Solutions for High Speed Trains for future demands in Europe and Asia Christian Schlegel

Siemens AG, Transportation Systems, Erlangen, Germany

Due to an individual and unique history, many of the European countries have developed their own railway system in terms of supply voltage, signalling and operational concepts. On the other hand, the growing integration of the European Union asks for a dramatic increase of cross-border transportation. As a consequence, the Trans European Network and the interoperability of trains has become one of the major issues in high speed rolling stock development. T he different high speed requirements can be served on the basis of one platform solution. Technical and safety issues will be highlighted as well as key competences that are necessary to cope with this challenge. The unique platform for the European market can be adopted to worldwide operation as it will be shown for the Asian and Russian market.

Common and individual Requirements for High Speed Trains

From a global perspective, the requirements for high speed trains can be divided into two categories: Requirements common to all Railways and requirements that are individual to certain regions, railways and even private operators. Among others, common requirements for High Speed Trains are for example

• Life Cycle Costs as a key factor for an economic transportation system • high ride comfort for the passenger including infotainment and on board service • compliance for the Rolling Stock procurement as well as for maintenance, energy, track access and

service (i.e. life cycle cost) • an excellent quality of both, product and project management, as well as • a maximum reliability of the trains to ensure a smooth and economic operation.

History of High Speed Technology in Europe

By developing the ICE 3® for a top speed of 330 km/h, the companies involved in European high speed rail technology took a revolutionary step from a train hauled by a single power car – examples being the ICE 1®, the ICE 2®, the TGV® and the ETR500® – to a multiple-unit-based design with distributed traction equipment. With the Velaro® E for the Spanish RENFE a further evolutionary step in multiple unit technology was achieved in terms of adoption to different system- environmental - and operating-conditions.

Requirements in the European High Speed countries

According to TSI (Technical Specification for Interoperability) [6] any trains which want to travel across borders within the European high speed network must, among other things,

• keep their axle loads under 17 t • meet specific crashworthiness and fire protection requirements • be designed for operation on up to four different overhead line voltages • be equipped with the ETCS European Train Control System, and • incorporate the respective national train protection systems as long as ETCS has not been

introduced Europe-wide. Moreover, the maximum possible degree of standardization must be achieved, at least on the subsystem level, in order to reduce the overall costs for high speed systems without having to dispense with the special and unique character of each respective railway company.

Velaro – The Siemens Platform for 250 – 350 km/h Trains

The Velaro is designed to operate at a max. speed of 350 km/h which makes it one of the world‘s fastest trains f or commercial operation. For example to cover the 630 km distance between Madrid and Barcelona will take only 2 hours 30 minutes, which offers a real alternative to the travel by plane. Apart from being designed for very high speed operation, the Velaro offers a very high level of comfort for the passengers. The comfort index Nmv is less than 2.0 according to UIC leaflet 513 [7]. This index is derived from lateral and vertical accelerations of the passenger and is measured on a scale from 1 (excellent comfort) to > 5 (bad comfort). Consequently an excellent running behavior up to maximum speed characterizes the Velaro.

Fig. 1: The Velaro from Siemens State of the art distributed power technology enables single-deck trains to carry up to about 20 % more passengers from the same length of train. Since 50 % of the axles are driven, it is possible to reduce the necessary adhesion level and to climb gradients as steep as 40 ‰ like those encountered on the Cologne–Frankfurt high speed line. Furthermore, th e distributed traction results in a homogenous axle weight all over the trainset length, thus reducing track wear. The traction power equipment with to 8800 kW at the wheel and the proven ICE 3 bogies were optimized for continuous operation at 350 km/h. Each of two redundant power transformers supplies two converter units which, in turn, power four axles each (see. Fig. 2) with the result that there are 16 powered axles. Consequently, even when the adhesion coefficients are low, the train is capable of applying the continuous maximum power to the rail. The Velaro comes with an Energy-saving, three-stage Brake System:

The Velaro feeds the braking energy back into the overhead line system if the latter is receptive. This enables for optimized use of kinetic energy and in consequence minimal energy consumption. During pneumatic braking, the powered axles are braked by means of two double wheel-mounted disc brakes per axle, whereas the non-powered axles are braked by means of three brake discs mounted on each axle. The rheostatic brake, which is controlled via a brake chopper, has a braking effort of 7200 W, and enables wear-free braking even if the power supply is cut off. Likewise in the event of power supply failure, it is possible to continue operation of the auxiliaries because they are fed from the intermediate traction circuit via a step-down chopper. Compared to the ICE 3, the Velaro’s auxiliary power rating was increased in order to provide the necessary cooling power for the air-conditioning system and fans to combat outdoor temperatures up to 50 degrees.

Fig. 2: Electrical circuit for the traction equipment of the Velaro E

Onboard Control System of the Velaro

The onboard control system of the Velaro consisting of communication, vehicle control, operator control & visualization as well as diagnostics is largely identical to that of the ICE 3. The basis of the hierarchical two-level Train Communication Network (TCN) comprises the WTB (Wired Train Bus) and the multi-function vehicle bus (MVB), see fig 3. From the point of view of the onboard control system, a train consists of two sets of four cars each, each set forming a traction unit with its own MVB segment. The WTB not only connects these two traction units to each other, it also ensures the integrated control of two coupled trains. This communication network connects all the important components and permits overall vehicle control and diagnosis. The diagnostic results are presorted before they are provided to the train personnel and, if necessary, sent to the maintenance depot by means of wireless data transmission. In addition, a UIC bus has been implemented all through the train., This enables announcements to be made and voice connections to be established

even if the other bus systems fail. All other passenger information and entertainment programs are broadcast via the passenger information bus (FIS).

Fig. 3: The control system structure of the Velaro E, shown here the end-car

Train Control and Protection System

One of the most important performance criteria is the compliance with today‘s interoperability standards. The Velaro is TSI compliant, has ETCS level 2 on board and provides the necessary equipment for operation on national train protection systems, too. To provide the prerequisites for the operation on conventional routes, such as lines with LZB equipment instead of ETCS, the special STM-modules (Specific Transmission Module) are integrated. They provide full compatibility between ETCS and conventional LZB-Functionality according to UNISIG specifications. The train protection equipment is fully redundant as specified in UNISIG-Specification SRS 2.2.2.

Interoperability

The Velaro is designed to operate on the entire European high speed network as well as on all future networks that are equipped with ETCS infrastructure. It can operate under 4 different voltage systems if supplied with the ICE3 MS-traction equipment. In the Velaro, top priority is assigned to passenger safety in accordance with TSI stipulations. The tough fire-related provisions require that in the event of a fire the train must be able to keep going reliably for 15 minutes at a speed of up to 80 km/h, for example, to leave a tunnel. A fire protection test confirmed the fire resistance of 15 minutes between 2 adjacent cabs, especially between the drivers cab and the passenger compartment. Another requirement is given from TSI crashworthiness of the drivers cab. In case of a crash, only a limited cab deformation and a not deformed survival area of the drivers cab are permitted. Such safety precautions are among the preconditions for operation on conventional routes with mixed traffic.

Vehicle Concept of the Velaro

The Velaro platform can be combined with several basic types of standard cars. The end-car with the drivers cab is the club car in the Spanish version. A lounge between the entrance and the cab provides a conference room. The motor cars and the transformer car are equipped with the “Preferente” and “Tourist” interior. The intermediate cars complete the whole train with the bistro area and additional passenger coaches. The configuration of an 8 car train is shown in Fig. 4 for the Spanish Velaro E.

Fig. 4: Train configuration of the Velaro E

Modular Interior Design of the Velaro

Taking advantage of its modular design, the Velaro can be equipped with various kinds of configurations and interior fittings, in order to offer the optimum solution to the operator and its passengers: A customer can choose between cafeteria and full size restaurant, depending on the catering and service concept of the operator. An at-seat-service can also be offered from smaller galleys in various cars. The passenger areas can be equipped with standard or swiveling seats, with in-seat video and audio entertainment system or overhead video screens. For presentation of various kind of information like travel time, departure and arrival time, speed, location etc., a passenger information system with interior and exterior displays is provided. Advertisements like special offers of hotels, restaurants, attractions or car rental companies at the next destination can be made available as well. For time table information, travel assistance etc, a separate passenger information and service counter is fitted in one of the cars. An electronic reservation system is one of the optional features of this train.

Fig. 5: Detail of the interior of the Velaro: Galley in the Bistro Car Highlight of the Velaro design are the lounges, situated directly behind the drivers cab, only separated by a glass window. This area offers the passenger the unique possibility to watch the amazing high speed run directly through the front window.

Fig. 6: State of the art: modern audio- and video-system in the passenger area On the Velaro E one lounge is equipped as a meeting room with a large glass table and separate chairs. The transparency of the separation glass can be electrically controlled by the driver and can be made opaque if required.

Fig. 7: Meeting area behind the drivers cab Depending on the required performance, the Velaro can be fitted with two different types of air conditioning systems. For normal performance like in central Europe, the air based cooling system can be installed. Well known from installation in aircrafts this system is very environmental friendly due to the lack of chemical coolant fluids. The cooling process is performed by depression and compression of air. For very high cooling performance requirements a system based on conventional cooling technology can be installed. Therefore the Velaro E on the Madrid – Barcelona line was equipped with this technology. Furthermore the air conditioning for the passenger compartments is of a redundant design, increasing comfort under degraded operation.

The Velaro for China

The situation in Asian countries is characterized by strong economic growth combined with an enormous demand for transport capacity and, except for Japan, Korea and Taiwan, also a tremendous need to catch up in terms of high speed transportation technology. China is a good example of this, having annual economic growth rates of 8 to 10 % and the most ambitious transportation program in the world. As an example the MoR (Ministry of Railways) is planning more than 10,000 km of new high speed routes to be built until 2010 for fast passenger service. In order to build up an efficient high speed system as quick as possible, suppliers of the high speed trains are not only being asked to supply the latest technology but also to engage in comprehensive technology transfer. Building up the Chinese high speed industry thus involves the localization of train production, the localization and qualification of the entire chain of sub-suppliers, and the buildup of operating, maintenance and service know-how. The necessity of cross-border operation, however, only plays a minor role.

Fig.8: Design study of the Chinese version of the Velaro platform

On November 10, 2005, after a phase during which all high speed systems had been evaluated, the MoR decided in favor of the Velaro as the future train system for the prestigious first 300 km/h route. The 60 trains which have been ordered are to be used initially to link the Olympic cities Beijing and Tjanjin. The first train will be delivered to China at the beginning of 2008. The Velaro CN for China – called the CRH 3 by the MoR – has been adapted to meet the different requirements of the MoR in respect of vehicle clearance envelope and interior fittings, but has retained the proven platform elements such as aluminum car bodies, distributed traction equipment, bogies and also train and traction control. The most notable differentiating characteristic is the car body, which has been widened to approximately 3.26 m to allow a 2+2 seating arrangement in the 1st class and a 2+3 arrangement in the 2nd class compartments. The eight-car 200-meter train can thus accommodate more than 600 passengers. Special features such as the no-step entrance area, two 1st class lounges in the end cars, hot-water dispensers in each car, and the galley equipment have been customized to Chinese needs. Powered by IGBT converters, the Velaro CN has 8,800 kW of installed power and is designed for traveling speeds of up to 300 km/h.

The Velaro for Russia

Like China, the Russian railway has also set itself the goal of becoming an active player in the league of high speed rail nations. There is therefore a need to successively build up a high speed transportation industry in Russia through localization and technology transfer. Initially, high speed rail service is to start on the 3kV route between Moscow and St. Petersburg, with eight trains operating at speeds of up to 250 km/h. The upgrading of this route for higher speeds as well as the construction of a new 25 kV high speed route for speeds over 300 km/h are currently being planned. At the same time, links to other major cities in the Russian federation are to be created as well.

Fig. 9: Design study of the Russian version of the Velaro platform

On April 11, 2005, Russian Railways (RZD) and Siemens signed a contract calling for the joint development of a Russian high speed train based on the Velaro platform and adapted to the special operating conditions. The following are some core elements of the new train now being developed:

• Manufacture as a ten-car train with over 600 seats. • Design of the traction system for operation on line voltages of DC 3 kV and AC 25 kV. • Operating speed of 250 km/h in the 3 kV system with the option of a speed increase to

≥300 km/h in the 25 kV system. • Traction power of up to 8000 kW at the wheel. • Positioning of Business Class in the two end cars, and • CCTV surveillance of the passenger areas and the outer contours of the train. • Temperatures of minus 50 degrees. • Special design for operation under extreme winter conditions such as ice and snow

Conclusion

To provide maximum benefits for customers and suppliers Siemens developed the Velaro platform to suit most of the individual railways’ requirements. An installed power of 8,000-8,800 kW allows for maximum speeds between 250 and 350 km/h. Flexibility in terms of train length, number of passengers, track gauge and power supply voltage system is one of the salient design principles of this train. As an example the Velaro can be configured with 8 to 16 cars providing a seating capacity between 400 and 1,200 seats per trainset. The following table illustrates the various applications of the Velaro platform in Spain, China and Russia (see table 1). unit Velaro E Velaro CN Velaro RUS Number of cars 8 8 10 Supply voltage [kV / Hz] AC 25 / 50 AC 25 / 50 DC 3 / -; AC 25 / 50 Maximum speed [km/h] 350 300 250 - 300 Track gauge [mm] 1,435 1,435 1,520 Seating capacity 404 601 605 Rated traction power [kW] 8,800 8,800 8,000 Table 1 Technical data Velaro E, Velaro CN, Velaro RUS With the Velaro platform many of the common and individual requirements of high speed customers worldwide can be fulfilled. Apart from the design that incorporates customer desires in an economic technical solution, the following core competencies are first and foremost required from the manufacturer:

• A spirit of innovation combined with many years of experience in high speed technology

• A “quality first” – mindset throughout the value chain • A dedicated team and a professional project management for large scale projects

The final aim of rail-based high speed transportation for rail operators and suppliers must be to become a more attractive, environment-friendly and cost-effective alternative to road and air travel.

References

[1] Cuylen, J.; Landwehr, H; Rieger, H.: Der neue Hochgeschwindigkeitszug AVE S 103 der RENFE. In: ZEVrail Glasers Annalen (126) 2002.

[2] Möller, D.; Fischer, J.: A real alternative to flying. In: Railway Gazette International (2002), H. 10, S. 641–642.

[3] Budzinski, F., Fischer J., Markowetz H.: Elektrische Ausrüstung des Hochgeschwindigkeitszuges Velaro E. In: Elektrische Bahnen 102 (2004), H. 3, S. 98-108.

[4] Weschta, A.; Dreimann, K; Kurz, H.: Technische Spezifikation Interoperabilität europäischer Hochgeschwindigkeitszüge. In: Elektrische Bahnen 98 (2000), H. 9, S. 312–329.

[5] Gapanovich, V. A. (Vizepräsident der RZD): Technische Anforderungen für elektrische Hochgeschwindigkeitszüge für Bahnstrecken Moskau – St. Petersburg – Helsinki und elektrische Schnellzüge für den Passagierverkehr auf Bahnstrecken Russlands, 2005-05-3030.

[6] TSI: Technical Specification for Interoperability relating to the rolling stock subsystem of the trans-European high-speed rail system. Article 6(1) of Directive 96/48/EC.

[7] UIC 513: 01.07.1994: Guidelines for evaluating passenger comfort in relation to vibration in railway vehicles. International Union of Railways.