Re: nieuwstopic?!
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nieuwstopic?!
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Re: nieuwstopic?!
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Re: nieuwstopic?!
Geplaatst: 24 sep 2008, 14:30
Tentative steps towards the private sector
24 Sep 2008
PRIVATISATION: After much debate and two false starts, the partial flotation of DB is now moving ahead.
If all goes according to plan, the long-anticipated partial privatisation of Germany’s national railway will finally come to fruition by the end of this year. A 24·9% stake in the newly-established operating business DB Mobility Logistics AG is due to be floated on the Frankfurt Stock Exchange.
Target date is November 5, although there have been suggestions that this might have to be delayed because of the weakening German economy and the global credit crunch. Nevertheless, Federal Transport Minister Wolfgang Tiefensee and Deutsche Bahn AG Chairman Hartmut Mehdorn are pressing ahead. Tiefensee, in particular, is keen to get the sale completed well ahead of the national elections scheduled for September 2009.
Mehdorn has long advocated taking DB into the private sector, and he welcomed the government’s formal approval of the flotation plan on May 30 as 'a good day for customers, taxpayers and workers’, adding that the decision would ensure 'the future of the business and its 237 000 employees’ and help to strengthen the German economy.
A tight timescale
Around 30 banks are understood to have expressed interest in organising what is expected to be one of the most prestigious IPOs in Europe this year. Following a joint selection process with the government, DB AG announced on May 27 that it had selected Goldman Sachs, Morgan Stanley and UBS as global co-ordinators to lead the flotation. According to reports in Handelsblatt, the government will meet the cost of organising the sale, which it puts at €75m compared to a market estimate of €100m.
The actual flotation is predicted to generate between €5bn and €8bn, depending upon the final share price. Mehdorn is due to launch an international roadshow in early October to canvass support amongst potential investors, and this will be followed by a bookbuilding exercise to establish the sale price. The price may not be announced until October 28 or 29, barely a week ahead of the date when the shares are due to start trading. Reports suggest that both DB and the government are anxious that the flotation is not postponed into early 2009, and both would be willing to accept a lower price in order to push the sale through quickly.
According to the government, the majority of shares are likely to be bought by institutional investors, although there are suggestions that some other railway operators might welcome the chance to take a stake in DB. So far the only player to have confirmed its interest publicly is RZD, although President Vladimir Yakunin admitted that it was up to the Russian government to decide whether the railway would be allowed to bid.
Asked to comment on the flotation process, a Federal Transport Ministry spokesman explained on August 19 that the government was 'pleased that investors will be able to bring their ideas and visions into DB ML’. However, the ministry is concerned about the degree of influence that the investors would have over railway strategy, such as whether or not 'services are given priority over profit expectations’.
Pointing out that it would not be right for the investors to have control over employment terms, as an example, the ministry insisted that 'we want to have partners on board who can take a long-term perspective, but we want to prevent them from interfering with the business in a way that would be bad for DB ML’.
Long road to flotation
The total or partial privatisation of DB AG was always seen as the ultimate objective of Germany’s railway reform process launched in 1994, although this took a lower priority than dealing with the backlog of maintenance and productivity issues inherited after the merger of DB and DR.
With modernisation and renewals well underway, a Railway Advisory Council of leading industrialists, academics and economists was established in October 2002 to look at completing the reform process. Following a study by Morgan Stanley, the council recommended in June 2004 that DB AG should be listed 'as an integrated business’ during 2006.
The council believed that a partial privatisation would enable DB to compete more effectively in an increasingly liberalised market, although it flagged up that the flotation would be dependent upon agreement between the railway and government over infrastructure financing.
The timescale proposed by the council was immediately rejected by the Bundestag, which argued that it would be better to wait until DB had demonstrated its profitability for a number of years before launching the flotation. It also called for a study into floating DB without the infrastructure (RG 7.04 p381).
Infrastructure has indeed proved to be one of the major stumbling blocks in the development of the privatisation proposals, and in particular the degree to which the management of the national rail network should be separated from DB’s train operations in line with European Union policy.
Mehdorn’s often-expressed preference had been to see DB floated as an integrated business, which he said would make the company stronger and better able to compete on the international money markets. However, there were strong political objections to handing over control of state-owned infrastructure assets.
After extensive studies, a compromise was proposed in the draft legislation which the government presented to the Bundestag in September 2007. This envisaged that the infrastructure would remain state-owned, but DB would have an enshrined right to manage the network. This proved unpalatable, and even a compromise suggesting a long-term infrastructure management contract was rejected, leading the government to withdraw its entire proposal for 'reconsideration’ earlier this year.
Restructuring in haste
The result was a switch to a 'holding company’ model, which had widely been touted as the likely fallback. Moving rapidly to get the flotation underway ahead of the 2009 elections, the ruling Christian Democratic Union party finally struck a deal with its SDP coalition partner on April 13 to reform DB and only float the operating businesses. It rejected SDP proposals to exclude regional passenger services, but did agree that the operating arm should be offered as a single entity, ruling out the sale of separate stakes in the inter-city or freight businesses.
At the same time, the government conceded to an SDP demand that the proportion of the shares on offer should be cut from 49% to 24·9%. Despite this, both Tiefensee and Mehdorn hope to see the private-sector holding increased to 49·9% in the longer term. With the infrastructure remaining in state ownership, some commentators have suggested that the share of the operating company to be sold should be proportionately greater, although it seems unlikely that the government could get approval to privatise a majority stake.
The revised plans were endorsed by the cabinet on April 30 (RG 5.08 p289). And barely two weeks later, an extraordinary meeting of the DB Supervisory Board approved the restructuring of the company to enable the flotation to proceed.
This saw the existing subsidiary DB Mobility Logistics AG — which was already acting as an umbrella for the Railion, Schenker and Stinnes freight activities — expanded to form the new operating company, with the inclusion of the passenger businesses and other subsidiaries (right). Infrastructure business DB Netz, the power supply arm DB Energie and DB Stations & Service continue to report directly to DB AG, which will remain 100% owned by the German state.
Enshrining the ministry’s wish to safeguard existing railway staff, DB signed an agreement with the Transnet and GDBA unions on May 15 protecting pay and conditions and precluding any forced redundancies as a result of privatisation until the end of 2023. According to Transnet, this also commits DB AG to retaining an integrated business 'and the employment market within it’.
The new structure became operational on June 2, along with a three-way agreement between DB AG, DB Mobility Logistics AG and the federal government. This accord was retrospectively endorsed by the Supervisory Board on June 25, when its Chairman Dr Werner Müller insisted that all of the structural and legal conditions for the partial privatisation were now in place.
European intervention
Despite Müller’s optimism, the European Commission wrote to the German government at the end of June, expressing a number of concerns about the proposed structure. In particular, the Commission is worried about the lack of independence between the infrastructure manager and the operating business when both report to the holding company. If it decides to take these concerns to the European Court for clarification, this could put the whole flotation timescale in doubt.
Independent operators’ association Netzwerk Privatbahnen had already raised concerns over the lack of transparency in the DB structure, which it believed did not meet EU rules requiring an independent body to oversee path allocation and the setting of track access charges. And the degree of independence for DB Netz was one of the issues raised with the German government by the Commission when it launched infringement proceedings against 24 member states for various failures to implement correctly the requirements of the First Railway Package. Not least of its concerns is the ease with which management and staff are able to transfer between businesses in the DB group.
The ministry insists that competition in Germany is stronger than in any other EU country, with many different operators 'already jostling for freight traffic’. And in the regional sector 'the number of private operators is also increasing. The Länder can contract out their regional operations, and private operators can bid on exactly the same terms as DB ML. So competition is already possible with the structure which we have – 100% state ownership of Deutsche Bahn AG. We have now a DB AG with a high quality of service, and that should remain in the future.’
European legislation will also impact on the use of the proceeds from the flotation. During the negotiations, Tiefensee had emphasised that the privatisation would provide much-needed funding towards DB’s 'huge investment needs’. He envisaged that one third of the receipts would be allocated for investment in the infrastructure, one third would go to DB and the final third would be retained by the government.
However, the German competition authorities have ruled that DB ML should not benefit directly from the flotation, suggesting that any payments to the operating business would fall foul of the recently-tightened EU rules on state aid.
The ministry reiterated on August 19 that 'above all the railway’s customers should benefit from the receipts of the partial privatisation. We want to eliminate bottlenecks in the rail network, to modernise stations faster, and to improve noise protection.’
Investing for profitability
DB will not comment officially, citing legal restrictions on making 'forward-looking statements’ ahead of the flotation. However, Mehdorn has clear ambitions for DB to become a global transport operator, with aggressive expansion evident throughout his chairmanship.
With the tacit support of its federal owner, DB has already built up stakes in freight operators from Denmark and the Netherlands to Switzerland and Italy. Moves to acquire control of EWS and Transfesa during 2007 have now given it access to the UK, France and Spain. Further afield, DB has signed joint venture agreements in Russia and China, operating experimental freight trains between Germany and China as well as over the Balkan route to Turkey and beyond. Outside the rail orbit, DB has acquired road, sea and air operations that now make it one of the world’s largest logistics companies.
Mehdorn has certainly heeded the 2004 recommendation from the Bundestag that DB needed to demonstrate its profitability before any flotation. Announcing the 2007 results on March 31, he emphasised that DB had recorded an operating profit for the third year running. 'Our strategy is clearly right’, he insisted. 'DB is ?fit for the challenge, both at home ?and in Europe.’
With turnover up by 4·2% on 2006 at €31·3bn, DB recorded an operating EBIT of €2·37bn in 2007. Net profit for the year was up by 2·1% at €1·7bn, despite gross investment totalling €6·3bn. As a result, the company had been able to reduce its long-term debt by more than €3bn to €16·5bn. Return on capital increased from 5·5 to 8·7%, which Board Member, Finance, Diethelm Sack said was in line with long-term plans.
As in previous years, DB’s biggest revenue generator in 2007 was its regional services, which contributed €6 532m compared to €3 265m for long-distance passenger, €1 879m for urban and €3 878m for freight. However, it should be noted that €4 483m of this came through contract payments from the Länder to support regional operations. Barely a quarter of regional services in Germany have yet been put out to competitive tender, but the rest are due to be contracted out over the next 15 years. DB has won less than 50% of the services tendered so far, although it secured 70% of the 33 million train-km contracted in 2007, and says it will 'defend its position’ vigorously in future bidding.
Announcing DB’s first-half results on August 18, Mehdorn reported a further improvement in profitability. He said DB had recorded 941 million passenger-journeys in the first six months of 2008, up by 30 million on the same period last year. He attributed this to high fuel prices hitting car and air travel, noting that the total distance driven by German car owners in the six months had fallen by 1·5% year-on-year against a 1·4% increase in rail passenger-km.
Freight traffic is continuing to hold up in the face of recession, although the rate of growth has slowed. The first results from EWS contributed to a 6·8% jump in total revenue to €16·2bn for the period. With profit for the six months rising by 5·4% to €915m, Mehdorn said DB ML’s full-year results should be better than 2007. This comes despite higher operating costs attributable to rising energy prices and huge wage increases after last year’s strike by train drivers.
Despite the continuing uncertainties, Mehdorn is still convinced that a flotation is the right way to go. 'The transport market in Europe is changing rapidly and radically’, he says. 'DB AG needs to take its chances now, and that means we will need capital. And the government agrees that we need to finance much-needed infrastructure investment with the proceeds from the partial privatisation’.
Milestones to flotation
1994. Start of German railway reform process
October 8 2002. Railway Advisory Council established to look at concluding the reform process.
June 15 2004. RAC recommends a stock market listing of DB AG 'as an integrated company’ during 2006.
September 21 2007. Government bill for partial privatisation has first reading in the Bundestag.
Mid-February 2008. Government proposal collapses after Länder reject plans to give the part-privatised railway exclusive control of the state-owned infrastructure.
March 31 2008. DB announces third successive annual profit in 2007 results.
April 13 2008. Transport Minister Wolfgang Tiefensee reaches agreement with SPD coalition partners reducing proportion of sale from 49% to 24·9%
April 28 2008. Chancellor Angela Merkel confirms that a government committee had approved the sale of a 24·9% stake. The plan was endorsed by the cabinet two days later.
May 15 2008. DB Supervisory Board approves restructuring to form holding company, with operations grouped in DB Mobility Logistics AG. New structure takes effect from June 2.
Early October. International roadshow to attract investors, followed by bookbuilding exercise to set share price for the flotation.
October 28 or 29. Share price announced.
November 5. IPO completed; DB ML shares start trading on Frankfurt Stock Exchange.
DB business units
DB AG (holding company)
DB Netz
DB Energie GmbH
DB Stations & Service GmbH
DB Mobility Logistics AG
DB Fernverkehr AG
DB Regio AG
DB Stadtverkehr GmbH
DB Vertrieb GmbH
DB Dienstleistungen GmbH
DB (UK) Logistics Holdings Ltd
DB Automotive Rail (Spain) SL
DB Gastronomie GmbH
DB Magnetbahn GmbH
DB Schenker Rail
DB Schenker Logistics
Executive boards
DB AG
Hartmut Mehdorn (Chairman)
Diethelm Sack (Finance)
Stefan Garber (Infrastructure & Services)
Otto Wiesheu (Economic & Political Affairs)
Norbert Hansen (Purchasing)
DB Mobility Logistics AG
Hartmut Mehdorn (Chairman)
Diethelm Sack (Finance)
Margret Suckale (Personnel & Legal)
Karl-Friedrich Rausch (Passenger)
Norbert Bensel (Transport & Logistics)
bron: http://www.railwaygazette.com/news_view ... ector.html
24 Sep 2008
PRIVATISATION: After much debate and two false starts, the partial flotation of DB is now moving ahead.
If all goes according to plan, the long-anticipated partial privatisation of Germany’s national railway will finally come to fruition by the end of this year. A 24·9% stake in the newly-established operating business DB Mobility Logistics AG is due to be floated on the Frankfurt Stock Exchange.
Target date is November 5, although there have been suggestions that this might have to be delayed because of the weakening German economy and the global credit crunch. Nevertheless, Federal Transport Minister Wolfgang Tiefensee and Deutsche Bahn AG Chairman Hartmut Mehdorn are pressing ahead. Tiefensee, in particular, is keen to get the sale completed well ahead of the national elections scheduled for September 2009.
Mehdorn has long advocated taking DB into the private sector, and he welcomed the government’s formal approval of the flotation plan on May 30 as 'a good day for customers, taxpayers and workers’, adding that the decision would ensure 'the future of the business and its 237 000 employees’ and help to strengthen the German economy.
A tight timescale
Around 30 banks are understood to have expressed interest in organising what is expected to be one of the most prestigious IPOs in Europe this year. Following a joint selection process with the government, DB AG announced on May 27 that it had selected Goldman Sachs, Morgan Stanley and UBS as global co-ordinators to lead the flotation. According to reports in Handelsblatt, the government will meet the cost of organising the sale, which it puts at €75m compared to a market estimate of €100m.
The actual flotation is predicted to generate between €5bn and €8bn, depending upon the final share price. Mehdorn is due to launch an international roadshow in early October to canvass support amongst potential investors, and this will be followed by a bookbuilding exercise to establish the sale price. The price may not be announced until October 28 or 29, barely a week ahead of the date when the shares are due to start trading. Reports suggest that both DB and the government are anxious that the flotation is not postponed into early 2009, and both would be willing to accept a lower price in order to push the sale through quickly.
According to the government, the majority of shares are likely to be bought by institutional investors, although there are suggestions that some other railway operators might welcome the chance to take a stake in DB. So far the only player to have confirmed its interest publicly is RZD, although President Vladimir Yakunin admitted that it was up to the Russian government to decide whether the railway would be allowed to bid.
Asked to comment on the flotation process, a Federal Transport Ministry spokesman explained on August 19 that the government was 'pleased that investors will be able to bring their ideas and visions into DB ML’. However, the ministry is concerned about the degree of influence that the investors would have over railway strategy, such as whether or not 'services are given priority over profit expectations’.
Pointing out that it would not be right for the investors to have control over employment terms, as an example, the ministry insisted that 'we want to have partners on board who can take a long-term perspective, but we want to prevent them from interfering with the business in a way that would be bad for DB ML’.
Long road to flotation
The total or partial privatisation of DB AG was always seen as the ultimate objective of Germany’s railway reform process launched in 1994, although this took a lower priority than dealing with the backlog of maintenance and productivity issues inherited after the merger of DB and DR.
With modernisation and renewals well underway, a Railway Advisory Council of leading industrialists, academics and economists was established in October 2002 to look at completing the reform process. Following a study by Morgan Stanley, the council recommended in June 2004 that DB AG should be listed 'as an integrated business’ during 2006.
The council believed that a partial privatisation would enable DB to compete more effectively in an increasingly liberalised market, although it flagged up that the flotation would be dependent upon agreement between the railway and government over infrastructure financing.
The timescale proposed by the council was immediately rejected by the Bundestag, which argued that it would be better to wait until DB had demonstrated its profitability for a number of years before launching the flotation. It also called for a study into floating DB without the infrastructure (RG 7.04 p381).
Infrastructure has indeed proved to be one of the major stumbling blocks in the development of the privatisation proposals, and in particular the degree to which the management of the national rail network should be separated from DB’s train operations in line with European Union policy.
Mehdorn’s often-expressed preference had been to see DB floated as an integrated business, which he said would make the company stronger and better able to compete on the international money markets. However, there were strong political objections to handing over control of state-owned infrastructure assets.
After extensive studies, a compromise was proposed in the draft legislation which the government presented to the Bundestag in September 2007. This envisaged that the infrastructure would remain state-owned, but DB would have an enshrined right to manage the network. This proved unpalatable, and even a compromise suggesting a long-term infrastructure management contract was rejected, leading the government to withdraw its entire proposal for 'reconsideration’ earlier this year.
Restructuring in haste
The result was a switch to a 'holding company’ model, which had widely been touted as the likely fallback. Moving rapidly to get the flotation underway ahead of the 2009 elections, the ruling Christian Democratic Union party finally struck a deal with its SDP coalition partner on April 13 to reform DB and only float the operating businesses. It rejected SDP proposals to exclude regional passenger services, but did agree that the operating arm should be offered as a single entity, ruling out the sale of separate stakes in the inter-city or freight businesses.
At the same time, the government conceded to an SDP demand that the proportion of the shares on offer should be cut from 49% to 24·9%. Despite this, both Tiefensee and Mehdorn hope to see the private-sector holding increased to 49·9% in the longer term. With the infrastructure remaining in state ownership, some commentators have suggested that the share of the operating company to be sold should be proportionately greater, although it seems unlikely that the government could get approval to privatise a majority stake.
The revised plans were endorsed by the cabinet on April 30 (RG 5.08 p289). And barely two weeks later, an extraordinary meeting of the DB Supervisory Board approved the restructuring of the company to enable the flotation to proceed.
This saw the existing subsidiary DB Mobility Logistics AG — which was already acting as an umbrella for the Railion, Schenker and Stinnes freight activities — expanded to form the new operating company, with the inclusion of the passenger businesses and other subsidiaries (right). Infrastructure business DB Netz, the power supply arm DB Energie and DB Stations & Service continue to report directly to DB AG, which will remain 100% owned by the German state.
Enshrining the ministry’s wish to safeguard existing railway staff, DB signed an agreement with the Transnet and GDBA unions on May 15 protecting pay and conditions and precluding any forced redundancies as a result of privatisation until the end of 2023. According to Transnet, this also commits DB AG to retaining an integrated business 'and the employment market within it’.
The new structure became operational on June 2, along with a three-way agreement between DB AG, DB Mobility Logistics AG and the federal government. This accord was retrospectively endorsed by the Supervisory Board on June 25, when its Chairman Dr Werner Müller insisted that all of the structural and legal conditions for the partial privatisation were now in place.
European intervention
Despite Müller’s optimism, the European Commission wrote to the German government at the end of June, expressing a number of concerns about the proposed structure. In particular, the Commission is worried about the lack of independence between the infrastructure manager and the operating business when both report to the holding company. If it decides to take these concerns to the European Court for clarification, this could put the whole flotation timescale in doubt.
Independent operators’ association Netzwerk Privatbahnen had already raised concerns over the lack of transparency in the DB structure, which it believed did not meet EU rules requiring an independent body to oversee path allocation and the setting of track access charges. And the degree of independence for DB Netz was one of the issues raised with the German government by the Commission when it launched infringement proceedings against 24 member states for various failures to implement correctly the requirements of the First Railway Package. Not least of its concerns is the ease with which management and staff are able to transfer between businesses in the DB group.
The ministry insists that competition in Germany is stronger than in any other EU country, with many different operators 'already jostling for freight traffic’. And in the regional sector 'the number of private operators is also increasing. The Länder can contract out their regional operations, and private operators can bid on exactly the same terms as DB ML. So competition is already possible with the structure which we have – 100% state ownership of Deutsche Bahn AG. We have now a DB AG with a high quality of service, and that should remain in the future.’
European legislation will also impact on the use of the proceeds from the flotation. During the negotiations, Tiefensee had emphasised that the privatisation would provide much-needed funding towards DB’s 'huge investment needs’. He envisaged that one third of the receipts would be allocated for investment in the infrastructure, one third would go to DB and the final third would be retained by the government.
However, the German competition authorities have ruled that DB ML should not benefit directly from the flotation, suggesting that any payments to the operating business would fall foul of the recently-tightened EU rules on state aid.
The ministry reiterated on August 19 that 'above all the railway’s customers should benefit from the receipts of the partial privatisation. We want to eliminate bottlenecks in the rail network, to modernise stations faster, and to improve noise protection.’
Investing for profitability
DB will not comment officially, citing legal restrictions on making 'forward-looking statements’ ahead of the flotation. However, Mehdorn has clear ambitions for DB to become a global transport operator, with aggressive expansion evident throughout his chairmanship.
With the tacit support of its federal owner, DB has already built up stakes in freight operators from Denmark and the Netherlands to Switzerland and Italy. Moves to acquire control of EWS and Transfesa during 2007 have now given it access to the UK, France and Spain. Further afield, DB has signed joint venture agreements in Russia and China, operating experimental freight trains between Germany and China as well as over the Balkan route to Turkey and beyond. Outside the rail orbit, DB has acquired road, sea and air operations that now make it one of the world’s largest logistics companies.
Mehdorn has certainly heeded the 2004 recommendation from the Bundestag that DB needed to demonstrate its profitability before any flotation. Announcing the 2007 results on March 31, he emphasised that DB had recorded an operating profit for the third year running. 'Our strategy is clearly right’, he insisted. 'DB is ?fit for the challenge, both at home ?and in Europe.’
With turnover up by 4·2% on 2006 at €31·3bn, DB recorded an operating EBIT of €2·37bn in 2007. Net profit for the year was up by 2·1% at €1·7bn, despite gross investment totalling €6·3bn. As a result, the company had been able to reduce its long-term debt by more than €3bn to €16·5bn. Return on capital increased from 5·5 to 8·7%, which Board Member, Finance, Diethelm Sack said was in line with long-term plans.
As in previous years, DB’s biggest revenue generator in 2007 was its regional services, which contributed €6 532m compared to €3 265m for long-distance passenger, €1 879m for urban and €3 878m for freight. However, it should be noted that €4 483m of this came through contract payments from the Länder to support regional operations. Barely a quarter of regional services in Germany have yet been put out to competitive tender, but the rest are due to be contracted out over the next 15 years. DB has won less than 50% of the services tendered so far, although it secured 70% of the 33 million train-km contracted in 2007, and says it will 'defend its position’ vigorously in future bidding.
Announcing DB’s first-half results on August 18, Mehdorn reported a further improvement in profitability. He said DB had recorded 941 million passenger-journeys in the first six months of 2008, up by 30 million on the same period last year. He attributed this to high fuel prices hitting car and air travel, noting that the total distance driven by German car owners in the six months had fallen by 1·5% year-on-year against a 1·4% increase in rail passenger-km.
Freight traffic is continuing to hold up in the face of recession, although the rate of growth has slowed. The first results from EWS contributed to a 6·8% jump in total revenue to €16·2bn for the period. With profit for the six months rising by 5·4% to €915m, Mehdorn said DB ML’s full-year results should be better than 2007. This comes despite higher operating costs attributable to rising energy prices and huge wage increases after last year’s strike by train drivers.
Despite the continuing uncertainties, Mehdorn is still convinced that a flotation is the right way to go. 'The transport market in Europe is changing rapidly and radically’, he says. 'DB AG needs to take its chances now, and that means we will need capital. And the government agrees that we need to finance much-needed infrastructure investment with the proceeds from the partial privatisation’.
Milestones to flotation
1994. Start of German railway reform process
October 8 2002. Railway Advisory Council established to look at concluding the reform process.
June 15 2004. RAC recommends a stock market listing of DB AG 'as an integrated company’ during 2006.
September 21 2007. Government bill for partial privatisation has first reading in the Bundestag.
Mid-February 2008. Government proposal collapses after Länder reject plans to give the part-privatised railway exclusive control of the state-owned infrastructure.
March 31 2008. DB announces third successive annual profit in 2007 results.
April 13 2008. Transport Minister Wolfgang Tiefensee reaches agreement with SPD coalition partners reducing proportion of sale from 49% to 24·9%
April 28 2008. Chancellor Angela Merkel confirms that a government committee had approved the sale of a 24·9% stake. The plan was endorsed by the cabinet two days later.
May 15 2008. DB Supervisory Board approves restructuring to form holding company, with operations grouped in DB Mobility Logistics AG. New structure takes effect from June 2.
Early October. International roadshow to attract investors, followed by bookbuilding exercise to set share price for the flotation.
October 28 or 29. Share price announced.
November 5. IPO completed; DB ML shares start trading on Frankfurt Stock Exchange.
DB business units
DB AG (holding company)
DB Netz
DB Energie GmbH
DB Stations & Service GmbH
DB Mobility Logistics AG
DB Fernverkehr AG
DB Regio AG
DB Stadtverkehr GmbH
DB Vertrieb GmbH
DB Dienstleistungen GmbH
DB (UK) Logistics Holdings Ltd
DB Automotive Rail (Spain) SL
DB Gastronomie GmbH
DB Magnetbahn GmbH
DB Schenker Rail
DB Schenker Logistics
Executive boards
DB AG
Hartmut Mehdorn (Chairman)
Diethelm Sack (Finance)
Stefan Garber (Infrastructure & Services)
Otto Wiesheu (Economic & Political Affairs)
Norbert Hansen (Purchasing)
DB Mobility Logistics AG
Hartmut Mehdorn (Chairman)
Diethelm Sack (Finance)
Margret Suckale (Personnel & Legal)
Karl-Friedrich Rausch (Passenger)
Norbert Bensel (Transport & Logistics)
bron: http://www.railwaygazette.com/news_view ... ector.html
Re: nieuwstopic?!
Geplaatst: 24 sep 2008, 14:31
Vom: 24.09.08
DB Schenker will rumänische Spedition Romtrans kaufen
DB Schenker strebt die vollständige Akquisition des rumänischen Speditionsunternehmens S.C. Romtrans S.A. an. Ein entsprechendes Übernahmeangebot an die Romtrans-Aktionäre ha der Konzern heute abgeben.
bron:http://www.eurailpress.de/article/view/ ... aufen.html
DB Schenker will rumänische Spedition Romtrans kaufen
DB Schenker strebt die vollständige Akquisition des rumänischen Speditionsunternehmens S.C. Romtrans S.A. an. Ein entsprechendes Übernahmeangebot an die Romtrans-Aktionäre ha der Konzern heute abgeben.
bron:http://www.eurailpress.de/article/view/ ... aufen.html
Re: nieuwstopic?!
Geplaatst: 24 sep 2008, 14:36
Freightliner PowerHaul loco design on show
24 Sep 2008
INNOTRANS: Freightliner and GE Transportation have unveiled a model of the new PH37ACmi PowerHaul diesel locomotives being developed for the UK market.
PowerHaul is based on the Evolution Series locomotive platform which GE Transportation introduced in 2005. Freightliner ordered 30 locomotives in November 2007, and the first are due to be delivered in the fourth quarter of 2009.
As the launch customer for PowerHaul, Freightliner has helped shape the specification under 'Project Genesis'. The design features a North American-style narrow body with exterior walkway. The cabs will have a left-of-centre driving desk with electronic information screens, and the sound insulation and air conditioning are intended to offer a better crew environment than the locomotive's main competitor, the EMD Class 66.
The locos will have a newly-developed 16-cylinder engine, and Freightliner claims they will be '7% more fuel-efficient than previous locomotives', achieving 197 g/kWh. A further 3% will be gained by controlling the auxiliaries separately from the engine speed and using current produced during regenerative braking to drive the auxiliaries.
The AC traction motors will be individually controlled by separate inverters to give a high starting tractive effort. 'Packaging all of the new technology including AC traction, dynamic brake, air-conditioned cabs, into a locomotive that is compliant to UK clearance gauge and axle weight has been a challenge,' said Tim Shakerley, Engineering Director, Freightliner Group, 'but the design team has been uncompromising in delivering these objectives with a delivery date towards the end of 2009.'
The GE locos form the largest single order placed by Freightliner, which has 130 EMD Class 66 locos in use on intermodal and bulk freight businesses in the UK and Poland.
Freightliner said the PowerHaul locos 'have not been assigned to a particular Freightliner business at this time, but will be used to increase tonnages hauled on specific routes where there are capacity constraints.'
GE Transportation also released an image of a possible mainland European version of the PowerHaul locomotive.
Freightliner PowerHaul locomotive in brief
Body
Narrow with exterior walkway
Length bver buffers
21710 mm
Height (over cab)
3 917 mm
Width (over cab sides)
2 642 mm
Total weight
129 tonnes
Axle configuration
Co-Co
Gross horsepower
2 750 kW (3 686 hp)
Speed (max)
120 km/h
Starting tractive effort (max)
534 kN
Wheel diameter
1 067 mm
Fuel capacity (usable)
6 000 litres
Engine
PowerHaul P616
Fuel distribution system
Common rail
Alternator
GE GTA series
Traction motors
AC - GE 5GEB30
Bogies
Fabricated frame with axle hung motors
Air Brakes
Dynamic Electronic - EAB
Control System
GE Common Control Architecture
Diagnostics
Self-testing with diagnostic display
Railway Gazette International is the official international media partner of InnoTrans.
Meet the team at Stand 221 in Hall 1.2
bron: http://www.railwaygazette.com/news_view ... _show.html
Vom: 24.09.08
GE: Lokomotiven für Europa
Modell der neuen Lok für Frightliner; Foto: C. Müller
Der amerikanische Hersteller GE Transportation hat auf der InnoTrans eine neue Diesellokomotive für Europa angekündigt. Basis dafür ist die derzeit in Entwicklung befindliche PH37ACmi für die britische Frightliner Group, die im November 2007 30 Stück bestellt hat. Die Lok für Kontinentaleuropa soll aber das UIC-Lichtraumprofil nutzen.
bron: http://www.eurailpress.de/article/view/ ... uropa.html
Re: nieuwstopic?!
Geplaatst: 24 sep 2008, 14:38
Modular shunter launch
24 Sep 2008
INNOTRANS: Making its debut at InnoTrans, the G6 diesel-hydraulic shunting loco is the first model in a new range of modular designs being developed by Vossloh Locomotives.
Powered by a 650 kW engine, the three-axle centre-cab G6 has a tractive effort of around 194 kN, making it one of the most powerful locos in the shunting and industrial locomotive market. With a top speed of 80 km/h, it is designed to negotiate curves as tight as 50 m radius, with a steering mechanism, to minimise rail and wheel wear.
From 2010, Vossloh plans to add three types of four-axle locomotive to the range, which is primarily targeted at mines, ports and factories. All models in the new range will comply with the latest EU standards on exhaust emissions, noise protection and crashworthiness, which come into force from 2012.
Vossloh España is again showing its Euro4000, which was launched at InnoTrans 2006. Powered by a 16-cylinder EMD engine, Europe’s most powerful diesel-electric locomotive is rated at 3 178 kW. With a fuel tank capacity of 7 000 litres, it can run for up to 2 000 km without stopping. The Euro 4000 has attracted a lot of interest since its launch, with orders placed for 45 locomotives so far. The loco has now been certified for operation in Spain, and the approvals process is underway in several other countries, including Germany, Belgium, Netherlands, Poland, France, Sweden and Norway.
bron: http://www.railwaygazette.com/news_view ... aunch.html
Re: nieuwstopic?!
Geplaatst: 24 sep 2008, 14:39
Vom: 24.09.08
InnoTrans: Solaris baut Straßenbahnen
Tramino - die neue Tram von Solaris Bus; Foto: C. Müller
Mit dem polnischen Bushersteller Solaris aus Owińska ist nun ein weiterer Hersteller für Straßenbahnen auf dem Markt. Wie auf der InnoTrans bekannt wurde, wird der erste Prototyp der Tramino genannten Bahn bereits gefertigt.
bron: http://www.eurailpress.de/article/view/ ... ahnen.html
Re: nieuwstopic?!
Geplaatst: 24 sep 2008, 14:41
Seoul metro cable order
24 Sep 2008
INNOTRANS: Nexans has announced a €3m order to supply South Korean rolling stock manufacturer Hyundai Rotem with specialised power and control cables for the 300 metro cars which will be delivered to Seoul metro Line 3 from 2009.
The cables will comply with the French NFF standards, and will be manufactured in Paillart, France and Mönchengladbach, Germany for delivery by May 2009.
bron: http://www.railwaygazette.com/news_view ... order.html
Re: nieuwstopic?!
Geplaatst: 24 sep 2008, 14:47
World Premiere at the Start of InnoTrans: Bombardier Presents the TALENT 2 for Deutsche Bahn
September 23, 2008 — Berlin Transportation
Modular Train Concept Sets the Tone for the Local and Regional Transport of the Future
Bombardier Transportation presented the new commuter/regional train BOMBARDIER TALENT 2 at InnoTrans in Berlin today. The premiere also represented the opening of world’s largest trade fair for the railway industry. Shortly after 9am, the Electrical Multiple Unit (EMU), which was manufactured in Hennigsdorf near Berlin/Germany, was unveiled.
“The TALENT 2 train will be the future base model for the DB. We have high expectations for this vehicle and with its modular structure, the TALENT 2 train allows for a wide variety of configurations. This EMU provides high passenger comfort, low energy consumption, low maintenance costs and flexible use. With the TALENT 2 vehicle, we can defend our leading market position in Europe in the regional and suburban traffic segment”, said Hartmut Mehdorn.
In February 2007, Deutsche Bahn AG and Bombardier Transportation completed a framework agreement amounting to 1.2 billion euros for the delivery of up to 321 trains. Until now, DB Regio has already obtained three contingents of 61 trains altogether. After the premiere on the Moselbahn between Koblenz and Trier/Perl, the route from Leipzig to Cottbus will be equipped with the trains. This will be followed by the commuter network in Nuremberg from December 2010.
The TALENT 2 solution features a new, modular design concept. DB Regio and Bombardier Transportation worked closely together on the requirements for the construction of the train. During its operating life, the vehicle can be used flexibly on different routes and networks and in many different configurations. For example, the TALENT 2 train can be changed quickly and economically from a commuter to a regional train. The interior design and the number of doors can be altered very easily. Flexible train lengths from two to six coaches are also possible.
The train is also suitable for use on non-German networks. In view of the liberalisation of the European rail markets, this is an important argument for operators, who want to expand beyond the local market.
“The TALENT 2 vehicle is a product which is really geared to the future. For customers like DB Regio, its flexibility is a decisive argument in the face of growing international competition. The train is not just flexible, it’s also very comfortable, energy-efficient and cost-effective,” said André Navarri during the presentation.
The use of standardised components which are combined with each other also reduces the operating and maintenance costs of the TALENT 2 vehicle and, since the conversion costs can be calculated exactly, a high resale value is also assured.
The model which was introduced in Berlin is planned for use on the Nuremberg commuter network. The four-section train has an electronic passenger information system, six wide entrances on each side and accessible toilets for disabled passengers. The BOMBARDIER MITRAC propulsion system permits excellent acceleration and, in operation as a regional train, a maximum speed of up to 160km/h.
The TALENT 2 train can be seen on track 6 of the outdoor display area at the Berlin trade fair until next Sunday. The fair is open for trade visitors until 26 September. On 27 and 28 September, InnoTrans is also open to the general public.
Bombardier Transportation Launches Innovative ECO4 Technologies for Total Train Performance at InnoTrans 2008
September 22, 2008 — Berlin
Transportation
Global Rail Industry Leader Presents Breakthrough EcoActive Technologies Delivering up to 50 Per Cent Energy Savings to Maximize Energy, Efficiency, Economy, and Ecology for Rail Operators
Bombardier Transportation today launched an innovative portfolio of technologies, products and solutions that maximize energy efficient operation and total train performance for rail operators.
The BOMBARDIER ECO4 portfolio, which offers ten product concepts which are ready for use, was presented by Bombardier Transportation during a press conference in Berlin on the occasion of InnoTrans 2008 (23-26 September), the world’s largest rail industry fair.
Bombardier Transportation, the global leader in rail technology, will be presenting its extensive product range at InnoTrans under the motto, “The Climate is Right for Trains” and the company fulfills this promise with its breakthrough ECO4 technologies, some of which are first-in-industry.
“We are excited about these technologies, as we are leading the way to helping our customers achieve economical sustainable mobility now and in the future,” says Dr Josef Doppelbauer, Chief Technical Officer Bombardier Transportation.
“With energy consumption and efficiency being the priorities of our industry, the new ECO4 portfolio can help train operators enhance the reliability and performance of their fleets, while at the same time reducing both their carbon footprint and energy costs.”
The ECO4 portfolio comes at a time when rail operators are increasingly challenged by the pressures of volatile energy costs, operating efficiency and global climate change. All ECO4 products are fully operable and can easily be customized to any fleet, creating substantial overall energy savings of up to 50 per cent.
“The innovation in the ECO4 modular portfolio of ecoactive technologies rests with its ability to be applied to different frameworks and its capacity for customization to different fleets or trains,” explains Dr Tjark Siefkes, Senior Director Product Development at Bombardier Transportation.” Balancing the four cornerstones of energy, efficiency, economy and ecology into one engineering portfolio makes these technologies truly innovative, creating a new formula for optimal train performance, which we will continue to develop. For us, this is a big leap in applied technology development.”
Among the most fascinating ECO4 technologies are five industry firsts unique to Bombardier Transportation, which lead the railway market into the future of sustainable mobility:
• The BOMBARDIER EBI Drive 50 Driver Assistance System, the industry’s first integrated solution for customers to help save up to 15 per cent of traction energy by assisting drivers with information on speed and traction force, thus saving up to 30 per cent traction force.
• BOMBARDIER EnerGplan Simulation Tool, the only tool on the market which enables operators to simulate and then optimize the energy consumption for complete transport systems, reducing energy use by 20 per cent.
• The C.L.E.A.N. Diesel Power Pack, leading the industry by providing the only drive system for Diesel Multiple Units in the 660 kW class already in conformity today with the new EU emission guidelines (stage III-B) to be implemented in 2012. The C.L.E.A.N. system leads to a reduction in particulate emissions of 87 per cent.
• BOMBARDIER MITRAC Energy Saver, the leading regenerative braking system for light rail vehicles, which delivers energy savings of up to 30 percent.
• BOMBARDIER PRIMOVE Catenary-Free Operation, the world’s first system to enable completely catenary-free operation of trams over distances of varying lengths and in all surroundings including underground lines.
Two of these ECO4 products, the MITRAC Permanent Magnet Motor and the EBI Drive 50 Driver Assistance System, have also been in successful operation on Sweden’s “Green Train” between Stockholm and Västerås. This high speed research project is jointly run by the Swedish railway administration Banverket, Bombardier Transportation and other partners. Others, such as the MITRAC Energy Saver, have proven their unsurpassed reliability throughout years of successful testing during regular operations.
In detail, the technical highlights of the ECO4 products are:
AeroEfficient Train Optimisation: The industry’s first generic design approach for energy- efficient aerodynamic designs can help realize energy savings of up to eight per cent for regional and up to 15 per cent for high speed trains. It reduces the aerodynamic drag by 25 per cent with a new, state-of-the-art process called AeroEfficient Train Optimisation. The process focuses on reducing the traction effort, which is largely lost during typical driving operations due to aerodynamic pressure drag and friction. Limiting this aerodynamic drag not only saves energy used for traction, but can also reduce traveling time, as it allows for a higher train acceleration. The process can be applied when developing and constructing new products by calculating the best way to minimize the drag. It also takes into account constraints such as crash structure, industrial design and possible ergonomic limits of the cab.
C.L.E.A.N. Diesel Power Pack: A drive system for Diesel Multiple Units (DMUs). It is the only one of its type in the rail industry which already meets the exhaust emission limits Stage III-B for DMUs in the 660kW class becoming effective in 2012. The innovative product is thus years ahead of the legal requirements and presently ready to be implemented for a full-production run. The environmentally-friendly effect of the system is made possible through the use of a special catalyst with SCR technology (Selective Catalyst Reduction). This not only requires less energy than other solutions, but it also has a cooling system that is easy to handle and reduces emissions, particularly nitric oxides. Overall, the engine has an optimized weight and configuration, and operates with relatively low fuel consumption. In addition it has reduced maintenance requirements, resulting in improved efficiency. In 2009, the C.L.E.A.N. Diesel Power Pack will become part of the BOMBARDIER ITINO train sets for the Rhein-Main-Verkehrsverbund (RMV) in Germany and for Västtrafik in Sweden.
EBI Drive 50 Driver Assistance System: Saving traction energy of up to 15 per cent and reducing costs and wear, the EBI Drive 50 Driver Assistance Systemis the world’s first integrated solution in this area. This smart software tool is assisting train drivers with recommendations for velocity and acceleration/deceleration, in order to optimize their driving styles and minimize the energy needed to run a train according to its allotted timetable. Smoother operation of the train also results in the reduced wear of wheel sets, engines, brakes and tracks. EBI Drive 50 can be applied to electrical locomotives, diesel engines, any form of hybrid traction, and even multi-traction systems. In addition, different schemes of distributing locomotives within a train can be taken into account. It is suitable both for new trains and can be retro-fitted to existing vehicles.
The software operates onboard the train, through a communication gateway to the wayside and with central workstations. It calculates speed and traction force profiles, constantly updating optimized target velocity and traction force to the actual time and position. This data is displayed in the driver’s cab, where the driver can react accordingly to optimize overall driving styles over time.
Energy Management Control System: A new modeling and analysis tool, the Energy Management Control System is designed to integrate energy awareness, efficiency and carbon control into an operator’s business. The system provides customers with an accurate and affordable fleet energy management solution, using data gathered from the trains, combined with flexible and intuitive visualisation tools based on methods proven in the BOMBARDIER ORBITA system. Combining creative thinking with advanced technology and know-how, Bombardier’s clever Energy Management Control System is suitable for retro-fitting to existing vehicles that are both diesel and electric.
BOMBARDIER EnerGplan Simulation Tool: By far the industry’s leading energy optimization software tool for complete transport systems, the EnerGplan tool is an easy-to-use simulation software with a unique graphical visualization for almost any given transit system, ranging from the largest metro system to the smallest Automated People Mover application. The EnerGplan Simulation Tool allows transit system engineers to optimize the design of power distribution systems and reduce energy consumption during operations. The software’s analysis covers the fleet performance, train speed profiles, power supply and distribution system load flows, effects of onboard and wayside energy storage devices, as well as train schedules and routing. It is a graphics based, flexible simulation tool that allows transit system designers to carefully analyze and then improve the power system configuration. It also gives a preview of the optimal mode of operation. A dynamic train display even allows monitoring of any chosen train operating, for example. It is thus not only capable of simulating different energy consumption scenarios, but also of offering feasible solutions, which can then be tested against field measurements.
MITRAC Energy Saver: As one of the most fascinating new, ecoactive technologies of the ECO4 product family, the MITRAC Energy Saver is far ahead of any similar products in the market and is also the most industry tested. The innovative capacitors of the system store the energy released each time a vehicle brakes and re-use it during acceleration or operation. Applied to light rail vehicles, the system has (during several years of testing) been proven to save up to 30 per cent of energy. Calculations show that even 35 per cent will be possible for DMUs, thus reducing emissions as well as costs. The technology can also be used as a performance booster by adding extra power to the vehicle during acceleration. Behind the system is a double layer capacitor technology (also known as “ultracapacitors”), a smartly designed storage device charged with the eletrical energy set free when the brakes are used. Contrary to regular, flywheel-based, mechanical energy storages used in buses, for example, the MITRAC Energy Saver operates on a purely electrical basis: The double-layer capacitors include several hundred storage cells, connected in a series to create a MITRAC storage unit, saving the energy with relatively low losses.
The MITRAC Energy Saver has been tested extensively since 2003 in the system of the public transportation operator in Mannheim/Germany. Encouraged by the results, the German operator Rhein-Neckar-Verkehr GmbH (RNV) has ordered 19 light rail vehicles equipped with the system.
BOMBARDIER PRIMOVE Catenary-Free Operation: This revolutionary system, which includes the MITRAC Energy Saver, is the first-in-industry and enables the complete catenary-free operation of BOMBARDIER FLEXITY trams over distances of varying lengths and in all surroundings including underground lines. The outstanding feature of the system is the catenary-free power transfer; the electric supply components are invisible and hidden under the vehicle and beneath the track. The benefits for operators are the elimination of overhead wires, thus increasing the attractiveness of cities, the safe and contactless inductive power transfer and the low wear of parts and components. The system functions independently of weather conditions and ensures that full power is always available.
BOMBARDIER FLEXX Tronic Technology: Leading to considerably extended maintenance and exchange intervals of bogies, the revolutionary FLEXX Tronic Technology provides unique functionalities for active Radial Steering and Bogie Stabilization (ARS). The system overcomes the limitations of conventional bogies with passive steering and suspension elements. In addition, the interoperable system is applicable to different national track networks and reduces wheel and rail wear as well as vehicle vibration and noise.
BOMBARDIER MITRAC Permanent Magnet Motor: Increased energy efficiency and performance are the main advantages for customers choosing the MITRAC Permanent Magnet Motor (PM). Due to improved efficiency and reduced weight, the PM motor technology directly benefits the environment and saves costs for rail operators. The tested and validated, compact and powerful PM motor system is designed to meet the highest demands on drive systems for traction application. The innovative motor construction is based on permanent magnet technology that uses a rotor creating its own flux through the incorporation of magnets – an improvement over standard induction motors that rely on the flux created by the current in the stator winding. This means less energy is required, motor cooling is easier to handle, and higher performance levels can be realized compared to inductor motors of the same size. In addition to its direct benefits, the PM motor also offers the potential for reducing the vehicle life cycle cost, when replacing standard induction motors. Finally, the high motor performance also allows the shifting of braking power from the mechanical to the electric system, resulting in lower operational costs and reduced negative environmental impacts.
ThermoEfficient Climatisation System: This intelligent, low-energy interior climate system for all rail vehicles helps to improve comfort levels for passengers while simultaneously saving energy. The energy used for the cabin climatization of trains can reach up to 30 per cent such as in metros operating under extreme weather conditions. This energy however, is often wasted, as it does not adapt its performance to variables such as passenger occupancy. A more intelligent and flexible climate system control can therefore save both energy and costs considerably. The ThermoEfficient Climatisation System applies a combination of two systems: A variable fresh air rate system that uses existing sensory information (based on the vehicle mass) for calculating the passenger occupancy and adapts the rate accordingly. The second system includes the installation of heat exchangers to pre-heat or pre-cool the fresh air by using up to 80 per cent of the exhaust air. The systems can reduce the energy consumption by a 24 and 26 per cent, respectively.
bron: http://www.bombardier.com/en/corporate/ ... 0d8004d75e
Re: nieuwstopic?!
Geplaatst: 24 sep 2008, 20:58
NMBS wil B-Security in aparte vennootschap
24/09/2008 13:00
B-Security, de interne bewakingsdienst van de NMBS-Groep, wordt omgevormd tot een bewakingsonderneming die ook veiligheidsactiviteiten voor derden zal kunnen uitvoeren. Dat is althans de bedoeling van de directie van de NMBS-holding, die B-security wil omvormen tot een aparte vennootschap.
Ondanks de plannen tot herprofilering van B-Security is het niet de bedoeling om de concurrentiestrijd aan te gaan met privébewakingsfirma's, luidt het bij de NMBS-Holding. Open Vld-Kamerlid Guido De Padt wijst in een reactie op mogelijke oneerlijke concurrentie en meent dat de werking van de moedervennootschap wordt "uitgehold".
De NMBS-Groep beschikt zowel over een veiligheidsdienst (Securail, die werkt rond inbreuken op de spoorwegwetgeving als over een interne bewakingsdienst (B-Security, die vooral toezicht houdt op de spoorweggebouwen- en terreinen. Beide diensten werken uitsluitend voor de NMBS-Groep.
In de praktijk moet B-Security steeds meer toezichtsactiviteiten uitvoeren voor derden. Het gaat bijvoorbeeld om het toezicht op het vervoer van nucleaire stoffen op het Belgisch grondgebied. Door "synergieën met derden" zou de veiligheid op het spoorwegdomein kunnen worden versterkt, meent de NMBS-Holding. Er wordt gedacht aan partnerships met onder meer buitenlandse operatoren, regionale vervoersmaatschappijen en steden.
Wil de NMBS die opdrachten voor derden laten uitvoeren, dan moet B-Security worden omgevormd tot een naamloze vennootschap, die voor 100 procent afhankelijk is van de NMBS-Holding. Het voorstel voor de omvorming van B-Security wordt voorgelegd aan de raad van bestuur.
bron: http://www.trends.be/nl/economie/bedrij ... schap.html
24/09/2008 13:00
B-Security, de interne bewakingsdienst van de NMBS-Groep, wordt omgevormd tot een bewakingsonderneming die ook veiligheidsactiviteiten voor derden zal kunnen uitvoeren. Dat is althans de bedoeling van de directie van de NMBS-holding, die B-security wil omvormen tot een aparte vennootschap.
Ondanks de plannen tot herprofilering van B-Security is het niet de bedoeling om de concurrentiestrijd aan te gaan met privébewakingsfirma's, luidt het bij de NMBS-Holding. Open Vld-Kamerlid Guido De Padt wijst in een reactie op mogelijke oneerlijke concurrentie en meent dat de werking van de moedervennootschap wordt "uitgehold".
De NMBS-Groep beschikt zowel over een veiligheidsdienst (Securail, die werkt rond inbreuken op de spoorwegwetgeving als over een interne bewakingsdienst (B-Security, die vooral toezicht houdt op de spoorweggebouwen- en terreinen. Beide diensten werken uitsluitend voor de NMBS-Groep.
In de praktijk moet B-Security steeds meer toezichtsactiviteiten uitvoeren voor derden. Het gaat bijvoorbeeld om het toezicht op het vervoer van nucleaire stoffen op het Belgisch grondgebied. Door "synergieën met derden" zou de veiligheid op het spoorwegdomein kunnen worden versterkt, meent de NMBS-Holding. Er wordt gedacht aan partnerships met onder meer buitenlandse operatoren, regionale vervoersmaatschappijen en steden.
Wil de NMBS die opdrachten voor derden laten uitvoeren, dan moet B-Security worden omgevormd tot een naamloze vennootschap, die voor 100 procent afhankelijk is van de NMBS-Holding. Het voorstel voor de omvorming van B-Security wordt voorgelegd aan de raad van bestuur.
bron: http://www.trends.be/nl/economie/bedrij ... schap.html
Re: nieuwstopic?!
Geplaatst: 24 sep 2008, 21:01
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.
22_09_2008
23_09_2008
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.
22_09_2008
23_09_2008
Re: nieuwstopic?!
Geplaatst: 25 sep 2008, 20:00
Wednesday, Sept. 24, 2008rail 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.
22_09_2008
23_09_2008
Re: nieuwstopic?!
Geplaatst: 25 sep 2008, 20:03
Vom: 25.09.08
Bahnbranche startet Offensive für Ingenieurnachwuchssuche
Anlässlich der InnoTrans 2008, haben sich die führenden Verbände, Institutionen und Fachmedien der Bahnbranche zusammen geschlossen. Mit dem Imagefilm „Inspiration Bahntechnik“ will die Branche dem Ingenieurmangel in der Bahntechnik in Deutschland begegnen.
Bei der Pressekonferenz auf der InnoTrans stellten der Verband der Bahnindustrie (VDB) e.V., der Verband Deutscher Eisenbahn-Ingenieure e.V. (VDEI), das Eisenbahn-Bundesamt (EBA) und die DVV Media Group ihre Nachwuchs-Kampagne vor. Die beteiligten Institutionen schlagen Alarm, weil inzwischen die gesamte Bahntechnik-Branche den Mangel an qualifizierten Fachkräften und von Ingenieuren spüren würde, hieß es in einer gemeinsamen Erklärung.
Der Imagefilm soll Schüler für ein Ingenieurstudium begeistern und auf die Vielfalt der Berufsmöglichkeiten aufmerksam machen.
Allein die großen und mittelständischen Bahntechnikhersteller in Deutschland mit mehr als 110 Unternehmen wollen im laufenden Jahr 1200 qualifizierte Ingenieure einstellen. Insbesondere Spezialisten für Maschinenbau und Elektrotechnik sowie Fahrzeugtechniker und Wirtschaftsingenieure werden derzeit händeringend gesucht werden.
Der Imagefilm ist im Internet zu sehen unter Inspiration Bahntechnik: http://www.inspiration-bahntechnik.de/
bron: http://www.eurailpress.de/article/view/ ... suche.html
Re: nieuwstopic?!
Geplaatst: 25 sep 2008, 20:08
Regional EMU is poised to enter service
25 Sep 2008 | Dr Harry Hondius
GERMANY: The first Desiro Main Line EMU ordered by Angel Trains for use on Trans Regio’s MittelRhein service between Köln and Koblenz is now on test; Dr Harry Hondius rides the first four-car set at Wildenrath.
With the December 2008 timetable change, Trans Regio Deutsche Regionalbahn GmbH will take over the operation of local passenger services on the Mainz - Koblenz - Köln route, using a fleet of 16 Desiro Main Line EMUs leased from Angel Trains International. These units are being built by Siemens at Uerdingen, under a €70m contract awarded in March 2007 that includes options for up to 84 more trainsets.
The first of the three-car EMUs, which carries the EBA classification ET460, is currently undergoing commissioning at the Wegberg-Wildenrath test centre ahead of delivery.
Announced in June 2006, the Desiro Main Line is Siemens’ modular platform for regional multiple-units, primarily aimed at the contract operators that are now responsible for running an increasing proportion of regional passenger services across Germany. The basic concept was outlined in RG 8.06 p446, where it was suggested that Siemens needed to develop a new trainset as DB would not allow its suppliers to sell EMUs based on its existing S-Bahn stock to rival operators.
As with the Coradia Lirex Continental from Alstom (RG 5.08 p201), and the forthcoming Talent 2 from Bombardier, Desiro Main Line is envisaged as a fully flexible modular trainset that meets the latest TSI crashworthiness standards yet can easily be adapted to suit specific applications. It can also be modified at a later date to facilitate subsequent use on a different concession, avoiding the high engineering cost of developing a bespoke design and making the vehicles attractive to rolling stock leasing companies looking for a relatively standard product.
Unlike its competitors, Siemens decided to base its new design on individual vehicles, rather than using articulation bogies. This enabled Siemens to scoop the order to supply 305 EMUs for Belgian National Railways, as the Desiro Main Line concept best fulfilled SNCB’s requirements regarding the number of seats in a given unit length (RG 5.08 p289). In addition, Desiro Main Line can be configured to suit three typical platform heights: 550 mm, 760 mm or 900 mm, with two standard entrance heights at 600 mm or 800 mm above rail.
Aluminium bodies
The main speciality of Siemens’ Uerdingen plant is the welding of long extruded aluminium profiles to form car bodies such as those used on the ICE3 and Velaro families. Desiro Main Line follows this same basic model, with a steel-framed crashworthy nose bolted to the aluminium bodyshell. The centre part between the doors in each vehicle provides the low-floor area, with a floor height at 800 mm above rail to suit 760 mm high platforms. The outer ends behind the cabs have a floor height of 1 075 mm over the end bogies, but for the inner ends Siemens has managed to keep the gangway over the centre bogies at 895 mm, which is reached by ramps from the vestibule areas. However, the Kiel Match seats are mounted on 180 mm high boxes covering the wheels.
In one of the end vehicles, the low-floor section accommodates a multi-function area with folding seats, a wheelchair space and an accessible toilet. Electrically-operated sliding plug doors are fitted, with two 1 300 mm wide doorways on each side of each vehicle.
The three-car unit runs on bolsterless SF 6500 bogies, of which the four under the end vehicles are powered. Total weight of the powered bogie is 9 tonnes, and the unpowered ones weigh 6·7 tonnes.
In each bogie the axles are guided by longitudinal arms, which at one end support the bogie frame by coil springs with rubber elements, complemented by vertical shock absorbers. Traction forces are transmitted between car body and bogie frame by a central mechanism consisting of rubber/metal springs and bearing surfaces. The secondary air springs are equipped with a two-point levelling system, and a torsion stabiliser prevents the car from rolling.
The fluid-cooled three-phase motors are fully suspended from the bogie frame using rubber springs, and drive via a toothed coupling to the semi-suspended Flender gearbox, which is supported on one side from the frame and rests directly on the axle. By disconnecting the coupling, the wheelset can be removed while the motor remains in place.
All axles are equipped with electro-pneumatic disc brakes, and the outer wheelsets also have sanding equipment. Eight axles are equipped with spring-applied brakes which can be used for parking, and each unit is fitted with two 84 kN magnetic track brakes for emergencies.
All electrical equipment has been supplied by Siemens, and everything is roof-mounted with exception of the compressor and batteries. The units are fitted with the standard Sitrac traction control system, which is fully redundant apart from the pantograph mounted on one of the end vehicles. Each motor car has its own transformer and four-quadrant converter, feeding an IGBT inverter pack driving the four motors on that vehicle. Roof-mounted cables transfer the high voltage supply to the other motor vehicle. As with almost all modern 15 kV, 16·7 Hz trainsets, the units are equipped with regenerative braking, but there are no brake resistances. Each vehicle has its own roof mounted air-conditioning unit.
The interior of the finished train is light and roomy. Travelling at 110 km/h on the test ring, the ride quality was excellent. Interior noise levels were very low, even with the air-conditioning in operation.
Principal suppliers
Bodyshells, electrical equipment, assembly Siemens
Exterior and interior design Tricon
Doors Bode
Air-conditioning Faiveley
Automatic end couplers Scharfenberg
Brakes Knorr-Bremse
Pantograph Fa Richard
Seats Kiel
Technical data for Desiro Main Line Class ET 460
Axle arrangement
Bo’Bo’ 2’2’ Bo’Bo’
Vehicle profile EBO G1 UIC 505-1
Crashworthiness EN 15227
Buffing load kN 1500
Fire prevention Level 3 DIN 5510-2; NF F16-101
Overall length over couplings m 70·9
Length of end car mm 24200
Length of centre car mm 22500
Width mm 2840
Height mm 4250
Empty weight tonnes 133
Maximum axleload tonnes 17
Maximum speed km/h 160
Service acceleration m/s² 1·0
Service braking rate m/s² 1·0
Emergency braking rate m/s² 1·2
Minimum radius (in depot) m 110
Steepest gradient 4%
Exterior temperature range °C - 35 to + 40
Doorway width mm 1300
Door height mm 2000
Headroom in high-floor area mm 2040
Headroom in low-floor area mm 2315
Floor height above rail mm 800
over middle bogies mm 895
over end bogies mm 1075
Steps up to end sections mm 2 x 140
Height of under-seat boxes mm 180
Gangway width mm 510
Seat width mm 450
Spacing between facing seats mm 1650
Spacing between airline seats mm 750
Bogie wheelbase mm 2300
Wheel diameter new/used mm 850/760
Bogie centresm 16·2 + 15·7 + 16·2
Power supply 15 kV 16·7 Hz
Traction motors 8 x 1TB1724
Maximum rating kW 335
Continuous rating 210 kW @ 2000 rev/min
Gear ratio 3.865972222
Transformer rating mVA 2 x 1142
Peak inverter rating mVA 2 x 1·6
Auxiliary inverter kVA su mmer 90 / winter 110
Battery charger DC/110V A 2 x 110 V 91 A
Sealed lead-acid batteries 2 x 100 Ah (C5)
Ventilation per car m³/h 2800
Heating per car kW 40
Cooling per car kW 28
Cab ventilation rate m³/h 600
Cab heating kW 6
Cab cooling kW 5
Seats (first/second) 252
Standees (@ 4/m2) 240
Specific weight kg/m² 662·5
Specific weight kg per seat 526
Specific power kW/t 19·6
Door width per m of train length mm/m 111
bron: http://www.railwaygazette.com/news_view ... rvice.html
25 Sep 2008 | Dr Harry Hondius
GERMANY: The first Desiro Main Line EMU ordered by Angel Trains for use on Trans Regio’s MittelRhein service between Köln and Koblenz is now on test; Dr Harry Hondius rides the first four-car set at Wildenrath.
With the December 2008 timetable change, Trans Regio Deutsche Regionalbahn GmbH will take over the operation of local passenger services on the Mainz - Koblenz - Köln route, using a fleet of 16 Desiro Main Line EMUs leased from Angel Trains International. These units are being built by Siemens at Uerdingen, under a €70m contract awarded in March 2007 that includes options for up to 84 more trainsets.
The first of the three-car EMUs, which carries the EBA classification ET460, is currently undergoing commissioning at the Wegberg-Wildenrath test centre ahead of delivery.
Announced in June 2006, the Desiro Main Line is Siemens’ modular platform for regional multiple-units, primarily aimed at the contract operators that are now responsible for running an increasing proportion of regional passenger services across Germany. The basic concept was outlined in RG 8.06 p446, where it was suggested that Siemens needed to develop a new trainset as DB would not allow its suppliers to sell EMUs based on its existing S-Bahn stock to rival operators.
As with the Coradia Lirex Continental from Alstom (RG 5.08 p201), and the forthcoming Talent 2 from Bombardier, Desiro Main Line is envisaged as a fully flexible modular trainset that meets the latest TSI crashworthiness standards yet can easily be adapted to suit specific applications. It can also be modified at a later date to facilitate subsequent use on a different concession, avoiding the high engineering cost of developing a bespoke design and making the vehicles attractive to rolling stock leasing companies looking for a relatively standard product.
Unlike its competitors, Siemens decided to base its new design on individual vehicles, rather than using articulation bogies. This enabled Siemens to scoop the order to supply 305 EMUs for Belgian National Railways, as the Desiro Main Line concept best fulfilled SNCB’s requirements regarding the number of seats in a given unit length (RG 5.08 p289). In addition, Desiro Main Line can be configured to suit three typical platform heights: 550 mm, 760 mm or 900 mm, with two standard entrance heights at 600 mm or 800 mm above rail.
Aluminium bodies
The main speciality of Siemens’ Uerdingen plant is the welding of long extruded aluminium profiles to form car bodies such as those used on the ICE3 and Velaro families. Desiro Main Line follows this same basic model, with a steel-framed crashworthy nose bolted to the aluminium bodyshell. The centre part between the doors in each vehicle provides the low-floor area, with a floor height at 800 mm above rail to suit 760 mm high platforms. The outer ends behind the cabs have a floor height of 1 075 mm over the end bogies, but for the inner ends Siemens has managed to keep the gangway over the centre bogies at 895 mm, which is reached by ramps from the vestibule areas. However, the Kiel Match seats are mounted on 180 mm high boxes covering the wheels.
In one of the end vehicles, the low-floor section accommodates a multi-function area with folding seats, a wheelchair space and an accessible toilet. Electrically-operated sliding plug doors are fitted, with two 1 300 mm wide doorways on each side of each vehicle.
The three-car unit runs on bolsterless SF 6500 bogies, of which the four under the end vehicles are powered. Total weight of the powered bogie is 9 tonnes, and the unpowered ones weigh 6·7 tonnes.
In each bogie the axles are guided by longitudinal arms, which at one end support the bogie frame by coil springs with rubber elements, complemented by vertical shock absorbers. Traction forces are transmitted between car body and bogie frame by a central mechanism consisting of rubber/metal springs and bearing surfaces. The secondary air springs are equipped with a two-point levelling system, and a torsion stabiliser prevents the car from rolling.
The fluid-cooled three-phase motors are fully suspended from the bogie frame using rubber springs, and drive via a toothed coupling to the semi-suspended Flender gearbox, which is supported on one side from the frame and rests directly on the axle. By disconnecting the coupling, the wheelset can be removed while the motor remains in place.
All axles are equipped with electro-pneumatic disc brakes, and the outer wheelsets also have sanding equipment. Eight axles are equipped with spring-applied brakes which can be used for parking, and each unit is fitted with two 84 kN magnetic track brakes for emergencies.
All electrical equipment has been supplied by Siemens, and everything is roof-mounted with exception of the compressor and batteries. The units are fitted with the standard Sitrac traction control system, which is fully redundant apart from the pantograph mounted on one of the end vehicles. Each motor car has its own transformer and four-quadrant converter, feeding an IGBT inverter pack driving the four motors on that vehicle. Roof-mounted cables transfer the high voltage supply to the other motor vehicle. As with almost all modern 15 kV, 16·7 Hz trainsets, the units are equipped with regenerative braking, but there are no brake resistances. Each vehicle has its own roof mounted air-conditioning unit.
The interior of the finished train is light and roomy. Travelling at 110 km/h on the test ring, the ride quality was excellent. Interior noise levels were very low, even with the air-conditioning in operation.
Principal suppliers
Bodyshells, electrical equipment, assembly Siemens
Exterior and interior design Tricon
Doors Bode
Air-conditioning Faiveley
Automatic end couplers Scharfenberg
Brakes Knorr-Bremse
Pantograph Fa Richard
Seats Kiel
Technical data for Desiro Main Line Class ET 460
Axle arrangement
Bo’Bo’ 2’2’ Bo’Bo’
Vehicle profile EBO G1 UIC 505-1
Crashworthiness EN 15227
Buffing load kN 1500
Fire prevention Level 3 DIN 5510-2; NF F16-101
Overall length over couplings m 70·9
Length of end car mm 24200
Length of centre car mm 22500
Width mm 2840
Height mm 4250
Empty weight tonnes 133
Maximum axleload tonnes 17
Maximum speed km/h 160
Service acceleration m/s² 1·0
Service braking rate m/s² 1·0
Emergency braking rate m/s² 1·2
Minimum radius (in depot) m 110
Steepest gradient 4%
Exterior temperature range °C - 35 to + 40
Doorway width mm 1300
Door height mm 2000
Headroom in high-floor area mm 2040
Headroom in low-floor area mm 2315
Floor height above rail mm 800
over middle bogies mm 895
over end bogies mm 1075
Steps up to end sections mm 2 x 140
Height of under-seat boxes mm 180
Gangway width mm 510
Seat width mm 450
Spacing between facing seats mm 1650
Spacing between airline seats mm 750
Bogie wheelbase mm 2300
Wheel diameter new/used mm 850/760
Bogie centresm 16·2 + 15·7 + 16·2
Power supply 15 kV 16·7 Hz
Traction motors 8 x 1TB1724
Maximum rating kW 335
Continuous rating 210 kW @ 2000 rev/min
Gear ratio 3.865972222
Transformer rating mVA 2 x 1142
Peak inverter rating mVA 2 x 1·6
Auxiliary inverter kVA su mmer 90 / winter 110
Battery charger DC/110V A 2 x 110 V 91 A
Sealed lead-acid batteries 2 x 100 Ah (C5)
Ventilation per car m³/h 2800
Heating per car kW 40
Cooling per car kW 28
Cab ventilation rate m³/h 600
Cab heating kW 6
Cab cooling kW 5
Seats (first/second) 252
Standees (@ 4/m2) 240
Specific weight kg/m² 662·5
Specific weight kg per seat 526
Specific power kW/t 19·6
Door width per m of train length mm/m 111
bron: http://www.railwaygazette.com/news_view ... rvice.html
Re: nieuwstopic?!
Geplaatst: 25 sep 2008, 20:10
Vom: 25.09.08
Voith: Datenübertragung per Funk
Aufbau der Kupplung mit Funkübertragung; Grafik: Voith Turbo
Erstmals können über die automatische Zugkupplung Fahrgastinformationen, Filme, Internet- oder Telefonverbindungen zwischen den Zugeinheiten per Funk hergestellt werden. Diese neue berührungslose Daten- und Signalübertragung bietet Voith ab sofort für Elektrokupplungen an.
bron: http://www.eurailpress.de/article/view/ ... _funk.html