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Deliverable D7.5 Demonstration

Project acronym: FR8RAIL II Starting date: 01/05/2018 Duration (in months): 39 Call (part) identifier: S2R-CFM-IP5-01-2018 Grant agreement no: H2020 - 826206 Due date of deliverable: Month 39 Actual submission date: 30-04-2021 Responsible/Author: Daniel Jobstfinke, DB ST Dissemination level: PU Status: final

Reviewed: yes

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Document history Revision Date Description 1 12.03.02021 First draft 2 29.04.2021 Final after TMT approval

Report contributors Name Beneficiary Short Name Details of contribution Daniel Jobstfinke DB ST Responsible author Hans Boysen TRV author Section 7, Review Norbert Hohenbichler BT Review Niels Weigelt DB C Review Angelo Grasso FTI Review Frederik Schäfer DB N Review

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Table of Contents 1 Executive Summary ...... 4 2 Abbreviations and acronyms ...... 6 3 Introduction ...... 7 4 Scope of the DPS demonstrator train ...... 8 4.1 Main goals ...... 8 4.2 Requirements ...... 8 5 Preparation of the DPS demonstrator train...... 10 5.1 General Aspects ...... 10 5.2 Routes and infrastructure ...... 10 5.3 Locomotives ...... 12 5.4 Wagons...... 14 5.5 Measuring Devices ...... 16 5.6 Composition of the train ...... 19 5.7 Schedule, planning tasks and safety assessment ...... 20 6 Trial Runs ...... 23 6.1 Routes ...... 23 6.2 Operational Manoeuvres and Tests ...... 24 6.3 Results ...... 26 6.4 Additional Measurements ...... 29 7 Single locomotive 835 m-long demonstration test Maschen – Malmö ...... 30 7.1 Introduction ...... 30 7.2 Planning Fr8 Rail II demonstration test from Maschen to Malmö ...... 30 7.3 Actual Fr8 Rail II demonstration test from Maschen to Malmö ...... 30 7.4 Results ...... 32 8 Conclusion ...... 33 9 References...... 34

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1 Executive Summary The present work documents the planning and execution of trial runs of the Distributed Power System (DPS) demonstrator train. The demonstrator runs performed in February 2021 aimed at the two goals of examining the entire DPS behaviour in a long and realistic mixed freight train in various realistic operational scenarios and the detailed examination of longitudinal dynamic train reactions.

The train consisted of three locomotives that were distributed to both ends and the middle of a 642 m long train. The wagons represented a train of the European single wagon network and were therefore very inhomogeneous both in terms of mass distribution as well as in terms of wagon types. A large portion of the trial runs was performed on a main line with gradients up to 27 ‰ where pushing locomotives are frequently used in today’s operation. Trains with unattended pushing locos are one of the first use cases of the DPS in regular operation.

Another part of the trial runs was performed on two routes across Germany with a length of more than 600 km each, covering various environments from rural to urban and from flat to hilly. In total, approx. 1900 km of trial runs were performed during a phase of seven days.

The demonstrator runs offered valuable insights into the DPS behaviour during real operation. The overall performance and availability were already very promising despite the prototype status of the system. The remote-control functions with active communication between leading and guided locos (nominal condition) and the behaviour in case of communication loss both worked as intended. The drivers mentioned the good controllability of the DPS train even on the challenging routes. “Natural” communication losses1 only appeared at a few locations along the trial routes. The large majority of these communication losses occurred during the passage through tunnels where they were to be expected. The characteristics of the natural communication losses are an important input for the further development of the DPS as they have proven to be more complex than just “on or off”.

The demonstrator runs have also shown that the brake support functionality during communication loss needs to balance two aspects. These are a quick support of the brake application on the one hand and a stable system without falsely detected pressure drops on the other hand. Future works and simulations will show whether the relevant parameters can be adjusted once for all possible DPS train configurations or a tuning process becomes necessary that takes individual train parameters into account. The measurements during the demonstrator runs confirm simulation results showing that the DPS leads to lower longitudinal forces than the existing operation. The distribution of longitudinal forces of the DPS is shifted towards lower values and the maximum value is significantly lower than in existing operation. The measurements also show the shorter refilling time of the brake pipe when releasing the brakes due to the distributed brake control of the DPS. In addition to the DPS demonstrator train, a regular train of DB Cargo Scandinavia successfully

1 “Natural” in this context refers to communication losses that appear along the route due to given infrastructure conditions and that are not artificially produced. GA 826206 F R 8 2 - W P 0 7 - D - DBA - 005 - 01 P a g e 4 | 34

demonstrated the run of a 835 m long train from Maschen (Germany) to Malmö (Sweden). This demonstrator train with one single locomotive performed well without any irregularities in braking, train handling, longitudinal dynamics or otherwise. Thus, the test run has shown that a train of the maximum permitted length in Germany and Denmark and rated trailing tonnage of a single EG type locomotive across Storebælt strait, under the present German and Danish rules could be operated through Denmark and across Öresund strait to Malmö in Sweden.

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2 Abbreviations and acronyms 5G Fifth Generation AC Alternating Current DPS Distributed Power System FRMCS Future Railway Mobile Communication System GSM-R Global System for Mobile Communications – Rail LCF Longitudinal Compressive Forces LTE Long Term Evolution LWL Loco - Wagon - Loco LWLW Loco - Wagon - Loco - Wagon LWLWL Loco - Wagon - Loco - Wagon - Loco M2O Make Rail the Hope for Protecting Nature 2 future Operation MS Multi-System REF Reference System TCMS Train Control and Management System

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3 Introduction The Distributed Power System (DPS) is a system for the remote control of distributed locomotives (locos) within a train. The communication between the manned leading loco and the unattended guided locos takes place via radio. The DPS aims at operating freight trains with lengths up to 1500 m. These train lengths require distributed locos for both traction and braking to generally reduce longitudinal forces (thus ensuring running safety in tight curves), to stay within the acceptable force limits of the coupler system and to keep the pneumatic air brake operable2.

Of course, train lengths that exceed today’s limits also require various infrastructure adaptations, e.g. the lengths of sidings. The realisation of such adaptations is undoubtedly challenging and therefore takes some time. However, the DPS also has use cases in trains that are within today’s length limits. Pushing locos on steep track sections are one possible use case. While pushing locos are manned today, DPS would allow for unattended operation. A second use case: Trains that are shorter than today’s infrastructure would allow for because of coupler force limitations and/or because of the applicable brake regime. A third use case of the DPS within today’s train length limits is the concept of train coupling and sharing. Of course, this is also a major use case for trains with a length of up to 1500 m. However, this concept can also be applied to shorter trains. For example, two trains with a length of 350 m could be joined at the beginning of a European corridor route, pass it as DPS train and split up towards different destinations at the end of the corridor. This would increase infrastructure capacity and contribute to a more economical operation.

A first DPS demonstrator train was operated in May 2019 [1]. This train consisted of two locomotives and a homogeneous bulk train with identical wagon types and identical total wagon masses along the entire train. The communication between leading and guided loco was realised with the GSM-R radio. This standard led to some high latency times in communication and limited the maximum number of DPS locos within one train. [2] A refined version of the DPS therefore uses the commercial mobile communication standard LTE (see Deliverable 7.4 “Integration and Concept”) as a bridge technology for future communication technologies such as 5G or FRMCS. The current state enables up to four locos (one leading, three guided) within one train. This refined DPS should be tested in a demonstrator train. The present work reports about preparation, execution, and results of this trial run.

The following Section 4 explains the scope of the demonstrator train. Section 5 illustrates various aspects of the preparation of the DPS demonstrator. Section 6 outlines the trial runs and shows results. Section 7 finally describes the demonstrator run of the commercial 835 m train between Maschen and Malmö.

2 The UIC air brake only works up to train lengths of approx. 1000 m [3]. This aspect makes the need for distributed brake control in very long trains independent from the need of distributed traction due to coupler force limits and thus independent from the coupler system. GA 826206 F R 8 2 - W P 0 7 - D - DBA - 005 - 01 P a g e 7 | 34

4 Scope of the DPS demonstrator train 4.1 Main goals

The trial runs of the demonstrator train with the refined DPS had two main goals:

1. Comprehensive examination of the entire DPS behaviour in a long and realistic mixed freight train in various realistic operational scenarios. 2. Detailed examination of operational scenarios that lead to large longitudinal dynamic train reactions.

The first goal involves checking the functionality of the DPS with up to three locos3 during the train journey on the public rail network, including challenging sections. This includes steep track sections as they are one of the first use cases for the DPS. Furthermore, it involves sections with poor radio reception and such without reception, e.g. tunnels.

The second goal aims on the collection of measurement data of the longitudinal dynamics. This data shall be used for the validation of simulation models and further refinement of these models, if necessary. Simulation models are very important for the further development and future homologation of the DPS. This is basically because there are not one or two but an extreme high number of possible DPS train configurations. The unimaginably high number of possible train configurations emerges from numerous different wagon types, different load conditions, different brake equipment, different buffers and draw gear combined with different locomotive types and a variable number of DPS locos within a train, each having multiple possible positions. It is impossible to test all train configurations by physical test runs. A highly robust simulation model is therefore necessary.

The current trial runs are expressly not used to fully evaluate the DPS in terms of braking performance. This aspect was already investigated in the DPS trial runs in 2019. 4.2 Requirements

As mentioned in Section 4.1, the DPS demonstrator train should consist of three locos. Different DPS train configurations should be tested, see Table 1. The focus regarding the first goal of investigating the entire DPS behaviour should be on the configuration involving three locos (Loco- Wagon-Loco-Wagon-Loco, LWLWL), thus making it the most complex configuration. The second goal involves the other possible configurations with only two locos. These are Loco-Wagon-Loco- Wagon (LWLW) and Loco-Wagon-Loco (LWL). The latter was already tested in the 2019 campaign. Nevertheless, unattended pushing locos being one of the first use cases, especially the longitudinal dynamics of the refined DPS should be investigated in this configuration again.

3 Although the current state of development of the DPS would allow for up to four locomotives, this number of locomotives does not seem realistic (neither operationally nor economically) in trains within today’s length limits. GA 826206 F R 8 2 - W P 0 7 - D - DBA - 005 - 01 P a g e 8 | 34

Table 1: Configurations to be tested in the DPS demonstrator train

LWL: Loco – Wagon – Loco LWLW: Loco – Wagon – Loco – Wagon

LWLWL: Loco – Wagon – Loco – Wagon – Loco REF: Loco – Wagon – Pushing Loco

Furthermore, a reference train (REF) should be investigated. This train consists of a manned leading loco, wagons and a manned pushing loco - the status quo for heavy trains on steep track sections. This makes it a direct reference to the first use case of the DPS of unattended pushing locos. However, there is another need for this reference system: There is a lack of absolute evaluation criteria for the longitudinal dynamics of freight trains during operation. This means that measured (and/or simulated) values of especially longitudinal compressive forces (LCF) of a single train cannot be compared to certain limit values as these are not generally available. Instead, UIC leaflet 421 [4] describes a method were a large number of trains of a new system (here the DPS) is compared to a large number of trains of an existing system. The existing system is considered to be safe in operation. The new system must at least be as safe as the old system, e.g. the distribution of LCF must not be shifted towards higher forces. As trains with manned pushing locos are trains with distributed locos that have been in European operation for decades, they are a reference system for the entire DPS.

The wagons of the DPS demonstrator train should incorporate the characteristics of trains of the European single wagon network. These trains are typically very inhomogeneous both in terms of wagon types and wagon masses. This means that the DPS demonstrator train should consist of multiple different wagon types with different load conditions in un unsorted order. Furthermore, the DPS demonstrator train should be as long as possible within today’s operational rules and given infrastructure.

The railway lines used by the DPS demonstrator train should include a steep track section where manned pushing locos are used in regular operation. Furthermore, there should be lines in different environments (urban, rural, flat, hilly etc.) for the investigation of the DPS behaviour.

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5 Preparation of the DPS demonstrator train 5.1 General Aspects

The following aspects had to be considered during the preparation of the DPS demonstrator train:

- Fulfilment of the requirements described in Section 4 - Economical use of assets (locomotives, wagons, measuring devices) - Availability of infrastructure for equipping the train with measurement devices, composition of the train and parking the train during the test campaign - Safe operation of the train under all circumstances

The following sections describe the outcomes of the preparation process. During the preparation, some of the boundary conditions mentioned above could be fixed early in the process, e.g. the intended steep track section (see next Section) and the intended locos (see Section 5.3). Other boundary conditions in contrast were part of an iterative process, for example the used wagons (see Section 5.4) and suitable stations for the composition of the train (see Section 5.6). The entire process was accompanied by an independent safety assessment which is described in Section 5.7. 5.2 Routes and infrastructure

The railway line between Hochstadt-Marktzeuln in Bavaria and Probstzella in Thuringia was chosen as the required steep track section. This line is one of the steepest German main lines. Large sections have gradients of more than 25 ‰ and the steepest section has a gradient of approx. 27 ‰. This line is referred to as Franconian Forest Line, because it crosses the Franconian Forest mountain range. Freight trains regularly run over this line and heavy freight trains are frequently pushed by a pushing locomotive. Figure 1 shows a simplified elevation profile of this line.

600

500

400

300 -

Elevation Elevation /m 200

Kronach am Wald am

100 Steinbach

Pressig

Hochstadt

Marktzeuln

Lichtenfels Probstzella

0 Rothenkirchen

Figure 1: Elevation profile of the Franconian Forest Line

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The Franconian Forest Line meanders through the mountain areas and has some narrow curves. Some of the areas are sparsely populated, thus making radio communication via LTE potentially challenging.

Figure 1 includes the station of Lichtenfels. This station was selected because it had the capacity to park the train at night and over the weekend during the entire test campaign. The maximum track length, however, is limited at both ends of the Franconian Forest Line. While a maximum length of 740 m is generally permitted on the German rail network, not all stations have sidings that are sufficiently long. The evaluation of required infrastructure along the Franconian Forest Line for a multi-day test campaign resulted in a maximum allowable train length of approx. 650 m.

Figure 2: Route of the DPS demonstrator train, transit (red) and Franconian Forest section (blue)

The Franconian Forest Line was identified as a suitable line for the DPS demonstrator train but is has no suitable stations for the composition of the DPS train. Some of the measuring devices require mounting in a pit, others require a crane and the cabling of the train requires a track that is accessible with trolleys etc. (see Section 5.5). The site of DB Systemtechnik in Minden (North Rhine-Westphalia) was identified as suitable location for both the equipment of measuring devices and the composition of the entire train. The transit of the DPS train from Minden to the Franconian GA 826206 F R 8 2 - W P 0 7 - D - DBA - 005 - 01 P a g e 11 | 34

Forest Line was also included in the test campaign, see Figure 2. It covers more than 500 km of different main lines through very different environments, including passages through the cities of Hannover and Kassel, some mid-altitude mountain ranges, and several tunnels. 5.3 Locomotives

Locomotives of Bombardier’s TRAXX platform were chosen to be equipped with the DPS. Two locomotives were TRAXX F140 AC3 locomotives that are owned and operated by DB Cargo as type 187 in Germany. These locomotives are used for domestic freight transport and were also used in the 2019 DPS demonstrator train. The locomotives are used on railway networks with alternating current (AC) catenary and have a power of 5.6 MW, a tractive effort of 300 kN, and a maximum velocity of 140 km/h. Figure 3 shows the TRAXX F140 AC3.

Figure 3: Bombardier TRAXX F140 AC3, type 187 in Germany

The third locomotive of the DPS demonstrator train was chosen to be one of Bombardier’s latest models of the TRAXX platform, the MS3. This multi-system (MS) locomotive type was recently developed and is currently undergoing the approval processes in different European countries. The locomotives are intended to be used in international freight traffic all over Europe. The locomotive that was used in the DPS demonstrator train is owned by Bombardier and numbered as type 188 in Germany. It has a power of 6.4 MW, a tractive effort of 340 kN, and a maximum velocity of 160 km/h. Figure 4 shows the TRAXX MS3.

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Figure 4: Bombardier TRAXX MS3, type 188 in Germany

The equipment of the locos with the DPS includes adaptations of both hardware and software. The DPS functionality is mapped to a large extent on the software side in the Train Control and Management System (TCMS) of the locomotives. A special input and information mask is available on the human-machine interfaces (HMI) for the locomotive drivers when DPS is used. Figure 5 shows this mask during a DPS train configuration. The hardware components include a radio module of M2O project member Funkwerk and an additional brake unit of FR8RAIL II project member Faiveley as well as wiring and pipe installation.

Figure 5: DPS train configuration on the driver's HMI

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Figure 6: Locos of the DPS train during static testing in Mannheim

The installation of hardware and software on the locomotives took place in end of November and the beginning of December 2020 at DB Cargo’s site in Mannheim. First static tests of some DPS functions with all three locos were performed afterwards. Figure 6 shows the locos during the static testing. The locos were then transferred (towed) to Bombardier’s Hennigsdorf site near Berlin to perform further static and also dynamic testing. This included trial runs on a test track with speeds up to 100 km/h and took place in January 2021. To simulate a heavy train, an additional loco of DB Cargo’s 187 was used as a braking locomotive. Also see Deliverable 7.4 “Integration and Concept” for further details on static and dynamic testing.

After finishing the dynamic testing in Hennigsdorf, the locomotives were towed to DB Systemtechnik’s Minden site at the end of January 2021. The composition of the DPS demonstrator train was planned to take place in Minden in the beginning of February. 5.4 Wagons

In order to have a realistic train of the European single wagon traffic for the DPS demonstrator, one way would be to use an actual commercial train. However, this is hardly feasible, neither commercially nor logistically. Given that the installation of measurement devices takes a couple of days (also see Section 5.5), the trial runs were scheduled for more than a week and the deinstallation of measurement devices takes some days as well, customers would have to wait for weeks before their goods arrive at their destinations. This is not acceptable. Therefore, a dedicated mixed freight train had to be composed.

This option also offers the possibility to actively control the properties of the wagons. This is especially relevant for the task of collecting measurement data for comparison with simulation data. By reducing the number of different wagon types within the train, the amount of necessary information to build robust simulation models is also reduced. The aim here is to minimise uncertainties between the properties of the real object and the simulation models. However, it had to be kept in mind that the DPS demonstrator train should resemble a train of the European single wagon traffic system. As a result of balancing these two requirements, four different wagon types were chosen for the composition of the DPS demonstrator train.

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Table 2: Wagon types of the DPS demonstrator train

Eanos-x 059 Facns 133

Facs 124 Res-x 679.1

Table 2 shows these four wagon types, which are used for railway line construction works. All wagons are four-axle vehicles. This choice was made because four-axle vehicles offer higher acceptable longitudinal forces than two-axle wagons (see also Section 5.7). The Eanos-x 059 wagon type is a gondola and all wagons used for the DPS demonstrator were loaded with track ballast. The Facns 133 and Facs 124 wagon types are both self-unloading hoppers and were empty in the DPS demonstrator. The Res-x 679.1 wagons are flatcars which were also empty. The individual masses and lengths over buffers of the wagons are listed in Table 4 in Section 5.6.

Besides the length of the train that was restricted by infrastructure boundaries (see Section 5.2), also the total mass of the wagons inside the train should be restricted to a value below 1600 t. This was done to have the possibility to use the brake regime “Long Locomotive” in some tests. These boundary conditions enabled the definition of the exact number of each wagon type. The order of wagons was then determined by means of simulations. These were performed by the University of Rome Tor Vergata who are a member of the complementary Shift2Rail project “M2O” [5]. The optimisation goal of these simulations was to find a train configuration that on the one hand represents a typical mixed freight train and on the other hand has low values of longitudinal dynamic forces4 (see also Section 5.7). The result was the final train configuration that is listed in in Table 4 in Section 5.6.

4 Some of the operational manoeuvres described in Section 6.2 are worst-case scenarios and the tests should cover the DPS behaviour in these cases. The train configuration, however, should not lead to very high longitudinal dynamic forces. This way, the tests were no combination of worst-cases in every aspect to ensure a maximum level of safety. Future simulations and/or tests could cover absolute worst-case scenarios. GA 826206 F R 8 2 - W P 0 7 - D - DBA - 005 - 01 P a g e 15 | 34

5.5 Measuring Devices

The DPS demonstrator train should be equipped with measurement devices that allow the analysis of both the overall system behaviour and the longitudinal dynamics of the train. This requires two major measurement tasks:

1. Measurement of data on all three locomotives, including DPS-specific communication. 2. Measurement of pressures of the pneumatic air brake and of longitudinal forces at regularly distributed positions across the train.

The locomotive’s data not only contains control signals but also measurement data of internal sensors, such as individual wheelset speed, actual tractive effort etc. Additional sensors such as an accelerometer, a GPS-system, and various pressure sensors were used to complete the available data.

The measurement of air brake pressures and longitudinal was located after every six vehicles, resulting in a total of five of these measuring positions. These are indicated as red lines in Table 4 in the following section. Each of the measuring positions was configured with the following sensors:

- Brake pipe pressure sensor - Brake cylinder pressure sensor - Reservoir tank pressure sensor - Buffer force sensor left and right - Coupler chain force sensor - Buffer stroke sensors of both measuring buffers and opposite buffers - Draw gear stroke sensor at one hook

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Table 3: Selection of different sensors installed on the DPS demonstrator train

Measuring buffers, measuring coupler chain Pressure sensors on wagons and stroke sensors on wagons

Data acquisition system and accelerometer Pressure sensors inside loco inside loco

Table 3 shows a selection of sensors that were installed on the DPS demonstrator train. Some of the sensors had to be specially calibrated for use in the DPS demonstrator train, for example the measuring buffers as shown in Figure 7.

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Figure 7: Calibration of measuring buffer in Minden

The sensors were connected to a data acquisition system in a network over the entire train. The centrepiece of this network was located in a measuring coach. This coach offers enough space for equipment (data recording, energy supply etc.) and workplaces for the test personnel. The network was built with both conventional ethernet cables for shorter distances and fibre optic cables for longer distances. The network was not only set up for the transmission of measuring data but also for a remote access to the locomotive TCMSes. Furthermore, an independent communication line for verbal communication between locos and measuring coach was set up. To build this network and the communication line, several hundred metres of cable had to be laid along the train.

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5.6 Composition of the train

Table 4 shows the final composition of the DPS demonstrator train. The red lines indicate the measurement positions of longitudinal forces and brake pipe pressures. The train had a total length of approx. 642 m and a total mass of approx. 1732 t. It could be built after all three locos and five of the wagons were equipped with the measuring devices.

Table 4: Composition of the DPS demonstrator train

Length over Total No. Vehicle buffers / m mass / t 1 Loco 188 18,90 86,00 2 Measuring Coach 26,40 63,00 3 Facns 133 16,00 21,90 4 Res-x 679.1 19,90 25,30 5 Facs 124 19,04 23,93 6 Facns 133 16,00 22,00 7 Res-x 679.1 19,90 24,70 8 Facs 124 19,04 23,77 9 Eanos-x 059 15,74 83,67 10 Facs 124 19,04 24,20 11 Facs 124 19,04 23,75 12 Eanos-x 059 15,74 83,38 13 Facns 133 16,00 21,75 14 Eanos-x 059 15,74 83,64 15 Eanos-x 059 15,74 83,50 16 Eanos-x 059 15,74 83,52 17 Res-x 679.1 19,90 25,30 18 Facns 133 16,00 21,95 19 Loco 187 18,90 84,00 20 Eanos-x 059 15,74 83,55 21 Eanos-x 059 15,74 83,64 22 Eanos-x 059 15,74 83,50 23 Eanos-x 059 15,74 83,64 24 Facns 133 16,00 21,90 25 Facns 133 16,00 21,75 26 Res-x 679.1 19,90 24,60 27 Eanos-x 059 15,74 83,62 28 Eanos-x 059 15,74 83,34 29 Facs 124 19,04 24,10 30 Facns 133 16,00 22,10 31 Res-x 679.1 19,90 24,90 32 Res-x 679.1 19,90 24,10 33 Res-x 679.1 19,90 25,30 34 Res-x 679.1 19,90 24,90 35 Facs 124 19,04 24,10 36 Loco 187 18,90 84,00 Σ 641,68 1732,30

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Figure 8: Continuous cabling along the train

The train was built and cabled in two halves in two tracks. The connecting point was the locomotive in the middle of the train. Except for this position, there was no other positions along the train were a disconnection of the network cables was possible. Figure 8 shows the continuous cabling along the train. Due to this cabling, it was mandatory to keep the order of vehicles fixed during the test campaign. To test the different configurations of the DPS (LWL, LWLW, and LWLWL, see Section 4.2), locos that were not part of the respective configurations behaved like a wagon in these tests. They did not apply any tractive effort nor did they control the brake pipe pressure, but applied brake effort by the pneumatic brake as requested by the brake pipe pressure The composition of the train with locos at both ends and one in the middle allowed for tests in both directions, thus vehicle 01 (loco type 188) being the leading locomotive in some tests and vehicle 36 (loco type 187) when running in opposite direction.

The measuring coach was placed behind vehicle 01 to get electrical energy from this loco. Buffering batteries enabled the measuring in situations were the main circuit breaker of the locomotive was opened or the pantograph was lowered. The measuring coach’s brake pipe was bypassed by a hose with an internal diameter that is equal to the internal diameter of freight wagon brake pipes This was necessary as passenger coach brake pipes have a smaller internal diameter. Using a wagon with a brake pipe with this diameter would therefore not be representative for a regular freight train. 5.7 Schedule, planning tasks and safety assessment The previous section show that several tasks had to be completed before the actual DPS demonstrator train could be composed and the trial runs could finally start. Table 5 shows a simplified project plan that includes the previously mentioned aspects.

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Table 5: Simplified project plan of the DPS demonstrator train

2020 2021 Task Location Sep Oct Nov Dec Jan Feb Mar Planning of infrastructure, schedules etc. Planning of vehicles Preparation of test concept Safety assessment in various aspects Integration of DPS on locos Mannheim First static testing of DPS Mannheim Static and dynamic testing of DPS Hennigsdorf Mounting of measurement devices wag. Minden Static and dynamic testing with wagons Minden Tests for safety assessment Minden Mounting of measurement devices locos Minden Composition of the train, cabling etc. Minden Trial runs see map Dismounting of measurement devices Minden Dismantling of DPS on locos Mannheim Measurement of wagon brakes Minden Result analysis and reporting

The planning phase that started in September of 2020 also included the preparation of the test concept that is described in more detail in Section 6. It furthermore included the safety assessment of various aspects. One of the very first steps was the comparison of simulations results of models DPS trains and the reference system. These simulations were performed by M2O consortium member University of Rome Tor Vergata (also see M2O deliverable 3.3 [6]). Figure 9 shows the comparison of maximum LCF for a specific manoeuvre and multiple train compositions between a DPS train in LWLW configuration and the reference system as an example. The red diagonal indicates identical values of both systems, meaning the resulting forces are equal. Values below the diagonal indicate lower forces in the DPS than in the reference system. The simulation results generally show the same trend that can be seen in Figure 9: the DPS leads to lower longitudinal forces than the reference system. However, as the measurement results shall be used to further refine the models (thus not having an absolute measure of the accuracy of the models before the trial runs) and because the also tested reference system shows high LCF in some cases, additional measures were taken to minimize the risk of excessive LCF. This included the choice of only four- axle wagons for the composition of the train and the optimisation of wagon order within the train (also see Section 5.4).

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Figure 9: Comparison of maximum LCF for multiple train compositions between a DPS train in LWLW configuration and the reference system. Source: M2O simulations

Other aspects of the risk assessment included operational rules of the train, requirements for personnel on locos, means of communication, the assessment of the installation of measuring devices etc. Besides, the functionality of the DPS and the planned tests during the demonstrator runs were assessed by independent experts. This included the assessment of:

- DPS radio communication - DPS brake functionality and longitudinal dynamics - DPS functional safety Independent static and dynamic testing of the DPS by the assessors in Minden was part of this task.

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6 Trial Runs 6.1 Routes

The Franconian Forest Line was the chosen test route for the DPS demonstrator train, as already mentioned in Section 5.2. Furthermore, the necessary transfer from and to Minden was also part of the test program. All tests were performed on the public railway network during normal operation, e.g. between regular trains. These tests included a lot of braking manoeuvres (see following Section) so that the required journey time was longer than the one of a regular freight train. Most of the transfer routes were also passed as DPS train. Only a part of the route on the last test day was passed as the reference train. The transfer was split into two days so that the schedule allowed for multiple tests per day. The intermediate stop in Mecklar (Hessen) also included a reversal of the running direction of the train so that both outer locomotives could be the leading locomotive during the first two days of the test campaign. The majority of runs over the Franconian Forest Line took place on three consecutive days in middle of the campaign. In total, the Franconian Forest was crossed twelve times and the total distance of the demonstrator train sums up to approx. 1900 km. Table 6 shows more details about the routes of the train, Figure 10 shows an aerial view of the train on the Franconian Forest Line.

Table 6: Routes of the DPS demonstrator train

No. of Distance / No. of Runs Date Route Test Day km over Ramp 1 18.02.2021 Minden - Hannover - Altenbeken - Kassel - 312 0 Bebra - Mecklar 2 19.02.2021 Mecklar - Eisenach - Erfurt - Jena - Saalfeld - 317 1 Probstzella - Lichtenfels 3 22.02.2021 Lichtenfels - Probstzella - Lichtenfels 126 2 4 23.02.2021 Lichtenfels - Probstzella - Hochstadt- 236 4 Marktzeuln - Probstzella - Lichtenfels 5 24.02.2021 Lichtenfels - Probstzella - Hochstadt- 236 4 Marktzeuln - Probstzella - Lichtenfels 6 25.02.2021 Lichtenfels - Probstzella - Saalfeld - Jena - 317 1 Erfurt - Eisenach - Mecklar 7 26.02.2021 Mecklar - Bebra - Kassel - Altenbeken - 358 0 Hamm - Minden 1902 12 Σ

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Figure 10: Aerial view of the DPS demonstrator train on the Franconian Forest Line with the mountain range in the background

6.2 Operational Manoeuvres and Tests The tests that were performed during the trial runs were managed and the locomotive behaviour and measuring results were constantly monitored from the workplaces inside the measuring coach. Two of these workplaces are shown in Table 7.

Table 7: Workplaces inside measuring coach

Monitoring of measuring results Monitoring of locomotive behaviour

The tests included various operational manoeuvres which should cover the analysis of both the general DPS behaviour as well the longitudinal dynamics. The manoeuvres describe different states of motion of a train run, such as acceleration, cruising, deceleration etc. and combinations thereof. Especially the deceleration can be realised by using different brakes and/or levels of brake applications. Table 8 shows an overview of different operational manoeuvres by means of GA 826206 F R 8 2 - W P 0 7 - D - DBA - 005 - 01 P a g e 24 | 34

schematic time-distance diagrams. It also includes the operational manoeuvre of passing a neutral section that was also tested.

Table 8: Schematic overview of operational manoeuvres

Neutral Section

Trac = Traction, Cr = Crusing, FASSB = First Application Step Service Braking, FSB = Full Service Braking, EB = Emergency Braking, IED = Independent Electrodynamic Braking

These manoeuvres were performed in different communication statuses for both DPS trains and the reference train. While a sufficient radio coverage is to be striven for to achieve a reliable DPS, the occurrence of (externally caused) interruptions in the radio connections is to be expected with a non-negligibly small probability. This situation therefore does not represent an error in the actual sense - in contrast to an interruption of a cable connection for example. The DPS takes this into account by a defined system behaviour. Testing of the DPS in these communication loss situations thus played a major role during the demonstrator runs. Different communication status or modes of communication loss respectively and their implementation during the demonstrator runs are displayed in Table 9.

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The implementation of “artificial” communication losses was also necessary because measurements of M2O partner Funkwerk have shown that there are no areas without reception on the Franconian Forest Line. These measurements took place in autumn of 2020 during the planning of the demonstrator runs.

Table 9: Communication statuses and modes of communication loss

Implementation During Communication Status Explanation Demonstrator Runs Stable communication between leading loco Nominal Condition and guided loco(s) throughout entire Default operational manoeuvre. Disconnection of antenna Communication loss at least 2.5 s before cable on (leading) locomotive Communication Loss brake is applied so that DPS on guided loco(s) or Before Manoeuvre has/have recognised the communication loss, Disconnection on server traction ramp down has been started etc. or “Natural” Communication Loss Disconnection of antenna Communication loss and brake application Simultaneous cable on (leading) locomotive immediately afterwards so that braking Communication Loss or command is not transferred by radio Disconnection on server Defined positions along the railway line where the communication between the Programmed disconnection individual vehicle and the base station ends routine on server Area without and gets re-established. Depending on (or “natural” communication Reception positions, train configuration and speed, losses if available) there might be multiple communication

losses between the locos as they arrive at these positions one after another.

6.3 Results The demonstrator runs offered valuable insights into the DPS behaviour during real operation. The drivers mentioned the good controllability of the DPS train even on the challenging route through the Franconian Forest. The overall performance and availability are already very promising despite the prototype status of the system. The remote-control functions with active communication between leading and guided locos (nominal condition) and the behaviour in case of communication loss worked as intended. Figure 11 shows the brake pipe pressure of the DPS train during emergency braking and refilling in nominal condition. The almost simultaneous venting of the brake pipe by all three locos is clearly visible. This leads to a fast and very homogenous brake application of all vehicles in the train, thus resulting in low longitudinal forces (see below). Furthermore, the DPS also offers the functionality of distributed refilling of the brake pipe which results in a refilling time of approx. 35 s for the entire 642 m train. In contrast, the same procedure

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of the reference train takes approx. 125 s.

Figure 11: Brake pipe pressure of DPS train during emergency braking and refilling in nominal condition

Natural communication losses only appeared at a few locations along the several hundred kilometres of trial routes. A lot of these communication losses happened during the passage through tunnels where they were to be expected. The characteristics of the natural communication losses are an important input for the further development of the DPS as they have proven to be more complex than just “on or off”.

One aspect of the intended system behaviour during communication loss can be observed in Figure 12. The leading loco performs an emergency brake application, but this command cannot be transmitted to the guided locos via radio due to the communication loss. However, the DPS on the guided locos detects the pressure drop in the brake pipe and actively supports the brake pipe venting in iterative steps.

Figure 12: Brake pipe pressure of DPS train during emergency braking and refilling after communication loss GA 826206 F R 8 2 - W P 0 7 - D - DBA - 005 - 01 P a g e 27 | 34

Another aspect of the intended DPS behaviour is the automatic ramp-down of tractive effort when in a communication loss lasts for more than 2.5 s. In this case, the tractive effort on guided locos is reduced to 0 kN within a time span of 5 s, as shown in Figure 13.

Figure 13: Tractive effort (one wheelset) of DPS locos in case of communication loss

Longitudinal forces play a significant role in the DPS development. The comparison of results of the DPS with those of the reference system are a means of assessment, as described in section 4.2. The simulations performed by M2O partner University of Rome Tor Vergata have shown that the DPS leads to lower longitudinal forces than the reference system. The demonstrator runs support this finding. Figure 14 displays the comparison of relative frequencies of maximum instantaneous LCF values (unfiltered) during full service brake and emergency brake applications between DPS and reference system. The database contains values of all tested DPS train configurations (LWL, LWLW and LWLWL) as well as of nominal and communication loss conditions. The distribution of values of the DPS is shifted towards lower values and the maximum value is significantly lower than in the reference system.

A detailed comparison between the simulation results that were produced during the preparation phase and the measurement results of the test campaign will be conducted soon. Brief comparisons during the demonstrator runs have shown a good match between simulation and measurement.

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35,0%

30,0% DPS - braking (full service, emergency), N = 61

25,0% REF - braking (full service, emergency), N = 13 20,0%

15,0%

Relative Relative Frequency 10,0%

5,0%

0,0% 50 100 150 200 250 300 350 400 450 500 550 600

Longitudinal Compressive Forces up to ... kN

Figure 14: Comparison of relative frequencies of maximum instantaneous LCF values during full service brake and emergency brake applications between DPS and REF

6.4 Additional Measurements

Additional measurements of the wagons were performed to minimise uncertainties in the process of comparing measuring results and simulations in the future. This included the measurement of brake pipe and brake cylinder pressures of all wagons that were not equipped with measuring devices during the demonstrator runs. The measurements were performed in Minden in parallel to the dismounting of measurement devices from the demonstrator train.

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7 Single locomotive 835 m-long demonstration test Maschen – Malmö 7.1 Introduction In parallel to the trial runs of the DPS train described above, a test with a commercial long train between Maschen and Malmö with one single locomotive (without DPS) was planned and carried out. This test is described in the following. 7.2 Planning Fr8 Rail II demonstration test from Maschen to Malmö Regular operation of 835 m long trains is permitted in Denmark since 1960, and this practice was extended to Maschen (Germany) in 2012 and to the Hamburg port terminal Hohe Schaar in 2015. Trains this long are regularly operated between Maschen and Fredericia but is allowed all the way to København.

As a step toward permitting the operation of 835 m long trains through Denmark to Sweden, a demonstration test from Maschen to Malmö was decided, to verify that trains of the maximum length permitted in Germany and Denmark can operate safely and practically also to Sweden.

It was decided to follow the existing operating rules in Germany and Denmark, respectively. For the portion of the run in Sweden, it was decided to follow Danish rules, to avoid having to stop the train and re-set wagon brake control valves at the Öresund border.

Furthermore, it was decided to maximize train productivity with 1 single locomotive, while maximizing train length, tonnage, and speed within the existing rules.

Thus, the following limiting parameters were planned: • one 6-axle locomotive class EG, starting tractive effort 400 kN, the highest available • wagons in regular revenue operation • trailing tonnage 2300 t, the tonnage rating of class EG locomotives across Storebælt • train length 835 m, the longest permitted in Germany and Denmark • operating speed 100 km/h in Denmark but 120 km/h across Öresund, or as limited by brake performance and wagons • brake mode G in Germany but P in Denmark and Sweden, brake ratio 70 % or higher. To accomplish this, exceptions and proof of safety from the following Swedish operating rules were necessary: • maximum train length 730 m for brake mode P • existing brake tables for train length up to 730 m for brake mode P. 7.3 Actual FR8RAIL II demonstration test from Maschen to Malmö The demonstration test was scheduled for Saturday, 17 April 2021 from Maschen to Malmö and GA 826206 F R 8 2 - W P 0 7 - D - DBA - 005 - 01 P a g e 30 | 34

replaced the regular DB Cargo Scandinavia train 44720 Maschen-Malmö. Due to track work 80 km north of Hamburg, the train left Maschen already in the evening of 16 April as train 41795 to Padborg, where a scheduled stop was made to change engineers, to switch overhead power supply from 15 kV 16,7 Hz to 25 kV 50 Hz, and to change the wagon brake control valve setting from brake mode G to P.

Actual configuration of the demonstration train was: • 1 locomotive, EG 3109 with 6 axles • 39 wagons with 150 axles, of which 30 loaded wagons with 112 axles, and 9 empty wagons with 38 axles • trailing tonnage 2271 t, total tonnage 2403 t including locomotive • wagon rake length 811 m, total train length 832 m including locomotive • wagon speed limits, 3 wagons 100 km/h, 36 wagons 120 km/h • brake mode G, ratio 75 % Maschen-Padborg, and locomotive G + wagons P, ratio 79 % Padborg- Malmö. Passing through Nyborg due to insufficient siding lengths there, the train instead made a quick stop at Korsø to change engineers. A few further brief stops were made due to other trains.

Across Öresund strait, after a long ascending grade of 15.6 ‰ on the bridge, the train still maintained approximately 75 km/h at the summit, before finally arriving at the Malmö freight yard in Sweden, where two tracks in the receiving yard were extended in October 2018 to handle 835 m long trains. Here, a local switch engine took over and pushed the wagon consist over the hump and into the classification yard.

Figure 15: The Maschen – Malmö demonstration test train passes Persborg in Malmö. Photo: Magnus Backman, Trafikverket

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Figure 16: The Maschen – Malmö demonstration test train consist is pushed over the hump into the Malmö classification yard. Photo: Magnus Backman, Trafikverket

7.4 Results The 835 m demonstration train performed well without any irregularities in braking, train handling, longitudinal dynamics or otherwise. Thus, the test run has shown that a train of nearly the maximum permitted length in Germany and Denmark and rated trailing tonnage of a single EG locomotive across Storebælt strait, under the present German and Danish rules could be operated through Denmark and across Öresund strait to Malmö in Sweden.

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8 Conclusion The trial runs of the DPS trains have shown a very satisfying behaviour of the DPS during various operational manoeuvres and on challenging routes – despite the prototype character of the system. The obtained measurement data can now be used as input for the future development of the system to be used in regular operation. In addition to the DPS demonstrator train, a regular train of DB Cargo Scandinavia successfully demonstrated the run of an 835 m long train from Maschen (Germany) to Malmö (Sweden). Both demonstrators show the potential to further increase the efficiency of freight railway operation by increasing train length and mass.

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9 References [1] FFL4E: Presentation on Final Conference, Munich 18.06.2019. Online: https://projects.shift2rail.org/download.aspx?id=9aef740d-8554-40a5-9069-7519c8acc033

[2] Toubol, A.: Deliverable D 2.1 - GSM-R or LTE, design solution, November 2020. Online: https://www.marathon2operation.eu/web/pdf/D2p1%20GSM- R%20or%20LTE%20radio,%20Design%20solution.pdf

[3] Ziegelmeier, R.: Bremssysteme für Eisenbahnen, Deine Bahn 2017 8, S. 34-41

[4] UIC Leaflet 421: Rules for the consist and braking of international freight trains. 9th Edition, January 2012

[5] M2O Project Website. Online: https://www.marathon2operation.eu/

[6] Cantone, L.: Deliverable D 3.3 - TrainDy simulations for experimental tests. November 2020. Online: https://www.marathon2operation.eu/web/pdf/D3p3%20Test%20Demonstrators%20with%20DP S,%20LTD%20simulation%20report.pdf

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