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wanderer53 Sir Nigel Gresley

Location: front left seat EE set now departed
Siemens recently sent the first of 38 Desiro RUS regional multiple-unit trains to Russian Railways.

At the Sassnitz ferry port on the German Island of Ruegen, the first Desiro began its journey.

The ‘Petersburg’ railway ferry is shipping the five-unit train via the Baltic Sea to the seaport of Ust-Luga in Russia.

From Ust-Luga, it will then continue its journey by rail to a Russian Railways depot in the Saint Petersburg area.

The entire transport route from the Siemens factory in Krefeld to Saint Petersburg is around 2,700 kilometers long and will take about four weeks.

The passenger service of the first Desiro RUS trains will start in Kazan and Sochi in 2013.

During the Olympic Winter Games in Sochi in February 2014 the trains will transport the athletes and spectators to the various sporting venues in the mountain area.
 
Tonymercury Sir Nigel Gresley

Location: Botany NSW


Eurostar's £700m refurbishment drive is about to bear fruit, with the arrival in 2013 of the first new-look train. Julian Turner gets the inside word from Eurostar's commercial director Nick Mercer about the on-board digital revolution, the modal shift from air to rail and new markets in the south of France, Germany and the Netherlands.



 

When the first Eurostar passenger train left London Waterloo in 1994 bound for Gare du Nord in Paris, Europe was yet to make the historic decision to buy into a single currency, as proposed by the Masstricht Treaty two years earlier. The Eurostar not only revolutionised international high-speed rail travel, it became a symbol of a prosperous new Europe, one where business and leisure travellers were free to seek new opportunities across geographical borders.

Fast forward nearly two decades and the global economic crisis has left many western economies, including that of the UK, teetering on the brink of double-dip recession.

The very future of the Euro remains in doubt. The business world braces itself for the next catastrophe.

Against this backdrop, a high-speed rail operator would be well advised to keep a low profile, consolidate around its core assets and try to ride out the storm, right?

Wrong. In October 2010, just a few short months after Eurostar became a single corporate entity - replacing the joint operation between London and Continental Railways (LCR) and the national railway companies of France (SNCF) and Belgium (SNCB) - the new company, Eurostar International, announced an ambitious £700m overhaul of its entire fleet.

Less than two years later, that job of work is nearly halfway towards being completed. Roughly £500m has been earmarked for new state-of-the-art Siemens Velaro e320 trainsets, while a further £200m will be spent refurbishing Eurostar's existing British Rail Class 373 or TGV-TMST rolling stock.

Next-generation trains: the Siemens Velaro e320

"The new Siemens e320 trains are 'interoperable', meaning they can function across the European high-speed rail network."
The new trains are 'interoperable', meaning they can function across the European high-speed rail network and provide direct services between London and a range of city centre destinations throughout Europe. After nearly two decades spent serving the UK, France and Belgium, Eurostar is targeting new markets in the south of France, Germany (Cologne) and the Netherlands (Amsterdam).

Add to that a 2% rise in passenger numbers to almost 9.7 million in 2011 and it is little wonder why Eurostar's commercial director Nick Mercer is feeling bullish about the future.

"The first refurbished train will enter public service next year and the first of the new trains will appear at the back end of 2014," he told me from Eurostar International's London HQ. "The Siemens train we've ordered, the e320, is able to operate across the European rail network, so it gives us much more future strategic flexibility.

"The original fleet of Eurostar trains was specified with signalling and power systems that would cover us for what we believed at the time would be their operating geography. Unfortunately, in Europe, as you go across geographical boundaries, invariably you find that such systems change.

"Trains have a lifespan of more than 30 years, so you want to make sure you are looking at not just next year, but where you will be in ten or 15 years time. The new fleet is absolutely an investment in the future."

The new Siemens Velaro e320 contains between 894 and 950 seats and has the capacity to carry more than 900 passengers including their luggage, a 20% increase on the existing trains. The 16-car, 400m (1,312 ft)-long trainsets have a top speed of 320 km/h (199mph). Total traction power will be rated at 16MW.

Get connected: on-board digital innovations

The engineering spec may be impressive but as noteworthy is the raft of on-board technological upgrades, designed to appeal to a new generation of tech-savvy commuters. The new Eurostar fleet will be equipped with the most advanced wi-fi and on-board infotainment of any trains in Europe. This includes real-time travel and destination information, as well as interactive entertainment including video-on-demand, music and news-feeds.

The digital experience begins before customers even board the train. As part of an enhanced Business Premier-class package scheduled to come online in 2012, customers will be able to check-in using a barcode on their mobile phone and access high-speed broadband internet on-board.

"In Europe, we are definitely seeing a gradual modal shift from air to rail."
Passengers will also be able to assimilate pre-loaded entertainment via their own devices via a secure wireless LAN. This all comes a year after the launch of the first Eurostar app, which allows travellers to book high-speed rail journeys between the UK and mainland Europe on-the-go and receive tickets direct to their phones.

"With new trains, it is easier nowadays to install more on-board systems, but you have to specify them at the time of manufacture," explained Mercer. "Try to do retrospective work and it becomes very expensive and often technically risky. Taking our trains out of service for up to three months for a thorough engineering overhaul gives us the perfect opportunity to do the on-board refurbishment as well."

This multimillion pound facelift also encompasses new quiet coaches, the renovation of Paris Gare du Nord and Eurostar's business lounge at Brussels Midi station, and, most strikingly from a passenger perspective, bespoke interiors on all trains courtesy of Ferrari's favourite Italian design house Pinnafarina.

Continental drift: railing against fuel surcharges

This multimillion pound statement of intent comes at a time when the modal shift from air travel to high-speed rail commuting continues to gather pace. Many airline and shipping operators have had no choice but to respond to the vicissitudes of global oil prices by introducing fuel surcharges.

Mercer is in no doubt that the number of passengers using high-speed rail services over the next decade will increase as more and more people look for cost-efficient, eco-friendly alternatives to air travel.

"The biggest change is the number to passengers that are now connecting by rail," he observed. "In the last financial year, 27% of our customers connected on to our services from what we consider to be outside of our core market. In the UK, that means London, the southeast and the Home Counties, in France, it is outside of the Île-de-France region around Paris. We are definitely seeing a gradual modal shift from air to rail, what we call the connecting market.

"Interestingly, you also see a modal shift occurring on the UK domestic rail network, from car to rail. There is definitely an elasticity linked to the price of fuel."

London 2012 and beyond

"The Eurostar fleet will be equipped with the most advanced wi-fi and on-board infotainment on any trains in Europe."
In 2010, Eurostar was named as the Official International Rail Services Provider for the London 2012 Olympic and Paralympic Games, providing arrival and departure services at St Pancras International for those competing and working at the Games, as well as the multitude of sports fans that will arrive in London from the continent.

"Obviously, we deferred putting the trains into refurbishment until after the Olympic Games," said Mercer. "The first train goes in at the end of the Paralympics."

Looking to the future, what innovations does Mercer envisage in terms of gadgetry, trends and train technology by the time the Eurostar fleet is due for its next overhaul circa 2050?

"In terms of the trains, the actual hardware, I don't see it changing hugely because we are relatively constrained by safety and legal regulations," he said.

"We see the biggest change occurring in the off-train digital environment in terms of how and where we distribute our products, and how that affects a customer's decision to buy.

"When you look at the impact of mobile technology, it creates all sorts of interesting opportunities to engineer new products. I think things will look entirely different in as little as ten years from now."

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW
TURKEY: Bursa-based steel products supplier Durmazlar has completed production of a prototype 100% low-floor tram for its home city. A full-size mock-up of the SilkWorm tram was displayed at the Eurasiarail trade show in Istanbul on March 8-10 on the stand which Durmazlar shared with Siemens. The SilkWorm uses traction equipment from Siemens’ Combino family. The prototype SilkWorm car is currently undergoing approval testing on a 150 m track at Durmazlar’s factory. A production build of 14 five-module cars is envisaged to operate a 6 km, 1 450 mm gauge city centre ring line now being built in Bursa.  According to Project Director Taha Aydin, Durmazlar was keen to develop a locally-built light rail products that would be ‘economical but not cheap’ in order to respond to burgeoning demand from other Turkish cities. Aydin also foresees a more formal alliance with Siemens, which is looking for a Turkish partner. The two are jointly developing a high-floor light rail car design for the planned extensions to the Bursaray network, which currently uses a mix of Bombardier Flexity Swift and Siemens cars assembled locally by Tuvasas. Up to 70 LRVs are likely to be needed for extensions that would take the network from 35 km to 80 km.
 
Tonymercury Sir Nigel Gresley

Location: Botany NSW
USA: Metropolitan Transportation Authority has awarded Thales and Siemens a $60m four-year contract to provide a communications-based train control test facility on the New York subway's F Line. This will offer a controlled environment for CBTC trials and assessment, and will also support unequipped revenue service.  Announcing the deal on March 13, Thales and Siemens said the companies would work together to provide New York City Transit with a set of specifications for future CBTC projects. The test track will then be used by NYCT to validate the interoperability of equipment from any supplier.  'The establishment of the Culver test track will provide an important validation and risk mitigation tool for NYCT as it rolls out its long-term CBTC interoperability programme', said Allan Cameron, President & CEO of Thales USA. 
 
wanderer53 Sir Nigel Gresley

Location: front left seat EE set now departed
  

Thales, Siemens awarded contract for New York MTA test track






Tuesday, March 13, 2012




Thales and Siemens have been awarded a contract to provide a permanent communications-based train control test track facility for Metropolitan Transportation Authority New York City Transit. The test facility, to be installed on an express track of the subway system's Culver line, will offer a controlled environment for NYCT CBTC equipment scenario trials and assessment. The four-year contract is valued at more than $60 million.

Under this contract, Thales and Siemens will work together to provide NYCT with a set of specifications, which will be used as a standard for NYCT's future CBTC projects. The two companies will create a fully operational test track that will be used by NYCT to test and validate the interoperability of CBTC equipment from any supplier that complies with these published specifications.

"Thales is proud to be selected, with Siemens, to deliver this important project for the NYCT," said Allan Cameron, president and CEO of Thales USA. "The establishment of the Culver test track will provide an important validation and risk mitigation tool for NYCT as it rolls out its long-term CBTC interoperability program."

"We achieved a major milestone with the successful deployment of CBTC in revenue service on the Canarsie line and are pleased to be once again working with NYCT on the deployment of this technology, " said Gert Seidel, vice president and general manager, Siemens Rail Automation business in the United States.

The test track will be established on NYCT's Culver Line, also known as the F-Line. When not in use for CBTC testing, the test track will support unequipped revenue service.

 




 
wanderer53 Sir Nigel Gresley

Location: front left seat EE set now departed

Thales and Siemens have received a $60m four-year contract to provide a communications-based train control (CBTC) test facility for the Metropolitan Transportation Authority (MTA) New York City Transit's (NYCT) Culver test track project in the US.

The test track to be established on NYCT's Culver Line, also known as the F-Line, will provide a controlled environment for CBTC trials and assessment, and also support unequipped revenue services.

CBTC technology controls all train movements and signalling to reduce the headway required between trains, which helps an operator to increase the number of trains running on a line.

As per the deal, the two companies will work together to provide NYCT with a set of applications that could be used as a standard for its future CBTC projects.

Thales USA president and CEO Allan Cameron said: "The establishment of the Culver test track will provide an important validation and risk mitigation tool for NYCT as it rolls out its long-term CBTC interoperability program."

Siemens vice president and general manager of rail automation business in the US Gert Seidel said: "We achieved a major milestone with the successful deployment of CBTC in revenue service on the Canarsie line, and are pleased to be once again working with NYCT on the deployment of this technology."

"We look forward to partnering with Thales to provide NYCT with technology that will improve the travel experience of its passengers," Seidel said.

Earlier this month, Thales won a contract from Hyundai Rotem to supply CBTC signalling for the 12km extension of the Sin Bundang Line driverless metro near Seoul, South Korea.

As per the deal, the company will install SelTrac CBTC on the extension line from Jeongja to Gwanggyo with six additional stations.

 
wanderer53 Sir Nigel Gresley

Location: front left seat EE set now departed


Siemens presents new lightweight bogie






Friday, March 16, 2012




SIEMENS has unveiled the new lighter weight 160km/h SF7000 bogies specifically designed for use under the new Desiro City emu.
The SF7000 is Siemens' new standard for British 20m-long vehicles - 23m vehicles will still use SF5000.

 
Development of Desiro City was authorised by the Siemens board in January 2007 at a cost of Euros 50m. Siemens was selected last year as preferred bidder to supply trains for Britain's Thameslink project, but development of the new bogies and other design and prototype work is being funded internally at present, as the contract has not yet been finalised.
 

The Desiro City is designed to be 25% lighter than the existing Desiro UK range - the new bogie design contributes significantly to this and the bogies are 35% (trailer SF7000 at 4.4 tonnes) and 32% (motor SF7000 at 6.3 tonnes) lighter than the earlier SF5000 (which are 6.8 tonnes and 9.3 tonnes respectively) giving the Desiro City a design axleload of 14.5 tonnes for trailer vehicles and 15.5 tonnes for powered vehicles.

The new SF7000 bogie is designed to reduce track wear on a 1000m-radius curve by up to 75%, compared with the SF5000. By reducing track wear and train weight lower variable track access charges will be payable by operators using the bogies.


The need to reduce weight and to reduce whole life-cycle costs has prompted a number of major bogie design changes. These include the use of an inboard bearing design rather than traditional external bogie frame with a shorter axle spacing. In addition, smaller diameter wheels and hollow axles are used. Other components have been redesigned to use less weight. For example, the weight of the yaw damper mounting bracket has been reduced from 22.7kg to 17.9kg but doubled in stiffness by using tempered steel castings.

Elsewhere Siemens has used alternative, more costly material, to reduce weight. The third rail shoe gear uses aluminium instead of steel, making it 25% lighter than the design used on the first-generation Desiro UK (class 450).

Tread brakes are used alongside regenerative electric brakes on SF7000 motor bogies to reduce weight within the space constraints imposed by the restrictive British loading gauge, which makes disc brakes harder to accommodate.

In total 2280 SF7000 bogies will be required for the Thameslink order - split equally between powered and unpowered. Once the order is finalised, Siemens will produce the bogies using the "synchronised assembly" method at its plant in Graz, Austria, with a completed bogie rolling off the production line every four hours between March 2013 until 2016.

Production of the SF7000 will represent 22-26% of the Graz plant's workload and around a fifth of the initial assembly production space will be dedicated to the order.


 



 
Tonymercury Sir Nigel Gresley

Location: Botany NSW
SWITZERLAND: SBB is on course to commission its first live installation of ETCS Level 1 Limited Supervision in July, as part of its national roll-out strategy which will see ETCS fitted to the entire network by the end of 2017. Last September SBB awarded a €125m contract to Siemens for supply, installation and maintenance of the Level 1 Limited Supervision equipment, using its Trainguard 100 technology. Work is being undertaken in eight geographical phases, covering approximately 3 000 route-km, and requiring the installation of over 20 000 almost Eurobalises. At the same time a further 850 vehicles belonging to several operators will have to be fitted with ETCS onboard equipment. The first lineside installation of Level 1 Limited Supervision is due to go live at Wassen, with installation moving south over the Gotthard main line towards canton Ticino. The Swiss sections of European corridors A and C will be fully equipped by 2015, according to ETCS Strategy Manager Jan Richard. SBB is still working with a draft specification for the Limited Supervision functionality, pending the expected publication of the Baseline 3.0.0 standards by the European Railway Agency at the end of this year. Richard says SBB will also expand its use of ETCS Level 2, which is currently fitted to 125 km of track; he says 417 track-km should be equipped by 2017. As well as the Gotthard Base Tunnel opening in 2016, Level 2 will be provided in the Ceneri Base Tunnel from 2018 and the short section between the two bores will be dual-fitted. Level 2 will then be rolled out on other sections of the Gotthard route north of Erstfeld. The next priority for Level 2 is the Simplon main line between Brig and Lausanne, where the work will be phased to coincide with renewal of life-expired interlockings over the next decade. Olten – Zürich and Bern – Lausanne will get Level 2 between 2018 and 2025, whilst most of the major hub stations will be fitted between 2020 and 2030. Richard says SBB’s intention is to migrate completely to Level 2 by 2060.
 
Tonymercury Sir Nigel Gresley

Location: Botany NSW


Siemens Velaro High Speed Trains, Germany




 



Velaro is the world's fastest high-speed train, developed by Germany-based company Siemens. The trains are manufactured at the Krefeld-Uerdingen factory in Germany. They could be a potential alternative to aircraft and cars in future.

The train is available in five variants, namely Velaro E, Velaro D, Velaro RUS, Velaro e320 and Velaro CRH3. Velaro E and Velaro CRH3 are operational in Spain and China respectively. Velaro RUS, Eurostar and Velaro D will be operational in Russia, the UK and Germany in future.

Velaro is fully operable in snow and ice. It offers clear visibility to the driver in different snow conditions.

Design of the Siemens family of Velaro high speed trains

The design of Velaro includes a flexible platform which was developed based on the ICE high-speed trains platform made by German national railway company Deutsche Bahn. Velaro includes multiple-units with two bogies per car. It features advanced technology in aerodynamic profiling, energy management and noise reduction.

The trains are available in 200m and 400m lengths, and in eight and 16-car carriage models. The weight of the train ranges between 425t and 667t. The speed is between 250km/h and 403km/h. The trains are equipped with 8,000kW to 16,000kW traction power output.

International variation models of the German-built trains

"The trains are manufactured at the Krefeld-Uerdingen factory in Germany. They could be a potential alternative to aircraft and cars in future."
Velaro E's Spanish version, designated as the AVS103, runs at a speed of 300km/h on the Barcelona-Madrid line. The first unit of the variation was delivered in July 2005 and completed its first test run in 2006. It runs at a maximum speed of403km/h.


Velaro RUS is a variant built for Russia. It has a 33cm broadened body and runs at an average speed of 250km/h and a top speed of 290km/h. It can carry up to 600 passengers in a ten-car configuration. It underwent certification tests in 2009.

Velaro D, designated as DB Class 407 in Germany, was designed for Deutsche Bahn services. It runs at a top speed of 320km/h. It is equipped with fire proof equipment rooms and doors between cars. It uses 20% less energy compared to ICE versions. It has a total of 460 seats in eight coaches. It entered into service in December 2011.

CRH3C is a variant of Velaro manufactured for China. The variant is being jointly manufactured by Siemens, CNR Tangshan and CNR Changchun. It is designated as CRH380B (eight-car set) or CRH380BL (16-car set) based on the number of cars. It can accommodate up to 600 passengers. The first train was built in April 2008. The train reached a top speed of 457km/h on the Beijing to Tianjin line.

Velaro e320 has been developed for Eurostar service connecting London with Paris and Brussels on a high-speed line. It is a 400m long, 16-car train. It can achieve a top speed of 320km/h. It will have 894 to 950 seats.

Orders and deliveries of the world's fastest high speed trains

In 2001, Spanish National Railways (RENFE) ordered 16 Velaro E trains. In December 2005, another ten trains were ordered. The total cost of the contract was €600m ($800.22m).

"Design of Velaro includes a flexible platform developed based on the ICE high-speed trains platform made by German company Deutsche Bahn."
In November 2005, China ordered 60 Velaro CRH3 train sets. In September 2009 an additional 20 trains were ordered by China. In September 2009, China ordered 100, 16-car trains.

In December 2008, Siemens was awarded a €500m ($666.6m) worth order by Deutsche Bahn (DB) for the delivery of 15 Velaro D train sets. Delivery is expected to be completed by 2012. In June 2011, DB ordered an additional Velaro D set to replace the damaged ICE3MF set.

In October 2010, Eurostar awarded a €700m ($933.24m) contract to Siemens to supply ten Velaro e320 trains and refurbish the existing fleet. The trains are expected to enter into service by 2014.

In December 2011, Russian Railways (RZD) ordered eight Velaro RUStrains. Deliveries are expected to be completed by January 2014. The contract is worth €600 million ($798 million) and includes maintenance of the trains for 30 years.

Contractors involved with Siemens' Velaro family of fast trains

In June 2009, Siemens awarded a contract to ABB to supply traction transformers for its Velaro high-speed EMU trains. GEA Bock Compressors provided the air-conditioning unit for Velaro RUS trains.


 
wanderer53 Sir Nigel Gresley

Location: front left seat EE set now departed

A fleet of 20 new four-car Class 350 Desiro trains will soon be boosting capacity for London Midland and First TransPennine Express.

Angel Trains will be financing the deal worth a total of £131million. Siemens will supply ten Class 350/3 units to strengthen the existing London Midland fleet and ten Class 350/4’s to First TransPennine Express.

Angel Trains already has 937 Desiro vehicles in the UK and the new order for the two train operators for 80 vehicles, taking Angel Trains’ total fleet to 1,017, means the leasing company now leases vehicles to all of the 19 franchised train operators in the UK.

Says Kevin Tribley, Chief Operating Officer for Angel Trains, ‘Angel Trains has always been supportive of expanding our standard platform Desiro EMU portfolio to increase capacity and the finalisation of these contracts with London Midland and TPE is a significant milestone. We are also delighted to add First TransPennine Express to our list of customers.’

The new trains will start to enter service in winter 2013, with the final batch for London Midland expected to enter service in April 2014. First TransPennine Express will use the 350/4s on services between Manchester and Scotland boosting capacity by 80 per cent on this route.

This new fleet also allows the redeployment of FTPE’s existing trains to increase capacity across FTPE’s other routes, including the busy Manchester to Leeds route where capacity is planned to increase by over a third.

Says Nick Donovan, FTPE’s Managing Director, ‘This is really good news for customers across our network. We know that many of our services are busy and the procurement of an additional 40 carriages will help to provide a much needed increase in seating capacity in response to growing customer demand. I am also really pleased that this project will create about 200 new jobs across the North of England, including drivers, conductors and train maintenance staff.’

FTPE will retain its 51 class 185 and 9 class 170 trains, which will be deployed to offer more seats across the North. Says Patrick Verwer, Managing Director of London Midland, ‘We are very excited at the prospect of introducing higher speed services for our customers. These new trains will create significant extra capacity for our customers travelling into London Euston and the West Midlands.’

Desiros are popular with train operators and public alike. Says Hans-Jörg Grundmann, CEO of the Rail Systems Division at Siemens, ‘Last year, our fleet travelled a total distance of more than 615,000 kilometres within four weeks without a technical fault. That’s nearly as far as a trip to the moon and back. And it’s the new British record for a passenger train.’

 
wanderer53 Sir Nigel Gresley

Location: front left seat EE set now departed

The Italian private railway operator Fuori Muro has awarded Siemens a contract for two Vectron DC locomotives. It is the first Vectron order from Italy. The vehicles will be built at the Siemens plant in Munich-Allach and delivered to the customer in December 2013. The Vectron is the new generation of Siemens locomotives for the European market and was presented for the first time at the 2010 InnoTrans International Trade Fair for Transport Technology.

Fuori Muro will use the two locomotives primarily to transport freight on the roughly 60 kilometer long railway line connecting the port city of Genoa and the Interporto Rivalta Scrivia terminal in its hinterland. With a driving power of 5.2 megawatt and a weight of 80 tons the Vectron DC operates at a maximum speed of 160 kilometers per hour. The contract awarded by Fuori Muro is the first which Siemens has received for its Vectron DC locomotives worldwide. The first customer for Vectron locomotives was the Munich-based locomotive leasing company Railpool, which ordered six Vectron AC in December 2010.

Vectron locomotives are 98 percent recyclable. The Vectron family thus belongs to the Siemens environmental portfolio with which the company achieved revenues of around € 30 billion in fiscal 2011, making Siemens one of the world’s leading providers of eco-friendly technology. Products and solutions provided by Siemens have enabled customers to save almost 320 million tons of carbon dioxide (CO2) during the same period. These emissions correspond to the annual carbon footprint produced by the cities of Berlin, Delhi, Hong Kong, Istanbul, London, New York, Singapore and Tokyo combined.

 
wanderer53 Sir Nigel Gresley

Location: front left seat EE set now departed


Siemens sells two Vectron locomotives to Italy for the first time

  21.03.2012    



The Italian private railway operator Fuori Muro has awarded Siemens a contract for two Vectron DC locomotives. It is the first Vectron order from Italy. The vehicles will be built at the Siemens plant in Munich-Allach and delivered to the customer in December 2013. The Vectron is the new generation of Siemens locomotives for the European market and was presented for the first time at the 2010 InnoTrans International Trade Fair for Transport Technology.
Fuori Muro will use the two locomotives primarily to transport freight on the roughly 60 kilometer long railway line connecting the port city of Genoa and the Interporto Rivalta Scrivia terminal in its hinterland. With a driving power of 5.2 megawatt and a weight of 80 tons the Vectron DC operates at a maximum speed of 160 kilometers per hour. The contract awarded by Fuori Muro is the first which Siemens has received for its Vectron DC locomotives worldwide. The first customer for Vectron locomotives was the Munich-based locomotive leasing company Railpool, which ordered six Vectron AC in December 2010.
Vectron locomotives are 98 percent recyclable. The Vectron family thus belongs to the Siemens environmental portfolio with which the company achieved revenues of around € 30 billion in fiscal 2011, making Siemens one of the world's leading providers of eco-friendly technology. Products and solutions provided by Siemens have enabled customers to save almost 320 million tons of carbon dioxide (CO2) during the same period. These emissions correspond to the annual carbon footprint produced by the cities of Berlin, Delhi, Hong Kong, Istanbul, London, New York, Singapore and Tokyo combined.


 
wanderer53 Sir Nigel Gresley

Location: front left seat EE set now departed


Siemens has won a contract from Italian private railway operator Fuori Muro to build two Vectron DC locomotives.

The locomotives will be built at Siemens' Munich-Allach plant and are scheduled to be delivered in December next year.

Each of the locomotives will have a length of 18.9m, width of 3m and height of 4.2m.

After delivery the locomotives will be used by Fuori Muro to carry cargo on the 60km long railway line that connects the port city of Genoa and the Interporto Rivalta Scrivia terminal in its hinterland.

Siemens' new generation Vectron DC is developed for the European market and will have a driving power of 5.2 megawatt, a weight of 80t, and a maximum speed of 160km/h.

Fuori Muro's contract is the first that Siemens has won for its Vectron DC locomotives, while the company's first customer for Vectron locomotives was Railpool, a Germany-based locomotive leasing firm, which ordered six Vectron AC in December 2010.

The Vectron family of locomotives belong to the company's environmental portfolio and the locomotives are 98% recyclable.

Siemens Infrastructure & Cities Sector (Munich, Germany) includes the divisions rail systems, mobility and logistics, low and medium voltage, smart grid, and building technologies.

The company's rail systems division manufactures a range of vehicles from rail cars to metros and locomotives, to trams and light-rail vehicles.

 

Image: Siemens' Vectron DC locomotives will have a length of 18.9m, width of 3m and height of 4.2m, and are made of recyclable material. . Photo: Siemens

 
wanderer53 Sir Nigel Gresley

Location: front left seat EE set now departed








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Bogies for




 

 

The order for new trains for Thameslink has been controversial since it was first announced back on 16 June 2011. Siemens became the preferred bidder, and since then the national and local press has been awash with politicians, interest groups, trade unions and others urging the government to think again and hand the order to Siemens™ great rival, Bombardier.

As well as pointing out the obvious, that Bombardier has a UK-based train assembly plant whereas Siemens doesn™t, one of the arguments put forward was that Bombardier has an established bogie for the new train, the German-built FLEXX Eco, whereas Siemens does not.

So it was with great interest that the rail engineer set off for Graz in Austria for a first look at the SF7000 the new Siemens bogie for Thameslink.

But, hang on! The Thameslink contract STILL hasn™t been awarded (as of 12 March a DfT spokesman says the announcement is now expected in the spring!). So how have Siemens already built a new bogie for it? That was something else to ask about in Austria.

Styrian splendour

Graz is two hours south of Vienna, and is south of the Alps so has a milder climate than much of the rest of Austria. The capital of Styria, Graz is Austria™s second city, although it has a population of only 250,000. The city encompasses six universities, whose 44,000 students add to the resident population. The Old Town is one of the best preserved medieval centres in Europe, and in 1999 it was added to the list of UNESCO world heritage sites.

Bogies, and railway vehicles, have been built in Graz since the middle of the nineteenth century. J Weitzer Wagon Construction was founded in 1854, and by 1934 had combined with H D Schmid of Vienna to form Machinen and Waggonbau Schmid. The company went through several name changes and owners until Siemens acquired 26% in 1992 and 100% by 2001. Production of vehicles ceased and today the Graz factory is Siemens™ centre of excellence for bogie production for everything from trams to Velaro high speed trains.

Replacing the SF5000

The factory™s latest creation is the new SF7000. It is the bogie that will be used on the new Thameslink fleet, but as no firm order has been signed, why was it developed? Steve White, Siemens™ Service Director for the UK explained. At the end of January 2007, it was decided that we needed a replacement for the Desiro UK trains that we had been supplying to the British market for the last few years. So a conceptual study was undertaken to define the specification for such a train. It would have to be lighter, and more energy efficient, than the trains which had gone before.

Siemens committed 50 million to develop the new train. When the Thameslink contract came along in 2009, it gave an added impetus to the programme as this was an obvious opportunity for the new design. The tender was submitted, but development continued as the new train, now named Desiro City, was going to be needed regardless of whether the company won the Thameslink contract or not.

From a bogie point of view, the existing SF5000 bogie was still doing sterling service. Siemens trains, with SF5000 bogies, are the most reliable in service in the UK today. However, to get the maximum performance from the new train, a new bogie would be needed.

Helmut Ritter is Head of Engineering, Bogies, and to him fell the task of developing the new bogie. We needed the new bogie to be lighter than the old SF5000 much lighter, he commented. The reduced weight would consume less energy, and also be kinder to the track resulting in lower track access charges for our customers.

Losing weight

How to reduce the weight while keeping the same reliability? That was the question that Mr Ritter put to his design team. And the answer turned out to be a very different looking bogie indeed.

For a start, the frame is inboard rather than outboard. This saves a considerable amount of weight in itself as far less steel plate is involved in its construction. However, having the frames between the wheels cuts down on the space for packaging the rest of the components, giving the designers more headaches.

Next to go was the bolster. This normally rests on top of the bogie, and contains air reservoirs for the suspension and adds stiffness to the construction. It is also very heavy. The air reservoirs have been moved up into the car body, and the stiffness now results entirely from clever frame design.

The steel axle is normally also very heavy. The new one isn™t it™s hollow!

Better brakes

The SF7000 bogies use three different forms of braking, but to save weight not all of them are fitted to each bogie. The power bogie has regenerative braking. This reverses the function of the motor, turning it into a generator and also acting as a brake as it consumes kinetic energy. It is the primary braking system as it saves money by reducing the power consumption of the train.

The power bogies are also fitted with tread brakes. Traditionally, these are inefficient, noisy brakes which work by rubbing a pad on the tyre of the flanged wheel. Crude freight wagons use these brakes and have done for decades. Now, however, they use organic brake pads similar to those used on disc brakes, they are quiet and don™t damage the wheel, and they have the benefit of keeping the wheel clean and free from oil, leaf debris and other contaminants.

The trailing (unpowered) bogie has two large ventilated disc brakes mounted on each axle. These give good retardation and are used to balance the braking effect of the trailing and motor bogies. In any situation, the train control system uses a combination of all three methods of braking to give the most energy efficient performance.

The rest of the bogie has been designed around these weight-saving measures. To give good performance and low track wear there is a short wheelbase (only 2200mm on the motor bogie) and 820mm diameter wheels. Primary suspension is by rubber layer spring, with air springs for the secondary. The two electric motors on every motor bogie each deliver 235kW.

Lighter and leaner

Even small components have been examined, and trimmed where possible. The yaw damper brackets, which hang off the outside of the train and are thus peppered by ballast and other debris sucked off the train by the speed of its passing, were redesigned using hardened materials in thinner sections. To check that the resulting lighter bracket was strong enough, a sample was bombarded by stones shot from a catapult in the laboratory and found to be stronger than the original.

The result of all this hard work is a massive weight saving over the current SF5000. The motor bogie is down from 9.3 tonnes to 6.3 (-32%) and the trailing bogie from 6.8 to 4.4 tonnes (-35%). And while the design is new, the technology is not most of the major concepts in the new bogies have been used in earlier Siemens bogies, for example tread brakes were originally used on the SF2100 bogie for Shanghai.

So the first four bogies have been built two motor bogies and two trailing bogies. They will now be subjected to a series of static tests at Graz, before being sent off to the train factory at Krefeld in Germany. There they will be fitted to the first two Desiro City body shells (which have also been built as part of the development programme without a signed Thameslink contract). By the middle of 2012 they will have started racking up thousands of kilometres of testing at Siemens™ own test track at Wildenrath.

Providing the contract is signed as anticipated, in March 2013 the first series production bogies will start to emerge from the Graz factory at a rate of up to 90 each month. The anticipated total of approx 2,400 bogies (1,200 each motor and trailer) represent less than 20% of the factory™s current capacity so, while a significant order, it will not cause manufacturing bottlenecks. After all, Graz is the Centre of Excellence.

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

Suzhou Metro is a rapid transit metro rail system serving the city of Suzhou in the province of Jiangsu in China. The system will be 140km long when completed. It will have initially have four lines, of which two (line 1 and line 2) are currently under construction. Two more lines are planned to be built in future.

Line 1 is planned to be opened in June 2012 and will cost an estimated $1.84n. It is expected to be used by 130,000 passengers.

Construction on line 2 began in December 2009 and is expected to be completed in 2014.

Line 3 will see start of its construction in 2012 and will be operational in 2016. Line 4 will be completed by 2020.

Background and objectives of the Suzhou metro project

"Construction on line 2 began in December 2009 and is expected to be completed in 2014."
Suzhou is a major industrial and tourist city located beside Shanghaimunicipality in China. It is a densely populated area and a growing tourist attraction.

A study of the city's transport network was carried out by SYSTRA in 2001-02 to find an alternative transportation solution for coping with the city's growing traffic.

metro project comprising of two lines was framed initially and the lines were approved by the central government in 2008 (line 1) and 2009 (line 2). In 2009 the government, however, decided to revise and update the network plan to extend it up to six lines.

Four lines had been planned initially.

Suzhou's metro project is aimed at providing the city with an efficient, faster and eco friendly means of transport. It will connect the whole city with lines running from east to west and north to south.

Line routes of the rapid transit metro rail system in Jiangsu

Line 1 of the Suzhou metro will run from Lingtianche in the west to Zhongnanjie in the east. It will be 25.74km long and will be totally underground, with 24 stations.

"Siemens was awarded a $26.6m subcontract by the Nanjing Research Institute of Electronic Technology (NRIET) on behalf of the Suzhou metro."
It will have interchanges at Suzhou Leyuan (Suzhou amusement park) and Xingtangjie (Xingtang Street) for line 3, Guangjinanlu (Guangjinan Road) for line 2 and Leqiao for line 4.

Line 2 will be 27km long and connect north and south parts of the city. It will extend from Suzhougaotiezhan to Yingchunnanlu, with 22 intermediate stations. One terminal of this line will be connected to the Beijing-Shanghai high-speed railway and the other end to south outer ring road in Wuzhong.

The line will have interchanges at Suzhou Huo Che Zhan (Suzhou railway station) and Guangjinanlu (Guangjinan Lu) for line 1, Baodaixilu (Baodaixi Lu) for line 3, and Shihulu (Shihu Lu) for line 4.

Line 3 will be a 43.5km stretch between Xinquchengtie Station and Weiting, with 31 stations in total. It will have interchanges at Huashan Road for line 3, Baodai West Road for line 2, Baodai East Road for line 4, plus two interchanges at Suzhou amusement park and Xingtang Street for line 1. A branch of line 3 is also planned to stretch westwards from the Huashan Road station.

Line 4 will be a 31.2km stretch from Wanggengshang to Wangshan Road, with 22 stations in total. It will have interchanges at Renminlu for line 1, Baodaidonglu for line 3 and Shihulu for line 2.

Construction of the Chinese industrial city's four line metro

A feasibility study for line 1 was completed in November 2003. Overall design was ready by March 2004. Tenders were called in March 2008 and contracts were awarded. Construction began in 2008 and was almost completed by 2011.

Excavation for two tunnels of length 23km was done using 14 tunnel boring machines. Chinese Seismic Intensity Scale level six standards are maintained in the construction of stations and tunnels.

Rolling stock on the proposed 140km long Suzhou metro

Line 1 will employ 24 trains, which will have operating speeds of 35km/h. The contract to supply the trains was awarded to China South Locomotive and Rolling Stock (CSR) in 2010. As of December 2011, 21 metro cars had been delivered and trail runs were being executed.

On March 2012 a $79.03m contract was awarded to Nanjing SR Puzhen Rail Transport (NPRT) for 23 five-car Type B2 trains for line 2. The trains will be delivered between 2013 and 2014.

NRPT is a joint venture between CSR and Singapore-based aluminium alloy component supplier Midas Holdings.

Signalling and communications along the four lines

Siemens was awarded a $26.6m subcontract by the Nanjing Research Institute of Electronic Technology (NRIET) on behalf of the Suzhou metro to supply train guard MT communication based train control (CBTC) signalling, with an air link, for line 1.

The contract also includes supply of a free propagation radio WLAN system, Sicas ECC electronic interlocking system and AzS axle counters.

 
wanderer53 Sir Nigel Gresley

Location: front left seat EE set now departed

Siemens to provide signaling systems for Athens Metro extension

  11.04.2012    



Siemens has been awarded an order to supply signaling systems for the nearly 16-km-long extension of metro Lines 2 and 3 in the Greek capital by operator Attiko Metro S.A. The scope of supply includes the electronic interlockings and outdoor equipment, as well as the trackside components for automatic train control system. Furthermore, 17 trains will be fitted with Siemens onboard units. The order is worth a total of around 41 million euros and calls for first phase to be commissioned in autumn 2013.
Following the Siemens contract to equip metro lines 2 and 3 with signaling systems in 2002, the new project consists of two separate extension stages. The first stage will see Lines 2 and 3 equipped with signaling systems after being extended by a total of 8.5 kilometers and seven stations. The second phase will involve the installation of signaling systems on a 7.5-km extension of Line 3 up to the port of Piraeus, encompassing a total of six new stations. These extensions will provide urban developments with a metro link to the city center and are expected to significantly improve the traffic situation in Athens. Operator Attiko Metro expects a daily passenger volume of around 160,000 on completion of the first stage alone – the equivalent of roughly 30,000 fewer cars on the capital's roads and a reduction of 130 metric tons in CO2 emissions.
The signaling extension contract includes the delivery, installation and commission of Sicas electronic interlockings, LZB 705M automatic train control systems and a Vicos 111 operations control system as well as a complete facility for future staff training.
The LZB 705M ATC (Automatic Train Control) system is a high performance ATP (Automatic Train Protection) and ATO (Automatic Train Operation) system, which optimizes punctuality and train headways. It also frees drivers from routine tasks, meaning that they can concentrate more on ensuring passenger safety.


 
wanderer53 Sir Nigel Gresley

Location: front left seat EE set now departed


PKP IC puts Vectron through its paces






Wednesday, April 11, 2012




POLISH State Railways (PKP) subsidiary PKP Intercity (PKP IC) has begun testing a Siemens Vectron electric locomotive on long-distance passenger services.
 

 


The trial, which began on April 1, involves a Siemens-owned 5.2MW 3kV dc demonstrator locomotive, which is being used daily on two return services between Warsaw and Krakow, a total distance of around 1250km. Testing is due to continue until the end of the month, but may be extended.

Siemens launched the Vectron family of diesel and electric locomotives in 2008, and the prototype locomotives have been tested in various European countries over the last two years, although they are only currently certified for use in Poland.

Nonetheless, leasing company Railpool has ordered six 6.4MW 15kV ac Vectrons for delivery this year, while Italian open access operator Fuori Muro has ordered two 5.2MW 3kV dc units, which will be introduced on services from Genoa to Interporto Rivalta Scrivia near Alessandria in December 2013.


• PKP IC announced on April 10 that it had invited tenders for a contract to supply 25 new coaches for Wroclaw - Poznan - Bydgoszcz - Gdynia services. Bids must be submitted by May 25. The estimated contract value is Euros 38m.
 
Photo: Quintus Vosman



 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

Siemens has been awarded an order to supply signaling systems for the nearly 16-km-long extension of metro Lines 2 and 3 in the Greek capital by operator Attiko Metro S.A. The scope of supply includes the electronic interlockings and outdoor equipment, as well as the trackside components for automatic train control system. Furthermore, 17 trains will be fitted with Siemens onboard units. The order is worth a total of around 41 million euros and calls for first phase to be commissioned in autumn 2013.

Following the Siemens contract to equip metro lines 2 and 3 with signaling systems in 2002, the new project consists of two separate extension stages. The first stage will see Lines 2 and 3 equipped with signaling systems after being extended by a total of 8.5 kilometers and seven stations. The second phase will involve the installation of signaling systems on a 7.5-km extension of Line 3 up to the port of Piraeus, encompassing a total of six new stations. These extensions will provide urban developments with a metro link to the city center and are expected to significantly improve the traffic situation in Athens. Operator Attiko Metro expects a daily passenger volume of around 160,000 on completion of the first stage alone – the equivalent of roughly 30,000 fewer cars on the capital’s roads and a reduction of 130 metric tons in CO2 emissions.

The signaling extension contract includes the delivery, installation and commission of Sicas electronic interlockings, LZB 705M automatic train control systems and a Vicos 111 operations control system as well as a complete facility for future staff training.

The LZB 705M ATC (Automatic Train Control) system is a high performance ATP (Automatic Train Protection) and ATO (Automatic Train Operation) system, which optimizes punctuality and train headways. It also frees drivers from routine tasks, meaning that they can concentrate more on ensuring passenger safety.

 
wanderer53 Sir Nigel Gresley

Location: front left seat EE set now departed

Siemens has been awarded a signalling contract for the 16 km-long extension of Athens metro Lines 2 and 3, by the operator Attiko Metro S.A.

The contract includes the installation of electronic interlockings and outdoor equipment, as well as the trackside components for automatic train control system.

Furthermore, 17 trains will be fitted with Siemens onboard units.

The order is worth a total of around €41 million and calls for first phase to be commissioned in autumn 2013.

The first stage will see Lines 2 and 3 equipped with signaling systems after being extended by a total of 8.5 kilometers and seven stations.

The second phase will involve the installation of signaling systems on a 7.5-km extension of Line 3 up to the port of Piraeus, encompassing a total of six new stations.

These extensions will provide urban developments with a metro link to the city center and are expected to significantly improve the traffic situation in Athens.

Operator Attiko Metro expects a daily passenger volume of around 160,000 on completion of the first stage alone – the equivalent of roughly 30,000 fewer cars on the capital’s roads and a reduction of 130 metric tons in CO2 emissions.

 
wanderer53 Sir Nigel Gresley

Location: front left seat EE set now departed


Siemens has won a €41m contract to provide signalling systems for the 16km extension of lines 2 and 3 on the Athens subway system in Greece.

Siemens will supply electronic interlockings, outdoor equipment and the trackside components for the automatic train control (ATC) system to the lines operated by Attiko Metro.

The contract also includes the delivery, installation and commission of Sicas electronic interlockings, LZB 705M ATC systems and a Vicos 111 operations control system, as well as a complete facility for future staff training.

LZB 705M ATC is a high-performance automatic train protection (ATP) and automatic train operation (ATO) system, which optimises punctuality and train headways.

The first phase of construction is expected to start in autumn 2013, where 17 trains will be equipped with Siemens onboard units.Two separate extension stages will be included in the new deal, following winning the contract in 2002.

The first part includes installing of signalling systems on the lines 2 and 3, after being extended by a total of 8.5km and seven stations.

Phase two will involve the installation of the systems on a 7.5km extension of line 3 up to the port of Piraeus, which will serve six new stations.

The company said that the extensions will provide urban developments with a metro link to the city centre and are expected to improve the traffic situation in the Greek capital.

Upon completion of the first stage of the project, Attiko Metro expects to carry about 160,000 passengers daily and cut down CO2 emissions by 130t. 

 

Image: Siemens will provide electronic interlockings, outdoor equipment, and trackside components for ATC system on the lines 2 and 3 of the Athens subway system. Photo: courtesy of Badseed.

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW


PKP IC puts Vectron through its paces






Wednesday, April 11, 2012




POLISH State Railways (PKP) subsidiary PKP Intercity (PKP IC) has begun testing a Siemens Vectron electric locomotive on long-distance passenger services.
 

 

The trial, which began on April 1, involves a Siemens-owned 5.2MW 3kV dc demonstrator locomotive, which is being used daily on two return services between Warsaw and Krakow, a total distance of around 1250km. Testing is due to continue until the end of the month, but may be extended.

Siemens launched the Vectron family of diesel and electric locomotives in 2008, and the prototype locomotives have been tested in various European countries over the last two years, although they are only currently certified for use in Poland.

Nonetheless, leasing company Railpool has ordered six 6.4MW 15kV ac Vectrons for delivery this year, while Italian open access operator Fuori Muro has ordered two 5.2MW 3kV dc units, which will be introduced on services from Genoa to Interporto Rivalta Scrivia near Alessandria in December 2013.


• PKP IC announced on April 10 that it had invited tenders for a contract to supply 25 new coaches for Wroclaw - Poznan - Bydgoszcz - Gdynia services. Bids must be submitted by May 25. The estimated contract value is Euros 38m.
 



 
Tonymercury Sir Nigel Gresley

Location: Botany NSW


Seventeen months after the huge contract was announced, the first of a new batch of electric locomotives built for Amtrak by Siemens Industry Inc., Sacramento is nearing completion.

And this week, the company will also receive honors, a regional Green Leadership Award, for its global sustainability practices.

Siemens announced in November 2010 a $466 million contract to build 70 electric locomotives for Amtrak as part of the country’s largest rail operator’s fleet-rejuvenation initiative.

In addition to a healthy budget, the contract also meant good things in the local job market. An additional 250 workers, according to Siemens, were required for the project, including 200 more in Sacramento and an additional 50 combined in Norwood, Ohio, and Alpharetta, Georgia.

The construction of the locomotives is part of Amtrak’s multiyear Fleet Strategy Plan to replace its entire fleet of passenger rail cars and locomotives over the next 30 years.

“This isn’t your grandfather’s locomotive,” Oliver Hauck, president of the Mobility Division of Siemens, said when the contract was announced. “Not only will we use renewable energy to build them, the locomotives will also include energy-efficient features such as regenerative braking that can feed up to 100 percent of the energy generated during braking back to the power grid.”

The Amtrak order is currently on schedule. “The first car body and frame are scheduled for completion this summer, and the first locomotive delivered to the test track in early 2013,” said Michael Krampe, director of media relations for Siemens, via email.

Siemens’ light-rail manufacturing facility in Sacramento has been in operation for more than 27 years. It’s powered up to 80 percent by 2 megawatts of solar energy and employs 750 people. In addition to its new Sacramento project, Siemens is currently building light-rail cars in Sacramento for Denver; Calgary and Edmonton, Canada; Portland, Oregon; Hampton Roads, Virginia; Charlotte, North Carolina; and Salt Lake City.

Locomotives aside, Siemens also works on high-speed rail and provides baggage-handling systems for more than 100 major U.S. airports and automation systems that help the U.S. Postal Service process 90 percent of the country’s mail.

Although Siemens doesn’t reveal the cost of individual locomotives, the company believes its reputation places it at the forefront of the industry.

“In addition to being faster than other locomotives in the market, our locomotives are lighter, safer, and create less wear and tear on the tracks,” said Krampe.

Beyond Sacramento, other main components of the new locomotive will be made in Alpharetta (motors) and Norcross, Georgia (propulsion containers).

“These locomotives will be built in America using renewable energy and provide cleaner, more efficient movement of people on the most heavily traveled rail route in the country,” said Daryl Dulaney, president and CEO of Siemens Industry Inc.

Siemens currently produces one-third of the light-rail vehicles in the United States. The new Amtrak Cities Sprinter is based on Siemens latest iteration of the EuroSprinter electric locomotive. More than 1,600 units are in operation worldwide. It will be customized to sustain a speed of 125 miles per hour in the new project.

 
 
Tonymercury Sir Nigel Gresley

Location: Botany NSW
NORWAY: Infrastructure manager Jernbaneverket confirmed on April 17 that control of its Bergen - Geilo line had been successfully switched to a new control centre. This is a key step in its three-year programme to resignal the entire Bergen - Honefoss route, which is due to be completed by the end of May. Faced with the problem of obtaining spares for its obsolete ECTC interlocking installed in 1979, Jernbaneverket decided to replace the entire CTC installation with a new Siemens Vicos interlocking, under a design and construct contract valued at NKr61m. As well as resignalling the existing stations, the project includes the introduction of intermediate block posts to increase line capacity. CTC has been used widely in Norway since the first installation on the Ofotbanan in 1963, but the Bergen line is the last of Norway’s main lines to be provided with a modern remote control system, according to project manager Kjell Atle Gullbraa.  Installation of the Vicos equipment on the Bergen line began last year, along with an IP-based communications network using an optic fibre backbone. Following the transfer of control for the Bergen area, the remainder of the route will be migrated to the new control centre over the next two months, concluding with the Hol – Hønefoss section. Another new feature is a dedicated link between the new Bergen line control centre and the existing Vestfold line control centre in Drammen. This will enable either centre to act as a back-up to the other in the event of any disruption.
 
wanderer53 Sir Nigel Gresley

Location: front left seat EE set now departed

J. Murphy & Sons Limited and Siemens Smart Grid, Rail Electrification, have secured the North West Electrification Phase 1 Traction Power Supply contract with Network Rail, worth over £5 million.

The partner companies will focus on the installation of two new substations at the Newton Le Willows and Ordsall Lane Junctions.

The 77-week contract covers the construction of two substation compounds, trackside, as well as, associated civil engineering works.

The works aim to accommodate the installation of power distribution equipment provided by Siemens under a separate supply-only contract to Network Rail.

Murphy and Siemens see the joint venture as a ‘one-stop shop solution for the rail and underground sectors for power upgrade projects’.

The joint venture contract forms a part of Phase One of the North West project to electrify the railway between Manchester Victoria and Liverpool Lime Street stations. The 32-mile long double-track route runs via Huyton and Newton-le-Willows.

 
wanderer53 Sir Nigel Gresley

Location: front left seat EE set now departed


Siemens will supply signaling systems for the extension of metro Lines 2 and 3 in Athens, Greece by operator Attiko Metro S.A.

The scope of supply includes the electronic interlockings and outdoor equipment, as well as the trackside components for automatic train control system. Furthermore, 17 trains will be fitted with Siemens onboard units. The first phase will be commissioned in autumn 2013.

Following the Siemens contract to equip metro lines 2 and 3 with signaling systems in 2002, the new project consists of two separate extension stages. The first stage will see Lines 2 and 3 equipped with signaling systems after being extended. The second phase will involve the installation of signaling systems on the extension of Line 3 up to the port of Piraeus, encompassing a total of six new stations.

The extensions will provide urban developments with a metro link to the city center and are expected to significantly improve the traffic situation in Athens. Operator Attiko Metro expects a daily passenger volume of around 160,000 on completion of the first stage alone — the equivalent of roughly 30,000 fewer cars on the capital's roads and a reduction of 130 metric tons in CO2 emissions.

The signaling extension contract includes the delivery, installation and commission of Sicas electronic interlockings, LZB 705M automatic train control systems and a Vicos 111 operations control system as well as a complete facility for future staff training.

 

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