LRT extends its reach

IRJ

October 2008 Volume 4 48, 8, Issue e1 10 www.railjournal.com

IInternational nternational R Railway ailway JJournal ournal

Turkish delight! LRT extends its reach

India pioneers double-stack electrification - see page 46

October 2008

Contents

volume XLVIII number 10

North American Transit 43

Dart president Gary Thomas talks to IRJ

News 2 4 6 12 16

Dart takes light rail to the people

This month News extra

Signalling

News Transit news Market news

32 35 39

Japan points the way forward ETCS: Switzerland takes the next step Alister - a new interlocking technology

India Middle East 18

High-wire challenge solved

49 51 51 52

Rendezvous Full contact list Advertisers index The last word

Gulf rail resurgence gathers pace New railways are planned across the region

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46

Urban rail blooms in Anatolia Light rail and metro expansion in Turkish cities

Online edition

Front cover

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Turkish cities such as Eskisehir are turning to LRT to tackle their traffic problems. Photo: Bombardier

Building Istanbul’s Kadiköy - Kartal metro line

IRJ

October 2008

Volume 4 48, 8, Issue e 10 1 www.railjournal.com

Railway IInternational nternational R ailway JJournal ournal

Turkish delight! LRT extends its reach

India pioneers double-stack electrification - see page 46

Contact us Advertising Sales Offices Post Suite K5 & K6 The Priory Syresham Gardens Haywards Heath West Sussex RH16 3LB, UK Tel +44 1444 416368 Fax +44 1444 458185

Editorial Offices Post 46 Killigrew Street, Falmouth, Cornwall, TR11 3PP, UK Tel +44 1326 313945 Fax +44 1326 211576 Web www.railjournal.com Editor-in-Chief David Briginshaw Associate Editor Keith Barrow Contributing Editor Andrew Roden Senior Designer Fiona Browning Production Manager Jennifer Hearle

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COPYRIGHT © Simmons-Boardman Publishing Corporation 2008. All rights reserved. Contents may not be reproduced without permission. IRJ INTERNATIONAL RAILWAY JOURNAL (ISSN 0744-5326) is printed monthly at Headley Brothers Ltd, Invicta Press, Queens Road, Ashford, Kent TN24 8HH, UK, by Simmons-Boardman Publishing Corporation, 345 Hudson Street, New York, NY 10014. Periodical class postage paid at New York, NY 10014 and at additional mailing offices. Send all subscriptions, changes of address and correspondence concerning them to: Subscriptions Department, IRJ International Railway Journal, PO Box 10, Omaha, NE 68101-0010, USA. POSTMASTER: Send returns to IRJ International Railway Journal, PO Box 10, Omaha, NE 68101-0010. Printed in the UK.

IRJ October 2008

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This month

Rail market growth set to continue

David Briginshaw Editor-in-Chief

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MIDST all the gloom of the current world financial crisis, we can bring you some good news this month about the bright outlook for rail transport in the next five years. SCI Verkehr, Germany’s respected transport economics consultancy, has just published its latest forecast for the global rail transport market (see page 4). The key prediction is annual growth of around 4.5%, which would increase the overall size of the market for railway equipment and services from É125.5 billion today to É157 billion in 2013. There are several factors which add credence to SCI Verkehr’s forecast. First, SCI has the only global railway database which it has built up over several years and is used by other organisations for their market studies. Most of the forecast is based on projects already underway or committed to. Indeed, SCI says 100% of the forecast for the first half of the five-year period is based on existing or approved projects, and 50% for the second half. This is made possible by the fact that railway investment is so long term, and therefore takes more time than other industries to react to changes in the general economy. So, provided we do not start to see major projects being cancelled or postponed, the future for rail looks secure.

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There is another factor which makes the future more predictable for rail than other industries: a high proportion of investment is to replace existing assets rather to cope with growth or new construction projects, and some investment is to increase capacity to try to catch up with demand. But rail is also benefiting at the moment from a switch from other modes where soaring fuel costs are driving people and goods from road and air to rail.

Annual growth of around 4.5% will expand the railway equipment and services market to €157 billion by 2013. An interesting development is the revelation by Air France that it is negotiating with Veolia to start open-access high-speed rail services radiating from Paris. It is clear that Air France is very worried about the way high-speed trains continue to gain market share, and have even forced it to abandon a number of routes. The chairman and CEO of Air France, Mr Jean-Cyril Spinetta, says withdrawing from key markets represents “a very serious risk” to the airline and is “paving the way for a somewhat fragile future for Air France.” Spinetta says he has reached the logical conclusion that the only way to stay in key markets is to start running trains under the Air France banner. This is quite an admission for one of the world’s leading airlines, and should boost confidence in rail’s future.

SCI’s latest study considers the entire railway market, and not just the portion of the market which is accessible to manufacturers and service providers. This is important because the market is constantly changing. There is a trend towards contracting out the maintenance of new and in some cases existing trains, but if the newly-privatised German Rail (DB), for example, decided to contract out its train overhaul work this would suddenly open the door to many million euros of business. The SCI forecast also takes into account the rising cost of railway equipment, due to inflation, and the increasing complexity of railway products. For example, locomotives are becoming more expensive not simply due to the increase in the cost of steel and energy, but also because of the addition of new systems to make them interoperable or, in the case of diesel traction, to make them comply with more stringent emissions standards. Freight wagons are becoming more specialised and passenger coaches more sophisticated, which again adds to the cost. These factors mark out the SCI Verkehr study from another study of the world railway market - also published last month - by Roland Berger for the European Rail Industry Association (Unife). On the face of it, the Roland Berger study seems more cautious in its outlook, predicting annual growth of between 2% and 2.5% from É120 billion last year to reach É154 billion by 2016. However, SCI Verkehr says that when the differences in the way the two studies are compiled are taken into account, there is not that much difference between them. The important point is that both studies are predicting solid growth.

The huge increases in the cost of raw materials, energy, and transport will affect the rail industry in a number of ways. The trend by some companies to concentrate manufacturing in fewer, larger factories and then transport the finished product to customers on the other side of the world will become increasingly unviable. This change will favour companies with a strong regional presence. The only exception might be Chinese manufacturers which have very low labour costs and are now in a position to start exporting their new-found manufacturing expertise, which will mean more competition in Europe.

Provided we do not start to see major projects being cancelled or postponed, the future for rail looks secure. Many mergers and acquisitions are also likely in the next five years, fuelled by the current financial crisis, which will undoubtedly jeopardise the future of companies with a high level of debt. Companies will also be looking for ways to reduce costs in order to remain competitive. The most important thing for the railway industry is to retain its confidence. All the indicators point to a bright future, but it is all too easy to become unnecessarily pessimistic during these turbulent times.

[email protected]

IRJ October 2008

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News extra

Global rail market now worth The world market for railway equipment and services has achieved strong growth in the last two years, with the market for equipment recording growth of 11%. The overall market now has an annual volume of almost €125.5 billion, says SCI Verkehr, Germany, in its latest assessment of how the market is performing.

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HE study of the world railway market covers the period 2009-13, and while SCI Verkehr regards the strong growth of the last two years as a boom, it still predicts growth of around 4.5% a year during the next five years to reach around €157 billion in 2013. “Globally, the demand for mobility and in particular rail transport is growing,” says

SCI Verkehr. “The market for railway technology is experiencing an immense upheaval as a result of increasing environmental awareness, deregulation and internationalisation and has grown at a rapid pace in the recent past. Growth will continue up to 2013, driven not only by increasing procurement of equipment, but also by advances in quality

and technology.” In addition to further moderate growth in demand for rolling stock, SCI Verkehr expects sales of highquality railway products and services to increase. In order to give an accurate picture as possible of the trends in the regions and market segments, price increases have been taken into account in the forecasts made in the study. “We have also

Worldwidedivisionofthethreeproductsegments Rollingstock 11%

Infrastructure Systemstechnology

30% 59% Total volume: €125.5 billion p.a.

© SCI Verkehr GmbH

Rolling stock 2008

Infrastructure 2008

Systems technology 2008

32% 50%

43%

50%

57% 68%

OEMbusiness 4

Aftersalesservices

taken into account forecast price increases for raw materials and energy in the procurement markets,” it says. Both original equipment manufacture (OEM) business and the after sales market in the fields of rolling stock, systems technology and infrastructure have seen significant growth. In 2006 the market volume calculated by SCI Verkehr totalled €97 billion. “The high rate of growth to reach the current figure of €125.5 billion is clear, although a direct comparison with the figures from 2006 is not possible due to a number of changes we have made to our methods. “For the first time in 2008 we show the entire market volume for infrastructure, ie both the accessible and the not (yet) accessible market volume. Furthermore, to enable more effective comparisons with the annual company data, we now include price increases.” With a share of 30%, Western Europe remains the most important market region. However, the gap between Western Europe and Asia has closed considerably in the past two years. The markets with the highest growth up to 2013 will be Asia and countries belonging to the Commonwealth of Independent States (CIS) such as Russia and Kazakhstan. The market for rolling stock will grow in the next five years by an average of 4 to 5%. Urban transport and highspeed rail vehicles will lend momentum to this growth. Further investments are also being made in freight vehicles. The largest individual market is for freight wagons with a volume of about €11 billion. The market for infrastructure and systems

IRJ October 2008

€125.5 billion Eastern Europe €11.0 billion*

CIS €12.8 billion*

Western Europe €38.5 billion*

North America €24.7 billion*

Africa/MiddleEast €3.6 billion*

Asia €29.8 billion*

South and Central America €2.5 billion* Australia/Pacific €2.4 billion*

*current market volume Regional distribution of the global railway technology market.

technology will grow in the next five years by an average of 4%. Control, command and signalling technology as well as IT will lend considerable momentum to the market. Track equipment is the largest

individual market with a volume of around €31 billion. The complete study includes market volumes and growth rates as well as information about market shares, drivers and procurement projects for all

market segments and regions. In addition, an annex contains information on vehicle fleets and data on infrastructure for all regions.

To order a copy of The Worldwide Market for

Railway Technology 2009-2013 contact Christian Bessler at SCI Verkehr GmbH, Vor den Siebenburgen 2, 50676 Cologne, Germany. Tel: +49 221 931 7820 Fax: +49 221 931 7878 E-mail: [email protected]

Regional trends Western Europe: the high relevance of rail transport and continuing deregulation are the most important market drivers. In addition, there are important new projects in high-speed and urban rail transport. Eastern Europe: this region has become much more important, due mainly to the rising importance of deregulation and improved financial conditions thanks to many countries’ accession to the European Union. In addition, there are large installed bases of old vehicles and infrastructure which will have to be renewed. North America: this market is shaped by freight transport, which has benefited

IRJ October 2008

substantially from economic growth in recent years. In the future, the focus will be more on urban transport. Extensive infrastructure and procurement projects are planned here. South America: this market has also benefited in the past few years from the rising demand for raw materials. However, it must be assumed that current growth rates will not continue. A change of thinking is taking place in the market for urban rail transport. Urgently-needed infrastructure upgrades and the associated vehicle procurements are expected in the coming years. Asia: the massive expansion and upgrading projects in

China are shaping the market. India has very high growth potential and political announcements have been made to this effect. The high population in many cities and the lack of suitable commuter transport systems make billion-euro investments inevitable. Further investments are also being made in freight transport. Africa/Middle East: investments are currently being made in urban rail transport. The somewhat ambitious new projects in high-speed rail and urban transport are predominantly limited to northern Africa, the Gulf States and South Africa. Continuing urbanisation in this region will lead to further

growth in the long term. CIS: the signs are pointing towards growth. The high importance of the railways, large stocks of old vehicles and infrastructure and a reinvigorated railway industry are resulting in high rates of growth. In Russia the leading market - plans look fairly secure. The current focus is on the procurement of efficient rolling stock and renovation of the existing network. Australia/Pacific: momentum is expected from the freight and urban transport sectors. Alongside Australia, New Zealand is also seeing a rise in investments following the recent renationalisation of the railway.

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News Air France and Veolia plan HS partnership IR FRANCE has confirmed it is in talks with Veolia about setting up a strategic partnership to begin international high-speed rail operations after the market is liberalised in January 2010. Air France has been hit hard in recent years by competition from TGV, Thalys and Eurostar high-speed services, which have forced the airline to suspend its flights from Paris to Brussels, Lyon, Rennes, and Avignon, and reduce flights to Strasbourg. Rail now has 90% of the market on the Paris - Lyon route, and 70% of the Paris Bordeaux market. A spokesman for Air France told IRJ that no decision had yet been made on the routes the new operator would serve. He also rebuffed media reports that the airline is in talks with Alstom about the possibility of buying or leasing AGV trains. “We are still at the early stages

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of talks with Veolia, and this is the only rail operator we are considering working with at present,” he said, adding that no date has been set for signing an agreement. While the rhetoric is cautious, CEO Mr JeanCyril Spinetta (pictured) has made no secret of his interest in adding highspeed rail to the Air France portfolio. “It is essential for any airline to stay ahead of the market: not doing so constitutes a very serious risk,” he told the Air France Shareholders General Assembly in July. “If we do not maintain this contact, basically because the highspeed train succeeds in attracting and winning over business customers, we are paving the way for a fragile future for Air France. Limiting our activity to air operations

ALFOUR Beatty Rail Projects (BBRP), Britain, has won a $NZ 10 million ($US 7 million) contract for design, technical support and procurement of electrification equipment for the Auckland suburban network. The project of which this forms part also includes support structures, high-

voltage power supply cables, sub-stations and feeder stations. Signalling systems and lineside equipment, as well as enabling works also fall within the contract. BBRP will manage the overall design process and will lead the design of the overhead electrification, which includes system, basic,

and ignoring market trends constitutes a serious risk. We need to seriously examine the possibility for Air France to operate trains under the Air France brand, serving several destinations in partnership with a rail operator.” Air France will initially only be able to operate international and cabotage routes such as Brussels - Paris - Bordeaux from 2010 because the domestic high-speed market will not be liberalised until 2017. Air France also says it will not compete with its air services.

and installation design processes. The routes being electrified run from Britomart to Papakura, and from Newmarket to Swanson. New Zealand track authority Ontrack is spending around $NZ 1 billion on rail infrastructure, and the electrification projects are due to be completed in 2013.

LA crash claims 25 lives HE United States National Transportation Safety Board (NTSB) has begun an investigation into a head-on collision between a Metrolink commuter train and a Union Pacific freight train at Chatsworth, northwest of Los Angeles, that left 25 dead and 135 injured. The two trains were travelling at around 65km/h on a single-track section when the accident occurred on September 12. NTSB says that safety systems at the site, including signalling appear to have functioned correctly, and reenactment of the crash suggests that the Metrolink driver did not apply the brakes after passing a red

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RZD to hive-off inter-city routes USSIAN Railways (RZD) is to separate longdistance passenger services into a new subsidiary called Federal Passenger Company (FPC). It follows the earlier split of intermodal traffic into TransContainer, timber into Transles, and automotive into RailTransAuto.

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SECTION of the Channel Tunnel has been damaged after fire broke out on board a lorry Shuttle train travelling from Britain to France. The blaze occurred on September 11 in the North Tunnel approximately 11km from the French portal. All 32 lorry drivers and train crew onboard the train were safely evacuated to the service tunnel and six were treated for the effects of smoke inhalation. Three other trains using the North Tunnel at the time of the fire returned to Folkstone. Temperatures in the North Tunnel reportedly reached more than 1000oC at the height of the 16-hour blaze, sufficient to cause extensive damage to lineside equipment, catenary and track. Freight, lorry Shuttles, and Eurostar services from London to Paris and Brussels resumed two days after the fire, followed by car shuttles a day later. Eurostar and Shuttle services are running at reduced frequency because of the need for single line working at the French end of the tunnel. The section of the North Tunnel between the French crossover and the French portal is likely to remain closed for several months. The fire is the third on a lorry Shuttle since the tunnel opened in 1994. A small fire in August 2006 was quickly extinguished, although a more serious blaze in November 1996 in the South Tunnel melted signalling cables, electrification and the tunnel’s concrete lining, severely damaging a 46m section and forcing the closure of the South Tunnel for seven months. “It is not yet possible to quantify the cost and length of time required to restore the damaged part of the North Tunnel,” Eurotunnel chairman Mr Jaques Gounon said in a letter to Eurotunnel shareholders. “However, the financial impact will largely be covered by our insurance: Eurotunnel is insured up to ƒ900 million in respect of damages and business interruption.”

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Balfour Beatty wins NZ electrification contract

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Fire damages Channel Tunnel

signal. NTSB says the Metrolink driver was using his mobile telephone while on duty, and is currently investigating whether he was sending text messages while driving. Federal Railroad Administration (FRA) spokesman Mr Walter Flatau said he was “90-95% certain” that Positive Train Control (PTC) could have prevented the collision. Two Californian senators have tabled legislation that will require the installation of PTC on mixed traffic lines by 2012, and on all US railways by 2014. The FRA says it will cost around $US 2.3 billion to equip the entire network.

IRJ October 2008

In brief EST operation began on September 9 on the northern section of HSL South between Hoofddorp and Rotterdam. The month-long test programme is being conducted by High Speed Alliance (HSA), a joint venture of Netherlands Railways and KLM that will operate domestic high-speed services, and infrastructure manager Prorail. The managing director of HSA says that an hourly service will begin operating between Amsterdam and Rotterdam in mid-December 2009 using the interim locomotive-hauled trains that will be used on the line until dedicated AnsaldoBreda emus are delivered. Photo: Quintus Vosman

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Germany and Denmark sign Fehmarn Bridge agreement HE Danish transport minister Ms Carina Christensen and her German counterpart Mr Wolfgang Tiefensee have signed a formal agreement to build a road and rail bridge across the 20km Fehmarn Belt between Rødby in Denmark and Puttgarden in Germany. The ƒ5.4 billion link has received broad political support in both countries, and when it opens in 2018, will allow rail journey times between Copenhagen and Hamburg to be cut from 4h 34min to around three hours. The Danish government is providing ƒ4.8 billion for the construction of the bridge and associated works on the Danish side. It intends to recoup this expenditure through road tolls. Germany will only have to fund its link to the bridge and will not

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receive any income from the bridge’s operation. The road and rail infrastructure works proposed on the Danish side of the link are expected to cost around ƒ4.3 billion. The project will see the electrification of the existing Ringsted - Rødby line, and a second track will be laid on the Vordingborg - Rødby section. However, the bridge across the Storstrøms Belt will remain single track. The decision means plans to add a fifth track to the Hvidovre - Høje Taastrup section of the congested Copenhagen - Roskilde Ringsted line have been abandoned in favour of a new 250km/h line from Copenhagen Ny Ellebjerg to Ringsted via Køge. This will follow the E20 and E47 highways for much of its length.

ERMAN Rail (DB) subsidiary Railion Italia has been given the go-ahead to acquire a 49% stake in Italian railfreight operator NordCargo. NordCargo was spun off from Milan-based regional operator Ferrovienord in 2003, and operates international freight services between Germany and Italy, as well as domestic services in northwest Italy. It generated revenues of around ƒ34 million in 2007, and has 182 employees. Photo: Philip Wormald

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IRJ October 2008

Globaltrans reports strong first-half growth LOBALTRANS, Russia’s largest private railfreight operator, has recorded strong growth and large increases in profits for the first half of this year, and CEO Mr Sergey Maltsev, is confident growth will continue during the second half and into 2009. Earnings before interest, tax, depreciation and amortisation (Ebitda), less gains from the sale of assets, increased by 56% to $US 117 million while operating profit rose by 69% to $US 98.7 million. Tonne-km increased by 11% from 29.2 billion in the first half of 2007 to 32.6 billion in the first half of this year. Maltsev attributes the increase in traffic to Russia’s continuing strong economic performance, and growth in specific markets such as metals (including raw materials, iron-ore, and coking coal) which grew by 5% during the last six months. Coal traffic has also increased following a switch from oil to coal-fired power generation. Russian Railways (RZD) has increased its freight tariffs twice this year. “RZD sets the benchmark for the whole industry which enables us to increase prices to our customers,” says Maltsev. “We have also reduced our costs by reducing the number of empty runs for gondola wagons by 19%.” Globaltrans will take delivery of 2057 new wagons this year, and plans to buy another 3500 wagons next year which will enable it to increase traffic still further.

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Argentina The busy Sarmiento line in Buenos Aires is set to be placed underground, with work undertaken by Ghella, Italy, and Iecsa, Argentina. The project involves 9.2km of tunnels, and stations big enough to take nine-car double-deck emus.

Australia The first pair of an additional 50 Bombardier Vlocity dmu cars has entered service with Victorian regional operator V/Line. The 50 cars include 22 already under construction, another nine three-car sets and an extra intermediate car.  Australian minister for innovation, science and research, Senator Kim Carr, has launched the Co-operative Research Centre for rail innovation. The Brisbanebased centre will receive a grant of $A 21 million ($US 18 million) over seven years and will attract investment of around $A 100 million during this period. It already has 26 research projects underway.  Australian Rail Track Corporation (ARTC) has finished laying concrete sleepers on its entire network between Sydney and Brisbane. The project involved installation of 515,000 sleepers, laying of 127,000 tonnes of ballast, and 350km of rail.  Construction of the 30km South Sydney freight line was approved by Australian environment minister, Mr Peter Garrett in August. The environmental approval required landscaping, extra station parking and better pedestrian access to Cityrail stations. The new line will parallel Cityrail tracks and will segregate freight trains from commuter traffic.

Britain The £55 million resignalling of Lincoln station was completed on time in September. The extensive project saw mechanical signalling replaced by computer-controlled LED signals.

China China’s state and private railways carried 1.93 billion

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News France to set up rail regulator HE French government has decided to set up a Commission for Railway Regulation to ensure nondiscriminatory access to the French rail network. While France already has a number of open-access railfreight operators, the international passenger market will be open to competition on January 1 2010, and Air France and Veolia are in negotiations about setting up a high-speed rail operation (see page 6). The new rail regulator is expected to come into force

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during the first half of next year, once legislation has been approved by parliament. There will be seven commissionaires who will be appointed for seven years, plus a staff of around 60, and a budget of ƒ8 million. The same bill will also allow the creation of so-called short line freight railways in France, where operation and infrastructure management will be combined on a small scale. The objective is to make small flows of railfreight competitive and viable.

Argentine high-speed struggles against mounting oppostion

SBB buys more Flirts WISS Federal Railways (SBB) has exercised an option to buy an additional 32 Stadler Flirt four-car emus for regional services. The SFr 418.6 million ($US 372.3 million) order includes 19 trains for the RER Vaudois network around Lausanne, 11 trains for Tilo services in the Ticino region of southern Switzerland, and two additional units for Basle

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S-Bahn Line S1 from Mulhouse (France) to Basle and Frick/ Laufenburg. The trains will be delivered in 2010. The Tilo trains will be used on cross-border services from Lugano to Varese and Como in Italy, which will be extended to Milan Malpensa Airport. Tilo already operates a fleet of 19 Flirt emus. The latest order will take SBB’s Flirt emu fleet to 74 trains.

ORE than a million Argentines have signed an internet petition opposing the construction of South America’s first high-speed line. Under Argentine law, citizens can propose laws to the Senate if the total number of signatures exceeds 1.5% of the voting population. The petition’s author says the Senate should consider using the funds to rebuild Argentina’s existing 18,000km network, suggesting that revitalising the network could be achieved for $US 3.1 billion less than the cost of the 710km Buenos Aires - Rosario Cordoba high-speed line. The government argues that the project will be selffinancing, because all of the

finance will come from French banks. One of these banks, Natixis, lost $US 2.2 billion in the first half of 2008. The petition is another blow for the project, which has already been stalled by a doubling of the interest rate Argentina pays for international finance, caused by a dispute between the government and farmers over taxes earlier this year. The government recently said it would pay its entire $US 6.7 billion debt to the Paris Club nations using existing foreign exchange reserves, which would end its difficulties getting low-cost foreign finance for the highspeed line and other major infrastructure projects.

RZD starts Libyan line

Wabtec buys SCT for $US 300 million

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USSIAN Railways (RZD) has begun construction of the 554km section of Libya’s coastal railway from Surt to Benghazi. The $US 3.17 billion line will eventually form part of the planned east-west railway that will connect the Tunisian and Egyptian borders via Tripoli, paving the way for a North African rail network. Construction of the Surt Benghazi line will take around four years. China Railway Construction Corporation has a contract to build the adjoining 352km section of the coastal line from Al Khums to Misratah and Surt.

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ABTEC, United States, has sealed a deal to buy Standard Car Truck (SCT), United States, for around $US 300 million. SCT has annual sales of

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New Berlin airport rail links to open on time ERMAN Rail (DB) has announced that the new Berlin Brandenburg International (BBI) airport, which is being built to the south of the existing Schönefeld airport, will be served by rail when it opens on November 1 2011, although not all of the planned links may be completed by then. The airport will have an underground through station which will be served by an extension to the S-Bahn from Schönefeld, plus new main line links to the Görlitz and Dresden lines. However, part

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$US 225 million and manufactures components for locomotives and freight wagons - mainly bogies. Wabtec says it will finance the deal with a new $US 500

of the Dresden line is currently disused. It is planned to start construction at the end of next year, although not all approvals have been granted yet. “There is no doubt the infrastructure to link BBI station will be completed by October 30 2011,” says Mr Ingulf Leuschel from DB. “The eastern link is a real challenge due to the uncompleted project approval procedure, but when all the parties are on board, this link to the airport should also open on time.”

million credit facility. It expects the deal to be completed in the fourth quarter. Wabtec president and CEO, Mr Albert J Neupaver, said: “Standard Car Truck has a world-class portfolio of products and will be a strong strategic fit for Wabtec. The company will enable us to provide freight car customers with a broader, value-added package of bogie components and assemblies. With our combined knowledge of intrain braking forces and design capabilities, we will be uniquely qualified to advance stabilisation technology for the industry.”

IRJ October 2008

In brief DSB orders 10 emus from Bombardier ANISH State Railways (DSB) is ordering 10 three-car Øresund emus from Bombardier in a contract worth ƒ82 million, and with an option for a further 30 trains. The emus have a maximum speed of 180km/h and will be able to work cross-border services between Denmark and Sweden over the Øresund bridge. The trains will automatically switch signalling and power systems when crossing the border.

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The trains will join the existing fleet of 79 emus which already operate cross-border services, and the centre cars will have low floors to provide access for disabled passengers.

They will be leased by the Danish National Rail Authority, and will be used by DSBFirst, which takes over Øresund services from January 2009.

EC to investigate ‘illegal’ Danish subsidy N investigation has been launched by the European Commission (EC) following accusations that Danish State Railways (DSB) has received illegal subsidies from the country’s Transport Ministry. Arriva and Connex have filed a complaint through

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Danish Collective Transport alleging that DSB has been exempted from a tax based on wage costs applied to companies that do not have to pay sales tax. This concerns the ministry’s 2000-04 contract with DSB, as well as the current contract, which expires in 2015. The exemption is

British upgrade nears completion

worth around DKr 100 million ($US 19 million) per year to DSB. Questions were raised about the tax in parliament as long ago as November 2005, although the government took no further action on the issue until it received the EC’s complaint last month.

German Army to build Afghan railway? NE of Afghanistan’s two operational railways could be extended to serve the German army’s main supply base in the country, according to German weekly news magazine Der Spiegel. The project would involve upgrading the 25km line from Termez in southern Uzbekistan to Kheyrabad, and extending it 42km south to Mazar-e-Sharif. No costs have been given for construction. The Termez - Kheyrabad line was constructed in 1982 by the Soviet Union to 1524mm-gauge, and was intended as the first stage of a line to Mazar-i-Sharif and Puli-Khumari, although this was never completed. The only other operational line in Afghanistan is the 9.6km line from Gushgy in Turkmenistan to Towraghondi. A 190km line from Hirat in western Afghanistan to Sangan on the Iranian border is also under construction.

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S THE introduction of a vastly increased timetable on Britain’s London to Glasgow West Coast Main Line approaches in December, one of the last tranches of engineering works on the £9 billion project was completed on-time at the end of August. A programme of resignalling, platform lengthening, new track and overhead line work between Lichfield and Atherstone was completed, while at the busy junction of Nuneaton, new signalling, track and junctions were finished on time. In the Rugby area, where

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IRJ October 2008

the line to Birmingham diverges, two new platforms, a new pedestrian subway, refurbishment of a 450m flyover, and associated track and signalling work was undertaken. From December 14, 375 new services will be introduced, and journey times will be cut too: from London to Birmingham, 20 minutes will be saved on the current time of 1h 43min; to Manchester, a cut of 43 minutes will see journey times of 1h 58min; and to Glasgow, almost an hour will be saved, with the fastest trains scheduled for 4h 9min.

tonnes of freight in the first seven months of the year, a 6.8% rise over the same period last year. Passenger traffic rose by 12.6% to 855 million journeys.  Construction of the 266km Xian Pinglian railway has been approved, and work will start before the end of the year. The cost is estimated at around ƒ700 million, and it is expected to open in 2012.  Guangzhou Railway reported increased operating revenues of Yuan 620 million ($US 90 million) for the first half of the year. Passenger volumes rose 40.9 million, a rise of 16.7%, with revenue from passengers rising 22% to Yuan 3.2 billion. Freight traffic rose 8.8% to 34.5 million tonnes.

Czech Republic CD Cargo made a profit of CKr 335 million ($US 19.9 million) in the first half of the year, with sales reaching CKr 9 billion. The operator was split from national operator Czech Railways (CD) in December 2007 and will soon merge with ZSSK Cargo, Slovakia.

Estonia Estonian Railways (ER) is to be restructured into infrastructure and freight sectors next year to comply with European Union requirements.

Germany A group of four regional freight operators in the Ruhr called Maekas is expected to increase railfreight volumes in the region. The operators are SBB Cargo, Mühlheimer Transport, Neuss Düsseldorfer Häfen, and Wanne-Herner Railway and Harbour.  Rail.one, Germany, is to supply its Rheda 2000 slab track system for use in the City Tunnel in Leipzig, which is under construction. The 4km tunnel will provide a northsouth connection between the main and Bavarian stations, with S-Bahn and regional express trains using it. The tunnel is due to open in 2011.

Latvia The Latvian government says it does not plan to sell Latvian

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News

In brief

RDC sells Nacala Corridor stake AILROAD Development Corporation (RDC), United States, has sold its stake in Nacala Railway concessionaire Central East African Railway (CEAR) to Mozambican investment group Insitec. The Nacala Corridor consists of Malawi’s 797km network, the Nayuci Nacala line in Mozambique, and the port of Nacala. The 20-year concession includes passenger services on selected routes. “The sale of our interests to local investors represents a

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major development in the evolution of the Nacala Corridor,” says RDC chairman Mr Henry Posner III. “Full integration of the Nacala Corridor into the local private sector represents the next logical step. RDC president and CEAR chairman Mr Bob Pietrandrea added that the sale would bolster RDC’s war chest for future investment opportunities in Africa, which he believes are likely to increase as more African countries privatise their railways.

Indian HS unlikely before 2015 HE Indian government has invited international tenders for a pre-feasibility study into the construction of the country’s first high-speed line, but concedes the line will not open until after 2015. The study will examine the

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feasibility of constructing 300350km/h lines from Delhi to Chandigarh and Amritsar, and from Pune to Mumbai and Ahmedabad. The Ministry of Railways hopes to implement both projects as public-private partnerships (PPP).

MÁV Cargo takeover will go ahead, says ÖBB USTRIAN Federal Railways (ÖBB) freight arm Rail Cargo Austria (RCA) says it will go ahead with its ƒ400 million takeover of MÁV Cargo, Hungary, contrary to reports in the Hungarian media that suggested RCA had withdrawn from the deal. Last month MÁV Cargo general manager Mr Imre Kovacs was suspended pending an investigation into allegations that he and two colleagues were involved in the sale of 2000 operational wagons at scrap prices in 2002 and 2003. Mr Miklós Völgy has been appointed acting general manager until the end of the year. RCA, and Györ-EbenfurthSopron Railway (GySEV) signed the agreement to buy the former freight arm of Hungarian State Railways (MÁV) in January, and the contract is currently being reviewed by the European Union’s competition authority.

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IKHVIN Railway Car Building Plant (TVSZ), Russia, has sent the first two prototypes of a new design of hopper wagon aimed at the lucrative domestic market for testing. The type 12-9761 wagon has a load capacity of 69.5 tonnes and an internal volume of 88m3. The wagons were built on a prototype production line at Tikhvin, and will be the first wagons built at the $US 800 million plant. Series production is due to begin in 2010.

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Green Train breaks Swedish speed record SPECIALLY-equipped Bombardier Regina emu being operated by Sweden’s Green Train project has broken the Swedish rail speed record for the second time this year. The Bombardier emu reached 303km/h on the Töreboda - Skövde line on September 14, beating the record of 295km/h set on July 23. Both record attempts were made on lines designed for 200km/h operation. Green Train is a

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five-year research project launched in 2005 by a Swedish consortium of research institutes, consultants and train operators, led by national infrastructure authority

Banverket. The project aims to reduce energy consumption, operating costs, and journey times. A full description of the Green Train can be found in IRJ September p51.

Railways (LDZ), despite rumours to the contrary.

Netherlands Netherlands Railways (NS) is increasing the number of trains it runs by 3% from the December 14 timetable change. Frequencies are being doubled to four trains per hour on the Utrecht - Amsterdam Schiphol Airport and Utrecht Breukelen lines, and eight per hour at peak times between Amsterdam and Haarlem. Connexxion will run four trains per hour between Amersfoort and Barneveld Centrum.

Slovakia The Slovakian operating authorities have granted approval for PKP Cargo, Poland, to operate its ET41 locomotives on the country’s rail network. The locomotives will be used on the Zabrzeg Czarnolesie - Zwardoñ Skalite -ŽZilina line.

South Africa The first class 19e dual-voltage locomotive began test running between Pienaars River and Keespoort at the end of August; 32 locomotives have been ordered, and operate on 25kV ac and 3kV dc systems.

Sweden Freight operator Green Cargo reported profits of SKr 65 million ($US 10.22 million) for the second quarter of the year - a fall of SKr 16 million compared with the same period last year. Despite the fall in profits, attributed to rising costs, traffic volumes rose by 3.5%.  Swedish train operator group Tågoperatörerna says the government should pay for installation of European Rail Traffic Management System equipment on rolling stock for the new Bothnia railway. The cost is estimated at SKr 1.5 million.

United States Amtrak says it needs to add extra coaches to its high-speed Acela Express trains, which operate on the Northeast Corridor. While it wants to add to the five-coach sets, there is no funding available for the vehicles. IRJ

IRJ October 2008

Together We Move The World Getting from A to B by train ever more quickly, safely and comfortably is something we now take for granted. Wheelset, drive and pivot bearings from FAG and INA take on a great deal of responsibility as safety-critical parts here. Our design, testing and service facilities are geared absolutely to the requirements of our customers. Development partnership is the way to go. This has led, for example, to the development of wheelset bearings for subway trains, with a maintenance interval of 1.2 million kilometers. The housing remains partly fixed to the bogie making maintenance quick and simple and is exceptionally light due to special materials.

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Transit news Gold Coast study favours light rail HE government of the Australian state of Queensland says the preliminary business case for a new rapid transit network on the Gold Coast recommends the construction of a light rail system. The study suggests the first stage of the line could run from Griffiths University’s Southport campus to Broadbeach via Surfers Paradise. The line could eventually be extended to Helensvale and Coolangatta. The government now intends to determine whether the private sector will be willing to support the project. A corridor planning study will also be carried out, which could allow the government to make a final decision on whether to proceed with the project in the first half of 2009 with construction beginning in 2010. Around 50 companies have reportedly expressed an interest in building the initial phase of the network, which is expected to cost around $A 1.67 billion ($US 1.32 billion).

T Bursa buys Bombardier Flexity Swift LRVs OMBARDIER has been awarded a ƒ94 million contract to supply 30 Flexity Swift light rail vehicles (LRV) to the Turkish city of Bursa. The 28m-long bi-directional LRVs will be manufactured at Bombardier’s site in Bautzen,

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Germany, and deliveries will begin in the second half of 2010. The contract includes the supply of spare parts and an option for up to 28 additional LRVs. The 20.6km, two-line BursaRay network opened in

2002 and carries around 36 million passengers per year. A 3.9km extension from Küçük Sanayi to Uludag University is currently under construction, and further extensions are proposed to take the network to 50km.

Guangzhou Airport extension approved HINA’s National Development and Reform Commission has approved the construction of a Yuan 10.3 billion ($US 1.5 billion) extension of Guangzhou Metro Line 3 from Panyu to Nansha port

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Warsaw launches tender for LRVs ARSAW municipal government and Tramway Warsaw have launched a tender for the purchase 186 low-floor light rail vehicles (LRV). The vehicles will be up to 30m in length with air-conditioning, CCTV and onboard ticket vending machines. The LRVs are being ordered as part of Warsaw’s preparations for the European soccer championships, which are being held in Poland and Ukraine in 2012.

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Paris invites bids ARIS Transport Authority has issued an invitation to tender for the 4.9km extension of light rail line T1 from Saint Denis to AsnièresGennevilliers-Les Courtilles. The extension will have 10 stations, and will open in 2011.

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and Baiyun International Airport. The 30.9km line will have 11 stations and will serve the districts of Tianhe, Baiyun and Huadu in the north of the city. China International

Tendering Corporation invited bids in August for the supply of 12 six-car trains for the line. Construction work is expected to begin soon and the line will open in June 2010.

Veolia wins Bremen S-Bahn concession EOLIA Transport subsidiary North West Railway (NWB) has been selected to run the S-Bahn network in the German states of Bremen and Lower Saxony from 2010, after German Rail (DB) withdrew its appeal against the conditions in the call for tenders. The Bremen S-Bahn will be the first electrified S-Bahn network in Germany to be completely operated by a private company. The concession covers the operation of a four-line, 270km network converging on Bremen Main Station. S-Bahn services will begin on the Bremerhaven - Lehe Twistringen, Bremen Oldenburg - Bad Zwischenahn, and Bremen - Nordenham lines in December 2010, and a year later on the Bremen Farge Verden line.

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A fleet of new low-floor trains will be ordered to operate these services. The Bremen S-Bahn will serve an area with a population of 660,000 and an

annual business volume of 4.7 million train-km. Veolia says the 11-year concession will generate cumulative revenues of around ƒ500 million.

Veolia already has a presence in the Bremen area through subsidiary NWB, which operates regional services to Osnabrück and Oldenburg. Photo: DB AG/Jazbec

IRJ October 2008

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Transit news

In brief

Mexico City concession launched

Austin (United States)

Manila

EXICO’s federal government launched a tender on August 11 for the 30-year concession to design, build and operate suburban Line 2. Line 2 will have five stations and will run for 21km from Jardines de Morelos to Martin

The opening of Texas Capital Metro’s commuter rail line from Downtown Convention Center to Leander could be delayed until next March because two of the nine stations have not been completed. The 51km line was due to open in the third quarter of this year.

Construction will begin on metro line MRT7 in January, according to Bulacan mayor Mr Eduardo Roque. The 20.7km line will run mostly on viaduct from an interchange with light metro line MRT3 at North to Tala. The $US 1.24 billion project will be completed in 2011.  The government says it will use sales tax proceeds to fund the 5.4km extension of MRT3 from North to Monumento. The decision will obviate the need to seek foreign loans for the Pesos 6.3 billion ($US 134 million) project.

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Carrera, carrying around 400,000 passengers per day. The $US 501 million project is being funded by the federal government, and is being implemented as part of the national infrastructure plan. The winning bidder will be announced in February.

SBB to lengthen Zürich trains

Bangkok The Mass Rapid Transit Authority of Thailand (MRTA) is to issue a revised plan for the Metro Orange Line in an effort to speed up construction. MRTA now proposes building only the 12km section from Thailand Cultural Centre to Bang Kapi at a cost of Baht 80 billion ($US 2.34 billion).

CONSORTIUM of Siemens and Bombardier has been awarded a contract worth ƒ189 million to supply 113 low-floor double-deck intermediate coaches to Swiss Federal Railways (SBB), and eight to the Sihltal Zürich Uetliberg Railway (SZU). SBB will use its coaches to lengthen its existing Zürich

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S-Bahn trains. Siemens will manufacture the bodyshells, and its share of the contract is worth ƒ122 million, while Bombardier has a ƒ67 million share, which covers final assembly and commissioning. The coaches will be delivered between October 2010 and March 2016. HREE companies or consortia have been invited to bid for the tender to operate Melbourne’s suburban rail network and two for the tram system. Transdev, the parent company of the current light rail operator Yarra Trams, and Keolis/Downer EDI have been selected by the Victorian government to compete for the tram contract. The companies vying to run the suburban rail network are: Keolis/ Downer EDI; Metro Trains Melbourne (MTM), a consortium of MTR Corporation, Hong Kong, United Group Rail and John Holland, Australia; and Veolia, whose Connex subsidiary currently operates the network.

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Photo: Paul Bigland

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Dayton (United States) Ohio’s Greater Dayton Regional Transit Authority is considering the construction of a light rail loop line connecting the city centre with the University. A recent study by Parsons Brinckerhoff suggested the 6.4km line would cost $US 125 million to build.

Debrecen (Hungary) The municipal government has invited tenders for the supply of 18 low-floor airconditioned LRVs. The contract will include the supply of spare parts.

Jerusalem The managing director of light rail concessionaire City-Pass, Mr Jakob Edri, has resigned, along with Mr Yekhiel Lavi, general manager of construction company Moriya. No reason has been publicly given for the resignations.

Lisbon Metro Lisbon has awarded a ƒ58 million contract for construction works for the Blue Line extension from Amadora Este to Reboleira to a consortium of Portuguese companies including Tâmega, Soares da Costa, Teixeira Duarte, and Zagope. The line will open in the third quarter of 2011.

Medellín (Colombia) Construction has begun on the 2.5km metro extension to Sabaneta. The $US 125 million project is expected to bring an extra 52,000 passengers per day to the metro.

Mexico City The municipal government is proposing the construction of a light rail line from Centro Historico to Buenavista as part of plans to celebrate the bi-centenary of Mexican independence in 2010. Companies are now being sought to design, engineer, and maintain the line. The winning bidder will also be required to supply LRVs.

Rio de Janeiro Construction will begin on Line 3 of the Rio de Janeiro metro next month, according to state governor Mr Sérgio Cabral. The first section of the line will run for 23km from Araribóia in Niterói to Guaxindiba. 18.2km of the line will be on viaduct with the remainder at grade.

Toronto Skoda says it is interested in bidding for Toronto Transit Commission’s (TTC) $US 1.25 billion low-floor LRV contract. In July Skoda said it would only bid if TTC removed its requirement for a 100% lowfloor vehicle. TTC had previously cancelled its request for proposals because the bids failed to meet its technical evaluation, or were not commercially compliant. IRJ

IRJ October 2008

Market news Australia New South Wales Transport Infrastructure Development Corporation has invited proposals for alliances to deliver the Glenfield Junction project, a key part of the 13km South West Rail Link between Glenfield and Leppington via Edmonson Park in Sydney. The project includes a new platform, footbridge and concourse at Glenfield, and flyovers north and south of Glenfield station.  Grain marketer AWB has signed a five-year contract with Melbourne-based rail operator El Zorro to transport grain from storage sites on the Australian east coast. The deal covers the operation of four trains, two using existing wagons and two using 84 new wagons on a hook-and-haul basis. New locomotives are said to be in the pipeline for the contract.

Belgium Belgian National Railways (SNCB) has awarded Alstom a contract to fit the TBL1+ safety system on its locomotives and multiple units. It follows a contract signed in 2007 to supply SNCB with hardware for the system, and takes the total value of orders placed with Alstom for TBL1+ equipment to ƒ27.4 million.

Brazil The Inter-American Development Bank has

approved a $US 168 million loan for investment in the São Paulo metro and CPTM commuter rail network. The money will be used to buy eight trains, install signalling and communications systems on CPTM Line 9, and finance an 11.6km extension of Line 5 of the metro.

Britain Balfour Beatty has won a £2.1 million contract to rehabilitate the 21km Old Dalby test track. The facility, last used for testing 225km/h Pendolino emus, will be used to test new trains for the London Underground being built by Bombardier at nearby Derby.

Bulgaria Pöyry, Finland, has won two contracts from the Ministry of Transport to supply technical assistance for modernising the 55.3km Sofia - Dragoman and 97.4km Sofia - Pernik Radomir lines.

Croatia A consortium of Bombardier and Site, Italy, has won a ƒ16 million contract to supply and install Interflo 250 European Rail Traffic Management System Level 1 equipment on the 33.5km Vinkovci Tovarnik line. The deal will allow 160km/h operation on the line, which is part of TransEuropean Network-Transport Corridor 10 from Salzburg to Thessaloniki.

Egypt

Malaysia

Egyptian National Railways intends to apply for financing from the World Bank to modernise signalling on the Cairo - High Dam corridor. It expects to issue invitations to tender in November, and is seeking pre-qualification bids from interested companies. Deadline for bids is October 7.

Prarsarana is tendering for automatic fare collection systems for the Kelana Jaya and Ampang lines in Kuala Lumpur. The deadline for bids is December 1.  Trelleborg Industrial has been chosen to supply Metalastik spherical bearings for lateral buffers and halfshell bushes for anti-roll bar systems for 22 class 83 trains undergoing refurbishment by Sunshine Corporation, Korea.

Estonia Estonian passenger operator Elekrtiraudtee is seeking to replace its current fleet of 12 electric trains with up to 18 four to five-car trains by 2013. It is currently finalising specifications for the rolling stock.  Property management company RKAS has signed a ƒ19.81 million contract with VolkerRail to build the Koidula border station. This includes a station building, customs warehouse, and wagon repair shop.

Germany Leasing company VTG, Germany, saw operating profits rise by 26.7% in the first half of the year to ƒ298.6 million. High demand for freight wagons is behind the growth, while its rail logistics and tank container logistics divisions also performed well. The company is forecasting group revenues of ƒ595 million for the current year - a rise of 10%.  Saft has won a contract from Bombardier to supply Matrics MRX nickel-cadmium batteries for 27 DT5 metro trains under construction for Hamburger Hochbahn. The batteries will be primarily used to support control and safety systems when the train passes through neutral sections, as well as maintaining emergency power for onboard systems in case of train failure.

India Germany Rail.one, Germany, has won contracts for ballastless track systems for the 3.5km Schlüchterner tunnel between Hanau and Fulda, which is undergoing an upgrade, and construction of a second bore. Rail.one will supply 14,000 wide concrete sleepers, as well as anchor blocks. The entire project is due for completion in 2013. Photo: DB AG/Georg Wagner

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Trelleborg Industrial, Britain, is to supply Metalastik UD bushes to SAN Engineering and Locomotive Company for use in the drive couplings of three-axle shunting locomotives used in India, and for export to Africa and the Asia-Pacific region.

Pakistan Pakistan Railways has signed a $US 160 million contact with an unnamed Chinese company for 75 locomotives.

Slovakia Slovakian Railways (ZSSK) is seeking to acquire 32 suburban trains, modernise 10 class 263 locomotives, and purchase of two multi-system electric locomotives. It intends to spend up to ƒ79.67 million on the rolling stock.  ZSSK has also issued a tender for 10 double-deck emus for local trains in Zilina and Kosice. The 160km/h trains are expected to cost up to ƒ92.26 million, and will be delivered seven years after contract signing.

Turkey Nexans has won a contract worth ƒ8.9 million to supply 988km of cables for a 5.3km light rail line and 15.6km metro line. Nexans will also supply lighting cables for use in 20 new stations.

United States Norfolk Southern (NS) has ordered 24 GE Evolution Series ES44AC 3.28MW locomotives, with delivery due to start soon. The locomotives will be the first for NS to use ac traction packages.  LB Foster, United States, has won contracts to supply continuous welded rail for two transit projects. The first is for 1812 tons of rail for the San Francisco - San Jose line operated by Caltrain, and the second is for 1813 tons of rail for the Southern California Regional Rail Authority’s Metrolink network in Los Angeles. IRJ

IRJ October 2008

Middle East

Gulf rail resurgence gath

Across the Arabian Peninsula, governments are formulating ambitious plans for new railways. Keith Barrow looks at recent developments in this region, which is rapidly becoming a focal point for the rail industry.

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N less than a year’s time, the opening of the first line of the Dubai metro will usher in the start of a new era for railways on the Arabian peninsula. The initial phase of Dubai’s ambitious 318km automatic metro will be followed by metro projects in Kuwait and Abu Dhabi, while heavy rail networks are planned in Qatar, Kuwait, and Oman. Saudi Arabia is embarking on a massive expansion of its network with new high-speed, heavy-haul and mixed traffic railways at an advanced stage of planning. Phase One of Dubai metro is being built at a cost of Dirhams 15 billion ($US 4 billion), and consists of two lines which together form one of the world’s largest infrastructure projects. The 52.1km Red Line from Jebel Ali Free Zone to Rashidiya will have 29 stations

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and runs on viaduct for most of its length, with a 4.7km underground section between Port Saeed and Jujurman. When it opens in September 2009, the Red Line will have capacity for more than 11,000 passengers per hour per direction, with trains operating at 225-second headways, although the line is designed to carry up to 21,800 passengers per hour with trains running at 90-second intervals. The Roads and Transport Authority (RTA) says that around 77% of the construction of the Red Line had been completed by mid-September. “Building the metro through the busy city has been a challenge, because of the need to minimise disruption to road traffic,” says Mr Adnan Al Hammadi, RTA director of construction, rail projects. “The top-down construction of

underground station boxes, TBM launching, and construction of pre-cast concrete pier heads on the elevated sections have been other challenges. Nonetheless, tunnelling and viaduct construction on the Red Line, testing and commissioning of power supplies, and the delivery of the first trains have been achieved way ahead of schedule.” The 23km Green Line from Health Care City to Al Nahda Street will open in March 2010. This line has 18 stations, six of them underground, and will serve the business districts along Dubai Creek. Around 51% of construction had been completed by mid-September. A fleet of 61 driverless trains is currently being delivered by Kinki Sharyo, Japan, 44 for the Red Line and the remaining 17 for the Green Line. By September, 16 trains had already been

IRJ October 2008

hers pace

“Most journeys in Dubai are by car, so it is essential we show people what the metro will be like and how easy it is to use.” Nick Brown

delivered. Each train has three classes of passenger accommodation - Golden Class (business), Women and Children’s Class, and Silver Class (economy). Static and dynamic testing of the trains began in April, and the programme was stepped up in September to cover the 11km section of the Red Line from Jebel Ali depot to Ibn Batuta. “The delivery of the test track is the most vital component of the entire Dubai metro project,” explains Al Hammadi. “This will allow us to receive trains, test them and release them for service once the line is completed.” Serco, Britain, has a five-year contract to operate and maintain the Red and Green lines. “This is our first rail operation in the region, but we can draw on resources from our rail operations in Britain to help us make Dubai a world-class metro,” says Mr Nick Brown, chief executive of Serco Integrated Transport. “Over the next year we have to carry out 70,000 man hours of staff training, and we need to

IRJ October 2008

prepare the public for the opening. Most journeys in Dubai are by car, so it is essential we show people what the metro will be like and how easy it is to use. We’re working with RTA to prepare passengers for the metro so they know what to expect from day one.” RTA expects to award contracts soon for the construction of the next two metro lines. The 49km Purple Line will run from Dubai International Airport to the massive new Al Maktoum International Airport via Al Khail Road, and will include four intermediate stations with airport check-in facilities. Parsons Brinckerhoff has been awarded a contract to provide initial design and consultancy services for the Dirhams 10 billion project, which is due for completion by 2012. Studies are now underway for the 50km Blue Line, which will also serve the two airports, running via Emirates Road. The Blue Line will open in 2015, and in the longer term RTA envisages an extension beyond Dubai International Airport to serve the Palm Deira and other waterfront developments. RTA is also planning to extend the Red Line from Jebel Ali Free Zone to the Abu Dhabi border. Ultimately a network of eight metro lines could be constructed to serve the city.

As part of its 2020 transport strategy, RTA envisages the construction of 270km of light rail lines to serve less densely-trafficked corridors. In May it awarded a ƒ500 million contract to build, operate and maintain the Al Safooh tramway to the ABS consortium which comprises Alstom, Besix, Belgium, and Serco. Parsons will carry out detailed design work on the project, while Systra, France, will act as consultants to RTA. The 14km line will have 19 stations and will run along Al Safooh Road from Madinat Jumeirah and Mall of the Emirates to Dubai Marina and Jumeirah Beach Residence. The line will be elevated around Dubai Marina, and interchanges will be built with Red Line metro stations at Mall of the Emirates, Marina, and Jumeirah Lake Towers. The

Construction is now underway on Red Line stations.

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Middle East line will have a capacity of 5200 passengers per hour per direction, and will open in September 2009. Alstom will supply 11 Citadis light rail vehicles, which will be equipped with its APS ground power supply system, obviating the need for catenary.

Kuwait Metro Line Route Length (km) 1 University - Great Mosque - Messila Beach 23.7 2 Great Mosque - Tunis - Salwa 21 3 Jaser Al Mubarak - Friday Market - Airport 24 4 Qadsiya Stadium - Friday Market - Central Station 22.7 Extensions 1 University - Jahra/Messila Beach - Fahaheel 57.3 2 Salwa - National Stadium 16.4

Kuwait

Line North-South Line Kuwait City Airport Line Bubiyan Branch Line Shuwaikh Port Line Western Line

Length (km) 244.8 42.5 71 30 117

key component of the 2000km Gulf railway. All the planned lines will be double-track and electrified. Abu Dhabi’s first metro line could be operational by 2015, according to Urban Planning Council (UPC) general manager Mr Falah al Ahbabi. The city’s long-term development plan calls for two lines, one running from Saadiyat Island to the Grand Mosque District and Raha Beach, with a second eastwest line linking Al Reem with Al Suwwah and Marina Mall. Consultants Mott MacDonald and Steer Davies Gleave are carrying out a study into the city’s transport requirements and are due to publish their findings by the end of the year. The UPC says construction of the first metro line could begin as soon as next year and open in 2015. The UPC has also included a number of heavy rail projects in its transport strategy for the period to 2030. These

Kuwait City Great Mosque

Jaber Al Mubarak

Jahra Gate Lin e

Sawaber

1

Lin e2

Lin e3

Scientific Centre

Qadisiya Stadium

Tunis

University

Marina Mall

4 Line

Mubarak Al Kabeer Hospital

e1

Friday Market Line

to Al Jahra

Line 1

4

e1

Lin

Lin

Salwa Line 2

Line 4

Central Station

National Stadium

6th Ring Road

Messila Beach

N Kuwait International Airport IRJ

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Kuwait national railway network

In May Kuwait’s Ministry of Finance invited prequalification for consultancy services on the design and supervision of its proposed $US 6.3 billion national rail network, and a $US 4.8 billion metro in Kuwait City. The four-line metro network will eventually stretch to 165km and will carry around 69.1 million passengers per year. Around 35% of the initial phase will be underground, with the remainder running on viaducts. Contracts are expected to be signed in January 2009 and construction of the first phase will begin next year for completion by 2014. The project will be funded as a public-private partnership (PPP), with the government holding 24% of the shares and the contractor taking a 26% stake. The remaining 50% of the shares will be offered to private investors by means of an IPO. By contrast, the national rail network will be completely government-owned. The network will include a 42km airport line, a 30km link to Shuwaikh port, and a 245km north-south line spanning the emirate between the Iraqi and Saudi borders, which will form a

Kuwait Metro 1 st phase Proposed extensions National Railway Planned line

Stations 19 27 15 16

to Fahaheel

include a freight line from Abu Dhabi to Jebel Ali in Dubai, and a high-speed line from the airport to Grand Mosque, as the first stage of a high-speed line to Dubai. A request for proposals has recently been issued for the construction of the first railway in Oman. The mixed-traffic line will begin west of Muskat in Birka, where a new container terminal will be built, and will run northwest for 260km along the shore of the Gulf of Oman to the port of Sohar and the UAE border at Khatmat Almilaha. In the longer term, a line south to the Gulf of Masirah is also proposed to provide a connection with a new port at Daqm. In September the Qatari government signed a Memorandum of Understanding with German Rail (DB) with the aim of establishing a rail network in the emirate. A joint project group of around 60 transport experts and planning engineers from DB International will draw up planning options and track layouts covering various options. These will include:  a line from the Ras Laffan industrial complex to Doha and the new port at Mesaieed  a high-speed line from New Doha International Airport to Doha city centre and Manama in Bahrain via a planned new causeway across the Gulf of Bahrain  a freight link from Doha to the Saudi border  an underground metro network in Doha, which could ultimately consist of six lines, and  peoplemovers in urban developments such as Lusail, West Bay and Education City. The findings from the planning phase will be presented to the government and the Emir of Qatar early next year. Saudi Arabia’s ambitious programme of rail projects reflects the country’s status as the largest economy in the

IRJ October 2008

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Middle East

CAF, Spain, recently won a contract to supply eight 200km/h diesel trains to Saudi Railways Organisation.

Gulf region. The 945km Landbridge will connect the capital Riyadh in the east with the port of Jeddah in the west, providing the first rail link between the Gulf and the Red Sea. The Tarabot consortium, which comprises Asciano, Australia, and seven Saudi companies has been selected by the Saudi government as preferred bidder for the $US 6.6 billion project, which also includes upgrading the existing Riyadh Dammam line. The railway will mainly be used by container and bulk freight trains. Asciano has a 5% equity stake in

the Tarabot consortium, but holds an 80% share in the concession that will build, own, operate, and transfer the network. The deal will be finalised by the second quarter of 2009 and construction will begin soon afterwards. The railway will take around three years to build. The 400km Mecca-Medina Rail Link (MMRL) will be the Middle East’s first high-speed railway, with a commercial speed of 320km/h. The double-track line will cut the current 10h bus journey between the two holy cities to just

2h 30min and will relieve the saturated highway. In addition to the pilgrim traffic, the line will accommodate the increasing number of commuters travelling the 70km between Jeddah and Mecca. Six consortia have prequalified for the contract to build the line, which is due to open in 2013. Another project aimed at easing the transport of the 2.5 million pilgrims that visit the city each year is the Mecca Al Masher Al Mugaddassah elevated metro line. Four prequalified consortia including Al Harbi Group, Binladin, Mabani and Saudi Oger have been shortlisted for the design and build contract to construct the 17.6km line, which will have 10 stations and will be electrified at 1.5kV dc. The alignment for the route passes close to some of the most sacred sites in the Islamic world, and therefore represents a significant engineering challenge to the preferred bidder in terms of station design and crowd dynamics. IRJ IRJ would like to thank Mr Bassam Mansour, rail group director with Bovis Lend Lease International, and SNCF International for their assistance in compiling this article.

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22

IRJ October 2008

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Middle East

Urban rail blooms in

Anatolia The phenomenal growth of the Turkish economy in recent years has fuelled the rapid expansion of metro and light rail networks across the country. Dr Darcin Akin, assistant professor of urban transport and planning at Gebze Institute of Technology, reviews the renaissance of urban rail in Turkey and looks at the prospects for further investment.

I

N recent years interest in light rail transit (LRT) and metros has grown substantially in Turkish cities as demand for urban mobility has risen consistently. Last year, Turkey enjoyed economic growth of 9.9%, making it one of the fastest-growing economies in the world. Cities of more than 1 million inhabitants see light rail and metro as a sustainable means of meeting the surging demand for mobility, particularly with the recent sharp increase in fuel prices. After almost 30 years, trams returned to the streets of Istanbul in 1990, heralding the start of a revival in Turkish light rail that has continued ever since. Today light rail and metro systems are operating in Istanbul, Ankara, Izmir, Bursa, Eskisehir, Konya, Antalya, and Kayseri, while construction is underway on the first lines in Gaziantep and Adana and bidding will begin soon in Samsun. In this article, recent urban rail developments and future plans for rail developments are reviewed in eleven Turkish cities, seven of which have rehabilitated and upgraded their existing surface light rail and metro systems, while four have embarked upon construction of entirely new

IRJ October 2008

Middle East networks. A questionnaire was Two TCDD suburban rail Table 1: Cities studied for their recent lines developed and distributed to the are being upgraded to LRT developments and future plans cities listed in Table 1 to collect metro standard, with the data on both existing and construction of dedicated City Population Urban Response to planned rail systems. Data for tracks alongside the existing (2007) Population (%) questionnaire Istanbul 12,573,836 88.9 Already have data cities which did not respond was line. The 57km Orange Line Ankara 4,466,756 92.7 Partial collected from other sources. from Aliaga will converge at Izmir 3,739,353 84.9 Full Istanbul is the largest city in Alsancak with the 22km Red Bursa 2,439,876 81.2 Full Turkey, with a population of Line from Adnan Menderes Eskisehir 724,849 86.3 Full more than 12.5 million. The first International Airport. Both Konya 1,959,082 72.1 Full LRT line opened in the early lines will open soon. Kayseri 1,165,088 76.8 No Gaziantep 1,563,023 86.1 Full 1990s, and since then, the city has The city of Bursa in the Samsun 1,228,959 59.0 Full increasingly found rail to be a Marmara region of Antalya 1,789,285 63.0 No solution to the looming traffic northwestern Turkey has Adana 2,006,650 80.3 No gridlock in this megacity. The operated a 22.5km two-line 137.3km network of 12 suburban rail, light rail network since 2002. Line 1 existing terminus at Kizilay to Çayyolu. metro and light rail lines carries 964,000 runs from Organize Sanayii to Araba At the other extremity of Line M1, Line passengers per day. The system is Yatagi, while Line 2 starts from Kucuk M3 will be an 18km western extension running at capacity and many areas are Sanayi and joins Line 1 near Acemler. from Batikent to OSB. Finally, Line M4 not served by rail. However, with the A 3.9km extension of Line 2 from will be a completely new line, running uncompromising efforts and Küçük Sanayi to Uludag University is 7.9km from Atatürk Kültür Merkezi in commitment of the city’s Transport currently under construction, partthe city centre to Gazino in the northern Department, rail will extend its reach funded through a ƒ55 million loan from district of Keçiören. A short extension of across a much greater area. the European Investment Bank. Further Line A1 is also under construction. Seven new lines totalling 60km are extensions are proposed that will take under construction and bidding has the network to 50km. In August Extensions begun for a further two lines totalling Bombardier was awarded a ƒ94 million 44km. In addition, two existing contract to supply 30 Flexity Swift LRVs With a population of 3.7 million, commuter lines operated by Turkish as part of the expansion of the network Izmir is the third largest city in Turkey. State Railways (TCDD) will be (see Transit News, page X). Izmir’s first light metro line opened in upgraded to metro standards as part of The central Turkish city of Eskisehir 2000 and runs from Üçyol, in Hatay in the Marmaray project, which will opened its successful light rail network the southern part of the city, northeast provide the first rail connection in December 2004 and Estram, as it is to Bornova. It is 11.6km long and will between the European and Asian known, now carries around 29 million be extended 5.5km from Üçyol to (Anatolian) sides of the Bosphorus. passengers per year. The 16km network Fahrettin Altay. This extension will have As Table 2 shows, Istanbul is the consists of two lines - Line 1 starts from six stations and will be fully biggest market in Turkey for rail Uluonder and runs southeast to the underground. A further extension to investment. The city’s transport plan for Intercity Bus Terminal in Otogar, while Dokuz Eylul University Hospital is the period to 2023 will be completed by Line 2 runs from Osmangazi University planned. The line currently carries early 2009 and this will identify all (ESOGU) northeast to Opera. The two about 30 million passengers per year. future rail projects, lines intersect at and the timescale Çarsi. Eskisehir Table 2: Istanbul rail projects 2008-15 for their completion. has plans to Project Estimated Cost Length Status Opening Ankara is the extend Line 1 ($US million) (km) second largest city southeast to serve Metro and the capital of industrial areas Bagcilar - Ikitelli 800 15.9 Under construction 2008 4 Levant - Ayazaga 580 8 Under construction 2008 the country. It along Ankara Kadikoy - Kartal 1100 21.7 Under construction 2010 currently has one Road, and to the Bakirköy - Bagcilar 450 9 Planning stage 2012 metro (M1) and one northwest along Yenikapi - Bakirköy 350 7 Planning stage 2012 light metro line (A1) Bursa Road. Kabatas - Alibeyköy 500 10 Planning stage 2013 totalling 23.2km. Konya has a Alibeyköy - Bagcilar 725 14.5 Planning stage 2013 Passenger numbers population of Yesilköy - Ikitelli 715 14.3 Planning stage 2015 on lines A1 and M1 nearly 2 million, Suburban in 2007 were around and the first light Marmaray Line 3000 76* Under construction 2010 44 million and 63 rail line opened in Light Metro million respectively. 1992, using Intercity Bus Terminal - Bagcilar 173 5.6 Under construction Four major second-hand Aksaray - Yenikapi 50 0.7 Under construction 2009 projects are trams from Bakirköy - Beylikdüzü 1350 25 Bidding underway 2012 currently underway Cologne. An 8km Üsküdar - Cekmeköy 1250 19 Bidding underway 2012 Haliç Çevresi Tram 136 9.6 Planning stage 2015 that will expand the extension opened network in 1995 and the Light Rail significantly. Line line was extended Topkapi - Edrinekapi 140 3 Under construction 2008 Taksim - Yenikapi 420 5.2 Under construction 2010 M2 is an extension a further 3.3km in of Line M1 and will 2007, taking the * Includes 13.5km tunnel under Bosphorus and upgrading of connecting lines run southwest for line to 21km. Source: City of Istanbul Transport Department, 2008 18km from the Another extension

26

IRJ October 2008

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IRJ

from the University to KOS will be completed by 2010 at a cost of New Lira 40 million ($US 33.9 million). Construction began on the first light rail line in Kayseri in 2006 and the 17.8km line will open next year. It will run from Mimar Sinanin in the east to the industrial area west of the city, serving 31 stations. The journey time will be 42 minutes and a 10-minute interval service will operate, with minimum headways of four minutes. The line is being built by a consortium of Turkish construction company Yapi Merkezi and AnsaldoBreda, Italy, and the turnkey contract includes maintenance of the line during the first year of operation. AnsaldoBreda is supplying a fleet of 22 32m-long Sirio LRVs with options for up to 20 more. The industrial city of Gaziantep in southeast Turkey will also open its first light rail line in 2009. The line will be 9km long with 13 stations. Travel time

between the terminal stations will be 22 minutes, and services will operate at 4-6 minute intervals throughout the day. Antalya is a popular summer vacation destination on the Mediterranean coast in the southeast of the country. The city opened a 5km starter light rail line in 1999 using second-hand trams from Nuremburg in Germany. Passenger numbers on the line increased 29.5% last year to 1.08 million. A 6.5km extension is currently under construction and will open next year. East of Antalya along the Mediterranean coast, Adana is another large city building an urban rail network. Adana’s first light metro line is due to open next year, and will run for 13.9km from the hospital to Akincilar with a journey time of 21 minutes. A 6km extension north from Akincilar to Çukurova University Campus will open in 2010, providing

Izmir’s successful light metro network is being extended.

capacity for 660,000 passengers per day. The line will be partly elevated and partly underground, and will run on a segregated alignment for its entire length. A fleet of trains has been supplied by Hyundai Rotem, Korea. Finally, Samsun on the Black Sea coast is planning to open a 17.2km light rail line in 2011. With so many projects planned or already under construction, metro and light rail is blooming in every corner of Anatolia. The optimism in urban rail is reflected in the fact that the total route length for metro and light rail is set to grow from 237km today to 870km over the next 10-15 years, an increase of 267%. Table 3 shows the existing and future rail network data for the 11 cities examined in this study. IRJ

Table 3: Summary of existing rail network and future developments in 11 cities City A Istanbul 12.6 Ankara 4.5 Izmir 3.7 Bursa 2.4 Eskisehir 0.7 Konya 1.96 Kayseri 1.17 Gaziantep 1.56 Samsun 1.23 Antalya 1.79 Adana 2.01 Total 33.62

B 48 5 4 5 2 1 1 1 1 2 1 71

C 559 57.6 101 35.3 16 21 17.8 9 17.2 16.5 20 870.4

D 12 2 1 2 2 1 n/a n/a n/a 1 n/a 21

E 137.3 23.2 11.6 22.5 16 21 n/a n/a n/a 5 n/a 236.6

F 7 3 2 1 n/a n/a 1 n/a n/a 1 1 16

G 60 34.4 84.8 4.8 n/a n/a 17.8 n/a n/a 11.5 20 232.8

H 4 n/a 1 1 n/a n/a n/a 1 1 n/a n/a 8

I 109 n/a 4.4 8 n/a n/a n/a 9 17.2 n/a n/a 147.6

J 6 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a 6

K 64.4 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a 64.4

L 19 n/a n/a 1 3 n/a n/a n/a n/a n/a n/a 23

M 187.8 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a 187.8

Total km 559 57.6 100.8 35.3 16 21 17.8 9 17.2 16.5 20 870.2

A: Population (million) B: Number of lines C: Total km D: Number of existing lines E: Length of existing lines (km) F: Number of lines under construction G: Length of lines under construction (km) H: Number of lines under bidding stage I: Length of lines under bidding stage (km) J: Number of lines under project stage K: Length of lines under project stage (km) L: Number of lines under planning stage M: Length of lines under planning stage. n/a: not applicable

28

IRJ October 2008

Middle East

Constructing Istanbul’s Kadiköy - Kartal metro line Public transport in Turkey’s largest city is set to be transformed over the next five years by an ambitious programme of metro construction. Dr Süleyman Açikbas of Avrasya Metro Grubu describes the construction of the first metro line on the Asian (Anatolian) side of the city.

I

highway, one of Istanbul’s most congested traffic corridors. The first intermediate station after Kadiköy is Ibrahimaga, where an interchange will be constructed with the Marmaray line, which will link both shores of the Bosphorus from 2010. The line will have 16 stations and a capacity of 70,000 passengers per hour per direction. The project was initially tendered in 2004 as a surface light rail line. The civil works contract was awarded to AnadoluRay, a consortium of Turkish companies. AnadoluRay began construction in February 2005, but work was halted when the local authorities decided to build an underground metro line instead. Because of the significant additional cost this entailed, new tenders were launched for the remaining civil works, and E&M works for the entire line. The new tender was won by the Avrasya Metro Grubu (AMG) consortium, and the ƒ751.2 million contract was signed with the IMM Rail Systems Directorate in March. AMG consists of consortium leader Astaldi, Italy (42%); Makyol, Turkey (41%); and

STANBUL has a population of more than than 12.5 million, spread along both sides of the Bosphorus. The geographical dispersal of the population over such a large area creates a big traffic problem in the city. Congestion is worsening because of an increase in car ownership, and more significantly, the lack of a comprehensive public transport network. Istanbul Metropolitan Municipality (IMM) has ambitious plans to improve public transport in this mega city, including expansion of the light rail and metro networks. “Five years ago Istanbul had 44km of light rail and metro lines: today it has 66km and the suburban network is being upgraded as part of the Marmaray project,” explains Mr Yalcin Eyigun, director of rail systems for IMM. “There is currently around 60km of new metro line under construction, which will be completed by 2011. The Kadiköy - Kartal line is the first metro line on the Anatolian side of the city. The 21.8km line starts adjacent to the Bosphorus ferry terminal at Kadiköy and follows the E5/D100

Istanbul Mescid-i Selam

Ayazaga

1 Aksaray 2 Yenikapi 3 Sehzadebasi 4 Unkapani 5 Eminönü 6 Sirkeci 7 Karaköy 8 Tünel 9 Edirnekapi * Traditional tram + Funicular

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to Kartal and Kurktöy Airport to Gebze

Gülermak, Turkey (17%). AMG will be in charge of supplementary construction, and supply, assembly and commissioning of electro-mechanical systems. AMG is responsible for electrical and mechanical works and station civil works along the entire route as well as tunnelling on the 12.8km Kozyatagi Kartal section, while AnadoluRay will carry out tunnelling work on the remainder of the line. The project is due for completion in September 2010. “We are doing our best to comply with this strict deadline,” says project manager Mr Olivio Angelini. “The tunnels were meant to be excavated by TBM. However, we are using the New Austrian Tunnelling Method at stations and in crossover areas.” The 16 stations will be built using open excavation and cut-andcover, according to location and site accessibility. A consultancy is advising AMG on electrical and mechanical systems engineering. Good engineering is crucial for minimising interface problems between the main sub-system contractors. The line will be fed by a 1.5kV dc supply using rigid catenary with an overhead conductor rail. The energysaving advantages of using a higher voltage convinced the engineers that this should be the standard voltage for almost all new metro lines in Istanbul. The line will be signalled with a CBTC moving block system, providing higher capacity and flexibility. The design capacity allows 90-second headways with eight-car trains. Trains will be driven by ATO between stations, with the driver operating the doors when the train is stationary. There are five switch and crossing zones along the line. A 4.7km, four-station extension from Kartal to Pendik is in the final stages of design. In the longer term, further extensions are planned, and the line will be connected to Sabiha Gokcen Airport, the first commercial airport on the Anatolian side of Istanbul. IRJ

IRJ October 2008

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Railway Diesel Drives by MTU: Clean & Economic Solutions The efficiency and specific power output of diesel engines has increased dramatically since the Flying Hamburger the first high-speed diesel-electric railcar - 75 years ago. Despite electrification, diesel engines will continue to play an important role in rail transport. MTU Friedrichshafen will continue to provide solutions for the railway industry that comply with exhaust gas regulations, and the economic and technical requirements of train operators. During the last few years, railway engine technology has taken a fascinating turn. Modern railcars for local services are furnished with low-emission diesel power units, offering outstanding efficiency. Significantly lower emission readings can be achieved on older locomotives through repowering. Despite performance enhancements, it has been possible to significantly reduce exhaust gas emissions through numerous internal engine design features. Since 1990, diesel emissions have been reduced by more than 80% within Deutsche Bahn AG. Fuel-saving and clean injection systems, powerful turbo-chargers, electronic engine control systems and exhaust gas after-treatment systems are the key technologies for powerful, fuel-efficient and low-emission diesel engines. Future emission tiers with extremely stringent limits will come into force at a rapid pace, which is why MTU is working closely with train manufacturers and operators. According to the German Railway Industry Association (VDB), the railway industry will have the required technical solutions for trains and locomotives with a power output of less than 560 kW. However, the industry has identified a conflict for diesel locomotives with a power output of more than 560 kW. Further reductions of particle and NOx emissions can only be achieved at the price of greater weight resulting in higher

fuel consumption leading to increased CO2 emissions. Entirely new vehicle concepts are needed and a technological leap to produce reliable, tried and tested solutions quickly while keeping costs down. As a leader in engine research and development, MTU Friedrichshafen has geared up for this technological leap through a number of important projects. The “Taunusbahn” Project: first diesel railcar with particulate filters Since 2006, Hessische Landesbahn has been using 10 Coradia Lint type 41 diesel trains on behalf of Verkehrsverband Hochtaunus (VHT). These are the first trains in the world to be equipped with diesel particulate filters (DPF) and offer emission readings significantly below current legal limits. MTU Friedrichshafen has developed these particulate filters in cooperation with Hug Engineering and integrated them into the exhaust silencers of the PowerPack power unit. Two MTU 6H 1800 R82P PowerPacks power the Taunusbahn trains. The DPF is made from ceramic material. In the flow filter, all the exhaust gases are expelled by the diesel engine flow through the porous filter wall within an entirely enclosed system. Soot is separated and adheres to the filter material. This way, the amount of soot particles is reduced by more than 90%. With particle emissions of less than 0.025g/kWh, which corresponds to the particle mass emitted per hour of engine power output, these new regional trains not only fall below the current exhaust gas emission limits for railcars (0.20g/kWh), but they already comply with future EU exhaust gas regulations regarding soot particles coming into force in 2012. To prevent the filter from clogging up, the soot is burned off to end up as CO2 with the help of the engine waste heat and the

residual oxygen in the exhaust gas (regeneration). Thanks to its catalytic coating, the regeneration process of the particulate filter can take place with normal exhaust gas temperatures of around 350°C. The non-combustible part of the separated particles is blown out by the help of pressurised air during regular maintenance. The “AERA” Project: exhaust gas recirculation successfully tested in shunting locomotives In November 2007, MTU successfully completed a research project by conducting trials with a Series 4000 railway engine with exhaust gas recirculation (EGR). MTU and Deutsche Bahn, the partners within this Advanced Engine for Future Rail Applications (AERA) project, are using a heavy V294 shunting locomotive to test pre-production technology in a 5,000-hour continuous test under normal operating conditions. Intake air is mixed with cooled exhaust gas within the exhaust gas recirculation process which lowers the combustion peak temperature and, subsequently, results in lower levels of nitrous oxides (NOx). The trial engine managed to achieve NOx readings of 5.4g/kWh and thus falls below the EU tier IIIA limits applicable in 2009. Trials were based on an 8-cylinder Series 4000 1,000kW rail engine. The next step towards standard production is the integration of the cooled exhaust gas recirculation into the design of the next generation of engines. The LOCEX Project: sophisticated exhaust gas after-treatment on trial Diesel engines with high injection pressures, multi-stage exhaust gas turbocharging and high exhaust gas recirculation rates are able to reach fairly low emission levels. However, increasingly stringent emission regulations also require a cleansing function for the exhaust gases

that are being generated during the combustion process: exhaust gas aftertreatment (EGA). The core element is a structure consisting of highly efficient oxidation and NOx catalysts in combination with a diesel particulate filter. EGA systems must be robust, space-efficient and regenerative, and be economically viable. Within the Locomotive with Clean Exhaust Project (LOCEX), MTU, in cooperation with Deutsche Bahn, is developing an exhaust gas aftertreatment system that is feasible in terms of practicality, which can be retrofitted and comes with a low weight and a small footprint. The objective is to reduce soot particle and NOx emissions at low operating temperatures below the Tier IIIB emission levels while avoiding a significant rise in fuel consumption. A prototype EGA system integrated in a Series 4000 8V R41 engine in a V294 heavy shunting locomotive has been under test near Stuttgart for two years. Hybrid PowerPack: research for lower fuel consumption Generally, a decrease in noxious substance emissions causes a rise in fuel consumption and CO2 emissions. MTU has managed to optimise the combustion process so that fuel consumption has almost remained at the same level despite compliance with stringent emission limits. Nevertheless, we still want to reduce fuel consumption. Trials will be conducted from mid-2009 on a Series VT612 DMU equipped with an MTU 390 kW hybrid 6H 1800 PowerPack. Braking power will be stored and reused for accelerating when starting. The braking power will be stored in accumulators or “ultracaps” (capacitors) and converted into traction power by an electrical drive unit.

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Signalling

Japan points the wa While Europe moves slowly towards ERTMS Level 3, JR East has already tested its equivalent, ATACS, and is moving towards deployment of this advanced signalling system, as Yuichi Baba and Dr Tetsunori Hattori explain.

T

HE benefits of radio-based moving block signalling have been debated for many years, but until recently, the technical challenges of providing a robust and safe system have proved too demanding for widespread implementation. In Europe, development of Level 3 of the European Rail Traffic Management System (ERTMS) is underway with little sign of finished hardware, but JR East is forging ahead with its own equivalent, called advanced train administration and communications system (ATACS) In Japan, most signalling is based on lineside equipment, as is the case in

many other countries, but by shifting the emphasis from lineside to onboard equipment, maintenance will be easier and costs lower. Verification tests have already been undertaken under actual operating conditions. In this system, lineside and onboard control equipment communicate with each other via digital radio, and train control without using track circuits is possible. ATACS has the equivalent performance level of ERTMS ETCS Level 3. With the introduction of ATACS, we have three main objectives. First is improving the reliability of services. By freeing ourselves from conventional

ay forward track circuits and lineside signalling, we will be able to eliminate malfunctions arising from such equipment, and by using moving block signalling, train frequency can be increased. The second objective is to improve safety. By controlling the speed pattern of trains, we can prevent them from exceeding their speed limits. In addition, if a barrier is not properly functioning at a level crossing, ATACS will force the train to come to a stand before reaching it, improving safety for road users and train passengers alike. The third objective is cost reduction. As well as reduced maintenance costs, the high initial investment needed for such lineside equipment is eliminated. We expect the system will require less labour when installing it. Crucially, ATACS is different from ERTMS Level 3 in that it can control the interlockings and the level crossing by two-way radio communication. ATACS’ train control method is fundamentally different from conventional signalling, because train position detection is determined by onboard equipment rather than track circuits. Information transmission between the ground and the trains is conducted via digital radio communication, and the signal is displayed in the cab. There are a number of advantages of using radio as a means of communication. First, the use of radio increases the amount of information which can be transmitted, and more detailed information between lineside and onboard equipment can be communicated. While continuously obtaining train position from lineside equipment, onboard equipment can calculate and analyse train position and its speed pattern. We can free ourselves from conventional methods of information transmission using track circuits, meaning that with ATACS we can take advantage of commonly used information processing technology, making it easier to introduce state-ofthe-art technology. Finally, the current signalling system is based on unilateral one-way transmission of information from lineside to onboard equipment. With ATACS, train control using bilateral twoway flow of information is possible, allowing trains to transmit and feedback

information such as monitoring abnormalities on the tracks or status of level crossings. In ATACS, train spacing is controlled by a speed-check pattern calculated using information on each train’s limit of movement authority, speed limit, and track gradient. Individual trains determine their location by calculating running distance using a tachometer generator, and by checking ID beacons on the ground. This positioning information is then transmitted by radio, and with error detection, the system retains a frame rate of 99.9%. There is also an automatic hand-over function which ensures uninterrupted transmission when a train changes its radio frequency between two wireless base stations. Thus, instead of relying on track circuit data, the locations of all trains are continuously updated by radio transmissions sent every 960ms by individual trains. With this information, lineside equipment can manage all trains, and confirm their locations when we perform lineside equipment maintenance and restoration. The logic of interlocking control in stations is the same as the conventional system. However, the location of the front and rear end of trains is determined not by track circuit but by creating a ‘virtual block’ representing the space a train occupies. Thus, instead of relying on warning equipment triggered by a train’s approach, lineside equipment initiates the warning sequence at level crossings by predicting a train’s arrival time based on its positioning and speed data. This system closes the barriers, and after a train has passed a level crossing, it sends a signal to restore the level crossing to a non-warning status. Finally, the system can automatically restrict entry to tracks closed for construction and maintenance either by distance or as a block section of track. Development of ATACS took 10 years and it went through three phases from 1995 to February 2005. Currently JR East is installing ATACS with the aim of starting in-service use in several years. JR East plans to standardise Atacs as the Japanese Industrial Standard code, and to demonstrate and export it globally, as ATACS has an excellent performance level, equivalent to ERTMS ETCS Level 3, and should provide an equally capable alternative. IRJ

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Signalling

ETCS: Switzerland takes the next step

The European Train Control System (ETCS) is definitely on the way, despite initial misgivings. As Anitra Green reveals, Switzerland successfully operated 10 million train-km with ETCS Level 2 by August, paving the way for the introduction of a simplified version of the system nationwide.

S

WITZERLAND’s achievement with ETCS also marks a milestone in Europe. Despite not being a member of the European Union (EU), Switzerland has been one of the pioneers in developing ETCS and now claims to have more experience with it than any other country in Europe. As Mr Karel Vinck, European coordinator for the European Rail Traffic Management System (ERTMS), said recently in Bern: “Switzerland has played an exceptional part in developing the system, for which we are very grateful.” The Swiss started using ETCS Level 2 on the new high-speed line between Mattstetten and Rothrist in 2006, and on the newly-opened Lötschberg base tunnel the following year. Since then the system has fully proved itself regarding capacity, reliability, and stability, as the

IRJ October 2008

operators - Swiss Federal Railways (SBB) and BLS - and the Swiss Federal Office for Transport (BAV) all agree. They now plan to introduce the cheaper and simpler ETCS Level 1 Limited Supervision on the entire Swiss network by 2017, and then upgrade higher speed lines to Level 2 at a later stage. The new Gotthard and Ceneri base tunnels will be equipped with Level 2 when they open in 2019. The cost of the initial installation on the conventional network is estimated at SFr 370 million ($US 337 million), but according to Mr Hansjörg Hess, head of infrastructure with SBB, the overall investment in the entire ETCS project could reach SFr 1 billion. Hess freely admits that when he joined SBB over four years ago, he was not sure that the system would be a success, but he is now proud that so many trains use it.

A total of 580 locomotives from 20 classes have been equipped so far. Capacity can be boosted by 10 to 20%, and the mix of passenger and freight trains (2:1) can be optimised. Headways are currently between 3 and 4 minutes, but Hess hopes to reduce this to 2 minutes. A brief look at the figures for the Lötschberg base tunnel in the period since ETCS came into full operation on December 9 2007 up to July 31 2008 supports his optimism. There were only four short interruptions to operations: 98.4% of trains ran to schedule, and the rest (mainly freight) were diverted to the old mountain line. Mr Eduard Wymann of BLS, who is head of the New Transalpine Railway (Neat) project in Switzerland, broke down the figures: of the 1.6% of diversions, only 0.2% was related to

35

Left to right: Mr Hansjörg Hess (SBB), Mr Karel Vinck (EU), Mr Toni Eder (BAV) and Mr Eduard Wymann (BLS/Neat) stand beside the SBB locomotive celebrating Switzerland’s successful operation of 10 million train-km with ETCS Level 2.

ETCS problems. In comparison, 0.7% was due to operator problems and 0.6% to delays or missed paths. The 34km Lötschberg tunnel is single track for two-thirds of its length, and this is the biggest problem, says Wymann. It means that the tunnel is already operating at capacity with 100 to 110 trains/day. Switzerland’s adoption of ETCS is part of its strategy to transfer freight from road to rail, particularly on the busy transalpine routes. The Swiss also want to ensure they have seamless links with the rest of the European highspeed railway network. As Mr Toni Eder, vice director of BAV in charge of infrastructure, points out, Switzerland’s pioneering work with ETCS is not just for Europe but is also a case of “enlightened self-interest”. On a European scale, Vinck says ERTMS - of which ETCS is a part - was developed to avoid having to work with 20 different speed control systems and 17 train radio systems all over the continent. There are seven different signalling systems in the cab of a Thalys train, for example, and freight operators in particular are unwilling to have so many systems in a locomotive due to the high cost and complexity. “It is not just a question of efficiency, but also client satisfaction,” he emphasises. Progress is being made: today over 2000km of track in Europe is controlled by ERTMS, there is a high level of satisfaction among users, and interoperability is being achieved through various projects. But Vinck says there are still technical incompatibilities between projects, with some manufacturers performing better than others.

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The factors driving the development of ERTMS are the existence of obsolete national systems that need to be replaced, and the construction of highspeed lines. But a third driver is the need to achieve interoperability along European rail corridors. This obviously cannot be done all at once, which is why it was decided to first concentrate ERTMS on six corridors covering 6% of the total European rail network and 20% of total freight traffic. The aim is to ensure coordination of operations at an early stage and increase capacity.

First priority The first priority is Corridor A between Rotterdam and Genoa: targets for 2020 are to double the volume of freight, improve punctuality by 26% and reduce transit times by 20%. The second priority is Corridor C between Antwerp and Lyon/Basle, where the 2020 objectives are to increase traffic by 55%, reduce transit times by 15%, and achieve a four-fold reduction in the number of late trains on the Antwerp Lyon route, which is notorious for delays. On July 4, the European Commission (EC) signed a letter of intent with six European associations representing railways and the railway industry for a fast-track implementation of ETCS. This will be followed this autumn by the draft of a binding plan for the introduction of ETCS, to be drawn up by the EC. As Vinck points out, there is no longer any discussion of whether ETCS should be developed as the standard train control system in Europe: it has already been accepted. IRJ

IRJ October 2008

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IRJ October 2008

Signalling

Alister - a new direction in interlocking technology As the first generation of electronic interlocking becomes more difficult and costly to operate and maintain, Funkwerk Information Technologies has developed a new interlocking based on standard components that is claimed to be cheaper, more efficient, and flexible. Detlef Bahr, sales manager for signalling technology, outlines the philosophy of Alister.

M

OST signalling is performed by mechanical, electromechanical and relay interlockings which are reliable but costly to operate. In many cases these installations have already reached the end of their service lives, and in order to be able to offer a modern and attractive rail service, need comprehensive modernisation. However, proprietary specialised developments of electronic interlockings are not the answer here because the obsolescence of critical components becomes an increasingly crucial costdriving issue. Due to the rapid development cycles in the electronics industry, core elements of the first generation of electronic interlockings are no longer available. The lifetime of the electronic hardware proved to be much shorter than that of traditional interlockings, and as a consequence these proprietary solutions need continuous re-design, resulting in high life-cycle costs. To provide a more competitive solution, Funkwerk Information Technologies pursued a new approach based on standard industry components. The idea is to share the hardware basis with many more industrial applications. Standard programmable logic controllers (PLC) have been in use in large numbers and for long periods in industrial automation, including fail-safe applications, for many years. They have proved to be extremely safe, reliable and economical. This is why Funkwerk IT decided to use these standard components in all signalling applications. A fail-safe PLC provides the technological platform for the new electronic interlocking system called Alister. The first installation of this kind of SIL 4 interlocking system based on industrial standards is under development for the German Rail (DB) line between Kiel and Flensburg in

IRJ October 2008

An Alister interlocking work station.

northern Germany. It is a single-track line with passing loops at stations and carries two to six trains an hour. Many such regional lines in Germany are controlled by rather old equipment which requires each station to be staffed: conventional electronic interlockings are too complex and expensive to be installed on such lines. The Alister interlocking has been developed for lines like these and is now being adapted for use in Germany.

Man-machine interface The basic Alister concept consists of a man-machine interface with fail-safe indication including automatic route setting and train describer. It also has a vital interlocking kernel using fail-safe PLC (SIL 4). A local interlocking is installed in every station. The interlocking commands are transmitted to the trackside installations by safe Ethernet communications based on the standard Ethernet protocol. Trackside elements such as signals, axle counters, point machines and level crossings are triggered by standard

input/output modules, in some cases using special adapter modules for customer-specific interfaces. An important feature of Alister is its decentralised structure with input/output modules located in the immediate vicinity of the trackside elements. In order to improve the operational efficiency, local interlockings can be operated and monitored from a regional control centre. During the development of Alister, Funkwerk IT decided in favour of a scalable design which meets the specific requirements of regional networks. Instead of a complex specialised solution, Alister offers a modern standard solution at a much lower cost. The electronic interlocking can be easily upgraded, re-organised and linked to any existing system. In addition, it is compact and easy to operate. Thanks to the modular concept of Alister, PLC upgrading, further development and replacement of components is easy. The biggest advantage is that any alterations to the hardware or software affect only single modules rather than the entire system.

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Signalling Consistent use of modern industrial standards for hardware and software also means that spare parts can be obtained without delay and at low cost. The long-term availability of components and compatible exchange for new module generations guarantee a long service life of the entire interlocking. The use of standard components means that the complete interlocking can be built into a compact cabinet, minimising the space needed in control centres. Thanks to the use of industrial standards, Alister works with open, flexibly-configurable interfaces. This means that in addition to the internal interfaces between the internal interlocking and the control centre, rail traffic control system and power supply, connections to external systems of other manufacturers are easy to set up. If required, customer-specific interfacing is possible using universal adapter modules. Existing installations or elements from different manufacturers, such as axle counters, point machines, LED or conventional signals, and level crossings can be connected to the Alister platform. With its modular design, flexibility

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requirements at any time, produce a fast return-on-investment and minimise lifecycle costs. IRJ

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IRJ October 2008

North America

Dart takes light rail to the people In just 12 years Dallas has developed one of the most successful light rail systems in the United States, and has ambitious plans for expansion. Gary Thomas, president of Dallas Area Rapid Transit (Dart), and vice chair, light rail, of the American Public Transportation Association (Apta) talks to Keith Barrow about the challenges of increasing passenger numbers, rising costs, and new lines.

I

operators has increased 18.9% since N 1983 the citizens of Dallas, Texas, 2004. The double-whammy of rising voted in favour of a 1% sales tax that demand and rising costs is forcing light would allow the city to create a rail operators across the United States modern public transport system. to make tough decisions. In August, Twenty-five years on, the decision to Sacramento Regional Transit decided to establish Dallas Area Rapid Transit increase bus and light rail fares instead (Dart) looks an increasingly astute one. of cutting back services at a time of The average Dallas car commuter now rising traffic. “When demand goes up, spends around 60 hours a year in the first thing you want to do is add gridlock, a seven hour increase since more services, but the additional 2004 and a 24-hour increase over the revenue will only pay a small previous decade. And the cost of sitting percentage of the cost of operating in traffic is rising rapidly too - oil prices them, so you have to make difficult hit $US 139 a barrel in June, which has choices,” says Thomas. “Dart has made translated into petrol prices of more internal efficiencies to offset higher than $US 4 per gallon. energy costs and avoid fare increases, Upon its inception in 1983, Dart and we won’t raise fares in 2009, but we quickly instigated a network of frequent may need to do something in the longer bus services and since 1996 it has term.” operated and expanded one of the most The Dart light rail network is set to successful light rail networks in North double in size to 145km by 2013. At the America. Passenger numbers have exceeded all projections, driven Dart has been breaking by a rolling programme of new ridership records on an line construction and, more almost monthly basis. recently, the spiralling cost of fuel. In July, Dart light rail carried nearly 70,500 passengers, up 13.8% over July 2007 and setting a ridership record for the third consecutive month. Dart’s entire fleet of 115 LRVs is being lengthened at the rate of one per week. This $US 190 million project involves inserting a 10m low-floor section into the centre of each vehicle, providing access for passengers with disabilities, and increasing capacity from 75 seated passengers to 100. Platforms are also being lowered to allow step-free access. While passenger numbers are increasing, so too are energy costs. According to Apta, the price paid per kW/h for electricity by US light rail

IRJ October 2008

heart of Dart’s expansion plan is the 45km Green Line, which will link North Carrollton/Frankford in the north with Buckner in the south. At $US 1.8 billion, the Green Line is North America’s largest light rail construction project. Construction began in summer 2006 with the aid of a $US 700 million grant from the Federal Transit Administration. The first 4.3km section from Pearl in Dallas city centre to MLK will open next September, when regular operation will also begin on the Pearl Victory section, which has been used only for special events since it was built in 2004. The remaining 40.2km of the line will open in December 2010. The Green Line is part of a rolling programme of light rail construction that will see regular additions to the network. From 2011 the Orange Line will run west from a junction with the

43

North America “Our biggest challenge is that we don’t go everywhere our passengers want to go. Giving them the best choice means building the network as quickly as possible.”

voted for the sales tax, and have been paying into Dart for a quarter of a century, want to see light rail serving their area. “People are saying they need transport choices now and they are clamouring for more light rail lines, but Dart is a 12-year-old system with a long way to go,” explains Thomas. “Our biggest challenge is that we don’t go everywhere our passengers want to go. Giving them the best choice means building the network as quickly as possible. There will also be huge cost benefits to bringing these projects forward because of the rising price of construction materials.” “We’re looking at new sources of funding that can pull long-term extensions forward and get them open sooner. Public-private partnerships (PPP) could be an effective way of doing this. A private sector contribution is needed if these projects are going to happen.” The Federal Department of Transportation is currently studying

n Gree

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Centerpoint DFW Airport

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Medical/ Market Center Union Station Convention Center

Deep Ellum

N

MLK Lawnview

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8th & Corinth

Buckner

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Rowlett

Mockingbird

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DART LRT Lines open Under construction Planned Trinity Railway Express Line open

Garland

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LBJ/Skillman

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Irving

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Green Line at Bachman to Las Colinas, and this will be extended to Belt Line Road in 2012 and Dallas Fort Worth (DFW) Airport North in 2013. The 7.2km Blue Line extension from Downtown Garland to Rowlett will be completed in December 2012. In addition to the projects listed above, Dart’s 2030 transit system plan envisages the construction of a further 28.1km of light rail lines, including:  a 4.7km southern extension from Ledbetter to Bonnie View Road and the I-20 highway  a 6.9km branch off the Green Line

along Scyene Road to the Masters Drive area  a 6.9km extension of the Red Line south to Red Bird Lane, and  a 9.6km line in West Dallas along Fort Worth Avenue or Singleton to Loop 12/Jefferson Boulevard. Studies are also underway into a second line through Dallas city centre, which could open by 2014. This ambitious programme requires a higher level of funding than the Dallas local sales tax can support, and the North Carrollton/Frankford need to investigate other sources of funding is made Carrollton more urgent by the increasing demand Farmers Branch for light rail. Those DFW Airport districts which

Red

Gary Thomas

Ledbetter IRJ

The Dart light rail network is due to double in size by 2013.

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IRJ October 2008

Dart is lengthening its fleet of LRVs with the addition of a centre section, providing a much-needed capacity boost.

whether PPPs will offer advantages to urban rail projects, and pilot projects are planned in San Francisco, Denver, and Houston. “There is a practical opportunity for PPPs in Dallas, but the quality of the finished product needs to be consistent with what we already have,” says Thomas. Dart completed its first 72km of light

rail lines within budget, and the Green Line is also progressing well. So the announcement in November 2007 that the Orange Line and the Blue Line extension to Rowlett had doubled in cost surprised many in the city. Nonetheless, the city council is keen to ensure that the increased cost of these projects will not cause even minimal

delay to the future expansion of the network. Dart has tackled this problem by reducing the project costs, adjusting its 20-year financial plan to generate additional short-term construction funding, and identified potential new sources of funding such as PPPs, grants, and increased advertising. It is now using $US 2.9 billion in long-term debt, and its first ever use of farebox revenues and federal grants as collateral for rail construction. This should allow Dart to realise all of the projects in the current construction phase, which will be completed in 2018. Thomas is convinced other US cities can emulate the achievements of Dallas if they commit to an appropriate level of local sales tax and make the best use of locally-available resources. “If you want a choice you have to be prepared to pay for it. There is a lot of difference between what you can do with 0.5% and 1%,” he concludes. “We cannot rely on state or federal funds to build light rail lines. Cities have to generate their own opportunities at local level and you have to be creative, even aggressive, to solve your own traffic problems. You can’t just sit and wait for the money.” IRJ

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IRJ October 2008

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India

High-wire challenge solved

Successful trials of a high-reach pantograph under 7.45m-high catenary in India have confirmed the viability of running double-stack container trains on electrified lines, says Indian Railways board member, electrical, Sukhbir Singh. As a result IR will electrify its new western dedicated freight corridor.

I

NDIAN Railways (IR) has witnessed a remarkable surge in freight traffic in the last three decades. Traffic has increased by about 400% from 197 million tonnes in 1981-82 to 794 million in 2007-08, and another 40% increase is expected by 2011-12 to reach 1100 million tonnes. Most of this traffic will be on the Delhi - Kolkata and Delhi - Mumbai main lines. However, these routes are already saturated and utilisation of line capacity is now running at around 130%. IR’s decision to construct dedicated freight corridors (DFC) is seen as the most effective solution to meet the everincreasing traffic on these routes. The proposed eastern and western DFCs will segregate passenger and freight traffic, maximising line capacity to accommodate the increased traffic in years to come. To further enhance the throughput, IR has also decided to use 30-tonne axleload wagons and doublestack containers (DSC) on these corridors. The Eastern Corridor will consist of an 866km double-track electrified section from Sonnagar to Dadri and a 412km single-track electrified section from Khurja to Ludhiana. It will primarily carry coal from the eastern coalfields to power stations in the northern and western regions, finished steel, grain, cement, fertiliser, limestone, and general freight. The 1483km

46

double-track Western Corridor will run from Jawaharlal Nehru Port Trust (JNPT) to Dadri, where the two corridors meet. It will handle ISO containers from west coast ports to inland container depots (ICD) in the north. IR has witnessed a steady increase in container traffic originating from western ports with annual growth of around 20%. This traffic is likely to increase to 14 million TEU per year in the next 10 years.

Worldwide analysis An analysis of container transport on other railways around the world showed that North American, Australian and Chinese railways are using well wagons on their standardgauge lines to move DSCs. However, we decided to adopt DSCs on flat wagons due to their better fuel economy as they weigh 7 to 8 tonnes less, have a 50% increased throughput per rake, and create less air drag due to the small gap between wagons compared with well wagons. In addition flat wagons are more stable than well wagons on broadgauge tracks. IR has been running DSC trains since the first train with 180 TEUs was flagged off by the minister of railways on March 23 2006 from the ICD at Kanakpura (Jaipur). Although IR is

running DSC trains using 8ft 6in high containers, it now able to carry 9ft 6in containers which require a maximum moving dimension (MMD) of 3.66m wide and 7.1m high. Keeping in mind the projected level of traffic on both corridors, the choice of traction had to be based on the minimum per unit operating cost to achieve the best overall fuel economy. Electric traction, being a green mode of transport, was the most viable solution due to:  the optimum requirement for locomotives  better rate of acceleration  higher average speed leading to enhanced line capacity  lower repair and maintenance costs, and  no dependency on imported crude oil thereby saving foreign exchange and earning carbon credits under the Kyoto protocol for the energy regenerated. Besides, the capital cost of electrification will be paid back within the shortest time as a result of the energy savings. A detailed study for IR by Japan International Cooperation Agency (JICA) recommended electrification of both corridors, on account of energy security, energy costs, maintenance cost, financial analysis, and environmental aspects. However, IR decided to first prove the feasibility of running electric

IRJ October 2008

trains with an MMD of 7.1m through trials as it does not exist anywhere in the world. The Jakhapura - Tomka section of East Coast Railway was selected. It was a challenging task to develop a suitable design of high overhead line equipment (OLE) and a high-reach pantograph. MMD for DSCs necessitated an entirely new design of OLE and pantograph as existing designs could not meet our requirements. We developed high OLE after an intensive study of its stability under all possible adverse conditions and its interaction with the new high-reach pantograph. OLE design involved selection of important parameters such as span, pre-sag and stagger taking into account the effects of blow-off by wind, stagger, mast deflection, depression of track at joints, track slewing, and pantograph oscillations under dynamic and static conditions. Masts and foundations were decided using bending moment calculations based on the soil condition of the area and the expected load on the mast. We also considered the transition zone between normal-height OLE and high OLE so that the pantograph could

negotiate it smoothly in both directions. A maximum gradient of 5.64mm/m was adopted for the OLE transition zone. The mast drilling schedule was recalculated and the number of OLE cantilever supports in various portals was reduced to suit the requirements of high OLE. A 24km section of 7.45m-high OLE was installed. This challenging task of erecting and commissioning the OLE was completed in just 125 days, despite adverse weather conditions and a lack of track possessions. IR designed a vehicle to monitor the OLE under live conditions and to facilitate maintenance. The high-reach pantograph was designed by IR to meet international standards and to provide satisfactory current collection under both normal and high OLE. The pantograph has state-of-the-art air-operated actuators, while raising and lowering the pantograph head is pneumatically controlled to ensure improved dynamic behaviour during current collection. The pantograph can provide satisfactory current collection at varying heights of contact wire ranging from 4.69m to 7.6m for speeds up to

160km/h under all weather conditions including wind speeds up to 250km/h. It can also cope with sway resulting from track slewing and locomotive oscillations. It is also more reliable and maintenance friendly than conventional pantographs as it uses fewer components compared with a springoperated pantograph. Repeated trials were conducted between July 7 and 9 using the highreach pantograph with different combinations, such as operation with the locomotive alone and hauling loaded and empty trains. During the trials, the locomotive successfully negotiated the transition portion of OLE in both directions. Current collection was smooth and practically without any sparks along the entire section, including the transition zone, and no abnormalities were observed. The trials on the Jakhapura - Tomka section of the East Coast Railway have established the suitability of running of electric locomotive-hauled trains under high OLE for the movement of DSC on flat wagons on the proposed Western DFC. As a result, IR decided in August that the Western DFC will be electrified. IRJ

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Intamech Ltd Vibration Control

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Dr D Wehrhahn

Bombardier Transportation www.transportation.bombardier .com

China Northern Locomotive & Rolling Stock (Group) Corp

GMT Gummi Metall Technik GmbH www.gmt-gmbh.de

Wheel/Rail Lubrication Portec Rail Products

www.railjournal.com

www.cnrgc.com.cn

www.portecrail.com

Railway Age

Siemens Transportation

Windscreen Wipers

www.railwayage.com

Railway Track & Structures

Signalling/Telecoms

www.rtands.com

Simmons-Boardman Books www.transalert.com

Hepworth Rail

Safetran Systems Corp www.safetran.com

Stainless Steel & Roll Formed Sections

Computers - Embedded

Power Electronics for Rolling Stock

Kontron AG

Schaffler & Associates Pty Ltd

MiRyung Industrial Machinery Ltd

www.railwayinverter.com

www.mrforming.co.kr

Radio Communications

Technology & Distribution Solutions

Telefunken Radio Communications and Systems GmbH

Amadeus IT Group SA

www.tfk-racoms.com

www.amadeus.com/ railwaycompanies

www.halcrow.com

Rail Fasteners & Joints

Thermoplastic Wear Parts

Lloyd’s Register Transportation

Pandrol Rail Fastenings Ltd

Devol Engineering Ltd

www.lrrail.com

www.pandrol.com

www.devol.com

Halcrow Group Ltd

Track Maintenance Tools

Alstom

www.worldbank.org

www.egisrail.com

www.rosenqvistrail.se

Laser Measurement

World Bank

Egis Rail

Plasser & Theurer GmbH http://showroom.creative.co.at

Recruitment

www.siemens.de

Consultants

www.matisa.ch

www.harscotrack.com

International Railway Journal

www.kontron-emea.com/ transportation

www.harscotrack.com

www.zwicky.co.uk

Harsco Track Technologies

MEI

www.domnickhunter.com/railways

www.desec.com

Rolling Stock

Media

Parker Hannifin Domnick Hunter

Desec Ltd Harsco Track Technologies

Grinding Rail Track

Automatic Fare Collection

Compressed Air Purification

Track Maintenance

www.voestalpine.com/ schienen

www.iqmarketing.org.uk

www.optimess.de

Banks

TSTG Schienen Technik GmbH & Co KG

Internet Query Marketing

www.uitp.com

www.meigroup.com

Portec Rail Products www.portecrail.com

www.peigenesis.com

www.alamys.org

Union Internationale des Transports Publics (UITP)

Top of Rail Friction Solutions

www.b-hepworth.com

Rail industry hot links Check out the Industry Links section of IRJ’s website for links to all the companies listed on this page. In addition, there are links to all major railways, metros and light rail systems, new railway projects, and government agencies. www.railjournal.com/ links.html

Advertise your Website address here for only £550, Ñ900 or $US 900 per year Tel: +44 1444 416368 48

Fax: +44 1444 458185

Email: [email protected] IRJ October 2008

Showcase

Rendezvous October 2008 15-16—Dubai, UAE Middle East Rail Projects 2008 James Inston, Middle East Business Intelligence, Dubai, UAE. Tel: +971 4 390 0045 Fax: +971 4 368 8023 [email protected] www.meed.com 15-17—Istanbul, Turkey TCDD/UIC International Rail Symposium and Trade Exhibition plus UIC Global Conference on Rail Signalling and Train Control Ms Liesbeth de Jong, Press Relations, International Union of Railways (UIC), Paris, France. Tel: +33 1 4449 2053 Fax: +33 1 4449 2129 [email protected] www.uic.asso.fr 15-17—Beijing, China China High-Speed Railway Summit 2008  Organising Committee, China Decision Makers Consultancy, Shanghai, China. Tel: +86 21 6840 7631 Fax: +86 21 6840 7633 [email protected] www.chinarailworld.com 21-22—Washington, DC, USA Railway Age Passenger Trains on Freight Railroads Conference  Ms Jane Poterala, Railway Age, New York, United States. Tel: +1 212 620 7209 Fax: +1 212 633 1165 [email protected] 22-24—Singapore NEW: JEC Asia Exhibition  Marie-Laure Lalère, Agence Apocope, Paris, France. Tel: +33 1 4578 8737 Fax: +33 1 4059 8546 presse@agenceapocope 28-30—Budapest, Hungary CEE Rail 2008 Conference  Ms Sarah Pegden, Terrapinn, London, Britain. Tel: +44 20 7242 2324 Fax: +44 20 7242 2320 [email protected] www.terrapinn.com/2008/cee_rail

4-6—Amsterdam, Netherlands Railway Interiors Expo  Nia Williams, Exhibition Coordinator, UKIP Media & Events, Dorking, Britain. Tel: +44 1306 743744 Fax: +44 1306 887546 [email protected] www.railwayinteriors-expo.com/

ERICO® – Facility Electrical Protection for Rail Signalling Systems The increased use of sophisticated electronics in modern rail signalling and telecommunications systems means that effective electrical protection is essential. ERICO® provides a range of products to ensure such protection:  CADWELD® grounding connections  GEM® ground enhancement material and earth rods  CRITEC® surge protection  ERITECH® lightning protection

5—Birmingham, Britain NEW: Vehicle/Track Systems Interface Committee Annual Seminar  Ms Stella Okezie, Rail Safety & Standards Board, London, Britain. Tel: +44 20 7904 7777 [email protected] www.rssb.co.uk/sysint/sic/ vt_sic.asp 5-7—Miami, United States NEW: Metrorail Americas Conference & Exhibition  Michael Weinberg, Terrapinn, New York, USA. Tel: +1 212 379 6320 Fax: +1 212 379 6319 [email protected] www.terrapinn.com/2008/ mramericas/

www.erico.com

PIONEERING THERMOPLASTIC

TECHNOLOGY

11-13—Madrid, Spain 6th International Rail Forum  General Secretariat, Foro del Ferrocarril y del Transporte, Madrid, Spain. Tel: +34 91 351 9500 Fax: +34 91 351 7501 [email protected] www.railforum.net 12—Sydney, Australia MetroRail - “New Transport Technologies for Sydney” Symposium  Andrew Honan, Railway Technical Society of Australia, Sydney, Australia. [email protected] www.rtsa.com.au 17-21—Singapore AsiaRail 2008 Congress  Beacon Events, Wanchai, Hong Kong. Tel: +852 2219 0111 Fax: +852 2219 0112 [email protected] www.asiarail.com/en/home.html

turbopowersystems Auxiliary Power Units

Devol Engineering are pioneers in the design and manufacture of thermoplastic materials and components for the rail industry. Our exclusive Devlon range is one of the toughest and most resilient thermoplastics available, providing a comprehensive range of wear resistant and impact strength properties suitable for applications in brake systems, bogie and coach-mounted components. The use of Devlon ultimately increases component life, extends life of mating parts, increases service intervals and provides significant cost savings. [email protected] www.devol.com

Design and manufacture of custom-built electrical power conversion systems for rolling stock applications: • Auxiliary Power Units • Inverters • Low Voltage Power Supplies • Battery Chargers • DC Traction Power Supplies

rugged • reliable • innovative

Turbo Power Systems Ltd Tel: +44 (0) 191 482 9200 Fax: +44 (0) 191 482 9201 [email protected] www.turbopowersystems.com

29-30—Vienna, Austria UEEIV/Tina Consultants Symposium  Tina Vienna Transport Strategies, Vienna, Austria. Tel: +43 1 4000 84260 Fax: +43 1 4000 7997 [email protected]

25-26—Brussels, Belgium The Future of European Rail Freight Conference  Marketforce, London, Britain. Tel: +44 20 7608 8628 Fax: +44 20 7253 2798 www.marketforce.eu.com/railfreight

We produce springs for industries: railways machines energy electronics mining

November 2008

December 2008

4-6—São Paulo, Brazil 2008 Business on Rails Exhibition & Conference  Ms Samantha Scafi, Revista Ferroviaria, São Paulo, Brazil. Tel: +55 11 3884 0580 Ext 03 Fax: +55 11 3562 4724 [email protected] www.revistaferroviaria.com/ nt2008/index-ing.asp

3-5—Lausanne, Switzerland UITP International Metro Conference  George Georgiou-Botaris, UITP, Brussels, Belgium. Tel: +32 2 663 6666 Fax: +32 2 660 1072 [email protected] www.uitp.org/events/2008/ lausanne/en/index.cfm

We produce springs: compression, torsion, pull, formed for railway bogies of Y25 and other types.

We use standards: UIC 822 class 1, 2, 3 DIN 2095, 2096 ASTM A125

HSW-Zaklad Sprezynownia Sp zoo ul. Kwiatkowskiego 1 37-450 Stalaowa Wola, Poland Tel: +48 158135209 Fax: +48 158135383 [email protected] www.hsw-zs.com.pl

To advertise here, contact Donna Edwards on +44 1444 416368 or email [email protected]

20099 RAILWAY

SECURITY FORUM & EXPO

In association with the Maritime & Port Security Conference & Expo

JANUARY 27-28

Arlington, Virginia Crystal Gateway Marriott

This year’s agenda includes: • On the Hill: Change in Store What emphasis will a new presidential administration put on rail freight and passenger operations? What will Congress offer in addition to—or in lieu of—such a focus? What impact will either, or both, have on efforts to date? Find out who’s out and who’s in on Capitol Hill, and why it matters to your security planning.

• The SAFETY Act’s Impact The Safety Act of 2002 has generated major changes in liability for the railroads, their suppliers, and shipper customers. Far too many of those affected still haven’t adjusted.

• Freight Railroad Track: - Corporate Security Strategies - Port Safety & Security - ‘Fusion Centers’ Multiply - The Hazmat Hassle

• Passenger Railroad Track: - LRT: Security at Street Level - Non-invasive Customer Screening - Cyber-Security - What Products Do Passenger Rail Operators Really Need?

Early registration assures you a seat, and a voice, at this important event.

,

View the latest security technology at the Expo

Agenda Updates & Registration: Visit: www.railwayage.com Call: +1 (212) 620-7209

presented by

in cooperation with

BE A SPONSOR OR EXHIBITOR Contact Jane Poterala (212) 620-7209

C ONFERENC E REG I STRAT I ON FORM Please register me for the 2009 RAILWAY SECURITY FORUM AND EXPO in Arlington, Va., January 27 & 28, 2009. Registration fee is $975 per participant. Railroad employee registration fee is $295 per participant. All fees payable in advance.

[ ] Check enclosed (payable to Railway Age) [ ] Invoice me (invoice will be sent via e-mail) Charge my

Please choose the afternoon session that best applies: [ ] Passenger Rail Sessions [ ] Freight Rail Sessions For railroad employees only, choose one: I am employed by a [ ] freight railroad [ ] passenger railroad

IRJ 37.002.1890

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Account Number __________________________________________ Expiration Date ______ / ______ Name of Card Holder ______________________________________

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Please send this completed form, or a photocopy, with your payment to: Jane Poterala, Conference Director, Railway Age; 345 Hudson St., 12th Flr., New York, NY 10014; Tel.: (212) 620-7209; Fax: (212) 633-1165; E-mail: [email protected].

CONFERENCE FEE: The registration fee for the 2009 Railway Security Forum & Expo is $975, which includes admission to all conference sessions, conference documentation containing all available presentations, and social events. Railroad employees receive a reduce rate of $295. Registration confirmation and invoice will be sent via e-mail. HOTEL: The Crystal Gateway Marriott has set aside a block of rooms at $219 single/double for conference attendees. These will be held until 30 days prior to the conference; those reserving after that date will depend upon room availability. Please contact the hotel directly at (703) 920-3230 for room reservations and mention group code “Railway Age” to ensure the conference group rate. You will receive room confirmation directly from the Crystal Gateway Marriott. CANCELLATION POLICY: Confirmed registrants who cancel after January 16 are subject to a $195 service charge. Registrants who fail to attend are liable for the entire fee unless they notify Railway Age in writing prior to the conference.

Editorial contacts

Advertisers index

46 Killigrew Street, Falmouth, Cornwall TR11 3PP, UK Tel +44 1326 313945 Fax +44 1326 211576 Editor-in-Chief David Briginshaw CMILT Associate Editor Keith Barrow BA (Hons) Contributing Editor Andrew Roden BA (Hons) Senior Designer Fiona Browning Production Manager Jennifer Hearle

[email protected] [email protected] [email protected] [email protected] [email protected]

Regional editors Australia John Hoyle Tel +61 7 3357 8417 [email protected] Brazil Theodor A Gevert Tel +55 11 4153 7593 Fax +55 11 4153 2521 Chile Ian Thomson Newman [email protected] Germany/Switzerland Anitra Green Tel +41 61 461 4536 India K K Gupta Tel/Fax +91 120 251 0224 Japan Yoshihiko Sato Tel +81 3 5684-3171 Fax +81 3 5684-3180 New Zealand David Leitch Tel/Fax +64 3 313 1254 Spain/Portugal Barry Cross Tel +44 1322 29064 USA William C Vantuono Tel +1 212 620 7240 Fax +1 212 633 1863 [email protected]

Correspondents Canada Alex Binkley China Liu Zhiqiang Denmark Denis Bowers France François Batisse Israel Jeremaya Goldberg

Netherlands Dr Peter Badcock Pakistan Naeem Qureshi/Rashid Ali South Africa Rollo Dickson Ukraine Stella Zenkovich Zimbabwe Ed Chikuni

Executive offices Simmons-Boardman Publishing Corp 345 Hudson Street, New York, NY 10014-4590, USA Tel +1 212 620 7200 Fax +1 212 633 1165 President & Chairman A J McGinnis Publisher, Rail Group Robert P DeMarco Director, Special Projects Robert G Lewis Executive Editor Luther S Miller Circulation Director Maureen Cooney [email protected]

Advertising contacts For all areas except those listed below contact: Donna Edwards BA, Advertisement Manager Suite K5 & K6, The Priory, Syresham Gardens, Haywards Heath, West Sussex RH16 3LB, UK Tel +44 1444 416368 Fax +44 1444 458185 [email protected] Benn Wood, International Area Sales Manager Tel +44 1444 416917 Fax +44 1444 458185 [email protected] ITALY & Italian-speaking SWITZERLAND Dr Fabio Potestà, Matteo Bertolotti, Daniela Chiusa Mediapoint & Communications srl, Corte Lambruschini, Corso Buenos Aires 8, Vo Piano, Int 7, 16129 Genova, Italy Tel +39 010 570 4948 Fax +39 010 553 0088 [email protected] JAPAN Katsuhiro Ishii, Ace Media Service Inc 12-6, 4-chome, Nishiiko Adachi-ku, Tokyo 121-0824 , Japan Tel +81 3 5691 3335 Fax +81 3 5691 3336 [email protected]

Ansaldo STS Bombardier Transportation CAF CMS Project Compin Desec Devol Engineering DSCO Eldor Communication Technologies Elin EBG Traction EMDiesels Erico Funkwerk Information Technologies Geatech HSW-Zaklad Sprezynownia Ingeteam Invensys

29 34 23 42 40 24 49 22 24 45 IBC 49 3 36 49 17 37

Marketforce Communications 47 Miner Enterprises 21 MiRyung Industrial Machinery 38 MTU Friedrichshafen 30/31 Nexans IFC Railtech International 15 Railway Security Conference 50 Schaeffler 11 SoundPLAN 38 Systra Group 24 Thales Transport Services 13 TransCore 27 Turbo Power Systems 49 UITP 41 Vaia Car 38 Vossloh Group BC Website directory 48

To advertise your products or services in the classified section of IRJ, please contact Donna Edwards on +44 1444 416368 or email [email protected] For US companies contact Diane Okon on +1 312 683 5022 or email [email protected]

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IRJ October 2008

We think you’ll be impressed. 51

The last word

Arriva seeks stronger German position Arriva is one of the most successful independent operators in Germany. CEO Klaus Jacobs outlines his views on the state of the market to Andrew Roden.

F

ROM bus services to rail, Arriva has a wide range of operations across Germany. Its turnover in 2007 was ƒ318 million, compared with ƒ178 million in 2006. This year, it expects to increase this to more than ƒ450 million. With 30 million train-km and 50 million bus-km, it operates more than 200 trains, 50 freight locomotives, and 900 buses. With more than 550km of track, it is the biggest private infrastructure provider in Germany. Arriva started in 2004 with the acquisition of the Prignitzer Railway (PEG) in eastern Germany, and today provides train services with successful brands such as Vogtlandbahn and Alex. It made some very important purchases in eastern and northern Germany, which CEO Mr Klaus Jacobs believes makes it an especially strong company in this region. ”In recent years,” says Jacobs, “the German public transport sector - the biggest in Europe - has developed enormously in terms of opportunities for independent operators, as well as in terms of competitors. Of course, German Rail (DB) is the dominant player, and will consolidate its position after its partial privatisation. “Nevertheless, the number of players has increased and the market has become more complex and more challenging. In particular, the next 18 months will see more tenders to operate private rail services across Germany, while the size of the tenders is increasing far beyond today’s standards. The growing competition stimulates creativity to improve service quality and efficiency.” Jacobs views DB’s privatisation with optimism, believing it could become a template for further sell-offs of state-owned operations: “I

52

large and complex. Due to the think privatisation is very political framework and the positive and could become a federal structure of the model for municipal transport country, there are a lot of companies. Arriva is a key different stakeholders that player in the German have to be considered. transport market, and we Likewise, the requirement of believe that there will be many stakeholders and customers opportunities for further may vary in different regions. expansion.” Above all, the level of service And existing concessions are quality is very high in performing well too, he says. Germany. To succeed in this “One of the reasons for our market, a service provider has success is that our operations to be able to implement perform according to their excellent performance every local needs. Arriva did and day. We achieve this, and are does always strengthen continually striving to regional roots because they improve,” says Jacobs, who help to recognise our believes competition consumers’ “We are can only be good for needs. passengers. Simultaneously, competing Arriva provides against other as the holding industries for company all its people for whom experience and expertise where rail may not have needed.” been on their Much of this success is down radar before.” to Arriva’s Klaus Jacobs fundamental belief in the importance of its staff. “We focus very much on people on training, and on having clear systems and processes.” And continuing this policy is vital, believes Jacobs: “We have to remain at the state-ofthe-art, and to be a leader in people as well “Savings compared with the as technology. Attracting new existing situation were as high people is vital as new fields of as 90% on certain tenders expertise are developing, such even if the incumbent did win as tenders, so we have to build at a much lower price. This up and develop our expertise. shows that the incumbent We are competing against operators do take competition other industries for people for seriously now. whom rail may not have been “But competition also boosts on their radar before.” the creativity of bidders: new Maintaining performance is concepts with respect to becoming ever-more vital, rolling stock, maintenance and with increasingly stringent onboard service are being contracts for concessions, developed and implemented, something Jacobs believes has and where there are net encouraged operators across contracts or at least incentives Germany to raise their game. for increased passenger “The German market is very

revenue, bidders do develop new ideas to enhance the number of passengers using public transport. “However, it is important that the clients ensure that they provide a level playing field.” While some operators may find the introduction of the European Rail Traffic Management System (ERTMS) as an expense which will have little impact on their day-today operations, Jacobs says that Arriva, with its crossborder passenger and freight operations, is working actively to support it. “We are a panEuropean player,” he says, “and we are actively supporting it, through the Community of European Railways and Infrastructure Managers (CER), and at more local levels, such as our involvement in the British ERTMS steering group. Perhaps understandably given his position, Jacobs is highly positive about the future for Arriva’s position in Germany: “We see many chances for future developments in the German market: the number and size of railway tenders in Germany is dramatically increasing. The growth of the freight business in Germany is continuing. Arriva is already among the biggest private transport service providers and it is our aim to strengthen this position and expand our activities.” For a company that has been in the German market for a relatively short time, Arriva has made a big impact - and the increasing trend for concessioning and more local management means that further expansion is likely to be on the cards. IRJ

IRJ October 2008

Europe's most successful diesel locomotives have a sign.

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