existing ernment, operators and manufacturers to- control, command and safety systems to be What reasons do you see for this invest- gether are called on to act. dead, then nothing more would be invested ment backlog? in them from now on. In the nal analysis, that Germany needs a policy for investing in the It would, of course, be thinkable for all de- would also lead to safety problems. It is not a German railway network, and it is high time velopment from now on to be based on a simple black-and-white issue. We must draw to get things moving in that respect too. To future 5G standard. up a long-term concept that is open-ended achieve that, we are going to have to speed The question is, however, when is 5G really for further development. » www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2016 9 INTERVIEW

What are Germany’s strengths when it on the railway has the making of being a Ger- VDB has played a vigorous part in it. It is, comes to digitisation? man success story. It will, however, only be- nonetheless, far from being the last word on Those of us in the industry manufacturing for come reality if government, manufacturers, the central issue of “approval of technical rail- the railways in Germany channel 9 % of our operators and researchers write it jointly. way systems”. The real work is now only just revenue into research and development, Now. beginning. The new framework conditions which is a very appreciable percentage. At must give rise to real value for the industry present, our industry here in Germany is What is the explanation for the lack of a manufacturing for the railways and indeed probably the most innovative in the entire decisive advance in promotion to date? the entire sector of transport by rail. world. We have got the know-how and clus- Our view is that the German federal govern- ters of big companies and SMEs. Even today, ment is neglecting railway topics in its current What still has to be put into practice? our export share is already higher than 50 %. research projects. While electrically driven There is still a great deal to be done. The prac- What German companies supplying the rail- mobility on the roads is enjoying wide-rang- tical procedure for cooperation between the ways do is of importance worldwide. If, how- ing support, virtually no attention is being European Union Agency for Railways (EUAR) ever, we are to make real inroads with digitisa- paid to the same thing on the railways. That and the national safety authorities must still tion, we need even more resources and contrasts with the fact that electrically pow- be worked out and tested in practice. Struc- greater political backing. China is setting a ered mobility on the railways has already ex- tures that would spawn more red tape must good example; the industry supplying the isted for decades – e cient, eective and cli- at all events be avoided. railways there is regarded as one of the key mate-friendly. Railway technology is not a In future, the EUAR is going to issue so-called technologies and is receiving the commensu- trivial matter – quite the opposite: it requires “authorisations to place in the market” rate massive support. intensive research. The one-sided perception (APIMs) for technical railway systems, author- of electrical mobility on the roads is a blatant ising their holders to place their products on What form ought more intensive promo- shortcoming. An urgent change needs to the European market. The intention is that in tion of innovation to take? happen there. That is something for which we future “authorisations to place in service” In Germany we need various measures for the are campaigning. What Germany needs today (APISs) will play a very much more important implementation of “Rail 4.0”. First of all, more is a targeted and coordinated railway research role and be issued to operators and infra- proactive support for research through a con- programme. It has got to be interdepartmen- structure managers; they could be compared sistent railway research programme with a tal, so as to focus the energy and nances with the “Inbetriebnahmegenehmigungen” big budget. Next, we want to be top suppli- available in this country. In that way, it would that we are familiar with today. That is going ers. There is a need, on the other hand, to put be possible to strengthen the export drive of to have implications for the way companies highly innovative digital technology into a strategically important sector of Germany manufacturing for the railways conduct their practice in pilot projects in Germany. We industry – looking to the future as well. business. It is going to be necessary to keep want, after all, to be the leading market too – an eye on those inuences to ensure that they with an eye on exports as well. Finally, we The approval of new products ought to turn out to be in the interests of the compa- need more e cient interaction amongst gov- be accelerated. How do you appraise the nies. ernment, railway operators, manufacturers technical pillar of the fourth railway pack- The interoperability directive is following the and research. We have got to act together af- age now that it has been adopted? European Union’s “new approach”, a principle ter all. The digital leap forward in innovation Strengthening Europe is a success, and the scarcely applied to railway technology to date.

» Other regions of the world have also recognised the opportunities of digitisation and are investing tremendous sums of money. «

10 ETR | INTERNATIONAL EDITION | 1/2016 www.eurailpress.de/etr INTERVIEW

What it means is that there are to be harmo- that cannot simply be reduced to black-and- backing for transport by rail. China is pouring nised rules for all products on the railway mar- white. It goes without saying that we are co- massive support into its railway sector, be- ket, and that compliance with them is to be operating very closely with our partners in cause it has rightly recognised it as a key in- scrutinised by an independent outside body. China, and it is not least the small and medi- dustry. A protectionist policy would clearly be The situation is similar to the highly complex um-sized suppliers from Germany that are wrong, whereas prioritising sustainable mo- construction of aircraft, in that the know-how benetting from numerous projects. bility would be equally clearly correct. of the manufacturing companies can also be But: it does cause us concern to see some of put to use. For that to be able to happen, how- the means that are being deployed in wres- Such changes in the general business en- ever, there has got to be a reorganisation of the tling for contracts. It often appears to be the vironment have not yet started to aect role played by the manufacturing industry’s case today that it is no longer either the tech- nancing. know-how in approvals processes. nology or the price of the product that is the Part of the measures must also involve re- decisive criterion on which decisions are tak- forming the Hermes guarantees. It is our Competition from foreign countries out- en, but that the job goes to whoever can opinion that it must be possible, if necessary, side of Europe is on the increase. Deutsche throw the nancing in as well. It is quite clear to use Hermes guarantees for big contracts Bahn has a procurement oce in China, that Chinese bidders have a denite advan- too, for instance for nancing infrastructure. and China is beginning to make purchas- tage here, given that they are covered by liter- Other countries, such as Switzerland, are very es in Germany. What can the railway man- ally inexhaustible public nances. What is clearly ahead of us when it comes to guaran- ufacturers in Germany do to counter that? government doing about it in Germany and teeing loans for international industrial pro- Yes, international competition is very clearly Europe? Not enough as yet – that is the view jects. They are, in particular, more exible and becoming tougher. We observe that to be of the railway manufacturers in Germany. more generous. Germany too must have an particularly the case with China. With its latest instrument that is similarly eective. ve-year plan and its newly created market What do the German and European rail- Germany must be a global leader in “Rail 4.0”. giant, CRRC, China is elbowing its way mas- way manufacturers need from govern- Government can strengthen the position of sively onto the world market. China has al- ment? the railway manufacturers by providing inter- ready been successful in the past in develop- We need fair competition. We need the same departmental support for research. It can also ing and emerging countries – often with very rules of the game to apply for everyone. We make the unied European railway area into a attractive nancial arrangements. In the go on record as emphasising that we do not reality, including a modern system of train meantime, China has also managed to win want any form of protectionism. We want control and protection. the second big project in the USA. After Bos- open competition, open markets and tender- ton in 2014, China also won the contract for ing procedures, transparent nancing and To nish on a personal note, what do you Chicago in March 2016. China is becoming stringent requirements for businesses to act do for relaxation? increasingly successful on the world market. in accordance with the rules. The German fed- What I like best is going out on the golf course The industry supplying the railway in Germa- eral government and the European Union with my wife. The peace and quiet, the fresh ny is facing up to this challenge. Considering simply must play their part in the bodies that air and the beautiful countryside are a source our technological excellence, we are not wor- matter to insist on compliance with such en- of new ideas for me. ◀ ried about our position in the world market. trepreneurial principles. Incidentally, I would add, it is another issue Government must display its unequivocal (Interview conducted by Dagmar Rees)

» Government must display unequivocal backing for transport by rail. «

» www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2016 11 Automation and digitisation

Automation and digitisation as an opportunity

Germany has set its sights on becoming an international technological leader in the future digitisation and automation of transport by rail. Its strategy has been laid down in a ve-point programme. At the same time, practical solutions are being developed on the marketplace.

▶ Within the framework of the Digitisa- The ve points contained in the strategy Dipl.-Ing. Eurail-Ing. Wilfried Lorenz tion Forum, the German Federal Minister of describe a comprehensive programme for Transport, Alexander Dobrindt, the Chair- the immediate future. Wilfried.Lorenz man of the Deutsche Bahn Board of Direc- @deutschebahn.com tors, Rüdiger Grube, and the President of the German Railway Industry Association (VDB), 1. INVESTMENTS IN THE MODERNISATION Volker Schenk, have signed a ve-point AND DIGITISATION OF RAIL strategy paper, the aim of which is to make Dipl. agr. ing. Dagmar Rees Editorial board member of ETR, Germany the market leader in digitisation The Federal Republic of Germany is making Frankfurt am Main and automation. The railways are to be put a total of EUR 28 billion available for this task [email protected] in the position of being able to cope eec- up until 2020. The principal emphasis is on tively with the tasks facing them in future. making more widespread use of ETCS and The forecasts for 2030 compared with 2015 on installing new electronic interlocking sys- see the volume of freight tra c increasing tems. by 43% and the growth in passenger trans- the permitted data volumes for users, since port by rail being double that of passenger there would otherwise be additional an- transport by motor car. 2. FREE INTERNET ACCESS USING WLAN IN nual costs of EUR 150 million for the railway, Rüdiger Grube referred to it as the most TRAINS AND STATIONS which it would not be able to oset. radical change aecting rail in Germany since that country’s railway reform. He said The frequency auction for telecommunica- that the change was to be seen as a turning tion companies in 2015 included the condi- 3. RESEARCH AND DEVELOPMENT OF point, as an opportunity to be leveraged and tion that they were to provide comprehen- DATABASED INNOVATIONS AND DIGITAL managed proactively. It is Deutsche Bahn’s sive coverage along all railway lines with ICE NETWORKING intention to go further than being a mere services. By the end of 2016, there is to be provider of data services for third parties and free internet access on all ICE trains. Further National research programmes are to support it is to keep its data potential, and thus digiti- expansion to cover local railway networks rail’s digital innovations. A sum of EUR 75 mil- sation, in its own hands – to be the driver, in too is then to follow by 2018. There are, how- lion is available under this heading. Deutsche other words, not driven by others. ever, going to continue to be restrictions on Bahn is encouraging developments here with its own projects and resources. The target is a “mobility platform 4.0”. All transport services from a single source are to be interlinked to form eective and ecological “customised public transport”. At Deutsche Bahn there are various project groups and start-ups working in this eld. Examples are d.lab, mindbox, Skydeck and Enterprise lab. It is their remit to develop new services to oer clients, to automate processes and to create data-based business models. Initial results have already been presented. One example is that all escalators are to be equipped with sensors, so that the performance of maintenance jobs can be Free internet access using WLAN in determined by their condition and break- trains and stations downs can be rectied quickly. A station (Source: app associated with that provides travel- DB AG/Thomas Herter) lers with information about which lifts and

12 ETR | INTERNATIONAL EDITION | 1/2016 www.eurailpress.de/etr Automation and digitisation

escalators are in working order and which ed, networked driving of trains. As transport tainly be drawn: “Industry 4.0” has made its ones are not. by rail becomes more and more automat- way into transport. The fact is that the mas- Sensors are also to be tted to 33 000 of ed a stage at a time, the preconditions are sive increase in the data available to public- the more than 70 000 switches and crossings coming into being for a new level of perfor- transport operators is bringing about chang- to be found throughout the railway network mance. Optimised transport chains ought to es in operational procedures throughout the with a view to preventing disruptions. That make combined transport more attractive. industry. At a press conference held just is one way of improving the punctuality of Digitisation oers many ways of doing that. before IT-Trans, the specialist exhibition for railway services. That is also the goal be- One is for sensors on freight wagons to make IT solutions in public transport in Karlsruhe, ing pursued with digital monitoring of the it easier to track consignments and monitor Jarl Eliassen, a UITP expert in information condition of locomotives and other trac- their condition. One example of the most and ticketing, expressed the view that such tion vehicles. Driver assistance systems from modern technology being put to use is the data is creating the potential for a revolu- various companies are to encourage a more automation of train formation in the mar- tion in client service in public transport. He economical driving style, resulting in energy shalling yard of München Nord. went on to say that passengers were becom- savings of up to 30 %. ing more demanding and that the eect of The autonomous, driverless operation of the numerous apps now available was that trains in closed systems, such as the Nurem- 5. DIGITAL PLANNING AND BUILDING clients were becoming increasingly fastidi- berg metro, has now progressed beyond the TO BECOME STANDARD FOR RAILWAY ous in what they were expecting of public realm of science ction. Deutsche Bahn is also INFRASTRUCTURE PROJECTS BY 2020 transport. running initial tests on local services. One It emerged clearly at IT-Trans in spring manufacturer has successfully completed a Large-scale railway projects are also fre- 2016 that the use of smartphones and pilot operation on a dedicated freight line in quently aected by delays and higher costs smartwatches is playing a big role in the im- Australia. Another manufacturer is working than budgeted. It is hoped that digital plan- provement of client service. These so-called consistently on the further development of ning and construction-site supervision will “wearables” are coming to be regarded more electronic interlocking systems. Work is also lead to a better involvement of the popu- and more as instruments that not only pro- advancing on providing travellers with more lation. Mistakes and omissions in the plan- vide travellers with information about itiner- comfort and convenience. Examples of this ning can thus be detected in advance, which aries but also advise them on which mode of are the provision of advanced information on makes it easier to rectify them. Another transport to take, buy the necessary tickets where free seats and boarding aids for pas- advantage is that amendments to tender- for them and guide them on their travels as sengers with limited mobility are to be likely ing documents and engineering contracts navigation devices. Various manufacturers found on trains, the automatic detection of can be minimised. A number of initial pilot have developed apps oering this new com- emergency situations in trains and the trig- projects, such as Rastatt Tunnel, are running fort and convenience. The functions on oer gering of corresponding announcements successfully with the help of 5-D planning. today include the following: (for instance for occurrences such as vandal- The biggest advantage is the integration of ism, attacks on people or accidents inside the everyone involved in the construction work. → Not only are itineraries displayed, trav- passenger accommodation) as well as other Rüdiger Grube commented that digitisa- ellers are also able to choose their pre- forms of information in real time delivered to tion constitutes a true challenge for both ferred options (fast, cheap or particularly smartphones or similar devices. management and the workforce. He sees a ecological); The activities to be performed by train need for fresh thinking across the board and → Tickets can be purchased directly from drivers are going to change fundamentally for new concepts to be drawn up. He be- within the app and downloaded onto a in future. According to Grube, drivers are at lieves that many of the professions involved mobile phone or an NFC card; the same time also going to be tra c man- in the transport process are going to change → For passengers unable to negotiate agers, and it is now up to the government in future and that the rate of change will steps, there are applications for showing to create the legal framework for that to be- keep on accelerating. Employees are going them step-free routes into vehicles and come possible. to have to face up to new demands; they are buildings; It ought to become increasingly feasible going to need to shift their outlook and to → It is also possible to purchase a ticket us- for freight trains to move about as required undergo further training. ing a smartphone and a voice input; and not to be constrained by rigid timeta- The participants in the Digitisation Forum → Voice output provides passengers with bles. That is a goal that is facilitated by dig- are unanimous about one point: putting the direct door-to-door navigation; itised timetabling. This is based on a system strategy into practice is going to call for co- → Ticket sales are becoming even more au- containing all the possible train paths for ordinated action throughout the entire rail- tomated, with beacons registering pas- the various speed ranges. A client can pick way sector. sengers entirely automatically as they a train path at short notice and pay for it. A board and alight. The only action that a scheme of that nature permits a very much passenger still has to take is to ensure better utilisation of network capacities. MAKING IT INTO REALITY ON THE that Bluetooth is active on his or her MARKETPLACE smartphone or smartwatch; and → Passengers are presented with active 4. ENHANCING THE PERFORMANCE The time for action has come. In Germany, proposals as to how best to get back AND RELIABILITY OF THE RAILWAY digitisation and automation are the domi- home from wherever they happen to be NETWORK THROUGH AUTOMATION AND nant themes of 2016. Trade fairs and con- at any point in time. NETWORKING gresses throughout the country are making “Rail 4.0” into an issue. They are showing Apart from smartphones and smartwatches, The German federal government is creating where the railway sector stands in practice smartcards remain topical in ticketing, both the legal framework conditions for automat- at present. One initial conclusion can cer- as cards on which the tickets are actually » www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2016 13 Automation and digitisation

booked and also as cards now reduced to real time and to be able to react at short In order to be able to take good decisions the function of identifying the client, while notice. in the digitisation age, there are ve essential the process of checking in and out triggers → Data on tra c movements as well as set- givens in the view of Prof. Dr. Michael Feindt the corresponding debit from a client ac- tlements with transport operators and of the Karlsruhe Institute of Technology: count. Solutions are also on oer for use by data from tra c monitoring centres and tourists and businesspeople who are only depot management systems is all fed → objective data present within a particular fare scheme for into a timetabling program. In the pro- → good/correct forecasts including uncer- a limited period of time. Another important cess, optimisation modules ensure bet- tainty point is that such a system must also func- ter use of the capacity of the available → good/correct cost/benet functions for tion oine for the eventuality of disruptions vehicles. one’s own business occurring in wireless links. → Web-based approach: Increasing num- → good/correct optimisation, and Passengers also want to remain digi- bers of planning and operating modules → automation tally connected when travelling by public are now becoming web-based. Their transport. One problem as far as that is contents can thus also be called using Feindt is convinced that 99 % of all processes concerned is to keep mobile wireless con- mobile systems and with low-cost hard- in a business can be automated. With a net nections up and running in fast trains. Solu- ware such as smartphones or tablets. margin of 2% in the railway sector, he sees tions are on oer for this too. One example automation as constituting an opportunity. is the multi-operator router, which keeps It is estimated that the overall market for It is not necessarily the case that the call mobile wireless connections active for trav- intelligent transport systems in Europe will for objective data has to mean capturing ellers’ laptops, tablets or smartphones. In be worth EUR 1.43 billion in 2019 (2014: EUR more data. At the digitisation workshop some applications, the provision of WiFi for 1.03 billion). of the Railway Forum, Dr. Mervyn Gerarde passengers is combined with an onboard Whereas those digitisation and automa- Maistry, a partner in Digital Business Models infotainment system. A system like that tion steps that are based at heart on the use with Ernst & Young, made the point that, to- provides information about the journey of the new, mobile communication devices day, companies and entire sectors are invest- and the destination, oers entertainment or that only require software modications ing billions of euros in capturing new data in the form of lms, music, games or ser- can be implemented quickly, there are very without bothering rst of all to consider viceable e-books and provides the oppor- considerably greater challenges when it which items of data they are then really go- tunity of inserting advertising or operating comes to combinations with typical railway ing to need. He expressed the view that this onboard e-shops. hardware with life cycles running into sev- was a task to be tackled on a sectoral basis, More and more transport operating eral decades. The Railway Forum in Berlin that each sector would have to arrive at an companies are having recourse to big-data pinpointed where the problems lie, but also understanding of which items of data were analyses in support of their own business. showed where to look for possible solutions. needed. The individual companies would With these, it is possible to detect trends in then be able to use this data foundation to client behaviour early, and they allow busi- build good business models on it. That was nesses to evaluate their own performance INTELLIGENT EVALUATION OF DATA one of the conclusions to emerge from the with precision relative to their clients’ expec- event. tations. Various solutions were presented at Digitisation oers the opportunity of devel- Uwe Hartenfeller and Dr. Oliver Skiba von IT-Trans. The following are some of the func- oping more e cient operational procedures Ernst & Young presented a breakdown of tions making a new appearance on the mar- by making use of the potential of large quan- the various goals that the business models ketplace: tities of data and sensor systems for better might pursue: maintenance, administration and improved → A system with which it is possible to operation of the means of transport, i.e. the → cost optimisation monitor the ows of visitors in a town in infrastructure and the vehicles. → liquidity optimisation → business development, and → client retention

They warned against combining several of these goals in a single business model, since contradictory project goals might cause the entire project to fail. Moreover, although a protable business model must be up and running at the end of the development, mi- cro-economic considerations must not be allowed to stie the creative spirit. They urged companies to use not only their own data, but also other sources of data, which are often available for free. It would be possible, Enhancing the perfor- for instance, to take the client data acquired mance and reliability by transport companies through BahnCards, of the Railway network through automation online tickets and passes and to add to it and networking data from the social networks and thus to be (Source: able to recognise client preferences and to DB AG/Roman Rühle) put together customised oers. ◀

14 ETR | INTERNATIONAL EDITION | 1/2016 www.eurailpress.de/etr Meet us at InnoTrans Sept. - .

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SIEM_SmartMobility_210x297_Eisenbahntechnische_Rundschau_E_39L.indd 1 30.08.16 17:26 Modern vehicle IT

“Always-on” – modern vehicle IT as a basis for future-oriented passenger rail operations

Train operating companies involved in passenger services nd themselves in a market where competition is intense. At the same time, the use of the internet by passengers on the move is increasing at a very rapid rate. If such companies are to keep pace with the growing competition from long-distance coach services, one way to improve customer experience in rail tra c is to provide reliable wireless access to the internet. This article presents an up-to-date vehicle IT system based on an all-IP vehicle communication infrastructure. One possible basis for this, which is becoming more and more attractively priced, is to equip the trains with a broadband data connection to the public mobile networks. This would address not only the possible transmission of data for optimised operations, for example in the sense of being able to transmit diagnostic data in real time for condition-based maintenance, but also the more demanding expectations passengers now have of high-performance onboard WiFi.

1. BACKGROUND activities of mobile online users are looking Dr.-Ing. Ulrich Bock Regional Sales Director D-A-CH, for information, using search engines and Nomad Digital GmbH It would appear that nothing is going to stop consulting e-mails. Compared with the ap- [email protected] the growing trend of the mobile internet. We plications used generally in the home or at have already arrived at a situation in which work, weather forecasts and travel informa- the majority of passengers travelling today tion are consulted more frequently by users have a smartphone in their pocket and would on the move. That also applies to contacts thus be able to access the internet round the with one’s own community through social Nils Seifert Head of Vehicle Software Devel- clock wherever they happen to be. The latest networks [2]. opment, Nomad Digital GmbH gures according to [1] show that more than Specic technologies are required for pro- [email protected] 75 % of all mobile telephones in Germany viding adequate IP connectivity in railway are smartphones. The proportion even rises vehicles operating short-distance passenger as high as 96 % if we consider only new ac- services too and these technologies are the quisitions of mobile telephones. The results subject of this article. It also looks into as- of an online study carried out by Germany’s pects of system design and the approval of Dr.-Ing. Lars Schnieder public-service television broadcasters (ARD the system concept presented. Head of the Intermodal and Pub- lic Transport section, Deutsches and ZDF) in 2014 paint a very clear picture Zentrum für Luft- und Raumfahrt of how people in that country are using the e.V. (DLR), Institute of Transporta- media [2]. That was the rst year when it was 2. IT SYSTEM INSTEAD OF MOBILE tion Systems recorded that the majority of them were REPEATERS [email protected] using the web for mobile communications. Smartphones and apps have now overtaken In choosing infotainment equipment for the stationary internet as the principal chan- trains the question often asked is: which outside of the train. Which data is transmit- nel for information and marketing. The moti- technical solution best satises the specic ted through a repeater is determined solely vation that originally dominated the acqui- requirements in passenger transport by rail? by the passengers’ terminal devices and it sition of mobile terminals, namely of being One option is to equip the trains with mobile cannot be used by the transport companies able to move about freely in one’s own home repeaters. Another is to equip them with a unless they install additional IT systems with and enjoying convenience of operation, has complete IT system. That normally includes their own mobile functions. When equipping given way to the wish to be “always on” and the provision of a wireless local area network a train with mobile repeaters, it is a frequent thus also to be online when travelling. The (or WiFi) throughout the passenger accom- practice to install a separate one in each of proportion of German users accessing the modation. its coaches. As a general rule, repeater sys- internet while travelling too reached the Mobile repeaters function as relay stations tems cost signicantly more to acquire than 50 % mark in 2014 [2]. The most important for the public networks that can be received IT systems, especially for long intercity trains.

16 ETR | INTERNATIONAL EDITION | 1/2016 www.eurailpress.de/etr Modern vehicle IT

By contrast with the installation of mobile FIG. 1: repeaters, an IT system needs only one cen- IT system in a high- speed train (simplied) tral router for the entire train. That makes the acquisition costs of an IT system very much lower. Moreover, operators of IT systems are able to insert so-called “landing pages”. These are webpages on which it is possible to place operator-specic information, such as details of connecting services or advertising. An IT system can thus be used for more than just giving straightforward internet access and can also create a further-reaching information platform for passengers. A general-purpose IT system thus also contrasts with mobile radio repeaters in that other applications can be added to it as well.

Router Roof antenna WiFi access point (PoE) 3. THE IT SYSTEM’S ARCHITECTURE Media Server Ethernet switch with inside antennas

The idea of oering railway passengers high-performance WiFi presupposes that a central onboard computer providing IP connectivity for all applications throughout the up to eight mobile wireless connections to metallic coatings. The shells of such vehicles train is integrated in the public networks ensure adequate bandwidth for the train- act like a Faraday cage for mobile wireless through mobile wireless. This router must trackside connection. Given that the train signals and insulate a large proportion of be equipped with at least one roof antenna, is operating across national borders, it has their eld strength (> 99 %). With the second which establishes the link with the trackside various nationally specic SIM card pack- method, the roof antennas are outside of the infrastructure. The routers have several SIM ages. It switches between these every time it insulated passenger accommodation and cards and aggregate the available band- crosses a border in order to minimise roam- also several metres higher up. That greatly width of the individual mobile networks. In ing charges. improves reception quality. In addition to this way, it is possible to achieve a multiple that, the result measured with this scenario of the bandwidth of a simple SIM card and corresponds to the system that will be used also a high data transmission rate (using 4. MEASUREMENT OF MOBILE WIRE later on, which will usually be based on roof subscriber identity management, SIM). The LESS AVAILABILITY FOR DIMENSION antennas. big advantage, however, is that it achieves ING THE TRAINTRACKSIDE CONNEC Figures 2 to 5 show the results of a meas- a very signicant reduction in the lengths of TION urement run in March 2015 between Braun- track over which there is no connectivity or schweig and Leipzig. Four SIM cards from only poor connectivity. Starting at the cen- A precondition for transmission of data be- three dierent mobile network providers tral router, an Ethernet network stretches tween a train and stationary installations were used. Figure 2 shows the computed through the train, and additional applica- is the use of public mobile networks. The data throughput to the train for each of the tions can be connected up to it. As far as the availability of such networks along railway SIM cards, which were used in parallel. Fig- passenger WiFi is concerned, a typical on- lines is, however, often limited, given that ure 3 shows the mean data throughput for board infrastructure is comprised of a cen- only sparse populations live there. This calls each of the SIM cards and also the possible tral switch along with WiFi access points in for detailed prior planning to ensure the total throughput resulting from aggregat- each coach. It is these that the passengers’ choice of suitable onboard equipment, to ing all four of them, which, with a mean of terminal devices connect up to. assess user behaviour and the consequen- nearly 40 Mbit/s, is relatively good. Figure 4 Figure 1 shows one possible system con- tial broadband requirement and above all presents a breakdown of the mobile trans- guration for a high-speed train operating the use of the mobile wireless networks. The mission technologies selected by each of the cross-border services. It is to be reckoned availability of mobile networks along the SIM cards. The result that is generally of in- that, as a mean, passengers will spend very line is measured either (a) with mobile ap- terest for real projects is presented in Fig. 5; considerably more than 20 minutes onboard paratus and no xed installation in the trains whereas even the best individual SIM card such a train. It therefore makes sense for the or (b) by travelling along the line with a vehi- manages to achieve a throughput of less train to have its own infotainment server of- cle already equipped with roof antennas or than 2 Mbit/s during 37 % of the travel time, fering them travel information, videos, mu- even a vehicle with a complete IT system al- this proportion is reduced to 17 % when all sic and games, without needing to exchange ready installed. The rst of these approaches four of the SIM cards tested are aggregated. data continuously over the train-trackside has the advantage that the measurement Another way of interpreting this result is connection for each individual user. In or- can be made at short notice. Mobile meas- that, assuming the target data throughput der to ensure that as high a bandwidth as uring devices, however use only antennas is greater than 10 Mbit/s, the best individual possible is provided for all passengers, each in the vehicle’s interior. That makes them an SIM card achieves this value only 39 % of the coach has two access points in it, transmit- inappropriate method for railway vehicles time, whereas it is attained 78 % of the time ting in various frequency bands. It takes some of whose window panes have strong when all four cards are aggregated. » www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2016 17 Modern vehicle IT

Every measurement of the mobile wireless bandwidth is a momentary one, depending, amongst other factors, on other users in the same mobile cell. The results nonetheless provide very good guidance as to mobile network availability. That is indispensable for dimensioning the onboard router, choosing the number and type of antennas, selecting mobile wireless providers and deciding on the number of SIM cards.

FIG. 2: Data throughput (measurement run from Braunschweig to Leipzig, March 2015) 5. APPROVAL OF THE ONBOARD EQUIPMENT

FIG. 3: In Germany, it is permissible to integrate Mean data throughput per SIM (measurement infotainment solutions in new vehicles or run from Braunsch- in vehicles undergoing renewals or conver- weig to Leipzig, March sions that already have an approval in ac- 2015) cordance with § 32 (1) of the Ordinance on the construction and operation of railways (“EBO”), an authorisation for placing in service in accordance with § 6 . of the Trans- European railway interoperability ordinance (“TEIV”) or any other railway approval for which there is statutory provision. Whatever the case, it must be documented that the IT SIM 1 SIM 2 SIM 3 SIM 4 Aggregated system does not impose any retroactive ef- fects on other (vital) onboard systems. For this purpose, it must be shown that the ve- FIG. 4: hicle IT has no functional and no technical Mobile radio technol- software or hardware connections to safety- ogy used by each SIM relevant items of equipment or that it does (measurement run from Braunschweig to not inuence or corrupt any of the data held Leipzig, March 2015) in these [3]. In addition to that, the components of the IT system must satisfy the crucial requirements for use in a railway operation. What that means is that the parts are required to have not only a long service life but also a high availability in operation in all imagina- ble environmental conditions. That includes shocks and vibrations, aerosols, salt and uc- tuations and transients in the voltage supply (cf. DIN EN 50155). Items of technical equipment must func- FIG. 5: Usability with aggregation (measurement run from Braunschweig to Leipzig, March tion impeccably (i. e. not be aected by in- 2015) terference) and/or be capable of integration with the existing onboard electronics without creating feedback (i. e. without caus- Throughput percentages Throughput percentages ing interference). DIN EN 50121 describes of the three best individual SIMs after aggregation of all four SIMs what consideration must be given to the discharge of static electricity or the interfer- ences caused by radiating high-frequency electromagnetic elds (such as mobile telephones). To have the vehicles approved, it is necessary to submit documentation detailing the technical measures of re protection in consideration of the crucial binding standards (DIN EN 45545). The eectiveness of existing approvals may not be forfeited through the integration of new components.

18 ETR | INTERNATIONAL EDITION | 1/2016 www.eurailpress.de/etr Modern vehicle IT

6. FURTHER SERVICES AS SYSTEM through to dynamically generated web- The potential of the architecture concept USER TECHNICAL AND COMMER pages in the internet. described emerges particularly in the use CIAL BENEFITS → Vehicle diagnosis: Thanks to the avail- of a shared platform, which creates syner- ability of a broadband data communi- gies between the applications running on In this article a system architecture has been cation channel, the maintenance of the it. Aggregation of the connectivity of several presented that is able to satisfy demanding entire eet of trains is very considerably underlying public mobile networks ensures requirements for applications even when improved. If comprehensive data is avail- that the tough demands the applications there are severe variations in the quality of able for each vehicle, intelligent algo- make of the qualities of the communication service (QoS) of the mobile communication rithms can produce a forecast of possible service can be satised at all times. between trains and wayside communica- future failures. That enhances the availa- The architecture concept described satis- tions infrastructure. The IT system described bility of the eet by avoiding unplanned es the passengers’ demanding expecta- supports the simultaneous operation of sev- downtimes, improves the plannability of tions for being able to use the internet while eral applications, for example: maintenance activities and avoids un- on the move. Moreover, it achieves synergis- necessary (preventive) maintenance tic eects by opening the way for other ap- → Dynamic passenger information: Passen- measures. plications to be integrated in using it too. ◀ gers are kept informed about the current → CCTV (closed-circuit television) can be status of the transportation system (Real used to watch what is going on inside Time Passenger Information, RTPI). Time public-transport vehicles using optical- table information is continuously up- electronic devices. It has now become dated with real time information about usual to deploy digital cameras, which References [1] Janssen, J.; Krings, Daniel: Mit Chip und Smartphone arrivals and departures of connecting can be connected up to the vehicle’s IT – IPS und IPSI vernetzen Handy-Ticket-Systeme in trains. The existing IP-based onboard system through a TCP/IP network (IP Deutschland. In: Der Nahverkehr 1-2/2014, pp. 7– 9. [2] van Eimeren, Birgit; Frees, Beate: 79 Prozent der network permits the integration of vari- cameras). It is also possible to add spe- Deutschen online – Zuwachs bei mobiler Internetnut- ous output channels. The possibilities cial software for additional functions, zung. Ergebnisse der ARD/ZDF-Onlinestudie 2014. In: Media Perspektiven 7/8 (2014), pp. 378 – 396. here range from electronic displays such as movement detection, facial rec- [3] Sicherheitsrichtlinie Fahrzeug (SIRF) – Modul 400: Aus- and acoustic announcements in trains ognition or data storage. führungsbestimmungen; Rev. 02; 01.06.2012.

Connecting Forces – Driving Innovation.

All over the world, goods and passenger trains are in service with our products, components and systems. As a specialist for drive technology we can offer you solutions that are optimally tailored to your requirements. Increase reliability, safety and efﬁciency in the daily operation of your rail vehicles by systems competency and service from one single source. www.voith.com

Visit us in Berlin: Hall 1.2, Booth 220 Rail Communication Systems

Rail Communication Systems

Progress is being encountered throughout the railway world. The railway system gets faster, more reliable and provides better connections. On top of that passengers are better informed and increasingly provided with access to the internet. So where does this progress come from? The major driving force behind these improvements is digitalization or, in other words, developments in the area of rail communication systems.

▶ The main aspects of digitalization are: → Voice communication systems Dipl.-Ing. (FH) Axel Münch Leiter Center of Competence – telephony Bahn Kommunikation → increased data transmission capacity – voice radio MO MM MT CoC CIS, Siemens AG → fast evolution of data-based functional- – emergency help points (at stations [email protected] ity and on trains) → higher expectations of passengers for → Operator monitoring and control sys- information, convenience and entertain- tems ment – SCADA station and tunnel supervision 2. DEMANDS AND TRENDS FOR RAIL and control systems COMMUNICATION ELEMENTS This article aims to describe the demands – CCTV supervision (at stations and on digitalization puts on the individual ele- trains) → Data backbone network (xed network, ments of rail communication systems and – passenger counting and passenger BTN – Backbone Transmission Network)): the trends that emerge in response to these ow monitoring systems (at stations The data backbone network faces a large demands. and on trains) variety of demands, most notably: – access control systems – su cient capacity for today’s and fu- – intrusion alarm systems ture demands 1. WHAT ARE THE ELEMENTS MAKING → Passenger guidance and entertainment – upgradability, i.e. long service and UP RAIL COMMUNICATION SYS systems investment life in an IT world where TEMS? – passenger information systems (at sta- innovation cycles are spinning faster tions and on trains) and faster → Data backbone network (xed data net- – passenger announcement systems (at – provision of a vast range of interfaces work) stations and on trains) from analog to digital → Mobile data networks – passenger entertainment, advertising, – interoperability between a multitude – data radio networks content stored on trains, internet ac- of networks – broadband communication systems cess – absolute reliability – IT security, i.e. protection against intrusion – data management in line with the re- FIG. 1: Backbone Transmission Network quirements of interfaced applications

Trends: networks are moving towards IP whilst providing solutions for the interfac- ing of legacy interfaces. Network architecture supports robustness and high availability. Nodes are upgradable to evolve with increased capacity demands.

→ Mobile data networks and communication systems In the transportation world, the demand for mobile data communications is vastly increasing. This is driven by three aspects: – By its very nature, the transportation world is mobile, which means that data transmission has to take place between stationary and mobile ob-

20 ETR | INTERNATIONAL EDITION | 1/2016 www.eurailpress.de/etr Rail Communication Systems

FIG. 2: Illustration of an example of communication and information systems on trains

jects (e.g. trains, buses, trams and the challenging as the large-scale roll-out of dedi- capacity by bundling access to all availa- associated wayside control and super- cated data transmission systems is costly. ble public mobile networks in the area of visory systems). Various solutions are oered but two train travel. For this purpose, trains need – Digitization is driving demands for dominant scenarios have emerged: to be equipped with an array of anten- data exchange, e.g. for diagnostics, nas and mobile radios enabling log-in to predictive maintenance, CCTV moni- → Intermittent high-capacity data trans- any network available along the railway toring and passenger information. mission provided in certain areas along line, potentially including satellite com- – Passenger expectations require access the railway line (hot-spot scenario). This munications in very remote areas. to infotainment and ideally the inter- supports the downloading of diagnos- net. Especially in long-distance travel, tic and on-board CCTV data and the Generally, the railway operator has to nego- the railway operator faces the task to uploading of up-to-date infotainment tiate contracts with mobile operators along provide adequate communication in- content (news feeds, updated passenger the line and sell capacity to users of services frastructure to passengers to be com- information). This does not support pas- (railway-internal for diagnostics, advertising, petitive with road transport where senger access to the internet however. etc., and railway-external to the public for data coverage is typically provided by → Continuous data transmission of varying access to the internet). » mobile operators.

3. TRENDS: THERE IS A DIFFERENCE

BETWEEN TRENDS IN URBAN AREAS CENTA POWER TRANSMISSION AND TRENDS ON LONGDISTANCE LEADING BY INNOVATION RAILWAY LINES.

In urban areas, railway networks are becoming equipped with broadband networks operating in WLAN bands where licensing is typically not required. The disadvantage is the severe limitation of data throughput in standard WLAN systems when transmitting objects are on the move. To overcome those limitations some companies have developed proprietary and closed network solutions in the WLAN band that achieve higher Æ Complete electrical data transmission rates in a moving environment. LTE (Long Term Evolution) is emerging isolation. Pure Power. as an alternative; however, licensing aspects prevent its widespread use at the moment. This may change if transport operators and CENTADISC-T easily absorbs extreme loads. It is the licensing authorities agree on the terms of optimal application in drives on one bearing, where use in the transportation domain (example: the rotor of the electric engine is born via the cou- GSM-R). pling. Large insulation spans eliminate leakage or In the mid- to long-term future, conver- high frequency currents. Electrically insulating, sturdy, gence with the evolution of general communication systems seems feasible. Systems resilient, innovative in all details. such as the upcoming 5G mobile networks Competence for your drive. may be able to serve private and public mo- WWW.CENTA.INFO/CD-T bile radio needs simultaneously. On long-distance railway lines, the provision of high-capacity data radio is generally www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2016 21 Rail Communication Systems

FIG. 3: wide transportation system capacity Illustration of an exam- (planned capacity and up-to-date situ- ple of the innovative use of railway commu- ation) nication systems – advances in algorithms and computing power enabling large-scale optimization in complex networks, taking into account individual preferences, environmental aspects, network capacity, overall demand prediction, system disruptions, etc.

Trends: traditional passenger information systems will be complemented by individu- alized information provided to the passenger by individual means, e.g. PC, smartphone, smart watch. The individual movement within a complex network and the knowledge of the ideal sequences both oer vast potential for system-wide optimization and, to a certain degree, commercialization.

→ Station management and supervisory and control systems Historically, station management systems inform station operators about the status of station equipment and allow an FIG. 4: Illustration of an example of door-to-door guidance for passengers e cient response to be made to a certain range of incidents (e.g. equipment → CCTV systems out the transportation world. For example, failure, security incidents and emer- CCTV systems are among the most ver- video monitoring will show the movement of gencies such as re). However, with ad- satile systems in the rail com world with passengers in station areas, on platforms and vances in video monitoring, passenger a vast potential for innovation. on trains, feeding algorithms that trigger ap- communications and train-to-track data They are driven by three aspects: propriate passenger guidance information. communications, it becomes possible – advances on the camera side (resolu- under the name of advanced station tion, lens speed, handling of adverse → Passenger information and guidance and infrastructure management to opti- conditions) systems mize utilization of the station and train – increased data transmission capabili- Passenger information systems are infrastructure with the aim to increase ties (data networks) and computing evolving from ‘fragmented’ to ‘integrat- throughput, passenger safety and con- power (video processing) ed’, with information being provided as a venience. – advances in the area of picture analy- service and regarded as an opportunity sis (intelligent video) for business. Trends: especially in high-capacity railway The driving aspects are: operations, it is desirable to understand and Trends: the video streams and pictures gained – passenger expectations; car naviga- exploit the available margins in network through CCTV will be utilized for an increasing tion sets the precedence for what is to capacity before investing in rather cost-in- range of uses. The intelligent utilization of vid- be expected (door to door) tensive network expansion. Monitoring the eo content will increase security and will allow – convergence of information about ow of passengers throughout the transpor- passengers to be guided e ciently through- individual movements and network- tation network makes it possible to develop an understanding of movement patterns as well as to react to demand changes and incidents. By combining the understanding of the movement pattern with proper planning and management as well as the utilization of innovative passenger information systems, optimized use of the available infrastructure will be supported. Figure 5 shows an example of a system structure that allows integrated supervision and control of the complete railway infrastructure. The signaling (ATS) and the rail communication supervision systems are es- FIG. 5: sentially separate systems however they are Illustration of an example of a system integrated at the management level. ◀ structure

22 ETR | INTERNATIONAL EDITION | 1/2016 www.eurailpress.de/etr GPS-Satellite

GPRS-Network

data analysis Reducing noise

Reducing noise – a challenge for railway tra c

Halving noise exposure by 2020 – a core element of a sustainable corporate policy to maintain the acceptance of the most environmental mode of transport.

1. NEIGHBOURHOOD EXPECTATIONS able eects” are no longer to be measured Dr. Bernd Asmussen Graduate physicist AND THE NEED FOR NOISE REDUC in terms of the limit values laid down in law. DB Netz AG, Specialist unit TIONS Such demands are now also being voiced environmental protection for sections of routes where the eective bernd.asmussen “The acceptance of mobility and the further exposures are equal to or below the values @deutschebahn.com modernisation of the infrastructure depends laid down in the Ordinance implementing decisively on reducing noise annoyance. We the Federal Immission Control Act (“16th shall therefore make considerable improve- BImSchV”) [1] thanks to active measures, Dipl.-Ing. Bernhard Koch 1) Civil engineer ments in controlling tra c noise...” . such as the erection of noise barriers and the Till april 2016 Head of the special- This quotation is taken from the agree- conversion of freight wagons to lower-noise ist unit for environmental protec- ment between the CDU, CSU and SPD po- composite brake blocks. The costs for plan- tion, DB Netz AG litical parties when they set up Germany’s ning noise abatement involving a multitude [email protected] current coalition government. It brings out of variants have risen over time and now ac- the challenges facing the federal authorities count for a considerable proportion of a pro- and the rail-transport sector in adapting the ject’s overall planning costs. Dipl.-Ing. Henning Schwarz Technical environment infrastructure to meet future demands, in re- When new infrastructure is being built or Since april 2016 Head of the inforcing transport by rail and, at the same existing infrastructure expanded, the claims specialist unit for environmental time, in very signicantly reducing tra c those aected are entitled to make are laid protection, DB Netz AG noise. down in law. By contrast, there is no legal henning.schwarz In the course of recent years, the popula- basis for claims to have noise reduced if it is @deutschebahn.com tion at large has clearly become less and less caused by existing railway lines not under- tolerant of emissions from tra c routes af- going structural changes. According to the riers. There are still approximately 2200 km fecting locations where people live. Citizens’ results of the noise maps produced by the of railway lines in need of remediation ap- action groups have been created through- German Federal Railway authority (EBA)2), plying the framework conditions that were out Germany with the aim of standing up some seven million people are exposed to valid up until 2014. for their members’ interests. Some of them noise at a level greater than 55 dB LDEN3) In accordance with the objectives set in are displaying a high level of competence along principal railway lines and in conurba- the coalition agreement, the so-called “rail in pursuing their goals, and many have also tions. bonus” was removed from the exposure achieved them by acting through political The German federal government set up a computations on 1 January 2015. It used to channels. Expanding the infrastructure is voluntary noise remediation programme in take the form of an adjustment of -5 dB(A), only possible today by adopting a very long- 1999, which is currently funded with an an- since railway noise was deemed to be less of term approach. In the past, it used to be - nual appropriation of EUR 150 million out of an annoyance than other sources. Further- nancial questions that determined how long the federal budget. These resources are used more, the exposure limit value in the noise it took to complete projects, whereas the de- primarily to nance investments in noise remediation programme (Lärmsanierung- cisive factor nowadays is especially the time abatement along existing lines of railways sprogramm; LSP) was brought down by 3 dB taken by the procedures until permission is belonging to the federation. Money from from 1 January 2016 onwards. In addition granted for construction to go ahead. It is by the same budgetary heading is also used to that, the computation rules known as no means a rarity for planning assessment for grants for converting freight wagons and “Schall 03” were completely revised, and the procedures to take very considerably longer for other additional measures. From 1999 amended version also took eect on 1 Janu- than ten years. Most of the objections from up until the end of 2015, this programme ary 2015. There has been a very considerable those aected concern the noise and vibra- supported remedial measures along some increase in the scope and intensity of noise tions resulting from the operation of the 1500 km of the railway lines determined to remediation given the improvement of 8 dB route it is proposed to build. In the percep- be in need of remediation. It has included in the level of noise protection associated tion of those aected, “severe and intoler- the erection of some 610 km of noise bar- with existing railway lines brought about by the modied framework conditions. The 1) The agreement bears the title of “Shaping Germany’s 2 http://laermkartierung1.eisenbahn-bundesamt.de German Federal Ministry of Transport and future” (“Deutschlands Zukunft gestalten”) and was con- 3 Noise Level Day Evening Night. Established by applying cluded by the three coalition parties on 14 December the noise index in accordance with the EU’s environmen- Digital Infrastructure (“BMVI”) has initiated a 2013. tal noise directive review of the overall concept, giving priority

24 ETR | INTERNATIONAL EDITION | 1/2016 www.eurailpress.de/etr Reducing noise

to those sections of railway lines classied nario are taken into consideration by adding as in need of remediation. As far as noise- or subtracting the appropriate values. There prevention measures for new and upgraded are, for example, corrections for other train railway infrastructure are concerned, the lengths and other speeds, additions for ve- better level of protection of roughly 10 dB hicles with block brakes, deductions for ve- that was already provided for them com- hicles with wheel-mounted noise absorbers pared with noise remediation has been in- and corrections for particular features of the creased by 5 dB through abandonment of line, such as curves, ballast-less track, bridg- the rail bonus. The review of the “Schall 03” es and level crossings. computation rules has created an important The “Schall 03” computation basis in the prerequisite for more or less attaining the 1990 version reected the state of knowl- ambitious noise-abatement targets through edge of the late 1980s. No provision was technical means as well, with active noise- included for the systematic consideration of abatement measures at source and along the further development of the state of the propagation paths [2]. art. The only exception was that it was possible to make allowance for noise-reducing measures on the track through appropriate 2. THE “SCHALL 03” COMPUTATION correction factors. This measure was actu- METHOD ally used in practice by the Federal Railway Authority in 1998 when it issued an order FIG. 1: Contact surface of a freight-wagon The legal bases are laid down in the Federal recognising a deduction of 3 dB for “track wheel with grey cast-iron brake shoes (left) and a freight-wagon wheel with composite Immission Control Act (Bundes-Immissionss- subject to special monitoring” (“besonders brake shoes (right) chutzgesetz; “BImSchG”) [1]. It is stated there überwachte Gleis”; BüG) [3]. that, when railway lines are constructed or An extensive revision of the “Schall 03” signicantly modied, all that is possible method came into force on 1 January 2015. aerodynamic sources of sound were added must be done to make sure that no delete- The concept of a baseline value was aban- to the method. In that context, the oppor- rious environmental eects are caused by doned in favour of a dierentiated descrip- tunity was also taken to include innovations tra c noise if it would be possible to avoid tion of the acoustic properties of dierent in the eld of noise abatement in the set of them within the state of the art. The limit classes of vehicle. Aggregate noises and rules laid down in law, making it possible to » values and the bases for the computations are to be found in the 16th ordinance implementing the above-mentioned federal act (“16th BImSchV”) [1] and its annex 2 (“Schall RAILWAY POWER SUPPLIES 03”) [2]. “Schall 03” (or “Noise 03”) lays down a method for calculating a “rating level”, Lr, separately for the day and night time, which is then compared with the limit values to be found in the 16th ordinance. In its 1990 version, this method was based on the recognition that the principal parameters inuencing the noise caused by a passing train are its length, speed and type of brakes (disc brakes or block brakes). If these eects are mathematically eliminated from the measurements of the noise level of passing trains through suitable correcting factors, what remains is a narrow scatter of the measured STAY ON TRACK. values in a band either side of a mean. This WITH OUR INNOVATIONS. scatter results to a very considerable extent from the dierent conditions of the rails’ contact surfaces, which also have a crucial Visit us at the InnoTrans 2016 inuence on rolling noise. This recognition 20 to 23 September, Berlin led to the denition of a “baseline value” of THE ANSWER TO SHOCK, Hall 17, Booth 208 LG = 51 dB. This value indicates the mean VIBRATION, TEMPERATURE, ... level of sound over time for a point of ex- MTM Power products are resistant against mechanical stress and comply posure at a distance of 25 m from the cen- with all relevant standards for railway treline of a track (with wooden sleepers on applications. ballast) which has one train with a length of Trust MTM Power - the market leader 100 m passing over it every hour at a speed for railway power supply solutions in of 100 km/h, assuming that the entire train Germany. is equipped with disc brakes. Acoustically www.mtm-power.com relevant deviations from this reference sce- www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2016 25 Reducing noise

include them in acoustic computations in to be the practice to deduct this correction comes from converting freight wagons to future in connection with projects to build of 5 dB when calculating the baseline level. brakes with composite shoes. Their eect new railway lines and upgrade existing ones Now that that adjustment has gone, the re- is that the wagons’ wheels are no longer as well as projects of noise remediation quirements under planning law for new and roughened with every brake application as along existing railway lines. These innova- upgraded lines have been tightened up very used to be the case with conventional grey tions include composite brake shoes, damp- considerably. In parallel with that, the ex- cast-iron shoes. The wheels’ permanently ers and shielding on rail webs as well as posure limit values for railway noise in the smooth contact surface (Fig. 1) reduces the sound absorbers on ballast-less tracks, low framework of the federal noise-remediation rolling noise of passing freight wagons by noise barriers and noise-reducing measures programme were lowered by 3 dB. Since approximately 10 decibels, which corre- on bridges. Some of these measures had then, it has been possible to pay grants to sponds to the subjective perception of the previously undergone eld testing in the nance the construction costs for noise re- noise being halved. The eect of composite framework of the German federal govern- mediation along railway lines belonging to brake shoes is further enhanced by the fact ment’s “KP II” programme (otherwise known the federation if the baseline value exceeds that the condition of the contact surface as the second package of measures to stimu- 67 dB(A) during the day and/or 57 dB(A) at of the rails in the Deutsche Bahn network late the economy) [5]. Since they had been night in residential districts in general (oth- has been continuously improved thanks to shown to bring about eective reductions, it er limit values apply for districts with other optimised grinding technologies (“smooth was possible to include them in the legisla- land uses). The need for innovative tech- wheel on smooth rail”) [4]. tion at short notice. niques for reducing noise has therefore in- The conversion of freight wagons is an ex- As it happened, the 1990 version of creased. The amended wording of “Schall 03” ample of e cient noise reduction directly at “Schall 03” turned out to constitute an im- has succeeded, rstly, in making innovations source. However, its contribution in combi- pediment to innovation. So it was only ready for practical use available to specialist nation with the construction of conventional logical, when a new version was under con- planners and, secondly, in creating the legal noise barriers with a height of more than 2 m sideration, to make explicit provision for framework to be able to add future develop- relative to the top of the rails is not enough consideration of acoustic engineering in- ments speedily to the applicable rules. everywhere to attain the demanded reduc- novations. There is now a separate chapter tion in exposure. Techniques applied on the dealing with requirements for documentary infrastructure side are necessary too in order evidence for vehicles, railway tracks, mar- 3. NEW TECHNOLOGIES to reduce noise close to source. shalling yards, transhipment terminals and FOR REDUCING NOISE In the course of time, individual innovative bridges and also for propagation paths. technologies, like rail-mounted dampers, These deal, amongst other matters, with The classical instrument for reducing the have been developed in isolated research which standards and norms are to be ap- noise occasioned by railway tra c is the and development projects at a national plied, how measurements are to be per- noise barrier positioned around 3 m from or European level. It has often happened, formed, which parameters are to be estab- the track and with a height in most cases however, that the innovation process did lished and, if appropriate, which corrections within the range of 2-5 m. It has to be said not manage to advance any further than are to be made. Measurements for docu- that such barriers are very eective, but they the development of a prototype. Field tests, mentation purposes are to be performed by have been coming in for increasing criticism operational trials and approvals were not in- a recognised laboratory. The decisive acous- from people living nearby because they de- cluded. tic characteristics are determined by the tract from the appearance of the landscape. A new approach was therefore adopted Federal Railway Authority as the competent It has to be added that the tightened-up re- between 2009 and 2011 in the framework o ce. quirements can often no longer be met with of the “KP II” programme. It involved the si- Another crucial dierence between the noise barriers on their own. That is especially multaneous testing of several innovative current version of “Schall 03” and the pre- so if there are high buildings near the track technical measures at noise hotspots and ceding one is the disappearance of the bo- or if the railway installations are particularly documenting their eect through on-the nus for railway tra c noise considered as extensive. A crucial contribution to coping spot measurements [5]. Those innovations constituting less of an annoyance. It used with the tougher noise-abatement demands that emerged as successful were included in

FIG. 2: Principle of a rail-mounted damper. With vibration absorbers tuned over a broad band, the rail’s contribution to running noise can be very considerably reduced (source: Fa. Schrey und Veit) FIG. 3: Screening applied to a rail web and foot (source: Fa. Sekisui)

26 ETR | INTERNATIONAL EDITION | 1/2016 www.eurailpress.de/etr the new “Schall 03” annex, which means that they were thereby also formally recognised as noise-abatement methods. That was followed by another programme known as “IBP II” (the second infrastructure acceleration programme or Infrastrukturbeschleuni- gungsprogramm). In 2013 and 2014, that programme oered the possibility of trying out further innovative measures and having them used in practice [6]. Fundamentally, the technologies tested in the two special programmes can be tted into three categories.

3.1. MEASURES APPLIED TO THE RAIL

At speeds of less than 100 km/h the dominant component in rolling noise is the sound emitted by the rail. Rail-mounted dampers cause the track to vibrate less and thereby reduce the train’s rolling noise. Screening on rail webs prevents the sound emitted from the web and foot of the rail from propagating further. In that way, it is possible to reduce noise levels by up to 3 dB. Another aspect investigated as part of the “KP II” programme was the acoustic implications of “high-speed grinding”, a tech- Reliable in Harsh nique that removes only small quantities of material at a working Environments speed of 80 km/h and which, if applied regularly, is able to keep the contact surface of a track in a condition corresponding to the www.multi-contact.com quality of a “track subject to special monitoring” for a long time [6]. In the amended version of “Schall 03”, high speed grinding is recognised as an alternative to conventional acoustic rail grinding. Railwayline Industrial connectors 3.2. MEASURES APPLIED TO THE PROPAGATION PATH

Starting from the fact that the overwhelming part of the noise emitted by moving railway vehicles originates in the wheels, rails and sleepers, nothing could be more logical than to position the noise barrier as close to the track as possible and at the same time to reduce its height drastically. Tests were carried out on low noise barriers of various heights and designs but making full use of the free space outside of the normal clearance gauge. Figure 4 depicts one of these designs, namely that of a gabion wall. One of its advantages is that it can be made to t in with the landscape bet- Electrical Connector Systems ter and that it reduces the impression of an optical dividing line for Rolling Stock caused by conventional noise barriers. Low noise barriers achieve a reduction in noise levels of around The Modular CombiTac System 5 dB, but that depends very much on the situation of the expo- CombiTac allows customized combinations of diffe- sure locations relative to the railway line. rent contact types for countless applications. The new rackable version CT-HE is particularly suited for slide-in 3.3. MEASURES APPLIED TO PARTICULAR ELEMENTS U[UVGOUCPFHWNƂNUVJGTCKNYC[UVCPFCTFUHQTQRGTCVKPI VGORGTCVWTGUJQEMXKDTCVKQPCPFƂTGRTQVGEVKQP Other measures tested in the special programmes deal with particular elements, which are often also noise hotspots (bridges, Connectors for Busbars tight curves and train-formation facilities): Where there are inverters in railway vehicles, busbars CTGWUGFVQFKUVTKDWVGVJGJKIJEWTTGPVU%QPPGEVQTUKP VJG%.+2.#/%.6CPF)54(QTMRNWIUTCPIGUCTGCUW- → Vibration absorbers on superstructures of steel bridges, highly RGTKQTUQNWVKQPHQTEQPPGEVKPIDWUDCTUKPGXGT[TGURGEV elastic sleeper supports and under-ballast mats reduce the PQFTKNNKPIQTUETGYKPITGSWKTGF booming noise caused by steel bridges; → Conditioning agents on the hump retarders of marshalling Visit us: yards reduce the high-frequency screeching of brakes; InnoTrans: September 20 – 23, 2016, Berlin, Hall 12 Booth 208 → The application of ecological friction agents on the contact More Events: www.multi-contact.com > News > Exhibitions surfaces of rails in tight curves may be able to prevent screeching in curves entirely; and → Of all the innovative noise-abatement techniques deployed for the rst time within the framework of the “IBP-II” programme, inll panels on bridges would appear to be the most promising for widespread use and for inclusion in “Schall 03”. The technique involves fastening sound-absorbing materials » www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2016 27 Reducing noise

FIG. 4: obtaining the necessary approval from the Low noise barrier Federal Railway Authority to carry out the made of timber/concrete composites in civil-engineering tests, the costs of installing Burghausen the technical systems to be tested and also (source: Südostbayern- the costs of the measurements during the bahn, Kollai) test phase, plus the costs of dismantling the technical system after completion of the test phase. It is planned to install the rst items to be tested before the end of 2016. Further innovations are indispensable for ensuring the e cient shaping of future noise control in rail tra c and for maintain- ing the long-term acceptance of rail as a mode of transport. The I-LENA programme is giving the correct impetus for this.

FIG. 5: Inll panels on a rail- 5. PROSPECTS way bridge over a road in Oberwesel The target set by the German Federal Min- (source: DB Netz AG, istry of Transport and Digital Infrastructure Karaca) and the Deutsche Bahn group of halving noise by 2020, i.e. of achieving a reduction of 10 dB in noise exposure, which is sub- jectively perceived as a halving, is certainly going to be achieved thanks to the two pillars of converting freight wagons and implementing the noise-remediation programme. That is, however, not enough, and further measures are necessary to cater for the noise-protection demands of a changing social environment and the growing need in the spaces on bridge railings. It is sim- → reduce the follow-up costs for mainte- for mobility. Innovative solutions are to be ple to apply in practice and oers eco- nance, and sought preferentially on the technical side, nomic benets. Before a denitive ver- → develop construction methods with less namely applied to the track and the vehi- dict can be issued for this technique, it is of an impact on operations and requir- cles. Where appropriate, these are to be ac- still necessary to wait for an outstanding ing shorter track closures for installation. companied by public-policy measures, such acoustic evaluation of a test section in as the prohibition of grey cast-iron brake Niederheimbach. Deutsche Bahn is going to make test tracks shoes announced by the federal authorities. available for this programme on the lines One measure that would not be suitable, on 4. THE “ILENA” INITIATIVE between Munich and Regensburg as well the other hand, would be to impose speed as Berlin and Frankfurt an der Oder. What restrictions on freight trains at night, since “I-LENA” was launched in April 2016 as an is new compared with the earlier special that would cause capacity losses, leading to autonomous part-project within the federal programmes of “KP II” and “IBP II” is that the a shift in freight tra c onto the roads, taking “ZIP” programme (“Programme of Invest- test sections are not going to be at noise the noise with it. ◀ ment in the Future” or Zukunftsinvestition- hotspots but on “greeneld sites” in order sprogramm). I-LENA is an acronym of the to ensure optimum overall conditions for References German for “Initiative for new and appli- acoustic measurements. That includes un- [1] Gesetz zum Schutz vor schädlichen Umwelteinwirkun- gen durch Luftverunreinigungen, Geräusche, Erschüt- cation-oriented noise-abatement testing”. impeded sound propagation away from terungen und ähnliche Vorgänge (Bundesimmissions- The initiative is to run until 2020 and gives the track without interference due to back- schutzgesetz – BImSchG); Sechzehnte Verordnung zur developers of noise-abatement measures ground noises. The exclusion criteria include Durchführung des Bundesimmissionsschutzgesetztes (Verkehrslärmschutz-verordnung – 16. BImSchV) aecting the infrastructure the possibility buildings and high vegetation along the [2] Richtlinie zur Berechnung der Schallimmissionen von of testing their innovations in practical use railway line as well as cuttings and embank- Schienenwegen (Schall 03) [3] Verfügung Pr.1110 Rap/Rau 98 des Eisenbahnbundes- with Deutsche Bahn. I-LENA is going to bring ments. The appraisal of eectiveness is to amtes vom 16.03.1998 about a radical acceleration and simplica- follow uniform principles and is to take place [4] J. Rothhämel, S. Schröder, B. Koch; Akustischer Fahr- ächenzustand im Netz der DB Netz AG, ZEVRail; Jahr- tion in the innovation process for noise- in comparable measuring conditions. gang 139, 2015 abatement technologies. The development I-LENA is kicking o with a competition for [5] Schlussbericht zum Konjunkturpaket II: Innovative Maßnahmen zum Lärm- und Erschütterungsschutz am of innovations within I-LENA is intended to: ideas. Industrial companies, universities, re- Fahrweg – Schlussbericht; DB Netz AG 2012 search institutes and even private individuals [6] Schlussbericht zum Sonderprogramm Lärmschutz → identify technologies with additional or with good ideas are urged to submit concepts Schiene zur Finanzierung von Einzelmaßnahmen zum Lärmschutz an Schienenwegen des Bundes im Rahmen improved contributions to noise reduc- for innovative noise-abatement technolo- des Infrastrukturbeschleunigungsprogramms II (IBP II) – tion gies. For those proposals that are accepted, DB Netz AG 2015 [7] K. von Diest, M. Beier; HighSpeed Grinding dient auch → bring down the costs of noise-abate- the German Federal Ministry of Transport and dem Lärmschutz, Eisenbahntechnische Rundschau; ment technologies Digital Infrastructure will assume the costs for Nr 7+8, 2012

28 ETR | INTERNATIONAL EDITION | 1/2016 www.eurailpress.de/etr Track greening

Sustainable track greening by locally adapted planning, implementation and maintenance

The always visible tracks of trams and light rail have a visual impact on the city landscape, and are therefore an important element in urban design. One of the main advantages of greened tracks is the aesthetic eect compared to ballasted tracks or tracks covered by concrete or asphalt.

▶ This is especially important for urban Other inuencing factors on sound mitiga- Dr. Christel Kappis Founder and manager of the spaces with less green such as inner cities. tion are determined by the condition of the Green Track Network There, track greening can create new veg- vegetation system (plant cover and height, (www.gruengleisnetzwerk.de) etation area, which hardly ever gets such a porosity and water content of the substrate). Co-authors of the Handbook potential for green space. This way, four kilo- Track Greening metre of single track create one hectare al- [email protected] ready. So far, 565 km single track are greened PROBLEMS IN TRACK GREENING in Germany, which add up to 141 ha, or Dipl.-Ing. agr. Hendrikje Schreiter 1.4 million m², respectively, plus additional The conditions of the greening of older grass Founder and manager of the Green green spaces adjacent to the tracks. tracks are often not as satisfying as straight Track Network Apart from the urban design aspect, their after installation. That means that the above (www.gruengleisnetzwerk.de), ecological eect in highly sealed city sites mentioned eects are mitigated as well. Co-authors of the Handbook Track Greening comprises for example rain water retention, After long periods of drought, dry grass Hendrikje.Schreiter binding of ne dust and pollutants, reduced appears very often. During the following @iasp.hu-berlin.de track temperature during strong solar ra- recovering period especially tuft-forming diation, increased biodiversity of ora and grass varieties develop, which show bunch Both: Institute of Agricultural and Urban Ecologi- fauna. type growth and leave gaps in the plant cal Projects aliated to Berlin Humboldt-University An important reduction of the inevitable cover. These gaps are populated by weeds, (IASP) noise emissions of trams can be achieved mostly herbaceous. A transformation of the with track greening. It absorbs noise in the original plant population starts, which might These optical appearances result from dif- pores of its substrate and plants and pre- not oer the same design and ecological as- ferent, frequently related causes with mul- vents emissions from the rail if the vegeta- pects as originally intended. tiple eects. Identifying theses causes and tion system is installed up to the top of the Incursions of street cars in Green Tracks their complexity is basis for mitigation and rail. damage the vegetation systems and exten- prevention of the loss of function from track sive foot tra c leaves its marks. greening, respectively. »

FIG. 1: Appearance of the tracks before and after the greening process in Berlin (Photo: [2])

www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2016 29 Track greening

FIG. 2: Dry plant cover (Photo: [5]) FIG. 3: Spontaneous vegetation after drop out of the grasses (Photo: [1])

FIG. 4: Vegetation drop out and transformation of plant population FIG. 5: Pedestrian path with compaction of the substrate and vegeta- (Photo: [3]) tion drop out (Photo: [3])

FIG. 6: High amount of If these adverse eects will not be antago- foliage in Sedum track nised or if basic growing conditions cannot followed by vegeta- be provided, the intended plant condition tion drop out cannot be preserved. (Photo: [4]) During planning phase, an assessment of the expected growing conditions might lead to more suitable systems for a location. As a result, those systems can function more sustainable at reduced maintenance and costs. With increasing awareness on the multiple use of urban greening on buildings and the accompanied imposed conditions by the Authorities Having Jurisdiction for new constructions and reconstructions of tram tracks the demand for sustainable greenings with stable performance (optic and ecology) rises.

Central aim for transport companies is the cribed to the neglect of the fact that tracks track as part of the transport system, which oer extreme growing conditions for plants, GREEN TRACK is safe to operate with minimised costs. Thus, such as limited space for roots, often re- NETWORK the integration of horticultural knowhow duced water supply, wind suction due to when covering tracks with vegetation sys- passing trams, heat emission of trams or ex- In 2011 the Green Track Network was found- tems often was secondary. cessive foot tra c. Depending on the inten- ed to solve these problems. It deals with the Most problems in Green Tracks can be as- sity of the stress, plants will react to it. optimisation of intensive and extensive tram

30 ETR | INTERNATIONAL EDITION | 1/2016 www.eurailpress.de/etr FIG. 7: Substrate compaction results in impeded drainage and vegetation drop out (Photo: [3])

track greening systems and its development. It involves experts from construction to maintenance. It incorporates planning, supply and At this year’s Innotrans, GHH-BONATRANS will go one step construction of track systems, pre-cultivation and installation of veg- further presenting their latest innovation for LRV’s and trams: etation systems as well as maintenance. The Green Track Network (www.gruengleisnetzwerk.de) is a con- sortium of 14 members from small and medium sized enterprises, NEW SUPER-RESILIENT WHEEL big enterprises, transport operators and research institutes. GHH Radsatz GmbH has developed a new Super-Resilient It inter-relates research and development capacities with practical Wheel for 12.5-ton axle loads. The wheels meet all knowhow. requirements for a Resilient Wheel with tread diameter down Greening guidelines and standards exist for sports turf areas, golf to 600mm new / 520mm worn. courses and roof greening. But they do not cover the issues of tram • Reinforced design of all components track greening. Many unknown aspects and relations have to be con- • New design of rubber elements sidered, which had been unpublished. For that reason the network • Easy maintenance through self-centering property members compiled the Handbook Track Greening during the last 5 • Low radial sti ness years. The holistic approach from vegetation and track, from planning to maintenance was worked out by means of intensive exchange NEXT GENERATION OF INDEPENDENT WHEEL AXLE of experience in 15 meetings and the visit of 10 transport operators The new 12.5-ton GHH-RADSATZ Independent Wheel Axle is and their green tracks (Berlin, Munich, Mannheim, Düsseldorf, Kas- based on the proven and reliable GHH-RADSATZ basic design sel, Bremen, Dresden, Ulm, Potsdam, Braunschweig) paying special ful lling today’s state-of-the-art upgrade for high axle loads. attention to local conditions, requirements, systems, visions and solutions. Furthermore working groups, own research in Green Tracks, regular surveys of Green Tracks in dierent transport companies and FIRST RESILIENT WHEEL PRODUCER TO COMPLY intensive public relations (workshops, presentations, exhibitions) WITH EN 45545 ON ALL COMPONENTS helped to work out key issues of that topic. Rubber components of GHH-RADSATZ Resilient Wheels The knowledge of the relations is essential for the adaption of with modi ed compound ful lling the properties of fire the track structure to the requirements of the vegetation on the protection standard EN 45545. one hand (e. g. higher substrate thicknesses), and the adaption of the vegetation system (choice of plants, substrate and maintenance measures) to the growing conditions given on the other hand.

We look forward to seeing you REQUIREMENTS FOR SUSTAINABLE TRACK GREENING at Hall No. 21, Stand No. 506. www.ghh-bonatrans.com Sustainable track greening requires the knowledge of the demands of the vegetation and its application during planning, implementation and maintenance. An analysis of the local growing conditions as well as the conditions given by the track and the type of use will decide whether greening is possible and which requirements have to be imposed on the vegetation system. Furthermore it will facilitates the choice which greening system might function reliably, which maintenance measures are needed and which additional measures need to be » www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2016 31 Track greening

FIG. 8: HANDBOOK TRACK GREENING Grass Track in Braun- schweig, sustainable DESIGN IMPLEMENTATION for 30 years MAINTENANCE (Photo: [3]) The Green Track Network compiled the Handbook Track Greening – design – implementation – maintenance, which was rst published in German language in 2014 by Eurailpress, DVV Media Group GmbH. This book contains information e.g. about track types and dierent track structures for green tracks, basic requirements for the implementation of vegetation systems in tracks, types of greening and vegetation, structure of vegetation systems and their planning, implementation, maintenance and basics for the planning of green tracks as well as prob- lematic issues and possible solutions. In a requirement matrix for dierent local conditions recommendations are given for locally adapted vegetation systems depending on climate (sun/shade, precipitation), the track structure (possible substrate thicknesses) and the maintenance for an accepted or desired visual appearance. The English version of the handbook has just been released in August 2016. Our network partner can be contacted directly regarding track greening, and you’ll also nd edilon)(sedra Gmbh, Kraiburg Strail GmbH and Rail.One GmbH at the InnoTrans in Sep- tember 2016. ◀

taken at the specic location in order to pro- the track structure and thus, inuences the tect the vegetation. possible substrate thickness. The choice of vegetation system and its Implementing knowledge about the inu- Bibliography of the photos components, in in particular the mixture ence of track and vegetation issues is required [1] Dreger, BVG of plant and substrate but also the types of for a sustainable and aesthetic greening. [2] Grätz, SchmidIngenieure GmbH [3] Kappis, IASP Green Track depend on the local growing The following references show selected [4] Reidenbach, LVG Erfurt conditions (precipitation, sun and wind), on examples for locally adapted green tracks. [5] Schreiter, IASP

FIG. 9: Sedum Track in Berlin, sustainable for 16 years (Photo: [5]) FIG. 10: Grass Track in Berlin (Photo: [3])

32 ETR | INTERNATIONAL EDITION | 1/2016 www.eurailpress.de/etr Software documentation

Semi-automated software documentation for modernised railway vehicles – a rst-hand report

Producing software-development documentation in accordance with DIN EN 50128 when modernising a railway vehicle constitutes a tough challenge for small and medium-sized enterprises. A company called Westfälische Lokomotiv-Fabrik Reuschling GmbH & Co. KG has now partially automated this documentation process through the use of a software tool in a methodologically supported continuous improvement process (CIP). By doing that, it has managed to bring the documentation process under control.

▶ Obtaining a vehicle approval in accord- 1. REEQUIPPING SHUNTING Julian Franzen, M. Sc. Scientic Employee at the Faculty ance with the provisions of the memoran- LOCOMOTIVES of Production Systems at the dum of understanding [1] issued by the Ruhr-Universität Bochum Germany Federal Railway Authority (EBA) Shunting locomotives are a central element [email protected] or the Trans-European Railway Interoper- in the movement of freight by rail every- ability Ordinance (TEIV) [2] constitutes an where in the world. On the one hand, they enormous organisational challenge for small are indispensable, but, on the other hand, and medium-sized companies. In the case they require very heavy investment, espe- Dipl.-Ing. Dipl.-Wirtsch.-Ing. Udo Pinders of modernised railway vehicles, most of the cially when they are rst acquired. For that Technical Manager, Westfälische eort involved goes on software documen- reason, many operators keep their shunting Lokomotiv-Fabrik Reuschling tation as detailed in DIN EN 50128. This con- locomotives in service for a mean of 30 – 40 GmbH & Co. KG tribution takes the example of Westfälische years, until such time as they have fallen [email protected] Lokomotiv-Fabrik Reuschling GmbH & Co. into a state in which no further use can be KG (or “Reuschling” for short) of Hattingen to squeezed out of them. show how this challenge can be successfully Reuschling oers to modernise existing Dipl.-Ing. Walter Schreiber CEO, Westfälische Lokomotiv-Fab- met. locomotives as an alternative to purchas- rik Reuschling GmbH & Co. KG ing new ones. The locomotive is completely [email protected] stripped down, and each individual part is subjected to a thorough examination. De- cisions are then taken as to which compo-

Prof. Dr.-Ing. Bernd Kuhlenkötter Chair of the Faculty of Production FIG. 1: Catalogue of criteria for assessing the modernisation of a railway vehicle Systems at the Ruhr-Universität Bochum Assessment of the modernisation [email protected] of railway vehicles

Departure from vehicle parameters? nents to keep and which ones need to be replaced as part of the modernisation pro- Increase in vehicle speed? cess on grounds of wear or performance, or

Change in vehicle mass? because of the client’s wishes.

Increase in wheelset load? 1.1. THE LEGAL SITUATION Change in concepts, such as for ﬁre prevention? Catalogue of criteria Change in the vehicle’s technical systems including the Extensive When a locomotive is rebuilt, its original corresponding software? re-equipping characteristics may undergo a denite change. To deal with that, catalogues of cri- » www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2016 33 Software documentation

teria exist for national approvals [2, 3] and 1.3. DOCUMENTATION IN ACCORDANCE rientation or even a feeling of helplessness they lay down limit values and conditions WITH DIN EN 50128 in the documentation process. This is made for locomotives’ characteristics (Fig. 1). If worse by the rumour that documentation in one of these criteria is exceeded, the mod- The applicable regulations lay down that the conformity with the standard increases the ernisation is given the status of “extensive crucial standard provision for the develop- bureaucratic burden. One explanation for re-equipping”, and a renewed approval pro- ment and documentation of software appli- that is that many elements of documenta- cedure must be launched and performed for cations for technical railway systems is DIN tion are created in the course of develop- the criterion aected. In the course of that, it EN 50128 [4] which forms part of the CENEL- ment work anyway, but then need to be re- must be demonstrated to the competent au- EC package of railway standards. cast in a form complying with the standard thority that the safety of the railway vehicle With the aim of guaranteeing safe soft- for the purpose of assessment (“duplication concerned as dened in [3] continues to be ware, this standard not only demands con- of documentation”). The problems referred guaranteed with the modernisation. It is also tinuous verications and software tests but to above have already been discussed in the necessary to look to the future and consider also lays down certain principles, such as literature in the context of bigger companies the safety relevance and signicance of the procedural models (the German Federal [5, 6]. Substantial ideas on how to cope with conversion work. Railway Authority stipulates the V model [3]) this challenge have not, however, been pre- and an allocation of roles appropriate for sented, especially not ones that would assist the safety requirements and method. The small and medium-sized businesses whose 1.2. CORE ASPECT OF SOFTWARE numerous demands, some of them strict, human resources are very much more lim- DOCUMENTATION contrast with a rather general formulation ited. of these objectives, the reason being that it Taking the example of Reuschling, after a is felt desirable to keep the standard as gen- locomotive has been operating for several erally applicable as possible and to make it 2. PLANNING AND CHARACTERISING decades, it is more or less inevitable that possible for it to be used in many dierent THE DOCUMENTATION IMPROVE its central controls will have to be replaced types of software project. MENT when it undergoes modernisation. As can be seen from Fig. 1, however, catalogue cri- The challenge described above was one terion 6 is aected by this, meaning that the 1.4. PROBLEMS WITH DOCUMENTATION which the Reuschling company also had to locomotive has been extensively modied. COMPLYING WITH THE STANDARD face up to. It began early on by arranging The consequence of that is that when the its software documentation to ensure pro- application for a renewed approval for the Software development conforming to the cedural e ciency. It set a priority target of locomotive is being examined, the safety of standard constitutes an enormous challenge having control over the development pro- its controls must be documented and that for many companies. The problem often lies cess complying with the standard, so it put process, in turn, is divided into software and not in the development of safe software it- suitable processes and structures in place to hardware components. self but in complying with the standard’s oer its clients a high-quality product that By contrast to typical quantitative me- strict provisions as regards documentation. would be bound to obtain an approval. chanical-engineering evidence, this is done It can thus generally be said that amongst Development documentation is funda- here by means of software documentation the developers who use it the level of ac- mentally a company’s internal process in conforming to the standard. When the scope ceptance of it is low. The deliberate policy which there is a discrepancy between the is so extensive, software documentation be- of the standards committee of keeping the actual state of aairs and the target one. comes the core aspect of the approval work wording of the content general with the pur- Having recognised this, it follows that there for modernised railway vehicles. pose of ensuring the standard’s widespread is a need for an improvement measure. applicability has precisely the opposite im- Its outcome ought to be more than just a pact to the one desired, often causing diso- short-term, one-o increase in the degree of compliance with the standard but achieving sustainable mastery of the process. It is the PDCA cycle that is applied for performance Standardise or of the continuous improvement process Collect information, further adapt (CIP). That cycle is inspired by Deming’s plan measures a measure problem-solving process, given its proven - Interviews, written - Introduce or revise surveys - suitability for all types of quality-related a target/actual comparison - problem [7]. The individual phases of the model (Plan, Do, Check, Act) are eshed out with scientic methods appropriate for the requirement, for example obtaining and an- alysing information. Figure 2 illustrates the methodology of the dynamic PDCA cycle, including activities typical for each phase. Evaluate catalogue Run change of criteria on a test basis 3. IMPLEMENTATION - Interviews, written - Trial operation - FIG. 2: evaluation surveys - The PDCA cycle [7], including activities Success in the form of sustainable improve- typical for each phase ment can only be produced by applying the

34 ETR | INTERNATIONAL EDITION | 1/2016 www.eurailpress.de/etr Software documentation

Blockages Package of measures problem that is the root cause of an unsat- isfactory situation. Whereas a broad range Obscurity of standard’s contents of sources are generally available for acquir- and requirements ing the information needed to construct Guideline Lack of examples the foundation for the CIP measure, there is Training activities an absence of secondary data on problem Software-based identication when it comes to software Duplication of documentation partial automation documentation for railway applications. That Document makes it indispensable to gather informa- templates No standardised procedures tion at rst-hand about the specic problem. For the capture of data that is typically Tailoring the V model does not match company V model waiting to be done in the rst phase of the procedures PDCA cycle, all methods for generating Duration of CIP data are fundamentally suitable, including surveys and interviews, through which it is Cycle 1 Cycle 2 Cycle 3 Cycle … Cycle possible to obtain the employees’ personal FIG. 3: Documentation-specic blockages and measures to eliminate them perceptions of the problem. Performing problem identication initial- ly conrms the obscureness of the stand- model consistently over time. Once the CIP ing from continuous improvement, in other ard, as has already been mentioned in the wheel has been set in motion, it must (to words several rounds of working through literature [5, 6], and also the duplication of stick to that image) be kept moving, since the measure. work involved in getting the documenta- the most that can be achieved through a sin- tion ready. Further interesting aspects to gle, static use of it is a short-term improve- the problem also become evident at this ment in the target process. 3.1. IDENTIFICATION OF stage. Many of the employees will remark The following section describes how Re- COMPANYSPECIFIC BLOCKAGES that the V model as envisaged in the stand- uschling uses the cycle in practice. It is not ard does not appear to tally with the com- an account of a single round of working Before a process of whatever sort can be pany’s internal procedures. In addition to through the cycle but the essence result- improved, the rst step is to identify the real that, the documentation lacks standardised »

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What is of eminent importance in carrying out the CIP measure is to keep the CIP wheel Software solution enters boundary in motion, not losing its initial momentum, conditions User partly automatically produces so as to ensure that the improvement is re- Documentation ally achieved and that, in the end, things

Contents References keep on moving in the direction of excel- module Editorial module lence. It is the employees who are the crucial asset in consideration of this purpose, since, once they have accepted the improvement supports process and made it into a living reality, they

Methodological Contextual Plausibility checks develop a dynamism all of their own and recommendation guideline drive the improvement process forward in a

Assistance decisive way, as has been borne out by the Templates example of Reuschling. Following the example set by software documentation, Reuschling has gone on to FIG. 4: How the documentation tool works revolutionise what it does inside the company in other facets of locomotive approvals, so that at all approval levels it is possible structures and procedures. All in all, they point of view of both the developers and as- to guarantee the dependability of its process express the wish to be better supported in sessors, it can be concluded in this way that and the certainty of obtaining approvals. ◀ the documentation process. The key prob- there has been a clear-cut improvement in lems identied have been grouped togeth- both the perceived and factual quality of the References er as crucial blockages and highlighted in documentation. That fact is reected par- [1] Eisenbahn-Bundesamt: Memorandum of Understand- ing über die Neugestaltung von Zulassungsverfahren the blue boxes in Fig. 3. ticularly in the faster and smoother process für Eisenbahnfahrzeuge, 2013. Repeated employee surveys carried out cycles, despite the high process complexity, [2] TEIV: German national ordinance on the interoperability of the trans-European railway system governing the at the beginning of the cycle pinpointed a which nally leads to satisfactory assess- conditions for the interoperability of the railway system need for improvement measures. In the rst ments. in the European Union in accordance with Directive few rounds of CIP, the main focus was on in- Acceptance of the use of the standard has 2008/57/EC, 2016. [3] Eisenbahn-Bundesamt: Verwaltungsvorschrift Ab- dividual measures, as shown in Fig. 3, such as grown in the same way, which, in turn, is to nahme §32 – Verwaltungsvorschrift für die Abnahme the production of a company-specic docu- be ascribed to the intended learning process von Eisenbahnfahrzeugen gemäß § 32 EBO im Zustän- digkeitsbereich des Eisenbahn-Bundesamtes, 2004. mentation guideline and documentation on the basis of the company-specic guide- [4] DIN EN 50128: Railway applications - Communication, templates as well as tailoring the V model, line. The developers aected, who at the signalling and processing systems - Software for railway control and protection systems, Beuth Verlag, Berlin, in other words customising it to meet the outset felt a lack or orientation and helpless- 2001. company’s own needs. It ought, however, ness, have assimilated an understanding of [5] Schwartz, S.: Erfahrungen mit den CENELEC-Normen. In: Berichte aus dem DLR-Institut für Verkehrssystemtech- not to take long for it to emerge that these the process, which permits them to master nik. Deutsches Zentrum für Luft- und Raumfahrt e. V., individual measures, especially the guide- it and develop it further. The catalogue of Braunschweig, 2009. line, will have triggered a learning eect in measures can therefore be described as a [6] Meißner, M.; Meyer-Eschenbacha, A.; Blessing, L.: Adapt- ing a Design Process to a New Set of Standards – a Case the developers, leading them too to feel the complete success on the way to mastering Study from the Railway Industry. In: Proceedings of the growing desire for a partial automation of the process. 8th International Design Conference, pp. 401–408, Du- brovnik, 2004. the documentation process. The fact that the target has been reached [7] Schmelzer, H.; Sesselmann, W.: Geschäftsprozessman- As a reaction to that, Reuschling, in close through the catalogue of measures permits agement in der Praxis, Carl-Hanser-Verlag, Munich, liaison with the future users, developed an the conclusion that the chosen methodo- 2013. innovative software tool, which aims, on the logical framework in the form of the PDCA one hand, at the partial automation of the cycle as an overarching accompaniment of production process and, on the other hand, the CIP measure is appropriate for the prob- at user support in the sense of an assistance lem posed. system. The elements the software uses for this purpose are illustrated in Fig. 4. In a certain way, the tool can be seen as an ex- 5. CONCLUSION AND PROSPECTS tended collation of the individual measures established beforehand and as a help in con- This contribution has shown how, by ap- guring transparent, structured and resilient plying suitable methods, it is possible to information on documentation conforming nd a company-specic way of mastering to the standard. the railway-related documentation process ensuring procedural e ciency with a cost- e cient process. Reuschling’s experience 4. EVALUATION shows that if a company has a certain will- ingness, then scientic measures can also be The success of the catalogue of measures is applied successfully in a medium-sized com- repeatedly conrmed through written eval- pany to bring about a change and become uation surveys that are comparable with one established, producing a very considerable another every time the cycle is run. From the benet.

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Creating a secure state-of-the-art remote access

Control technology within the rail energy supply is an important component. Frequently maintenance and service work are only possible within a time-consuming on-site deployment. A remote access for the operator and its service partners enables a exible and less time-consuming way to check the condition of the plant and to carry out work. This remote access requires a technical protection against unauthorized access.

Rail Power Systems GmbH Garmischer Str. 35 81373 Munich Germany Phone: +49-89-41999-0 Fax: +49-89-41999-270 Mail: [email protected] Web: www.rail-ps.com

As a leading provider of electrical equipment for track-guided transportation systems with electrical traction, Rail Power Systems provides its share of e cient and sustainable solutions with its products and services. Schematic diagram of the remote access

▶ In critical operating situations a remote ac- to consider the requirements of the BDEW cess of the site is passed to an infrastructure cess enables the elimination of an operation whitepaper “Requirements for secure con- consisting of a connection manager and a impending defect within a short time. The trol and telecommunication systems”, which virtualized server infrastructure. challenge for the design of a remote access was developed for the general power supply From this application the local control is to create a prior art secured access against and is updated according to technical pro- computers of the control system can be a malicious third party access. A convenient gress. reached. The remote access infrastructure access should be allowed for authorized par- The created infrastructure consists of is secure using restrictive access rules, a do- ties. During the construction of substations the technical solution including hardware main and a separate malware protection so- and switching stations for train operators it and software as well as the organizational lution against unauthorized access. Dierent is now necessary to establish a remote main- solution. These include the denition of service partners and the plant operator can tenance access which complies with the rel- responsibilities and processes. The remote perform logically separated activities. evant IT security requirements. Besides pure maintenance access is independent of the The established solution has a modular control technology the necessary secure IT operational management and does not in- design and can serve as a basis for other infrastructure is also to be set up. terfere with it. As an entry point, a separate facilities. Its advantage is the exible, role- The remote maintenance access allows Citrix-based infrastructure was created. It based access authorization and the secure maintenance and service technicians to take can be accessed via a browser-based client three-factor authentication when logging insight from afar into parts of the control sys- and is authenticated by a domain registra- on to remote maintenance portal. Using this tem. If due to a fault an on-site deployment tion and a SMS-session pass code. The ac- various process control facilities can be ac- is required it can be selectively prepared by a tual access to the control system’s location cessed centrally after activation. remote fault analysis or even xed remotely. is established via a VPN connection which is Within the project Lohsa/West an equiva- Due to classication as a sensitive infrastruc- permitted by the operator using a person- lent remote solution access has already been ture the design and implementation had related authentication. The personalized ac- designed and implemented. ◀

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Bode digital railways: virtual interfaces for doors

In order to face the challenges of the increasing speed of technological developments in the 21st century Bode now introduces an innovative digital strategy to improve both safety and passenger comfort with their own Boarding Management Unit (BMU) for doors.

ton logic with an innovative gesture con- target independence it is more than state of trolled interface. Complex sensor systems the art technology used within the heart of already successfully established and well ac- the BMU. cepted in the automotive and industrial sec- The grouping of numerous laser beams tor will now be an integral part of a door sys- into one central sensor unit allows compre- Gebr. Bode GmbH & Co. KG Ochshaeuser Str. 14 tem allowing operation by virtual interfaces hensive monitoring with a great many func- D-34123 Kassel and oering even more safety and comfort. tional features. Moreover, this kind of sensor Phone: ++49-561-5009-0 Even passenger counting and ticketing are is not subject to any data protection limita- Fax: ++49-561-54943 side features especially interesting for any tions, which is a clear advantage in com- Mail: [email protected] public transport operators. parison with CCTV (closed-circuit television) Web: www.bode-kassel.com based systems. Thus, the Bode BMU is solely The Gebr. Bode GmbH & Co. KG in Kassel, based on sensors using the laser technology. Germany, delivers complete automatic SENSORS The BMU arrangement usually is built door systems as well as sub components around two laser sensors, i.e. an internal sen- for the rail, bus and automotive industry The implemented sensor arrangement of sor and an external sensor. Each sensor is in- since 1968. the entrance system relies on highly so- stalled in such a position, that the sensitive phisticated linear laser scanning devices. areas for interaction with the Bode entrance The laser distance sensor, currently one of system can be monitored. The external sen- the most powerful measurement tools on sor is located outside, preferably above the the market, is used in a variety of industrial door. The monitored area is visualized as ▶ A Bode entrance system will no longer applications such as driving assistance sys- the top perspective view over the scenery rely on the classic order-action principles tems, medicine technology, robotics etc. as illustrated in Fig.1. The internal sensor is only, but rather monitoring the whole en- Due to its reliable characteristics, e.g. accura- located either on the top right or left side of trance area and e.g. replacing the pushbut- cy, deniteness, interference immunity, and the entrance in order to cause no interfer-

FIG. 1: Sensor positions and Bode Boarding Management Unit (a) External active area (b) Internal active area

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ence with the mechanics of the door but still functions provided by the door or the ve- functionalities are apt to improve the trave- maintain a comprehensive overview of the hicle such as control a built in infotainment ling experience of passengers as well as to vestibule entrance area. The covered areas system. provide a supplier of transportation more of both sensors are called the internal active Further, the new Bode sensors are capable detailed information about their services area and the external active area. The infor- to identify potential sources of hazard and and increasing e ciency and convenience. mation of both active areas can be directly thus trigger a warning to passengers even The two sensors that are mounted as part provided by the laser sensors and evaluated before an actual danger occurs. This func- of the door system itself are able to monitor by the door control unit, respectively. tionality may decrease the operating cost for events that are occurring in the vicinity of the operators as the passengers can be directly inside and outside entrance area capturing guided to leave for example danger zones or movements and passenger ow. The basis REPLACING AND ENHANCING to leave highly frequented areas and hence for all such considerations is a suitable object EXISTING FUNCTIONALITIES increase the e ciency and comfort of the recognition that assigns categories to the pat- over-all service. terns that appear at a time in the laser scan- A large variety of dierent sensor types is Just recently, the close-to-production pro- ner. Aforesaid categories are humans, objects, currently used in entrance systems. The totypes are going through an extensive vali- humans with objects, etc. The sensor system most popular and widely known sensors and dation with the support and cooperation of also retains the timings of the events that are switches are two well-known urban transport operators detected in the course of an episode. located in Kassel and Berlin, Germany. These data and the two perspectives (see → Push buttons With this approach of prototype valida- Fig. 2), that are delivered with the system, → Light curtains and light barriers to moni- tion in an operating environment, it is ex- allow to establish a number of assumptions tor the passenger ow pected to gain further experience regard- about the events that are occurring around a → Switches and sensitive pressure mats in- ing the functional stability and algorithmic BODE door. By matching patterns of persons tegrated in step systems to prevent any setup of the sensor system. Further these in the internal and the external sensors and step movement while people are board- installations are being used to investigate taking into account the respective timings, it ing the general acceptance of passengers of the can be deducted whether a person is enter- → Sensitive edges to detect obstacles and new interface and nally explore the multi- ing or exiting the vehicle through the BODE prevent passengers from being trapped tude of further potential applications in the door. in closing doors future. Thus, a passenger counting system can be → Ultrasonic sensors to measure the exten- deployed with minimized costs, simply by sion distance of steps to the platform using the technical features of the BMU. Fur- GOING BEYOND thermore, it is possible to detect passengers In order to connect these various sensors with reduced mobility (PRM) (e.g. wheelchair to the door control system, it is necessary The introduction of the Bode Boarding users) and appropriate measures can be exe- to implement an elaborate system of elec- Management Unit does not only reduce cuted accordingly (for example an extended trical interfaces. This does not only require the number of electrical interfaces within a wheelchair ramp). signicant engineering eort and thus cost, door system by replacing the classic actua- These are only a few examples of the tech- it does also have a considerable impact on tors such as pushbuttons, sensitive edges or nical abilities such a Boarding Management reliability and durability due to the number infrared sensors but opens the door to a Unit may bring into the Passenger Trans- of dierent electrical interfaces. whole variety of new functionalities. These port. ◀ The new Bode BMU sensor system based on laser range measuring technology is able to replace all of above mentioned switches and sensors and thus to reduce the number of components. The overall reliability of the system is increased while lifecycle cost (e.g. planning, maintenance, etc.) are minimized. Even though the overall sensor system is FIG. 2 : Object and Person recognition using the Bode sensor framework simplied, an enhanced perception of the entrance’s environment is achieved. This originates from the higher information ow and output of the newly employed technology. The capabilities to react to its dierent surrounding conditions are augmented. The door system will now be able to detect and react to obstacles without any contact, reducing or even avoiding possible incidents that may result from the door’s kinetic energy while opening and closing. The new capability to accept e.g. door open com- mands also increases passengers’ convenience. The ‘touchless’ user interface can be enhanced to a gesture controlled interface enabling the passenger to request special www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2016 39 ADVERTORIAL

Optimization of life cycle cost of cooling systems

The consideration of the total life cycle cost for components of trains and locomotives becomes more and more important. An intelligent layout of cooling systems oers signicant potential to reduce the production cost for the cooling system, its maintenance cost, its energy consumption, its weight, its space enve- lop and its aerodynamic resistance, respectively.

1) integration of dierent cooling applications into a combined cooling system 2) consideration of the operational cycle MAHLE Industrial Thermal Systems for the dimensioning of the required GmbH & Co. KG cooling performance Heilbronnerstrasse 380 70469 Stuttgart, Germany The resulting saving potential is larger than Phone: ++49-711-501-42100 Web: www.mahle.com one third of the total life cycle cost of a cooling system. Here, the expertise of the cool- Together with the customers, the Industrial ing system supplier is key to tap the full sav- FIG. 2: Combined transformer and converter Thermal Management prot center devel- ing potential. cooling unit for Regional EMU with Mahle ops complex cooling and air condition- Monobloc® technology ing systems for railroad and specialized INTEGRATION OF DIFFERENT COOL vehicles, agricultural and construction ING APPLICATIONS INTO A COM 3.0 meters to 2.2 meters and last but not machinery, as well as for large engines, power generation, and power electronics. BINED COOLING SYSTEM least, to a weight reduction of 100 kg (from In addition, it provides worldwide, easy ac- 800 kg to 700 kg). cess to spare parts and professional repairs In many trains, dierent cooling applications The Mahle Monobloc® design oers the for the products delivered and the entire are required, such as transformer cooling, in- following advantages compared to separate service life of our customers’ products. verter cooling, traction motor cooling, diesel coolers: engine cooling, etc.. The Mahle Monobloc® design allows to combine dierent cooling → safe integration of dierent circuits in circuits into one heat exchanger and hence one single heat exchanger (safety chan- into one cooling system, with advantages in nels prevent mixture of dierent cooling ▶ The following chart (gure 1) shows how packaging, costs and complexity. As an ex- liquids in case of a leakage) signicant the maintenance and energy cost ample: the combination of transformer and → only one cooling surface to be cleaned over lifetime are, when compared to the pur- converter cooling into one cooling system → continuous air n over the whole depth chasing price of a cooling system. for a regional EMU leads to a reduction of the of the heat exchanger and hence high The following two approaches lead to a total LCC cost by 20 Percent, to a reduction resistance against pollution and easy signicant improvement of the life cycle cost of the number of fans from 5 to 4 units, to a cleaning procedure which will be described in more detail: reduction of the total required length from → maximum utilization of the cooling potential of the cooling air and hence reduced cooling air ow, reduced fan noise, reduced energy consumption of fans → reduced weight and reduced space en- velop

CONSIDERATION OF THE OPERA TIONAL CYCLE FOR THE DIMENSION ING OF THE REQUIRED COOLING PERFORMANCE FIG. 1: Maintenance and energy cost over In order to dene the required cooling per- lifetime in comparison formance, the standard approach to design with the purchasing a cooling circuit takes the worst case oper- price of a cooling system for a regional ating conditions (max. heat rejection, max. EMU ambient temperature, max. altitude for op-

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FIG. 3: Operational cycle showing the heat rejection of a transformer FIG. 4: Combined transformer and converter cooling unit for Regional (QTR) and a converter (QConv) over the vehicle speed (w) EMU designed based on the operational cycle of the EMU eration) and the highest acceptable temperature within the cooling circuit into account. Consideration of the operational cycle of the vehicle and a corresponding dynamic calculation allows to reduce the required cooling performance by using the actual load conditions and by considering the heat capacity of the complete cooling circuit. The following detail of an operational cycle shows that the full heat rejection applies only for the short phases of acceleration and braking. The Mahle design software allows a dynamic calculation of the temperature levels within the cooling circuits based on the heat rejection data of the operational cycle. The cooling performance of the cooling circuits can be reduced as long as the maximum temperature levels for the cooling circuits are not exceeded. FIG. 5: Prinicple of the Mahle software for the calculation of the total life cycle cost As an example: the length of the cooling unit FIG. 6: Saving potential of an shown in gure 2 could be reduced from 2.2 m optimized cooling system to 1.2 m, the number of fans from 4 to 2, the weight from 700 kg to 400 kg. Total life cycle cost could be reduced by 17 %.

EVALUATION OF THE SAVING POTENTIAL

Mahle has developed a software to determine the total yearly energy consumption of the system (see gure 5). This program calcu- lates the annual power consumption of the cooling systems and hence the annual energy cost based on the ambient temperature, the altitude of operation, the required cooling performance (dependent on the operational cycle) and the air inlet pressure drop (dependent on vehicle speed). The software saving a signicant amount of the total life of the cooling unit by considering the op- considers the typical variations of this input cycle cost of cooling systems through the erational cycle of the vehicle and a second data over a whole year’s cycle. integration of dierent cooling applica- software to determine the total annual en- tions into a combined cooling system and ergy cost which allows to demonstrate the SUMMARY by considering the operational cycle of the savings of an optimized cooling system. train/locomotive. Mahle has developed a The overall saving potential is shown in g- Expertise in thermal management helps software which allows to reduce the size ure 6. ◀ www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2016 41 ADVERTORIAL

Innovative RFID sensor concept for railway applications

How to generate high-value solutions for customers by combining diverse areas of expertise, Ephy-Mess and Harting will demonstrate at this year’s InnoTrans 2016 in Berlin.

tially based on platinum measuring resis- transmission are obvious. The digital radio tors. The implementation of other measur- technology eliminates the use of expensive ing elements for dierent monitoring tasks cable connections and their costly instal- EPHY-MESS GmbH and additive applications is planned for the lation and maintenance. In operations the Berta-Cramer-Ring 1 future. Today, the supervision only of binary system replaces time intensive manual and 65205 Wiesbaden switching states is already possible. Using visual inspections, further it reduces down- Phone: ++49-6122-9228-0 the Ha-VIS RFID Control Series enables sen- times and increases availability. Additionally, Fax: ++49-6122-9228-99 sors and actuators to be operated in passive it facilitates a predictive maintenance and Mail: [email protected] Web: www.ephy-mess.de mode. helps to prevent damage to bogie compo- The modular software concept of the new- nents such as wheel set bearings, gears or Ephy-Mess GmbH is a leading manufactur- est reader family Ha-VIS RF-R3x0 by Harting traction. er and distributor of tailored made indus- supports dierent communication proto- The prototype of this system will be pre- trial measurement and sensor technology. cols and enables the complete sensor data sented to interested visitors at this year’s In- For over 60 years Ephy-Mess sensors add preprocessing and individual evaluation. All noTrans from 20th – 23rd September 2016. e ciency and safety to industrial applica- information can be extracted wireless at a The stands of the companies are located in tions, wind power plants and rail vehicles. distance of up to 1.5 meters depending on Hall 6.2, booth 402 (Ephy-Mess GmbH) and ambient conditions. in Hall 4.1, booth 426 (Harting Technology The advantages of this RFID-based data Group). ◀ ▶ Against the backdrop of the current de- bate on the implementation of industry 4.0 solutions Ephy-Mess GmbH together with its long-term business partner Harting Tech- nology Group developed a new and innovative RFID sensor concept for the railway industry. The trend of continuous condition moni- RFID sensor system toring is also impacting the demand in the RFID sector. For one thing, RFID sensors are used in mobile applications to identify objects and their condition, e.g. in the logistics sector. For another, they are used in xed installations to monitor machine or product condition. Based on the analysis of the sensor data, a reliable and responsive security system can be realized. The extremely robust RFID system by Harting in combination with the advanced sensor technology of Ephy-Mess, unites these two features. The industrial and railway-compliant RFID reader and its components (transponders etc.) are designed for a very long lifetime in harsh industrial environments and are tested according to EN 50155. The sensor complies with the applicable railway standards EN 61373 Cat- egory 3, DIN 5510, NF F16-101, EN 45545-2, EN 50305, UIC 564-2, DIN EN 60332-1-2: 2005-06, DIN EN 61034-2: 2014-11 and is ini-

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Powerlines Group: The full service supplier in rail electrication

The Powerlines Group is an international group of companies operating in the business segments Rail, Energy and Products. Its scope of services encompasses project planning, engineering and consulting, right through to the installation and maintenance of systems. The Group employs 900 qualied and experienced specialists, and is one of the market leaders in Northern and Central Europe.

electrication of tram systems, trolleybus in- Europe, we have a unique team of over 500 frastructures, underground trains and urban assembly and installation engineers for the rail transit, and also involves the electrica- construction of overhead lines and an un- tion of normal speed and high speed routes surpassed resource pool.” Powerlines Group GmbH in several countries in Europe. Powerlines is Johann Galler Straße 39 A-2120 Wolkersdorf im Weinviertel a reliable single-source provider of all nec- Phone: ++43-2245-21212 – 0 essary products and services. Powerlines’ DEVELOPMENT AND PROVISION Fax: ++43-2245-21212-400 customers benet from a complete service OF COMPONENTS Mail: o [email protected] package of consulting, planning, engineer- Web: www.powerlines-group.com ing, project planning, the provision of com- As well as being rmly established in the ponents, construction and installation, plus operative project sector, the Powerlines The Powerlines Group is an international the servicing and maintenance of entire Group is also active in the development and company active in the business segments RAIL, ENERGY and PRODUCTS. Powerlines systems. Powerlines also implements cus- design of overhead powerline components is the European specialist for the electrica- tom-built solutions and can meet special re- and systems via the Powerlines Products tion of railway infrastructure. quirements for various projects. Many years GmbH subsidiary. Emphasis is placed on of experience, sector-specic expertise and holistic system development using the very a modern vehicle pool enable the Group to latest production methods in compliance meet the wide variety of demands made by with the strictest quality standards. Moreo- each of these markets. Gerhard Ehringer, ver, operational reliability and the reduction A FULL RANGE OF SERVICES CEO of the Powerlines Group GmbH: “We of maintenance requirements in terms of FROM A SINGLE RELIABLE SOURCE pursue the goal of being ‘Best-in-Class’ in components and systems have been given terms of safety, quality, reliability and pro- top priority. Close proximity to our custom- The Powerlines Group is a full spectrum ject management for every single one of ers, on the one hand, and our installation supplier in the rail sector. Powerlines is ac- our projects. I am particularly proud of our teams on the other, enable us to integrate tive in both local mass transit and mainline highly-experienced assembly and installa- the benets of experience gained during in- transport. The range of services includes the tion teams. In comparison with the rest of stallation, and knowledge of requirements placed on products, into the development of components. We distribute our overhead Erected catenary system at „Hauptbahnhof Wien“ (Vienna Main Station) powerline components and systems right around the world.

INTERNATIONAL AND YET ALWAYS CLOSE TO THE CUSTOMER

Powerlines operates in Northern and Cen- tral Europe via a network of subsidiaries. The business group is one of the market leaders in the German-speaking countries, Scandi- navia and the UK. Being present in each of the individual countries facilitates close and direct customer contact. This international network enables experiences to be shared across national borders to provide growth in know-how throughout the entire group of Powerlines subsidiaries. ◀ www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2016 43 ADVERTORIAL

Schaeer’s system expertise for drive components and big data

Gearbox bearings specially developed for high-speed tra c, robust bearing units for the axleboxes in freight trains, and rail-specic condition monitoring systems connected to the Cloud – at the 2016 InnoTrans, in hall 21, booth 402, Schaeer will be demonstrating new technological solutions for the mobility of tomorrow that increase e ciency and safety in rail transport.

axlebox bearings and even entire axleboxes thickness of 700 µm. The tried-and-tested and bogies. TAROL axlebox bearing units, consisting of a Schaeer Technologies AG & Co. KG tapered roller bearing and adjacent compo- Georg-Schäfer-Str. 30 nents, have also been developed further es- 97421 Schweinfurt EXPERTISE FOR THE OVERALL SYSTEM pecially for applications in interurban high- Deutschland speed trains. Phone: ++49 -972191-0 The exhibit of a complete axlebox shows Fax: +49-972191-3435 Mail: info.de@schaeer.com conventional, mechanical rail technology Web: www.schaeer.de that has been developed further in many MORE ROBUST AND DURABLE aspects, making the overall system more ef- Schaeer is a leading global integrated cient and safer. The design of FAG tapered The “High Capacity TAROL Class K“, an axle- automotive and industrial supplier. Bear- and cylindrical roller bearings for gearboxes box bearing for heavy freight tra c, com- ings and system solutions from Schaeer has been optimized for high-speed tra c. bines a 30 percent higher axle load with help railways prepare for the challenges Both are now able to withstand much higher at least double the service life. This perfor- of the future. Solutions are developed in close partnership with manufacturers and speeds as well as vibration and shock loads. mance increase is achieved by a range of operators for any bearing application in rail The one-piece machined brass cage allows measures, such as the Mancrodur case hard- vehicles. the cylindrical roller bearing to withstand ening steel developed by Schaeer. Cus- high radial and tangential loads. Even un- tomers do not have to adjust their adjacent der high dynamic loads, the gearbox bear- construction and can easily retrot this easy- ing can be used considerably longer. In the to-install unit. traction motor, coated FAG deep groove ball Another exhibit proves how robust and bearings and cylindrical roller bearings pro- durable FAG’s TAROL tapered roller bearing PREDICTIVE MAINTENANCE vide insulation against electric current. At units really are: They have been in use in the the InnoTrans, Schaeer will be introducing Metro vehicles in Instanbul, Turkey, since For the digitalized monitoring of bogies in a new Insutect A coating that oers a disrup- 1987 and have completed a total of 2.7 mil- passenger trains, Schaeer will present con- tive strength of up to 5000 V DC with a layer lion kilometers. ◀ dition monitoring systems (CMS) with added value. Data analyses permit higher average speeds, improved operational performance and longer maintenance intervals for future train generations while also improving operating safety. Sensor units specially designed for railway applications are used to measure structure-borne sound, temperature and speeds on the axlebox bearings. In addition, the traction motor and gearbox can be monitored on a motorized bogie by means of vibration measurement. CMS data are analyzed either in the Schaeer Cloud or in a local entity and displayed as plain text. Unlike a conventional Schaeer – CMS, the customer is not required to have Your Partner vibration-specic expertise or to perform in Rail. Visit us manual evaluations. The operator or mainte- at the 2016 InnoTrans, nance technician is connected to the Cloud in hall 21, and can monitor the condition of individual booth 402

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Integrated railway infrastructure solutions

Rail and network operators face major tasks by managing the growing mobility requirements due to the increased globalization and conurbations. In addition, the necessary expansion of passenger and freight transport goes hand in hand with more rigorous environmental regulations and an increased environmental awareness. Thus, Vossloh answers to three key challenges aecting the rail technology sector.

ment data from numerous global projects based on use of statistics and depending set a clear statement: With regular grinding on the documented and regularly meas- Vossloh AG intervals using HSG, and depending on the ured condition of the infrastructure. Vosslohstr. 4 condition of the rail, noise reductions of up 58791 Werdohl, Germany to 10 dB(A) can be attained. Responsible for This applies to both planned measures and Phone: (+49-2392) 52-0 Fax: (+49-2392) 52-219 this is the characteristic diagonal grinding unpredictable events. Mail: [email protected] pattern which generates neither martensite www.vossloh.com nor transverse grooves. LONGTERM REDUCTION OF COSTS Vossloh is a leading global rail technology company and makes an important AN EFFICIENT AVAILABILITY OF Using cost simulations based on reference contribution to the mobility of people and the transport of commodities – safe, TRACKS projects and studies in combination with sustainable and environmentally friendly. a mapping of typical railway lines, Vossloh Vossloh AG is a listed company and in 2015 To this complex topic, Vossloh looks into the illustrates at InnoTrans how selecting the achieved sales of around €1.2 billion with manifold options for raising e ciency of right products, materials, services or tech- around 4,900 employees. maintenance measurements with integrated nologies can signicantly reduce the costs product solutions that directly and demon- of a railway track in all phases of its lifecycle. strably lead to a prolonged track availability. Already the decision which infrastructure EFFECTIVE REDUCTION Here, four signicant inuential factors are components should be installed plays a key OF NOISE AND VIBRATION dened, on which a network operator can role. Design parameters, as well as technical actively control their track availability: and material-specic characteristics, dene Vossloh oers specic solutions like highly a permanent durability and robustness. As- elastic rail fastening systems with vibration 1. Durable products and as maintenance- pects such as quality of the products and damping components made from cellentic as free as possible, components and/or the materials and tech- well as special turnout designs which makes 2. product solutions and procedures that nologies used in their production as well as transit considerably quieter. The High Speed facilitate quick and easy installation, the optimum interaction of the system com- Grinding (HSG) technology for preventative 3. technologies that ensure the most pos- ponents, determine the maintenance inter- rail maintenance eliminates corrugation sible trouble-free maintenance process, vals in addition to temporal and budgetary and fatigue damage on the surface of the and costs during the operating phase. rail responsible for the noise. The measure- 4. proactive and holistic asset management Also regarding rail and turnout grinding, economic considerations across the complete service life of the railway infrastructure are at the focal point. Cost-saving potential for specic examples will be illustrated that can be attained by the preventive use of the HSG technology, as well as by corrective rail milling. Under the motto "connecting expertise", Vossloh is also presenting at InnoTrans 2016 (stand 310, in hall 26) the new sales formation and its essential advantages for custom- Throughout the world, ers like the integrated range for rail infra- Vossloh o ers integra- structure in the form of bundled oers that ted rail infrastructure solutions from a single are not yet available from a single source source anywhere else. ◀ www.eurailpress.de/etr ETR | INTERNATIONAL EDITION | 1/2016 45 ADVERTORIAL

WBN Waggonbau Niesky GmbH: developing a exible platform of freight wagons

There is a fast growing demand in the logistics sector for faster and more exible transport solutions, and one outcome of that is that there are new functions to be fullled by transport using freight wagons. There are challenges that have to be met successfully if the transport of goods by rail is not going to slip into the role of a mere niche product in the logistic chain. WBN Waggonbau Niesky GmbH has indeed faced up to such challenges by developing an innovative, modular platform solution for freight wagons.

one that requires less time for replacement, insert the centre-girder module between maintenance and overhaul jobs. the two end modules. It has been designed Quite apart from the platform’s exibility, to carry all sorts of containerised wagon it has also been optimally equipped to meet superstructures, and three versions of it the future requirements of the various car- are already available, making it possible to goes. It is feasible, for instance, to t an elec- adapt the wagon platform to carry super- WBN Waggonbau Niesky GmbH trical power supply and a digital information structure elements of various lengths (45´, Am Waggonbau 11 system. With that, it is possible, rstly, to 60´ and 80´). The advantage for the client 02906 Niesky/Germany keep the consignment’s temperature under (who may be a shipping company, a wagon CEO Dr. Thomas Steiner control throughout the transport operation lessor or a transport undertaking) is that a Mail: and to supply energy to the built-in sensors single purchasing order covers an extensive [email protected] and, secondly, to capture accurate data re- range of container-wagon congurations garding the location and condition of the but requires only one type of wagon. Niesky cargo and the wagon. This data can be used, is currently developing solutions for other for example, for the early detection of wear modules with a view to extending the range suered by the wagon or damage done to it of applications for its exible freight-wagon and to initiate appropriate remedies. platform. The yardstick it has imposed on ▶ The target set for Niesky’s wagon build- its developers is to produce a much quieter, ers is to improve the economics and exibil- lighter-weight wagon that will oer users a ity of transporting freight by rail with new VARIABLE CENTREGIRDER MODULE reduction in their capital outlay as well as multifunctional wagons and, in particular, FOR MAXIMUM FLEXIBILITY their logistics and transport costs, an im- not to forget the less-than-wagonload seg- provement in the payload/tare ratio and as ment of the market. Working from their base It takes only a short sequence of actions to high a degree of exibility as possible. ◀ in the federal state of Saxony, they have developed a new modular design for freight wagons that is innovative, lightweight and easy-to-maintain. The wagon’s structure (1) 80-foot centre-girder module / (2) 60-foot centre-girder module / (3) 45-foot centre-girder module / (4) End module / (5) End module with braking-equipment module / (6) DRRS25LD is comprised of a functional central mod- (quiet, low-wear bogie with disc brakes) ule constructed around a centre girder, to which two additional modules are attached, one on at either end. The two end modules rest on DRRS25LD bogies from the same manufacturer; their features are disc brakes, energy e ciency and low noise. It has furthermore proved possible to integrate all the pneumatic brake equipment in a single module, and this is housed in one of the two end modules. Here too, the manufacturer’s modular approach has resulted in the benets of a clearly improved braking system and

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