concept document: rolling stock - near2-project.eunear2-project.eu/portals/0/cd3_rolling...

D3.3: Concept Document: Rolling Stock

SEVENTH FRAMEWORK PROGRAMME

THEME 7

Transport including Aeronautics

Project NEAR

NETWORK OF EUROPEAN ASIAN RAIL RESEARCH CAPACITIES

Coordination and Support Action

Grant Agreement No: 314254

Deliverable D3.3

Concept Document: Rolling Stock

Version: Final

Date: November 2013

Dissemination level: Public


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PROJECT INFORMATION Title: Network of European Asian Rail Research Capacities

Acronym: NEAR2

Grant Agreement no: 314254

Programme: 7th Framework Programme

Funding Scheme: Coordination and Support Action

Start date: 1st December 2012

Duration: 24 months

Web site: http://www.near2-project.eu/

PROJECT PARTNERS No Name Short name Country

1 (coordinator)

Centre of Research and Technology Hellas / Hellenic Institute of Transport

CERTH/HIT Greece

2 EURNEX e.V. EURNEX Germany

3 TECHNISCHE UNIVERSITAT BERLIN TUB Germany

4 CESKE VYSOKE UCENI TECHNICKE V PRAZE CVUT Czech Republic

5 VILNIAUS GEDIMINO TECHNIKOS UNIVERSITETAS

VGTU Lithuania

6 Moscow State University of Railway Engineering

MIIT Russian Federation

7 A-TRANS LLC A-TRANS Russian Federation

8 Petersburg State Transport University PSTU Russian Federation

9 TONGJI UNIVERSITY IRRT China (Peoples Republic of)

10 EIRC Consulting Private Limited EIRC India

11 State Higher Educational Establishment Donetsk Railway Transport Institute of Ukrainian State Academy of Railway Transport

DRTI Ukraine

12 INSTYTUT KOLEJNICTWA IK Poland

13 TRAINOSE METAFORES-METAFORIKES YPIRESIES EPIVATON KAI FORTIOU AE

TRAINOSE Greece

http://www.near2-project.eu/


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WORKING GROUP MEMBERS Leader: IRRT -- Tongji University, China

Members: EURNEX -- EURNEX e.V., Germany

VGTU -- Vilnius Gediminas Technical University, Lithuania

A-TRANS -- A-TRANS LLC, Russia

TUB -- Technical University of Berlin, Germany


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DOCUMENT PROFILE Document status: Final

Deliverable code: D3.3

Deliverable title: Concept Document: Rolling Stock

Work Package: 3

Preparation date: June - November 2013

Submission date: November 2013

Dissemination level: Public

Author: QIAN Cunyuan

Contributors: HU Jingtai, ZUO Jianyong, GONG Dao, HU Hao, LIANG Haiquan,

TU Yingfei

Quality control: Prof. XIE Weida

Abstract: D3.3 includes the description, relevance with Eurasian land bridge, current development situation, as well as the future research directions and priorities on the topic of Rolling Stock.

Document History

Version Comments Date Authorised by

1 First release among project partners.

01/07/2013 IRRT

2 Second release after input and comments retrieved from partners.

29/11/2013 IRRT

Classification:

Public

Number of pages: 49

Number of annexes: -


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EXECUTIVE SUMMARY One of the main goals of the NEAR2 project is the creation of Concept Documents that will map the current situation along the Eurasian railway land bridge in specific fields of expertise (based on the ten poles of excellence of the European rail Research Network of Excellence EURNEX) and will define future research needs based on identified gaps in technology and knowledge.

The current document has been developed within the activities of Work Package 3 (Investigation of the current situation of research gaps, needs and priorities) and it comprises one of the ten Concept Documents that will be created under the NEAR2 activities, dealing with the field of Rolling Stock. Its aim is multiple:

To define the topics that are related to rolling stock and affect the efficiency of the Europe-Asia railway corridors.

To identify the problems, needs, gaps and barriers that exist and degrade the regular rail movement of goods between Europe-Asia, always in regards to the relevant topics.

To identify future research needs and priorities that will support the formulation of a research agenda for the Eurasian land bridge.

The current Concept Document will form the basis for discussion, both in the framework of the project and beyond, comprising the cornerstone for bridging the gaps in knowledge and technology in order to improve the efficiency of the railways in the Trans Eurasian land bridge.


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CONTENTS 1. Introduction ....................................................................................................................... 10

1.1. The NEAR2 project ..................................................................................................... 10

1.2. The NEAR2 Working Group 3...................................................................................... 11

1.3. Scope of the document ............................................................................................. 12

2. Network Application Field ................................................................................................. 13

3. Topics Related to the Rolling Stock ................................................................................... 17

3.1. Description of each topic ........................................................................................... 18

3.1.1. Heavy load bogies .............................................................................................. 18

3.1.2. Vehicle dynamics ............................................................................................... 18

3.1.3. Power supply ..................................................................................................... 19

3.1.4. Traction system ................................................................................................. 19

3.1.5. Braking system ................................................................................................... 20

3.1.6. Freight wagons .................................................................................................. 21

3.1.7. Motive power .................................................................................................... 21

3.1.8. Train communication network and control ....................................................... 21

3.1.9. Gauge ................................................................................................................. 22

3.1.10. Automatic coupling............................................................................................ 22

3.1.11. Next generation of train control ........................................................................ 23

3.1.12. On-board navigation .......................................................................................... 23

3.2. Topics of interest for the Eurasian land bridge ......................................................... 23

4. Current Situation of Topics of Interest for the Europe-Asia Railway Rolling Stock ........... 28

4.1. Heavy load bogies ...................................................................................................... 28

4.2. Vehicle dynamics ....................................................................................................... 28

4.3. Power supply ............................................................................................................. 29

4.4. Traction System ......................................................................................................... 29

4.5. Braking System .......................................................................................................... 31

4.6. Freight wagons .......................................................................................................... 31

4.7. Motive power ............................................................................................................ 32

4.8. Train communication network and control ............................................................... 32

4.9. Gauge ......................................................................................................................... 33

4.10. Automatic coupling................................................................................................ 33


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4.11. Next generation of train control ............................................................................ 34

4.12. On-board navigation .............................................................................................. 35

5. Interfaces with other concept documents ........................................................................ 37

6. Future Research Needs and Directions ............................................................................. 38

6.1. Heavy load bogies ...................................................................................................... 38

6.2. Vehicle dynamics ....................................................................................................... 38

6.3. Power supply ............................................................................................................. 38

6.4. Traction system ......................................................................................................... 39

6.5. Braking system........................................................................................................... 39

6.6. Motive power ............................................................................................................ 40

6.7. Train communication network and control ............................................................... 41

6.8. Gauge ......................................................................................................................... 41

6.9. Automatic coupling ................................................................................................... 41

6.10. Next generation of train control ............................................................................ 42

6.11. On-board navigation .............................................................................................. 42

7. Identification of Common Future Research Projects ........................................................ 43

7.1. Investigation of Vehicle Dynamics Performance Evaluation Criteria ........................ 43

7.2. Longitudinal Impact of the Heavy Load Trains .......................................................... 43

7.3. Power supply ............................................................................................................. 45

7.4. Train control .............................................................................................................. 45

8. Overall concluding remarks ............................................................................................... 47

Bibliography ............................................................................................................................... 48

LIST OF TABLES Table 1: Evaluation of the importance and priority of the topics ............................................. 26

Table 2: The parameters of some automatic couplings of heavy load freights used in China, the USA and Russia .................................................................................................................... 34

Table 3: Interfaces of WG3 topics with other Working Groups ................................................ 37

LIST OF FIGURES Figure 1: Indicative existing alternative railway routes for the connection of Western/Central Europe with Asia ........................................................................................................................ 16


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Figure 2: A typical automatic coupling of freight trains ............................................................ 22

Figure 3: 4-engines diesel locomotive ....................................................................................... 30

Figure 4: Class E steel automatic coupling of the long heavy haul freight trains ...................... 44


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ABBREVIATIONS AND TERMINOLOGY

AC/AC Alternating Current to Alternating Current

ATP Automatic Train Protection

CBTC Communication Based Train Control

CCS Control Command Safety

CD Concept Document

CTCS Chinese Train Control System

DC/DC Direct Current to Direct Current

EIRENE European Integrated Railway radio Enhanced Network

EMF Electromotive Force

EMU Electric Multiple Units

ERI Eco Rail Innovation

ETCS European Train Control System

ETSI European Telecommunications Standards Institute

EURNEX European Rail Research Network of Excellence

FRS Functional Requirements Specification

GNSS Global Navigation Satellite System

GSM-R Global System for Mobiles-Railway

HSRS High Speed Rolling Stock

IMU Inertial Measurement Units

PMSM Permanent Magnet Synchronous Motor

RAMS Reliability, Availability, Maintenance, Safety

RSS Rail Safety System

RUs Railway Undertakings

SRS System Requirements Specification

TAR Trans-Asian Railway

TCN Train Communication Network

WG Working Group


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1. INTRODUCTION

1.1. The NEAR2 project

The rapid development of Asian economies, particularly China, India and Russia has

dramatically increased the trade volumes between Europe and Asia, with the largest trading

partners of Europe actually being located in Asia. Nowadays, the most important trade loads

are being transported between the two continents by sea.

Railway transport, using the existing and new land routes for the Trans-Eurasian land bridge

presents a viable alternative to the maritime routes, which is gaining significant momentum.

Due to the origins and current nature of this rail land bridge, numerous issues need to be

resolved to bring the system to a modern state of infrastructure, services and operations.

Furthermore, to build the capacity to fully exploit the systems potential adaptation of new

technologies, interoperability solutions and optimized operations should be considered. In

order to support this objective, NEAR2 proposes the creation of a Rail Research Network along

the Trans-Eurasian land bridge, exploiting the structure and leveraging the achievements of

the existing European Rail Research Network of Excellence (EURNEX), engaging this way all

the existing research centres in a continuous and fruitful international cooperation.

One of the core activities of NEAR2 is the formulation of 10 Concept Documents (CDs) that will

map all the technological issues that concern the achievement of interoperability along the

EU-Asia railway network. The gaps in the existing knowledge in terms of barriers and

potential solutions are also being investigated, thus resulting to the identification of research

needs and priorities. Each Concept Document covers a specific thematic area, based on the

10 EURNEX Poles of excellence, and is supported by a project-partner-membered NEAR2

Working Group (WG). The 10 WGs of the project are the following:

1. Strategy and Economics

2. Operation and System Performance

3. Rolling Stock

4. Product Qualification Methods

5. Intelligent Mobility

6. Safety and Security

7. Environment and Energy Efficiency

8. Infrastructure and Signalling

9. Human Factors and Societal Aspects

10. Training and Education

Each one of the Working Groups identifies and analyses the relevant in each case topics of interest, while a most in depth analysis of the most prominent of them follows. The goal of


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this analysis is the identification of needs, barriers and research recommendations in relation to the Euro-Asian railway corridors. In the next stages of the project, three workshops will be organized in which a selected group of research representatives and industry parties will participate, having the goal to finalize and prioritize the initial topics of interest and the identified need, barriers and recommendations. The final topics along with the conclusions drawn from the workshops will be included in the core outcome of the project, D4.5 Project Publication.

1.2. The NEAR2 Working Group 3

The efficiency of an operational Europe-Asia railway link, like any railway system, is ensured

through the rational operation of three (3) components: the railway infrastructure, the rolling

stock and the exploitation.

The aim of the NEAR2 Working Group 3 is to examine issues related to the rolling stock of a

Eurasian railway link and more particularly issues related to rolling stock on the aspects of

safety, efficiency, etc.

The Eurasian railway land bridge has a very important realistic significance and a far-reaching

historical significance for the countries and regions along it, in terms of: promoting national

and regional economic cooperation and trade and prosperity,; opening up the central Asian

market and improving the international status of the mainland coastal ports in China.

Chinese President Xi Jinping proposed that China and Central Asia join hands in order to build

a Silk Road economic belt, thus boosting cooperation. In a speech delivered at Nazarbayev

University, Xi suggested that relevant countries enhance communication and give a green-

light to the regional economic integration in terms of policy and law and in regards to the

New Silk Road. The latter one follows the same route as the Eurasian Land Bridge in the

Chinese territory, namely it starts from Chongqing, continues to Xinjiang, via Xian and

Lanzhou, then Kazakhstan, Russia, Belarus and Poland, Germany and Duisburg port. It has a

length of 11179 kilometres, which is nearly 2000 km shorter than that of the northern line. In

2013, with the opening of Lan-Yu railway, the route can be shortened again, by directly going

to Lanzhou (without passing Xian), thus leading to savings of another 600 kilometres.

However, still many problems that hinder the development of the railway land bridge, even

the new land bridge, exist. The de-normalized situation of railway infrastructure becomes the

most important factor that restricts the development of the new Eurasian railway land bridge;

and central Asian countries port customs clearance is not convenient. Long distance, various

transport links and other uncertain factors are also crucial factors that hinder the

development of the land bridge.

app:ds:countriesapp:ds:andapp:ds:regions


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1.3. Scope of the document

The present Concept Document aims at identifying and presenting a framework of actions

that will allow the formulation of an appropriate scientific background and partnership that

will, in turn, support the creation of a competitive Eurasian railway connection. Thus, the

present Concept Document focuses on the following actions:

1. Identification and definition of existing alternative railway routes that connect

Western/Central Europe to Asia (chapter 2).

2. Definition of those topics of the rolling stock that affect the safety and efficiency of

the railway transport; statement about the relevance of the topics with the Eurasian

land bridge (chapter 3).

3. Analysis of current situation of the network under study in relation to each topic

(chapter 4).

4. Identification of the interfaces with other Concept Documents (chapter 5).

5. Identification of future research needs and priorities that will support the formulation

of a research agenda for the Eurasian land bridge (chapter 6).

6. Identification of common future research projects related to the topics of interest of

Working Group 3 (chapter 7).


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2. NETWORK APPLICATION FIELD

In the framework of Working Group 8 Infrastructure and Signalling, the Network

Application Field has been defined based on:

Existing alternative railway routes that connect Western/Central Europe to Asia and

more specifically to Japan (via the Sea of Japan), China and India.

Existing case studies of Europe-Asia freight transportation by rail.

The indicative routes that have been selected for further analysis and examination are the

following:

A: Connection: Western Europe Russian Far East - Japan

A1: Via main Trans - Siberian railway network:

Poland -Belarus or Ukraine-Russia (Moscow- Novosibirsk Irkutsk-Vladivostok or Nakhoka)

Japan (Sea of Japan)

Total length Warsaw Vladivostok: 11,000 km

B: Connection: Western Europe China via the Trans Siberian route and its branches

B1: Via branch of the Trans - Siberian railway network and the Manchurian route:

Poland -Belarus or Ukraine -Russia (Moscow- Novosibirsk-Karymskaya-Zabaykalsk) China

(Harbin - Beijing via Manchuria)

Total length Warsaw Beijing: 11,670 km

B2: Via branch of the Trans - Siberian railway network and the Trans Kazakh route:

Poland -Belarus or Ukraine -Russia (Moscow- Yekaterinburg-Kurgan) Kazakhstan

(Petrovavlosk Astana - Dostyk) China (Lanzhou-Zhengzhou-Beijing)


B3: Via branch of the Trans - Siberian railway network and the Mongolian route

Poland -Belarus or Ukraine -Russia (Moscow- Novosibirsk-Ulan-Ude-Naushki) Mongolia

(Zamyn Uud) - China (Beijing)


C: Connection: Western Europe China via the TRACECA corridor (Silk Road)


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C1: Via the TRACECA Turkmenbashi rail route

C1.1: Western Europe Slovakia (Bratislava) - Hungary (Budapest) - Romania (Bucharest,

Constanta) or Bulgaria (Varna) - Black sea - Georgia (Poti -Gardabani) Azerbaijan (Boyuk

Kasik-Baku) Caspian Sea - Turkmenistan (Turkmenabad) Uzbekistan (Khodza Davlet Keles)

- Kazakhstan (Sary Agash Almaty - Dostyk) China (Lanzhou-Zhengzhou-Beijing)

Total length Bratislava Beijing: 10,090 km + (water route via Black sea =1,270 km)

C1.2: Western Europe - Slovakia (Bratislava) Hungary (Budapest) - Romania (Bucharest)

Bulgaria Turkey (Edirne Istanbul Sive - Kars) Armenia (Akhurgan Ayrum) or Georgia -

Azerbaijan (Boyuk Kasik-Baku) Caspian Sea - Turkmenistan (Turkmenabad) Uzbekistan

(Khodza Davlet Keles ) Kazakhstan (Sary Agash Almaty - Dostyk) China (Lanzhou-

Zhengzhou-Beijing)

Total length Bratislava Beijing : 12,170 km + (water route via Caspian sea =270 km)

C2: Via the TRACECA Aktau route

C2.1 (land detour of the Black Sea through Ukraine and Russia): Western Europe Slovakia

(Bratislava) Ukraine (Chop-Fastov-Dnepropetrovsk) Russia (Rostov -) - Azerbaijan (Yalama

- Baku) Caspian Sea - Turkmenistan (Turkmenabad) Uzbekistan (Khodza Davlet Keles )

Kazakhstan (Sary Agash Almaty - Dostyk) China (Lanzhou-Zhengzhou-Beijing)

Total length Bratislava Beijing : 12,885 km

C2.2: In C1.2 the section Caspian Sea - Turkmenistan (Turkmenabad) Uzbekistan (Khodza

Davlet Keles ) Kazakhstan (Sary Agash Almaty - Dostyk) is replaced by the section

Caspian Sea - Kazakhstan (Aktau-Makat-Kandagash - Sary Agash Almaty - Dostyk)

Total length Bratislava Beijing : 12,710 km

D: Connection: Western Europe China via the Central Corridor in Kazakhstan

Western Europe - Poland -Belarus or Ukraine - Russia (Moscow - Aksaralskaya ) - Kazakhstan

(Ganushkino Makat - -Kandagash-Almaty - Dostyk) China (Lanzhou-Zhengzhou-Beijing)

Total length Warsaw Beijing : 11,645 km

E: Connection: Western Europe India via the Trans- Asian railway route

Western Europe - Slovakia (Bratislava) Hungary - Bulgaria - Turkey Iran- Pakistan - India

(New Delhi)

Total length Bratislava New Delhi : 7,970 km

These routes are presented in Figure 1 that follows:


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D3.8: Concept Document: Infrastructure and Signaling

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Figure 1: Indicative existing alternative railway routes for the connection of Western/Central Europe with Asia


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A new emerging Europe-Asia connection

A Europe-Asia connection, relative to the abovementioned connections, is emerging. Its east

end starts at East China harbour cities Rizhao and Lianyungang, which are located on the west

coast of the Pacific Ocean. Its west end arrives at the harbour cities on the east coast of the

Atlantic, like Rotterdam (Holland) and Antwerp (Belgium). The connection crosses central

areas of Asia and Europe. Its east end directly connects East Asian with Southeast Asian

countries. It passes China via three routes, northern, central and southern, and connects with

the European railway network. These three routes are briefly presented below:

Northern Line: Goes through Kazakhstan Aktau to the north, connects with the

Siberia railway, then passes through Russia, Belarus and Poland to Western Europe

and the Nordic countries.

Central Line: Travels through Kazakhstan, Kyrgyzstan, Uzbekistan, Turkmenistan,

Georgia, Azerbaijan, Russia, Ukraine, Bulgaria, Romania, Hungary, Slovakia, Austria,

Switzerland, Germany, and France and arrives at the English Channel port for ocean

shipping.

Southern Line: Passes Turkmenistan and enters Iran from the south, then travels

through Turkey, Bulgaria to the countries in Central Europe, Western Europe and

Southern Europe.

The city of Chongqing in China has created a transportation route based on the southern line,

which is named Yu-Xin-Ou (which represents Chongqing, Xinjiang and Europe). It starts

from Chongqing, continues to Xinjiang, via Xian and Lanzhou, then to Kazakhstan, Russia,

Belarus and Poland, Germany and Duisburg port. It has a length of 11179 kilometres, which is

nearly 2000 km shorter than that of the northern line. In 2013, with the opening of Lan-Yu

railway, the route can be shortened again, by directly going to Lanzhou (without passing

Xian), thus leading to savings of another 600 kilometres. Therefore, Yu-Xin-Ou could be

seemed as a modern silk road and an effective Eurasian Land Bridge.

Nevertheless, current operational conditions along this connection are not satisfying. The

advantage, in terms of distance, has not worked. For example, Japanese and Korean

customers, such as METRO, FIRST, EXPRESS, DONGSUSHIPPING have returned to the old

Eurasian railway connections, which cover 70% of Japanese goods and 92% of Korean goods.

More than 50% of the Chinese goods from coastal areas, such as Guangdong, Zhejiang,

Shanghai and Shandong, to Russia and North Europe have been transported through the

Siberian railway land bridge. Besides, almost all the goods from China to Europe are

transported through Malacca and the Suez Canal, which has reached 4 million TEU. In 2010,

the trade volume between China and Europe was 479.7 billion dollars, and the container

volume was 24.3 million TEU, among which the ratio of the volume by sea and by railway was

20:1. The ratio of volume between the newly emerging Eurasian railway land bridge and old

railway connections was 1:2.

app:ds:Uzbekistan


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3. TOPICS RELATED TO THE ROLLING STOCK

Based on the topics proposed by EURNEX in the field of rolling stock and the specific needs of

multi-country transportation, twelve (12) topics are proposed for discussion in WG3. These

are: heavy load bogies, vehicle dynamics, power supply, traction system, braking system,

freight wagons, motive power, train communication network and control, gauge and

automatic coupling, next generation of train control and on-board navigation. In this chapter,

the topics will be generally described and then their relevance with the Eurasian land bridge

will be discussed, based on which the categorization of the topics is proposed.

3.1. Description of each topic

3.1.1. Heavy load bogies

In international rail freight transport there is an overall need in matters of efficiency and

productivity for carrying as much goods as possible in a train with a defined length and a

limited clearance gauge. Consequently, the freight wagon itself must be able to carry very

heavy goods e.g. steel coils, coal on ballast wagons or liquids in tank wagons. This leads to a

high load on the bogies and the axles of the car.

Besides the general demands like low cost and high reliability there are two main demands on

bogies from the dynamic point of view: low dynamic forces and stable running. Furthermore,

issues like the wear of wheel and rail in curves, noise problems or energy consumption have

to be considered when designing an innovative and future-oriented bogie. Regarding all these

important, but potentially mutually exclusive factors, it gets clear that the extremely difficult

decision for one bogie design has always to be a compromise.

3.1.2. Vehicle dynamics

Vehicle dynamics is the science that studies the characteristics of vehicle motion, and its main

tasks are: to investigate the vehicle vibration features and the effects of forces and resistance

at different velocities by analysing the vehicle-track interaction; to propose improvement

measures to the existing vehicle structure to guarantee the vehicles safety and comfort; and

to research and design new structures for the vehicle and its components.

Vehicle dynamics reflect the comprehensive performance of the rail vehicles and its impact

parameters including the: instability critical velocity, vibration acceleration, wheel/rail force,

the coefficient of derailment and friction, etc., which can't be described by utilizing a simple

formula or relationship and optimized objective function.


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3.1.3. Power supply

The railway traction power supply network is composed of feeder, catenary, rail and return

line.

Double/multi standard power supply applied generally in the existing lines and the new lines

must be connected directly, in order to easily adapt to the existing operation. The typical

situation is common in many countries of Europe and able to adapt to 3 kinds of traction

power supply system (25kV, DC3000V, DC1500V).

The traction power supply systems that are used in different line sections are different.

Therefore, it is necessary to achieve the conversion between power supply systems provided

by different modes of transition section or the system separation zone, in order to realize the

power supply for the same vehicle with double system or multi system with power function.

3.1.4. Traction system

Currently, three (3) main rail traction systems are used in locomotives or other rail traction

vehicles:

1. Diesel-

2. Electrification;

3. Hybrid traction system.

The initial diesel locomotives had DC/DC traction systems, while the newest generation of

diesel locos has more advanced AC/AC traction systems. It should be noted that a hybrid

traction system enables regeneration of a share of traction energy during braking or coasting

(during train cruising on idle regime).

Railway electrification provides traction energy to trains, which may employ electric

locomotives to haul passengers or freight, or consist of electric multiple units (EMU). The

energy is typically generated in large-scale commercial generating stations, where the fuel

efficiency of generation can be optimised. The electrical energy is conveyed by transmission

lines to the railway and then distributed within the railway network to the various trains.

There is usually an internal energy distribution system and voltage transformation provided

by the railway infrastructure manager.

When compared with diesel traction, electrification has the following advantages:

1) It enables considerably enhanced fuel efficiency even allowing for transmission

losses;

2) It enables much higher specific installed power in the traction unit;

3) It substantially reduces maintenance cost and out of service time for the traction

units;

4) It enables more responsive control;


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5) It avoids discharge of products of combustion in urban areas.

6) In energy regenerative braking systems it returns some electric energy from the train

kinetic energy.

The disadvantages of electrification include:

a) the high capital cost of providing the energy distribution system;

b) a corresponding inability to provide a cheap service to light-traffic routes;

c) a relative lack of flexibility in the event of route disruption.

The different electrical supply standards in adjacent regions (countries) complicate the

railway service of the Eurasian land bridge. Low overhead clearances in many electrified

systems prevent the implementation of efficient double-stack container services. Other issues

related to the traction system that need to be considered include:

Electric Traction Power System Stability: Low-frequency instability in rail AC electric

traction power systems has come to be a concern in recent years. Power oscillations

in the range of (10-30) % of the systems fundamental frequency are reported from

all over the world after the introduction of large numbers of rail vehicles being

equipped with modern power electronic traction chain solutions. The disturbance of

rail traffic has been especially noticeable in railways when power supply contains

rotary frequency converters, which show a poorly damped electromechanical

eigenfrequency of approximately 1.6 Hz.

Permanent Magnet Synchronous Motor Applied to Railway Vehicle Traction System:

For the use of permanent magnet material, permanent magnet synchronous motor

(PMSM) can generate back Electromotive Force (EMF) even rotating without load.

Rail vehicle has the special operating condition of cruising. When PMSM is applied to

railway traction system, the high back EMF during cruising (idle regime) and the

difficulty of re-closing must be resolved. Reducing synthesized air-gap flux linkage

with adding negative d-axis current can reduce the back EMF, but the copper loss is

increased and the reliability of control unit and inverter must be enhanced.

3.1.5. Braking system

Braking system is an important part of the rolling stock, directly connected to the operational

safety and transport efficiency. From a technological point of view, the Eurasian railway

connections involve different countries, thus different braking systems. The differences

between the braking systems influence transport efficiency, maintenance and fault handling.

From the rolling stock point of view, on one hand, braking safety immediately affects the

transport safety. On the other hand, the adaptability, internet interoperability and good

interchangeability for maintenance can all improve the coupling efficiency of the train and

reduce troubleshooting time, which leads to the improvement of the land bridge efficiency.


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3.1.6. Freight wagons

Infrastructural problems are aggravated by management problems, as well as by the decrease

of dispatching quality. Several years ago RZD JSC (the Russian Railways) lost its native railcar

fleet as a result of ill-designed reformation of the railroad facilities. The fleet has been

transferred to for-profit business organizations and introduced into market attendance. This

had a negative impact on the efficiency of the traffic management system in general: RZD

failed to adjust the dispatching system to the new reality, namely to the fact that the railcar

fleet has grown from 819 thousand railcars in 2003 to 1,1 million in 2012. Previously the

whole fleet was controlled by RZD and they knew exactly where each railcar loading was held,

thus being able to calculate optimum distances. Nowadays train dispatchers can monitor the

railcars only after they have been actually processed. The railroad infrastructure that has

been created in the Soviet period proved inefficient with such railcar quantities.

While, previously, RZD supplied railcars to one and all, private businesses now rend their

services discriminatory, placing their bets on the most profitable segments of rail

transportation market (like shipment of iron ore, oil refinery products, fertilizers etc.). The

crucial principle of equality of all consignors access to railroad infrastructure has been lost.

As a result, many manufacturers of coal, constructional and other freights, which are less

profitable in terms of shipping (while they make 60% turnover), faced an acute shortage of

rolling stock. At the same time empties waiting for the more profitable freights were

chaotically rushing to the railways, thus hindering traffic management. Disordered oncoming

devoid railcar traffic volumes appeared in all areas of the network and at all railroad

junctions.

3.1.7. Motive power

The topic deals with the necessity and methods of providing electrical power for freight

trains. Nowadays, with the rapid development of railway undertakings, there is an increasing

need to install monitoring equipment, communications equipment and air conditioning

equipment on freight wagons, which will ensure goods freshness and necessary maintenance

conditions. The argument that there is no power available for such operations is not valid.

Whether freight trains need to be provided power or not and the way to provide, transfer and

manage such power are issues to be considered for further research activities.

3.1.8. Train communication network and control

The Train Communication Network (TCN) has been adopted as an international standard for

critical transportation applications on trains. In general, TCN has excellent error detection

properties and is much more thoroughly specified when compared to other embedded


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network protocols. The TCN provides a hierarchical combination of two fieldbus systems for

digital operation of trains.

The only significant recommendation for improvement is prohibiting the use of variable or

multiple-length frames for any particular frame ID value to guard against corruptions that can

cause undetected changes in message lengths (current implementations use only single

lengths, but this is not specifically required by the standard). Additionally, it is important that

designers pay close attention to receiver circuitry to minimize vulnerability that could cause

phase shifting and resultant burst errors in received Manchester-encoded bit streams.

3.1.9. Gauge

The term rolling stock refers to all vehicles that move on a railway. It includes both powered

and unpowered vehicles, for example locomotives, coaches, and wagons. Rolling stock on the

network must have running gear (wheel sets) that is compatible with the gauge, and

therefore the gauge is a key parameter in determining interoperability.

3.1.10. Automatic coupling

Coupler and draft gear are important devices of rail vehicle components, which are used to

connect the neighbour vehicles and keep a certain distance from each other, to transfer

traction and braking force in the running process and to alleviate the longitudinal impact, etc..

The performance of the coupler and draft gear directly affects the operation quality and

safety of trains. Since automatic coupling can realize vehicle connection without manual

intervention, it is widely used in rail trains.

Figure 2: A typical automatic coupling of freight trains

There are generally two basic types of couplings, i.e. the rigid coupling and the non-rigid

coupling. The rigid coupling reduces the gap between two connected couplings, thereby

significantly reduces the longitudinal impact of trains, improves the trains running stability,

and also reduces wear and noise of the coupling parts. In addition, it is possible for the rigid

coupling to realize automatic connection of gas path and electric circuit between vehicles.

The non-rigid coupling has a simple structure, high strength and light weight and its


23

connection with car body is relatively simple. Generally, the ordinary railway passenger trains

and freight trains adopt the non-rigid automatic coupling, while high-speed railway trains and

metro and light rail vehicles use the rigid automatic coupling, i.e. the tight-lock couplers.

3.1.11. Next generation of train control

Railway systems have a long history of train protection and control, as to reduce the risk of

train accidents. The operation of railway systems strongly depends on the underlying train

control system. There are several typical advanced train control systems, such as the ETCS

(European Train Control System) and CTCS (Chinese Train Control System) for main line

railways and CBTC (Communication Based Train Control) for transit systems.

3.1.12. On-board navigation

On-board navigation systems, which identify the trains localization and velocity, play a key

role in Automatic Train Control and Automatic Train Protection, which offer enhanced

security and efficiency. The tracking and tracing of trains in a railway network is necessary for

train control or applications such as autonomous train driving or collision avoidance systems.

Train localization is critical for safety and, therefore, the approach requires a robust, precise

and track selective localization. On-board train navigation systems are realized by on-board

sensors. With the sensor data combined with a track map and a train motion model, the train

localization is accomplished. The mainstream on-board train sensors are global navigation

satellite system receivers (GNSS), inertial measurement units (IMU), odometry and railway

feature classification sensors.

3.2. Topics of interest for the Eurasian land bridge

Rolling stock, as a basic component of the railway transportation system, should be given

special attention, in order to achieve competitiveness in terms of increased efficiency,

operational safety and efficient related manufacturing procedures. Following, specific topics

of the rolling stock that that affect the safety and efficiency of the Eurasian railway land

bridge are defined and examined.

The maximum axle load in Europe is limited to 22,5 tons, whereas it is possible to

have an axle load of 25 tons in Russia. Thus, the full potential of heavy load bogies

can only be exploited in this area of values.

A rail freight connection from Europe to Asia and vice versa is realized through

various main routes. In general, there will be at least one change of track gauge

between the international standard rail gauge of 1435 mm, which is used in most of

Europe and China, and the track gauge of 1520 mm, which is used in the former


24

countries of USSR. As a result, a break of gauge has to take place with different

opportunities of re-gauging of the bogies. On one hand, there is the possibility of

changing the whole bogie. On the other hand, the wheel sets of the bogie can be

replaced or special gauge-adjustable wheel sets can be used.

Reliability is a very big issue regarding the railway transportation. Taking into account

that a freight train runs about a distance of 10,000 km, the monitoring of the

condition of parts of the bogie (such as wheel sets and axle boxes) is necessary both

for the optimization of maintenance procedures and the prevention of serious

damages (hot box, derailment etc.).

When compared to other transport modes, railway has the advantages of high speed,

large transport capacity, low energy consumption, high efficiency and environmental

protection. Along the Eurasian railway land bridge, there are many countries with

different railway technical levels and rail criteria, however, safety, stability and quality

are the primary targets of all railway operators and, therefore, vehicle dynamics is

one of the key factors to promote the sustainable development of the Eurasian land

bridge.

Technology for a high-speed railway has significantly advanced in relation to the

traditional railway. Since the speed increase creates new challenges for vehicles,

tracks, pantographs and catenary and aerodynamics, the traditional theories, such as

vehicle system dynamics, track dynamics, the pantographcatenary system dynamics

and aerodynamics, need to be developed according to the new problems and

requirements of the high speed railway. Meanwhile, the high-speed train operations

should focus on taking into consideration every subsystem of the railway.

Furthermore, the dynamics problems arising from the high-speed train operations

and the coupled systems need to be explored in order to optimize the systems

performance. So, the new challenges for the Eurasian land bridge are how to set up

uniform railway criteria to evaluate railway vehicles in different countries.

It is important, in terms of fuel saving and environmental awareness, to introduce (to

the extent possible) four-engine locomotives in Europe-Asia corridors. These locos do

not need to use all engines during all the operating time. They use all engines when

they need full power, nonetheless when power requirements are low (for example

when operating with a light cargo or with an empty train, or downhill) the excess

engines can be simply shut down, thus saving fuel and running time (and hence

maintenance costs). Compared to a single engine system, fuel consumption can be

reduced by up to 10 percent. In a 20-years period this may generate savings of

around one million Euros in a single locomotive.

Modern rail vehicle traction system technologies can allow a completely different

combination of various sources for the output and storage of energy.


25

Braking system is an important topic for the Eurasian railway land bridge, directly

related to safety and transport efficiency. From a technical point of view, the Europe-

Asia railway corridors involve different countries, therefore different standards for

braking systems. This affects the efficiency, maintenance and fault handling of the

railway system. From the rolling stock point of view, on one hand, the braking system

influences the railway safety directly; on the other hand, a good suitability of the

braking system can improve the coupling efficiency of the trains, reduce

troubleshooting time and optimize the transport efficiency.

The insurance of the adequate power for the maintenance of fresh goods during

transportation and the cargo tracking and tracing, are also issues that need to be

considered for the promotion of efficient Europe-Asia railway connections.

TSI Control Command Safety (CCS) characteristics should be interoperable along the

entire Europe-Asia railway connections:

1) On-board ETCS;

2) Track-side ETCS;

3) EIRENE - European integrated railway radio enhanced network;

4) ETCS and EIRENE air gap interfaces;

5) On-board interfaces to Internal to Control Command;

6) Track-side interfaces to Internal to Control Command.

Currently, requirements for rolling stock parameters in some countries of the Europe-

Asia railway corridors (such as Belarus, Latvia and Russia) are the same: electrical

resistance of a wheel set should not exceed 0.01 Ohm. For electric railcars and motor

railcars, which can operate as single-units, the wheel load on rail of at least 55 kN is

designed in order to ensure cohesiveness with the rail track circuit on low-density

lines.

Automatic coupling directly affects the vehicles ride quality and safety and is vital for

trains operations. With the continuous increase of international trade, the

development of automatic coupling must satisfy different requirements of transport

capacity in different countries. Therefore, automatic coupling plays an important role

in the competitiveness improvement of rail transport on the Eurasian land bridge.

The railway technical development levels and relevant technical criteria are different

in the countries along the Europe-Asia railway connections. The operating

environment is extremely complex, especially for the international passenger and

cargo transport, due to the different modes of train control systems. The European

railways apply ETCS and the Chinese Railways apply CTCS. Despite the similar

backgrounds and goals for ETCS and CTCS, still many differences exist. The key

technical issues are not the same in ETCS and CTCS. For example, both ETCS and CTCS


26

have put moving block systems as their highest level and the final target. In CTCS

track circuits still play a very important role. On the Chinese railway network track

circuit is mostly used as the basis of train control systems. It is not possible to

construct CTCS without track circuit. In ETCS the balise is a very important device. The

communication between on-board train systems and roadside systems can be

realized by the balise. Moreover, MMI with Chinese characters is different with the

MMI in ETCS. All these differences (and many more) lead to different requirement

between the European and the Chinese railway network. . The existence of different

train control systems poses a major obstacle for the Europe-Asia cross-border rail

traffic. Today, trains for cross-border traffic need to be equipped with all train control

systems installed on the tracks that the train utilizes during its journey. The next

generation of train control system is facing to remove the incompatible obstacle of

the different signaling systems on the rail network.

Based on the above, Table 1 presents the evaluation of the topics related to rolling stock in terms of importance and priority for the development of the Europe-Asia railway connections.

Table 1: Evaluation of the importance and priority of the topics

Topics Importance and priority

Heavy load bogies +++

Vehicle dynamics ++

Power supply ++

Traction system ++

Braking system +++

Freight wagons +++

Motive power +

Train communication and control ++

Gauge +++

Automatic coupling ++

Next generation of train control +


27

On-board navigation +

(very important and high priority:+++; important but without high priority:++; low priority:+)


28

4. CURRENT SITUATION OF TOPICS OF INTEREST FOR THE EUROPE-ASIA RAILWAY ROLLING STOCK

4.1. Heavy load bogies

On European main tracks the maximum axle load is limited to 22.5 tons. Within that

regulation it is possible that fully loaded wagons are 3 to 4 times heavier than empty ones. In

order to run the wagons either with tare load or fully laden in a train with maximum allowed

speed of up to 120km/h the design and construction of a bogie fitting to all technical and

operational requirements, such as the track gauge, is very challenging.

The commonly used bogie type for freight wagons in Europe is the Y25 bogie, which is

characterized as a rigid-axle-bogie. It makes use of friction damping that offers the main

advantage of load sensitiveness. From the manufacturers point of view, the increase of axle

load to 25 tons of this construction is possible in order to carry more or heavier goods. The

main factor for maximum axle load is the limitation of stress and wear of tracks and

infrastructure.

4.2. Vehicle dynamics

Recently, heavy load train and high-speed railway technology develops fast and lots of

research achievements have been attained, especially on the following topics:

(1) Longitudinal dynamics

Focus on studying the longitudinal impact of the heavy load trains, the automatic coupling

dynamics and the longitudinal impact under the situation of emergency braking.

(2) Lateral dynamics

Focus on studying the vehicle performance of curve passing, the running stability, the

wheel/rail interaction, especially for the axle load from 25~27 tons heavy load wagons.

(3) Coupling dynamics

Focus on studying the vibration of vehicle flexible components, the liquid-solid coupling of

tank wagons when carrying liquids, the coupling effects between vehicle and bridge, vehicle

and tunnel and pantograph and catenary, etc.


29

4.3. Power supply

In China, power supply system of rail transportation, for the trunk railway (including high-

speed railway) using single phase AC 50 Hz, 25 kV power supply and used for subway, light rail

city rail transit DC 1500 V (750 V) power supply (railway or regional rail transit generally use

25 kV AC power supply), has formed the national standard.

In Europe, there are four (4) main types of railway power supply systems, respectively, 15

kV/16.7 ACHz, AC 25 kV/ 50 Hz, 1.5 kV and 3 kV DC. Power supply systems adopted

in American Railway are AC 12.5 kV/ 60Hz and 25 kV/ 60 Hz. Many European countries and

regions are adjacent with 2 to 4 different power supply systems.

4.4. Traction System

One of the biggest news in railway is the propulsion-concept of the new generation of diesel

locomotives for the DB (German railways): its four smaller 'rugged, heavy-duty industrial

diesel engines' with 540 kW each. They offer a more efficient, fuel-saving, environmental

friendly alternative to the single-engine solution.

Bombardier Transportation is taking the Traxx DE to a next level. A nine-year framework

agreement has been signed with the German railways for the delivery of up to 200

locomotives.

Figure 3 presents a familiar looking locomotive, as the body design is still identical to that of

the current Traxx DE products. Looking at the roof construction and the under-frame

installations, though, differences appear. The two separate hatches on its side are the best

clue for its inside innovations. For sure, this design can and most likely will change for future

orders.


30

Figure 3: 4-engines diesel locomotive

Bombardier now can work towards the first fixed order: 20 units with a top speed of 160

kph for the passenger services of DB Regio. An order worth of 62 million and delivery will

start at mid of 2013.

The fact that DB has chosen Bombardier for this order is not illogical, when considering that

they already have an extensive fleet of Traxx locomotives: 145 series (80), 185.1/2 series

(399), 186 series (65), 146.0/1/2 (110 in total), and the 27 recently ordered Traxx ACs for DB's

InterCity services.

Now, a new model has made its appearance, the TRAXX DE ME. ME stands for multi-engine,

as the new locomotive doesnt have one diesel engine, rather than four (4).

Having several engines in one locomotive is not actually new. Bombardier has done it

before in various forms. Between 1998 and 2003, 36 twin-engine locomotives were delivered

to the Greek national railway OSE, which still uses them for passenger transportation.

Bombardier also produces a TRAXX AC Last-Mile. This is a conventional AC-powered

electric locomotive, which has an on-board diesel engine as well. While it normally runs

underneath overhead lines, the additional engine allows it to bridge short distances, for

example in cargo terminals or in harbours. The locomotive actually has three power sources,

as it also recovers braking energy to its batteries and then reuses it.

Furthermore, in North America, the TRAXX ALP- 45DP dual power locomotives operate on

partly electrified routes in urban areas, where emissions are most annoying. Therefore, its

two diesel engines are only started where there is no overhead line, thus saving both diesel

fuel and emissions wherever possible.


31

As well as having the new engine configuration, the new locomotive benefits from being part

of the TRAXX family. Modern drive technology allows a completely different combination of

various sources for the output and storage of energy. For example, the fourth engine of the

TRAXX Diesel Multi-Engine can be replaced with a battery storing re-utilised braking energy.

Another important project on the way towards the locomotive of the future is the Eco Rail

Innovation (ERI) Platform, which aims to achieve zero emissions. The largest project within

the ERI initiative is the Energy Tender Project, which addresses electrification without

overhead contact lines. One of our DB class 146.2 locomotives (a TRAXX P160 AC2) will serve

as a test locomotive.

4.5. Braking System

Currently, the Eurasian railway connections have many types of braking systems.

Electronically controlled air brake system technology, target deceleration control mode

technique, foundation brake configuration technology, braking dynamics, anti-slide during

braking, braking system fault detection and other key technology issues should be considered

for further research in order to satisfy the technology needs, interconnections and

development tendencies of the Eurasian rail land bridge.

4.6. Freight wagons

Disorder in railcar fleet management affected negatively the rail transport efficiency. Paired

operation volumes decreased from 26% in 2003 to 4% in 2011. Devoid railcar traffic volumes

grew by 21%. Bad enough, average service speed sank to 37,1 km/h. The average railcar

turnover period almost doubled during the last two years. The last year crisis of rail transport

became apotheosis of the tendency. Many enterprises failed to remove their freights from

warehouses on time. There was a considerable growth of the exorbitant enough logistic

expenses, which make from 5-6% (oil) to 30% (coal, cement) and even 60% (break stone, as

assessed by the Amicron-consulting agency) of the bulk freight price. Grain market is also

outraged: logistic constituent in grain price now reaches 80% cost of goods (previously logistic

expenses were below 30-40%). A significant share falls within transportation. Russian

companies lose their competitiveness in the global market. The terms of freight were

delivered by rail and increased by half. Car turnover rose. The steadiness in railcar supply was

disturbed. That naturally leads to cost escalation, as in any rate-setting there is the so called

railcar constituent charge per railcar per day. If previously, for example, railcar turned over

within one month, and now its a month and a half accordingly the charge for it increases by

half. During the last two years the rates in some aspects rose by 50 percent. The growth of

rail transportation costs for fertilizers is especially biting for the plants which are located at a

far distance from the raw material source and the selling market.


32

While in 2012 the railcar loading growth rate corresponded to industrial production growth

rate (8,8 and 8,2% respectively), in 2011 industrial production grew by 4,7%, railcar loading

only by 2,5%. This year (2013) the situation in rail transportation has relatively stabilized, but

many consignors really fear the recurrence of last year collapse. There are also certain

difficulties in regards to a shortage of pass-through and carrying capacity of the railroad

network. Now, heavy problems are encountered at Moscow, South-Eastern and North-

Caucasian railroads. Abundance of rolling stock led to shortage of locomotives and clear lines.

Even usage of routing in present conditions doesnt facilitate the move of railcars to

destination. Instead of provisioned 45 minutes, locomotive changing takes up to 6 hours.

4.7. Motive power

Motive power is a relatively new application field in railway transportation along the Eurasian

land bridge. It remains a lot to be discovered and studied.

4.8. Train communication network and control

1) European Train Control System (ETCS) is the signalling element of the railway network,

which enables the control of movement authorities, automatic train protection and the

interface to interlocking. The ETCS features:

1. allow the stepwise reduction of complexity for train drivers (automation of control

activities);

2. brings track side signaling into the driver cabin;

3. provides information to the on-board display;

4. allows for permanent train control;

5. Train driver concentrates on core tasks.

2) GSM-R (Global System for Mobiles/ Railway) is the communication element of the railway

network that enables both a voice communication between vehicles and railway line

controllers and a bearer path for ETCS data. It is based on the public standard GSM with

specific rail features for operation.

3) The EIRENE Functional Requirements Specification (FRS) and System Requirements

Specification (SRS) are released to address the complete GSM-R system requirements,

containing, in particular, the requirements that are relevant to interoperability of the rail

system within the European Community, according to the Directive 2008/57/EC. EIRENE is

a railway telecommunications network, based on the European Telecommunications

Standards Institute (ETSI) GSM standard, which complies with all related mandatory

requirements specified in the EIRENE FRS and SRS.


33

4.9. Gauge

India currently has significant lengths of four different gauges: 5 ft. 6 in (1,676 mm) Indian

gauge, 1,000 mm (3 ft. 3 38 in) metre gauge, 2 ft. 6 in (762 mm) gauge and 2 ft. (610 mm)

gauge. The Indian Railways have decided to convert most of its metre gauge and narrow

gauge systems to broad gauge under a project called Unigauge, which is an ongoing project

aiming at standardizing most of the rail gauges in India to 1,676 mm (5 ft. 6 in) broad gauge.

China has a standard gauge network; neighbouring countries Mongolia, Russia and

Kazakhstan use 1,520 mm (4 ft. 11 56 in) gauge, while Vietnam mostly uses metre gauge.

Therefore, some breaks of gauge appear. The YunnanVietnam Railway is dual gauge in

Vietnam as far as Hanoi. There is currently a break of gauge at Dostyk on the Kazakh border,

but Kazakhstan is constructing an additional line, in standard gauge, between Dostyk and

Aktogay. The gauge for most of the Chinese national railway network is standard gauge.

There are some industrial lines still using narrow gauge, mostly 762 mm (2 ft. 6 in) or 600 mm

(1 ft. 11 58 in). Narrow gauge range from 597 mm (1 ft. 11 12 in) to side gauge (1,219 mm (4

ft.)) may be found in China.

All high-speed "Shinkansen" routes in Japan have been built as standard gauge lines. A few

routes, known as "Super Tokky", have been planned as narrow-gauge and the conventional

(non-high-speed) is mostly narrow-gauge 3 ft. 6 in (1,067 mm), so there are some breaks of

gauge and dual gauge is used in some places. Private railways often use other gauges. In

2010, Hokkaido Railway Company (JR Hokkaido) started working on a transporter train by

trainload concept called "Train on Train", in order to carry narrow-gauge freight trains at

faster speeds on standard-gauge flatcars. The Seikan Tunnel is being converted by JR

Hokkaido to dual gauge to accommodate the Hokkaido Shinkansen. An experimental variable

gauge "Gauge Change Train" has also been tested since 1998 as a means to allow through

services from high-speed standard-gauge Shinkansen lines to narrow-gauge regional lines.

Russian gauge is between 1,520 mm and 1,524 mm (5 ft.). The primary base of Russian gauge

is the former Soviet Union (CIS states, Baltic States and Georgia), Mongolia and Finland, about

225,000 km (140,000 mi) of track. It is the second most common gauge in the world, after

1,435 mm (4 ft 8 12 in) (standard gauge). Short sections of Russian gauge extend into Poland,

eastern Slovakia, Sweden (at the Finnish border at Haparanda) and northern Afghanistan.

There is an approximately 150 km long section in Hungary in the Zhony logistics area close to

the Ukrainian border.

4.10. Automatic coupling

Table 2 shows the parameters of some automatic couplings of heavy load freights used in

China, the USA and Russia.


34

Table 2: The parameters of some automatic couplings of heavy load freights used in China, the USA and Russia

Type Mass

(kg)

Material Limit stress

(Mpa)

Static tensile fracture strength

(kN)

Traction mass of train

(kt)

No.2 164 ZG230-450 450 1600~1800 2~2.5

No.13 203 ZG230-450 450 2400~2600 3~4

203 ZG25MnCrNiMo 637 3000~3300 5~6

203 ZG29MnMoNi 780 3300 5~6

203 QG-E1 827 3800 5, 10,000 tons train

No.16, No.17

QG-E1 827 3432 6~10, unit train

American E 200 Class B 482 2495 3~4

200 Class C 620 3295 5~6

200 Class E 827 3674 10,000 tons train,

Combined train

CA-3 200 20 539 3290 5

4.11. Next generation of train control

With the development of European high speed railway network, the strong barrier to cross-

European borders still exists, since there are at least 15 different ATP systems in operation in

Europe. Moreover, the ATP systems are incompatible and produced by their own suppliers. In

order to make the systems compatible and break the monopolies, the idea of ETCS was put

forward. ETCS has been finalized as the technical standard of train control systems in Europe

after more than ten years of efforts. Now ETCS is becoming a reality. It is a very successful

solution to railway signalling system in Europe and in the world. ETCS commercial projects are

rapidly coming all over Europe. Like Europe, the Chinese Railway is currently trying to remove

the incompatible obstacle of the different signalling systems applied in its network. There are

more than six (6) kinds of non-interoperable signalling systems in the Chinese Railways. Up to

now, there is no standard for railway signalling, while the direction of the new signalling

systems is not clear. It should be considered, though, that the Chinese Railway needs CTCS, in


35

order to define the signalling systems for the country. Within this framework, CTCS will

become the standard of the signalling systems in Chinese Railways. It will play a very

important role in ensuring the Chinese railway network construction and perfection, train

operation safety and efficiency and guiding the future development of the Chinese railway

signalling. CTCS is based on the current situation of the Chinese Railways. It is different than

ETCS, but it can learn from ETCS. There are very similar features between CTCS and ETCS since

there are a lot of similarities in Chinese Railways and European Railways in terms of operation

modes and signalling systems.

4.12. On-board navigation

1) GNSS: Satellite navigation determinates the absolute positions in the geographic

coordinate system without additional sensors and special prior knowledge on the actual

position. The two main drawbacks of GNSS for railways are limited availability and relative

low accuracy. An ideal condition for GNSS positioning is a direct line of sight from the antenna

to the available satellites with no other objects in the vicinity. In the railways environment,

though, this condition is not always given in tunnels, below bridges and station roofs and in

dense forests where signals are blocked. In such cases, GNSS positioning may not be available

or at least has a decreased accuracy due to the disadvantageous constellation of the visible

satellites. The accuracy is also reduced by multipath effects, which may be present over long

distances. The railways environment contains a large amount of metallic structures such as

tracks and power lines and the receiving antenna will in proximity to buildings, trees and

other obstacles close to the track. A robust and precise localization cannot be achieved by

using GNSS only.

A critical but frequent railways localization problem is the presence of parallel tracks. The

distances of these parallel tracks are usually smaller than the GNSS accuracy. The limited

availability of GNSS, the accuracy and the inability to measure in the topological domain do

not cover the demands for a safety-of-life system such as collision avoidance.

2) IMU: The Inertial Measurement Unit is an advantageous and complementary sensor. It

combines the measurement of six (6) different sensors by measuring three (3) dimensional

translative accelerations and three-dimensional rotation turn rates of the train. The IMU

provides continued data at a certain frequency. Inertial measurements suffer from errors

such as sensor biases, which are not constant over time. These are called drift. One

conventional approach is the computation of attitude, speed and position of a train.

Therefore, the measurements are integrated once or twice. The drift causes high errors in the

results because the errors sum up in every integration step. A different approach to apply an

IMU is the measurement of the tracks effects on the pose of the train. The curvature of a

track is stored as track geometry in a digital map. A train position with the known geometry

from the map is compared with the measurements. As a result, the best matching positions in


36

the track network can be derived. The big advantage of that method is the lack of

integrations.

3) Odometer: The odometer measures relative distance and velocity of the train by counting

wheel increments and measuring the period. Odometers suffer from errors of the velocity or

relative distance measurements due to wheel slip in acceleration and deceleration phases

and due to a changing wheel radius of worn tread Doppler radars for trains provide

information about train velocity and displacement based on a different sensing method and

errors occur due to different rail target conditions. By integrating the velocity for travel

distance measurement, these errors sum up.

4) Feature classification sensors: The feature sensors measure and classify a specific high-level

characteristic of the railway environment. A position can be derived in combination with

feature information from the digital map. An important feature sensor is the switch detector,

which is able to recognize switches. These detectors are often advanced with a switch way

detector, which determines the travel direction towards the switch and the track way. Other

classifiers may recognize parallel tracks, platforms, station roofs, railway signs and signals,

power masts, bridges or tunnel entrances. These classifiers can be built up by camera based

vision sensor or magnetic sensor based on eddy current. An eddy current sensor works as a

metal detector and senses changes in the metallic structure of the tracks with its coils.

Feature classification sensors suffer from errors like missed detection or false detection.


37

5. INTERFACES WITH OTHER CONCEPT DOCUMENTS

This action will, on one hand, help to avoid overlapping with other Concept Documents and,

on the other hand, will support the identification of common future research projects

(chapter 7).

Table 3 presents the interfaces of the WG3 topics with other WGs.

Table 3: Interfaces of WG3 topics with other Working Groups

WG3 Topics WG1 WG2 WG4 WG5 WG6 WG7 WG8 WG9 WG10

Heavy load bogies + + + +

Vehicle dynamics + + + +

Power supply + + +

Traction system + + + + + + +

Braking system + + + + + + +

Freight wagons + + + + +

Motive power + + +

Train communication network and control

+ + + + +

Gauge + + + + + +

Automatic coupling + + + +

Next generation of train control

+ + + + +

On-board navigation + + + + +


38

6. FUTURE RESEARCH NEEDS AND DIRECTIONS

6.1. Heavy load bogies

1. Investigation on different possibilities of track gauge change in respect of necessity,

practicability, economic efficiency and safety in operation with heavy load bogies.

2. Implementation of radial steering bogies and validation of potential for savings

regarding energy consumption and wear on the relation between Europe and Asia.

3. Feasibility analysis of the implementation of a condition monitoring system offering

especially critical information on the bogie components.

4. Review of the installation of special prepared tracks in the main freight corridors in

Europe and China being able to cope with trains with 25 tons axle load.

6.2. Vehicle dynamics

1. Investigation of Vehicle Dynamics Performance Evaluation Criteria

2. Longitudinal Impact of the Heavy Load Trains

3. Experimental Validation for Model Establishment

4. Wheel-rail Interaction

5. Low Noise Issue

6. Coupled System Study

6.3. Power supply

In order to meet the cross regional, cross-border transportation requirements, it is of great strategic significance to research and design multi system locomotive. The corresponding specific problems are:

1. System selection. Mode selection of power supply, to think from the long-term

development planning, considering the net of the whole line of vehicles, traffic

organization and management, allocation of project investment and benefit many

important aspects and power supply system, civil engineering, vehicle purchase fee,

land acquisition and operation and maintenance cost.

2. Research on the key technology of materials testing, reliability, etc.

3. Technical and economic analysis of different modes of power supply equipment.

4. Reliability of operation mode, such as phase separation model. Different power

supply system, the multi system locomotives and related key sub system modeling,

simulation, hardware in the loop test system research.


39

6.4. Traction system

1. It is necessary to identify all the railway electrification systems that currently apply

on the Europe-Asia railways corridors (in various countries) and to suggest the type

of electric locomotives, which could be used in few countries of the Europe-Asia

corridor.

2. Research on technical possibilities to replace diesel locomotives powertrain (diesel

engine & main generator) with a battery storing re-utilized braking energy.

3. The overall goal is to acquire knowledge concerning stability in the traction power

system, focusing mainly on the low-frequency oscillations and interaction between

electric rail vehicles and particular rotary converter.

4. The progressive schemes of designing PMSM should be created out in order to

reduce back EMF during train cruising (idle regime) with high speed, and which give

a reference for selecting PMSM applied to railway vehicle traction system.

5. Another important challenge on the way towards the locomotive of the future is the

Eco Rail Innovation (ERI) Platform, which is intended to help achieve the zero

emission target in Europe-Asia railway corridors.

6.5. Braking system

1. Investigation and analysis of the brake system status for combined transport of

different land bridge transport trains. Research and analysis of various braking

system standards is required, including system composition and characteristics, use

and maintenance specifications, outstanding problems during combined transport

and so on. Research on the interfaces and interconnection and interworking

problems to stratify the combined transport of various land bridge transport trains

is, also, necessary. The interfaces include for example: mechanical system interface,

electrical system interface, transport control system interface, fault handling

interface, maintenance and repair interface, marshaled form brake system interface

and so on.

2. Application and adaptability analysis of electronically controlled air braking system

mounted on the transport trains of the Eurasian land bridge. Electronically

controlled air braking system is the trend of braking systems. The feasibility of the

application of electronically controlled air braking system technology on the

Eurasian railway connections should be an issue under research.

3. Reliability research of the land bridge braking system. The service environment is

complicated and the working conditions are changeable. These affect the reliability

of braking systems designed according to specific regional standards.

4. Braking system failure characteristics and treatment analysis across the Eurasian rail

corridors. A key issue under future research could be the real time monitoring and


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early warning of braking system fault of in-service train, in order to improve the use

value and the maintenance efficiency of the braking system.

5. Train braking mode and feasibility of the train target deceleration control.

6. Train foundation brake configuration requirements.

7. Longitudinal impulse and anti-sliding problems.

6.6. Motive power

1. The necessity of deploying electrical power for freight trains.

In the past, this issue didnt draw too much attention as there was almost no demand.

Gradually, it was considered necessary to install some monitoring and communication

devices in the units of the freight railcars. Power is by all means crucial for the operation of

such devices.

2. How to supply power (source of the power).

In general, there are two ways of supplying power for freight train: getting power from the

engines (concentrated method) or using power storage devices, such as super capacitor and

rechargeable battery (distributed method). The first method is similar to the case of the

electrified train, in which engines supply the power to the carriages by wire. The second one

makes use of batteries fixed on each unit of the freight train.

3. Differenced between the power supply methods.

The concentrated supply method takes advantage of the cost, as it doesnt need to set

identical power sources on each unit. Nonetheless, this method only applies to the

electrified railway and it makes the formation inefficient (the case is quite different for

passengers trains, as they are not re-formated so frequently as the freight trains). The

distributed method doesnt affect the formation at all as there is no electrical connection

between two units. However, the cost of this method may be significantly higher when

compared to the concentrated method because each unit of the freight train needs to be

equipped with the battery.

4. Temporary storage methods of the electrical power in freight trains.

In terms of power storage, there are several ways that may meet the demand. Rechargeable

battery is most commonly used for power temporary storage. Besides that, super

capacitance can also be considered for power storage, as it is a more modern way and is

being applied to different fields, like environmentally friendly bus transportation.

5. Feasibility Analysis of obtaining, storing and using power in freight train.

The issue of power supply for freight trains has started to draw attention not very long time

ago. What needs to be considered for each case of freight operation is whether power


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supply is necessary, what kind of method should be applied, what devices should be

installed, what will be the cost for it, etc.

6.7. Train communication network and control

1. Investigate the compatibility of TSI CCS, ETCS and EIRENE systems with non-EU

countries and Asian corresponding Train Communication Network and Control

System;

2. Identify the means/measures/actions that could enable the harmonization of the TSI

CCS, ETCS and EIRENE systems with non-EU countries and Asian corresponding Train

Communication Network and Control System.

6.8. Gauge

1. Out-of-Gauge rolling stock represents a big risk in case of lines with restricted zones

like tunnels and bridges. The loading gauge provides the size of passenger and

freight trains, which can be conveyed on a specific section of the railway line. On the

other hand, the structure gauge, which is the lowest and narrowest in tunnels or

bridges, complements the loading gauge, which is the tallest and widest vehicle. The

gap between the two profiles and some allowance needs to be considered for the

dynamic movements of the train.

2. One of the most complicate issues in rolling stock management is the maintenance

of rolling stock units.

3. Design and Development: Historically, it was mainly Railway Undertaking (RUs) in

charge of new High Speed Rolling Stock (HSRS) development and they worked

closely with Rail Safety Systems (RSSs). This was the case, for example, with the

Shinkansen, French TGVs, first and second ICE generations etc. RUs continue to be

major players in the railway business and some railways still have extensive

knowledge about railway technology. However, recent trends indicate that the role

of RUs in development in Europe is decreasing. RSSs are, therefore, left to bear the

majority of development costs, thus focusing on their own priorities and ending up

interacting less with RUs. Liberalization of the European market intensifies this trend

and new entrants will be in an even weaker position to influence HSRS development.

6.9. Automatic coupling

1. Specific Automatic Coupling Development

2. Automatic Coupling Strength

3. Further Study on Materials and Techniques