The 4th Rail-way PackageMichael Cramer President ofthe Transportand Tourism

Commission (TRAN) postulates venturinga look across national borders.

Fire doorsystems

Modern safetyand fire protection technologiesfor European

high-speed and intercity trains developed by PMC Polarteknik.

Diesel onelectrified linesSuccessful prototype test rides with ahybrid propulsion system from MTU

prove market maturity of this future-oriented project.

3 5 11

Cutting costs All across Europe railway networks are heavily loaded and ever greater demands are placed on performance and materials. Leading-edge concepts help reduce costs and increase productivity.

B2B-Magazine for the Railway IndustryInternationale Fachmesse

23.–26.09.2014für Verkehrstechnik

Berlin, 20 – 23 September 2016

No. 1 20th annual set February 2016B2B-Magazine for the Railway Industry

Report2016InnoTransTheme in Focus

Railway Infrastructure

pages 6 – 7

the North – South axis which comes up against a natural limit: the Alps. Switzerland and Austria have long since recognised their functions and responsibilities as transit countries and meet them with superlatives. For some time already they have been aware that rail needs special fund-ing: both countries invest more into the rail infrastructure than in roads, a trend that Germany has apparently no wish to follow. According to esti-mates of Allianz pro Schiene and the consultancy company SCI Verkehr, only Spain has invested less funds per capita into the rail infrastructure than Germany. Switzerland is at the forefront with 351 Euro per capita, followed by Austria with 210 Euro per citizen. Developing the network is also booming in other European countries. Sweden (163 Euro), The Netherlands (142 Euro), Great Brit-ain (110 Euro) and Italy (82 Euro) in-vest more than Germany with only 49 Euro per citizen, even though a huge amount is invested in the new high speed routes mentioned above.

Unfortunately, for years, Germany has been investing more funds into road construction than into rail in-frastructure, criticises Dirk Flege, Executive Director of Pro-Rail Alli-ance (Allianz pro Schiene): “As tran-sit countries, Switzerland and Austria

Our world becomes increasingly mobile. We can feel it in all spheres of life, but particularly on rails. The number of passengers travelling by rail is constantly growing and it is evident that the capacity of many freight transport routes is stretched to the limits or has even long been partially exceeded. Two outstanding projects, the German Unity Transport Projects (Verkehrsprojekte Deutsche Einheit) and the Gotthard Base Tunnel, are about to be completed after many years of planning and construction, and the next North-South mega construction site has just started on the Brenner Pass.

In Germany, high speed has been in the primary focus of many devel-opments for the last 30 years. Barely 25 years ago, the first ICE trains be-gan to operate in Germany on partial routes at first, but at higher speeds than any other train before. The Ger-man Unity Transport Projects started in 1991, and the Federal Government has provided 20 bn Euro for nine rail projects among others, so as to improve the infrastructure between East and West after the fall of the Ber-lin wall. With the release of the 123 km long Erfurt-Leipzig/Halle line as part of the German Unity Transport Project No. 8, a long-term project entered its final straight in December

2015. The expansion and new con-struction of the double track route between Nuremberg-Erfurt-Leipzig, as well as Halle-Berlin was Germa-ny’s biggest rail construction site and at the same time it ranks as the most innovative route in the German rail network.

The uniform European Train Con-trol System ERTMS/ETCS Level 2 that operates without lineside signals is introduced here for the first time. Dr. Rüdiger Grube, CEO and Chair-man of the Management Board of Deutsche Bahn AG praised the new route as a next milestone towards the completion of the Berlin-Munich high-speed connection. By complet-ing the last new construction section in 2017, travel times from Berlin to Munich will be cut to less than four hours. The 500 km long Berlin, Halle/Leipzig, Erfurt and Nuremberg line alone will by then have swallowed more than ten billion Euro.

Switzerland and Austria invest in rail

But by no means is Germany the only country where experts are trying to keep abreast with the technical de-velopment and the increasing num-ber of passenger and freight traffic. It is most of all the transit traffic along

Shorter journey times,increased capacities

very purposefully prepare their rail network so as to shift transport from road to rail, while Germany seems to forfeit its future chances of bringing a big part of the transit traffic to rail.” The Executive Director of Pro-Rail Alliance thus calls for a rapid addi-tional increase in Federal funding for the German rail network. According to him, the estimated amount needed in absolute numbers would be 6.5 bn Euro per year. “This means 80 Euro per capita” – says Flege.

Removing bottlenecks in North-South rail transit

The outstanding infrastructure projects of the alpine countries make headlines. A true milestone will be set with European support at the end of this year by opening the Gotthard Base Tunnel in Switzerland for traffic (see also page 9). This project scores new dimensions in several respects. The Gotthard Base Tunnel consists of two 57 km long single track tunnels, which are linked by crossways every 325 metres. If all connecting tunnels, access adits and shafts are added, the entire tunnel system will be 152 km long. It connects the North portal in Erstfeld with the South portal in Bodio. CoNtINued oN pAge 2

Bridge construction at the Oelzetal bridge construction site in Thuringia in the framework of the German Unity Transport Project VDE 8. Photo: Deutsche Bahn AG

Co M M e N tA R y

After decades of stagnation, the German Federal Government will finally invest more funds in the transport infrastructure. Rail infra-structure investments in main-tenance, development and new construction will be increased from 4.6 bn Euro in 2015 to 5.5 bn Euro by 2019. Until 2018, another 1 bn Euro will be added from the future investments program. Despite their increase, the funds must be used more efficiently. The German Transport Forum (Deutsches Verkehrsforum DVF) has been advocating stringent priorities to be applied to the funds, in order to use them where they can produce the best benefit for the entire network. This also applies to rail: the Federal Transport Infrastructure Plan should put more emphasis on the network concept 2030 of DB AG. This also means discipline in the political area by postponing projects of merely regional importance.Meanwhile, investments into digi-talisation have become equally important. In its “Intelligent Mobility Actions Plan” the DVF has recommended actions to implement the concepts of the intelligent mobility network. Its basis is the development of a consistent mobile broadband network along the main transport arteries such as the ICE routes. It also means constructing digital interlockings. Last but not least, investment into noise control is also concerned so as not to jeopardise the acceptance of rail traffic by local residents. The most effective solution in this respect is the noise reduction at its origin with its overall effect, not only where there are noise protection walls. Freight trains should there-fore be re-equipped with so-called whispering brakes – this needs an annual European funding in addition to the Federal Government’s support of 150 m Euro per year. The triad of investments into transport routes, digitalisation and noise control will provide a good future for rail transport.

Thomas Hailer,Managing Director,German Transport Forum.Photo: DVF

Rail infrastructure expansion and digital upgrade

Mega projects for efficient rail transport.

2 www.innotrans.com T R A D E F A I R T O P I C A L

The InnoTrans records the highest registration status since inception.

At the end of the registration period more than 100 percent of the exhibition area have been requested. “With the gratifyingly high demand the capacity

of our fairgrounds is by far exceeded. We are working hard to facilitate par-ticipation for all exhibitors but for the first time in the history of InnoTrans

A promising start tothe 2016 events year

we might not be able to consider all applications”, says Kerstin Schulz, the project manager of the world’s leading trade fair for transport technology.

opening ceremonyon 20 September 2016

As early as six months before the start of the exhibition, many top-class participants have already confirmed their participation in the opening ceremony of 20 September. The par-ticipants of the event are Violeta Bulc, European Commissioner for Transport, Alexander Dobrindt, German Federal Minister of Transport and Digital In-frastructure as well as Michael Müller, Governing Mayor of Berlin. More than thousand selected guests from politics, economy and science will attend the event. The railway equipment manufac-turers Alstom Transport S.A., Bombar-dier Transportation GmbH and Divi-sion Mobility of Siemens AG will send their top managers Henri Poupart-Lafarge, Laurent Troger and Dr. Jochen

Eickholt to Berlin. Further participants will be Dr. Rüdiger Grube, Chairman of the Board of Management of Deutsche Bahn AG, and Jürgen Fenske, President of the Association of German Trans-port Companies (VDV) as well as Yves Desjardins-Siciliano, President and CEO of the Canadian crown transport corporation VIA Rail Canada.

The continuously rising numbers of first time exhibitors as well as the high level of international participa-tion continue to be characteristic for the fair (more than 200 new exhibitors in 2016). More than half of the exhibi-tors come from foreign countries. This time there is a strong presence with a major focus on enterprises from Turkey, China and Taiwan. Countries like Armenia and Vietnam will be rep-resented for the first time this Septem-ber. The InnoTrans is considered by the sector to be the number one marketing platform for building and maintaining business relationships and for promot-ing products and services on the global market.

I M p R I N t publisher Messe Berlin GmbH MS Mobility & Services Messedamm 22, 14055 Berlin, GERMANy T +49 30 3038 2376 F +49 30 3038 2190 innotrans@messe-berlin.de www.innotrans.com

Concept , Advertising DVV Media Group / Eurailpress, Hamburg riccardo.distefano@dvvmedia.com

editors Messe Berlin GmbH, Berlin gaebel@messe-berlin.de in cooperation with Ulrich Vössing, Lüneburg redaktion@ulv-lueneburg.de

Layout and dtp GrafoService GmbH, Norderstedt info@grafoservice-gmbh.de

picture credits Messe Berlin GmbH plus photos from manufacturers named

print L.N. Schaffrath GmbH & Co. KG DruckMedien, Geldern

CoNtINued fRoM pAge 1 With an overlying rock of up to

2.300 m, the Gotthard Base Tunnel is also the most deeply set rail tun-nel in the world.

Considering that passenger and also freight transport will be bus-tling on the so-called Gotthard-axis between Basel and Lugano, the whole route had to be designed as a flat line. With minimal gradients – the highest point being at only 500 m above see level – and wide curves, high speed trains can run at up to 250 km/h on open routes, and, despite this, efficient freight transport can also be realised on the same route. When the entire, 10.5 bn Euro project will be fully constructed, including the 15.4 km long Ceneri Base Tunnel (comple-tion scheduled for 2019), it will be possible to travel within exactly 1.5 hours from Zurich to Ticino, and within 3 hours to Milan. Each day, considerably more than 200 trains will pass through the tunnel. A big part of them will be up to 750 m long freight trains with 3 minute headways, and transport capac-ity should increase from today’s 20 million to 50 million tons.

Scarcely 200 km further East, Austria, in cooperation with Italy, has begun to remove a further bot-tleneck of North-South rail transit. The Brenner Base Tunnel construc-tion started one year ago. With a final length of 64 km it will be the world‘s longest rail tunnel. The aim is to begin operations in 2026. The flat line concept is similar to that of the Gotthard Base Tunnel, and high speed trains with over 200 km/h as well as rapid freight trains with 120 km/h are to run through the tunnel.

InnoTrans Repor t : How do you rate RIA’s participation in

the last InnoTrans? Candfield: We have been attending InnoTrans since 1998 and each time it becomes big-ger and better. In 2014 we again had a great fair and our exhibitors reported good success in finding new custom-ers and partners. We never have a problem filling the GB pavilions that we organise and our long experi-ence with the show helps us prepare exhibitors to get the best advantage of the opportunities it presents. The fact that almost all exhibitors return for the next InnoTrans proves its value.

The last InnoTrans saw 36 enter- prises showcasing themselves

under the RIA roof. Do you already know how many members will par-ticipate this year? We already have

The Railway Industry Association (RIA) represents around 200 UK-basedmember companies, among them rolling stock manufacturers and maintenanceundertakings, infrastructure technology and civil engineering enterprises as well as suppliers of special services for the global railway sector. Selected members will again showcase themselves “under a single roof” at theupcoming InnoTrans. In an interview with InnoTrans Report, RIA‘s DirectorGeneral Jeremy Candfield reveals details of the planned participation.

“Bigger and better”

a waiting list for the space that we have available and we will as usual be bringing a mixture of experienced companies and new companies with innovative products. We will be fo-cussed on the segment Railway Technology in hall 2.2 and Railway Infrastructure in hall 26, but due to the high demand we will have a third pavilion this year in the CityCube.

What makes InnoTrans espe- cially attractive for associations?

InnoTrans is clearly the world-lead-ing event in the rail sector and offers a unique opportunity to make and meet contacts from all around the world. The extensive outdoor displays and conventions add further value, while the InnoTrans app and other IT services help us get the most out of the fair. The scale of the show means that we can demonstrate our compa-nies to a truly large audience, all at one event.

Which innovations will be shown under the RIA roof?

We try to make our pavilions better each year and we are working

inTerView wiTh …

JeRemyCandfIeldDirector General, Railway IndustryAssociation (RIA)

people and skills, which is very impor-tant right now as there are a series of major rail projects under way in Great Britain including major electrifica-tion and new high speed lines. Our other activities include supply chain improvements, promoting innova-tion and supporting exports, with InnoTrans being by far our largest event.

on the design now. Promoting in-novation is a key aim and there will be some interesting technologies on show, especially featuring remote con-dition monitoring and virtualisation.

What are the RIA objectives for 2016? We are heavily

involved in a major initiative to boost the supply sector, bringing in new

The stand appearance of the Railway Industry Association at InnoTrans 2014. Potos: riA

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Look across the outdoor area of InnoTrans. Photo: messe Berlin

3www.innotrans.com M A R K E T S A N D P E O P L E

Ewald Kaiser: “Our aim is to quickly and safely distribute the goods arrivingby rail all over Europe.”

DB Schenker now offers an even faster connection between China and the European land transport network. With immediate effect, the logistics service provider of Deutsche Bahn is offering a regular service from China to Europe, using its own containers in which less-than-container load quanti-ties can be distributed throughout Eu-rope via the DB Schenker general cargo and partial load network. Customers no longer have to fill an entire container but they can book transport for small-er consignments and partial loads. DB Schenker is using the regular rail connection from Wuhan to Duisburg

DB Schenker offers faster connection from China to the European land transport network

Ewald Kaiser, Member of the Board of Management of Schenker AG, responsible for Land Transport.

which takes approximately two weeks from terminal to terminal. Customers get a full door-to-door service from DB Schenker: collection and consolidation of the consignments in China, arrange-ment of rail transport from Wuhan to Duisburg and with subsequent ship-ment of the goods throughout the en-tire European area.

Ewald Kaiser, Member of the Board of Management, Schenker AG, respon-sible for Land Transport: “Our aim is to distribute the goods arriving in Europe through the Trans-Eurasian rail corri-dor quickly and safely all over Europe via a seamless connection to our logis-

With the ongoing reduction of available international train connections in 2015 by the European railways,combined with often unattractive ticket prices, train travel across Europe is not easy in our days. Those who opt for the most environmentally friendly means of transport still have to cope with difficulties when buying their ticket in the 21st century. All this is detrimental to success in international competition and it is no wonder that, among others, the German Deutsche Bahn complains about dragging business.

And the chaotic proliferation within ERTMS (European Rail Traffic Man-agement System) should be reduced by a prior endorsement of tender conditions by the ERA. All this will not only save money and time, but it will also make cross-border transport easier.

While this part of the package can be formally adopted in spring 2016, parallel to this an agreement should be reached with the “political pillar”. The focus is on discrimination-free access to the network and fair allo-cation of transport agreements. Of course, this end of the “nationalism on rail” is not undisputed, but I find that an agreement can be reached be-fore summer.

The agreement on the political pillar will pave the way for a more efficient and open railway sector. In any case, travellers throughout

Europe cannot and must not put up with this situation. Only with an attractive rail travel offering will it be possible to change mobility patterns, there is no other way to success. While the provision of affordable mobility and attractive jobs is important, it is above all our

vital challenge to stop climate change. Since 1990 the industry has reduced its greenhouse gas emissions by 39 percent and households have saved 18 percent, but in the same period the transport sector has increased its emissions by 22 percent.

Therefore, the EU has long been committed to a reform of the Europe-an railways. The current Fourth Rail-way Package is the latest action plan – and, as far as I am concerned, also the last one for the time being. Be-cause it is clear to all those involved that either we solve the evident prob-lems now and for good, or the oppor-tunity will be gone forever.

We were able to report a huge suc-cess in summer 2015: the Member States and the European Parliament have agreed on the so called “tech-nical pillar” of the Fourth Railway Package. According to the compro-mise, until 2020, authorisations and security certificates for cross-border transports will be issued by the Eu-ropean Railway Agency (ERA). In cases of purely national transport, applicants will have the choice be-tween national authorities and ERA.

Europe will only benefit from this if companies and policy makers widen their horizons at least in two respects. For one, Europe’s governments and railways have to think and operate beyond their national borders. If buying international tickets becomes unnecessarily complicated, connec-tions suddenly end at the frontier and passengers have to pay a dispro-portionately higher price for merely crossing the border, no one needs to wonder that travellers prefer low-cost flights or long-distance coach trans-port.

The necessary rethinking natu-rally has to go hand in hand with a change of direction of the invest-ments. As long as corporate groups and governments divert EU-funds to national prestige projects and ne-glect connecting railway networks for daily operation, the dream of a Euro-pean unification on rail will never come true.

Actually, the European railway network is a patchwork carpet, hav-ing holes exactly at the borders. That is why closing these holes – created during and after the war – would have

to get first priority. We have to put an end, once and for all, to the mistakes of the past, when EU-funds are used for national prestige projects!

Secondly, we have to enlarge our horizon and focus on intermodal competition. As long as EU-laws stip-ulate applying track access charges to 100 percent of the rail network while only 0.9 percent of the roads in the EU levy road tolls, modal shift will have a poor chance. And as long as the European airlines receive tax sub-sidies of more than 30 billion Euro per year – because, contrary to rail-ways, they do not have to pay kero-sene tax and are even exempt from VAT on international routes – a fair price competition is not possible.

Therefore, although I am convinced that the Fourth Railway Package should for the time being constitute the completion of the revision of our railway legislation, but it should under no circumstances mean the end of our efforts. After the internal reforms, the strategies of companies and policies should rather be redefined. That’s why the Fourth Railway Package is final chord and kick-off in one.

President of the Transport and Tourism Commission (TRAN): Michael Cramer.

Laurent Troger was appointed President of Bombardier Transportation in December 2015. He joined the company in 2004. In 2013 his area of responsibility

was extended to the rolling stock business of the United Kingdom, France and Benelux. In 2015 hewas successively appointed Chief Technology Officer and Chief Operating Officer, assuming the responsibility for operational performance as well as for the integration between the divisionand core functions.

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Bombardier transpor-tation: Laurent trogernew president

Fourth railway package:final chord and kick-off in one

GuesT ArTicLe

mIChaelCRameR President of the Transport andTourism Commission (TRAN)

… since 2004 member of the european Parliament (eP). After 10 years as transport policy speaker of the Green Party he was elected President of the Transport and Tourism commission (TrAn) in July 2014.

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A pessimist seesthe difficulty inevery opportunity.Winston Churchill

tics network, and consequently to offer customers an integrated holistic, door-to-door solution.”

DB Schenker has been operating container transports between China and Europe since 2011 for many cus-tomers from a wide range of industries, using regular block trains on differ-ent routes. Overland rail routes make sense for products to be transported faster than by sea and cheaper than by air freight. When the goods arrive in Duisburg, DB Schenker organises the further overland transport to every European country, providing a delivery chain from a single source.

Photo: BombardierTransportation

4 www.innotrans.com P U B L I C T R A N S P O R T

Center Communication Systems to extend Vienna tunnel radio system

Real-time mobility data as a basis forefficient operations management and optimumcustomer information.

Center Communication Sys-tems GmbH, a 100% subsidiary of STRABAG AG has been awarded the largest contract in its company history. The specialist for mission-critical communication systems and security solutions will mod-ernise and extend the tunnel trans-mitter system of the underground lines of Wiener Linien. The € 17.5 million contract involves a 78.5 km network with more than 100 metro stations.

Between August 2015 and July 2020 the transmitters for Wiener Linien will be extended and mod-

ernised and the technical conditions for a faster wireless network will be created. The company will also roll out a non-public Tetra radio network – the standard in digital communica-tion for emergency and rescue ser-vices – as well as a 2m fire brigade wireless system throughout the entire Vienna underground network.

Kapsch CarrierCom joins SHIft²RAIL initiativeThe Austrian railway telecommunication expert Kapsch CarrierCom announces its participation in the European rail joint technology initiative SHIFT²RAIL. Kapsch CarrierCom will contribute its expertiseto SHIFT²RAIL’s innovation program IP2which is focused on advanced traffic management & control systems. Within IP2, Kapsch will focus on the analysis, specification and implementation of a prototype for emergency call applica-tions for the railway communicationsystem of the future. The researchproject is supplemented by innovativeapproaches to minimise costs and to reduce the complexity of system testing and validation. “We join SHIFT²RAIL as an associated member after a strict se-lection process, and we will be the only GSM-R supplier within the initiative. We are convinced that our expertise and long-standing experience in the busi-ness will make an important contribu-tion to make ERTMS ready for thefuture”, states Thomas Schöpf, COO of Kapsch CarrierCom.

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Taking passenger information sys-tems as an example, considerations about current transportation con-tract requirements lead to the ques-tion: Who is actually benefiting from electronic passenger information that complies with specifications?In the opinion of the company INTERAUTOMATION Deutschland GmbH, a supplier of fully integrated solutions for automatic passenger

counting, travel time analysis, dy-namic passenger information and driver assistance systems, the answer is: actually nobody! Railway under-takings (RU) themselves are those who may benefit at the best from “screens in vehicles” as a medium. They can use the time gaps between the classic display of the route map, next stop and connections to show publicity and other contents. With

Passenger information displayedin real-time on mobile phones

the wide use of smartphones, tablets and the mobile inter-net, there is a limited benefit for passengers. They can in-dividually display the mostly visualised data hub contents for their specific travel chain, using different ap-plications on their mobile terminal devices – when they like and as long as

they need them. What has to change? INTERAUTOMATION thinks that the benefit for customers can be maximised if the pure passenger in-formation is changed to a dynamic passenger information on the basis of real-time data. As an example,

this means that operational data which are available at each RU (e.g. concrete reasons for opera-tional delays), may be processed and forwarded to the passen-gers.

Involving passengers in data gathering

Current procedures already

provide such data through INTERAUTOMATION’s

customer advisor

Communication systems and security equipment of the Vienna underground

railway tunnel radio network will be renewed by 2020.

Photo: wiener Linien Gmbh & co. KG

Passenger information is not sufficiently useful in the era of mobile internet.

Smartphone screenshot: The customer advisor‘s app for enhancedpassenger information from INTERAUTOMATION.

Photos: inTerAuTomATion

Between August 2015 and July 2020 equipmentwill be renewed on 78.5 network kilometres and more than 100 metro stations.

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app for enhanced passenger informa-tion, enabling customer advisors to give targeted answers to questions from passengers and provide them with additional information.

As a further development, the “4.0 age” offers a multitude of data that are generated by systems, compo-nents or humans themselves and that must be processed in an intelligent way to gain information. It might thus make sense to involve the pas-sengers themselves in the process of gathering real-time data. They might transmit information on such issues as dirty toilets or full dustbins to the train staff via a WiFi mask or an ap-plication and thus actively contribute to travelling comfort improvement. Furthermore, data retrieved from the automatic passenger counting system and from further sensor devices can

contribute to information for the train driver. They can also be taken into account for the calculation of energy efficient trajectories by the

driver assistance system. The knowledge of the degree of oc-

cupation and possibly also of the distribution along the vehi-

cle may additionally be used to actively guide passengers and to

provide them with information prior to boarding. The high degree of integration of INTERAUTOMA-

TION’s system solutions is rounded off by the Intermodal Transport Control System (ITCS) InLineWeb in control centres. This ITCS ensures the overview as well as the control of a complete fleet and of the operational systems.

5www.innotrans.com I N T E R I O R S

easy maintenance” summarises PMC Polarteknik‘s Business Development Director Mika Korhonen the mis-sions of the company.PMC Polarteknik is the leading Euro-pean company to design and supply fire barrier gangway door systems for rail vehicles and equips most of

the new European high speed and intercity trains. Further to complete fire barrier walls, the of-fer includes a wide range of automatic single and double leaf sliding doors, telescopic and curved doors. “With our wide experience in producing fire barrier doors in com-

“The manufacturers of modern high speed trains strive for ever in-creasing energy savings and demand more compact equipment. At the same time, technical solutions must be proven and offer the latest tech-nologies in order to combine high re-liability with low life cycle costs and

Safety and fire protection are omnipresent issues in passenger transportation.The Finnish enterprise PMC Polarteknik has specialised in the production of fire door systems for gangway connections.

The fire doors of the Hitachi IEP have a high recyclability level of 99.5 %.

Fire door systemsfor each country

An additional LED increases luminosity by about 30 percent.

The LED light TL80 from TSL- ESCHA GmbH is arranged on the pro- file of the Trainlift above the running surface. The train lifts are located in access areas of high speed trains and support safe and barrier-free board-ing and alighting of passengers with reduced mobility. With the light being arranged in a central position, the entire lift surface is evenly lit.

When it is not in use, the Trainlift is stored behind the access door in a kind of “wall cabinet”. When needed, it will be manually folded out by the train supervisor or an accompanying person of the train. Passengers can ask for the use of the lift by a request button. Thanks to the lift, passengers do not need to rely on conventional platform equipment any more.

The TL80 train lift light features three LEDs instead of two in compar-ison with former variants; thus the LED luminosity is increased by about 30 percent. The result is a uniform

illumination of the Trainlift surface to be rolled on. Thanks to the in-creased luminosity combined with a most compact design, a single light is sufficient in this application.

Rugged design:diffuser minimises glare

An important feature is the dif-fuser that minimises the glare when directly looking at it, e.g. during un-folding. Thanks to its rugged syn-thetic housing material, the TL80 is free of corrosion free and thus perfect for outdoor applications. Its lami- nated safety glass and an additional encapsulation of the light makes it mechanically highly robust. The supply voltage is 110 Volt DC and protection level IP67 is achieved.

It features a thermal management technology that regulates the heat generation. Thus, a service life of up to 50 000 operating hours is guaranteed.

pliance with prevailing national and international standards we are able to offer suitable products for the most varied countries of operation” ex-plains Korhonen.

Microprocessor-controlled safety functions

Some of the main features of PMC

Polarteknik’s products are their com-pact and modular design that is easy to install and maintain. A powerful microprocessor controls the inte-grated safety functions. The prod-ucts are recyclable to a high degree and very lightweight. They fit into varying spaces and different environ-ments. Korhonen: “All components

and materials are of high qual-ity and thoroughly tested and

therefore

Trainlift lighting for wheelchair users

The LED light TL80.Photo: TsL-eschA Gmbh

Composites forindividual design.

Photo: 3A composites

The LED light TL80 is installed above the surface of the Trainlift.Photo: mBB Palfinger Gmbh

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The doors for theSiemens Mobility ICX projectmeet the highest quality standards.

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Mature products for a wide rangeof applicationsWith their extremely easy to handle and install composite materials ALUCORE®, ALUCOBOND®, HyLITE®, KAPA® and LUMEX®, 3A Composites offers unlimited opportunities for creative, innovative and individual designs to engineers, planners and designers. Possibilities for their application both inside and outside the vehicle are as varied as their properties: they are easily malleable and at the same time highly robust offering a brilliant range of colours as well as a high weather resistance. They allow for personalised designs while being lightweight and easy to process even when big sizes are needed. The composites are used in architectural, transportation and industrial applications. Meeting firesafety and weight reduction requirements, ALUCORE® andALUCOBOND® play an important role in ship, rail and automotive construction. They have been used in such areas as wall and ceiling systems, doors, machine claddings as well as in furniture and box body construction.

the product is designed to last 40 years of operation with a minimal need for maintenance. Their smooth and silent operation guarantees pas-senger comfort. Non-insulating fire doors are tested against 20 minutes integrity and rated EW20 according to EN 13501-2. Insulating fire doors are available for up to 30 minutes integrity with EI30 rating. Our offer includes doors for manual or auto-matic operation with an electric or pneumatic drive. Train-related opera-tions are IRIS certified and all of the company is covered by ISO9001 and ISO14001.”

unique doordrive concept

Mika Korhonen further declares that what is unique about PMC Polarteknik’s door drive concept

is the fact that it can be mounted in a very small

space envelope without compromising the maintainability of the serviceable system components. The new concept uses wall-mounted aluminium pro-files under which all key components can be arranged.

PMC Polarteknik is one of the leading Nordic suppliers of hy-draulics, pneumatics and lubri-cation solutions to OEM custom-ers and industrial end users. PMC has approximately 1000 employ-ees and in 2014 reported sales of approximately 193 million EUR.

6 www.innotrans.com R A I L W A y I N F R A S T R U C T U R E

Increasing productivityRailways across Europe are under cost pressure. Requirements on performances andmaterials are ever-increasing and traffic density is rising. Infrastructure managers meetthe varied tasks in track construction and maintenance with creativity and know-how.

An increasing number of public transport enterprises rely on a preventiverail care from Vossloh for a lasting noise and cost reduction.

Preventive rail grinding reduces costs and protects against noise

The HSG city shown here in the city centre of Düsseldorf can either be pulled by a Unimog or pushed by a rail vehicle. Photo: Vossloh

Düsseldorf ’s inhabitants applaud, sound the horn and take pictures when the futuristic-looking rail grinding HSG-city passes by. Since the patented grinding technology

a grinding strategy is under develop-ment, aiming at the most economic solution: optimally adapted grinding intervals combined with a custom-fit number of passages. The frequency

“High Speed Grinding” is used here, rail surfaces are noticeably improved and as a consequence the noise im-pact is reduced. On the basis of the first experiences and measurements,

of deployment depends on the indi-vidual time spans during which rails suffer damages and on the number of passages as well as on the strate-gically desired metal removal. These elements define the kind of grinding to be employed. Whether it is preven-tive, acoustic or lubricant film grind- ing – the technology always remains the same and there is just a differ-ence in the intensity of material re-moval.

Savings in maintenance:grinding prevents chipping

In order to avoid the need for major repairs, the system should be deployed at an early stage – it is best used directly after the tracks are laid as grinding fights rail faults as early as in the initial stage of their occur-rence and thus prevents possible chipping that would need elaborate and cost-intensive repair methods. Rail grinding furthermore protects local residents as well as passengers from noise. A rippled surface leads to the transmission of air- and struc-ture-borne noise transmission via the rail into the underground and in extreme cases into the neighbouring

buildings. This noise transmission is strongly reduced when the rails are “smooth”. Grinding by the HSG city thus eliminates the typical causes of loud rolling noise of vehicles such as ripple and slip waves. Depending on the traffic load of a line, preventive care can almost double rail service life. A further advantage of the HSG city is given by its high operating speed of up to 60 km/h that allows it to operate even during full commer-cial operation.

Important role innoise reduction

Given the massive investment in public transport concepts, the right way to maintain rail networks has be-come a major issue worldwide – and pointing the way for the InnoTrans. Having been used for quite some time in Düsseldorf and Beijing and more recently in Hamburg, Stuttgart and Copenhagen, the HSG city has demonstrated that it can give a valu-able contribution to a fast, flexible and cost-efficient rail maintenance and that it takes over an important role in noise reduction above all in urban areas.

The Rhomberg Sersa Rail Group is playing a significant role in the modernisation of the Winchburgh Tunnelalong the Edinburgh-Glasgow railway line: the Austrian-Swiss railway engineering specialist is acting as licensor and execution partner for the slab track system to be installed in the 338 metre long tunnel.

The connection between the two Scottish cities, along which 20 000 passengers travel every day, is one of the busiest lines in Great Britain. The section, which was opened in 1842, is undergoing electrification as part of the “Edinburgh Glasgow Improve-ment Project” (EGIP); in addition, some parts – including the tunnel dating from 1842 – will be renewed and equipped with new tracks

This is where the “ÖBB-Porr” slab track system developed by the Aus-trian Federal Railway (ÖBB) and A. Porr will be used on the island for the second time following its suc-cessful first use and test in England by Rhomberg Sersa in the previous year. Works will be carried out by Rhomberg Sersa as part of a sub-al-

liance partnership with Babcock. The modification will lead to a significant track maintenance cost reduction, in addition the tunnel can now be traversed at 145 km/h instead of the previous 130 km/h. The usually prob-lematic transition from ballast to slab track was resolved by the installation of the V-TRAS transition module by Rhomberg Sersa.

the standard slab track system

The “ÖBB-Porr” system was used for the first time in Austria in 1992 and has been the standard system for slab track in Austria since 1995. Since 2001 it has also been widely used in Germany. Up to now, a total of Visualisation of the ballast/slab track interface.

The V-TRAS transition module is used at the ballast/slab track interface.Track base plates of the slab track system „ÖBB-Porr“.

580 km of track has been constructed using this system. A few additional metres will be built on the island as well: the tunnel at the “Queen Street” railway station will be modernised in the course of this year as part of the EGIP project. The plan is to bring it up to date within 20 weeks.

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7www.innotrans.com R A I L W A y I N F R A S T R U C T U R E

Insulators carryingconductor rails for decadesGlass reinforced thermosetting plastic conductor rail insulators from REHAU have proven their reliability for more than 35 years in Munich’s underground railway – and meanwhile in other large cities, too. Like all REHAU systems for railway power supply, the conductor rail insulator applications for third rail feed-ers can be used for tunnel or external use – even under the most difficult climatic conditions. The conductor rail insulators are easy to install and need little maintenance. They have a number of advantages regarding handling and safety, among others their high mechanical strength, resistance against breakage and impact strength. At the same time they offer significantly better electric properties compared to steel carriers. The carrying insulators are equipped with integrated sliding elements to allow for an optimal slid-ing of the conductor rail.

N e w S

The massive traffic density in the British rail network as well as increas-ing maintenance and labour costs have led the infrastructure manager Network Rail (NR) about ten years ago to look for new solutions for bet-ter safety and productivity in railway construction. As early as in 2003, RO-BEL took up the vision of a mobile and autonomous high-performance rail-bound workshop in the form of a mobile maintenance unit (MMU

protects the operators from passing trains on the neighbouring track. And at the same time it is a perfectly lit workshop with hydraulic, pneu-matic and electric power supply, local exhaust ventilation and two synchro-nised hoists. All materials and equip-ment needed for a job (including rails) are safely and quickly brought down to the track from the interme-diate car which provides customised storage space for transportation to

69.50/69.60). The concept was fur-ther developed to become a complete maintenance system. In November 2013, NR ordered eight mobile main-tenance units (MMU) 69.70.

the RoBeL MMu –A visionary concept

The MMU consists of three inter-connected units, ensuring a safe ac-cess to the tracks. Its extendible shell

British rail maintenancetakes a new directionNetwork Rail starts operating a mobile ROBEL maintenance system.

Railway construction sites will in be less noisy for local residents future.

the site. There is space for eleven crew members in the traction and supply unit (TSU) that provides motive pow-er for the whole system as well as the electric power for the MMU.

tailor-made solutions for great Britain

The MMU was not only specifical-ly adapted to the UK infrastructure – including fitting into the narrow

New low-noise securing of on-trackheavy construction machinery

WSO – WARNSYSTEME UND SI-CHERUNGSTECHNISCHE ORGA-NISATION FAHRWEG GmbH, in cooperation with Kiel-based Zöllner Signal GmbH, has developed a new securing system for railway construc-tion sites combining the existing securing technologies “close barri-ers” and “automatic warning system”. In the framework of a pilot project named “Noise-reduced securing of on-track heavy construction machin-ery in noise sensitive areas”, the new securing system was presented in No-vember 2015 at a pilot construction site in Frankfurt/Oder – Wiesenau.

With public sensitivity to noise increasing, this development step is highly important. In the last years, complaints about railway construc-tion sites have become more fre-

quent. The 126 decibel warning signal advising workers of an ap-proaching train is about as loud as a starting aircraft. As an example, the Spitzke UM-S 2001 track-renewal train that had renewed the ballast between Frankfurt/Oder and Wie-senau, was easily drowned out by the warning system.

Increased noise exposure

The noise exposure is further am-plified by the fact that conventional automatic warning systems are set up every 30 meters along the whole length of lines to be reconstructed. Warning signals even sound at con-struction site sectors where no work is currently carried out – and this at any time during day and night.

The new securing system for railway construction sites combines the „close barriers“and „automatic warning system“ systems. Photo: spitzke

ROBEL‘s new maintenance unit. Photos: roBeL

The system offers spacefor a safe access to the tracks.

and restrictive loading gauge and the third feeder rail that is used in parts of the country. Network Rail is also entering new territory in Great Britain with the simultaneously de-livered hand-operated machines and devices: Specific solutions for the power supply and design optimisa-tions have made it easier to operate and to transport the more compact mobile rail band saws (12.72), hydraulic rail stressors (24.70) and rail head profile grinding machines (13.48).

delivered on-time

ROBEL designers had to specifi-cally develop the MMU concept for the UK infrastructure in partnership with the Network Rail project teams, meeting the latest European and UK railway standard. The first MMU, to be operating from Darlington, was handed over to Network Rail on schedule in July 2015 for UK trials, and by the end of August 2015 it had received approval from the Office of Rail and Road (ORR). The second sys-tem, destined to operate out of Pad-dock Wood, built at the ROBEL fac-tory in Germany was shipped to the UK in September 2015. This approval that can not at all be taken for grant-ed in Great Britain is an important milestone for both NR and ROBEL: working processes like the exchange of closure rails will be carried out in a significantly more efficient, econom-ic and safe way. By the end of 2016, four ROBEL MMU systems will start working in South East London and another four in North East London.

Glass reinforced thermosetting plastic conductor rail insulator.

Photo: rehAu

8 www.innotrans.com S P E C I A L

Sources: Austrian Ministry for Transport, Innovation and TechnologyCompany survey of Rail Industry Association companies and Economica. Eurostat.

passengers travelled by Rail in 2013 in Austria.Plus 12 m comparedto the previous year.

Austria top 3 Only the Czech Republicand Hungary have ahigher share ofpublic transport in the EU.

274 m

11% 32%Rail's share

of freight trafficRail's share oftotal passenger

transport

25%Public transport

share ofof total traffic

Austria 2 x number one

71%export share of

products worldwide

9%

8.100persons employed

2,6 bnturnover (2011)

research anddevelopment share

incl. engineeringservices

Key figures of the Austrian rail industryInnovation leader and economic sector leading in export

Top-1-country of patent inventions 45 per 1 m inhabitantsFollowed by the countries

Germany France

Railway kilometresEU, per person in 2013

PassengersAustria, 2013

1.425 km

1.400 km

1.235 km

1.215 km

1.085 km

1.020 km

955 km

925 km

790 km

750 km

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

AUT

FRA

SWE

DEN

GER

NED

GBR

BEL

HUN

ITA

Development in Austria

1.283 1.292 1.299 1.3291.425

'091.000

1.100

1.200

1.300

1.400

1.500

'10 '11 '12 '13

Rail Industry Association

10 years of the Union of the Rail Industry: Innovation potential creates growth and develops solutions for worldwide transportation needs.

Made in Austria

ness card for Austria, because, as he puts it: “The rail industry is an out-standingly export-oriented branch of the economy, I experience this at each of my visits abroad. Railway-technol-ogy ‘made in Austria’ is in worldwide demand, and this creates long-lasting orders and jobs in the country”. Christian Kern, Chairman of the Board of Management of ÖBB Hold-ing AG is convinced that “an excel-lent transport infrastructure is the backbone of a productive national economy. Moreover, the rail system, the Austrian railway undertakings and the national rail industry also

“Austria continues to reinvent rail-ways. Our railway technology sector is one of the country‘s most innova-tive economic branches. There is no other place where the number of pat-ents related to railways is as high as in Austria” – says Austria’s Minister of Transport, Innovation and Tech-nology Alois Stöger during a joint press conference with Christian Kern, Chairman of the Board of Manage-ment of ÖBB Holding AG and Wolf-gang Röss, President of the Austrian Association of the Railway Industry. For Stöger, the leading position of the national rail industry is the best busi-

turnover of 2.6 billion Euro. The in-novative solutions and products of the Austrian rail industry are export-ed throughout the world – the export rate amounts to 71 percent, according to a study made by the Austrian As-sociation of the Railway Industry.

“More than two thirds of our prod-ucts are in demand worldwide. At the same time we create high added value in Austria”, explains Wolfgang Röss. “For instance, 137 businesses supply material for trams manufactured in Austria, 40 percent of which are

Austrian. Several businesses of the rail industry supply material from Austria to the entire world. For in-stance, drive systems used for the Vienna ULF-trams are also used in Seville, Brussels and Seattle. Driv-erless trains are exported to Kuala Lumpur, Germany or China – most of the manufacturing takes place in Austria”, illustrates Röss.

Reference customer ÖBB, an “experimental laboratory“

Successful reference markets are prerequisites for export-oriented business. “ÖBB is like an experimen-tal laboratory for the national rail industry, offering manufacturers a stable national market for their new developments. It’s last but not least for this reason that you can find Aus-trian manufacturers at practically every railway construction site of the world,” adds Christian Kern. One of the main keys to success of the Aus-trian rail industry is its innovative potential.

With 45 patents per one million inhabitants Austria leads the railway

field of international patent statistics. The rate of research and development (incl. engineering performances) amounts to nine percent. “The inter-nationally active operation compe-tence centres of several businesses of the Austrian rail industry are located in Austria. Our key to success is the high research rate combined with production in Austria. The feedback loop R&D, production and market enables us to quickly react to market needs and combine know-how from research and production,” illustrates

Röss. The innovative potential mani-fests itself in particular in the fields of rails, turnouts, track construction machines, electric drives, running gears and bogies, passenger coaches, metro and light rail vehicles and trams, as well as control and commu-nications systems.

Infrastructures for future mobility

Mobility faces big challenges: The population of the metropolitan re-gions is growing and sustainable so-lutions are required. The use of cars is stagnating or decreasing in big cities, more and more people prefer using public transport.

Röss is convinced that “In order to prevent future congestion prob-lems of public transport, we have to invest quickly in infrastructure and vehicles”. “Transport infrastruc-tures have a very long operating life amounting to several decades. If we want to be innovative in 2030, we have to start now. The rail industry is well equipped to actively shape future mobility”, he concludes.

Together we achieve more. This conviction led eight Portuguese rail-way businesses to form “Plataforma Ferroviária Portuguesa”, in short: PFP, last July.

More than 30 other companies and institutions from the fields of research and education have joined the newly established as-sociation as extraordinary members. Synergies origi-nating from this union are to be used to strengthen the innovation potential of the Portuguese rail sector and, in the final analysis, to better position their products on the world market.

With the foreseen joint participa-tion at InnoTrans 2016 (between 20 and 23 September), PFP creates the best conditions to meet these global

objectives. In 2014, 60 percent of the exhibitors and more than half of the trade visitors have travelled from abroad to the World’s leading trade fair for rail transport technology.

“For us, InnoTrans is THE event of the sector. To participate at the fair is the best and most effective possibil-

ity for the Portuguese rail branch to present and offer our products and services to the international market”, stresses Magnos Santos, Business Development Manager with EVOLEO technologies, a hardware-manufac-turer and founding member of PFP. A further argument is, according to

Premiere of the PortugueseAssociation PFP at InnoTrans 2016

Santos, the high number of decision makers from all over the world who all gather at this location during four days. “Our members will make the most of InnoTrans, so as to deepen existing business relations and es-tablish new commercial contacts”, Santos says.

Portugal can look back on a long tradition of success-ful InnoTrans history. Since the first fair participation in 1998 the country’s exhibi-

tion area and the number of exhibi-tors has increased tenfold. New par-ticipants this year are the exhibitors Monte Meão, manufacturer of seats and seating systems and Couro Azul SA, manufacturer of leather goods. Both companies will exhibit their products in the segment Interiors.

From left to right: Mag. Christian Kern (CEO ÖBB Holding AG), Alois Stöger (Minister of Transport, Innovation and Technology) andDr. Wolfgang Röss (President of the Austrian Association of the Railway Industry). union of the rail industry/APA-photoservice/roßboth

Sources: Austrian Ministry for Transport, Innovation and TechnologyCompany survey of Rail Industry Association companies and Economica. Eurostat.

passengers travelled by Rail in 2013 in Austria.Plus 12 m comparedto the previous year.

Austria top 3 Only the Czech Republicand Hungary have ahigher share ofpublic transport in the EU.

274 m

11% 32%Rail's share

of freight trafficRail's share oftotal passenger

transport

25%Public transport

share ofof total traffic

Austria 2 x number one

71%export share of

products worldwide

9%

8.100persons employed

2,6 bnturnover (2011)

research anddevelopment share

incl. engineeringservices

Key figures of the Austrian rail industryInnovation leader and economic sector leading in export

Top-1-country of patent inventions 45 per 1 m inhabitantsFollowed by the countries

Germany France

Railway kilometresEU, per person in 2013

PassengersAustria, 2013

1.425 km

1.400 km

1.235 km

1.215 km

1.085 km

1.020 km

955 km

925 km

790 km

750 km

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

AUT

FRA

SWE

DEN

GER

NED

GBR

BEL

HUN

ITA

Development in Austria

1.283 1.292 1.299 1.3291.425

'091.000

1.100

1.200

1.300

1.400

1.500

'10 '11 '12 '13

Rail Industry Association

provide impulses to economic growth and employment”. Besides, he contin-ues, “ÖBB is the biggest training in-stitution for technical apprenticeship in Austria. With 3.8 percent, the rail industry, has a bigger share of ap-prentices than the 3.1 percent of the overall economy. The training capac-ity alone shows the importance of this for the entire national economy”.

A turnover amounting to 2.6 billion euro In Austria 8.100 persons are employed by rail industry companies totalling a

9www.innotrans.com T U N N E L C O N S T R U C T I O N

could be carried out after 50 test days. Speeds have gradually increased dur-ing the test rides that started in No-vember 2015. In order to carry out these step-by-step tests, a test train with the type designation ICE-S was hired from Germany. The first ride at 275 km/h – the maximum speed to be tested in the Gotthard base- tunnel – was carried out on 8 Novem-ber 2015.

About a further 3.000 test rides are planned to be carried out by the

end of May 2016. There will also be test runs with freight trains that will start at the end of February 2016. The essential objective of the test operations is the thorough check of the functionality and interaction of all tunnel components in order to make sure that the stipulated safety requirements in the Gotthard base tunnel are met and evidence is pro-vided. A wide range of profession-als such as test locomotive drivers, trial dispatchers, rail traffic managers

Milestone on the Gotthard: Test operations in the Gotthard base tun-nel have been in full swing since 1 October 2015. About 5.000 test rides are planned to be carried out until 31 May 2016. In the first days of the test operations SBB’s radio measuring car tested the GSM-R digital radio network and the tunnel radio system. Shortly after, the first test rides with the new train control system ETCS Level 2 took place so that more than 500 successful rides

Test ride at 275 km/h through the Gotthard base tunnel. Photos: AlpTransit Gotthard AG

High speed inGotthard base tunnel

and safety managers, totalling 160 persons is currently in operative ac-tion. A further up to 300 employees, including test managers, measure-ment engineers and assistants are temporarily detached. The test op-erations are carried out under the management of AlpTransit Gotthard AG (ATG) with the needed locomo-tive drivers and rolling stock rented from SBB.

opening ceremonyon 1 June 2016

According to ATG manager Renzo Simoni, AlpTransit Gotthard AG who is in charge of providing the tunnel, has the responsibility to put the in-

Test rides with gradually increased speeds have been carried out since November 2015.

teraction of all tunnel components to the acid test during the eight-month trial operation: “We must demon-strate the functionality and the con-formity with the safety requirements of the Gotthard base tunnel. This is the only way to make sure that we will be able to hand over the tunnel in running order to the Confedera-tion and to SBB on 1 June 2016.”

operations to startin december 2016

From June 2016 onwards, trial operations under the responsibility of SBB will be carried out and in De-cember 2016 the tunnel will be taken into service for scheduled trains.

First freight trains to be tested from February 2016.

High speed railway construction in North China The high-speed railway line be-

tween Beijing and Shenyang is about 700 km long and connects the capi-tal of the People’s Republic of China with Shenyang, the capital of Liaon-ing province in North-East China. The layout of the Passenger Dedicat-ed Line is designed for a maximum speed of 350 km/h.

The Yao Jia Ying tunnel is situated in sector IV of the line that is cur-rently under construction. It passes through the Yanshan Mountains. 34 km of tunnels, 18 km of viaducts, and 13 km of earthworks have to be built on this 65 km line section. The total length of the tunnel is 5.599 m and tunneling starts from a total of four work faces. At this stage, a total of 1.900 m is already excavated and concreting of 1.100 m of inner lining have been finished. The tunnel is ex-pected to be completed by December 2016. Its double track layout will be equipped with the Chinese slab track system CRTS III. The geology is char-acterized by alternated sedimentites as well as weakly to sometimes heav-

ily weathered plutonic bedrock in particular. The tunnel is carried out in a conventional way by drill and blasting. Primary securing is carried out by SN anchors, wire mesh and wet shotcrete. The system is anchored by SN-anchors; full steel anchors of a length between 3 to 4 m. Addition-ally, with each second removal in the tunnel face, a preventive overhead securing with 3.5 m long spears is installed. At the tunnel portals the securing is carried out by pipe roof constructions of a lenght of 40 m.

protection by plastic fleece and sheetings

Tunnelling in removal classes II – IV is carried out with removal cross sections of 116.7 to 139.7 m2. The lining is built-in following the removal outbreak. The maximum distances of the lining to the face are estab-lished depending on the rock class and range from 70 m for rock class V to 200 m for rock class II. The tun-nel is sealed against water infiltration

by plastic fleece and sheetings. Cable ducts and emergency walkways are planned on both sides of the tunnel.

difficult topographya further challenge

In addition to the difficult topog-raphy, a further challenge is given by the regional climatic conditions. When the temperatures fall well be-low -20° centigrade, the construction of bridges and earthworks has to be completely stopped in winter for four months. Tunnel construction can continue when the tunnel is driven far enough from the Portal, using several winter construction measures at the concrete batching plants, at the portals and inside the tunnels.

Through PEC+S Germany Ltd., SSF Ingenieure AG, jointly with the China Railway Siyuan Survey and Design Group Co. Ltd., is in charge of the construction supervision of sec-tion IV. Priorities of the construction supervision are the guarantee of the quality of execution, safety, health Installing the inner lining of the Yao Jia Ying tunnel.

and environmental protection. The local persons in charge could be very proud when at the end of December 2015 the tunnel portal was awarded a high distinction for its outstanding quality.

The yao Jia ying tunnel of the new Beijing – Shenyang line.

Photo: ssF ingenieure AG

10 www.innotrans.com R A I L W A y T E C H N O L O G y

It is not only from the economic point of view that a close integration of the manufacturer of new vehicles into the maintenance management process makes sense. Additionally to the cost savings, the carrier can fully

focus on the operation of his fleet, of-fering his passengers maximal com-fort and security. This will become possible because the manufacturer, being an integral part of the carrier‘s maintenance management system,

guarantees the reliability of the vehi-cle systems. The integrated FlexCare Maintenance Management System is one of Bombardier’s latest innova-tions in the field of vehicle mainte-nance.

FlexCare guarantees customers the best possible maintenance of their fleet and provides – based on a detailed and cost-efficient mate-rial- and work-scheduling system – budget reliability over the contract

The FlexCare Maintenance ManagementSystem is also used for the FLEXITY trams in Vienna. Graphic: Bombardier Transportation

With the integrated FlexCare® Maintenance Management System, Bombardier Transportation offers aninnovative approach which ensures planning and budget reliability and can be seamlessly integrated into existing processes and infrastructures.

period. This refers in general to 16 and 32 years.

Starting point is the fleet-specific maintenance management plan de-veloped by Bombardier. An exact material requirements planning built thereon ensures that the correct parts are available for the maintenance works, in the quantity needed, in best quality and always at the right time and at the right place. In this context, FlexCare even minimises the risk of spare parts obsolescence.

Maintenance works will be car-ried out by the carrier’s personnel in his own depots and workshops, according to the maintenance plan developed by Bombardier.

Another advantage is that through this model the customers’ own work-shops are directly integrated into the constant maintenance and service development strategy of the manu-facturer. Therefore, know-how will be secured and further developed in the workshops.

In the scope of FlexCare, the fleet maintenance will be continuously optimised in close cooperation with the customer, which will result in a long-term and trustful customer re-lationship.

In 2009, when purchasing new Bombardier FLEXITY trams, Linz AG Linien already chose this innovative maintenance management system. Carriers from Innsbruck and Vienna followed in 2012 and 2015.

FlexCare sets new benchmarks for the maintenance of all kinds of rail vehicles and has already attracted a keen interest on the part of other European rail operators, too.

More Gears for lower energy consumption. The innovative: ZF world‘s first multi-speed transmission for electric multiple units (EMU) anticipates rising energy costs.

With rising prices for electric energy, it becomes more and more important to increase the efficiency even for electric trainsets. Anticipat-ing demand, ZF has developed Get2. Contrary to conventional EMU trans-missions, this innovative gearbox concept has two gears. The transmis-sion continuously moves the load point in such a way that the electric

motor and the converter always work in the most favourable efficiency range and, thus, consume less energy. At the same time, this provides more traction power with the same energy consumption. These advantages de-velop above all in acceleration phases and are therefore particularly well suited for metro applications as dis-tances between stops are short. The

The Get2 gearbox. Photo and graphics: ZF Friedrichshafen AG

Get2 concept offers energy savings of up to five percent compared to the most advanced current metro drive systems.

drives disconnected when not needed

Even when driving at constant speed Get2 reduces the energy con-sumption thanks to its additional neutral position. When it is activated in coasting, all unnecessary drives are disconnected in order to reduce losses. In deceleration mode, the op-timal recuperation point of the trac-tion engine can be used and energy regeneration can be increased.

The ZF multi traction system fur-thermore ensures that despite the change of gears, the usual high level of comfort is maintained. Intelligent con-trol electronics automatically switch all drive units in the vehicle in a fast sequence, thus avoiding any notice-

Trendsetting. The Get2 Rail Drive Concept

1 year

Procurement cost

Fast return on investment.reduced electricity consumption and life cycle cost.Fast payback of the investment in few years.

saving

30 years

Bombardier FlexCare®: a new benchmarkfor the maintenance of rail vehicles

able tractive force interruptions. Get2 changes gears very quickly so that the train accelerates without any jolts.

products with maximum efficiency

“With our Get2 concept, we clear-

ly demonstrate that we develop our products based on decades of expe-rience not only for current customer

needs, but with a view to the require-ments of the future, which means we are aiming at maximum efficiency,” says Lars Kräft, Head of ZF’s Rail Drive Systems product line. “This first multispeed transmission for elec-tric multiple units is in all respects a trendsetter – from the hardware and actuators to the sensors and the in-telligent control electronics enabling completely new functions.”

11www.innotrans.com R A I L W A y T E C H N O L O G y

Stadler Rail taps the Australian market

The timing could not be better: in the near future the Australian fed-eral government intends to invest considerable means in the transport infrastructure and will thus boost the development of rail transport. For Stadler Rail, the expansion to Aus-tralia and to the Asia-Pacific region is also part of its strategic repositioning.

Stadler Rail has discovered an increasing demand for fast, modern and light aluminium trains as well as trams and light rail vehicles in the Asia-Pacific region. Stadler Rail therefore made the strategic decision to enter the market with its product portfolio. To this effect, a new com-pany named “Stadler Australia” is being established and an office is set up in Sydney, so as to develop the market from there. “Australia and the Asia-Pacific region offer excellent new business opportunities to Stadler Rail”, says Peter Jenelten, Member of the Group Executive Board and Head

of Marketing & Sales, at a media con-ference in Sydney. In the next few months Stadler Rail will participate in several tenders in Australia and in the Asia-Pacific region.

New federal funds

“The announcement by the new Australian Prime Minister Malcolm Turnbull that the government wants to invest federal funds in the trans-port infrastructure for the first time ever is an important development. These federal funds will give an im-petus to new rail vehicle projects throughout the whole continent. These will complement diverse pro-jects which have already been under-way independently. Therefore, it is a most convenient time for Stadler Rail to enter the market” continues Peter Jenelten.

Stadler Rail envisages establish-ing a joint venture for final assembly.

The Swiss and European rolling stock components will be sent to Australia by sea. Stadler Rail intends to pro-ceed in the same way in the case of the current order from Texas. The distance to Australia by sea is much longer, but the basic principle re-mains the same.

part of the repositioning

Due to the company’s primary focus on continental European mar-kets, Stadler Rail was hit hard during the EU-credit crisis in 2010 and the related monetary shocks in 2012 and 2015. 3000 employees out of 6000 work in Switzerland, the export rate amounts to over 50 percent and the accounts are consolidated in Swiss francs – this has led to a turnover reduction of up to 200 to 300 mil-lion francs. The Board of Directors and the Executive Board quickly and professionally responded to this A strong team in Sydney: Peter Jenelten and Stan Skalski from Stadler Rail.

situation and adjusted the company’s strategy accordingly. The aim was a broader manufacturing base by en-tering new market segments like high speed, metro and locomotives. It also meant launching new products and entering new markets. Success came very quickly with the conclusion of a contract for high speed trains with Swiss Federal Railways as well as a

Under the name Stadler Australia, Stadler Rail is establishing a new company in Australia. Moreover, Stadler Rail has set up an officein Sydney for the participation in tenders and for market development.

project with Berlin U-Bahn. In addi-tion, Stadler Rail took over Vossloh’s locomotive manufacturing plant in Valencia. Through the expansion of activities in the USA, including estab-lishing a local production plant, to-gether with Stadler Rail’s recent entry into the UK and Australian markets, the company has essentially achieved its strategic repositioning goals.

Photo: stadler rail

for five years with the hybrid Power-Pack. It combines the advantages of a conventional diesel PowerPack with an electric traction module, an energy storage device and a highly developed traction control system.

The MTU hybrid concept consists of a modular building block system with different drive elements. This enables MTU to offer hybrid solu-tions that are exactly tailored to in-dividual customer requirements. The test rides with a series VT 642 trainset

of Deutsche Bahn took place on the Staudenbahn railway near Augsburg and achieved energy savings of 18 percent compared to pure diesel trac-tion – even if this line does not have an ideal profile for braking energy re-generation. The test results show that the economic efficiency of the hybrid drive can be further increased on lines with many stations and higher speeds and that fuel savings of up to 30 per-cent are feasible. The noise emissions of the running train could be lowered

A future-oriented project of the enterprise has now proven its market maturity: in test rides with a re-equipped diesel trainset, the prototype of a hybrid traction sys-tem from MTU has demonstrated its reliability and suitability for regular use. The hybrid drive has a big potential in improving the economy of rail traffic with a si-multaneous reduction of exhaust gas and noise emission. MTU has been performing pioneering work

For more than 90 years, MTU Friedrichs-hafen has been shaping the developmentof the railway industry with its dieselpropulsion systems.

The MTU hybrid systemconsists of a modular building block

system with different drive elements. Graphic: mTu

Diesel on electrifiedlines: MTU hybriddrives successfullytested

by five decibels – a marked reduction. In stationary operation – such as in a station – the trainset is even more silent by 21 decibels, as auxiliaries are energised by the batteries with the diesel engine being switched off.

6000 powerpacks already delivered

The core of all current PowerPacks are MTU diesel engines that are com-pliant with EU IIIB emission stand-

ards. MTU offers underfloor Pow-erPacks on the basis of series 1800 with a power rating between 315 and 390 kilowatts and series 1600 for the 565 to700 kilowatt range. They can be installed on new or repowered vehicles. Furthermore, several motors for use in hybrid shunting locomotives are available. MTU has already supplied more than 6000 PowerPacks and expects that the MTU hybrid PowerPack will be established on the market.

12 www.innotrans.com S E R V I C E

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The approx 500 metres long circuit will be developed In the heart of the Exhibition Grounds.

Media partners for Innotrans

Co N tA C t

your contact personsfor Innotrans

oRgANISeR MeSSe BeRLIN gMBHMS Mobility & Services Matthias Steckmann,Senior Vice President Messedamm 22, 14055 Berlin, GERMANy

T +49 30 3038 2376

F +49 30 3038 2190

innotrans@messe-berlin.de

www.innotrans.com

pRoJeCt MANAgeRKerstin Schulz T +49 30 3038 2032

pRoduCt MANAgeRLisa Höfer T +49 30 3038 2212

Kai Mangelberger T +49 30 3038 2356

Lena Ritter T +49 30 3038 2389

Josephine Ruhp T +49 30 3038 2358

pRoJeCt oRgANISAtIoNFabian Frenkel T +49 30 3038 6754

Tim Hamker T +49 30 3038 2376

Manuel Ruben T +49 30 3038 2011

Erik Schaefer T +49 30 3038 2034

Lisa Simon T +49 30 3038 2124

pReSSDaniela Gäbel T +49 30 3038 2351

AdveRtISINgBernhard Geradts T +49 30 3038 1851

Alternative and environment-friendly propulsion system solu-tions as well as an increasing digi-talisation contribute to making buses an increasingly attractive

in connection with the possibil-ity to demonstrate them on the adjacent approx. 500 meters long circuit – called: Demonstration Course directly in the very centre

and complementary mobility sys-tem for cities and regions. For the first time InnoTrans 2016 offers vehicle manufacturers a combina-tion of surfaces for static displays

New at InnoTrans 2016:Bus display with a “Demonstration Course”

of the exhibition grounds. Thanks to its prime location in the central summer garden trade visitors to the Bus Display are ideally connected to all other exhibition halls.

railway Technologyinteriorsrailway infrastructureTunnel constructionPublic Transportoutdoor Displayspecial Gauge DisplayBus Displayopening ceremonyinnoTrans conventionincl. PTi-Forumspeakers’ cornercareer & education hallBusiness Lounge(marshall-haus)Press centrumrestaurant„oktoberfestzelt”

exhibition grounds innoTrans 2016

Internationale Fachmesse

23.–26.09.2014für Verkehrstechnik