ANNIVERSARYRTR’S YEAR 50 th

4|2010 November 2010 | Volume 50 RRTRTR Euro 20,– | 13914 EUROPEAN RAIL TECHNOLOGY REVIEW www.eurailpress.de/rtr ISSN 0079-9548

MODERN TRACK RAIL VEHICLES AND INNOTRANS AND TECHNOLOGY COMPONENTS INNOVATIONS Frequencies of ballasted tracks Performance of RU 800 S City Tunnel Leipzig Hard steel for curves and points Electro-hydraulic brakes CIS for Melbourne Concrete support slabs Ethernet on board InnoTrans review

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UU2_MAN2_MAN Anzeige.inddAnzeige.indd 1 008.11.108.11.10 08:1808:18 10091 210x297 motiv131_e.indd 1 07.10.10 15:16 Editorial „

Dr.-Ing. Eberhard Jänsch Dear Readers, Editor-in-chief

We are pleased to publish this edition of European Rail Technol- The final contribution dealing with “infrastructure” takes the ogy Review (RTR) once again with news of the latest progress form of a report on the new railway tunnel in the city centre from the world of railways. This time, we concentrate first and of Leipzig. This is the first S-Bahn tunnel constructed in the foremost on further advances in railway technology. Dissemina- centre of a German city using the twin-bore principle. One of tion of knowledge in this field and the spread of information its interesting details is its system of electrification, using roof- about new components and processes is the aim of this maga- mounted power rails. zine, and that is what it has been doing for fifty years now. The second main topic in the volume deals with new compo- The first main topic in this issue is railway infrastructure. We be- nents for railway wagons, passenger stock and information sys- gin with a scientific treatise on the vibration behaviour of concrete tems. sleepers under the load of trains running at high speeds. After The electro-hydraulic brake presented here is admittedly still only a few years of operating its first two high-speed lines, which only at its experimental and testing stage. It looks as if it is were opened in in 1991 (i.e. Hannover – Würzburg and Mann- going to be able to brake more effectively, while also consum- heim – Stuttgart), the then Deutsche Bundesbahn was forced to ing less energy. Another report deals with the installation of recognise that the ballast laid on them was showing signs of Ethernet systems in passenger coaches for the provision of in- premature abrasive wear. Some of it even needed to be replaced formation for passengers. A purpose-made broadband wireless after only five years in service, namely where was a hard material system is capable of replacing elements that up until now have underneath it, such as bridges or the floors of tunnels. Simulta- proved critical, such as the couplings for sensitive electrical neously with the replacement of the worn-out ballast, softer rail lines carrying messages between two vehicles. The precondi- pads were incorporated too and, on a number of particularly con- tion is naturally the use of the correct, robust technology, and spicuous bridges, matting was inserted under the ballast. here it helps to resort to components that have already been Dr. Pahnke, the responsible expert at the time in the Bundes- tried and tested in industrial environments. bahn’s centre office for technical matters in Munich, took charge Information technology is represented with a contribution from of tackling this whole problem, along with Dr. Müller-Boruttau Australia. Richard Hammerton presents the system architec- and Dr. Breitsamter. The outcome of their painstaking, time-con- ture of the new control and information system (CIS), installed suming investigation is presented here. It was recognised that in the greater-Melbourne region for the metropolitan and region- the trains (ICE trains sets, to be precise) induced vibrations in al train network. the concrete sleepers lying on the ballast at frequencies close to those of the sleepers’ natural frequency and with virtually no Finally, as readers would expect, this issue of RTR concludes damping. The recommended remedy is to fix vibration-damping with a review of the 2010 edition of the world’s largest special- pads to the sleepers, since just elastic pads with no damping ist trade fair for the railway sector, InnoTrans in Berlin. effect are inadequate for this purpose. We trust, ladies and gentlemen, that you will find many useful A further topic covered in this issue is the properties of rails. inputs for your own professional work as you read through the Under this heading we report on the behaviour of rails made of reports in this magazine. harder materials than usual in curves and points. For special types of applications, rails embedded elastically in prefabricat- Kindest regards, ed slabs offer a valid alternative. Our final report in this block deals with experience with the RU 800 S track-reconstruction machine, which has been designed to handle several of the work processes involved in the replacement of both ballast and rails. It is able to complete its work with very much shorter periods of track closure, and the newly laid track is of a better quality. (Eberhard Jänsch)

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20 24

 3  35 Eberhard Jänsch Olaf Schilperoort Dear Readers Fast, wireless communication along the whole length of trains

 6  38 Ulf Pahnke Richard Hammerton Frank H. Müller-Boruttau Upgrading Information and Communication Technology systems in Norbert Breitsamter Victoria (Australia) Frequencies of the ballasted track  43  16 Eberhard Jänsch Bernhard Knoll Christoph Müller Hard rails in tight curves InnoTrans – Even more railway than ever before!

 20 Albert Gelz Briefly from Around the World: Hard steel for every type Unimog U 400 shunting vehicle for DB Regio p. 48 Solution for the appli- of point cation of mobile railhead lubrication p. 48 Needle bearings for the Shin- kansen p. 48 MFS material transport and silo wagons – an optimum solution  22 for the transport of material p. 49 Largest-ever Freudenberg seal helps drive Heinrich Gall the world’s longest tunnel p. 49 Concrete support slabs for tracks in a Deutsche Bahn depot

ANNIVERSARYRTR’S YEAR 50 Include RTR in your mediaplan! th RTR 4|2010  24 November 2010 | Volume 50 Euro 20,– | 13914 EUROPEAN RAIL TECHNOLOGY REVIEW www.eurailpress.de/rtr ISSN 0079-9548

MODERN TRACK RAIL VEHICLES AND INNOTRANS AND Fred Beilhack TECHNOLOGY COMPONENTS INNOVATIONS Mark this date in your diary! Frequencies of ballasted tracks Performance of RU 800 S City Tunnel Leipzig Hard steel for curves and points Electro-hydraulic brakes CIS for Melbourne Concrete support slabs Ethernet on board InnoTrans review RU 800 S – performance comparison after three years Next issue is RTR No. 1/2011 with extra print run to  27 Rail-Tech and Sifer! Dirk Stecher Michael Menschner The Leipzig City Tunnel Ad-deadline is on 16th February 2011.  31 Michael Kühnlein Book your advert right now! Julian Ewald Matthias Liermann Hubertus Murrenhoff Email: [email protected] Self-energising electro-hydraulic brake (SEHB)

4 RTR 4/2010

004_05_Inhalt.indd4_05_Inhalt.indd 4 111.11.101.11.10 13:3413:34 International Trade Fair

22 – 24 June 2011 Berlin Exhibition Grounds

27

43

ANNIVERSARYRTR’S YEAR 50 th Front cover:

RRTRTR 4|2010 November 2010 | Volume 50 Euro 20,– | 13914 EUROPEAN RAIL TECHNOLOGY REVIEW www.eurailpress.de/rtr Complete mobility. ISSN 0079-9548

MODERN TRACK RAIL VEHICLES AND INNOTRANS AND TECHNOLOGY COMPONENTS INNOVATIONS Frequencies of ballasted tracks Performance of RU 800 S City Tunnel Leipzig Ensuring mobility is the number-one challenge in our Hard steel for curves and points Electro-hydraulic brakes CIS for Melbourne Concrete support slabs Ethernet on board InnoTrans review society. We need networked traffi c and information systems to remain mobile in future – for safe, cost- effective and environmentally friendly passenger and cargo traffi c. That is why, with “Complete mobility”, Siemens creates integrated effi cient transport and logistics solutions, from infrastructure equipment for rail and road traffi c, rail vehicles through to airport www.publictransport-interiors.com logistics and postal automation. (Photo: Siemens)

Messe Berlin GmbH · Messedamm 22 · 14055 Berlin · Germany Tel. +49(0)30 / 3038-2212 · Fax +49(0)30 / 3038-2190 www.publictransport-interiors.de · [email protected]

004_05_Inhalt.indd4_05_Inhalt.indd 5 111.11.101.11.10 13:3413:34 Frequencies of the ballasted track

Realizing the fact that the ballasted track in high speed lines has half the life time of standard tracks we should ask the questions if on the one hand everything is done correctly and on the other hand which dynamic load is transmitted to the track.

The wear is mainly caused by movement of speed line in Germany as an example. This 1 Measured frequency spectra the sleepers in the ballast bed. Each bal- line is fitted with ballasted tracks with pre- last stone has initially a sharp-edged shape stressed concrete monobloc sleepers (B 70, In order to answer the question, what kind with rough surface. With time the sleeper 2.60 m long, mass 300 kg). of dynamic movements occur in the bal- movement leads to a smooth and rounded lasted tracks, numerous vibration veloc- stone, which no longer can stabilise the The calculated results are developed from ity measurements under traffic load were track system. two mathematical models, one for the un- taken two years after the Hanover-Würzburg loaded track und a spatial one with a wheel high speed line was put into operation in How to explain the strong wear of the track? set on the two rails of the ballasted track. 1991. This question is answered by the analysis of measurement results on a ballasted high By applying the dynamic system analysis, a Frequency spectra of rail and sleeper were speed track in comparison with calculated simplified but accurate mathematical model recorded in vertical direction during the pas- results. The measurement results are giv- has been developed, which describes the sage of six ICE 1 trains at about 250 km/h en by vibration velocity spectra of rail and most important dynamic characteristics of under the coaches. The 6 measured spec- sleeper during the passage of a high speed ballasted tracks. Thereby it is possible to de- tra as well as the energetic mean value can train. In the following, we take an ICE 1 train sign permanent ways in future, which are dy- be seen in Fig. 1. The measured graphs on the Hanover – Würzburg 250 km/h high namically less sensitive for excitations by traf- show several peak values and much lower fic. And so it is possible at last to optimise values in the frequency range between 0 the dynamic properties of ballasted tracks, and 1000 Hz. In the peaks most energy is considering the design speed of the track. transmitted and the greatest wear is initi- Dr.-Ing. Ulf Pahnke

Scientific researcher, Former member of BZA DB AG, Munich [email protected]

Dr.-Ing. Frank H. Müller-Boruttau

Managing director, licensed expert for construction dynamics imb-dynamik, Inning [email protected]

Dr.-Ing. Norbert Breitsamter

Fig. 1: 1/3rd octave vertical vibration velocity spectra of rail and sleeper on ground during 6 passages of ICE 1 passenger Expert wagons with 250 km/h and the energetic mean imb-dynamik, Inning value (black). Velocity in [email protected] mm/s eff., SLOW.

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ated. Therefore it is important to find out the cause of each peak individually.

The phenomena in the lower frequencies between 0 and 40 Hz – the so called quasi- static area – with the unavoidable, periodi- cally repeated single loads are well known.

p The first peak at 8 Hz is caused by wheelsets located about 9 m apart of each other. This are the wheelsets be- tween the bogie pivots of each of two coupled coaches. Fig. 2: Frequencies of p The second peak at 20 Hz is caused by excitation at 250 km/h wheelsets being about 4 m apart. This are the wheelsets beyond the bogie piv- ots of each of two coupled coaches, To produce the spatial mathematical model, p whereas the distance of 2,50 m be- 2 Mathematical models of the we take two parallel rails of equal length, in tween the axles of each bogie is of minor frequency analysis the middle of which the wheel set is placed importance. and rigidly connected with its wheel discs. The mathematical model of the ballasted For each of these two connections there is Above the 40 Hz we find true vibrations in track is described by a continuous rail on one equation of vertical displacement only the track, which partially change their ampli- discrete supports. The supports consist of for the wheel disc and the contact point of tude with velocity. It can be seen later, that the sleepers with elastic rail pads on top. the rail. they are caused by resonances initiated by The sleepers are supported by single elas- dynamic excitations of eigenfrequencies tic springs on top of an inflexible bottom We are interested in the eigenvalues of (natural frequencies) of the vehicle as well plate (Fig. 3). The stiffness of these springs the vertical vibration (natural frequencies) as ballasted track components. has to be determined from the stiffness of of the wheel set on the ballasted track as the ground. It must be taken into account well as in the eigenfunction (mode) of the At 250 km/h dynamic excitation frequen- that the 30 cm thick ballast bed distributes spatial structure. Therefore we build up the cies between 0 and 130 Hz arise from the the sleeper’s load at an angle of 75°. following mechanical system including its out-of-roundness of the wheels. The 1st masses. wheel harmonic initiates about 25 Hz, the Loads may be placed anywhere on the rail 2nd 49 Hz, the 3rd 74 Hz, the 4th 98 Hz and and the reaction in the rail can be calculat- The wheel set is connected to the vehicle the 5th 123 Hz (Fig. 2). When the train’s ed at arbitrary places. Since the mathemati- body by the bogie and unsprung with the speed exceeds 200 km/h the out-of-round- cal model uses slab elements, the results rails. The eigenfrequency of the vehicle ness of the 3rd to 5th wheel harmonic are are exact and no approximate solutions. body is tuned to about 1 Hz and that of the decisive. The accuracy of the solutions can be proved wheel set on the ballasted track to about by the equations of chapter 6. 50 Hz and more. So the wheel set has a But all attempts to explain the high veloci- much softer connection to the vehicle body ties between 400 and 1000 Hz in Fig. 1 In order to simplify the plane model (in longi- than to the permanent way. by excitations of out of round wheels with tudinal direction) is calculated with half the frequencies between 50 and 123 Hz failed. ballasted track with one rail only (Fig. 4). In order to simplify the vibration analysis of A pure reflecting upon the out-of-roundness So we use the wheel load only instead of the wheel set we will neglect the connec- cannot explain the relation between speed the wheel set load. The ends are free to ro- tion to the vehicle body, allowing an error and excitations that we have introduced up tate and to deflect. The plane mathematical of about 1 Hz in the result. For the desired to now. model may have arbitrary length. Here we analysis of the wheel set vibrations an er- use 15 to 20 supports, spaced at 65 cm ror of this magnitude is negligible, since the Therefore the following calculations are ap- each (9.75 to 13 m length). A change to the wear of the wheels causes much bigger de- plied to a wheel-set-track-system. A similar 60 cm spacing of the real track would raise viations. system was used in G.B. Morys’s disserta- the eigenfrequencies of the loaded track tion which succeeded in simulating the for- (chapter 4) by less than 2.3 % only. For the In the mathematical model the axle of mation of out-of-roundness of the wheels by unloaded track (chapter 5) they would be the wheelset and the rails are continuous calculation. changed by less than 1 ‰ only. beams with given bending stiffness but ne-

Fig. 3: Longitudinal mathematical model of the ballasted track Fig. 4: Cross section of the mathematical model of the ballasted track

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sons with the measured results are shown Parameter Calculated value in Tab. 1. The real ground stiffness proved to be about 20 % higher than the minimum Bedding modulus of the ground 120 MN/m3 value required at the time of construction. Stiffness of the unloaded RP 60 N/mm For the three rail fastenings before and be- Stiffness of the loaded RP 160 N/mm hind the load the parameters of a loaded rail pad (RP) were taken. Tab. 1: Calculation parameters

glecting the shear stiffness. The continuous 4 Calculated results of the mass is replaced by discrete masses. On 3 Choice of the spatial wheel-set-ballasted- the rail (UIC 60) 3 mass points are placed calculation parameters track-system at equal distances between the sleepers. The sleepers get one mass for each sup- The fundamental postulate of this paper In order to assess the calculated spatial port, and the mass of the wheel set is is to develop a mathematical model the results it was decisive to have one diagram represented by 6 masses. The four brake results of which should not be contradic- for each frequency for to get the full survey discs on the ICE 1 axle are represented by tionary to the measured results. Therefore at a glance. Additional the most important 4 masses. The wheel discs at the ends of as few assumptions as possible had to be parameters and calculation results had to the axle are concentrated in 2 masses. Fur- made. For example no multilayer ground be readable numerically. As examples the thermore the moments of inertia of the 2 was presumed, a possible damping was ne- displacement modes of the first two eigen- wheel discs about axles parallel to the rail glected, the influence of Hertzian stress be- values have been drawn in Figs. 5 and 6. are to be considered because of their may- tween wheel and rail was neglected and the or influence on the bending of the axle. So simpler Euler beam was chosen instead of The longitudinal curve of the mode is placed for the whole wheelset only 8 equations are the Timoshenko beam like in other papers. in the left part of the picture and the trans- needed, much less than in other papers. verse mode in the right. In the right part we The wheel discs are supposed to be rigid The reason for such simplifications is that find the system above, below it is the dis- and inflexible. Because of the flat conical we cannot guarantee the exactness and placement mode of the wheel set in a dif- shape of the wheel discs their large shape homogeneity of the ground parameters. ferent scale and below we see the bisecting stiffness may be assumed. Particularly for those a locally unavoidable lines of the 3 sleeper modes before and be- error of 20 % cannot be excluded, while the hind the wheel set. The left side of wheel set For the n mass points of our mathematical total error of the excluded assumptions will and track in the transverse mode is shown model we determine n displacement equa- hardly be greater. Also the variation of vehi- in black and the right one in red. The longitu- tions with n components in an (n∙n) matrix. cle properties and track due to wear is not dinal modes are seen from the right, so they For this matrix the characteristic polynomial understood partially. are red for symmetric modes. On the left of nth degree can be calculated, the zeros side important system values are printed. of which define the n eigenvalues λ1, λ2, λ3 We are aware of the fact, that the interac- … λn. The n eigenvalues λ are calculated tion of the ballast layer with the other com- If the wheel set is not put in the middle be- from the matrix by known subroutines as ponents has not yet been defined in this dy- tween the sleepers but above the sleeper roots of the characteristic polynomial. From namic investigation. From the static point of the eigenfrequency is raised by 2.6 %. As the eigenvalues λ we get the eigenfrequen- view its distributing property is well known. for other modes a similar frequency de- cies in Hz by taking the reciprocal square Therefore this is considered in the calcula- viation can be found, only this position is root and divide by 2π. The n independent tion of the ground spring. Initially the dy- shown here. eigenfunctions (modes) belonging to the n namic interaction of the ballast mass was eigenvalues are calculated by inserting the not defined. This had to be postponed to In Fig. 7 all eight modes of the wheel-set- n eigenvalues into the original equation sys- later stage at which a comparison between ballasted-track-system are shown, in which tem and setting it equal to zero. various calculated results and measured elements of the wheel set have the great- values were possible. est displacement. There are 4 symmetric No commercially available program system and 4 anti symmetric modes. Their eigen- was applied. For the wheel set a half worn wheel set was frequencies are situated between 47.5 and assumed. 754.3 Hz.

The parameters chosen as best fitting after If we are looking for modes in which there multiple repeated calculations and compari- are strong interactions between wheel set

Fig. 5: Spatial modes of wheel set and ballasted track at the smallest Fig. 6: Spatial modes of wheel set and ballasted tracks at the second eigenfrequency of 47.5 Hz. Track section 975 cm long. eigenfrequency of 58.7 Hz. Track section 975 cm long.

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Fig. 7: 8 spatial modes of the ICE 1 wheel set on the ballasted track, in which elements of the wheel set have the greatest displacement. Track section 975 cm long. Schwellenabstände = sleeper distances [cm]

and track elements with large displace- of rail but interacting with the brake discs. in the front wave of the rail we look at this ments, the mode in 7C with roughly 115 Hz Between 160 and 210 Hz there are large unloaded area of the ballasted track in the is striking. There the sleepers are interact- sleeper displacements in the direct sur- following chapter. ing with the brake discs even beyond the rounding of the wheel set, where the stiffer direct influence of the wheel set where the rail pads are placed. soft rail pads of the unloaded track are lo- cated. The maximum displacement of the Comparing these calculated results with 5 Calculated results of the sleepers in the unloaded area is about 60 % the measured ones of Fig. 1 we find large unloaded track-system of the brake disc displacement. amplitudes of the sleepers between 50 and 125 Hz as well. The excitations of Fig. 2 Figs. 8 and 9 are showing the long-wavy ei- Comprehensive research shows that wheel are acting at these frequencies as well, genfunctions (modes) of the unloaded bal- set, rails and sleepers are swinging togeth- such that resonance results. But the con- lasted track with the week rail pads (RP). er in same direction at frequencies between siderable lowering above the frequency of The dense sequence of the two eigenval- 50 and 115 Hz. Above 115 Hz the sleep- 125 Hz can not yet be explained. As we find ues – at 81.5 and 81.7 Hz – points out that ers are moving increasingly independent high frequency movement of the sleepers we have an accumulation area. Rails and

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Fig. 8: 1st plane mode of the unloaded track, belonging to the smallest Fig. 9: 2nd plane mode of the unloaded track, belonging to the second eigenfrequency of 81.5 Hz. Track section 1300 cm long. eigenfrequency of 81.7 Hz. Track section 1300 cm long.

Fig. 10-1: Essential modes of the unloaded, ballasted track-system. Track section 1300 cm long. Stützpunktabstände = Support distances [cm]

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sleepers are vibrating in the same sense can be obtained by including the full ballast of the sleepers. As this mass seams to be and with almost the same amplitude. The mass. This is true for all calculated eigen- small, the moved ballast mass (in the equa- length of the model is that of the unloaded frequencies with more than 80 Hz and of tions) seams to be hidden somewhere be- track between the two bogies of an ICE 1 less than 135 Hz in chapter 4. hind the relation between ground spring and passenger vehicle. The ends of the rails are sleeper mass. For frequency calculations a free to rotate and deflect, though there is A homogeneous distribution of the sleeper small deviation of this relation is of little in- no displacement at the ends of the rail sec- load by the ballast is possible only if the fluence, as it is standing under the square tion. On the right side of the Fig. 8 and 9 whole volume in the frustum of a pyramid be- root. Consequently the mass of the ballast the important construction and calculation low the sleeper is filled with ballast. In prac- was not considered for the loaded and the parameters are printed. tice the lower side of the sleepers show that unloaded track up to now. The smallest ei- they have been supported by a few ballast genfrequency of the ballasted track of about The results of chapter 4 were obtained with- stones only, where the discrete formation of 80 Hz is mainly determined by the bedding out considering the ballast mass. That is small but deep craters can be observed. So stiffness of the ground. caused by investigations in this chapter. just the small moved ballast mass in the few Calculating with the parameters of table 1 pyramids below the big craters should be In order to have a better survey over the no coincidence with the measured results considered dynamically together with mass characteristic of the modes between 80

Fig. 10-2: Essential modes of the unloaded, ballasted track-system. Track section 1300 cm long. Stützpunktabstände = Support distances [cm]

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and 800 Hz, 16 of the essential modes are Under “Rail” and “Sle” the biggest ampli- 80 kN/mm, we would not get these horizon- presented in Fig. 10. Within the range of tudes of the rail and the sleepers are put to- tal stages and a plateau, but oblique lines. 80 to 100 Hz rails and sleepers are vibrat- gether. The composition of these values in With a value of 110 kN/mm we find hori- ing together in the same direction and with the range between 0 and 1000 Hz is shown zontal stages and a plateau again, but they almost the same amplitude. Between 100 in Fig. 11. In these graphs of the mode at- are displaced to different frequencies from and 132 Hz the sleepers develop their own tributes we recognize in which part of the those of Fig. 1 then. So the conformity of behaviour more and more, until in the mode system the biggest dynamic displacements the shoulders in measured and calculated 10K at 132.2 Hz nearly the sleepers only and the strongest interactions between rail diagrams verify that in this case a stiffness are vibrating. With these frequencies the and sleepers are happening at which fre- of 60 kN/mm for the unloaded track (as rail is not yet vibrating as a beam, it is just quency. listed in Tab. 1) is valid. bent by the opposed vibration of neighbour- ing sleepers (analogy to the pinned-pinned With the graphs for rail and sleeper in At last we have found the explanation for mode at about 1200 Hz). Fig. 11 only we cannot yet find a connec- the fact that in Fig. 1 the greatest ampli- tion to the measured graphs of Fig. 1. After tudes of the rail velocity – in the plateau In the modes A to F the rail is quasi shift- several idle attempts with derived values a between 550 and 850 Hz – are created by ed, from G to K it is bent by the sleepers. successful possibility was opened by using resonance on the excitations of short-pitch Discontinuously the behaviour of the rail the biggest difference of displacements be- corrugation with about 1160 Hz. The length changes in the next mode L of Fig. 10 at tween rail and sleeper in the rail fastenings of the undulation is about 6 cm. This phe- 222 Hz. It vibrates in oppositely oriented (named “DRS” in Figs. 8 and 9). In Fig. 11 nomenon is a good example of the fact that phase to the sleepers and with increasing these differences “DRS” are shown for all the excitation spectrum is widened by the amplitudes compared with the sleepers. frequencies. In the graph of DRS for values impulse kind of corrugation. higher than 222 Hz we find a parallel effect A full view over the properties of the modes to Fig. 1 in the three “stages” or “shoul- Remarkable in Fig. 11 is that there are in the range of frequencies seams to be de- ders” where the 3rd stage leads to a pla- 3 areas of accumulation at 81, 132 and sirable. Therefore in the lower left part of teau between 650 and 850 Hz. If we would 222 Hz. A fourth one comes together at Figs. 8 and 9 mode attributes are shown. not choose a rail pad stiffness of 60 but 7596 Hz in Fig. 10P. This is the eigenfre- quency of a rail beam with the length of a third of the sleeper distance, laying on its ends, whose mass is concentrated in the middle. With continuous rail mass the 4th accumulation point (AP) is shifted to infinity. Between 0 and 81 Hz as well as between 132 and 222 Hz we find two “MODE FREE” areas.

The existence of two accumulation points (AP) in the eigenvalues of simply con- nected plane elastic areas is known from [1]. There Heise has shown the existence of 2 AP for the example of plane circular discs by 16 Integral Equations of geometric and static boundary value problems. Cor- responding for tracks with the composite of the two elements rail and sleeper 4 AP have to exist.

The AP at 81 and 132 Hz may be attached Fig. 11: Mode attributes of the unloaded track-system to the sleepers, while the AP at 222 Hz be- longs to the rail as well as the AP in infinity. Considering the extreme amplitudes in the frequency spectrum of Fig. 1, we find very small values in the area between 125 and 220 Hz. This effect can be explained now by the fact that no resonance can happen in a mode free area.

In Fig. 12 it is remarkable that the excita- tion frequencies have their direct response in the bands of eigenfrequencies of the sys- tems of wheel-set-track and unloaded track.

The self excitation of the wheel sets by the 2nd wheel harmonic at about 50 Hz is un- fortunately close to the smallest eigenfre- quency of the wheel sets on the track of about 48 Hz. Ballast is best consolidated by frequencies between 35 and 50 Hz. This is shown experimentally in [2].

The excitation by the 3rd wheel harmonic Fig. 12: Excitation and eigenfrequencies of the wheel-set-track-system at 250 km/h at 74 Hz is close to the smallest eigenfre- quency of the unloaded ballasted track at

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about 80 Hz. This frequency is loosening the density of ballast [2]. The strong 3rd wheel harmonic of out of round wheels is uncontrolled occurring in service also. Both effects together are probably the cause of the frequent, unintentional irregular chang- es of the track position. The 98 Hz of the 4th wheel harmonic are close to the 98.7 Hz where the greatest amplitudes arise in the front wave of the unloaded track in Fig. 10E. Similarly unwanted are the 123 Hz of the 5th wheel harmonic, which are close to the 125.4 Hz of the Fig. 10H where the sleep- ers have the greatest amplitudes. There they also have a strong interaction with the Fig. 13: Mechanical models for the brake discs of the wheel set. calculation of the mode free limits. The practical experience with permanent ways shows that already existing irregulari- ties of the track position are contributing to Answering the question that we had in the values in the range between 0 to 1000 Hz. more intensive deterioration of the track po- beginning, if everything is done correctly, we Now we are happy to see that in Fig. 12 a sition. This experience is confirmed by the have to say: possibility is hidden to simplify this opera- results here because of the resonances. tion, as it is very helpful for the design of But it could be worse, if we did not have The ballasted track that we have on high ballasted tracks if we know the mode free the cost free transfer of energy by the half speed tracks at present guaranties strong limits. So the coincidence of excitation and space damping at small frequencies, as the wear but does not prevent it. eigenfrequencies may be avoided. damping of the rail fastenings is poor. At the upper limit of the 1st mode free area In Fig. 12 in combination with Fig. 1 we (Nr. 1 in Fig. 12) there is the mode A in can see, that unfortunately for a velocity of 6 Simplified calculation Fig. 10. At the lower limit of the 2nd mode 250 km/h the eigenfrequencies of the un- of the mode free limits free area (Nr. 2 in Fig. 12) there is the loaded ballasted track with concrete sleep- mode K in Fig. 10. And at the upper limit ers are placed in the limits of the excitation In order to find the 3 limits of the mode of the 2nd mode free area (Nr. 3 in Fig. 12) frequencies. free areas we had to calculate all the eigen- there is the mode L in Fig. 10.

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06_14_Pahnke.indd 13 11.11.10 09:44 n Frequencies of the ballasted track

How close the results of this simplified calculation are to those of a track with 20 sleepers (less than 1 ‰) is shown in Tab. 2.

In Fig. 14 we see the simplified calculated limits of a track with wooden sleepers and their low weight by the equations 1 to 5. In this calculation the weaker rail pad of the ZW 900 was replaced by the stiffer one of the ZW 687a. Additional the ground stiff- ness was weakened, as the springy bottom of the wooden sleeper with its supposed stiffness of 80 kN/mm had to be put in se- ries with the ground stiffness. All the other parameters were kept.

From the result in Fig. 14 we can see, that the lower weight of the wooden sleeper compared with the heavy weight of the B 70 sleeper has positive consequences in the Fig. 14: Excitation frequencies of a wheel-set-track-system with wooden sleepers at 250 km/h range between 50 and 130 Hz, in spite of and limits of the mode free areas. the fact that an additional spring under the sleeper had to be introduced. The limit 1 is about 12 Hz higher compared with Fig. 12. Common in the three modes A, K and L is including the mass of the rail we end up By this the distance to the frequency of the that with the mass of one sleeper and a rail in differences of large numbers and conse- 3rd wheel harmonic is 18 Hz instead of 6 Hz section with the length of the sleeper dis- quently in large errors. But reliable values with the B 70. So the amplitudes with the tance a vibrator with two masses on a rigid are available with the model B by neglecting wooden sleeper caused by the 3rd wheel base can be designed which has the same the mass of the rail, but including the stiff- harmonic should be smaller than half the eigenfrequencies. ness of the rail in the middle. So the model value of the concrete sleeper B 70. B contains one mass only, the mass of half In the models A and B of Fig. 13 there are the sleeper. In order to calculate the stiff- Besides this in Fig. 14 the limits 2 and 3 the following parameters: ness ctot we put the stiffness of the rail sec- are placed much higher than for the B 70. tion in its middle in series with the stiffness That means, that the corrugation excita- c1 = stiffness of the ground spring of the rail pad. With “a” being the distance tion in the lower frequencies is reduced by nd c2 = stiffness of the rail pad in the rail fas- between two sleepers and with the bending the 2 mode free area between 400 and tening stiffness of the rail we get 700 Hz. Additional to the half space damp- m1 = mass of half the sleeper 48EI ing of the ground we get more damping by m = mass of the rail between two sleep- (2) the wooden sleeper. 2 c3= 3 ers, distance a a The total stiffness ctot of all springs acting This investigation allows some conclusions With these symbols in the following eq. (1) at the sleeper is found as concerning elastically soled sleepers [3,4]. we get the squared rotational frequency ω1 By the additional spring at the bottom of the at the limit 1 (mode A) with the negative ctot = c1 + 1/( 1//c2 + 1 c3) (3) B 70 the limit 1 is shifted to lower frequen- sign in front of the root and the squared ro- cies. By this the 1st eigenfrequencies of the tational frequency ω3 at the limit 3 (mode L) With half the sleeper mass m1 we get the wheel set (at about 50 and 60 Hz) could st with the positive sign before the root. Equa- rotational frequency ω2 in eq. (4). find resonance with the 1 eigenfrequency tion 1 is valid for the model A in Fig 13. c tot of the unloaded track, as the upper limit of ω2 = (4) the 1st mode free area is lowered. ()c c m c m m1 2 ()c11+ c 2 2 m22 + c 2 2 m11 ω 12, 3 = ω 1, 3 = 2m m By this the lower limit 2 of the second More promising it might be to choose 2m11 m 2 2 (1) mode free area is known now. The conver- damping soles [5] instead of elastic soles,

22 sion of the rotational frequencies ω1,2,3 in- if a sufficiently durable, non elastic material ()c1+ c 2 m2 + c 2 m1 c1 c 2 ± ()c1+ c 2 m2 + c 2 m1 − c1 c 2 to the frequencies f1,2,3 in Hz may be done with pure damping could be found. ± 2m m − m m by eq. (5). [ 2m 11 m 2 2 ] m11 m 2 2 In this case the limit 1 could not be shifted The eigenfrequency of Model B cannot be f 1,, 2 3= ω 1,,2 3/2π (5) below the 80 Hz. calculated from eq. (1). With eq. 1 to 5 the exact calculation of the If we try to use the equations belonging accumulation points (AP) of the infinite rail to model B in Fig. 13 by calculating the is possible now (Fig. 14), as the models in References: rotational eigenfrequency at the limit 2 by Fig. 13 belong to the infinite rail. [1] Heise U.: The spectra of some integral operators for plane elastostatical boundary value problems, Jour- nal of Elasticity (8) 1978, H. 1, p. 47-79 [2] Fischer J.: Einfluss von Frequenz und Amplitude auf Limit with 20 sleepers by eq. 1 to 5 die Stabilisierung von Oberbauschotter, Dissertation Graz 1983 1 81,469 81,464 [3] Müller-Boruttau F.H., Kleinert U.: Besohlte Schwellen, ETR 50 (2001), H. 3, p. 90-98, published under D:\ 2 132,249 132,313 Transferdateien\HWS\Büro\01-01-26ETR-Bericht. DOC, 23.01.01 14:12 (Vikipedia) 3 222,270 222,657 [4] Trevin J.-M.: Gleis, Deutsche Patentanmeldung DE 691 13 884 T2 Tab. 2: Frequencies [Hz] [5] Cronau H.: Querschwelle für Eisenbahngleise, Deut- sche Patentanmeldung DE 297 21 118.8

14 RTR 4/2010

06_14_Pahnke.indd 14 11.11.10 09:44 3rd edition of World Rail Market Study Now available!

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115_Eigen5_Eigen UNIFE.inddUNIFE.indd 1 009.11.109.11.10 14:0714:07 Hard rails in tight curves

The combination of increasing loads on tracks, high tractive forces and limited maintenance budgets is forcing railway infrastructure managers to optimise the wheel/rail interface still further. The use of hard materials for rails might be one way of contributing to extending the service life of rails laid in tight curves.

The “Westbahn” railway line between The halt of Eichgraben/Altlengbach lies on (track 1), had been jointed sections with a Vienna and Salzburg is more than 150 a right-hand curve extending over about one length of 60 m, a “54 E2” rail profile and an years old and is the most important east- kilometre on the double-track railway line “R 320 Cr” grade of steel on wooden sleep- west link in Austria. It is a constituent part from Vienna to St. Pölten and Salzburg (km ers. The wear had been so intense that the of the Trans-European Network (TEN) and at 28.921 – 29.843) with a radius of 280 m, rails had needed grinding every 2–3 years the same time the most heavily-trafficked a cant of 160 mm and a maximum permit- and replacing every 4-5 years. In the course line in the whole network of the Austrian ted speed of 75 km/h (Fig. 1). It was the of the replacement work, the 60-metre rail Federal Railways (ÖBB). With nearly 360 eastbound Salzburg – Vienna track (track sections were continuously welded and trains a day (counting both directions) and 1) that was chosen for the experiment. At safety caps were placed on all the sleepers. a load of around 30 million gross tonnes this location, the line climbs with a gradient The rails laid on track 2 had the “54 E2” passing over each track each year, this line of approximately 10 ‰. The daily load on profile and were made of the “R 350 HT” is extremely demanding in terms of both the track is around 80 000 gross tonnes, grade of steel, whereas those laid on the operations and maintenance of the infra- comprised 55 % of freight trains and 45 % experimental track (track 1) were in 60-me- structure. of passenger trains. tre lengths and made of various different grades of steel from the manufacturers It is, in particular, on the first forty kilome- The older tracks in use before the relay- Voestalpine and Corus (recently renamed tres of the line at the Vienna end, known ing operations in 2002 (track 2) and 2003 Tata Steel Europe). as the “Wienerwald section” that there are tight curves in the track with radii as small as 270 m, permitting maximum speeds of only 70 km/h. The outlay on maintaining the permanent way over this section of the line is very considerably higher than on the other parts of it.

1 Test section on a mainline track

In June 2003, the ÖBB laid tracks from vari- ous suppliers with high mechanical proper- ties, including a Brinell hardness of 350 HB and more, in a tight curve as an experiment and then observed the development of rail wear and the formation of rail corrugations over a period of five years. The Railway In- stitute at the University of Innsbruck was appointed to accompany the experiment by making measurements throughout, by pre- Fig. 1: Experimental curve on the Salzburg-St. Pölten-Vienna line. Radius 280 m, cant 160 mm, senting the results in graphic form and by maximum speed 75 km/h. This track is used predominantly by eastbound traffic (Source: the authors) interpreting them.

Dipl.-Ing. Dr. techn. Ao. Univ.-Prof. Dipl.-Ing. Dr. Em. Univ.-Prof. Dr.-Ing. Bernhard Knoll techn. Günter Prager Erich Kopp

Head of permanent-way technical division Professor Professor emeritus ÖBB Infrastruktur Bau AG, Vienna University of Innsbruck, University of Innsbruck, [email protected] Railway and public-transport section Railway and public-transport section [email protected] [email protected]

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Corus provided rails of the types “350 SHH” and “380 MHH”, while Voestalpine provided the types “R 350 HT”, “370 LHT” and “400 UHC”.

The sequence of the rails (Fig. 2) was com- puted using a “fairness factor”, which was intended to consider the dependency of wear on the actual position within the curve as accurately as possible and to ensure a fair comparison of the various grades of steel.

New welding instructions for these rails needed to be developed at short notice. Looking back with the benefit of five years’ Fig. 2: Arrangement of the sixty-metre experimental rails and numbering of the measurement experience of the experimental track, it is cross-sections (Diagram: DVV) now possible to ascertain that the method chosen was indeed a successful one. Even at the time of writing, there is no such thing ning metre (-/m) and the corrugation inten- ones, and several short-pitch ones merge as a standard solution for the welding of sity (as a percentage). into long-pitch ones again too. rails made of hard materials. The parameters of vertical wear (W1, mm), This has consequences for the mean lateral wear (W3 at less than 45°, mm) depths of corrugations, which may fall after and the worn area (A, mm2) were recorded initially rising on account of differing num- 2 Arrangement and execution of throughout the whole of the observation bers of corrugations. It is only once a high measurements period over the entire length of the curve, corrugation intensity has been reached as were the highest and lowest values. that the corrugation lengths remain uni- After the test rails had been laid and ground Diagrams were produced to assist in the form. The characteristic measurement logs on 27 June 2003, the zero measurements interpretation of these wear parameters for are produced from this time onwards, and of the whole curve were made by the Uni- each measurement point of the inner and the mean corrugation depth no longer de- versity of Innsbruck on 2 July 2003. These outer rail for each of the individual rail pro- clines. This point in time has not yet been have since been followed by ten further files. reached for any of the thirty measurement measurements of the rail corrugations and sections in this particular experimental wear at a rate of two measurements per curve. For that reason, it is difficult to is- year (in the winter and summer months), sue a judgment sufficiently supported by which it was hoped would reveal any influ- 3 Results facts on the basis of the available mean ence of climatic environmental conditions. values alone. Two measuring points (on the inside and 3.1 Rail corrugations caused by wheel outside) were set up on each of the 60-me- skid The decision on whether or not the time tre test-rail sections approximately one has come for grinding the inner rail is usu- third and two thirds along each of them. At the beginning of the investigation, both ally taken considering the mean corrugation short-pitched and long-pitched rail corruga- depth as a comparative parameter. After a At each of the measurement cross-sec- tions developed and were irregularly dis- period of five years and a load on the track tions, the top surface of the inner rail was tributed. This confirms a phenomenon that of approximately 150 million gross tonnes, measured over a length of four metres with had been observed on earlier occasions. the mean corrugation depth is generally a Cemafer mechanical longitudinal profile It is only once the corrugations cover the less than 0.10 mm. It is only at two meas- measuring device. The recorded data was whole of the sections being measured that uring points at the end of the curve that digitised and interpreted according to the the corrugation intensity tends towards higher values of up to 0.18 mm were meas- length of the rail corrugations caused by 100%. In the course of time, the long-pitch ured, affecting the steel grades “370 LHT” wheel skid, their depth, their number and corrugations evolve into several short-pitch and “R 350 HT”. their intensity. On each occasion, a meas- urement was made of track 2 (i.e. at 33 mm from the bolt contact point on the running edge in the direction of the middle of the rail head. The corrugation intensity (ex- pressed as a percentage) is defined as the product of the number of medium-pitch cor- rugations and the mean corrugation length relative to the measured length and is used as a comparative parameter in the interpre- tation of the results. The measurement of the wear parameters (vertical and lateral wear) was performed at each measurement cross-section on the inner and outer rail us- ing an electronic transverse-profile measur- ing device of the “MiniProf” type.

The presentation of the values measured on the inner rail is done by indicating the mean corrugation depth (in mm), the mean Fig. 3: Lateral wear on the outer rails of the curve [mm] at the measurement cross-sections along medium-pitch corrugation length (in mm), the length of the curve (Source of Figs. 3 – 5: the authors) the mean number of corrugations per run-

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116_18_Knoll_Prager_Kopp.indd6_18_Knoll_Prager_Kopp.indd 1717 110.11.100.11.10 15:2515:25 „ Hard rails in tight curves

both rail suppliers (Corus and Voestalpine) is that both the vertical and lateral wear is clearly dependent on the grade of steel: the harder the rail material, the less the wear. (Editor’s remark: It is the 400 UHC grade, which was laid in the measurement cross- sections 5, 8 and 11, that displays the low- est amount of wear).

3.3 Development of the rail surface

In the course of the five-year observation period, the following changes were ascer- tained in the surface of the rails:

ġ Several wheel-slip marks. These were caused by fully-laden freight trains that Fig. 4: Vertical wear on the rail on the outside of the curve [mm] at the measurement cross- became “stuck” on the upgrade, sections along the length of the curve ġ Minor head checks on the running edge of the outer rail over the whole length of the experimental track, and ġ Slight depressions in a few of the welded joints. These show up the urgent need for the development of suitable weld portions for welding hard rails to one another.

4 Concluding remarks

The Austrian Federal Railways have now completed a five-year test of rails from Corus and Voestalpine with different de- grees of hardness, laid in a tight curve on a heavily trafficked railway line. The evalua- tion of the measurements performed by the University of Innsbruck showed clearly the advantages of rails with strong mechani- cal properties, including a Brinell hardness Fig. 5: Vertical wear on the rail on the inside of the curve [mm] at the measurement cross- of greater than 350 HB – namely a slow- sections along the length of the curve ing down in the formation of corrugations caused by wheel skid on the inner rail at the same time as much reduced vertical For the sake of completeness, it ought to displays a very considerable increase from and lateral wear on both the inner and out- be mentioned that the inner rail was ground the beginning of the curve to its end. This is er rail. for the first time on 31 November 2007 for a common occurrence on track curves over the purpose of reducing noise, although which trains run predominantly in one direc- The use of harder rails made it possible to there was not yet any compelling reason to tion. Figure 3 shows this development over extend the tamping and grinding intervals do so from the permanent-way engineering the whole length of the experimental curve. and also the service life of rails in the track point of view. That alone, however, means a This phenomenon was also taken into con- by a very considerable margin (likely to be lengthening of the grinding cycle of at least sideration in deciding on the sequence in a factor of 2-3). 1 – 2 years compared with the previous situ- which to install the various grades of steel. ation with less wear-resistant rails. The chosen trend line was a second-order It would, however, be wrong to ignore the polynominal. fact that harder rails might also cause un- The length of the corrugations showed very desired side effects, which have not been marked scatter between measurements. According to the final measurement made adequately analysed to date. These might There is, however, a detectable tendency on 6 May 2008 (grey line), the lateral wear include, inter alia, developments affecting for corrugations to form with wave lengths values on the outer rail range from less than the surface of rails (such as head checks of around 0.18 – 0.25 m. The corrugation 2 mm to 3.9 mm at the end of the curve. No and spalling), impacts on the wearing prop- intensity in the experimental curve that is lateral wear occurs on the rail on the inside erties of wheels and stresses acting on the subject of this report was scattered be- of the curve, but instead of that there are other components of the permanent way, tween some 30 % at the beginning of the rolling laps over the whole curve, scattered especially the rail fastenings, the fatigue curve and approximately 60 % at the end with an order of magnitude of 0.1 – 0.7 mm. strength of the rail and the propensity for of it. The mean number of corrugations factures to occur in rails and/or welds. per running metre in the zones around the The vertical wear on the outer rail (Fig. 4) is measuring points is also very unevenly in the approximate range of 0.7 to 1.5 mm. Given the positive experience with the ex- scattered, ranging from 1 to 5. The vertical wear on the inner rail, on the perimental section, hard rails (> 350 HB) other hand, is within the range of 2.9 to are now being laid in greater numbers in 3.2 Wear parameters 3.9 mm (Fig. 5). tight curves on heavily trafficked lines with- in the ÖBB network, and developments are The lateral wear on the outer rail of the curve One conclusion that is applicable equally to continuing to be observed.

18 RTR 4/2010

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119_Eigen9_Eigen RTRRTR Specials.inddSpecials.indd 1 009.11.109.11.10 14:1314:13 Hard steel for every type of point

Vossloh Laeis, a manufacturer of railway points, makes use of a material known as “Cogidur” for the purpose of lengthening the service life of points. Cogidur is a material that is harder than the steel normally used for rails. Moreover, it lends itself to welding even at low preheating temperatures.

The points in the railway networks of local Cogidur is typically delivered in the form of then, normal rail grades of steel had been public transport are subject to particularly a plate metal with edge lengths of 6000 x used for these point components, although heavy loads. At ten tonnes, the axle load of 2000 x 100 millimetres (length x width x it should be added that it was only possi- trams is admittedly much lower than that thickness). Today, plates with a thickness ble to apply pearlite tempering to crossing of freight trains, but trams run through neu- of 160 millimetres can also be delivered. noses afterwards. In the most positive of ralgic junctions several times per minute. Cogidur’s uses include armour plating, cases, however, this treatment only pene- One result of this is the severe curtailment cutting edges and loading shovels on ma- trated as deep as 15 millimetres below the of the service life of crossings and switch chines used in civil engineering and mining. surface. Moreover, complicated bolt fasten- blades made of conventional rolled steel. Track components made of Cogidur have al- ings also used to be necessary for wing so been incorporated in the general railway rails and crossings, which used to be made In the search for materials that are going network for several years and have estab- of rolled steel. to last longer, even top-grade rolled steels lished a reputation for particular durability have to be ruled out as an inadequate al- and strength. Vossloh has now also devel- As a material, Cogidur overcomes these ternative. If rails with a tensile strength of oped a use for Cogidur in the construction shortcomings. Thanks to volume temper- 1080 N/mm2 are to be welded in the field of railway points. ing, for which the steel producer provides they must be preheated to temperatures of a guarantee, the crossing takes on a homo- up to 400° Celsius. It takes a huge effort geneous hardened grain structure. It is also to get the necessary energy into steel lying possible for it to be milled from a monobloc, on railway lines. A further consideration is 2 Track components in along with the wing rails, and these parts that excessive temperatures affecting other Cogidur steel thus do not need to be bolted together. materials right next to the points (such as Given that the material is supplied in the asphalt, tar or cobble stones) will cause se- It was in 2001 that Cogidur steel was first form of plate, it is possible to cut all con- rious impairment to them. used as a material for the manufacture of tours and geometries, and the specific run- switch blades and point crossings. Up until ning geometries, which are always unique

1 Fundamental considerations

Vossloh Laeis has been using a wear-re- sistant grade of steel known as Cogidur in the manufacture of points since 2001. The crucial advantage of this material resides in the combination of its high wear resistance and its good weldability. It has a tensile strength of 1200 N/mm2 and a Brinell hard- ness of 400 HB and lends itself to welding if preheated to temperatures between 100° and 150° Celsius. It is thus easy to process Cogidur in the factory. In addition, welding repairs on points are so simple that users are able to perform them themselves.

Dipl. Ing. (FH) Albert Gelz

Head of engineering Vossloh Laeis, Trier works Fig. 1: Complete point installation made of Cogidur for Rotterdam’s Central Station [email protected] (All photographs: Vossloh Laeis)

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on municipal railways, can subsequently be worked into the switch blades and cross- ings with great accuracy.

In order to arrive at a rail height of 180 mil- limetres, the manufacturer decided from the very outset to employ a composite rail structure. In the case of point crossings, the upper layer of 80-millimetre-thick Cogi- dur plate has a backing layer of 100-milli- metre-thick rolled structural steel under it. This is a favourably priced structure, which has become established as the standard solution. In the case of switch blades, the upper part is made of 100-millimetre-thick Cogidur and the lower part of 80-millimetre- thick structural steel.

The first points made of Cogidur were deliv- ered to the municipal transport operations in the cities of Berlin and Augsburg in 2001. It became clear in only a very short period of time that they were subject to less wear than the points used beforehand. Cogidur was therefore specified as the standard material for heavily trafficked points on the municipal networks of those two cities. Nu- Fig. 2: Cogidur crossing for withstanding wheel-set loads of 35 tonnes merous other cities followed their example, not only in Germany, but also in the Nether- lands (Fig. 1), Finland, the United Kingdom 180 millimetres entirely in Cogidur, the parts touching one another, even after a and Canada. profiles were cut with precise dimen- long period of service. sions from the metal plates and welded The additional costs of acquiring the Cogi- edgeways into the point (Fig. 2). Cogidur has also shown its suitability for ap- dur points are more than offset by a longer ġ Vossloh Laeis manufactured a total of plications other than points too. One exam- service life after laying and less expenditure eight flat-grooved Cogidur crossings for ple of this comes from the public-transport on maintenance. In Berlin, by way of exam- a scissors crossover which entered serv- operation in Augsburg, where the material ple, no maintenance jobs have so far been ice in Helsinki in June 2009. The big was tested in an expansion joint on a tram necessary after a period of eight years. Rot- challenge in this project was to equip all track in 2008, when the Ulrichsbrücke was terdam carried out the experiment of laying the crossings with insulating joints – in rebuilt (Fig. 3). That was so successful that two points, a normal one and one made of other words, to manufacture the joint Vossloh Laeis has now received a follow-on Cogidur, at the same time for comparative gaps of only four millimetres so accu- order for the next bridge to be rebuilt. purposes. The result of this was that the rately that there was no risk of the metal normal point had to be lifted again after two years, whereas the Cogidur point is still working reliably. All-in-all, those customers who have Cogidur points in use report on a service life of between two and four times that of conventional points.

3 Tailor-made manufactures

Using composite rails, a low-cost and ex- tremely durable standard point construction has been developed. The manufacturer has also ventured successfully into the produc- tion of special designs to meet customer wishes.

ġ For the city of Vancouver it manufactured approximately a hundred crossings with a height of 160 millimetres, including an integrated wing rail, made entirely of Cogidur rather than of two different ma- terials. ġ Points capable of carrying axle loads of up to 35 tonnes were manufactured for the steelworks in Dillingen (Saarland, Germany) and the open-cast lignite mine near Niederaussem (to the west of Co- Fig. 3: Cogidur expansion joint for the tram track across Ulrichsbrücke in Augsburg logne). In order to achieve a height of

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220_21_Gelz.indd0_21_Gelz.indd 2121 009.11.109.11.10 14:1314:13 Concrete support slabs for tracks in a Deutsche Bahn depot

In 2008, the approach tracks on both sides of the maintenance shed in the depot operated by DB Regio in Pasing (just outside of Munich) were renewed. The new tracks were laid on Stelfundo®, slabs, which form part of a system intended for level crossings.

One of the key facilities in DB Regio’s turn sharply within confined spaces on the of slipping or breaking. One characteristic München-Pasing depot is the maintenance level crossings, which is encountered, in particularly worth highlighting is that there shed for the passenger stock used on the particular, by laden fork-lift trucks manoeu- is no need for any form of maintenance or company’s network in Upper Bavaria (Ober- vring out of the shed or back into it. repair work for periods of time in excess of bayern). It also undertakes contract main- twenty years. tenance work on behalf of other railway op- The new crossings over the tracks have to erators. This facility includes storage tanks be suitable for carrying these heavy loads. The Stelfundo system has been granted a and filling equipment, a washing unit and At the same time, their maintenance ought design type approval by the German Fed- a lathe unit for wheel sets. Several level to be kept as low as possible. To cope with eral Railway Authority (EBA, Eisenbahn-Bun- crossings are needed inside the depot for these multiple constraints, the system desamt) and is used on Deutsche Bahn’s handling deliveries made by road vehicles, chosen was the Stelfundo® one from the network on tracks with maximum permitted for transport movements as part of the “edilon)(sedra GmbH” company of Munich. speeds of up to 160 km/h. Its high load- depot’s operations and also for the emer- This system of support slabs is used prima- bearing capacity makes it extremely eco- gency access of fire-fighting vehicles. There rily on level crossings and enjoys an excel- nomical to use not only on classical railway are thus four routes through the depot on lent reputation on Deutsche Bahn’s network. lines but also on industrial premises. Thys- which road vehicles can reach the ten-track senKrupp in Duisburg and BASF in Ludwig- maintenance shed. Stelfundo is best understood as a syner- shafen are two examples of industrial sites getic combination of the high load-bearing, that now incorporate numerous such heavy- continuously elastic “Edilon Corkelast® Em- duty level crossings. bedded Rail System (ERS)” of rail fasten- 1 Choice of system ings plus special support slabs (Fig. 1). The The planning for remodelling DB Regio’s de- rails are aligned in situ on a prefabricated pot site in München-Pasing started original- The factor that triggered the need for the concrete slab and are fastened firmly in ly with just the intended bypass for the fire modernisation of the tracks crossed by place by casting the Edilon Corkelast® two- brigade but was finally extended to all the road vehicles was the requirement to create component filling material into the groove sections of track within the depot where it a new bypass for the fire brigade to use. It in the concrete slab. In this way, this level- was possible for road vehicles to go. Given was decided to combine this action with re- crossing system offers the ideal combina- the large number of crossings over tracks arranging the possibilities for road vehicles tion of a rigid contact surface for road traf- within the depot, it was considered that to be able to drive along some of the tracks fic and an elastic support for railway traffic. it would make little sense to employ vari- as well as crossing over them. Thanks to its monolithic structure, it is able ous different designs within such a limited to withstand even extremely high loads over space. It was finally the prospect of being It is rather difficult to compare the loads a long period of time (90-tonne axle loads more or less able to do without mainte- to which the level crossings are subjected of road vehicles, heavy goods vehicles mak- nance altogether that was the decisive trig- inside the railway depot with those of nor- ing tight turns, etc.), since the very design ger for modernising the whole installation mal level crossings. It is true that road ve- dispenses, for instance, with any form of with just one system throughout, namely hicles basically only ever move slowly on covering slabs, which might run the risk the Stelfundo one. the depot premises, but this is offset by the fact that they often have to transport heavy All types of rail (such as S54) loads. A particular problem is the need to Armour-plated edge Edilon Corkelast

Dipl.-Ing. Heinrich Gall

Sales division Fig. 1: Schematic edilon)(sedra GmbH, Munich diagram of the [email protected] Insert (such as empty pipe) Cushioning mat Stelfundo system

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Fig. 2: Derailing stops in the zone where road vehicles cross the rails Fig. 3: Laying the support plates in front of the shed

2 Practical implementation Most of the road-vehicle crossings over the other to leave enough space. The gaps be- tracks have the normal dimensions of level tween them are then filled with in-situ cast The maintenance shed has ten tracks ac- crossings. For some of the tracks, however, concrete. cessing it from both ends. The most north- it was necessary to envisage very consid- erly of these is set further back than the erably longer lengths suitable for crossing In the project described here, a total of others at both ends. Nine tracks provide by road vehicles. In some such locations, 188 support plates with an overall length access to the shed at both its eastern and it was also necessary to integrate track- of 647.4 m were laid. All the slabs on the western ends, and road vehicles can run mounted switches for controlling door eastern side of the shed were connected to over these immediately in front of the shed movements and derailing stops within the a common earth. doors. There is another route for road vehi- length of track to be crossed by road vehi- cles to cross the access tracks at the west- cles (Fig. 2). The support slabs were laid by a company ern end about ten metres away from the called Eichholz Rail (now renamed Strabag shed, whereas there is a similar crossing The door controls are housed on the inner Rail, Fig. 3). The strategy for delivering the for road vehicles over the parallel access side of the right-hand rail of each track in slabs was devised to combine just-in-time tracks at the eastern end approximately boxes measuring approximately 15 x 30 and optimum use of the available freight fifty metres away from the shed. cm. The track support slabs have appropri- capacity, given that the space available for ate recesses in them at these locations, temporary storage on the adjacent free ar- Given the particular general conditions pre- which de facto means a widening of the eas was only sufficient for a small number vailing in the depot, the standardised sup- rail channel by roughly 22 cm. These re- of slabs. The insertion of the rails and the port slabs have been used in various plac- cesses in the rail channels are also used pouring of the filler material to hold them in es in a form adapted to the local situation. for the ends of encased pipes, which are place were carried out by a company called One example of this is the drainage gulley later used in part for electrical cables and Heilit & Wörner (Fig. 4). In the interests of running immediately in front of the shed in part for additional drainage. Just like the quality assurance, edilon)(sedra provided doors, which made it necessary to create a rail, the terminal box connected to it is also the contracting companies with theoretical step-free transition to the adjacent support fixed in place definitively by casting Edilon and practical training in the specific proc- slab. The top surface of the support slab, Corkelast®. ess of installing ERS. Figure 5 illustrates which is usually executed in the form of a the support slabs in position in front of the roof profile, is thus bent round relative to All the derailing stops are positioned be- eastern approach to the maintenance shed. the adjacent slabs on the shed side to form tween two support slabs, which are laid at a horizontal termination. a somewhat greater distance from one an-

Fig. 4: Casting the Edilon Corkelast to fix the tracks in place, while Fig. 5: Eastern side of the depot shed after renovation work railway operations continue on the neighbouring tracks

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222_23_Gall.indd2_23_Gall.indd 2323 009.11.109.11.10 14:1314:13 RU 800 S – performance comparison after three years

It was in April 2006 that the RU 800 S was used for the first time on the networks of the Austrian Federal Railways and Deutsche Bahn. In the course of its first three years of operations, this machine has successfully relaid more than 400 km of track.

The RU 800 S has made a reality out of the sleepers ready to be threaded into the RU Fred Beilhack potential for very considerable savings com- 800 S (Fig. 1 and diagram), and the track pared with conventional methods. That be- fastenings are removed over the machine’s ing so, the machine fully satisfies the speci- setup length depending on operational cir- fications laid down for its development by cumstances. Next, the necessary working Swietelsky in cooperation with Plasser & gap for the excavation chain is created. The Theurer. It has indeed managed to avoid RU 800 threads in and picks up the ends those working processes that are avoidable of the rails, pushes the old rails out to the within its fully mechanised procedure, with sides and removes the old sleepers. These Manager, Munich branch the aim of saving both time and money. are then loaded onto the sleeper wagons, Swietelsky Baugesellschaft mbH, Munich which are at the front of the working convoy. [email protected] The excavation chain (Fig. 2) removes the old ballast over a width of 3-4 metres as 1 How the RU 800 S works required and transports it to the screening transport and hopper units, which are at- unit. The ballast tailings are transported tached to the rear of the convoy. The new rails are laid on the ends of the away for disposal in the MFS 100 material- The track substructure is then smoothed and the ballast that has been cleaned in the screen is applied as the lower layer and ploughed into place with beams. This is fol- lowed by the creation of the bed for the new track, which is compacted with an array of plate consolidators.

At the same time, new sleepers are carried from the sleeper wagons through the ma- chine and positioned on the prepared bal- last bed. Further back, the shoulder trim- mer picks up the excess ballast from the ends up to a width of 6.50 m, and this is also transferred to the screening unit. This cleaned ballast too is returned to the track through flexible chutes.

The new rails are forced inwards and fixed in position by the machine’s assembly unit (Fig. 3), while the old rails are deposited on the ends of the sleepers. Once this has been done, the track is immediately ready for use by works trains. The mean advance rate per shift is 2000 metres. The working Fig. 1: The RU 800 S combined track-relaying and ballast-cleaning machine method just described produced very con- siderable savings and minimises risks.

RU 800 S Tailings from old ballast Ballast excavation Recovery of cleaned ballast Fresh ballast New sleepers via gantry crane Removal of old sleepers Insertion of new sleepers Old sleepers Gantry crane for sleepers

Sleeper wagon Propulsion unit Ballast excavation chain Application and compaction of Rail lifter for new rails Edge trimmer for excavating the old cleaned ballast ballast beyond the ends of sleepers

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Fig. 2: Ballast excavation chain Fig. 3: Assembly unit

2 Savings Planning the delivery of materials is very laying possessions and that we have been considerably simplified. Given that the RU able to apply full mechanisation to many The savings are appreciable, depending in 800 S completes two work processes in sections of track originally scheduled for detail on operational constraints. When it is one, it is possible to arrange for the delivery conventional relaying work. The following possible for one track to be closed to per- of both sleepers and rails before posses- examples taken from real projects provide mit uninterrupted work, it thus is possible sion of the track is handed over to the con- evidence to confirm this. to clean and relay up to 4000 metres of tractors. Planning engineers no longer need track in the course of a weekend on double- to concern themselves in detail with which track railway lines. When it is possible for machines are to be used in order to satisfy 3.1 S-Bahn line between Stuttgart and both tracks to be closed entirely for railway what performance targets and which spe- Zuffenhausen operations, the engineering work can be cific job step has to be carried out before completed in a considerably shorter time the others. This radically improves planning The original plan for this section was to still. There is no need for the additional dependability for the delivery of materials. relay the track and clean the ballast using tamping operations between cleaning the the fully mechanised method but to revert ballast and relaying the track nor for a large to conventional relaying and ballast renewal number of expensive and time-consuming over 700 metres. It was planned to close repositioning jobs needing to be done by 3 Examples taken from practice the line for three periods of 58 hours each hand (Fig. 4) in cramped locations, where at weekends. The reasons for having re- the working width available is less than that The experience of the last three years has course to conventional relaying methods needed by conventional ballast-cleaning shown that, using the RU 800 S, we have were the close spacing of the tracks of up machines, making it necessary to revert to been able to reduce the time needed for re- to 3.60 m and a number of drainage shafts, conventional methods.

To sum up what has been said so far, the RU 800 S results in the following advantag- es compared with older methods:

ġ Elimination of the tamping runs between ballast cleaning and relaying, ġ Elimination of the additional survey of the interim target/actual comparison, ġ Elimination of most of the conventional repositioning jobs affecting level cross- ings, platforms and culverts and in plac- es where the tracks are close together, ġ Elimination of need to trim the edge of the ballast when cleaning it, and Fig. 4: Elimination of ġ time-consuming and Shortening of the time needed for com- expensive manual jobs pletion of the work and saving on the in cramped locations costs of site overheads and surveillance.

Ballast storage Ballast tailings

d Assembly and double- Ballast application chutes Double-screen wagon 1000 m3/h MFS 100 MFS 100 s headed bolt fastening unit for distributing the cleaned ballast across the whole track

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which a conventional ballast-cleaning ma- the use of the RU 800 S. Given the local 4 Conclusions chine would not have been able to get past. conditions, including closely spaced tracks We were actually awarded the contract on and supporting walls at one side of the The experience accumulated over these the basis of an alternative proposal to do tracks, the call for tenders had, once again, three years on railway lines belonging to the all the relaying work with the RU 800 S and envisaged the use of conventional relaying networks of Deutsche Bahn and the Aus- we succeeded in completing it using the techniques. It proved child’s play for the RU trian Federal Railways provide undisputable fully mechanised method in the course of 800 S to complete the work using a ballast evidence that the machine concept underly- just one weekend’s possession. Deutsche cleaning chain with a width of only three ing the RU 800 S constitutes a milestone in Bahn’s saving was two complete weekends, metres. The two weekends now not needed the technology of big machines and that it including one relaying weekend for mainte- for relaying work on this extremely busy line has, moreover, been implemented success- nance work that was urgently needed. then became available for an urgently-need- fully in practice. Considering technical and ed rail-replacement job. financial aspects, as well as the time re- quirements for carrying out projects, shows 3.2 Line between Stuttgart- that there are virtually only benefits to it. Endersbach and Waiblingen 3.4 Line between Germersheim and Fears that there would be limitations in im- Wörth plementing the necessary logistics in sup- The original plan for this line was to relay port of the machine have turned out to be around 5700 m of track and to clean the This engineering project extended over a unfounded. Looking at its individual dimen- ballast, reverting to conventional relaying distance of 42 km, and, being granted to- sions, it is actually no longer than conven- methods along the length of two platforms. tal possession, we were again able to prove tional systems. The marginally longer setup Four weekends were to be set aside for the capabilities of the RU 800 S. It needed length required for the RU 800 S at the be- the work. Once again, it was an alternative only 21 shifts for relaying the track and ginning of work on a new site is more than proposal to use the RU 800 S throughout cleaning the ballast along the whole length offset by its higher power density and the that was accepted, and the time required of the line. At the end of each machine lower number of threading-in and threading- to complete the work was reduced to two shift, around 2000 m of track had been out operations compared with the use of weekends. cleaned and relaid, ready for the removal of separate machines for track relaying and the old rails, final tamping and welding. This ballast cleaning. represents a big gain in time compared with 3.3 Line between Regensburg and conventional mechanised methods which, Passau in this specific case, meant that work was completed on schedule, despite needing to With this engineering project too, it proved be interrupted for nearly two weeks on ac- possible to save two weekends thanks to count of several munition finds.

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Technical Data: ISBN 978-3-7771-0406-5, 264 pages, size 170x240 mm, Price: € 54,- + postage Contact: DVV Media Group GmbH | Eurailpress Telephone: +49 (40) 237 14 - 440 · Fax: +49 (40) 237 14 - 450 · email: [email protected]

224_26_Beilhack_RU4_26_Beilhack_RU 800800 S.inddS.indd 2626 009.11.109.11.10 14:1414:14 The Leipzig City Tunnel

One of the biggest infrastructure projects undergoing implementation in a city centre in Germany at present is going to fill a gap in the existing railway network between two terminal stations in Leipzig (Leipzig-Hauptbahnhof and Leipzig- Bayerischer Bahnhof) and, at the same time, create a new underground railway access to the centre of that city.

The purpose of building the City Tunnel in Leipzig is to provide access to the city cen- tre by local rail-based public transport and to connect it with the surrounding region. The project means a fundamental improve- ment in the traffic and transport situation in both the city centre and the hinterland. All the larger towns within the Leipzig catch- ment area are going to be directly acces- sible from the city centre.

To achieve this, the tunnel is going to estab- lish a direct link between two existing termi- nal stations, Leipzig-Hauptbahnhof (Fig. 1) and Leipzig-Bayerischer Bahnhof, and there- by close a gap in Deutsche Bahn’s existing railway network and thus become the back- bone of the S-Bahn (urban regional express) system as planned for the future. The time taken to travel between the region’s inter- mediate centres and the middle of Leipzig is going to be cut, making it more attractive to use the railway. There are also going to be improved links to Leipzig/Halle airport, Fig. 1: Tunnel mouths at Leipzig-Hauptbahnhof (Source of all figures: the authors) the new trade-fair complex, the old trade- fair complex and the Leipzig media centre. corridors were considered before deter- zig city centre, plus the necessary stations, Prior to embarking upon the planning as- mining the precise route for the new tun- ramps and the sections of the new line at sessment procedure, various potential nel. Given the transport-planning specifica- surface level as well as additional invest- tions, however, it did not take very long to ments in the railway network to make the Dipl.-Ing. reject possible alternatives. In May 2000, most out of the new tunnel’s impact on traf- Dirk Stecher the German Federal Railway Authority (EBA, fic. The tunnel is being designed for a maxi- Eisenbahn-Bundesamt) issued its plan- mum speed of 80 km/h. Each of the tunnel ning assessment decision for the whole of bores is being driven with an external diam- the City Tunnel, including the northern and eter of 9.00 m, which has been calculated southern connections to the railway’s exist- to allow enough net space for the stand- ing infrastructure. The plan approval was ard clearance gauge laid down in the EBO Senior representative DB Netz AG, Halle/Leipzig granted precisely two years later. The new (German Ordinance on the Construction node; Leipzig City Tunnel line has a total length of approximately four and Operation of Railways). All four stations DB Netz AG, Leipzig kilometres (including 1.4 kilometres under- inside the tunnel (Fig. 2) are going to have [email protected] ground) and means a complete reorganisa- one island platform, whereas the station of tion of the system of rail-based local public Semmelweisstrasse in a surface cutting is transport. The target traffic volume underly- going to have two side platforms (Fig. 3). Dipl.-Ing. ing the project envisages a total of 12 S- Michael Menschner Bahn and regional train services plus one The two tunnel sections between the sta- long-distance train working in each direction tions have been driven underground, whilst every hour. the station complexes and the ramps have been constructed using the cut-and-cover technique. The stations have a double-shell lining, and the tunnel tubes a single-shell 1 Technical description lining. At both the northern and southern Representative ends, the new line is linked into the ex- DB Netz AG, Leipzig The scope of the project includes the con- isting network by means of ramps and [email protected] struction of two new double-bore, single- flyovers, obviating the need to cross other track tunnels running in parallel under Leip- tracks.

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Fig. 2: Layout of the tunnel tubes and stations

the second tunnel tube too. During the tun- nelling work, extensive measures were nec- essary to secure buildings in the city centre of Leipzig, notably in the form of compensa- tion grouting. At the time of writing, all the tunnel shells have been completed for the stations and the ramps.

The job of connecting the railway lines through the new tunnel with the existing network began in March 2007 with the re- moval of some of the existing installations and the erection of the southern flyover. In March 2009, work then commenced on fit- ting out the more easterly bore of the new tunnel, starting with the insertion of the concrete for the floor, the drainage and Fig. 3: Semmelweisstrasse the positioning of the shoulders along the station edges, including the cable ducts. Laying the concrete floor elements in the western bore started in October 2009 (Fig. 4). The track The platforms are being built with a height lines are being newly built or rebuilt to give in both tunnel tubes is scheduled for com- of 55 cm and the option of raising this to improved passenger access to trains and to pletion before the end of 2010. 76 cm later on. The Hauptbahnhof station enhance the connections for travellers with on the new line at is to have a usable plat- other forms of transport. form length of 215 m for the long-distance trains that may possibly stop there, where- 3 Permanent way through the as the platforms at the other stations are tunnel 140 m long. 2 Execution of the work The form of permanent way chosen for In addition to the work already mentioned, The ceremonial cutting of the first sod took the Leipzig City Tunnel is slab track of the the overall project includes supplementary place on 9 July 2003. In January 2007, a Rheda-2000 type. This is to be combined measures to ensure a properly function- tunnel-boring machine was set up in the with various mass-spring or floating-slab ing and expandable system of local public starting trench at Bayerischer Bahnhof (at systems intended to reduce the vibrations transport as well as minimising the number the southern end of the tunnel section) and caused by the railway operation. of conflicts between long-distance trains. started to drive the first railway tunnel. At One example of this is making it possible the end of October 2008, the tunnel-boring The vibrations caused by train movements for S-Bahn traffic to use tracks that have machine emerged at the Hauptbahnhof sta- are considered in three phases: been reserved for freight trains up until now. tion (at the northern end of the tunnel sec- Moreover, various stations on the feeder tion), signifying completion of the shell of 1. Emission: excitations caused by the

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train are transmitted via the track, caus- ing resonance in the tunnel side wall, 2. Transmission: the vibration of the tunnel side wall is transmitted to the founda- tions of buildings, and 3. Immision: transmission through the building, resulting in the vibration of ceil- ings and causing secondary airborne noise in rooms.

Vibration-generating machines were placed in the tunnel tubes and used to simulate the excitations caused by railway opera- tions, namely for different mass-spring sys- tems, and the way these vibrations were transmitted through the ground to the adja- cent buildings was measured. This made it possible to produce forecasts of the effects of vibrations.

It was not only the vibrations caused by the railway operation that were recorded but al- so those due to road traffic (including those caused by trams), and suitable mass-spring systems were deduced from this. A light mass-spring system was selected for the Fig. 4: Western tunnel tube section between the stations of Bayerischer Bahnhof and Wilhelm-Leuschner-Platz and also under the shopping centre at Leipzig- band of up to 30 dB. It is characterised by are produced with in-situ-cast concrete and Hauptbahnhof, while a heavy mass-spring a simple, fast and favourably-priced con- are raised after hardening. The punctiform system was selected for the sections be- struction method and offers advantages bearings are inserted through openings tween them. The systems used are shown in the damping of structure-borne noise in in the slab. In dimensioning the relatively in Fig. 5. the track-support structure, and the entire small load-bearing area, it is important to system has a high horizontal stability. It is pay attention to the transmission of the The light mass-spring system (floating slabs) possible for a load to be transferred to the high horizontal forces caused by the opera- is suspended over the whole of its area and subsoil over a large area. tion of trains. This mass-spring system sat- has a natural frequency of 15 – 25 Hz. It isfies the most severe demands as regards thus manages to deaden its own structure- The track support slabs of the heavy mass- protection against noise and vibrations with borne noise within the uncritical frequency spring-system (natural frequencies 6-8 Hz) a 20-dB damping of structure-borne noise.

Leipzig City Tunnel

Southern ramp Western ramp

Northern ramp Shield tunnelling Ramps – cut-and-cover Station – cut-and-cover Platform Road Tunnel driven under building Tunnel mouth Tunnel

Western bore

Eastern bore

LEGEND

Ballasted track Light mass-spring system (15 Hz) Heavy mass-spring system (6 Hz) Slab track Light mass-spring system (25 Hz) Heavy mass-spring system (8 Hz)

Fig. 5: Types of track used

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Cross-section: 2220 mm2 Mass-spring system Equivalent copper cross- 1400 mm2 Arrangement possibilities section: Height of profile: 110 mm Tubbing shell Lengths of profiles: 10 – 12 m Mass of profile: 6.1 kg/m Maximum design speed: 140 km/h Spacing between supports: 8 – 12 m Maximum extension length: 2 x 250 m Electrical voltage: 750 V DC to 25 kV AC Current-carrying capacity: 2640 A Slab track Mass-spring system Table 1: Properties of the overhead contact rail used in the Leipzig City Tunnel Floor concrete

Pre-design Mass-spring system with higher mass Given that the rail itself has a large elec- schematic diagram for optimising noise and trical cross-section, there is no need for vibration properties any additional conductor in parallel with it to carry some of the current. The conduc- Fig. 6: Mass-spring system of the heavy design tor rail is positioned without the applica- tion of a tensile stress and it is permitted to lose more than 35 % of its cross-section through wear before needing replacement, compared with the usual 20 % applied to overhead wires. This extends the interval for the replacement of the overhead con- tact medium. There is an overlap between the catenary and the conductor rail at the tunnel mouths, and trains’ pantographs can run over this smoothly, without suffering jolts. The overlap between individual sec- tions of contact rail is formed by positioning two rails in parallel with their ends raised.

Fig. 7: Overhead 5 Concluding remarks conductor rail At the time of writing, the work on the tunnel shell has been more or less completed. The Figure 6 illustrates two different design op- ty Rail (Fig. 7). This design represents an impairments experienced by the residents tions. excellent solution for the heavily trafficked and traders in the centre of Leipzig have City Tunnel with its relatively small cross- thus eased up very considerably. The peo- section. The conductor rail is comprised of ple of Leipzig are looking forward to comple- an extruded aluminium sheath supplied in tion of the project and to experiencing the 4 Overhead conductor rail lengths of 10 – 12 m, connected by means advantage of the City Tunnel at first hand. of fishplates on its inside. Any grooved The supply of traction power in both tubes round wire satisfying EN 50149 can be of the Leipzig City Tunnel is by means of used as the contact wire. Further data is to roof-mounted power rails from Balfour Beat- be found in Table 1.

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227_30_Stecher_Menschner.indd7_30_Stecher_Menschner.indd 3030 110.11.100.11.10 15:2915:29 Self-energising electro-hydraulic brake (SEHB)

The Institute for Fluid Power Drives and Controls (IFAS) forms part of Aachen University of Technology (RWTH Aachen). This report tells about the development work it has been doing on a self-energising electro-hydraulic brake (SEHB) in the context of a project sponsored by the German National Science Foundation (DFG, Deutsche Forschungsgemeinschaft).

friction, which it is very difficult to predict. The literature contains numerous reports celeration torque in combination with sim- With the self-energising electro-hydraulic on attempts to implement concepts for ple hydraulic safety mechanisms. brake, on the other hand, it is possible to electro-mechanical or electro-hydraulic add- adjust the actual deceleration torque without ons to conventional air brakes. A brake needing any additional components. The ad- whose only mode of operation is electro- vantages are obvious. Firstly, the braking dis- hydraulic can do entirely without the pro- 1 How the self-energising tance can be shorted by reacting sensitively duction of compressed air and can thereby electro-hydraulic brake to the adhesion actually available at the save on the energy needed for it. functions wheel/rail contact. Secondly, the feedback of the deceleration force permits the use of Most of the railway brakes in use today do The SEHB can be implemented in the form a model-based estimation of velocity. not incorporate self-energisation. Their be- of a disc brake. It is fastened to the run- haviour is stable and predictable. The use ning gear in the same way as conventional The principle of the self-energising electro- of the self-energising effect very consider- brakes. Since it draws its energy from the hydraulic brake is outlined in Fig. 1. One im- ably reduces the power needed by friction braking process, it is possible to do without mediately striking feature is that the brak- brakes. If a self-energising effect is applied power connections along the length of the ing torque is taken up by the bogie through to unadjusted brakes, however, fluctua- train. a support cylinder. The normal force gen- tions in friction may have drastic effects on erated on the brake actuator is converted the deceleration torque, which, in extreme Conventional friction brakes have the disad- into a tangential frictional force through fric- cases, may even be the cause of instability. vantage that the contact force of the brake tion contact. The brake calliper’s moveable The self-energising electro-hydraulic brake pads pressing against the brake disc is pre- suspension directs the friction force onto (SEHB) developed at the IFAS minimises determined. There can thus be very strong the support cylinder. The oil inside this is the risk of instability by making a continu- variations in the braking torque as a conse- compressed, and a pressure is built up. The ous fluid-mechatronic adjustment to the de- quence of fluctuations in the coefficient of support cylinder is connected to the brake actuator by means of a valve control, mak- ing it possible for the self-energising loop to be closed. Closing this valve has the effect Dipl.-Ing. Dipl.-Ing. of interrupting self-energisation. Michael Kühnlein Julian Ewald

2 Review of the brake concept

One consequence of self-energisation is that the build-up of the braking force is un- Member of the scientific staff Member of the scientific staff stable. The pressure differential across the Institute for Fluid Power Drives and Institute for Fluid Power Drives and open valve increases with increasing brak- Controls (IFAS), Aachen University Controls (IFAS), Aachen University ing force. If a hydraulic resistance is en- (RWTH Aachen) (RWTH Aachen) countered, such as a regulating valve, the [email protected] [email protected] increasing pressure differential will result in an increased volume flow. This acceler- Dr.-Ing. Univ.-Prof. Dr.-Ing. ates the build-up of the braking force, which Matthias Liermann Hubertus Murrenhoff is why it is essential to develop new types of valves for the self-energising electro- hydraulic brake in order to compensate for this effect.

Head of the Institute for Fluid A test rig was set up at the IFAS for the Power Drives and Controls purpose of validating prototypes of regulat- Professor (IFAS), ing valves. Its concept includes inputs re- American University of Beirut, Aachen University (RWTH Aachen) sulting from the experience with preceding Hamra, Beirut [email protected] projects. Attention is drawn to the following [email protected] findings and aims:

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3 Mechanical principle of brake- pad guidance

The brake calliper has to be suspended in such a way that it is free to move, per- mitting the friction force to be directed to the support cylinder. The calliper’s range of movement is determined by the stroke of the support cylinder. This is decided on at the time of design. Given that braking torque is the product of the frictional force Brake and the friction radius, it is advantageous actuator to be able to guarantee a more or less con- stant friction radius. This can be achieved Friction force Support force Guidance by guiding the calliper either through an in- Brake disc Wheel-set axle Contact force Brake pad Support Brake calliper ternal connection to the wheel-set axle or cylinder through an external connection to the run- ning-gear frame.

Brake actuator 3.1 Internal circular guidance of the brake calliper

Guidance An internal circular guidance (Fig. 2) is char- acterised by the fact that the brake calliper is attached to the wheel-set axle by means Low-pressure of a rotating bearing. The friction radius re- Brake- reservoir actuator mains constant throughout the whole of the (closed system) force brake’s working range. Split bearings are envisaged for installing the self-energising Reservoir electro-hydraulic brake and they must be (open system) designed for a long service life. The dis- advantages of this variant include not just Intermediate- Pump (optional) Control valve pressure reservoir the high costs for the suspension but es- pecially the installation of the brake on the Fig. 1: Principle of the self-energising electro-hydraulic brake (source of all figures: the authors) unsuspended wheel set. In this situation, both transverse and longitudinal accelera- tions are transferred directly to the brake. ġ possible corrosion and cavitation dam- due to an eccentric arrangement of the The limited space available for installation age due to water in the hydraulic circuit, support cylinder, to the side of the axle-mounted brake disc ġ possible functional impairment of the ġ the need to ensure that the necessary must also be regarded as a critical point. brake after long periods of inactivity, coefficient of friction for self-energisa- This might make it essential on some bo- since the principle underlying the hydrau- tion is available even in unfavourable gies to install the suspension on one side. lic valves makes it impossible for them operating conditions. That makes it de- The asymmetrical force transmission, which to be entirely sealed, and thus the lim- sirable to have an adequately high base- would thus be inevitable, would cause a tilt- ited amount of available oil for creating line contact pressure acting on the brake ing torque. The guidance mechanism would pressure in the support cylinders may be pad when there is no self-energisation, then have to be correspondingly massive in used up, and its design to compensate for this. ġ higher tilting torques and bending mo- ġ optimisation of the whole package in- ments on the mechanical components stalled in the vehicle. 3.2 External guidance of the brake calliper Brake pad Axle-mounted brake disc In order to get round the whole problem of Friction axle suspension, it is possible to place the face Flange guidance mechanism for the friction length on the bogie frame. Six-piece lever drives permit precise circular guidance, but they are Support cylinder large components. Less space is required for the installation of four-piece lever drives. These permit a good approximation of a cir- cular path. Figure 3 illustrates an external Brake actuator brake-calliper guidance attached to a running- gear frame, with the brake pads being guided virtually along a circular path by means of a four-piece lever drive. The self-energising Brake callipers electro-hydraulic brake illustrated here is flange-mounted to the bogie, as is the case with conventional air brakes. There is ad- equate space available for this arrangement. Fig. 2: Circular guidance of the brake calliper by connecting it to the axle In this instance, an external system has

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been chosen for guiding the brake pads. This is characterised, inter alia, by a relatively simple structure, the avoidance of tilting tor- Axle-mounted ques thanks to a symmetrical arrangement, Brake pad brake disc a low bearing friction and good possibilities Flange of integrating it in existing bogies. Friction face

Support cylinder 4 Parking-brake function and hydraulic principle Brake callipers The review of the hydraulic circuitry led to optimisation of the oil leakages from it, better functional dependability after long periods of inaction and a higher brake-pad application force in the absence of self- energisation. The structure of this system is discussed below. The mechanical and hydraulic circuit diagram is shown in Fig. Gear-unit swing bases Brake actuator 1, in which alternative concepts are also marked. Attention is drawn to the open or closed system and the addition of an ancil- Fig. 3: Circular guidance of the brake calliper by a four-fold articulated lever drive lary pump.

the support cylinder must be moved back ble to rectify this by applying the brake as 4.1 Parking-brake function to its starting position with the brake re- a normal action in a brake test and then leased. In a closed system it is possible releasing it again before the train departs. The SEHB’s self-energisation is limited by to do without the spring-loaded resetting A pump is used to provide the necessary friction in the cylinders, friction in the rod of the support cylinder. In cases like this, pressure for the brake actuator at this work- guides and flow losses through the valves. it can be done with the pre-pressurised ing point. Experience has shown that this can turn out low-pressure accumulator, whose pressure to be problematical, especially if there are level must, however, be higher than the sur- low friction values between the brake pad rounding air pressure. Two of the advantag- and brake disc. To react to that, the brake es of this are that the support cylinder can pads then need to be pressed harder to be kept extremely compact and can thus be 5 Support cylinder produce the necessary parking-brake force. reset faster. For this reason, the parking-brake force is Up until the time of writing, the support cyl- applied in two stages. The first stage con- The drawback to an open circuit is that it inder used on the test rig has been of a sists in a spring on the brake actuator. The is possible for water and dissolved air to two-chamber type. With this arrangement, spring produces a pressure load mechani- precipitate in its tank. Small quantities of the friction force is supported by one of the cally, which is limited by the available instal- water may also be drawn in through the pis- chambers, while the other sucks in replen- lation space. When the brake is released, ton rods during the cylinder’s return stroke. ishments from the low-pressure oil. Given the brake actuator is held back hydraulically Precipitation reduces corrosion and cavita- that the pressurised chamber changes by operating the valve, and an air gap forms tion damage from occurring on the system’s when the railway vehicle changes its direc- between the pad and the disc. components and thus makes it possible to tion, it is necessary to have a hydraulic practice very long maintenance intervals on rectification circuit. This ensures that it is A pump is used for the second stage. This the self-energising electro-hydraulic brake. always the pressurised chamber that is con- pre-pressurises the intermediate-pressure The open circuit is the most suitable con- nected with the high-pressure part of the accumulator and supports the pressure ap- figuration for meeting the requirements of SEHB and the refilling chamber that is con- plied by the spring. In critical friction condi- railway traffic and that is why it is being pur- nected with the low-pressure or tank level. tions and when the train is standing still, it sued further. If opting for the open system, A support cylinder with only one chamber is thus possible to build up a high friction it makes sense to have a spring-loaded re- that is pressurised regardless of the ve- force even in the absence of self-energisa- turn of the support cylinder. hicle’s direction of movement offers the tion. A reliable, buffered power supply is en- advantage of minimising the volume of oil visaged for this purpose. If the SEHB has not been in use for a long- and thus the necessary hydraulic capacity. ish period of time, it must be assumed that Quite apart from the simplification of the pressure will have been lost inside it as a hydraulic circuitry, this configuration offers 4.2 Hydraulic circuitry consequence of minimum leakage at the the advantage that there is no need for a valves. In systems that combine the open suction action when building up the braking Once a braking action has been completed, hydraulic system with a pump, it is possi- force.

Bogie testing and maintenance Machines for tough railway conditions www.nencki.ch/railway

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ant that is going to be further pursued in Oil connection future.

Housing plunger 6 Concluding summary and prospects

The whole of the concept presented above was arrived at through careful consideration of both functions and costs. It has been de- cided that for the further development of the research project supported by the German Science Foundation the principle to be used Fixed housing is to be that of external radial guidance by a four-piece lever drive in combination with an Pistons Pressure chamber Pistons open hydraulic circuit. The force necessary for a parking brake is to be provided in two stages. Firstly, a spring on the brake actua- Oil connection tor is to provide a minimum parking-brake Rod plunger force for an unlimited period of time, even in the absence of a connection to an external energy supply. Secondly, the installed pump is to support the parking-brake force tem- porarily as required. In addition to that, the intermediate-pressure reservoir can be con- tinuously pressurised by the pump, ensur- ing that a constant braking force is always available. The inclusion of a pump naturally increases the costs. Since, however, only a constant pump for a low pressure level is required, a very low-cost pump is perfectly adequate for this purpose. Fig. 4: Concepts for double-acting plunger cylinders A detailed design of the functional proto- type of the improved self-energising electro- Two possible versions of a support cylinder port force acts on the piston rod. One of hydraulic brake is now to be drawn up on with just one hydraulic chamber are pre- the pistons is moved along as well in the the basis of the solution discussed here. sented in Fig. 4. The first of these is based direction of the force, whereas the second The dynamics of the build-up of the braking on a special version of a plunger cylinder, piston is blocked by its end stop. Each of force increase with increasing self-energi- and the second is derived from a synchro- the pistons can only move as far as the sation. In order to counteract this effect, it nous cylinder. middle stop. This makes it possible to posi- is still necessary to have a 2/2-way valve tion the drilled hole for the oil connection in with proportional characteristics free from The “housing-plunger” variant has two a permanent location in the middle of the leaks in its closed state. The volume flow plunger rods arranged in a moveable cham- support cylinder. through the valve could thus be adjusted ber. This chamber is surrounded by a fixed to the brake’s working point. Valves of housing with a guiding groove machined If the height of the piston’s ring gap is suf- this nature are currently not available on into it. The supporting force is transferred ficient, the oil connection can be made, the market, but they would be of interest to the moveable chamber via two lugs. The as an alternative, through a hole drilled in in many applications with energy-efficient force is supported, in turn, through the oil the movable piston. This makes it possible hydraulic systems. The IFAS itself is work- and the piston on the housing. The other to use a shorter cylinder without reducing ing on the development of valve prototypes piston is made to move as well by engaging its stroke, because the middle stop be- with the properties mentioned. These are an end stop. comes superfluous and it becomes pos- being tested on the rig referred to above sible to move the pistons until they are in combination with the implementation of What characterises the “rod-plunger” con- alongside one another. Essential advan- non-linear control algorithms. Once all this cept is that there are two moveable cylin- tages of the “rod plunger” are the direct has been completed, the build-up of the drical pistons inside one housing. A piston application of the force and the simple braking force ought to behave stably over rod is fed through both pistons and they are fastening to the brake and bogie. All the the whole working range in combination able to move along it. The cylinder barrel components can be manufactured for lit- with simplified valve control and additional is fastened to the bogie, whereas the sup- tle outlay. For this reason, it is this vari- convenience.

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331_34_Kuehnlein_ua.indd1_34_Kuehnlein_ua.indd 3434 111.11.101.11.10 10:1310:13 Fast, wireless communication along the whole length of trains

Nowadays, high-speed data communication is regarded as axiomatic in many fields. That makes it all the more surprising that wireless technology tends to be generally ignored in designing even the latest generations of trains.

Here is a situation that any frequent travel- of flexible programming will justifiably start ble to adopt an extremely robust design for ler waiting for a train is familiar with: the wondering why it should be that in high- the plugs and sockets for the cable connec- train, to be fair, arrives on time, but then speed trains, of all places, such capabilities tions that are intended to be routed through an announcement comes over the public- should be apparently impossible. couplings. That explains why nothing more address system informing those waiting advanced than digital bus technology is to that the train is not running in the order be found in trains today – or, at best, Ether- advertised. It might even happen that indi- net technology in a modulated form making vidual coaches are not running at all. The 1 Ethernet onboard use of UIC cables. outcome of this is that passengers first of all look up and down the platform then If broadband Ethernet were to be installed In the field of industrial automation, Ether- wander to and fro inside the train, facing a inside trains, it would be possible to make net has now been displacing the legacy bus lot of bother in trying to find their reserved realities out of many other applications too systems for several years. Bus technolo- seats. If the relevant coaches are missing, – similar to the situation that airline pas- gies are technically relatively simple and the seat reservations will be missing too. sengers, for example, now take for granted. very reliable, but they do not support net- This includes an onboard entertainment working and are not compatible with one The underlying cause of this is the almost programme, featuring a choice of films another. total lack of flexibility in the technology available on demand, and, in the case of used onboard. Once the individual coaches trains, could extend to access to e-mails or Ethernet has the advantage of being the have been marshalled into a train, it is then the internet from one’s seat and the latest facilitator that first brings the individual impossible to change either the coach num- information regarding connecting services, subscribers together in a network. Moreo- bers or the seat numbers. For whatever rea- delays, and so on. With a broadband net- ver, it uses a standardised technology (IEEE son, a train might find itself running back- work, train crews would be able to provide 802.3) and can thus be retrofitted for com- wards. If so, things will stay that way right an improved service, because they would paratively little cost anywhere in the world. through to the other end of the country. It is have a central overview of the occupation impossible to make subsequent changes to of each coach. Security and safety could Networking via Ethernet not only makes the numbers of coaches or seats. both be enhanced too through closed-circuit high data rates possible, but also the rapid television monitoring and fast-acting emer- recognition of the composition of the trains Those customers who are used to today’s gency-call services. and many other functions as well. However, Ethernet technology and the capabilities the fastest transmission of data through Up until the present, however, the only train couplings that has been possible to technology installed on trains has been date has been 10 Mbit/s. It seems so obvi- Olaf Schilperoort hard-wired. The two explanations for that ous to look for the solution in the form of are the robustness and longevity of such wireless networking. systems. The biggest barrier to any form of broadband data communication within a train and the most serious bottleneck for it lies in the couplings between the coaches. 2 Wireless networking along the Industrial Networking Belden These are the most severely stressed link entire length of a train Product manager, in the whole communication chain. Cou- Hirschmann™ range, plings are subject to the heaviest wear of Wireless LAN (WLAN) satisfying the D-72654Neckartenzlingen anything. Fluctuating temperatures, precipi- IEEE802.11 standard represents the [email protected] tation, contamination in various forms and wireless version of the Ethernet network even impacts by stones make it indispensa- (Fig. 1).

Fig. 1: Equipment for WLAN communication inside a train (AP = Access point)

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thus to contribute a certain intelligence of its own. If the system is then suitably pro- grammed and use is made of powerful man- agement software for monitoring and con- trolling the hard-wired and wireless network, we should be well on the way to a solution.

3 Ethernet for industrial and railway applications

Belden, as a manufacturer of both Ether- Fig. 2: Encrypted point-to-point WLAN connection, here from coach to coach, incorporating antennas with a low scatter. This broadband wireless connection renders easily disrupted, net hardware suitable for use in industrial low-performance mechanical couplings and transmission cables superfluous environments and powerful management software, offers such a solution from a sin- gle source under its brand name of Hirsch- Up until the present, the WLAN standard manded for installations in trains. These mann™. Its management software uses has been subdivided into four variants, requirements are tough, and it is not every LLDP to recognise the topology of the net- ranging from the ageing, but still com- device that satisfies them. work in the train. After it has done that, it mon IEEE802.11b standard, with up to is then possible to assign numbers flexibly 11 Mbit/s gross data rate, through to the The biggest challenge of all, however, is to coaches, seats and so on. Redundancy brand new IEEE802.11n standard, which caused precisely by the unlimited possibili- mechanisms that have been thoroughly currently offers up to 300 Mbit/s and which ties of wireless network themselves. Elec- tested in industry support the reliability is even going to offer up to 450 Mbit/s with tromagnetic waves do not suddenly stop at of the network. Hirschmann WLAN access its forthcoming enhancement. Data rates the outside walls of trains. Only a very short points, moreover, support the common rail- of this magnitude are certainly sufficient distance has to be overcome by the con- way standards and can handle the latest for implementing the desired range of func- nection between two coaches or two parts generation of the WLAN standard. tions and services to be offered onboard of the train. The most important “malfunc- trains and are even ready to handle future tion” to prevent is the creation of unwanted This IEEE802.11n standard makes provi- requirements, such as electronic rear-view links between two neighbouring trains. It is sion for transmission rates of up to 300 mirrors or video cameras of the line ahead equally necessary, of course to ensure the Mbit/s and a marked improvement in trans- as convenience services for passengers. security of the link, so that no illicit users mission stability. With these prerequisites, Wireless networks are suitable for retrofit- are able to gain access to the train’s inter- the use of WLAN for transmitting video be- ting, and it is not even necessary to modify nal network (Fig. 2). comes a feasible option. the existing cables and couplings. Modern WLAN devices are capable of sat- This new standard is supported, for exam- In practice, however, there are various tech- isfying these demands. Authentication and ple, by the Hirschmann BAT300 access nical difficulties to be overcome in setting encryption are mechanisms described in points (Fig. 3) and access clients, which are up a WLAN-based network. Fitting in the the WLAN standard, IEEE802.11i. Nearly available as an IP40 version (BAT300-Rail) WLAN access points and, in particular, the all modern products support this security and an IP65/67 one (BAT300-F).The inte- antennas often constitute a challenge in standard. grated multiple-input and multiple-output existing trains. Every square centimetre (MIMO) technology ensures a stable wire- of space will already be accounted for in Solving the second of the above-mentioned less connection even in the presence of some way. In this sort of situation, small tasks, i.e. establishing the correct and un- disruptive influences, such as reflections. devices that are easy to mount by mechani- equivocal link between one portion of the The devices come in a compact metal hous- cal means are naturally advantageous. It train and the other, calls for the devices to ing and are suitable for use within a tem- is also beneficial to be able to reduce the possess properties that are more advanced perature range of – 30° C up to + 50° C (or number of devices, for instance by integrat- than the standards. The system software even + 55° C in the case of the BAT300-F). ing several WLAN interfaces in a single ac- with which the WLAN access points are Thanks to these properties, it is possi- cess point. The devices must, of course, equipped is able to support the fine tun- ble to establish fast, stable infrastructure comply with all the standards that are de- ing and verification of the connections and networks, wireless-distribution systems (WDSs) or point-to-point connections even in harsh environments.

Whereas the BAT300-Rail, which can be slot- ted onto DIN rails, has been designed for use inside switching cabinets, the BAT300-F may be positioned either indoors or out- doors. This latter version, whose housing is also resistant to salt water, can, for example, be fastened directly to the outer wall of a wind converter using magnetic shoes.

Both versions incorporate a wireless mod- ule functioning in the 5-GHz waveband (BAT300-Rail) or, alternatively, in the 5-GHz or 2.4-GHz waveband (BAT300-F). Fast Fig. 3: Hirschmann™ roaming ensures that there is no interrup- BAT access points and antennas are suitable tion in the connection when moving from for use in trains one wireless cell to another. The antenna interfaces have N sockets (BAT300-F) or

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R-SMA sockets (BAT300-Rail), and the LAN Both the BAT300-Rail and the BAT300-F bands. In addition to all this, particularly ports (10/100 BASE-TX) are connected up support all the standardised encryption stable antennas are also available and using the M12 system (BAT300-F) or the and authentication procedures in accord- these also support the MIMO technology RJ45 system (BAT300-Rail), which support ance with IEEE 802.11i and 802.1x/EAP used in the new IEEE802.11n standard, Power over Ethernet (PoE) in accordance as well as WEP, WPA, WPA2, TKIP and AES. without which it is impossible to attain high with IEEE802.3af. A V.24 serial interface is With LEPS, it is possible to make WPA2 with distances at meaningful data rates. also provided. The voltage is supplied with PSK even more secure. The available facili- adequate redundancy from two 24-volt DC ties further include WLAN port and proto- connections and one 48-volt DC PoE con- col filters as well as a radius server and a 4 Conclusions nection (BAT300-F) or, alternatively, from firewall with intrusion detection. Rogue AP two 24-volt DC connections, two 48-volt DC detection is also available via background The use of Ethernet communications in PoE connections and one 12-volt DC con- scanning and WLANmonitor. trains opens up numerous opportunities nection (BAT300-Rail). for improving safety, security, comfort, con- With its Hirschmann BAT family of WLAN venience and customers’ acceptance of the With an integrated IP router, it is possible access points and access clients, Belden railway. It is also possible to retrofit existing to form up to eight sub-networks, each of offers a comprehensive product programme trains without needing to reconsider their ca- which can be assigned to the ports and/ for the wireless transmission of data that bling and possibly having to adapt it. This or the interfaces of the access points or has been designed especially for indoor could mean an enormous cost and time access clients. It is also possible to con- and outdoor applications in industrial en- benefit when retrofitting and/or redesign- nect up both analogue and DSL modems vironments. There are even two versions ing trains. The combination of a hard-wired for functions such as WAN routing or re- (the BAT54-FX2 and the BAT 300-FX2) that Ethernet network with the corresponding mote maintenance. Management can be are suitable for use in potentially explosive wireless one also offers an elegant solution routed via a web interface, Telnet, TFTP, FTP environments. All BAT devices are supplied to one of the central problems in creating or SNMP V2. The redundancy procedures, in a robust metal housing, are suitable for networks in trains, namely the couplings be- Rapid Spanning Tree and VRRP, ensure high use within a wide range of temperatures tween coaches. The use of robust hardware network availability. The quality-of-service and have M12 sockets and high protection and management software suitable for de- functions in accordance with IEEE 802.11e classes. Since they also have two WLAN ployment in industrial environments does, make sure, inter alia, that priority is accord- interfaces, they are capable of operating however, constitute a precondition for a long ed to voice or video streams. simultaneously in the 2.4-GHz and 5-GHz service life and a dependable operation.

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RTR 4/2010 37

335_37_Schilperoort.indd5_37_Schilperoort.indd 3737 009.11.109.11.10 14:1714:17 Upgrading Information and Communication Technology systems in Victoria (Australia)

Funkwerk Information Technologies is supplying state-of–the-art train and fleet planning and management systems to the State of Victoria in Australia. The systems are to help position the Metropolitan and Regional train services to meet increasing passenger demand now and in the future.

The term ‘Information and Communica- tion Technology’ systems, in the context of public transport, refers to the computers, software programs, control equipment and telecommunications infrastructure used to assist with the operation and regulation of passenger services. These assets fall into the following broad categories:

ġ operational control systems; ġ business information systems. Fig. 1: Control and Information Systems Business Processes The relationship between operational con- trol systems and business information sys- tems is as shown in Fig. 1.

The successful delivery of public transport services relies on high quality Control and Information Systems (CIS). These systems are integral to the safe and efficient opera- tion of public transport services and pro- vide valuable information to passengers.

The State of Victoria in Australia is respon- sible for the provision of rail based public transport. Through its agency, the Depart- ment of Transport, it is undertaking a once in a generation upgrade to key Information and Communication Technology systems (ICT) that are used for operational control of the metropolitan and regional rail networks.

These ICT systems cover the planning, day- of-operation service management and re- porting functions.

Richard Hammerton

Sales Manager Funkwerk Information Technologies York Ltd; YO24 1AH York, UK [email protected] Fig. 2: Melbourne metropolitan train network

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1 Public Transport in Victoria

Rail based public transport in the State of Victoria is delivered through a series of franchise arrangements with private or quasi-government organisations, which de- liver public transport services on behalf of the State government. The franchisees are responsible for operation and maintenance of the rail services and the rail networks, whilst the State government through its agency, the Department of Transport (DoT), retains responsibility for upgrade or replace- ment of life expired or obsolete assets.

The State of Victoria is serviced by both metropolitan and a regional rail based pub- lic transport systems.

The public transport in the Melbourne met- ropolitan area is provided by a combination of train, tram and bus services. The City of Melbourne is a low density urban centre with a radius of approx 40 km and a popu- lation of approx 4 million people. The met- ropolitan train system consists of a radial network with 17 lines which have the Mel- bourne central business district (CBD) as a hub, and includes a CBD rail loop with five stations (Fig. 2). The metropolitan service is delivered by six car electric multiple units (EMU) delivering approx 2,500 trips per day. The regional train system is a radial net- work consisting of 7 lines which has South- ern Cross Station in Melbourne as a hub Fig. 3: Victorian regional passenger train network (Fig. 3). The regional service is delivered by a mixture of diesel multiple units (DMU) and locomotive hauled passenger trains deliver- tems (CIS) for the metropolitan and re- ment of Transport to establish a program ing approx 800 trips per day. gional railways are predominantly manual of works to renew key operational control paper based processes supported by systems. individual bespoke Information and Com- munication Technology systems. Due In order to deliver the planned technol- 2 Strategy for Control and to pending obsolescence of the exist- ogy refresh and replacement programs, the Information Systems (CIS) ing Control and Information Systems Victoria Department of Transport has pro- (CIS) and the need for greater informa- duced a Public Transport CIS Strategy. This The existing Control and Information Sys- tion transfer, this has led the Depart- strategy provides guidance for the design,

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selection and management of CIS assets. the planned schedule and satisfying By setting out the key factors that need to customer expectation, which requires a 3 Tasks of the operational be considered the future systems are opti- high level of integration and coordination control and business mised and the information will be shared between the various operational control information systems between systems to improve service qual- systems. ity. The strategy presents public transport Operational control systems are character- CIS assets in the context of an integrated The relationship between planning and ised as those systems which process data multi-modal network. Choice of technology service control are shown in Fig. 4. (including voice) in ‘real-time’ and gener- for individual systems needs to be consid- ally comprise both hardware and software. ered in light of the whole network rather Control systems support a broad range of than taking a narrow system-centric view. public transport functions, ranging from the These principles have been applied to the planning, monitoring and control of passen- business needs, resulting in a program of ger services, to the provision of passenger CIS development priorities for the next dec- security systems and information displays ade. in vehicles and at stops and stations. Op- erational control systems typically have The Public Transport CIS Strategy gives a reliance on reference information about practical advice and identifies pitfalls to infrastructure and assets comprising the avoid when specifying and procuring new public transport network (including rolling technology. stock and vehicles). The asset manage- ment systems that record characteristics The CIS Strategy identifies that plan- about infrastructure and assets are also ning of services is the most important considered to be a part of the control sys- input to operating passenger services as tems family. it sets basic operational targets such as service frequency, travel times, stopping The Public Transport CIS Strategy identifies patterns and synchronisation times for that timetabling and the planning of serv- modal interchanges. The strategy also ices as important input to operating pas- identifies that the real-time control of op- senger services and systems supporting erational services is critical in terms of Fig. 4: Service Planning, Management and these functions are therefore regarded as delivering services, satisfying safety ex- Reporting relationship operational control systems and not busi- pectations, managing performance against ness information systems.

Fig. 5: Metro interfaces and relationships

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For the metropolitan railway, a program of through information rich graphic displays as possible. Train graphs have been config- works is underway that includes providing that the users can configure to meet their ured specifically to assist with the planning operational control systems for (Fig. 5): own requirements and preferences. of train services in the CBD of Melbourne. It has a complex set of circular routes where ġ Planning The starting points for the TMS and FMS inbound trains can be redistributed to dif- – Timetable planning and production components of the planning systems are fering outbound routes. Therefore the im- (via TMS) the proprietary products TrainPlan, Resour- portance of coupling timetabling and vehi- – Short term fleet planning, allocation cePlan and ResourceManager from Funk- cle scheduling is of paramount importance and management (via FMS) werk Information Technologies. Between within the design process. The traditional – Long and short term staff planning, al- them, these products provide train time- train graph has therefore been enhanced to location and management (via SMS) tabling and vehicle planning capabilities show the linking of each train schedule in ġ Service Management together with support for real-time vehicle additional to the details of timings, display – Day-of–operation timetable manage- management. These are used for both met- of individual running lines in multiple track ment (via TCMS) ropolitan and regional train operations. areas (Fig. 6). – Train path (route) management (via Although these are COTS products, the indi- TCMS) vidual nature of each railway requires that a As an enterprise system, TMS supports ġ Reporting degree of customisation and enhancement requirements for work flow management – Passenger information (via PRIDE and is also needed. Inherently each railway has by the use of work packages. This greatly CIS) planning problems based upon different simplifies the tasks involved in replanning – Service performance reporting (via geographical topologies and traffic types. on a short term basis. For instance events PRS) such as major cricket and football games require significant additional services to be Business information systems comprise 4.1 Timetable Management System implemented at short notice. As with all rail- conventional enterprise Information Tech- (TMS) ways, there are also requirements to plan nology (IT) networks (hardware and soft- track outages in order to support engineer- ware) used to provide standard office The DoT’s vision requires a tight coupling ing operations. Each task can be allocated functions such as records management, of both planning and real-time management to a specific named planner. When all of the accounting and administration. They also systems in order to deliver the necessary tasks have been completed, all downstream include purpose-designed software appli- efficiencies. Key aspects of the planning systems are then provided with identical in- cations used to assist transport operators process require the use of resources which formation. As part of the same process it and the State with operating, managing and are already working close to capacity. On is then possible to publish documents con- regulating public transport services. the Metropolitan network, levels of pas- taining all of the relevant information with senger demand have increased remarkably the confidence that consistency and quality in recent years. TMS is designed to help are maintained throughout. manage the utilisation of mobile resources 4 The solution for Control and – rolling stock and crews, and also fixed Information systems (CIS) resources – i. e. track and station platform 4.2 Fleet Management System capacity. It is also designed to assist the (FMS) Funkwerk IT has based its solution for the management of the movement of trains in State of Victoria on Configurable Off-The- and out of service from distributed stor- The Fleet Management System (FMS) sup- Shelf (COTS) systems that combine proven age yards and maintenance depots. TMS ports the deployment of the vehicle fleets: operational practice with up-to-date technol- also stores all of the planning data within EMUs, DMUs, and locomotives and their ogy. The systems are proven in long term and a single environment. Any manipulation of real-time operation. It is closely coupled short term timetable and fleet planning for scheduling data together with the genera- to TMS and takes advantage of the rich- complex railway operations, and for the day- tion of reports now comes from a single re- ness of data supplied from the planning to-day management of the reality of railway pository. This provides a definitive source of environment. In particular, executing the operations. Based on Funkwerk IT’s Train- data which supports downstream systems plan for the EMU fleet requires some very Plan, ResourcePlan, and ResourceManager including core activities such as route set- specific considerations. Stabling locations products, the systems provide the railway op- ting within the signalling systems. are distributed throughout the Melbourne erators with robust timetables and resource area and are used both overnight and allocation plans, and with a clear view of the TMS makes extensive use of graphical between the morning and evening peak on-the-day activities. All of this is delivered tools to make the planner’s life as simple periods.

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into the system. This allows the operator to make decisions so that he can align the severity of the fault with the appropriate ac- tion. For instance, should the vehicle be tak- en out of service immediately? If so, FMS is able to inform the decision maker which services will be affected and where replace- ment vehicles can be found. If it is agreed that the vehicle can continue running until the end of the day, then FMS informs the decision maker which transpositions need to be made within the operating plan in order for the vehicle to arrive at a specific location whether it be a Stabling Yard or Maintenance Depot.

FMS is based upon Funkwerk IT’s Resource- Manager product which is Vehicle-Type Ag- nostic (VTA), i.e. not reliant on the use of particular types of vehicle. With the initial implementation, FMS is being deployed across EMU, DMU, and locomotive-hauled Fig. 6: Train Graph with vehicle linkages fleets using different technologies. In fu- ture, FMS will be able to benefit from so- phisticated real-time interfaces with data Recent vehicle deliveries have been or- tasks, it provides the basis upon which the supplied in real-time from vehicles. VTA is dered together with maintenance contracts tracking of hours/kilometers/days/peak an important aspect for any customer’s in- from the supplier – A trend that is of course periods is carried out. The aim is to ensure vestment in rail vehicle operations technol- becoming more common elsewhere in the that all planned maintenance and servicing ogy. For instance, monitoring systems on a world. Therefore it is incumbent upon the is carried out as close to the critical path vehicle could be capable of informing the operator to ensure that vehicles are deliv- whilst maximising fleet availability. Control Centre Manager via FMS of emerg- ered on-time to the maintenance depot in ing problems before they have been noticed order to support the interaction between Much of the strength of FMS lies in its ca- by on-train personnel or lineside sensors. engineering and operating functions. In ad- pability as a predictive tool. Faults observed Some operating decisions could therefore dition to supporting ad-hoc maintenance on vehicles whilst in service are entered be made such as vehicle transpositions and ad-hoc replatforming with less service disruption because of advanced warning of emerging problems.

The User Interface for FMS includes some features specifically developed for the DoT’s implementation of Funkwerk IT’s ResourceManager. The customer required a clear ‘at-a-glance’ view of fleet deploy- ment for which the ‘Fleet Status View’ has been implemented (Fig. 7). It allows the Operator to see exactly what vehicles are located within stabling roads together with their position at each of the yards around the network. It presents vehicles in their geographical context, their current and fu- ture operational deployment, together with key aspects of their maintenance condi- tion in a dynamic and information rich format.

5 Concluding remarks

By delivering the TMS and FMS components of the planning systems, Funkwerk Informa- tion Technologies will make a significant contribution to the future success of the rail network in the State of Victoria. The solu- tion implemented will ensure that all stake- holders have access to relevant information from one secure source, and can be a role model for railway systems world-wide where Fig. 7: Fleet status view efficient and punctual railway operation is essential.

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This year’s InnoTrans specialist railway trade fair in Berlin was even more extensive than it had ever been before. In this report, we publish a summary of the event and present a selection of the innovations that were exhibited there.

This was the eighth occasion for the spe- cialist trade fair to be held on Berlin’s ex- hibition site, the “Messegelände am Funk- turm”, from 21 to 24 September 2010, and 2242 exhibitors set out their stands on the 81 000 m2 of space available for the event. More than half the exhibitors came from countries other than Germany. The ex- hibition railway tracks within the trade-fair grounds constitute an important feature of InnoTrans, and 121 railway vehicles (more than ever before) were on display over a to- tal length of 3500 m of track. The operators of the site, Berlin Messe GmbH, counted 106 612 trade visitors, 20 % more than in Fig. 1: The European Union’s Transport 2008. Once again, more than 50 % of these Commissioner, were from outside of Germany – from 110 Siim Kallas different countries, to be precise. The next InnoTrans is to be held from 18 to 21 Sep- tember 2012. for a pan-European railway network in 2050 would obviously be impossible to present (Fig. 1). He stated quite clearly that the rail- everything new that was exhibited at In- ways were indispensible for the competitive- noTrans 2010. What follows is no more 1. Opening ceremony and ness of European business. The members than a concise selection. congresses of the panel for the discussion that followed included Dr. Peter Ramsauer, the German At the opening plenary session, the Euro- Federal Minister of Transport, Building and pean Union’s commissioner responsible for Urban Affairs, Dr. Rüdiger Grube, chairman 2 Rail vehicles and traction transport, Siim Kallas, presented his vision of the board of Deutsche Bahn AG, and Jür- equipment gen Fenske, president of the VDV (the as- sociation of German transport companies), Alstom was the only manufacturer present Dr.-Ing. Eberhard Jänsch along with a number of other participants. in Berlin to exhibit a tilting train. This was the Pendolino ETR 610, which had been or- The “European and Asian Rail Summit”, dered by Cisalpino and is already in serv- organised by Deutsche Bahn AG of Berlin, ice with the Swiss Federal Railways (SBB) was a get-together for representatives of and Trenitalia (Fig. 3). The Alstom group railways and governments. The topics de- also showed a Coradia Continental für bated included coordinating the expansion Agilis, manufactured in Salzgitter. Alstom’s of the infrastructure and a balanced legal stand further featured a new DT 5 unit for Editor-in-chief system. Dr. Grube expressed his hope that the Hamburg U-Bahn, a project Alstom has Schöneck this gathering would become a “World Rail been pursuing jointly with Bombardier. The [email protected] Summit” in 2012. The other formal events locomotives exhibited by Alstom included a included, firstly, the “Dialogue Forum” in the prototype of the four-system Prima-II freight- Dipl.-Ing. Christoph Müller Palais am Funkturm, organised by various train locomotive. representative bodies, the VDV (the associ- ation of German transport companies), the Once again, Bombardier made the journey German Transport Forum, UNIFE (the union to Berlin with a big selection of vehicles. of European railway-supply industries) and The central attraction amongst these was VDB (the trade association of the railway- the mockup of the Zefiro 380 high-speed supply industry in Germany), secondly, the train (Fig. 4). With this train, which is to en- “International Tunnel Forum” and, thirdly, a ter service first of all in China, Bombardier Technical editor forum dedicated to local public transport. has succeeded in entering the market for DVV Media Group, Hamburg ultra-fast trains. The ALP-45DP locomotive, [email protected] With more than 2200 exhibitors (including which Bombardier also had on display, is DVV Eurailpress, as usual, see Fig. 2), it being manufactured for the North-American

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Fig. 2: The stand of DVV Eurailpress at InnoTrans 2010 Fig. 3: Alstom’s Pendolino ETR 610 for the SBB (left)

Fig. 4: Bombardier’s mockup of the Zefiro 380 Fig. 5: Bombardier’s ALP-45DP (Photo: Jänsch)

Fig. 6: Siemens’ Vectron locomotives

market (Fig. 5), with a total of 46 of these so presented its Itino multiple unit, which 21.8-metre-long, 130-tonne locomotives features a C.L.E.A.N. (Catalyst Based Low destined for local public-transport operators Emission Application) propulsion system, a in New Jersey and Montreal. These electro- key element in the group’s ECO4 philosophy. diesels can reach 200 km/h when running under an overhead power supply. On non- Many companies announced the innova- electrified sections of the networks, they tions they were intending to present before Fig. 7: Siemens’ Velaro D (Deutsche Bahn’s can still manage 160 km/h with their two even going to the trade fair, and these in- class 407) and ladies renowned for speed too Caterpillar diesel engines. Bombardier al- cluded Siemens. Siemens did, however,

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Fig. 8: Voith’s Gravita 15 BB (Photo: Jänsch) Fig. 9: Vossloh’s G6

manage to keep one big closely-guarded presented engines that have already been NSB, Norway. Its mechanical and electronic surprise for InnoTrans itself, namely the die- certified for the strict EU III B emission parts and also its end bodywork had been sel version of the Vectron locomotive family provisions to be applicable as of 2012. especially designed to cope with the winter (Fig. 6). Siemens exhibited a total of four Its class-1600 engine has been developed conditions prevailing in that country. different variants at InnoTrans. Despite this for both locomotives and multiple units, undoubted success in the locomotive seg- whereas a new class-4000 generation is Kockums of Sweden has developed a new ment, the main focus of interest at Siemens intended just for locomotives, while it offers piggyback wagon with eight wheels and a was bound to be the new Velaro D, of which its underfloor power-pack drives especially tare of 24 tonnes. This has been given the one end car and two intermediate cars were for multiple units. MTU is also particularly nickname “Megaswing” on account of the on display. This high-speed multi-system proud of a diesel-driven hybrid power pack fact that its cargo-carrying surfaces can be multiple unit has been ordered by Deutsche for short-distance multiple units, which con- swivelled outwards hydraulically. This creates Bahn, where it is to be known as Class 407. forms to EU III B. It is able to recuperate a situation in which the whole train can be It represents a further development of the braking energy and to use it in stop-and-go loaded and unloaded quickly. A power supply ICE3, which has already been running for a operations (Fig. 10). of 400 V/50 Hz must be available in the ter- number of years, and has been earmarked minal for operating the hydraulic pump. for international services (Fig. 7). Already on a previous occasion, Stadler’s double-deck S-Bahn train for Zurich had GE Transportation (USA) exhibited the Class been one of the most striking vehicles in 70 for Freightliner in the United Kingdom. the outdoor part of the trade fair (Fig. 11). 3 Vehicle components This is the latest version of the diesel-elec- The Swiss Federal Railways (SBB) have now tric locomotives supplied under the general ordered fifty of these in the six-car version. Greater efficiency in operating rail vehicles name of Power Haul. They are driven by a Another newcomer was the “Flirt” for the is promised by the numerous compact de- 16-cylinder engine rated at 3700 HP (about 2750 kW).

There was no shortage of new products from Voith Turbo. The 1500-kW Gravita 15 BB was one of the items in the outdoor ex- hibition area; this is now the second loco- motive belonging to the Gravita family with central cabs (Fig. 8). It features a start/ We wish all our readers, stop function for reducing fuel consumption when idling. It also possesses two speed authors and advertisers governors which assist the driver in driv- ing economically. The first Voith Maxima to a very merry pre-Christmas time, have been assembled under licence in the Czech Republic was also on display. happy season‘s greeting and all the best for a healthy Vossloh’s biggest attraction was the new family of locomotives with central driver’s and prosperous year 2011. cabs. It had taken no fewer than three of these along to Berlin. It exhibited the small G 6 as delivered to its first customer, VPS (Fig. 9). Of the eight-wheeled locomotives, Editors and Publishing house it exhibited both the G 12 and the DE 18 as well as both power classes (1200 and 1800 kW) and the two transmission vari- ants (diesel-hydraulic and diesel-electric).

MTU Friedrichshafen (a Tognum company)

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Fig. 10: MTU’s Powerpack Fig. 11: In the upper level of Stadler’s S-Bahn train set for Zurich

For the first time, Knorr-Bremse’s subsidi- link. A Nuremberg-based registered asso- ary, IFE, displayed its “E3” pressure-sealed ciation known as CNA (Cluster Neuer Adler door system for high-speed trains. The wide e. V.) awards a prize for innovation in “intel- door opening makes it easier for passen- ligence for transport and logistics”, which gers to board and alight. Additional safety this year went to the product development is provided by a sensor system for detect- just described. ing objects trapped in the door. A further novelty is the intelligent retracting step. This is equipped with an ultrasonic detec- 4 Electronics tor which measures how far the platform is away from the train and thereby determines Numerous innovations were presented at how far the step can be driven out before InnoTrans by ABB Railway of Berlin, includ- even starting to move it. ing the Bordline CC1500 compact power converter, asynchronous traction motors, The Schaeffler Group is making a name for switchgear modules for railway power-sup- itself with intelligent wheel-set bearings. ply systems, a compact traction transformer Its “Train Support System” is based on an for the new Velaro D high-speed train from Fig. 12: New switches from Schaltbau integrated generator-sensor bearing (GSB). Siemens and a cadmium-free fast-acting DC This generates electrical energy from the circuit-breaker for metros and trams. rotation of the wheel set using a permanent magnet positioned in the axle. A separate, Schaltbau GmbH adopted the motto of “On vices from Knorr-Bremse. In trams, the autonomous source of energy is thus avail- track with global expertise” for presenting compact HGK hydro device with a brushless able. The energy is stored and can be used the new generation of power controllers DC motor brings about a reduction in life- for functions such as the automatic open- and toggle switches for driver’s consoles cycle costs. The elastically mounted HSE1A ing of doors or for detecting switches and (Fig. 12). Thanks to their coloured illumina- active brake calliper compensates for the sensors. For the purpose of its Train Sup- tion and up to eight two-way contacts, they relative movements between the brake disc port System, the Schaeffler Group has now can be used flexibly for all sorts of demand- and the calliper mounting. Knorr-Bremse added intelligent electronics to its GSB and ing functions. also presented its EP2002 Cube brake- linked it in with a higher-level information- control system for metro trains and mul- management system. The on-board unit The telematics division of the Swiss Ruf tiple units. This mechatronic system now is capable of registering the state of the group presented new components for the also integrates the additional pneumatic bearing, the wheel set and the rail and of delivery of acoustic information to passen- functions of the parking brake and the air passing this data on to a higher-order com- gers. Its distributed audio hub, known for suspension. mand and control system via a satellite short as “VisiWeb DEA”, is an audio router which transmits and receives digital audio signals and supports connections with nu- merous input and output devices. Typical ap- plications are the linking in of microphones, handsets and loudspeakers with the system as a whole. The audio hub can be individu- ally addressed, so that selective announce- ments are possible. There is no problem in connecting VisiWeb DEA to UIC cables.

Moxa of Taiwan displayed industrial-grade Ethernet switches, wireless products and IP cameras for industrial communication and surveillance tasks and also for use in railway vehicles – all of them in conformity with EN 50155. Its ToughNet series offers Fig. 13: Folded-over point sleepers from an extensive selection of products for build- Rail.One ing up an Ethernet backbone in networks on trains.

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Fig. 14: Robel’s new rail-head grinding machine Fig. 15: H.F.Wiebe creating a fine head of steam with “Emma” (Photo: Jänsch)

A company called Rittal manufactures indi- We finish with a glimpse at tradition and for rail-based systems and its first-class vidual train-protection cabinets and hous- progress combined: service-focused cooperation. That, how- ings. These were on display in the outdoor ever, did not prevent H.F. Wiebe from us- exhibition area, installed, for instance, in The well-known permanent-way engineering ing the space assigned to it in the outdoor Siemens’ Vectron and Alstom’s Prima II lo- company of H.F. Wiebe GmbH & Co. KG re- exhibition to build up an impressive head comotives. Rittal also supplies a fuel-cell ceived an award as an excellent supplier in of steam with the 0-4-0 tank engine “Em- system, called RiCell Flex, which can be the “technical components” category from ma” originally built in 1925 by Hanomag in used as an emergency power backup and Deutsche Bahn at InnoTrans 2010 on ac- Hannover-Linden – a “blast from the past” is suitable for railway signalling and safe- count of its outstanding all-in offers for the to the delight of its customers and all In- ty equipment. This system has a modular construction of infrastructure installations noTrans visitors (Fig. 15). structure and can be scaled flexibly be- tween 2.5 and 50 kW.

5 Permanent-way technology  
ThyssenKrupp GfT Gleistechnik GmbH presented a further-developed “Y” steel  
 sleeper for axle loads of up to 41 tonnes. Thyssen-Krupp sees major potential for this item especially on the American continent, in Australia and in Africa. It also showed a 

design idea for an unconventional type of slab track. This has prefabricated longitudi- 
  nal concrete beams under the rails. These beams rest on transverse blocks that dissi- pate the loads acting on them to deeper lay- ers in the ground through bored or injected piles.

Rail.One has been working with DB Netz’s 3WISS QUALITY FOR GLOBAL WHEEL  RAIL MANAGEMENT permanent-way materials works in Witten, Germany, to develop a divided concrete 
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RTR 4/2010 47

443_47_Mueller_Jaensch_InnoTrans.indd3_47_Mueller_Jaensch_InnoTrans.indd 4747 111.11.101.11.10 13:4013:40 „ Briefly from Around the World

„ Mercedes-Benz Special Trucks „ TOR Control Unimog U 400 shunting vehicle for DB Regio Solution for the application of mobile railhead lubrication

Igralub and Railtec Systems from Headlub, a special developed lubri- Switzerland, bring a new develop- cant from Igralub, is used on the rail- ment onto the market with the name head as a friction modifier so there of TOR Control. Unlike the earlier, is no effect on the braking distance. simple systems for the detection Headlub is biologically degradable of curves TOR Control is a compu- and water-repellent. The amount ter that receives signals from GPS sprayed in each case amounts to an and other sources, and controls and average of 0.25 cm3, corresponding triggers the spray commands on the to a theoretical film thickness of basis of predefined criteria. This 0.083 μm. new system guarantees a predeter- Igralub offers all necessary sys- mined and precise use. Operational- tem components as a Total Service ly relevant inputs are also registered, Provider. Customer specific project and can be redefined in a manner development, commissioning and specific to the project. maintenance control are therefore The TOR Control detects the precise all available from a single source. application locations. This takes This service makes it possible for place in both the open air and in tun- larger metro and tram operators, as nels. The definitions of the precise well as railway operators, to introduce Dirk Lehmbeck (left), director of product management at Mercedes- Benz Special Trucks, photographed handing a Unimog U 400 for use spraying locations and their length a comprehensive railhead and wheel on roads and rails to Kay Euler, director of production at DB Regio. The are achieved from a mapping that flange lubrication. Igralub offers a ceremony took place on 23 September at InnoTrans 2010 in Berlin is directly created during a teach-in simple test unit as a startup project. run using a laptop in the vehicle. The Upon the presentation of TOR Con- setting of the spray command takes trol at the InnoTrans 2010 Igralub It was at InnoTrans 2010 in Ber- is lowered hydraulically into its work- place using a simple software that has received an immense inter- lin that Dirk Lehmbeck, director of ing position whenever required, and is a component part of the supplied est for it. There are already major product management at Mercedes- the Unimog needs a level stretch of operational software. The exact posi- projects in progress in Europe, Asia Benz Special Trucks, handed a Uni- only five metres or so to be able to tions will be entered into the route and North America, such as those mog for use on both roads and rail- leave the railway track (which is a plan by simply setting the start and in Brussels, Toronto, and different way tracks to Kay Euler, director of simple manoeuvre) and to continue end points. Modifications or the ad- places in Switzerland and Germany. production at DB Regio. The U 400, by road to its next place of deploy- dition of new spray locations are pos- (uh) www.igralub.ch which is fitted out with railway ment. sible at any time and can be carried www.igralub.de equipment from Zwiehoff/Zagro, Other features that predestine the out by the operator himself. www.top-of-rail.com is going to be used by DB Regio in Unimog for running on rails are North Rhine-Westphalia at its de- its permanent all-wheel drive with pot in Aachen, for the purposes of an inter-axle lock as well as sepa- „ INA shunting, train formation and train rate differential locks for its front preparation as well as for towing and rear axles, a torque-converter Needle bearings for the Shinkansen trains through the washing unit. The clutch for jolt-free starting and for rail/road Unimog is an ecologically managing heavy trailing loads as The management of the Schaef- of the new Shinkansen E5. The new reasonable and economic alterna- well as a gearbox with eight for- fler Group’s industrial sector has class of Shinkansen is going to tive to a shunting locomotive on ward and eight reversing gears, succeeded for the first time in ob- be operating on the line between account of its low fuel consumption enabling it to run at up to 50 km/h taining a foothold in the Japanese Tokyo and Shin Aomori starting (of only roughly 5.5 litres of die- in both directions on rails – all of high-speed train with a series of in December 2010. Increasing sel per hour of work). The Unimog which are parts of its standard components for the braking system the maximum speed on this line is powered by an environmentally equipment. from 275 km/h to 320 km/h has friendly Euro-5 engine, includes SCR The Zwiehoff/Zagro railway equip- made it necessary to install a new equipment and carries a green disc ment installed on the vehicle for DB powerful braking system, which has showing that it is in the best fine- Regio is comprised, inter alia, of a been developed by Knorr-Bremse. dust category, which means it is braking unit for railway wagons for The callipers for the system’s axle- already equipped to be allowed to 52 axles (800 tonnes), lifting and mounted brakes are equipped with operate in the zone with the strict- swivelling coupling rods at both INA-brand needle bearings, drawn- est environmental constraints in the ends and a wireless remote con- cup needle bearings, internal rings, Aachen city centre. trol for professional shunting in a axial support washers and rotating One of the essential system ad- driver-only operation. The Unimog is washers as well as axial needle roll- vantages for using the Unimog as also authorised to run on the tracks ers and cages. a rail/road vehicle is inbuilt in its managed by DB Infrastructure and, The drawn-cup needle bearings compact axle dimensions. The Uni- for this purpose, it is equipped with have a layer of Corrotect® N to pro- mog U 400 is equipped with special railway-type head and tail lights, tect them against corrosion. Cor- wheel rims and tyres and can thus digital two-way radio and an auto- rotect® N is an extremely thin chro- be driven along rails using its own matic vigilance device. A speed The callipers for the axle- mium-VI-free surface coating, which road wheels, there being no need governor especially developed for mounted brakes in the braking has been developed by the Schaef- for it to have a separate transmis- DB Regio enables it to tow railway system for the new Shinkansen fler Group and provides protection sion system for its railway applica- vehicles at a constant speed of E5 are equipped with INA-brand against corrosion and, in particular, tion. Thanks to the high friction roughly 1 km/h. This helps produce needle bearings, drawn-cup protects the running surfaces of needle bearings, internal rings, value between rubber and steel, the optimum cleaning results when it is axial support and rotating seals against subsurface rusting, Unimog is able to move very heavy used for towing trains through wash- washers and axle needle rollers which may be caused by condensa- trailing loads along the rails. It has ing units. (uh) and cages tion, rainwater or waste water. (uh) a dependable rail-guidance unit that www.mercedes-benz.com www.schaeffler.com

48 RTR 4/2010

448_49_Kurzberichte.indd8_49_Kurzberichte.indd 4848 111.11.101.11.10 10:1810:18 Briefly from Around the World „

„ Plasser & Theurer „ Merkel Freudenberg Fluidtechnic MFS material transport and silo wagons – an Largest-ever Freudenberg seal helps drive the optimum solution for the transport of material world’s longest tunnel

The final breakthrough was achieved on schedule on 15 Octo- ber 2010 in the eastern tube of the 57-kilometre-long “NEAT” railway tunnel on the Gotthard axis. The Herrenknecht tunnel boring ma- MFS system chines (TBMs) that have been used on the KiwiRail for this important tunnel project are railway line equipped with large seals from Mer- kel Freudenberg Fluidtechnic, a sub- Tunnel boring machine at work sidiary of Freudenberg Dichtungs- & The versatility of the MFS system construction sites quickly and flex- Schwingungstechnik. was very eloquently illustrated re- ibly. Plasser & Theurer’s programme Once completed, the new Gotthard rock, sand and water. At the same cently on the KiwiRail railway line includes wagons known as “MFS” Base Tunnel is going to be the long- time, the seals prevent the loss of through the Manawatu Gorge on for the transport and storage of ma- est in the world. The TBMs started transmission lubricant. Merkel Freu- the North Island of New Zealand. terial. their regular tunnelling work in denberg Fluidtechnic has developed A landslide had buried the track The MFS units are based on stand- 2003. Such demanding tunnelling special seals for this purpose. The over a length of 60 metres with ap- ard railway wagons. They have been projects need machines with ma- company has now accumulated proximately 10 000 m3 of rubble. equipped with a continuous convey- ture engineering. The most impor- many decades of experience in pro- The only available means for trans- or belt in the floor of their storage tant requirement is reliability, given viding seals to protect these impor- porting the rubble out of the gorge zones or silos. With this, it is possi- the tough completion schedule and tant parts of TBMs. was a train comprised of six MFS ble either to fill up the silos continu- the extremely high costs that would Extremely high loads act on these 40-6 units with a total capacity of ously or to transport the material be incurred in the event of a stand- seals. In addition to resisting the 240 m3. through to other units. still. The Herrenknecht TBMs have pressure of large quantities of dirt, Very considerable quantities of tail- At the front end of each MFS unit built up a reputation for themselves they need to be designed in such ings arise when work is performed there is a transfer conveyor belt, throughout the world precisely on ac- a way as to withstand the constant on railway tracks, such as cleaning which can be built to swivel later- count of their impressive reliability. rotation of machine operations, the ballast and improving the sub- ally through up to 45° to either the A crucial role in this is played by the which may sometimes last several structure. In the past, it used to left or right. Depending on its swivel reliable seals from Merkel Freuden- years, as well as the high pressure be the custom simply to dump the position, this conveyor belt can then berg Fluidtechnic. The heart of large due to tailings and vibrations. The debris beside the railway line, but be used either to transfer the ma- machines of this nature is, after all, rotary shaft seals developed by today the excavated material has to terial to the next MFS unit (straight their main bearing. The main bear- Merkel Freudenberg Fluidtechnic be transported away and unloaded position) or to unload it on one side ing is a multi-row roller bearing with for TBMs have been designed to at a suitable location. There are at a suitable location (fully swivelled a diameter of up to six metres and a withstand these tough continuous various situations in which there is position). All the conveyor belts are mass of up to twenty tonnes, which loads thanks to their profiles, the clearly no alternative to removing driven hydraulically with energy sup- takes the force of the rotary cutting materials selected for them and waste material by rail, such as in or plied from a diesel engine. wheel and supports it against the the manufacturing methods. What near stations, or in tunnels or cut- The MFS units are suitable for all enormous forward thrust and the makes them unique is the high re- tings. That is, however, only half the kinds of bulk material and can be extremely high torques. The main liability they have already demon- story, since it is equally necessary coupled together to form material bearings have special rotary shaft strated in hundreds of tunnelling to find means of bringing new ma- trains of any desired length. (uh) seals that protect them from the projects. (uh) terials, such as fresh ballast, into www.plassertheurer.at penetration of tailings containing www.freudenberg-ds.com Wear free throughout the curves! The proven REBS Wheel Flange Lubrication System has for over 25 years provided the optimum solution for all types of rail vehicles, combining economical operation with the elimination of wear and noise. Once installed, it dramatically increases the lifetime of wheels and rails, resulting in a significant reduction of maintanance and operating costs!

REBS Zentralschmiertechnik GmbH Duisburger Straße 115 • D-40885 Ratingen Telephon +49 (0) 2102 9306-0 • Telefax +49 (0) 2102 9306-40 Internet www.rebs.de • E-Mail [email protected]

RTR 4/2010 49

448_49_Kurzberichte.indd8_49_Kurzberichte.indd 4949 111.11.101.11.10 10:1810:18 European Rail Technology Review

Revue Technique Przeglad Ferroviaire Techniczno-Kolejowy Revista Técnica RRTRTR de los Ferrocarriles Rassegna Ferroviaria EUROPEAN RAIL TECHNOLOGY REVIEW Spoorwegtechnische Revue

European Rail Technology Review (RTR) o. Univ.-Prof. Dr.-Ing. Klaus Riessberger, Advertising Representatives: President UEEIV, Graz Austria is published quarterly in February, Switzerland/Italy: May, September and November 2010 Dr.-Ing. Norbert Schiedeck, Vossloh AG, Werdohl Joern F. Sens, Siemens AG, Erlangen Edirep AG/Vittorio Tottoli Publishers: Prof. Dr.-Ing. Thomas Siefer, TU Brunswick Postfach 458, CH-8802 Kilchberg/ZH Tel.: +41 433-110830, Fax: +41 433-110831 Dipl.-Betrw. Michael P. Clausecker, Director General Dr. mont. Georg-Michael Vavrovsky, UNIFE (Union des Industries Ferroviaires Européennes), ÖBB Infrastruktur AG, Vienna Subscription and distribution: Brussels Prof. Dr. Ulrich Weidmann, Swiss Federal Riccardo di Stefano Institute of Technology (ETH), Zurich Gerald Hörster, President of the German Federal Tel.: +49 40 23714-101 Railway Authority (EBA), Bonn Ing. Rainer Wenty, Plasser & Theurer, Vienna [email protected] Dr. Volker Kefer, Member of the DB AG Board of Dipl.-Ing. Ulrich Wiescholek, Eisenbahn-CERT Management for Technology, Integrated Systems Rails (EBC), Bonn Reader and subscriber service: and Services, Frankfurt on the Main Dr. Dieter Wilhelm, Knorr-Bremse AG, Munich Tel: +49 40 23714-260, Fax: +49 40 23714-243 Dr.-Ing. Dieter Klumpp, Member of the Board Association of Railway Industries in Germany Subscription rates: (VDB), Berlin Germany: € 60,– p & p included, plus VAT; Prof. Dr.-Ing. Adolf Müller-Hellmann, Manager of the Publishing House: Europe: € 60, – plus EUR 4,50 p & p; Förderkreis (promotion society) of the VDV, Cologne DVV Media Group GmbH | Eurailpress World: € 60,– plus EUR 8,50 p & p. Prof. Dr.-Ing. habil. Jürgen Siegmann, Technical Nordkanalstrasse 36, D-20097 Hamburg Single copy price: EUR 20,– (VAT included). University, TU Berlin P.O. Box 101609, D-20010 Hamburg Subscription terms: the minimum subscription pe- Editor-in-Chief: Telephone: +49 40 23714- 03 Telefax: +49 40 23714- 259 riod is one year. Subscriptions may be terminated Dr.-Ing. Eberhard Jänsch www.eurailpress.de | www.dvvmedia.com at the end of any subscription period by giving six Frankfurter Strasse 36, D-61137 Schöneck weeks‘ notice. The publishers accept no liability if it Tel.: +49 6187 4523, [email protected] Managing Board: is impossible to publish the magazine on account of force majeur or any other cause beyond their control. Advisory Board: Dr. Dieter Flechsenberger (CEO DVV Media Group) Copyright: the magazine and all the individual arti- Dr. Raimund Abele, GHH-Valdunes, Oberhausen Detlev K. Suchanek cles and illustrations contained in it are protected Dr. Klaus Baur, Bombardier Transportation GmbH, (Publishing director Eurailpress) by copyright. Berlin It is not permitted to reproduce or distribute any Dipl.-Ing. Martin Bay, DB International GmbH, Berlin Tel: +49 40 23714 228 Email: [email protected] part of this magazine without the publishers‘ prior Dipl.-Ing. Michael Daum, Stadler Rail AG, Berlin written permission. This prohibition extends, in par- Prof. Dr.-Ing. Torsten Dellmann, RWTH Aachen Editorial Department: ticular, to any form of commercial copying, inclusion Dr.-Ing. Gunther Ellwanger, Hinterzarten Dipl.-Vw. Ursula Hahn (Coordination editor) in electronic databases or distribution in any elec- Prof. Dr.-Ing. Wolfgang Fengler, Dresden University Tel.: +49 6203 6619620 tronic format, such as CD-ROMs or DVDs. of Technology [email protected] Print: Dr. Gerd Fregien, DB AG, Frankfurt on the Main Dipl.-Ing. Christoph Müller (Technical editor) Dipl.-Math. Michael Kant, Thales Rail Signalling [email protected] Druckerei Knipping, Düsseldorf, Germany Solutions GmbH, Stuttgart Claudia Vespermann (Assistant) Prof. Dr.-Ing. Ulrich Kleemann, Faiveley Transport [email protected] Member: GmbH, Witten Technical translator: Dr.-Ing. Günter Köhler, Bochumer Verein Verkehrstechnik GmbH, Bochum Mike Evans, CH-7302 Landquart, [email protected] Deutsche Audited Dr. Rolf-Dieter Krächter, Pintsch Bamag GmbH, Dins- The publishers decline all liability whatsoever for un- Fachpresse Circulation laken solicited manuscripts, illustrations or other material. European Rail Technology Review Dr. Martin Lange, Alstom Transport, Berlin Advertising Department: was etablished in 1960 and is Maria Leenen, SCI Verkehr, Hamburg and Cologne Silke Härtel (Advertising director) published in 2010 as Volume 50. Dr. Manfred Lerch, Balfour Beatty Rail, Munich ISSN 1869-7801 Prof. Dr. D. Andrés López Pita, Universidad Tel.: +49 40 23714-227, Politécnica de Catalunya, Barcelona [email protected] Internet: www.eurailpress.de/rtr Silvia Sander (Advertising sales) Univ.-Prof. Dr.-Ing. Ullrich Martin, University of Stuttgart RTR is a publication of Dipl.-Ing. Joachim Mayer, Deutsche Bahn AG, Tel.: +49 40 23714-171, DB Systemtechnik, Munich [email protected] Prof. Dr.-Ing. Peter Mnich, Institute of Railway Andre Gierke (Advertising sales) DVV Media Group Technology (IFB), TU Berlin Tel.: +49 40 23714-245, | Prof. Dr. techn. Norbert Ostermann, [email protected] Vienna University of Technology Cornelia Bär (Advertising service) Prof. Dr.-Ing. Jörn Pachl, TU Brunswick Tel.: +49 40 23714-120, Prof. Dr. Ronald Pörner, Association of [email protected] Railway Industries in Germany (VDB), Berlin Rate card No. 46, effective 1 January 2010. ADVERTISER´S INDEX Barix AG, Zürich, Switzerland 41 BASF Construction Chemicals Europe AG, Zürich, Switzerland 13 Eurailpress I DVV Media Group GmbH, Hamburg, Germany 15, 19, 26, 30, 34, 39, 45 Europoint b.v., Utrecht, Netherlands 37 GTC Nord GmbH & Co. KG, Hannover, Germany OBC Igralub AG, Zürich, Switzerland 47 MAN Nutzfahrzeuge AG, Nuremberg, Germany IFC Messe Berlin GmbH, Berlin, Germany 5 Nencki AG, Langenthal, Switzerland 33 Rebs Zentralschmiertechnik GmbH, Ratingen, Germany 49 Plasser & Theurer GmbH, Vienna, Austria IBC Siemens AG, Erlangen, Germany FC

50 RTR 4/2010

550_Impressum_RTR4.indd0_Impressum_RTR4.indd 5050 111.11.101.11.10 10:4810:48 HIGH-CAPACITY I PRECISION I RELIABILITY

The Concept for Ballast Management.

The BDS 2000 ballast distribution system made by Plasser & Theurer consists of two independently powered machine sections: the ballast storage/distribution unit and the ballast pick-up unit. This concept enables cost-saving management of ballast by collecting quantities of ballast lying in the track and re-distributing them. Besides the advantage of saving ballast, the outstanding features are the capability to operate in very short track possessions and the high output achieved by two pick-up brushes.

Plasser & Theurer I Export von Bahnbaumaschinen Gesellschaft m.b.H. I A-1010 Wien I Johannesgasse 3 I Tel. (+43) 1 515 72 - 0 I [email protected] Plasser & Theurer and Plasser are internationally registered trademarks

tz_Plasser_RTR_4-10_Print.inddUU3_Plasser_Theurer3_Plasser_Theurer Anzeige.inddAnzeige.ind d 1 1 10.11.1010.11.10 15:1715:3015:30 HANNOVER_HAMBURG_BREMEN_DÜSSELDORF_FRANKFURT BERLIN_LEIPZIG_STUTTGART_MÜNCHEN_WELTWEIT

www.one-more-ground.de STRATUM CHANGE

Cone penetration technique

GTC Nord Cone penetration Consulting Cone penetration test according to DIN EN ISO 22476-1 using electronic logging of peak resistance and local Engineers & Geologists sleeve friction. This process is an economical, valuable and above all reliable surveying method for investigation of soil structure and its physical properties. Our german locations

GTC Nord Equipment Construction year 2009 Hamburg_Glockengießerwall 17 Berlin_Wittestraße 30 K - 200 kN Logging trucks (MAN-Truck) T +49 [0] 40. 33 31 31 11 T +49 [0] 30. 43 57 25 42 - 150 kN Mobile penetrometer, with Powerpack and control unit Bremen_Schlachte 12 –13 Leipzig_Friedrich-List-Platz 1 - 120 kN/200 kN Depth-gauging crawler T +49 [0] 421. 3 67 71 12 T +49 [0] 341. 9 94 03 35 - Tri-axial seismic "add-on" system (determination of dynamic soil parameters) Düsseldorf_Münsterstraße 248 Stuttgart_Liebknechtstraße 33 - "Shark" (Submersible heave-free aquatic riser kit), T +49 [0] 211. 61 66 34 67 T +49 [0] 711. 78 11 97 10 offshore area - Software package CPTest and CPTask Frankfurt_Mainzer Landstr. 27 – 31 München_Dachauer Str. 37 - Core drill KB 200 T +49 [0] 69. 2 74 01 54 26 T +49 [0] 89. 54 55 81 60

GTC-Nord cones - Subtraction cone - Compression cone Your link to success - Sensitive compression cone GTC Ground-Testing-Consulting Nord GmbH & Co. KG - Temperature cone One more ground - Soil Sampling device T +49 [0] 511. 6 06 40 57-0 _ F +49 [0] 511. 6 06 40 57-9 Rehagen 42 _ 30165 Hannover [email protected] _ www.gtc-nord.de

UU4_GTC.indd4_GTC.indd 4 008.11.108.11.10 09:4409:44