Rail Freight Traffic Quietens Down Switzerland First Took Measures to Reduce the Noise Level of Rail Traffic 20 Years Ago

Edition 33 | June 2020

Latest news for the freight wagon industry

Rail freight traffic quietens down Switzerland first took measures to reduce the noise level of rail traffic 20 years ago. This has had a massive impact on RID News: Rules on exemption from periodic people living in the vicinity of railway lines. This success, as inspections of tank wagons 7 well as Switzerland’s role as a pioneer in Europe, have only been possible thanks to effective cooperation between all involved, including the freight wagon industry. by Dr Rudolf Sperlich, Vice Director, Federal Office of Transport (FOT)

Railways are a very effective and environ- Noise abatement in the new mentally friendly form of transport that millennium Milestone: needs to be expanded further. But the Internationally, the Swiss government was Framework agreement noise of passing trains can be very annoy- one of the first to take early counter- with DB Cargo AG 12 ing for people who live or work close to rail measures to try to protect and improve tracks. There are, however, big regional the quality of life for people living in the and national differences in the impact of proximity of major transport hubs. An ini- rail traffic noise levels, because of the var- tial programme for noise abatement on ying density of the population and the rail the railways was put in place around the network. It is hardly surprising, therefore, turn of the millennium. The Swiss parlia- that Switzerland, Germany and the Neth- ment set aside CHF 1.854 billion for this erlands are playing a leading role in noise purpose. By 2016, the rolling stock for reduction initiatives because of their high both passenger and freight traffic had Management succession: population density. been completely renewed and around Handover of key in Hamburg branch 14 Continued on page 2 2 In focus: noise abatement Edition 33 | June 2020

Continued from page 1 Other elements of the second noise pro- 276 kilometres of noise barriers had been tection package are investment promo- built. To cater for any remaining excessive tion and government-backed research. noise pollution, the cantons were commis- The investment promotion funds can be sioned by the federal government to install used to support the procurement of mod- around 70,000 soundproof windows in the ern freight wagons with composite brake buildings affected. The government subsi- blocks. dised all the planning costs and half of the installation costs. Over 20 projects were launched as part of the government research programme. The Dear Reader Noise emission threshold for all freight bigger projects were awarded in tranches. wagons travelling in Switzerland as The 5L-Demonstrator initiated by SBB Car- The times are changing. Sometimes of 2020 go was an important project. Wagon keep- quicker than we would like. The coronavi- Back in 2013 the Swiss parliament decided ers in the private sector also launched pro- rus pandemic has come to dominate our to use part of the remaining credit from jects: Wascosa, for example, successfully well-being and social life. The economy, the first noise protection programme to completed two projects involving the de- and with it rail freight as the mainstay finance a follow-on package. It set aside tection of flat spots in wheel sets and the of our basic services, is doing its utmost a total of around CHF 180 million (based energy supply for refrigerated containers to survive the lockdown. The impacts are on October 1998 prices) for projects in with train bus bars. massive. The Federal Office of Transport Switzerland. However, the most impor- (FOT) reports an average of 30% fewer tant measure of this second stage was the Infrastructure measures help as well trains in transalpine freight traffic. introduction of a binding noise emission Additional measures have also been tri- limit for freight wagons – including those alled in the area of track superstructure. Will this change everything in the future? owned by foreign wagon keepers. As a re- They include a new regulation on the moni- Probably not, but it will take a long time sult, the operation of noisy wagons with toring of track unevenness. An innovative for business to recover. The rail freight cast-iron brake blocks has been banned in rail pad (an elastic element between the transport of the future will undergo fur- Switzerland since the beginning of 2020. rail and the sleeper) has been designed to ther innovations and adjustments, even if The long lead time and the announcement dampen the noise generated by the rails it is only to establish new supply chains. in advance to European partners made it and protect the superstructure. The final I fully agree with Peter Balzer, who calls possible to retrofit the wagons as part of reports for all projects can be found on the for a new culture of innovation in rail regular maintenance schedules. FOT website. (Link 1 page 3). freight transport where everyone pulls together. In response to popular demand we have reproduced the entire interview Noise abatement becoming more important with Peter Balzer on page 10, originally published in the rail industry magazine throughout Europe Eisenbahntechnische Rundschau. Switzerland is not the only country undertaking measures to reduce noise A major advantage in its competition with emissions from rail traffic. Initiatives are also under way in Germany – one of road transport is that rail traffic is al- Switzerland’s most important neighbours – and across the whole of Europe. lowed to continue through the night. The Deutsche Bahn (DB) has set itself the goal of halving noise emissions. Since the basic prerequisite for maintaining this is, LL (low-noise, low-friction) composite brake block was approved in 2013, combined and will remain, noise-reduction meas- with the relatively simple technical solution of retrofitting, this technology has gath- ures. Dr Rudolf Sperlich, Deputy Director ered momentum and is now subsidised by the German government. Thanks to the of the FOT, outlines in his lead article and Rail Noise Protection Act, which will subsequent interview, the achievements impose severe restrictions on noisy to date. In addition, Jens-Erik Galdiks, freight wagons from December Head of Fleet Technology at SBB Cargo, 2020, the noise abatement target is describes on page 5 the next area to now within reach. tackle: the locomotives. From December 2024, the revised An overview of the market for locomotives TSI Noise [Technical Specification for is provided in the article on page 8 by Interoperability on Noise] will take Stefan Hofstetter, CTO, and Willem effect in the European Union: with Goosen, CEO, of European Loc Pool AG, the introduction of noise thresholds as well as the summarised table on the for all freight wagons on busy routes, back of the infoletter. the conversion of wagons for international traffic will have to be by I hope you will enjoy reading these and large completed. Funds for the articles, along with all the others in our conversion have been provided for infoletter. Keep healthy! all member states as part of the Con- necting Europe Facility (CEF). So far subsidies have paid for the modernisation of around 200,000 vehicles.

Philipp Müller Chairman of the Board of Directors An important element to reduce noise: the LL composite brake block. Edition 33 | June 2020 In focus: noise abatement 3

Growth of low-noise freight wagons as a percentage of total mileage travelled in Switzerland

% 100 Introduction 90 Cast-iron brake blocks, others of noise Cast-iron brake blocks, D (incl. AAE) thresholds for freight 80 Cast-iron brake blocks, CH wagons Composite brake blocks, others (ban on 70 Composite brake blocks, D (incl. AAE) cast-iron brake blocks) 60 Composite brake blocks, CH

30 Start of Swiss 20 noise abatement measures for freight wagons 10

% 1000 Introduction 90 Cast-iron brake blocks, others of noise 2004 2005Cast-iron2006 brake2007 blocks,2008 2009 D (incl.2010 AAE2011) 2012 2013 2014 2015 2016 2017 2018 2019 2020 thresholdsSource: FOT for freight 80 Cast-iron brake blocks, CH wagons Composite brake blocks, others (ban on 70 The government policy of switchingComposite traf brake- Railway blocks, Dnoise (incl. monitoringAAE) have played a key role in makingcast-iron sure the fic from road to rail also plays at least an A system is in place to monitor the de- population near railway routesbrake blocks continues) 60 Composite brake blocks, CH indirect role in noise abatement, with the velopment of rolling stock and to ensure to have faith in the modernisation pro- construction of the Lötschberg,1850 Gotthard compliance with noise thresholds. It re- gramme. The individual measurement and Ceneri railway base tunnels.2003 For 2019 the cords the total noise emissions from roll- data can be viewed on the FOT website affected population16 40 to accept night-time ing stock and the track superstructure. (Link 2) and confirm the success of meas- freight traffic, goods trains must be state The measurements are commissioned by ures taken to date. 30 of the art. This is the 14only way of guaran- the FOT and recorded at six representative Start of Swiss teeing one of the key 20 competitive advan- locations across Switzerland. The measur- tagesnoise that theabatement railways12 have: the night-time ing stations have been operating around measures for ban onfreight road freight wagons traffic.10 the clock since 2003 and in the time since 10 Link 1 0 https://www.bav.admin.ch/bav/de/home/verkehrsmittel/eisenbahn/ausbauprogramme_bahninfrastruktur.html8 Link 2 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 6 https://www.bav.admin.ch/bav/de/home/verkehrsmittel/eisenbahn/ausbauprogramme_bahninfrastruktur/laermsanierung/monitoring.html

Transit exposure2 levels (TEL) for freight trains on the Gotthard route

180 2003 2019 16 75 80 85 90 95

14 Frequency (%)

75 80 85 90 95 Transit-Exposure-Level TEL, standardised to V=80 km/h [dB(A)] Source: FOT 4 In focus: noise abatement Edition 33 | June 2020

“Although a milestone has been reached, it would be wrong to sit back just now”

Interview with Dr Rudolf Sperlich, Vice Director at the Federal Office of Transport (FOT)

Since the start of 2020 Switzerland has from our noise monitoring stations and brakes. Thanks to this bonus, disc brakes imposed a ban on noisy freight wagons the analysis of the data from the network could also be an economical solution for fitted with cast-iron brake blocks. Are operation are also available. Initial results freight wagons with high mileage. More- those who in the main benefit from the are positive and very encouraging. But it’s over, the new base tunnels in Switzerland ban actually aware of it? still too early to produce consolidated fi- mean that high-friction downhill runs are The improvement already started when gures. history. This should bring about a sharp re- the conversion of Swiss freight wagons duction in maintenance costs. began back in 2004. The reaction of both How are you coping with the various residents and associations has been very European regulations on the moni- Has the rail freight industry now done positive to date. Our measurement data toring and punishment of breaches of all it can when it comes to noise also clearly confirm the successful effect noise thresholds? abatement? that this has had: the transit exposure We are in direct contact with German au- Although a long-awaited milestone has levels generated by individual trains are thorities regarding the implementation of been reached, it would be wrong to sit dropping significantly. Despite increasing new rules in both countries. In June we will back just now. Quieter freight wagons traffic, total noise emissions are also de- report to the EU about our experiences make technical defects such as flat spots in creasing. Conversely, there is sometimes a from the first quarter of 2020. We will then wheel sets more audible. The maintenance psychological effect of people getting used be able to plan further steps on this basis. programmes will need to be developed fur- to better conditions: the improvements ther as they play a more important role in are soon seen as normal, and the desire is The new low-noise brake blocks are reducing the wear and tear of rolling stock for even quieter trains. more expensive to maintain than the and superstructure. Greater support here old type. Does that not undermine the will increasingly be provided by the tele- How is the industry complying with competitiveness of rail traffic? matics systems fitted to freight wagons. the ban and how are you monitoring It is partly for this reason that the Feder- adherence to noise thresholds? al Council has decided to continue the Compliance is being monitored through noise bonus after 2021. Incidentally, an random testing as part of our operational increased noise bonus will continue to checks. In addition, the measurement data be available for freight wagons with disc Edition 33 | June 2020 In focus: noise abatement 5

have not been retrofitted for noise reduc- “All locomotives tion. The dispatching RUs and wagon keepers are consistently warned if a wagon with cast-iron brake blocks is handed over need to become at the border. In the first half of the year we will still refrain from removing the wag- quieter” ons from traffic, but we reserve the right to adjust this practice. If people complain – based on the Environmental Protection Interview with Jens-Erik Galdiks, SBB Cargo Act – we will fine the customers concerned.

In addition to fitting freight wagons with composite brakes SBB Cargo has converted its entire fleet. (K- or LL-type), various technical measures are available for What additional noise abatement measures are planned? further reducing noise emissions from goods wagons. But it The 5L-Demonstrator showed that the is locomotives that offer the biggest potential for noise reduc- noise emissions of freight wagons can be tion. Jens-Erik Galdiks, Head of Fleet Technology at SBB Cargo, reduced even further. When we procure new wagons, we consider additional meas- expects the relevant regulations to be introduced soon. ures that would enable us to lower the noise threshold even further. But a train is In Switzerland, the operation of noisy end of 2024, with the exception of Ger- only as loud as its noisiest component. And wagons with cast-iron brake blocks many (end of 2020). In practice, what unfortunately that’s the locomotive. That has been banned since the beginning percentage of wagons do not (yet) com- includes not only our many older models, of 2020. In your experience as a railway ply with Swiss regulations? but the new ones too. Locomotives in gen- undertaking (RU), what is the current In almost every train there is currently at eral need to become quieter. practice for Swiss wagon keepers or least one wagon that does not meet the ECMs? standards. But we expect this figure to Do you expect a further tightening of All Swiss wagon keepers have more or less gradually fall in 2020. regulations? converted their entire fleet – at least those Yes, that’s what we anticipate. The main fo- operating in Switzerland. Experiences have How do you come to terms on a daily ba- cus at present is on the freight wagons. But been positive to date. But there are under- sis with the fact that such wagons are the regulations are certain to be extended standable objections in Nordic countries, not actually allowed to operate in Swit- to locomotives. The general trend in cen- where winter conditions cause particular zerland? tral European countries is to agree lower problems. We have a clear procedure and are work- noise thresholds or even to adjust journey ing closely with the Federal Office of Trans- slots. So we need to plan for the introduc- New regulations in this area are not port (FOT). Since the beginning of 2020, tion of additional measures. binding in EU member states until the we no longer formally accept wagons that

Development of noise exposure of the population from rail traffic in Switzerland, Germany and France Number of persons exposed to noise exposure exceeding 55db during the day, evening or night (Lden>=55db)

500’000 2’500’000 3’000’000

400’000 2’000’000 2’500’000

2’000’000 300’000 1’500’000

1’500’000

200’000 1’000’000

1’000’000

100’000 500’00 500’00

0 0 0 2007 2012 2017 2007 2012 2017 2007 2012 2017

■ Inside Urban Areas ■ Outside Urban Areas Source: European Environment Agency 6 Interesting facts Edition 33 | June 2020

Pressurised gas tank wagons: a special challenge

In Europe, pressurised gas tank wagons are marked with a long orange stripe, about 30 cm high, running around the centre of the tank. Constructing these tanks is a special challenge due to the high pressure and various other specific requirements.

Lars Schulz, qualified engineer and head of sales at Waggonbau Graaff

Class 2 pressurised gas tank wagons are For inspection purposes, the tanks have a generally constructed according to RID in manhole flange on the front side for inter- tank codes P (liquefied or dissolved gases) nal access. The maximum tank length can The manhole at the front allows access for inter- or R (refrigerated liquefied gases) and with also be influenced by the design and posi- nal inspections. top or bottom discharge, depending on the tioning of the manhole flange. intended use. These wagons can be recognised by a continuous 30cm-wide orange Determining the tank volume … that the material properties are retained stripe around the centre of the tank. With the focus being on the maximum even after welding (through the application permissible total weight of the tank wag- of heat). As proof of this, corresponding Test pressure and cargo determine the on, the construction design and thus the work samples are prepared and assessed type of thermal insulation specification of the tank volume is what is for each tank from the steel plates used. In The most frequently used pressurised gas so challenging. This is because the design addition, the welding seams must be 100% tank wagon in the European rail network is must be optimised for the transport of as volumetrically tested. the bottom discharge tank wagon for liq- many different gases with different spe- uefied petroleum gas (LPG). The tanks are cific weights as possible. Width of the tank diameter is critical essentially designed for test pressures of If the tank outside diameter has been 25 bar and 27 bar. … and the welding processes are the selected so as to utilise the G1 profile as most challenging tasks fully as possible, special measures are re- Depending on the test pressure and the A modified fine-grained structural steel quired. The critical area here is the width cargo, a form of thermal insulation such as with a tensile strength of 630 MPa is used of the tank diameter. The values specified either a sun shield or a thicker tank wall is as the tank material, especially for wag- in the standards for maximum roundness required. Not fitting a sun shield allows the ons with a high test pressure. This makes tolerance are too large at this point. Limit- tank diameter to be optimised, making a it possible to build the tank to an optimal ing the permissible tolerance is one way of larger tank volume possible, but this is off- size-to-weight ratio. However, it requires optimising the tank diameter, but requires set by the heavier weight of the tank. a suitable welding process which ensures greater manufacturing precision.

The orange stripe running around the centre is the standard identification prescribed for pressurised gas tank wagons. Edition 33 | June 2020 RID News 7

See the RID news article in the Wascosa Rules on exemption from infoletter, issue 31, p. 12 published 31 May 2019. The final discussion in the Joint Meeting is still pending. However, there periodic inspections for is no mention of this in the report on the tank wagons adopted texts of RID 2021. 3. Rail transport related exemptions Operational delays (route bottlenecks, The initial and periodic inspections of tank wagons are marshalling yards, lack of locomotive governed by Chapter 6.8 of the Regulations concerning the drivers) may mean that the specified in- International Carriage of Dangerous Goods by Rail (RID). spection date is exceeded and a correctly filled tank wagon suddenly finds itself in a In addition to the open question of how operational exemp- train with an expired inspection date. Were tions from intermediate inspections apply, there are three there to be no exemption in such a case, additional rules relating to exemptions. this would have significant consequences: the train would have to be disassembled By Ernst Winkler, chartered engineer (Dipl. Ing. FH), CEO of GEFAG Gefahrgutausbildung and the corresponding wagon isolated. An und Beratung AG exemption certificate from the competent

Marking obligation: The date of the next intermediate inspection must be marked on the tank. The letter «L» stands for «leakage test».

Chapter 6.8 of the RID sets forth the However clear these rules may seem, in authority would be required or the con- following rules for inspection periods: practice they cause problems and make tents would have to be transhipped. For exemptions necessary: this reason, the provision in 4.3.2.3.7 was 6.8.2.4.2. Shells and their equipment shall amended with effect from 1 January 2017: undergo periodic inspections not later than 1. Exemptions for tanks containing tank wagons may still operate for up to eight years. specific substances one month after the expiry of the periodic 6.8.2.4.3 Shells and their equipment shall un- Individual substances may deviate from inspection date. However, if the deadline dergo intermediate inspections at least every the basic principle. These include, for ex- for the periodic inspection indicated on the four years after the initial inspection and ample, tank wagons for transporting toxic tank wagon is exceeded, the open question each periodic inspection. These intermediate gases, frozen liquefied gases or bromine. discussed in point 2 becomes relevant. inspections may be performed within three months before or after the specified date. 2. Exemptions for operational reasons 4. Transport up to the proper removal However, the intermediate inspection may be Paragraph 6.8.2.4.3 of the RID allows the of the contents performed at any time before the specified intermediate inspection of tank wagons to Unless otherwise required by the compe- date. If an intermediate inspection is carried be deferred by up to three months before tent authority, tank wagons which have out more than three months before the pre- or after the specified date. The propo- already been filled before the expiry of scribed date, a new intermediate inspection sal from Poland that only the emptying of the deadline for periodic inspection may, must be carried out no later than four years the tank wagon should be allowed within within a maximum of three months after after that date. this period therefore prompted the follow- this deadline, still be used for the return of ing discussion: Is it now only permissible hazardous substances for proper disposal to defer the inspection, or may the tank or recycling. The transport document must wagon still be used without any restriction include details of this exemption. (i.e. filled and emptied) during this period? 8 Interesting facts Edition 33 | June 2020

Locomotive trends in European freight traffic

Since the electrification of railways, two main types of pro- 16 For your files Edition 33 | June 2020 Locomotives at a glance: pulsion have established themselves: electric locomotives Comparison based on their power and tractive effort

Ce 6/8 II Br 151 Br 187 «Krokodil» Co’Co’ «TRAXX 3» with overhead catenaries and diesel locomotives. The latest, 1’C C1’ 1972 Bo’Bo’ 1919 6290kW 2011 2700kW 395kN 5600kW 200kN 340kN more innovative locomotives combine both technologies for Re 420 Re 460 Softronic Bo’Bo’ «Lok 2000» Transmontana 1967 Bo’Bo’ Co’Co’ 4700kW 1991 2014 255kN 6100kW 6600kW 300kN 435kN optimal performance and provide much greater efficiency in

Br 232 Class 66 Br 248 «Ludmilla» Co’Co’ «Vectron Dual» Co’Co’ 1999 Bo’Bo’ 1970 2350kW 2018 rail freight traffic. 2230kW 409kN 2000kW 294kN 300kN

DSB MZ Br 185 Br 159 CoCo «TRAXX 1» «EuroDual» 1970 Bo’Bo’ Co’Co’ 2800kW 2001 2019 by Stefan Hofstetter, CTO, and Willem Goosen, CEO, European Loc Pool AG 390kN 5600kW 6100kW/2800kW 300kN 500kN

Re 620 Br 193 «Euro9000» Bo’Bo’Bo’ «Vectron» Co’Co’ 1972 Bo’Bo’ 2022 7800kW 2010 9000kW/1900kW 395kN 6400kW 500kN 320kN

The biggest group of locomotives hauling They offer The above information on the locomotives includes the year of construction, their power and tractive effort. freight traffic on mainline routes is cur- 550

1. mainline haulage on electrified routes Euro9000 Br 159 Br 159 Euro9000 rently the 4-axle locomotives with about 500

with the energy efficiency and perfor- 450 Transmontana 6MW drive power and 300kN traction pow- Class 66 Br 151 Re 620 mance of an electric motor, 400 DSB MZ er. These locomotives are designed for use 350 Br 187 Br 193 Br 248 300

2. the ability to run on non-electrified lines (kN) effort Tractive with all power systems and in all countries, Br 232 Br 185 RE 460 RE 420 250 and form the backbone of today’s rail with the drive dynamic of a comparable Ce 6/8 II 200 freight traffic. For non-electrified lines, a diesel locomotive and 150 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 Power (kW) range of mostly six-axle diesel locomotives Number of driving axles  four  six Type of power  electrical  diesel 3. heavy shunting capacity with a shunting are used. However, these locomotives locomotive. sometimes operate over electrified track, Locomotives at a glance: Comparison based on where electric locomotives could be used. Under certain conditions, a dual locomo- their power and tractive effort (page 16) This is not an ideal situation neither eco- tive with six axles can replace the double nomically nor ecologically. traction of 4-axle mainline locomotives. has 1.9MW diesel and up to 9MW electrical power, with 500kN tractive effort. The Dual locomotives – two drive units in Innovative dual locomotives – new on basic configuration with Germany, Austria, one locomotive the market the Netherlands, Italy, Belgium and Swit- Current trends such as the debate on cli- The EuroDual built by Stadler Rail, a loco- zerland will be extended to other countries mate change, the lengthening of freight motive with six axles, 2.9MW diesel and and corridors in the future. A special fea- trains to 750m and the performance of 6MW electrical power, has been operating ture is the diesel boost mode, which allows self-supervised shunting operations un- in Germany since the beginning of 2020. At the limitation of 3kV DC catenary to be der own supervision require the use of a the same time, Siemens was in the process increased by 1.5MW to 7.5MW. This pro- new generation of dual locomotives. These of marketing its 4-axle Vectron Dual Mode duces a 25% increase in towed load ca- provide a combination of a heavy diesel lo- with 2MW drive power in diesel and elec- pacity with the same drive dynamics. This comotive with an eco-friendly electric drive tric mode. locomotive is setting new standards and unit in one vehicle, with shunting capacity In 2022 European Loc Pool will also start contributing to the successful develop- as well. operating the first Euro9000 dual locomo- ment of rail freight transport. tives built by Stadler Rail. This locomotive

Stadler’s EuroDual locomotive on one of its first freight operations in Germany. Edition 33 | June 2020 Interesting facts 9

Performance comparison of the Euro9000 in diesel, 3kV and AC catenary mode and in diesel boost mode compared to a conventional 4-axle BoBo standard locomotive

TE [kN] 500 2000t, 20 ‰ 480 2400t, 16 ‰ 460

440

420

400 2000t, 16 ‰ 1600t, 20 ‰ 380

360

340 1600t, 16 ‰ 320

300

280 – EURO 9000 @ AC 260

240

220 – EURO 9000 @ 3kV + Diesel boost 200 – EURO 9000 Diesel – BoBo – EURO 9000 @ 3kV Imax at 3kV = 2000 A 0 10 20 30 40 50 60 70 80 90 100 110 120 Speed [km/h]

This tractive effort (TE) diagram shows two different groups of Especially relevant are the intersection points of the two types curves: on the one hand the dashed curves show the TE re- of curves: these show the limit of gradient and towed load in quirement, i.e. the necessary tractive effort depending on the relation to the maximum speed. A conventional, 4-axle BoBo weight of a train (1600t, 2000t or 2400t) and/or depending on standard locomotive can pull a 1600t train on a gradient of the gradient of the route (16‰ or 20‰). On the other hand, 16‰ at a maximum speed of approx. 68km/h. In 3kV mode the solid curves show the performance of the locomotives with the additional diesel boost, the Euro9000 can reach a top compared here or their drive modes. If the tractive effort re- speed of approx. 70km/h with a 2000t train on a route with a quirement of the train is below the tractive effort curve of the 16‰ gradient, meaning that it can achieve almost the same locomotive, the corresponding train can be driven. driving dynamics but with a 25% heavier train.

Source: Stadler Rail AG 10 Inside Wascosa Edition 33 | June 2020

“We need a new innovation culture in rail freight transport”

Although transport by rail beats roads when it comes to climate considerations, the road transport lobby is much better organised. Peter Balzer, CEO of Wascosa, is therefore calling for the railway sector to pull together. This is the only way to master the industry’s four major challenges: standardisation, planning certainty, innovation and digital transformation. Wascosa is already well positioned here, as explained by CEO Peter Balzer in the following interview with Dr Thomas Sauter-Servaes from the ZHAW School of Engineering, Department of Applied Mathematics, Physics, Systems and Operations, which was published in the trade magazine Eisenbahntechnische Rundschau (ETR) in February 2020.*)

Despite all political initiatives, rail transport volumes across Europe are still fairly low. Do you think there are still opportunities for traffic to switch from road to rail? That will certainly be difficult, despite the huge potential. Rail transport will definitely get some tailwind from the debate on climate change and the associated Green Deal produced by the European Com- mission. Even with the more widespread use of electric vehicles, road transport will never match the railways in terms of CO2 emissions. Unfortunately, however, the road lobby is much better organised that the rail sector. A switch will only be successful if the rail industry manages to Peter Balzer Dr. Thomas Sauter-Servaes focus its collective attention on the bigger picture. gether for their common benefit. But that freight corridors; and third, the adoption can only be a beginning – it’s not enough of English as the single European language “Standardisation contin- to simply be able to compete with road in rail transport. ues to be crucial for the haulage. What do you think the industry needs success of rail transport. If you were asked to choose three to do to make rail transport more at- Without this, we can- measures that you would like European tractive again? not take advantage of transport ministers to take, what would The rail industry is still far too dependent the absolutely essential they be? on politics. We need greater planning cer- My experiences with TIS have already tainty. Without clear signals from national economies of scale and made it clear to me: the key to success for governments, it is uncertain whether in- efficiency gains.” rail transport is still standardisation. With- vestments in innovation will actually pay out it, we cannot capitalise on the econo- off. And innovation is urgently needed, so What do you see as the positive aspects? mies of scale and efficiency gains that are that the rail industry – and above all rail- There are certainly positive developments so essential. But, in concrete terms, the way undertakings and operators of rail in- in industry collaboration, such as the joint three measures at the top of my wish list frastructure – can deliver quality at a com- Technical Innovation Circle for Rail Freight would be: first, the fastest possible pan-Eu- petitive level. Despite the huge congestion Transport (TIS). Competitors such as VTG, ropean migration of digital automated on motorways, rail transport is currently Ermewa, GATX and Wascosa are no longer coupling; second, more rapid introduction miles behind road haulage when it comes afraid to join forces and are working to- of ERTMS/ETCS, at least on European rail to reliability and punctuality. Edition 33 | June 2020 Inside Wascosa 11

High regulatory hurdles for innovation: three years ago Wascosa rolled out its new e-car®. Despite enormous cost and effort, it has still not received all the necessary national approvals.

There is much talk in passenger trans- tives are currently associated with a high port about “Mobility-as-a-Service”. Here reliability risk. If I work in logistics, I really the focus is on setting up multimodal need to be able to control the entire trans- platforms capable of offering a com- port chain. If I manage to do so, there are plete mobility package from one source. certainly opportunities for pushing rail- Do you see a similar development hap- ways as a link in the overall chain. Custom- pening in goods traffic? ers don’t care how the goods reach them Passenger transport has a significant ad- as long as price and reliability are guaran- vantage here. Fixed timetables and great- teed. All they want is just-in-time delivery. er frequency make it possible to create attractive intermodal travel links. These When it comes to innovation, your web- new mobility concepts combining several site states “As you can see, we don’t be- modes of transport to suit specific situ- lieve in boundaries”. What boundaries ations will win through. After all, the fact do you intend to break through next? that we all have our own cars is extremely Innovation is definitely an important part inefficient. Things are rather different in of Wascosa’s DNA. At the moment, how- freight transport. Pure cooperation initia- ever, we are coming up against bounda- You can download the TIS White Book «IG2» ries due to the prevailing industry condi- here: https://tis.ag/downloads/ “To increase the com- tions. Three years ago we presented the ® petitiveness of rail Wascosa e-car in Munich. Despite hefty outlays, this has still not received all the Finally, I’d like to ask you about books freight transport, it is not necessary national approvals. And now the you’ve read recently: have any particu- enough to drive forward ERA is introducing amended conditions for larly impressed you, and why? progress for specific wag- approvals. This poses huge challenges to The Technical Innovation Circle for Rail ons in an isolated man- medium-sized companies looking to inject Freight Transport has produced a very innovation into the railways. If the switch readable White Book. To improve the ner. That’s why I am im- from road to rail is to succeed, we desper- competitiveness of rail transport, it is not pressed by the approach ately need far greater support from state enough to push ahead in isolation with taken by the Technical authorities and a new innovation culture innovations focused specifically on freight to deal with the aspects which are so chal- Innovation Circle for Rail wagons. In its White Book “IG2”, TIS focus- lenging and expensive when it comes to es on the freight train as a whole. I admire Freight Transport in the obtaining approvals. the approach of linking together innova- TIS White Paper Intelli- tive freight wagons and intelligent freight gent Freight Train, which How do you see Wascosa in 20 years’ trains so that they become much more time? And how do you think the freight than the sum of their two parts. This real- focuses on the freight industry as a whole will look then? ly could trigger a huge productivity boost train as an entire unit.” In order to be able to survive in 20 years’ and allow the highly automated rail freight time, Wascosa will need to successful- transport we so desperately need to be- ly master digital transformation. If we come a reality. achieve this, Wascosa will be one of probably three to five freight wagon leasing companies that will dominate the market *) This reprint of the interview published in by then. As in the US, the process of mar- the April edition of Eisenbahntechnischen ket consolidation is set to continue over Rundschau (ETR) is reproduced with the kind the coming years. permission of the magazine publisher. 12 Inside Wascosa Edition 33 | June 2020

DB Cargo AG and Wascosa sign framework agreement On 15 January 2020, a long-term framework agreement on the leasing of freight wagons was signed between DB Cargo AG and Wascosa in Mainz.

“The framework agreement which we have signed with Europe’s leading rail company represents a milestone for us. The contract forms the basis for our future collaboration and will make a significant contribution towards simplifying and optimising the handling and business processes for all involved.” Yann Bonguardo, Chief Sales Officer, Wascosa AG

“For DB Cargo, the Above left: Torsten Wagner, Branch Manager Hamburg, Wascosa AG, Dr. Yan-ling Xu, conclusion of the Purchasing, DB Cargo AG, Ole Nygaard, Wascosa AG, Dr. Armin Peetz, Head Wagon Rentals, framework agreement Transfers and Invest, DB Cargo AG is an important step in Below left: Iris Hilb, Head of Customer Service Center, Wagon Management, IT Sales, DB Cargo AG, Yann Bonguardo, Chief Sales Officer, Wascosa AG ensuring that wagons can be supplied quickly, particularly for new business.” Iris Hilb, Head of Customer Service Center, DB Cargo AG

New Shimmns wagon type TTU of DB Cargo AG Edition 33 | June 2020 Inside Wascosa 13

Wascosa Flexpay Module – the path to bespoke and fair partner solutions

The basic rental of freight wagons belongs to the past. New rental models needed Wascosa recognised this early on. The de- Changing industry conditions, and the needs that customers cision to develop new rental models result- have for greater flexibility, mean that new leasing models are ed from a Future Lab workshop organised required. With its Flexpay Module, Wascosa offers its partners by Wascosa in 2014 with its most important customers. The aim was to determine bespoke and fair rental solutions. how a rental company should continue to develop in order to ensure it was able to By renting out freight wagons, rental com- (such as IFRS) have been adopted. For cust- cater effectively for all its customers’ needs panies used to cater for the fluctuating omers, there are often restrictions in the in the future. demand of their customers, who would area of capex, and because their capital is usually rent wagons to supplement their tied up in their own core businesses, hard- It was against this backdrop that Wasco- own fleet. However, changes in the over- ly any industrial customers therefore still sa developed the Flexpay Module. This is all conditions have resulted in significantly actually own their rail wagons today. Long- a service which ranges from traditional different customer needs: siding contracts term rental contracts can therefore be an rental through to leasing and rental with a have been scrapped, the concept of an en- obstacle to securing a flexible supply of rail purchase option. But it also extends to in- tity in charge of maintenance (ECM) was wagons over the long term, and this is the dividually tailored rental conditions. Here introduced and new accounting standards challenging task facing many customers. fair and transparent prices – irrespective of the rental model – form the basis for a long-term partnership with customers. This flexibility allows Wascosa to offer its customers bespoke solutions which are unavailable elsewhere on the market.

Keeping options open in the long term One important issue for customers is sometimes their current cash flow or the fact that their capital is tied up in their own core business. Occasionally they may face a conflict of interests if their priority is to buy, rather than rent, their own assets for rail logistics. Such a conflict can even block procurement decisions. Here too, the Was- cosa Flexpay Module offers a solution: over time, the customer can buy rented wagons outside the rental contract but still have them managed professionally as part of an ECM mandate. On top of that, the customer can have these wagons built to its own specifications. Purchase quantities and timings can be agreed individually. Maxi- mum flexibility is therefore guaranteed. Eﬃciency Module Producvity “Wascosa’s flexible Future analysis & Advance At the same time, customers are being Module soluon Module and long-term Flexpay Future design Innovaons & service new developments increasingly forced to search for new solution, which offers solutions regarding longer-term rental

Safety Producon a combination of contracts. Changes to accounting stand- Module Module Increased Procurement & rental and purchase, ards (especially IFRS) are making life more safety quality assurance has allowed us to difficult for them. Here too, Wascosa Flex- pay Module can offer the ideal solution. Shelter Module Flexpay modernise our ageing If you’d like a more detailed explanation Liability & Module risk insurance Rent, lease, buy fleet of owned wagons about how all this works, a Wascosa cust- flexibly over time.” omer service representative will always be Carefree Footprint Module delighted to meet you personally. Module ECM ﬂeet Green logiscs Cash Module management René Weber, Head of Investment & ﬁnancing Internal Services & Logistics, Jura-Cement-Fabriken AG. 14 Inside Wascosa Edition 33 | June 2020

Handing over the keys in Hamburg Wascosa made sure that the arrangements for enabling an Torsten Wagner, who up until now has been Wascosa’s representative in Germa- internal candidate to take over as head of the Hamburg ny, will in future be responsible for manag- subsidiary were in place well in advance: on 1 January 2020 ing the Hamburg subsidiary. Torsten Wagner, formerly Sales Manager, took over the Peter Balzer, CEO of Wascosa, is delighted management of the subsidiary from Thomas von Berlepsch, with this very future-focussed internal who will continue to be part of the long-established team in appointment: «Our team in Hamburg is Hamburg until the end of the year. well established and has been extremely successful for many years in the German market. I’m very pleased that Thomas von In the 29 years or more since the German symbolic handover of the «golden key to Berlepsch has agreed to the early hando- subsidiary, formerly NACCO GmbH, was success» actually taking place back in De- ver of the “keys” and for us the appoint- founded in Hamburg, Thomas von Ber- cember 2019 at Wascosa’s Christmas party ment of Torsten Wagner represents an ex- lepsch has succeeded in building up the in Lucerne. cellent internal solution which will ensure business to the point where it is now one continuity in our business relationships of Germany’s leading lessors of freight Torsten Wagner has been sales manager and a smooth handover. I would also like wagons. Now Thomas von Berlepsch has for the company for 20 years (formerly to personally thank Thomas von Berlepsch handed over the reins to his longstand- with NACCO GmbH up to September 2018). for his tremendous work, not least in inte- ing colleague Torsten Wagner with the A very well-kn own face in the industry, grating the Hamburg subsidiary into the Wascosa Team.»

«We are a strong team here in Germany and not only does Wascosa have a broad product range, but it is regularly the source of ground-breaking innovations. Even in the current difficult market conditions, we should be able to maintain our growth path over the medium term,» agree Tor- sten Wagner and Yann Bonguardo (CSO) as they look confidently to the future. Peter Balzer (left of the photo) oversees the handover of the key from Tomas von Berlepsch (on the right) to Torsten Wagner.

would take him far beyond the borders A big thank you for 47 years of Germany and outside the rail company that he worked for, e.g. as part of the of rail service safety engineering working group (STAK) of the industry association VPI. Roland Baum- After a glittering career of over 47 years in Roland Baumbach’s railway career began bach has always been practically minded the rail industry, with the last 28 as Head in 1973 with Deutsche Reichsbahn, the and it is thanks to his level-headed and tar- of Technology for NACCO and Wascosa in national railways of the GDR. After his uni- get-focussed approach that he has always Germany, we bid farewell to Roland Baum- versity studies in rail vehicle engineering, been successful in the many challenges bach who began his well-deserved retire- he had various jobs in new rail vehicle con- placed before him. ment at the end of February 2020. His wife, struction and maintenance. At the time of Karin Baumbach, who has also worked for the privatisation of the Reichsbahn wagon We would like to thank Roland Baumbach the company for the past 11 years, retired fleet in 1992, he moved into the private and his wife Karin for their many years of at the same time. freight wagon rental business. Although loyal service and we wish them and their his home base remained Leipzig, his work family every happiness in the years ahead.

Farewell party in Hamburg: Roland and Karin Baumbach (front centre of the photo) in the company of guests. Edition 33 | June 2020 News 15

Calendar of events

Due to the Covid 19 pandemic in Europe, various events that should have taken place in spring were cancelled or postponed until the second half of the year. Further changes are possible. It is recommended to consult the individual websites of the organisations for the definitive dates.

Date Event Location Website

26. - 27.08.2020 CRSC information and member event Bochum, DE www.crsc.eu.com

01. - 03.09.2020 Rail Freight Summit Poznan, PL https://events.railfreight.com

02. - 03.09.2020 15th International Conference on Critical Information Infrastructures Security (CRITIS) Bristol, UK www.Critis2020.blogs.bristol.ac.uk

10.09.2020 RFG Awards Dinner 2020 Chesham, UK www.rfg.org.uk

16. - 22.09.2020 European Mobility Week Europe www.mobilityweek.eu

24. - 25.09.2020 Talent and Expertise Development Platform Valencia, ES https://uic.org/events/calendar

04. - 07.10.2020 54th EPCA Annual Meeting Virtual event www.epca.eu

06. - 08.10.2020 Intermodal Europe Rotterdam, NL www.Intermodal-events.com

14.10.2020 28th Annual Rail Freight Group Conference 2020 London, UK www.rfg.org.uk

14. - 15.10.2020 Railtech Track Access Charges Summit 2020 Riga, LV https://events.railtech.com

26. - 27.10.2020 UIRR 50 year anniversary and European Intermodal Summit Brussels, BE www.uirr.com

03. - 05.11.2020 8th International Transport & Logistics Exhibition Warsaw, PL www.translogistica.pl

04.11.2020 RFG’s AGM & Autumn Group Meeting Birmingham, UK www.rfg.org.uk

04. - 06.11.2020 Multimodal Exhibition Birmingham, UK www.multimodal.org.uk

12. - 13.11.2020 F&L Meeting Geneva, CH www.europeanfreightleaders.eu

17. - 19.11.2020 Railtech Intelligent Rail Summit Not yet defined https://events.railtech.com

30.11. - 02.12.2020 International Rail Forum & Conference (IRFC) Prague, CZ www.irfc.eu/en

Outlook 2021

27. - 30.04.2021 04. - 07.05.2021 in Berlin, DE in Munich, DE www.innotrans.de www.transportlogistic.de

Impressum Publisher Wascosa AG, Werftestrasse 4, 6005 Lucerne, Switzerland Photos Wascosa AG; Federal Office of Transport; Florian Stern, flickr; Contact T +41 41 727 67 67, [email protected] SBB Cargo; Waggonbau Graaff GmbH; InRoll AG/Milad Concept, text Perego; Henk Zwoferink; Dr. Thomas Sauter-Servaes; Technischer Innovationskreis Schienengüterverkehr; and design Taktkomm AG and Wascosa AG Per-Olof Forsberg, flickr; Markus Eigenheer, flickr; Translation Graeme High, Edinburgh Rob Dammers, flickr; Phil Richards, flickr; Thomas Naas, Printing Druckerei Ebikon AG flickr; Hugh Llewelyn, flickr; Paul Smith, flickr; M Marius, Print run 4,500 copies flickr; Alexander Stein; Siemens; European Loc Pool AG Produced Appears twice a year in German and English Copyright Wascosa AG, www.wascosa.ch 16 For your files Edition 33 | June 2020

Locomotives at a glance: Comparison based on their power and tractive effort

Ce 6/8 II Br 151 Br 187 «Krokodil» Co’Co’ «TRAXX 3» 1’C C1’ 1972 Bo’Bo’ 1919 6290kW 2011 2700kW 395kN 5600kW 200kN 340kN

Re 420 Re 460 Softronic Bo’Bo’ «Lok 2000» Transmontana 1967 Bo’Bo’ Co’Co’ 4700kW 1991 2014 255kN 6100kW 6600kW 300kN 435kN

Br 232 Class 66 Br 248 «Ludmilla» Co’Co’ «Vectron Dual» Co’Co’ 1999 Bo’Bo’ 1970 2350kW 2018 2230kW 409kN 2000kW 294kN 300kN

DSB MZ Br 185 Br 159 CoCo «TRAXX 1» «EuroDual» 1970 Bo’Bo’ Co’Co’ 2800kW 2001 2019 390kN 5600kW 6100kW/2800kW 300kN 500kN

Re 620 Br 193 «Euro9000» Bo’Bo’Bo’ «Vectron» Co’Co’ 1972 Bo’Bo’ 2022 7800kW 2010 9000kW/1900kW 395kN 6400kW 500kN 320kN

The above information on the locomotives includes the year of construction, their power and tractive effort.

550

Euro9000 Br 159 Br 159 Euro9000 500

450 Transmontana

Class 66 Br 151 Re 620 400

DSB MZ 350 Br 187 Br 193 Br 248 300

Tractive effort (kN) effort Tractive Br 232 Br 185 RE 460 RE 420 250

Ce 6/8 II 200

150 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 Power (kW) Number of driving axles  four  six Type of power  electrical  diesel