DB keeps ICX options open
25 Sep 2008 | Ralf Roman Rossberg
GERMANY: DB is to call tenders by the end of this year for new trainsets, currently designated ICX, which will replace its existing locomotive-hauled InterCity and EuroCity fleets from 2013 onwards. Ralf Roman Rossberg reports.
For some time DB Fernverkehr has recognised the need to replace its vast fleets of locomotive-hauled InterCity and EuroCity coaches which, despite extensive refurbishment, are approaching life-expiry. Hence the announcement earlier this year that DB was preparing to call tenders for between 100 and 130 new trainsets (RG 4.08 p205).
The multi-million euro investment effectively marks the end of a period lasting nearly two decades during which the operator has focused primarily on developing its premium corridors between major cities using three generations of ICE high speed trains operating over new and upgraded infrastructure.
The decision also reflects DB’s renewed recognition of InterCity as a distinct product offering. In the past, the IC brand had been viewed as increasingly obsolete, on the grounds that the ICE network would grow to include all the major long-distance flows in Germany. However, this attitude is now changing, and DB recognises the need to provide a comprehensive country-wide inter-city service. Moreover, DB believes that the ICE trainsets specifically designed for high speed operation are not really suitable for many inter-city routes.
Today the IC segment comprises 40% of DB Fernverkehr’s business and accounts for 30% of its turnover. Although they are slower than the ICEs because of a lower maximum speed and more frequent stops, the InterCity trains fulfil an important function by covering a wide geographical area, providing services between neighbouring regional centres and, crucially, connecting the nodes of the ICE network.
Fixed or flexible formation?
The replacement trains have been branded 'ICX’, and it seems likely that, at least in aesthetic terms, they will resemble the ICE3 sets. Internally, DB can also draw upon the experience it has gained with the ICE1 refurbishment programme, which will shortly come to an end (RG 8.05 p497). However, DB still appears to be open-minded about the ICX traction package — all options remain on the table, despite widespread reports that an eight-car multiple-unit would be specified. 'These trains must be better suited to the requirements of the market than those previously offered’, says Dr Karl-Friedrich Rausch, head of DB’s passenger business, by way of explanation.
One potential consideration is the lack of flexibility of fixed-formation trainsets. The ICE1 trains can only be lengthened or shortened by inserting or removing trailer cars during works visits, and whilst the shorter ICE2 and ICE3 sets can be coupled together to provide greater capacity, there is no gangway connection between units, so two separate bistro or restaurant cars must be retained, each with its dedicated staff.
Austrian Federal Railways’ push-pull railjet concept (RG 11.07 p713) could provide one example to follow. 'The industry should be thinking about that’, Rausch says, adding that DB itself has no intention of participating in the technical development of the ICX product.
Energy efficiency
Until now, DB Fernverkehr’s IC services have generally been operated with seven to 11-car locomotive-hauled formations running at up to 200 km/h. Most trains include a restaurant or bistro car, and on electrified routes they are often hauled by Class 101 locomotives. The coaches, which are all air-conditioned and are configured as a mixture of open saloons and compartment stock, went through a major refurbishment programme in the mid-1990s. This involved installing electronic passenger information and seat reservation displays, as well as laptop-friendly tables.
Nevertheless, whilst the Class 101 locomotives are relatively modern and could easily be allocated to other duties, DB Fernverkehr’s Business Development Director Dr Manuel Rehkopf says 'the basic rolling stock of the inter-city fleet is now quite old, and in many ways it no longer meets today’s technical standards, particularly in terms of energy consumption. This is why we are keen to invest’.
An announcement confirming an order for between 100 and 130 ICX trainsets, with maximum speed of between 200 and 250 km/h, is expected before the end of this year. Exhaustive testing of the first train should begin by 2013 at the latest — Rehkopf insists that 'from the outset, we are looking to bring a very stable product into the market; we don’t want any teething problems’. A gradual roll-out on a route-by-route basis is expected to begin in 2015, with the old rolling stock phased out first on the busiest services, such as those linking the Ruhr region with Hamburg.
A pioneer of innovation and sustainability
25 Sep 2008 | Friedrich Smaxwil
INDUSTRY: Representing the interests of the German railway engineering and supply sector at home and abroad, VDB provides a worldwide perspective on a growing global market.
Friedrich Smaxwil, President. German Railway Industry Association (VDB)
The railway supply sector is one of the most dynamic and innovative industries in Germany. Ranging right across the spectrum, from rolling stock builders and component suppliers through signalling, telecommunications and electrification systems to infrastructure and turnkey systems, the German railway industry is known for world-leading technology. And this applies in every area of the market, from high speed trains to automated metros, trams and the advanced IT and telemetry systems that help to create the integrated networks which are key to today’s rail industry.
The German supply sector is characterised by strong co-operation between large systems integrators and a broad base of small and medium-sized companies. Intensive consolidation in the 1990s resulted in the emergence of a few key players which supply vehicles and services to railways all over the world, up to and including complete turnkey systems. These companies are world leaders in terms of both technology and market share.
But to a great extent the industry’s success is based on the smaller suppliers, which have made our sector one of the most productive and innovative in Germany in recent years. Perhaps uniquely in the rail sector, small and medium-sized companies offer a degree of diversity not seen elsewhere: everything necessary to build and equip a railway is readily available. Today around 60% of the 'value added’ to a rail vehicle comes in the form of components and subsystems. Thanks to their steadily improving productivity, more than 100 highly specialised small and medium-sized companies are playing a critical role in improving the competitiveness of their customers.
Despite cyclic variations, the German railway industry has been able to expand its activities over the last decade, reaching an all-time record level of €10·7bn in orders received in 2007; sales volumes for the year were not far behind at €9·6bn (Fig 1). At the same time the number of employees in the sector also reached a peak of 40 900. For the first time in the history of the sector, orders and sales increased for the third year in succession. I believe that this is a clear indication that an increasing worldwide presence is helping the German industry to balance fluctuations in the domestic market and enjoy continuous growth.
130 years of experience
With more than 110 member companies, the German Association of the Railway Industry now represents around 80% of all the country’s suppliers and manufacturers, including the three systems integrators and all the important small and medium-sized firms. VDB has been representing its members in discussions with politicians, media, institutions and railway operators for more than 130 years.
VDB traces its roots back to the founding of the Association of the German Locomotive Factories in 1877, but assumed its present form in 1991 with the merger of the two associations representing the locomotive industry (VDL) and the rolling stock sector (VdW). It took its present name, Verband der Bahnindustrie in Deutschland, in October 1999. With Berlin firmly re-established as Germany’s capital, VDB voted unanimously to transfer its headquarters from Frankfurt-am-Main in December 2002.
VDB is organised through 18 professional groups and task forces, which bring together experts from the member companies to support the development of railway technology and find ways to further the mode’s environmental advantages.
One of our many roles is lobbying for greater priority for the rail mode in both German and European transport policy. With a growing concensus on environmental protection and combating climate change, as well as making better use of natural resources, the role of the railway is becoming ever more important.
We believe that an important precondition for further growth in rail traffic is the liberalisation and controlled deregulation of the European market. At the same time, we also want to see technical harmonisation across the sector. This will require strong political leadership to drive the development and introduction of Technical Specifications for Interoperability and related national standards in Germany and across Europe.
Domestic and export
The industry’s most important domestic customer is, of course, Deutsche Bahn AG. However, there are many other private and public operators in both the local and long-distance rail markets. By facilitating dialogue between industry representatives and the operators, VDB supports strong relationships between suppliers and customers on all levels. Together we can all benefit from improvements in the competitiveness of the rail sector, through technical co-operation at the pre-competitive stage and the optimisation of business processes.
The association does not only focus on outreach, but also works ?inwards towards the industry, helping to promote fair business conditions between the systems integrators and their suppliers.
In the export field, VDB helps to co-ordinate support for the small and medium-sized members in their export activities, in conjunction with the Federal Ministry of Economy. Each year we organise business trips for the member companies to one or more emerging markets. In this way the smaller manufacturers have been able to make contacts in Poland, the Czech Republic, Hungary, Romania, Croatia, Turkey, Ukraine and India over the past decade. In addition, VDB co-ordinates its members’ participation in trade fairs abroad.
The success of this policy is underlined by the fact that exports accounted for no less than 53% of turnover for the railway industry in 2007, compared with an average of 42% for the German economy as a whole.
Despite its global activities, VDB is not neglecting its domestic market, which provides a considerable contribution to ensuring technical leadership as well as securing work to fill our members’ factories. After all, many of these domestic projects provide valuable references for the international markets. Germany is a veritable 'showcase of the railway industry’.
This is reflected by the steadily increasing number of participants at the two-yearly InnoTrans trade fair in Berlin, which is perhaps the most important global show and exchange platform for the railway industry today. This year’s show has attracted exhibitors from five continents, demonstrating that railway technology has become an increasingly global business (p629).
We believe that the continuous growth of the fair is a clear expression of the increasing demand for efficient and environmentally-friendly mobility — be it freight transport by rail, high speed connections between major metropolitan areas, or regional and short-distance traffic in the booming megacities all over the world.
Towards a global market
It is clear that the railway industry must take account of societal demands for mobility and prosperity when planning future development. I believe that the railway industry already offers intelligent solutions to meet the requirements of sustainable mobility today, and is well placed to address the demands of tomorrow.
Across the world we are seeing increasing demand for freight transport by rail, as the basis for sustainable growth, with some cross-border flows increasing by more than 60% in recent years. Demand for efficient and environmentally-acceptable transport in the short-distance market is also increasing, offering encouraging prospects for more investment in metros and light rail.
It is already clear that rail is the most environmentally-compatible transport mode. But the sector needs economical high-tech products to ensure sustainable mobility, and this in turn puts pressure on the suppliers to deliver the right products and services. I believe it is no accident that the German railway industry has reached its world-leading position thanks to its strength of innovation and excellent technology.
The dynamic development of the global railway market has been triggered by strong growth in the world economy. Despite the collapse of recent trade talks, we can confidently predict that more freight, commodities and passengers will need to be transported over the next few years. In Germany alone the total volume of freight transport is predicted to double by 2050, with the rail sector benefiting from above-average growth.
We can see strong demand for more passenger rail services in urban areas: metros, light rail and regional trains, plus their related infrastructure. As an example, the Bejing metro currently extends to 142 route-km, but another 58 km is being added this year and by 2015 the network is planned to reach 561 km. In North America, the forecast growth in demand for rail freight transport is expected to require an average investment of €6bn a year in infrastructure over the next 20 years. At the same time there is increasing demand for environmentally-friendly urban rail services in the large cities, and the development of high speed inter-city routes is being actively discussed.
Based on recent experience, we believe that an essential prerequisite for further development of the rail mode is free access to rail networks. In some countries the railway markets have already been liberalised to a considerable extent, whereas other countries are in a period of transition. In the less-liberalised countries there is not the same level of established competition between modes, which suggests that rail’s market share may be at risk of falling in the future. So it is essential to strengthen cross-border passenger and freight rail traffic in Europe. The politicians and the national railway network operators need to strive for greater interoperability with courage and commitment.
Only then will people all over the world be able to enjoy the advantage of trend-setting mobility, reflecting the VDB vision: excellent and economic railway systems for more sustainable traffic on rail.
Vom: 25.09.08 Nürnberg: 14 weitere neue U-Bahnfahrzeuge
Die Verkehrs-Aktiengesellschaft Nürnberg (VAG) wird 14 neue U-Bahnfahrzeuge beschaffen. Die U-Bahnen sollen in erster Linie dem Ersatz von Fahrzeugen dienen, die seit Aufnahme des U-Bahnverkehrs auf dem Nürnberger Netz in Betrieb sind. Sie werden aber auch für den automatischen Betrieb ausgerüstet, um einen möglichst flexiblen Einsatz zu gewährleisten. Der Freistaat Bayern bezuschusst den Kauf dieser neuen und modernen Fahrzeuge mit 21,4 Mio. EUR.
bron: http://www.eurailpress.de/article/view/ ... zeuge.html
Vom: 26.09.08 SNCF: Experimentalzug für den Regionalverkehr
Der Spielbereich in dem französischen Experimentalzug; Foto: C. Müller
Auf der InnoTrans hat die SNCF auf dem Freigelände einen Experimentalzug vorgestellt. Mit dem Regionalrat der Bretagne hat die SNCF moovieTER einen Zug mit einer neuen vielseitigen Innenausstattung erstellt.
bron: http://www.eurailpress.de/article/view/ ... rkehr.html
Hybrid DMU drive takes shape
Mock-up of the MTU hybrid powerpack on show at InnoTrans 2008 in Berlin
26 Sep 2008
INNOTRANS: Diesel engine specialist MTU Friedrichshafen unveiled a full-size mock-up of its proposed hybrid drive package for diesel multiple-units at InnoTrans in Berlin on September 25. MTU is working with an un-named partner to develop the hybrid traction package, which will be based on the existing PowerPack 6H 1800 underfloor engine module.
In addition, the diesel engine will incorporate SCR exhaust gas after-treatment, bringing it within the Euro IIIB emission regulations which will apply to non-road diesel vehicles with effect from 2012.
As with MTU’s existing PowerPack range, the underfloor hybrid drive assembly and all auxiliary equipment will be mounted on a modular steel raft for easy installation and removal during maintenance. The company hopes that this will make the hybrid option ideal for re-engining existing DMUs or railcars.
‘With this hybrid drive, MTU is once again demonstrating its leading innovative role with environmentally-friendly drive systems’, said Tognum’s Board Member for Technology Gerd-Michael Wolters. He expects that the hybrid drive will prove particularly economical on suburban and regional routes which require frequent braking and acceleration at intermediate stations. Depending on the route conditions, the supplier estimates that the hybrid powerpack could reduce fuel consumption and CO2 emissions by up to 25%, compared to an existing DMU of a similar power rating.
The powerpack will incorporate a low-emission diesel engine and a 400 kW motor/generator unit together with energy storage facilities. Coupled directly to the mechanical drive chain, the generator will recover kinetic energy during braking which can be used during acceleration or running. The diesel and electric drives can operate together for maximum power output, but the unit will be capable of operating on electric power only where necessary to minimise noise and emissions in urban areas.
bron: http://www.railwaygazette.com/news_view ... shape.html
Vom: 26.09.08 Siemens und ÖBB: Railjet vorgestellt
Der Premiumbereich im Railjet, der rund 25 % teurere als die 1. Klasse sein wird; Foto: C. Müller
Der Railjet von Siemens ist der neue Premium-Zug im Personenverkehrsangebot der ÖBB. Er ist auf der InnoTrans 2008 begehbar. In Berlin präsentiert der Hersteller eine für die Ausstellung verkürzte ÖBB-Railjet-Garnitur, bestehend aus drei Wagen und einer Lok.
bron: http://www.eurailpress.de/article/view/ ... tellt.html
Vom: 26.09.08 Der 500. Flirt für Vias
Designstudie für den Vias-Flirt; Grafik: Stadler
Gestern wurde auf der InnoTrans offiziell die Bestellung der Vias GmbH über 19 Flirt-Triebwagen bei Stadler Pankow bestätigt. Beschafft werden für das Rheingaunetz 12 vierteilige und sieben dreiteilige Regionaltriebzüge. Das Auftragsvolumen umfasst ca. 70 Mio. EUR.
bron: http://www.eurailpress.de/article/view/ ... _vias.html
Vom: 26.09.08 Niederlande: RRF kauft drei V 100
Gestern unterzeichneten das niederländische Bahnunternehmen Rotterdam Rail Feeding B.V. (RRF) sowie die Alstom Lokomotiven Service GmbH (ALS) auf der InnoTrans einen Vertrag über die Lieferung von drei vollmodernisierten Lokomotiven des Typs BR 203.
bron: http://www.eurailpress.de/article/view/ ... v_100.html
Infrabel consults on Brussels bottleneck
26 Sep 2008
BELGIUM: Infrastructure manager Infrabel has initiated a public debate on ways to expand the capacity of the busy Brussels Junction railway linking Nord and Midi stations through the heart of the capital. Director-General Luc Lallemand says the additional capacity will be needed by 2020 at the latest, and he puts the likely cost at ‘not less than €1bn’.
The existing six-track cross-city line took more than 40 years to complete, and was finally inaugurated in 1952. It is 4 km long, with around half in tunnel, and serves three intermediate stations at Congrès, Central and Chapelle. According to Lallemand, the line is used by more than 1 200 trains per day. Brussels Central is Belgium’s busiest station, handling more than 70 000 daily passengers compared to 55 000 at Midi and 35 000 at Nord.
Although designed for 3 min headways on each of the six tracks, the Brussels Junction line currently handles up to 170 trains/h at the busiest points of the morning and evening peaks. Infrabel permits trains to run at 2 min headways with 1 min stops at the stations, but reserves one blank path every 15 min as a performance cushion.
With passenger traffic on the national network climbing rapidly in the past decade to exceed the levels of the early 1960s, operator SNCB has already invested in large fleets of double-deck stock to maximise train capacity.
Infrabel says additional paths will be needed to accommodate the liberalisation of the international passenger market in 2010 and the completion of the Brussels RER network in 2016. The RER plan includes upgrading the capital’s orbital lines 28 and 26 plus construction of the Josaphat tunnel serving the northeast of the city, but these are not expected to provide much relief for the central core.
Lallemand said on September 25 that he would like to see a wide-ranging debate, suggesting that there are already ‘at least 20’ different proposals. He hopes that Infrabel will be able to shortlist two or three projects within 12 to 18 months for a more detailed engineering and feasibility study.
Options that have been floated include the boring of a new cross-city tunnel beneath the existing line, adding low-level platforms beneath Brussels Central, or a direct line connecting the international platforms at Midi to the divergence of the northern and eastern high speed corridors (26N and 36N) at Schaerbeek.
bron: http://www.railwaygazette.com/news_view ... eneck.html
Nieuwe spoortunnel onder Brussel nodig
Er moeten nieuwe tunnels naast of onder Brussel-Centraal komen. "Brussel is een flessenhals en kan de verwachte groei anders niet aan", zegt Infrabel-topman Luc Lallemand.
Verzadigd
De spoorverbinding die dwars door en onder Brussel gaat, is een serieuze flessenhals. Er kunnen maximaal 96 treinen per uur door de tunnelkokers. In de spits zijn die verzadigd. De verwachting is bovendien dat het aantal reizigers jaarlijks nog met 4 procent zal toenemen.
Volgens Luc Lallemand moet er iets gebeuren in Brussel als de stad de groei wil aankunnen. Dat is ook nodig, gelet op de uitbouw tegen 2016 van het Gewestelijk Expresnet (GEN) rond Brussel. Ook de liberalisering van de spoormarkt zet het capaciteitsprobleem op scherp.
Twee oplossingen
Infrabel ziet twee oplossingen. Ofwel worden er tunnelkokers naast de bestaande gelegd, ofwel eronder. Brussel-Centraal zou dan een station op twee ondergrondse niveaus worden.
Lallemand nodigt de stad, het gewest, de NMBS, de NMBS-Holding, de MIVB en andere instanties uit om te praten. Volgend jaar zou er een keuze gemaakt moeten zijn. Hij hoopt op realisatie tegen 2020 en zegt dat dergelijke projecten "niet voor minder dan een miljard euro" uit te voeren zijn. (belga/sps)
26/09/08 06u55
bron: http://www.demorgen.be/dm/nl/989/Binnen ... odig.dhtml
Vom: 26.09.08 DB-Börsengang startet am 27. Oktober
Die Deutsche Bahn hat den Termin für ihren Börsengang festgelegt: Der erste Handelstag für die Bahn-Aktien sei für den 27. Oktober geplant, teilte das Unternehmen heute in Berlin mit.
Wie angekündigt sollen 24,9 Prozent der Aktien der DB ML in Deutschland privaten und institutionellen Investoren öffentlich und außerhalb Deutschlands im Rahmen einer Privatplatzierung institutionellen Anlegern zur Zeichnung angeboten werden. Daneben ist ein "Public Offering Without Listing" ("POWL") in Japan geplant. In den USA werden keine Aktien angeboten.
bron: http://www.eurailpress.de/article/view/ ... tober.html
Deutsche Bahn naar de beurs op 27 oktober
Ondanks de economische crisis gaat Deutsche Bahn naar de beurs op 27 oktober. Dat heeft de Duitse spoormaatschappij officieel bevestigd. 24,9% van het reizigers- en goederenvervoer wordt geprivatiseerd. Het spoorwegnet en alle stations blijven in handen van de overheid. De Russische Spoorwegen (RZD) willen een belang van 5% nemen.
DB-topman Hartmut Mehdorn ziet in het huidige onrustige beursklimaat geen reden om van de beursgang af te zien. Volgens hem hebben geïnteresseerde investeerders al positief gereageerd op de plannen van DB.
"We denken eraan een belang te nemen van ongeveer 5 procent", verklaarde RZD-topman Vladimir Jakunin in de krant International Herald Tribune. Hij had in Berlijn een ontmoeting met bestuurders van DB. Volgens Jakunin is een belang in DB een goede investering
bron: http://www.lloyd.be/nieuws/id22452-Deut ... tober.html
High speed boosts share
26 Sep 2008
SPAIN: On August 1 Renfe reported that the number of passengers carried by high speed services between Madrid and Barcelona had, compared to the same period in 2007, increased by 84·5% since February 20 when trains began using 1435 mm gauge infrastructure throughout (RG 3.08 p121).
Having increased its share of the Madrid – Barcelona market from 12% in December 2007 to 41%, at the expense of the airlines whose share has declined from 88% to 59%, the Spanish national operator says that it has attracted 1·46 million new passengers to rail. From September 15 the number of services each day in each direction is to be increased from 20 to 26, increasing capacity by 16·6%.
With the contract to build a new tunnel under the city centre awarded only recently (RG 2.08 p68), high speed infrastructure between Barcelona and Figueres is not expected to open before 2012. Nevertheless, the Ministry of Development is planning for international services to use the existing railway from Barcelona when the new cross-border route between Figueres and Perpignan opens to traffic in 2010.
Including an 8·2 km base tunnel under the frontier, the 45 km route for passenger and freight traffic is being built by the TP Ferro consortium of ACS and Eiffage under a 50-year concession including operations which expires in 2054. Due to the delay in completing high speed infrastructure to Figueres, the ministry will be liable for compensating the concessionaire.
The European Ombudsman has asked the European Investment Bank not to provide any financial assistance while it carries out at his request ‘a proper review´ of the environmental impact assessment of the new route under Barcelona. This follows a complaint from a resident who alleged that the tunnel would cause serious environmental damage. EIB said that it had thoroughly reviewed the assessment carried out by the Spanish authorities, but has been asked to send its detailed opinion to the Ombudsman by September 30.
bron: http://www.railwaygazette.com/news_view ... share.html
Developing the delta
26 Sep 2008
CHINA: 'When roads reach capacity, rail becomes the cheapest and fastest solution’, believes Ma Xiangming, Chief Engineer at the Guangdong Urban & Rural Planning & Design Institute, adding that the current lack of railway capacity risks holding back economic development in the Pearl River Delta.
Chinese Railways has already quadrupled much of the Guangzhou – Shenzhen line. Construction teams are hard at work on new metro lines and inter-urban express routes radiating from Guangzhou to Foshan, Zhangshan and Zhuhai, as well as the 300 km/h passenger-dedicated line heading north to Wuhan and the recently-approved Express Rail Link to Shenzhen and Kowloon. Now more projects are on the cards, bringing in Hong Kong and Macau plus a host of smaller cities.
Rail expansion forms an integral part of the regional development strategy that has made the Pearl River Delta one of China’s economic powerhouses, along with the Yangtze River Delta around Shanghai and the Bohai zone embracing Beijing, Tianjin and Qinhuangdao.
Expanding the provincial rail network to more than 2 000 km is a key objective in a wide-ranging blueprint unveiled by the Guangdong Conditions Research Centre in July. Whereas the last strategic plan launched in 2001 envisaged a 600 km network linking nine cities by 2010, the official think-tank now believes that the network should be trebled to serve 13 cities across the region.
As well as linking the eight growing satellite cities around Guangzhou, routes would reach Qingyuan in the north, Zhaoqing in the west, Enping and Taishan in the southwest and Huizhou and Huidong in the east.
With the residents of Shenzhen now earning on average 63 times as much as their counterparts in Guangdong’s rural areas, the province hopes the rail network will encourage economic development and narrow the wealth gap. GCRC Director Feng Shengping says it will allow entrepreneurs from the major centres 'to enjoy the cheap labour and land available in rising manufacturing hubs in rural Guangdong when transport is no longer a problem.’
bron: http://www.railwaygazette.com/news_view ... delta.html
Infrabel et NMBS Holding stappen in Liège Carex
Zowel infrastructuurbeheerder Infrabel als de NMBS Holding hebben besloten toe te treden tot Liège Carex. Indien gevraagd zullen ze ook toetreden tot de overkoepelende overneming Euro Carex, die dit jaar nog opgericht wordt.
Het hogesnelheidstreinproject tussen de luchthavens van Luik, Parijs, Amsterdam, Lyon en Londen wordt hiermee fors gesteund. De eerste studies van de constructeurs Alstom en Siemens over de treinen die de luchtvrachtcontainers tussen de luchthavens moeten vervoeren worden binnen enkele weken verwacht.
bron: http://www.lloyd.be/nieuws/id22462-Infr ... Carex.html
rail s schreef:Vossloh TV
With its "Vossloh TV" videocast, the Company is for the first time accompanying InnoTrans with a supplementary source of information on a variety of subjects: daily we will be showcasing our fair highlights, presenting our product innovations, interviews or broadcasting summaries of our Vossloh Forum events.
Koninklijk besluit houdende erkenning van de
onderneming Dillen & Le Jeune Cargo NV, als instelling die instaat
voor de verlening van opleidingsdiensten voor treinbestuurders: http://www.mobilit.fgov.be/data/rail/kr080731a.pdf
World rolling stock market September 2008
27 Sep 2008
Australia: Victoria state premier John Brumby has announced an order for a further nine three -car Bombardier VLocity DMUs to boost capacity on the V/Line network, along with an extra centre car to lengthen an existing two-car unit.
Croatia: During June TŽV Gredelj delivered eight modernized passenger cars to HŽ. Three couchette cars were extensively tested on the network during mid June.
In early June TŽV Gredelj delivered the first two Class 2132 shunters from the second batch to be upgraded under the 2132.3 modernisation programme. They are equipped with cab air-conditioning.
Cuba: Following the acquisition of 40 DF7G-C diesel-electric locomotives from China Northern (RG 7.08 p414), UFC is looking to order 28 locomotives from a Russian supplier next year.
Denmark: A Siemens ES64F4 multi-system locomotive has completed trials in the Storebælt tunnel to establish the maximum trailing load which can be hauled in Denmark. Four tests demonstrated that the locomotive was able to start a train of 36 wagons with a total weight of 2 011 tonnes.
Europe: Eurotunnel has awarded Brush Traction a contract to return to working order five Class 92 electric locomotives which were put into open storage after being built for Channel Tunnel services that never materialised.
France: RATP has awarded Alstom a €9·4m contract for the installation of video surveillance equipment on 476 MI79 cars on Paris RER Line B by 2013.
Germany: Erfurt operator EVAG has called tenders for 14 metre-gauge trams, within a budget of €26m.
Greece: AnsaldoBreda, CAF and a partnership of Hyundai Rotem and Hanwha Attiko Metro submitted bids to supply 17 six-car trainsets for Athens metro lines 2 and 3. The winner will be announced in early 2009, within a budget of €155m.
Iraq: IRR is seeking 140 km/h passenger trainsets. The specification requires 3 000 hp diesel power cars on each end of a rake of eight coaches, which is to include five 72-seat tourist cars, one eight-compartment sleeper, a 48-berth couchette and a dining car.
Italy: On August 1 Ferrovie del Sud Est took delivery of 10 Silberling coaches formerly used by Deutsche Bahn and Luxemburg’s CFL. Refurbishment work was carried out in Croatia by TŽV Gredelj.
Kazakhstan: China Southern has announced its entry to the Kazakh market with a contract to supply 15 winterised diesel locomotives to KTZ for use at the Dostyk border with China.
New Zealand: Faiveley Transport is to supply braking equipment for the 45 two-car 'Matangi’ EMUs being built by a consortium of Hyundai Rotem and Mitsui for use on Metlink suburban services in Wellington.
Poland: PKP LHS has awarded Newag a contract to modernise a further eight 1 520 mm gauge ST44 locomotives as Type 311Da by May 2009.
The Wielkopolskie region has placed an order with PESA for two air-conditioned Type 218Md DMUs to be delivered by the end of the year
South Africa: Quadsoft has won a R16·4m contract to supply 280 Train Cab Systems to replace life-expired communications equipment on locos used by Transnet Freight Rail to haul coal trains. 30 portable units will be supplied for locos that are not normally allocated to coal traffic.
Spain: Under its €442m freight rolling stock investment programme, RENFE is to acquire 75 Multifret wagons and 160 Megacombi swap bodies to carry car parts for Renault-Nissan and PSA Peugeot Citroën. Talleres Alegría has been awarded a €14·55m contract to supply 100 Type MA twin-section wagons to carry new cars.
Tanzania: At the end of July India’s Golden Rock workshop shipped two diesel locomotives and 23 metre-gauge coaches refurbished for use in Tanzania at a cost of Rs50m.
UK: The Department for Transport has selected Virgin Rail Projects for a £3m contract to support the procurement of four new 11-car Alstom Pendolino trainsets plus 62 cars to lengthen existing trains. Govia Transportation Projects was the only other bidder.
London Midland has returned to service the first of 10 Class 153 single-car DMUs being refurbished by Wabtec.
USA: On August 13 NJ Transit agreed to exercise a $76m option with Bombardier for an additional 50 double-deck coaches, bringing its total order to 329 vehicles.
Uzbekistan: UTY has awarded CSR Zhuzhou a contract to supply 15 electric locomotives with AC drives for use on 160 km/h international passenger services from 2010.
bron: http://www.railwaygazette.com/news_view ... _2008.html
