Media package of Railvolution

The Professional Two Monthly
Magazine Of Rail Transport Worldwide
Introduction
Editorial plan
Advertising rates
On-line advertising
Circulation
Our 2016 Media Package
Railvolution is Europe's Number One rail technology journal, offering in addition to professionally
written features and news items an unsurpassed level of quality in layout, printing and illustrations.
Railvolution is distributed to organisations involved in passenger and freight rail operations, urban
public transport, rail vehicle manufacture, equipment supply, and in other rail and transport-related
activities.
Railvolution has the highest circulation figures within its particular theme area. Our editorial
standards and publishing quality are second to none. Our readership statistics are in themselves a
guarantee that your message will reach the greatest possible number of potential clients.
What do we mean by ‘Added Value’?
Our articles are always technically-orientated and informative. We strive to ensure that the
contents are accurate, the texts explicative and concise yet readable, and the high quality
illustrative material relevant to the written content. Moreover, we do our utmost in aiming for
linguistic accuracy.
Year 2016 is a year of InnoTrans, the most important event in rail transport field. Railvolution
is covering this event not just before but also after it takes place. Don't miss an opportunity
to advertise in our InnoTrans issue and in following largest and unique traditional
InnoTrans reports.
web
www.railvolution.net
e-mail
[email protected]
fax
+420 577 437 337
Railvolution was a General Information Partner for EXPO 1520, held in Moskva in 2015, and
won again this status for the Strategic Partnership Forum 1520 in Sochi.
You might like to consider using Railvolution as a showcase for your company’s products or
activities. In such an instance we offer you a suite of advertising options:
Your company name and/or logo emblazoned on our front cover, together with a photo of
your choice, a format which not one of our readers can miss!
An A4 advertisement on the outside of the back cover. Just consider how many readers leave
magazines lying face-down on tables ...
A foreword printed inside the front cover will enable you to tell our readers even more about
your company’s or organisation’s products and philosophies.
Standard advertisements, of various sizes and formats, on the inside pages of the
magazine, often serve as eye-catching links to related pieces of news, or full-length articles.
For your office or factory wall, or for your trade fair or exhibition stand, why not create a lasting
impact with a full-colour A2 format poster, boldly proclaiming your company’s name or logo?
Do you have an article to publish, or would you like a souvenir for your clients of an article we
have published concerning your company’s activities or products? In that case, why not ask
us for a quote for a batch of offprints? The more you order, the cheaper they are!
The Professional Two Monthly
Magazine Of Rail Transport Worldwide
Introduction
Editorial plan
Advertising rates
On-line advertising
Circulation
R 1/16 - February
Deadline: 5 February 2016
Issued: Late February
R 4/16 - August
Deadline: 5 August 2016
Issued: Late August
Focus:
Vehicles - Traction systems, pantographs
Infrastructure - Station equipment, signalling,
safety, track design
Region - Western Europe
Focus:
Vehicles - Bogies, interiors, engines
Infrastructure - Track machines and maintenance
Region - Eastern Europe
Dedicated:
Expo Ferroviaria 2016, Torino, Italy, 5 - 7 April
Features:
TRAXX DE ME locomotives
KISS Aeroexpress EMUs
Desiro ML of SNCB
ICE2 modernising
DB’s TWINDEXX EMUs
OMNEO EMUs
Impuls EMUs
Freeport Indonesia Schalke locomotives
R 2/16 - April
Deadline: 5 April 2016
Issued: Late April
Dedicated:
InfraRail 2016, Birmingham, UK, 12 - 14 April
Czech Raildays 2016, Ostrava, CR, 14 - 16 June
SP Forum 1520, Sochi, Russia, 1 - 3 June
Focus:
Vehicles - Diesel engines, control systems
Infrastructure - Signalling, ETCS
Region - Great Britain, Scandinavia
Features:
Velaro UK (Eurostar e320)
Evolution locomotives for UK
Class 390 new 11-car Pendolini
Thameslink Desiro City EMUs
IEP trains of Hitachi
DSB’s Class IC4
Pendolini for Karelian Oy
Type 6DI modernised locomotives
web
www.railvolution.net
e-mail
[email protected]
fax
+420 577 437 337
R 3/16 - June
Deadline: 6 June 2016
Issued: Late June
Dedicated:
Focus:
Vehicles - Supercapacitors, vehicle maintenance
Infrastructure - High speed rail, pointworks
Region - Central Europe
Features:
InnoTrans preview
Locomotives of ČD’s Class 380 / ZSSK’s 381
PesaDart EMUs
TMH’s Class RA2 DMUs for Serbia
Končar EMUs
UZ’s EMUs from Hyundai Rotem
RZD’s Class EG2Tv EMUs
PKP IC FLIRT3 EMUs
Dedicated:
InnoTrans 2016, Berlin, Germany, 20 - 23 September
Features:
InnoTrans preview
TCDD’s Velaro EMUs
The new NS Sprinters
DB’s ICx EMUs
GAMA locomotive family of PESA
ŽOS Vrútky’s Class 861 DMUs for ZSSK
Stadler’s ADY sleepers
PESA double-deck cars for Koleje Mazowieckie
Škoda’s DB push-pull double-deck trains
PESA’s LINK DMUs for DB and NEB
RegioJet’s new Astra carriages
R 5/16 - October
Deadline: 5 October 2016
Issued: Late October
Dedicated:
Exporail 2016, Moskva, Russia, 26 - 28 October
Focus:
Vehicles - Interiors
Infrastructure - Pointwork, electrification
Region - Russia & Asia
Features:
InnoTrans report, part 1
EPL2T modernised EMUs of UZ
Class 620M for UZ
Stadler’s new FLIRT G EMUs for Belarus
Prima locomotives for Kazakschtan
RZD’s new double-deck trains (TMH)
Siemens’s electric locomotives for Australia
Stadler’s rack locomotives for MRS Logistica
R 6/16 - December
Deadline: 5 December 2016
Issued: Late December
Focus:
Vehicles - Freight transport
Infrastructure - Tunnels, viaducts
Region - Southern Europe, USA
Features:
InnoTrans report, part 2
Trenitalia’s Minuettos
Belarussian BKG-2 one-section electric locomotives
Talgo Avril EMU
Class 88 UK Dual locomotive
ETR 1000 Frecciarossa of Trenitalia
Coradia Regiolis EMUs
Hyperion EMUs
Modutrack Schalke locomotives
Ra vo u on Ad nno ans 2016 qxp_Check b ock 17 09 15 9 16 S ánka 1
The Professional Two-Monthly Magazine Of Rail Transport Worldwide
2016 is once again an InnoTrans year, so as is usual we are covering
this event not just BEFORE but also AFTER it takes place.
Photo: Sebastian Schrader
Photo: Sebastian Schrader
At InnoTrans Bombardier exhibited
its TRAXX F140 AC3 Last Mile 187
009, which together with 187 010 is
provided to DB for testing purposes.
That means both will carry DB’s red livery,
although remaining in Bombardier’s
ownership, there being no purchase
contract for them signed with DB. 187
009 left the Kassel works again at the
end of October. It was first moved to
Austria for testing, then hauled a freight
from Sopron to Tekirdağ in Turkey, and
finally returned to Wien for a testing
session at RTA Rail Tech Arsenal (see
below).
TRAXX Last Miles are at present at
work in Switzerland, where BLS Cargo
was the first operator to hire three of
them from Railpool. The latter will eventually own 187 001 to 008. 187 001,
002 and 003 were initially used by
Bombardier only for testing, and later
Railpool decided to acquire them too.
Akiem and Swiss Rail Traffic (SRT)
are two more TRAXX AC3 Last Mile
clients, Akiem having ordered four (see
R 3/13, p. 12), the first two, 187 011
„RailwayCube Berlin“ (Part 2)
In Part Two of our unique, exclusive illustrated tour of InnoTrans 2014 we focus mainly on the
locomotive and tram exhibits. As in Part One, the reports were written by Bohuslav Kotál, Petr
Kadeřávek, Tomáš Kuchta, Vít Hinčica, Jaromír Pernička and Mike Bent, and the photos were
taken by Tomáš Kuchta, unless otherwise cited.
The Vossloh Group was one of the
most active rail vehicle exhibitors. In addition to three trams, the company also
brought four diesel locomotives, and
a full-size mock-up of its EURODUAL
electro-diesel. Visitors would have been
most familiar with the four diesels, so the
EURODUAL attracted a considerable
amount of attention, its interior serving
as a meeting room.
The EURODUAL mock-up was
intended to represent a Co’Co’ design
which Vossloh would like to offer on the
European market, but given the current
state of affairs in the company’s rolling
stock division (see below) a question
mark hangs over its future evolution.
The design bears a certain resemblance
to the Bo’Bo’ electro-diesels which
Vossloh is currently building for PRASA
(Passenger Rail Agency of South Africa -
see R 5/13, p. 14). PRASA originally
placed an order for 50 locomotives, but
Vossloh says that the final number
could be different, reflecting the operator’s definitive budget for new motive
power.
The exhibition of the G 6, 98 80
0650 100-7 D-VL, the first example of
which was exhibited at InnoTrans 2008
(see R 6/08, p. 40), was related to the
hand-over of this milestone machine
(the 100th G 6 to be built) to Captrain
Deutschland, the event being celebrated during the trade fair. Captrain
Deutschland, part of the SNCF Geodis
Group, initially acquired three secondhand G 6s in March 2014 from Verkehrsbetriebe Peine-Salzgitter (VPS), then in
July 2014 awarded Vossloh a contract
for six more new G 6s, together with
The G 12’s cab interior. There are only minor differences between the driving
console layouts between members of Vossloh’s diesel locomotive family.
a possibility of two more, covered in an
option clause. Locomotive 650 100 was
said to be the first of Captrain Deutschland’s batch. However that was for publicity purposes at the trade fair, and
in fact the locomotive still belongs to
Vossloh.
The six new G 6s will be used by the
Captrain Deutschland group at different
locations. Three of them are to be delivered in the second quarter of 2015,
the other three in the fourth quarter of
2015.
The G 6 has a top service speed of
80 km/h and is designed for heavy
shunting duties. 650 100 is 10,790 mm
long over buffers (with crash impact
absorbers fitted), 3,080 mm wide and
4,255 mm high above rail top. It is powered by a 671 kW Cummins Type
QSK23-L Euro IIIA engine. The tractive
effort is 250 kN. The G 6 is equipped
with Voith’s L 3r4 z(s)eU2 hydraulic
transmission. We published an in-depth
article about the G 6 design in R 2/09,
pp. 48 - 50.
The second Vossloh diesel exhibited
was a Type G 12, designed for heavy
shunting and main line freight work. It
has a top service speed of 100 km/h.
Although the InnoTrans exhibit belonged
to Vossloh Locomotives, for display purposes it was presented in the guise of
G 12-SP-012, and in the livery of SLG
SPITZKE LOGISTIK. The reason behind
this was that on 31 March 2014 SLG
SPITZKE LOGISTIK awarded Vossloh
Locomotives a contract for two Type
G 18s, a model of which was handed
over to the operator at InnoTrans. The
full-size shunters, numbered G 18-SP018 and G 18-SP-019, are scheduled
for delivery in spring 2015. They are to
replace SPITZKE’s two G 1206s, which
have been sold to B&V Leipzig (the latter take over both of them after they
have been subjected to a heavy overhaul by Vossloh. The first was taken
over in late October 2014, the second
will be in January 2015).
The Type G 12 is 17,000 mm long
over buffers, 3,080 mm wide and
4,310 mm high above rail top. It has
a B’B’ axle arrangement. The prime
mover of the exhibited locomotive is
a 1,200 kW MTU Type 8V 4000 R43(L)
Euro IIIA diesel. Tractive effort is 300 kN,
and Voith’s Type L 530 breU2 hydraulic
transmission is installed. The maximum
hydrodynamic brake power is 1,900 kW.
The G 12 received authorisation from
the EBA in late 2013, and also complies with the TSI Loc&Pas standard.
SPITZKE’S G 18s have the same
external dimensions as the G 12 and
are each equipped with a 1,800 kW
MTU Type 12 V 4000 R43(L) Euro IIIB
diesel and Voith’s L 530 breU2 hydraulic transmission. The tractive effort is
300 kN and the maximum hydrodynamic
brake power 1 600 kW. Like the G 12
the G 18 received its authorisation from
the EBA in late 2013. Moreover, in midSeptember 2014 it was also granted
42
AMEC (Autorisation de Mise en Exploitation Commerciale) authorisation by EPSF
for operation in France.
The third Vossloh diesel exhibited
was a Type DE 18. Designated DE 24
it was one of two DE 18s ordered by
BASF on 14 December 2011, together
with 16 G 6s and four DE 12s (22 shunters in all). As we reported in R 6/13,
p. 14, in June 2013 BASF took delivery
43
187 009 left the Kassel works in
late October and was moved to Austria
for testing on the ÖBB network. By early
November 2014 it moved to Sopron,
where its remarkable journey started.
Here it was allocated to the Rail Cargo
Group’s Duisburg to Tekirdağ freight,
which is provided for the Turkish forwarding company BALO.
Since spring 2014 this train has
been hauled by Rail Cargo Austria Tauruses as far as the end of the catenary
in Bulgaria, either at Nova Zagora or
Dimitrovgrad, depending on the route
taken (see R 3/14, p. 17). However on
this occasion 187 009 was to be used
for the whole run from Sopron to Tekirdağ, the 534 m long train weighing
and 012, having already been completed. However Akiem has not taken
them over yet, as they do not have full
authorisation for use in any countries
yet. SRT ordered one, which should be
ready for hire by February 2015. The
lower photo shows the new locomotive,
designated 487 001, in Bombardier’s
Kassel works on 17 December 2014.
187 002 was the first of the batch
to leave the Kassel works for testing,
hauling regular BLS Cargo freights. It
hauled its first train on 5 March 2014
(see R 1/14, p. 13). In September 2014
BLS Cargo received further two on hire,
but since the locomotives have not yet
been granted full authorisation, they are
still being used on a test commercial
operation basis and not still the same
three are hired. Starting with the introduction of the 2015 timetable, they
have been in regular service, and their
diagrams include use of the Last Mile
capability when accessing the Rekingen and Frenkendorf terminals.
245 003 was the first Class 245
TRAXX DE ME to make its debut, at
InnoTrans 2012 (see R 6/12, p. 42).
Two years later the exhibit was 245
014, one of 20 TRAXX P160 DE ME
diesels to be delivered to DB Regio.
This one was handed over to the operator towards the end of 2014 and by
22 December, DB Regio had received
19. They are allocated to Kempten
depot (001 - 007, DB Regio AllgäuSchwaben), Mühldorf depot (008 - 015,
Südostbayernbahn) and Frankfurt-Griesheim depot (016 - 020, DB Regio
Hessen).
1,262 t. Departure from Sopron was
on 8 November 2014. 187 009 actually had an opportunity to make use of
its Last Mile capabilities, since there
was a power supply failure affecting the
39 km of catenary from Curtici to
Ghioroc. Und
247 901, the very first and so far
the only diesel Vectron built, paid its
third visit to InnoTrans. This time Siemens
had some good news concerning it. On
24 September 2014 the Vectron DE
was granted authorisation by the EBA in
Germany, enabling it to be used on
freights. This is the first step in the authorisation programme for this type.
However in July 2014 it was also granted
an EC certificate stating that it conformed with the TSI Loc&Pas (Conventional Rail Locomotives and Passenger
Rolling Stock subsystem), the TSI SRT
(Safety in Railway Tunnels), and the TSI
Noise standards.
These TSI certificates mean that the
Vectron DE can now be certified to
operate in all EU member countries.
Authorisation for each individual country only means evaluating those specific
national requirements which are not
covered by the TSIs. The German authorisation confirms the certification
granted by the EC under the TSI standards, and in 2015 it is expected that
the Vectron DE will be allowed to haul
passenger trains. In late November 2014
it was hired for several weeks to Transpetrol.
The second Vectron at InnoTrans
was 193 970, a Vectron AC, positioned behind 247 901. Its sidewalls
were used to promote Easy Spares,
which is Siemens’s spare part supply
service. 193 970 is equipped with ETCS
together with the domestic ATP systems for Norway and Sweden, since it
is intended for testing in these countries. In both countries a few of Vectron
ACs are already in commercial service,
and tests have already been realised
in the past. However these locomotives
were then equipped with both the
Swedish and Norwegian domestic ATPs
but not with ETCS. Regarding Denmark, at this stage Siemens is not planning authorisation procedures there.
By mid-December 2014 Siemens
had received orders, including various
options, for some 325 Vectrons, from
both private and state operators across
Europe. About 200 of these orders
were definitive contracts, and the remainder options. In late 2014 those machines ordered by ELL (see p. 11),
MRCE and DB Schenker Rail Polska
were under construction and being delivered. In December 2012 DB Schenker
Rail Polska placed an order for 23 Vectron DC locomotives. Of these 5 170 050
to 053 were delivered in late November
2014, and only four remain to be
handed over, the order scheduled for
completion in February 2015.
Following a year of tests and
test commercial operation of 193
821 in Turkey, on 7 November
2014 the Vectron AC design was
pronounced by TCDD as meeting
the requirements concerning
compatibility with the infrastructure installations, such as the signalling system and trackside devices, which could be affected
by the locomotive’s high power
rating. This 6,400 kW machine
is designated Class E87000 in
Turkey, reflecting roughly its HP rating.
193 821, a TRAXX AC Last Mile, was moved to Turkey in late September 2013
(see R 5/13, p. 21). The Vectron in AC version has already been authorised in all
countries en route between Turkey and Germany via Romania, except Bulgaria,
and authorisation in the latter country is expected to be completed in 2015. Here
we see 193 821 on 27 November 2014 at Derince port, east of Istanbul, hauling
an intermodal train loaded with automotive components from the Dacia factory in
Romania for Renault cars assembled at the Oyak-Renault works in Bursa, a service
provided by DB Schenker in Romania and Bulgaria. This freight flow is usually provided by HGVs, but at some occasions has gone by rail, via the Tekirdağ to Derince
train ferry, on a testing basis.
railturkey.org/Onur Uysal
Photo: Erkan Dogan
The other Vectron AC on show was
displayed by Mitsui Rail Capital Europe.
It was 193 875 (X4E-875), fitted for
operation in Germany, Austria and Hungary, handed over to MRCE in August
2014, and hired to Transpetrol after the
show. Although Transpetrol is a freight
operator, this photo shows 193 875
on a special passenger working on
13 December 2014 at Berlin-Grunewald. The locomotive was used for
a special train to move Borussia Dortmund football fans to a match against
Hertha BSC.
MRCE placed an order for 15 Vectron ACs in June 2013 and these were
delivered between January 2014 and
April 2014. Later, two more orders,
each for ten machines, were placed, all
20 locomotives to be delivered between June 2014 and July 2015. The
June 2013 order includes 193 850 860 and 870 - 873, while the later
batches of 20 are numbered 193 861
- 867, 193 874 - 879 and 193 600 606, thus including the exhibited 193
875. The start of a 193 6xx sub-series
does not mean that these are of any
new version, these are the B-01 variant,
equipped for operation in Germany and
Austria. The sub-series was created
simply because no free numbers were
available in the 193 8xx numbering
sequence.
From the June 2013 order, 11 machines are the B-01 variant, and four
are of the B-03 variant, enabling them
to work in Germany, Austria and Hungary. At present MRCE only has these
two versions on order, but it is possible
to retrofit other packages to expand
the range of operation of the machines.
The June 2013 Vectrons are 160 km/h
locomotives, while those of the other
two orders have a top service speed of
200 km/h and are a mixed-traffic design, being equipped with a passenger
package, to enable them to haul rakes
of passenger stock.
193 875 promoted the fact, that
instalment of ETCS in the MRCE locomotives is EU-financed. This was a follow-on order after 11 Vossloh G 1206s
had been retrofitted with Alstom ETCS
on-board equipment, 12 EMD Class 66
locomotives had received Bombardier
ETCS on-board equipment and Alstom
ETCS equipment had been installed in
105 Siemens ES64F4 machines. Subsequently MRCE also had 30 ES64U2s
retrofitted with Siemens ETCS, again
with an element of EU co-finance.
First 20 of the Vectrons are to receive Alstom’s L1/L2 SRS 230d ETCS,
with EU co-finance. So far the lessor
has not requested a subsidy for equipping the other 15. The co-finance
amounts to 1 million EUR, 50,000 EUR
per locomotive, 50 % of the costs eligible for co-finance, however the real
cost of installing ETCS is considerably
higher.
Siemens exhibited a model of its
Charger passenger diesel locomotive, for which two definitive contracts
were signed in 2014, the locomotives
to be built at the company’s Sacramento works in California. These contracts are significant, since they have
paved the way for Siemens to make
a breakthrough into the US diesel-electric locomotive market. The Chargers
will be powered by 3,280 kW Cummins
QSK95 Tier 4 compliant prime movers.
The first Charger contract, awarded
in March 2014 by the Illinois Department of Transportation on behalf of California, Michigan, Missouri and Washington, is worth around 165 million
EUR and involve the construction of 32
locomotives (see R 2/14, p. 17), to be
delivered between autumn 2016 and
mid-2017. An option clause exists for
225 more locomotives.
Then in early September 2014 All
Aboard Florida (AAF) awarded Siemens
a contract for five rakes of four single
deck carriages, these to be topped and
tailed by Charger diesels. At a subsequent date the rakes are to be lengthened to seven carriages, and there is
a possibility of five more similar trains
being ordered. The locomotives and
stock are to be designed for a top
service speed of 201 km/h. All Aboard
Florida is an intercity passenger rail
project being developed by Florida East
Coast Industries (FECI), which currently owns the main passenger line
through Florida, the intention being to
provide a service from Miami via Fort
Lauderdale and West Palm Beach to
Orlando.
Photo: Petr Kadeřávek
54
Photo: Bodo Schulz
One long-awaited exhibit was DB
Fernverkehr’s TWINDEXX Vario rake
of push-pull stock. These long distance
trains will consist of five double deck
carriages, including a driving trailer, and
a Class 146 locomotive. The first 27 of
those 160 km/h rakes were ordered on
30 December 2010 (see R 1/11, p. 7),
forming part of a framework contract,
signed in December 2008, for up to 800
carriages. The 27 TRAXX P160 AC2
locomotives (146 551 to 577), ordered
that same day, belong to another DB
framework contract dating from 2000.
This is the first time that DB Fernverkehr has ordered double deck stock.
The reason was that the planned purchase of the ICx EMUs has been delayed because of price negotiations
(see R 1/10, p. 5), so these trains were
not expected to be ready until 2016.
The fastest way to obtain more new
stock for the busiest intercity routes was
to opt for a long distance version of DB’s
regional double deck push-pull trains.
Even these TWINDEXX Vario trains were
initially scheduled to enter service in
December 2013 (see R 2/14, p. 8), but
now the target date is December 2015.
The exhibited train was only a threecar rake and comprised:
- a Class DBpbzfa668.2 Type B second
class driving trailer, with 59 seats in
2 + 2 configuration (including three tipup seats), a multi-purpose area with
wheelchair harness points and bike
racks. This vehicle measures 27.7 m
in length over buffers, and has a tare
weight of 56 t.
- a Class DBpza682.2 Type B second
class intermediate car, with 113 seats
in 2 + 2 configuration and one bike
rack, measuring 26.8 m over buffers,
and with a tare weight of 53 t. The
lower deck of one of these cars is
shown in the upper right-hand photo.
- a Class DApza687.2 Type A first class
intermediate car, with 70 seats in 2 + 1
configuration, 26.8 m long over buffers, and with a tare weight of 53 t. The
upper deck accommodation is shown
in the centre right-hand photo.
Only the driving trailers have low
floor entrances, the thresholds being
600 mm above rail top. This is because
the lower decks of these vehicles are
designed for access by handicapped
travellers and those with bikes or prams.
The intermediate cars have their entrance
vestibules situated above the bogies,
resulting in a floor height of 1,150 mm
above rail top. Bodyshell width of all car
types is 2,784 mm, and all are 4,631 mm
high above rail top. These five-car rakes
will be 154 m long (including the locomotive) and will have 469 seats, 70 of
these in first class. More details were
published in R 4/12, pp. 56 - 58.
The 135 carriages are being built
at Bombardier’s Görlitz works. The first
cars were completed in late 2013, and
have now run tests on lines such as Minden - Altenbeken or Geislinger Steige
(Geislingen an der Steige - Amstetten
on the München - Stuttgart main line).
The lower right-hand photo was taken
near Treuchtlingen (a test run between
Roth and Donauwörth, with 120 501
electric locomotive) on 7 October 2014.
Moreover, static testing is being realised
at Bombardier’s Hennigsdorf works.
Around 50 cars, together with 20 locomotives (146 551 to 570), had been
completed by early October 2014. Construction of the remaining seven locomotives is expected to start in April 2015,
when it is anticipated that testing of the
cars will be completed. At present the
authorisation by EBA of the completed
TRAXXes is in progress. It will be concluded following a testing with the machines coupled up to rakes of the new
double deck stock, which is necessary
to evaluate their mutual interactions. The
documentation resulting from these
tests will then be sent to the EBA, and full
authorisation of locomotives plus rolling
stock is anticipated for September 2015.
Starting in December 2015 DB Fernverkehr plans to use the trains on Leipzig Hannover - Köln, Leipzig - Hannover Norddeich Mole and Norddeich Mole Köln lines, and starting in 2017 on
Stuttgart - Zürich line. Servicing and
maintenance will take place at a depot
in Leipzig.
Since it is not yet known to what
extent deliveries of the TWINDEXX Vario
trains will be delayed, and deliveries of
the stock have not yet been completed,
DB states that the situation regarding
penalty payments is an unknown factor,
and moreover is a matter for agreement
between operator and manufacturer.
DB Fahrzeuginstandhaltung (DB
Heavy Maintenance) presented a partly
refurbished 423 400/900 EMU belonging to DB, enabling visitors to compare modernised and original interiors,
this train having a mix of both. These
trains are used on a variety of DB Regio
and S-Bahn services, the modernised
examples being deployed on DB Regio
services on the S-Bahn Rhein-Main network. The EMUs were built by Adtranz/
Bombardier, Alstom and ABB (the traction
equipment) between 1998 and 2007,
the exhibited one being a member of the
fifth and last batch.
The objective of the refurbishment
is to adapt the interiors to comply with
the TSI-PRM standards, to make them
Voith’s theme for InnoTrans 2014
was „Connecting Forces - Driving Innovation“ and some of the latest developments associated with this theme could
be seen at the stand - a diversity of driveline components, couplings and various other products (see also R 4/14,
p. 52). One of those was a front end
assembly as used on DB’s new ICx
high speed trains, the first examples of
which are now being completed (see
R 2/13, p. 5).
The cover of the front end assembly
is made of glass fibre reinforced plastics (GFRP), concealing a framework
made of high quality steel. Flaps
conceal a Scharfenberg automatic coupling and
its kinematics. The
complete structure of the front end also
incorporates a windscreen and a large
GFRP cab housing extending to the
roof (though these were not incorporated in the exhibit), head- and tail lights
and a wiper. These front end assemblies are produced at Voith’s Salzgitter
works. Deliveries to Bombardier’s Hennigsdorf works, where non-powered intermediate and non-powered end cars
for the seven pre-series ICx trains are
being built, started in July 2014.
The cars for first train for testing,
9001, were finished in late 2014. On
22 December 2014 five cars were sent
from Hennigsdorf to Wegberg-Wildenrath (the remaining cars arrived there
from Siemens’s Krefeld works in January
2015). The photo on the right was taken
at Hennigsdorf station, and shows the
ICx train formed of cars:
- 93 80 5812 001-6 D-DB (nearest
the camera, non-powered end car),
- 93 80 2412 501-6 D-DB (intermediate powered car with pantograph),
- 93 80 9812 001-8 D-DB (non-powered intermediate car),
- 93 80 1812 001-5 D-DB (non-powered intermediate car),
- 93 80 0812 001-7 D-DB (non-powered end car).
This will become a 12-car 15 kV formation, 346 m long, with a power rating
of 9,900 kW and a maximum speed of
250 km/h. Six of the intermediate cars
are referred to as Powercars, since they
are a new ICx concept. Each will be
equipped with an identical set of traction
technology, and they will be distributed
along the length of the train. Each Powercar will have a power rating of 1,650 kW
and will be fitted with essential traction
equipment - a main traction transformer,
a traction converter, a cooling block and
four traction motors. The first of these
EMUs are scheduled to enter commercial service in December 2017.
The second ICx version on order consists of 200 m long seven-car trains, with
a top speed of 230 km/h and three intermediate Powercars totalling 4,950 kW,
suitable to run under 15 + 25 kV AC and
3 + 1.5 kV DC catenary. The first 7-car
ICx EMUs are scheduled to enter passenger service in December 2020.
The bogie in the right-hand photo is
a FLEXX Compact bogie, of which
over 7,000 are currently in use under
trains in service in France, Germany,
Austria and Hungary, and the number of
countries in Europe where they are used
is growing. This exhibited bogie is used
underneath the TWINDEXX Swiss Express EMUs (see R 6/14, p. 40).
It is equipped with the FLEXX Tronic
WAKO roll-compensation system (see
R 2/10, pp. 25 - 31) to enable curves
to be taken at greater speeds, and with
MITRAC permanent magnet traction
motors. The design permits speeds up
to 200 km/h, with a 19 t axle load. The
wheelbase is 2,500 mm and the wheels
have a diameter of 920 mm. Primary
suspension is provided by steel coil
springs and secondary suspension by
means of air springs.
The lower photo, taken at Mecklar
on 4 December 2014, shows a Bt 94
85 2502 203-4 end car, for the second
FV-Dosto EMU. This end car, together
with three intermediate cars, was moved
to Bombardier’s Villeneuve works. One
of the FV-Dostos is to be tested at
VUZ’s Velim test centre, likely starting in
April 2015.
At InnoTrans Bombardier exhibited
its TRAXX F140 AC3 Last Mile 187
009, which together with 187 010 is
provided to DB for testing purposes.
That means both will carry DB’s red livery,
although remaining in Bombardier’s
ownership, there being no purchase
contract for them signed with DB. 187
009 left the Kassel works again at the
end of October. It was first moved to
Austria for testing, then hauled a freight
from Sopron to Tekirdağ in Turkey, and
finally returned to Wien for a testing
session at RTA Rail Tech Arsenal (see
below).
TRAXX Last Miles are at present at
work in Switzerland, where BLS Cargo
was the first operator to hire three of
them from Railpool. The latter will eventually own 187 001 to 008. 187 001,
002 and 003 were initially used by
Bombardier only for testing, and later
Railpool decided to acquire them too.
Akiem and Swiss Rail Traffic (SRT)
are two more TRAXX AC3 Last Mile
clients, Akiem having ordered four (see
R 3/13, p. 12), the first two, 187 011
and 012, having already been completed. However Akiem has not taken
them over yet, as they do not have full
authorisation for use in any countries
yet. SRT ordered one, which should be
ready for hire by February 2015. The
lower photo shows the new locomotive,
designated 487 001, in Bombardier’s
Kassel works on 17 December 2014.
187 002 was the first of the batch
to leave the Kassel works for testing,
hauling regular BLS Cargo freights. It
hauled its first train on 5 March 2014
(see R 1/14, p. 13). In September 2014
Photo: SRT
BLS Cargo received further two on hire,
but since the locomotives have not yet
been granted full authorisation, they are
still being used on a test commercial
operation basis and not still the same
three are hired. Starting with the introduction of the 2015 timetable, they
have been in regular service, and their
diagrams include use of the Last Mile
capability when accessing the Rekingen and Frenkendorf terminals.
➢ Are you p ann ng a h gh pro e
or your company n Ber n? Then
do cons der s ar ng w h your
advert sements and nv ta
t ons n any pre nnoTrans num
ber o Ra vo u on R2, R3 and
R4/2016 .
➣ Remember! R4/16 w be our
h gh y a rac ve InnoTrans
spec a number. Why no use
or showcas ng your company s
produc s?
245 003 was the first Class 245
TRAXX DE ME to make its debut, at
InnoTrans 2012 (see R 6/12, p. 42).
Two years later the exhibit was 245
014, one of 20 TRAXX P160 DE ME
diesels to be delivered to DB Regio.
This one was handed over to the operator towards the end of 2014 and by
22 December, DB Regio had received
19. They are allocated to Kempten
depot (001 - 007, DB Regio AllgäuSchwaben), Mühldorf depot (008 - 015,
Südostbayernbahn) and Frankfurt-Griesheim depot (016 - 020, DB Regio
Hessen).
Photo: Andreas Dollinger
Photo: Bombardier
Bombardier exhibited two bogies at
the front of its outdoor stand. The lefthand photo shows a FLEXX Eco 5101
bogie, whose principal design feature
is that it has an inside frame with inboard
wheelset bearings. This results in a weight
reduction of around 30 % compared
with a conventional bogie. The unsprung
masses are accordingly also reduced
by around 25 %. A further advantage is
that the bogie space envelope requirement for this bogie architecture is also
reduced by around 25 %.
The FLEXX Eco bogie was previously known as the B5000 and was developed for use in Britain where it attracts
a track access charge reduction of
around 17 %. It was first used under the
Class 220 Voyager DMUs and subsequently under the Class 222 Meridian
and Pioneer DMUs and the Class 172
Turbostars. In Scandinavia it has been
used in the refurbishment programme
for 56 of NSB’s Class B5 carriages (see
Photo: Bohuslav Kotál
42
R 4/10, p. 11). These were refurbished
in Hungary at Bombardier’s former Dunakeszi works between 2008 and 2012.
In the near future FLEXX Eco bogies
will also be found underneath DB’s ICx
trains and the new Stockholm Metro
C30 MOVIAs, the Riyadh Metro INNOVIA
300s and the 65 Class 345 Aventra
EMUs which Bombardier is to build for
the Crossrail line in London (see R 1/14,
p. 6). To date more than 1,000 FLEXX
Eco Bogies are in use.
The exhibited bogie was a non-powered version from the extended FLEXX
Eco 510x range and is destined for the
ICx fleet. It weighs less than 5.5 t, can
be used at speeds up to 250 km/h, and
can support an axle-load exceeding
19 t. It has a 2,300 mm wheelbase and
825 mm diameter wheels. Primary suspension is provided by steel-rubber
Metacone springs (produced by Trelleborg of Sweden), with air springs for
secondary suspension.
Photo: Helmut Heiderich
42
187 009 left the Kassel works in
late October and was moved to Austria
for testing on the ÖBB network. By early
November 2014 it moved to Sopron,
where its remarkable journey started.
Here it was allocated to the Rail Cargo
Group’s Duisburg to Tekirdağ freight,
which is provided for the Turkish forwarding company BALO.
Since spring 2014 this train has
been hauled by Rail Cargo Austria Tauruses as far as the end of the catenary
in Bulgaria, either at Nova Zagora or
Dimitrovgrad, depending on the route
taken (see R 3/14, p. 17). However on
this occasion 187 009 was to be used
for the whole run from Sopron to Tekirdağ, the 534 m long train weighing
1,262 t. Departure from Sopron was
on 8 November 2014. 187 009 actually had an opportunity to make use of
its Last Mile capabilities, since there
was a power supply failure affecting the
39 km of catenary from Curtici to
Ghioroc. Under diesel power it managed to haul the train over this stretch,
at speeds not exceeding 26 km/h, but
avoiding the necessity of a diesel pilot.
However a diesel pilot was requested for the longer non-electrified
stretches of line from Videle to Giurgiu
in Romania and further across the border to Ruse in Bulgaria (83 km) and
from Nova Zagora to Simeonovgrad
and Svilengrad (103 km) in Bulgaria.
The Sopron to Tekirdağ run, of around
2,000 km, was covered in four days,
with the Turkish port being reached on
12 November 2014.
The left hand photo shows the train
at Svilengrad border station on the
11th. Here, and also at Kapikule there
were delays of a bureaucratic nature,
while permission was sought to enable
187 009 to complete its journey to
Tekirdağ, though only hauled by a TCDD
locomotive. For the return journey, another freight formed of BALO containers
was provided. Departure from Tekirdağ
was on 15 November, with arrival at
Sopron on the 18th.
Readers will recall the Asien-Europa-Express run of May 2004, which
we reported in R 3/04, pp. 30 - 31. On
this occasion through haulage, by Dispolok’s ES64F4-089 and ER20-001,
was possible all the way from Halkali to
Köln, even in Turkey.
Following its return to Austria, starting on 28 November 187 009 was subjected to four weeks of climate testing
at the RTA Rail Tech Arsenal climatic
tunnel, involving extremes varying from
intense heat to snow and ice. Performance was assessed, this including ease
of starting up under difficult climatic
conditions, the clarity of view through
the cab windscreen, and the flexibility
of the of brake air hoses on the locomotive front under low temperatures. The
temperature range for these tests was 35 °C to +45 °C, and wind speeds of
up to 200 km/h were simulated. Special attention was also paid to the performance of the air conditioning system
under such extreme conditions.
The Flex Panel was also subjected
to testing. This evaluated the thermal
expansion of the canvas above the flex
panel under different temperatures. This
was measured by evaluating changes in
the tension of the springs which hold
and tighten the canvas. The manner in
which snow accumulates on the canvas
under snowstorm conditions was also
examined.
Photo: Bombardier
Th P
54
na Tw M n h
Maga n O Ra T an p
Volume 14
PESA exhibited the first prototype,
which is also one of two pre-series
trains, for the batch of up to 470 LINKs
to be supplied to DB (the contract was
signed at InnoTrans 2012 - see R 5/12,
p. 48). This diesel railcar, numbered
631 001, was built at Bydgoszcz (see
R 3/14, p. 10) for authorisation purposes in Germany, and was requested
by DB, together with a three-car LINK
DMU, as an initial part of the construction of the various batches of two- and
three-car LINK DMUs currently on order.
The railcar carries the EVN 95 80 0631
001-4 D-DB (though this is not the definitive number), and the designation
Type ABpd.
The two-car LINKs will be designated Class 632, and the three-car
ones Class 633 in Germany, while the
railcar version is Class 631. The driveline is similar to that on ČD’s two-car
LINK DMUs, described in detail in
R 4/14, pp. 54 - 71. However the
prime mover is a 565 kW MTU Euro IIIB
diesel, this model also to be installed
under DB Regio’s three-car LINKs. The
axle arrangement of the Class 631 is
B’ 2’. Maximum design speed is
140 km/h, the same as for the two-car
LINKs.
The railcar is 28,650 mm long
over couplings, 2,800 mm wide and
4,280 mm high above rail top. The low
floor area between the bogies is
600 mm above rail top (this may apply
only to the prototype train), and incorporates a wheelchair harness point,
a wheelchair-accessible WC cubicle,
and two bike racks. There is a six-seat
first class saloon situated above the
non-powered bogie, and 44 second
class seats are provided (shown in the
upper right-hand interior photo).
As is usual, the provision of a large
wheelchair-accessible WC cubicle in
the four-axle railcars presents some
problems in the interior design, mainly
resulting in a reduction in the amount of
available low floor area and the number
of seats. However, in comparison with
other diesel railcars, such as Niederbarnimer Eisenbahn’s RegioShuttle,
which was exhibited nearby, the Class
631 LINK has a smaller number of seats:
a total of 50, compared with the average of around 50 + some 20 tip-up
seats on an RS1. This is in fact a direct
result of the driveline configuration. The
RS1s have their prime movers positioned under the driver’s cabs, whereas
on the LINK railcars they are positioned
further back (on the inner side of the
bogies), leaving less overall space for
a low floor area. Moreover the RS1s do
not have the crash absorption structures on their front ends as do the
LINKs.
The other design flaw appears to be
the positioning of two seats facing
inwards to the centre aisle in the second class accommodation, adjacent to
the partition between this and the small
first class saloon. This is visible on the
left of the lower interior photo, though
the other seat is out of view, on the right.
The passenger using the seat nearest to
the partition wall will find his or her legs
directly in the way of the door, when this
is opened.
It should, however, be recalled that
the manufacturer is not ultimately responsible for all design details. These
were negotiated in advance with DB
and agreed with this operator. Moreover, it should also be borne in mind
that 631 001 is only a prototype train.
To date no other 631s have been ordered, and it will be quite probable that,
following testing, the railcars of the
future batches will have interior configuration which is not at all like this of the
prototype, which will be subjected to
testing during 2015.
Following InnoTrans 631 001 was
moved back to Bydgoszcz for final
touches to be applied and to be prepared for authorisation testing in Germany. This is scheduled to start in April
2015. First the train will visit the Źmigród test circuit, and later will be moved
to Germany. In late 2014 it was stored
at Bydgoszcz. 631 001 and 633 001
will be delivered to DB in 2016 and
2017.
MÁV-START exhibited the first of
two prototype 200 km/h IC+ carriages,
a Type Bpmz, 61 55 20-91 401.
On 31 January 2012 the operator
awarded its own works, Szolnoki Járműjavító, a contract to build these two prototypes, the 1.4 billion HUF (4.5 million
EUR) project, with 460 million HUF EU
co-financing, including design, construction of both vehicles, production of
the necessary equipment, tools and
testing. This EU-funded phase of the
project has now been completed according to the initial agreements.
Both IC+ carriages are designed for
domestic IC and international EC services. They are 26,400 mm long
over buffers, 2,825 mm wide and
4,050 mm high above rail top. Floor
height is 1,255 mm above rail top. Tare
weight is 48.5 t. The carriages are
mounted on Siemens SF 400 MAV bogies (lower photo), these having an
electromagnetic rail brake and three
brake discs on each axle, maximum
static axle-load being 17 t, their weight
7,050 kg and bogie wheelbase
2,500 mm. The brake system is Knorr’s
KE-PR-Mg (D), incorporating an electropneumatic and electromagnetic rail
brake with an emergency bridging system NBÜ (NotBremseÜberbrückung Emergency Brake Override).
The IC+ Bpmz is a second class carriage, fitted with 80 seats, in a 2 + 2
configuration mainly in rows, in a single
large open saloon. In the few instances
where seats are in facing bays, a table
with folding edges is provided, mounted
underneath the window sill (upper righthand photo). Otherwise the seat backs
are fitted with drop-down tables. Longitudinal luggage racks, 500 mm wide,
are provided above window level, fitted
on their outer edges with seat reservation displays. Data can be sent to these
displays to update information during
journeys via GSM, or manually using
a USB portal.
A single channel HVAC system is installed, supplied by Liebherr, this being
assisted in fine weather by drop-down
curtains, which reduce solar radiation
while allowing passengers limited visibility through the windows. Each seat is
equipped with a power socket for personal electronic equipment. Interior
illumination is via two rows of long-life
fluorescent tubes along the centre of
the ceiling. The windows are mainly single-pane and non-opening, although
a number of toplight hoppers are also
provided, for emergency ventilation
should the air conditioning system fail.
Access to the carriage is via two
pairs of 830 mm wide sliding plug
doors, one pair at either end, supplied
by Ultimate and designed to meet UIC
560 regulations. The inter-car gangways are protected by double-leaf electrically-powered sliding doors. There
are two WC cubicles. The WCs are of
vacuum retention type. The electricity
equipment cabinet, located at the
opposite end of the carriage to the WC
cubicles, is equipped with a fire detection system, which, in the event of
smoke being detected, triggers alarms
The Ruf Telematik stand exhibited the new VisiWeb passenger emergency intercom. Thanks to
its slim and compact design and a sophisticated assembly system, this new generation of passenger intercom
systems is quick to install and replace, even where
space is at a premium. The product supports the standardised SIP protocol in accordance with RFC 3261
and uses Ethernet to communicate with the other
communication partners within the network. This open
protocol allows the intercom system to be integrated in
both the VisiWeb overall system and in other systems.
PoE (Power over Ethernet) reduces the need for
cabling and thus installation costs. With a weight of
only about 400 g, the intercom is genuinely lightweight and yet extremely robust. The design can be
individually adapted to clients’ colour specifications.
The intercom system complies with all standards required for operation in public transport, and was designed to meet the needs of people with disabilities.
Completion of the final assembly
and fitting out of DB Regio’s first threecar LINK, 633 001, took place in
October 2014. The train made some
test runs in the vicinity of Bydgoszcz,
was then moved to Germany for unspecified testing on 20 October and on
the 30th of the month moved back to
Bydgoszcz. During early December
2014 633 001 was moved to the RTA
Rail Tec Arsenal climatic chamber in
Wien. It is shown in the right-hand
photo at Ústí nad Orlicí on the 11th.
It entered the Czech Republic at Lichkov
and entered Austria beyond Břeclav.
Authorisation testing, both for PKP PLK
58
in the vehicle’s central diagnostic system, in the passenger accommodation
and at the nearest traffic control centre.
A CCTV system is also installed, the operation of this, and data storage, being
entirely MÁV-START’s responsibility.
Passenger information equipment
includes a public address system and
four LCD screens in the saloon, these
being ceiling-mounted, and one wallmounted in each of entrance vestibules.
Data can be received via GPS and GSM
antennae, or alternatively uploaded
manually via a USB portal. These screens
can be used for next station announcements, and can show ambient temperature conditions, or the real-time position of the train on a line map with stations.
Broadcasting advertising material is
a further use option. If required, the
screens of the seat reservation system
can also be used to provide messages
received via GSM for passengers concerning their journey. The carriages are
also equipped with WLAN, enabling free
WiFi reception and transmission of data.
Authorisation testing began in June
2013, the carriages realising test runs
not only in Hungary, but also in Austria
(see R 6/13, p. 9) and Switzerland. The
latter country was used for a series of
tests to determine the exterior noise levels generated by the vehicles when in
motion, in spring 2014. The result was
that all authorisation tests in all three
countries proved satisfactory, and on
9 September 2014 the Hungarian national transport authority, NKH (Nemzeti
Közlekedési Hatóság) granted permission for both carriages to run in test
commercial service, incorporated in domestic trains. They entered commercial
service on 21 October 2014, on the
Budapest - Szolnok and Budapest Debrecen-Nyíregyháza lines.
As we reported in R 5/13, p. 7, both
prototype vehicles are part of the operator’s new fleet rejuvenation programme. Following the completion of
test commercial operation, an option
clause in the contract may be taken up
for 48 more IC+ carriages.
17/18 July 2014, followed by the second during the night of 24/25 July and
the third during the night of 1/2 August
2014. TÜV Nord supervised the preparation and supervision of the trams for
authorisation, and subsequently for test
commercial service, once full authorisation has been granted, this anticipated for 2015.
The tram in the centre position on
the photo above is an Artic, built by
Transtech of Finland. It is 402, the second in a batch of 40 destined for Helsinki
operator HKL (Helsingin kaupungin liikennelaitos). These 600 V DC trams
were described in full detail in R 3/13,
pp. 58 - 61.
The three-section Artic is uni-directional, and mounted on four fully pivoting bogies, one under each of the end
sections and two under the centre section. All four bogies are powered,each
being fitted with two 65 kW traction motors, giving a total power rating of 520 kW.
A complete wheelset, with brake unit,
gearbox and traction motor, was exhibited at the Voith stand (lower left-hand
photo), since the traction equipment for
the Artic trams is being supplied by the
latter manufacturer. The passenger accommodation is fitted with 74 seats and
has space for up to 125 standees at
a density of five per m2.
Transtech hired 402 from HKL to
exhibit it at InnoTrans and to carry out
testing in Würzburg between 13 and
24 October, as shown in the lower righthand photo taken there at Domstrasse
on 16 October. Following this testing
session the tram returned to Finland, to
continue its regular commercial service.
PESA exhibited several new trams.
The one on the right of this photo is one
of the batch of 120 Model 71-414
Fokstrots ordered by Moskva operator Mosgortrans. It is a uni-directional
articulated three-section, 1,524 mm
gauge, 100 % low floor vehicle, and
26,255 mm long, 2,500 mm wide and
3,370 mm high. The entrance threshold is 370 mm above rail top. The tram
is mounted on three bogies: two powered and pivoting ones under the end
sections and one non-powered bogie
under the centre section.
dw d
No 4/14
A top service speed is 75 km/h,
tare weight 58 t and axle-load 9.5 t.
Operation is off 550 V DC, and the
IGBT traction equipment is supplemented by high performance batteries,
these enabling the tram to cover short
distances without drawing on power
from overhead wire. The passenger accommodation is fitted with 60 seats and
has room for up to 130 standees at
a density of five per m2.
The trams are being built by a consortium formed of PESA and Uraltransmash. As we reported in R 3/14, p. 74
the first Fokstrot entered commercial
service on 1 June 2014. By the end of
2014 around 60 Fokstrots had been
delivered.
Photo: André Werske
Siemens exhibited two Viaggio Comfort carriages, a Class Afmpz890 driving
trailer, 73 54 80-91 006, and a Class Bmpz893 end car 73 54 20-91 006. These
two vehicles come from the sixth of ČD railjets (see R 3/14, pp. 24 - 27). Soon
after InnoTrans the complete train was formed, arriving in the Czech Republic
around mid-October, and entering test commercial service on the 24th of the
month. This means that there is now only one ČD railjet awaiting delivery.
50
Authorisation for the Helsinki network was granted in August 2013, and
at the end of 2014 construction of the
remainder of the batch started, with
deliveries scheduled to run from the
end of 2015 until 2018.
W
Photo: Bohuslav Kotál
61
Photo: Sebastian Schrader
Photo: Petr Kadeřávek
As in 2012 (see R 1/13, p. 62) Tatravagónka exhibited one of its unique nonarticulated 80-foot Class Sggnss wagons, 37 80 4576 200. These were designed
jointly with METRANS, which was the first client for these vehicles. So far, it had
taken delivery of several hundred, some on hire from AAE. Subsequently the
Express Group became a second client. It is a sister company of Tatravagónka,
and hires these wagons to the Rail Cargo Group. The Sggnss is 25,940 mm long
over buffers, weighs 21.5 t tare, and can carry a maximum payload of 68.5 t at
100 km/h and 58.5t at 120 km/h.
Photo: Petr Kadeřávek
For the first time, Tatravagónka exhibited in public the largest hopper wagon
from its production range. This was
Class Tagnpps (37 80 0764 750),
with a loading capacity of 130 m3. Its
design is similar to the 102 m3 wagon
which was exhibited at InnoTrans and
Transport Logistics in previous years
(see R 1/13, p. 65 for example). Compared with the latter vehicle it has a 27 %
greater loading volume, and is 4 m longer
over buffers, bringing its length to
exactly 20,000 mm. The distance between bogie pivots is 14,960 mm. Tare
weight is 25.0 t and maximum payload
64.9 t.
There is one long aperture on the
top for loading and four discharge apertures at the base, all pneumatically controlled. The Type Y25 bogies, without
end beams, are produced by Tatravagónka. Deliveries to VTG started in
autumn 2014, as reported in R 1/14,
p. 18.
Photo: Sebastian Schrader
The other wagon exhibited by Legios Loco was its tried and tested Class
Faccns hopper designed for the transport of heavier materials such as aggregates, gravel and sand. Compared with
those vehicles exhibited on previous
occasions (see R 4/13, p. 28), it incorporates a few minor innovations. Like
the earlier vehicles, it is part of a batch
destined for Havelländische Eisenbahn
(hvle), which received 96 in the first
contract and is to receive another 96 of
this latest version.
The exhibit, 33 54 6985 110, was
part of this batch. It has a loading volume of 49 m3 - 1 m3 greater than that of
the members of the earlier batch, and
a tare weight of 21.5 t, 400 kg less than
the wagons of the first batch. That enables it to carry a payload of 68.5 t. The
length over buffers, 12,680 mm, is unchanged. It is mounted on Y25 bogies
without end beams, built by Legios Loco,
and although the exhibit was fitted with
IBB10 compact brakes supplied by
Wabtec (see R 4/13, p. 35) to present
this option, the other vehicles of this
second batch are fitted with Knorr
Bremse’s CFCB.
The unloading flaps are controlled
using pneumatic valves, though mechanical handles can also be used as
a back-up should the pneumatic system
fail, or should there be no compressed
air supply available. The latter is generally supplied directly from the train’s
main pipe. However, as an option, own
reservoir for compressed air can be fitted
to the wagon, and the compressed air
can be obtained from an external supply.
At its indoor stand ELH Halle, a Tatravagónka sister company, exhibited
this Type RC25NT bogie fitted with
two traction motors. It is the latest member of the RC25NT bogie family, which
is designed for a 25 t axle-load, and has
a two-level suspension system, the primary being formed of rubber-metal
springs and the secondary of progressive springs. The wheels have a diameter
of 920 mm when new, and the wheelbase is 1,800 mm. These standard dimensions mean that in theory, the
RC25NT bogie can replace a standard
Y25 bogie.
ELH Halle has steadily introduced
more variants of the RC25NT. The
RC25NT-K version incorporates a standard brake system with composite brake
pads, the RC25NT-C version has a CFCB
brake and the RC25NT-D version is fitted
with disc brakes (see R 1/11, p. 68).
The company has a contract for four
RC25NT powered bogies, as exhibited
at InnoTrans 2014, to be provided for
two new infrastructure inspection vehi-
ARI also exhibited a Class Falns
coal hopper, 37 80 6644 594. This
has a loading capacity of 87 m3, some
2 m3 greater than on other similar types
of hopper wagon, and achieved by
optimising the shape of the hopper. It is
13,500 mm long over buffers, weighs
24.9 t tare, and can carry a payload of
up to 65.1 t, and thus in other respects
is quite similar to other coal hoppers. It
can be hauled at up to 100 km/h when
loaded, and 120 km/h when empty.
The discharge hoppers are pneumatically operated, and the number of
hopper flaps that can be opened simultaneously can be adapted to client requirements. The exhibit formed part of
a batch of several hundred ordered by
VTG for hire to ArcelorMittal for the
transport of imported coal. This batch
is being built at ARI’s Drobeta Turnu
Severin works.
cles being built by the MER MEC Group
of Italy. These vehicles are destined for
the Corporación Nacional del Cobre de
Chile (CODELCO). Each of these vehicles has two RC25NT powered bogies.
The exhibited bogie was one of those
supplied for the first vehicle, which was
delivered to Chile in autumn 2014, with
the second one scheduled to follow in
early summer 2015.
InnoTrans Special
LINK DMUs In Detail
TCDD s Class E 68000
Kiruna Mining Locomotives
Thameslink s Desiro City EMU
s
Photo: Petr Kadeřávek
Keep your pub c ty campa gn n fu steam after InnoTrans 2016 s over
Remember n var ous subsequent numbers of Ra vo ut on we w be
offer ng readers our TRADITIONAL and UNIQUE reports on the trade fa r
56
Ra vo ut on s the on y magaz ne to offer such h gh y deta ed
coverageof the event Others m ght asp re to do ng the same
but they have never managed to do t yet
WWW.RAILVOLUTION.NET
Don t m ss the tra n Se ze th s opportun ty
to advert se n Ra vo ut on the ra ndustry
magaz ne w th the h ghest c rcu at on f gures
accurate content and re evant
h gh qua ty ustrat ons
Do not hes tate to contact us
ge s er@ra vo ut on net
+420 604 297 230
The Professional Two Monthly
Magazine Of Rail Transport Worldwide
Introduction
Editorial plan
Advertising rates
On-line advertising
Circulation
Pricing
Contact us for pricing
There are two ways
of doing things:
the Railvolution way,
and the wrong way.
The following discounts apply for repeat advertising:
- three repeats - discount 5 %
- six repeats - discount 10 %
The formats for black and white artwork are identical to those for full colour. Black &
White design is the same as the colour design.
The publishers supply all advertisers with three free copies of the magazine in which
their publicity appears.
Advertising Formats and Specifications
Cover page
A4, Outside
Back Cover,
Inside Covers
210 x 297 mm
+ 3 mm drop
A5 half page landscape
210 x 148 mm
A5 half page portrait
90 x 297 mm
1/3 A4
210 x 99 mm
A6 portrait
92 x 130 mm
A6 landscape
140 x 99 mm
92 x 65 mm
Print optimised pdf file with 300 dpi, please refer to our ad specifications.
web
www.railvolution.net
e-mail
[email protected]
fax
+420 577 437 337
A7
Advertising & Invoicing Contacts
German and Russian speaking countries - Mr. Jaromír Pernička
[email protected], phone +420 603 828 928
UK, Spain, Portugal, USA - Mr. Mike Bent
[email protected], phone +34 985 707 107
Nordic countries, France, etc - Mr. Libor Geisler
[email protected], phone +420 604 297 230
Thinking of a more comprehensive advertising campaign,
spread over several months, a year, or longer? Then please do not hesitate to
contact us. We will be able to offer you a customised package, with
correspondingly attractive rates!
The Professional Two Monthly
Magazine Of Rail Transport Worldwide
Introduction
Editorial plan
Advertising rates
On-line advertising
Circulation
On-line advertisement is possible through an option of two banners as presented on a
preview below.
Rates
Contact us for pricing
Formats and sizes
Banner A
Banner B
Flash or image.
691x80 px
250x250 px
Placement options
Both banners will be presented on every page at www.railvolution.net/railvolution.
web
www.railvolution.net
e-mail
[email protected]
fax
+420 577 437 337
The Professional Two Monthly
Magazine Of Rail Transport Worldwide
Introduction
Editorial plan
Advertising rates
On-line advertising
Circulation
web
www.railvolution.net
e-mail
[email protected]
fax
+420 577 437 337
Total Circulation: 20,772
Europe
Albania
Austria
Belarus
Belgium
Bulgaria
Croatia
Czech Rep.
Denmark
Estonia
Finland
France
Germany
Georgia
Great Britain
Greece
Hungary
Ireland
Italy
Latvia
Liechtenstein
Lithuania
Luxembourg
Macedonia
Moldova
Netherlands
Norway
Poland
Portugal
Romania
Russia
Slovakia
Slovenia
Spain
Sweden
Switzerland
Turkey
Ukraine
Montenegro
5
471
45
307
95
136
490
321
61
332
2,203
4,981
41
2,537
114
325
67
453
99
6
72
42
33
32
369
221
384
169
245
1,043
204
95
421
329
1,258
131
141
12
Total Europe:
18,285
Rest Of The World
Argentina
Australia
Azerbaijan
Brazil
Canada
China
India
Japan
Kazakhstan
Malaysia
Mexico
New Zealand
Singapore
South Africa
South Korea
Taiwan
Thailand
Turkmenistan
USA
United Arab Emirates
Uzbekistan
Vietnam
44
191
20
119
178
437
89
131
55
24
27
19
25
25
62
18
29
7
338
25
18
23
Total World:
1,860
Destination not specified:
627
The Professional Two Monthly
Magazine Of Rail Transport Worldwide
Introduction
Editorial plan
Advertising rates
On-line advertising
Circulation
Distribution by Rail Industry Sector
Passenger Operators
Freight Operators
Passenger/Freight Op.
Urban Transport Op.
Vehicle Manufacturers
Equipment Suppliers
Infrastructure
Services/Consultants
Exhibitions/Press
Other
9%
6%
13 %
10 %
7%
23 %
20 %
5%
1%
6%
Main Fields
Operators
Manufacturers
Infrastructure
Services/Consultants
Other
Distribution by Employment Type
Executive/Corporate Management
Marketing/Commercial
Purchasing
Operating
Mechanical/Track Engineering
Public Relations/Communications
Other
web
www.railvolution.net
e-mail
[email protected]
fax
+420 577 437 337
36 %
25 %
4%
7%
19 %
7%
2%
35 %
30 %
20 %
8%
7%