European PriMa Streifen Blau:Eur MAGAZIN R I VAT B A H N ... 1_2011_web.pdfmerous jobs available in...

E U R O P E A N

EDIT I ON

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1/2011 February/March

WinnersInnovation Prize 2011:The five awardees

VisionsPost-fossil mobility:Without oil is also possible

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UITP serviceInformation, analyses, trade fair plan, overviews

Dubai:

The future of local public transport

PRIMA EUROPEAN EDITION 1.2011

Cover story | Germany

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Zukunftsbranche BahnJob & Career 2010/2011

The editorial department is working out flat on the 2011 version of the publication “Zukunftsbran-che Bahn: Beruf und Karriere“ (“Sunrise Industry Railway: Job and Career”). Each company which supports this project by placing an advertisement in this publication, will get a double-page to use for company-PR and thus also the opportunity to pre-sent occupational images from the company’s day-to-day business.

The handbook offers a detailed overview on the nu-merous jobs available in the railway industry and aims by these means to encourage mainly young people to consider working in this sector. By in-troducing such jobs as track engineers, conductors as well as mechanics, engineers and managers the publication shows the whole range of jobs available in the railway sector. The reader will get to know which means of training can be taken in order to ap-proach one’s favourite occupation. “Zukunftsbran-che Bahn” will provide the reader with numerous information and assistance needed for a successful career entry in the railway sector. The publication offers a wide range of contact details which will help readers looking for an apprenticeship or job to get on the right track.

Format: 14,8 x 21 cm, 184 Pages, HardcoverLanguage: German, ISBN: 978-3-9813287-1-4Price: 12,50 Euro

Bahn-Media Verlag GmbH & Co. KGMarktplatz 15 | 29562 Suhlendorf Germany

Tel. 0 58 20 / 970 1028Fax 0 58 20 / 97 01 77-20

E-Mail: [email protected]

Beruf & Karriere2010/2011

Unterstützt durch:

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Offizieller Medienpartner

des InnoTrans 2010

Career Points

Internationale Fachmesse

21.–24.09.2010für Verkehrstechnik

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Public Transport:Ideas, Trends, ProjectsDear reader,

The average temperature of the Earth’s surface has increased by 0.76 degrees since the 18th century. The green house gas emissions have increased drastically since industrialisation: today we are ex-periencing the largest concentration of atmospheric CO2 in 350,000 years. The generation 65+ will have almost doubled

worldwide by 2030. These are reasons enough to give serious thought to the future of mobility. What is the outlook in terms of environmental friendli-ness? How are wishes and needs for mobility compatible with the conserva-tion of resources?The 59th World Congress of the International Association of Public Transport (UITP) in Dubai (10th–14th April) tackles these issues. The UITP comprises over 3100 urban, local, regional and national players in the field of mobility from more than 90 countries throughout all continents. They are coming toge-ther in Dubai – movers and shakers, developers and manufacturers. Here they will exchange opinions and further develop existing ideas. Dubai is the best possible host for this. With its extensive multimodal local public transport system, the emirate is well-known for its forward-looking and bold municipal mobility policies.The congress in Dubai will examine the aims of Strategy PTx2 (PT = public transport). At seminars and in the exhibition area, insiders will present exa-mples of advanced projects in order to encourage others to accept the chal-lenge of PTx2. The exhibitors include, among others: ABB Railway, Alstom, Bombardier, IVU Traffic Technologies, MAN, Mercedes-Benz, NXP, SMA Railway and Technologies GmbH. More than 100 prestigious speakers from over 30 countries have already confirmed their participation.Analysis: What has been achieved? Where must the players increase their efforts? Today’s adolescents are the next generation of customers: What do they expect? What is their consumer behaviour? How do they want to travel? The future: Which environment will they live in? How will the cities of the future look? Transport chaos or oases of comfort? Which share of the energy mix will renewable sources of energy have? Is energy even still affordable for everyone? Targeted messages from the working groups and clear concepts by the ex-hibitors are necessary for obtaining support from external financiers, as it is only through mutual cooperation that visions become more tangible. A Strat-egy PTx2 alone is not sufficient. Manufacturers, suppliers and investers must bring it to life.Discourse, talks, expert discussions: the UITP is an interesting platform to develop the dialogue about local public transport and to tackle the objectives of PTx2 with renewed vigour.

With best regards,

Udo MechenichChief editor

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www.zukunftsbranche-bahn.de

PRIMA EUROPEAN EDITION 1.2011PRIMA EUROPEAN EDITION 2.2010

International

Separation of network and operation 5

Concerning business 5

Railtrade Successful path 5

Europe and the Arabian Peninsula compared 6

Interview with Gottfried Wilz 8

Economy

Mobility must not become a luxury good 10

TrainTrams for the Spanish market 13

Full speed ahead 14

Post-fossil mobility is more than electric mobility 16

Technology

Innovationaward 2011 19

Innovations for the US Market 20

Competence by focusing 22

Software for transport associations 23

Cross-border timetable information 23

MediVent GmbH: ICL 1 24

C O N T E N T

Testing phaseThe new TrainTram for „Serveis Ferroviaris de Mallorca“ (SFM) by Vossloh is to be deployed in a strech in Spain from Manacor to Artá. In spring 2011 the new vehicles will be put into operation. The vehicle is equipped with three powered bogies and one trailer bogie, it is driven by six 140 kilowatt-strong motors. Page 13

Mobility is a basic requirement The aim is a high degree of mobility with a low expenditure of energy, time and costs. In case of a short supply of oil the reduction of the problem to the electric car is not enough. And it´s also more than replacing oil with green energy. Page 16

Over 300 exhibitors are expected„Bosting public transport: Action!“ That´s the slogan of the World Congress of the International Association of Public Transport (UITP) in Dubai. The scope ranges from the fully automatic underground system, safety in public transport and intelligent foresight planning, to the summit of decision makers. Page 14


Forum

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Among other things, the proposal contains:

strong accounting separation for more transparency, the obligation for the member states to publish a mid- to long-term infrastructure development plan, more independence for rail network services, more transparency and different-iation for infrastructure taxes and the extension of competences of the national regulation authori-ties, as well as other measures.

The rapporteur of the European Parliament, Italian socialist Debora Serrachiani, compiled a relevant

report, which she presented to the Transport Committee of the Europe-an Parliament on 25th January. Two of the measures in the document that she commented on – the creation of a European regulator and complete separation of network and operation – appealed to numerous delegates.

On the one hand, the majority of parliamentarians voted for the es-tablishment of a European regula-tory authority; on the other hand, many doubted whether the sepa-ration of network and operation is really a prerequisite for more com-petition. Serrachiani defended her position: “Unbundling is the best solution!” Whereby, she claimed, it

is not necessary to wait for pending proceedings of the European Court of Justice.

Instead, the European Parliament has the task of making a decision itself. She was supported by the pre-sident of the Transport Committee, British socialist Brian Simpson. He pointed out that the same parliamen-tarians had already advocated the se-paration in a 2010 study. “This study now needs to be implemented.”

The plans of the Transport Com-mittee are very ambitious: a final vote will be taken by the Committee as early as May and at the plenary session in July. In the autumn, the Council of Ministers will then dis-cuss liberalisation of the railways. Here too, the separation of network and operation will again be the cen-tral issue. mh

Railtrade Successful pathRailtrade GmbH & Co. KG incorporated on the 10. December 2010 to Railtrade GmbH, a company with limited liability. This step makes the successful path Railtra-de is taking in the field of international trans-portation/traffic engi-neering.

Concerning business:Conference: Innovative Supply Chain 201129th to 30th March 2011 www.flemingeurope.comBerlin, Germany

59th UITP World Congress and Mobility & City Transport Exhibitionwww.uitpdubai2011.org10th to 14th April 2011Dubai, United Arab Emirates

Separation of network and operation

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Since the end of 2010, the proposal of the European Commission to revise the First Railway Package (recast) has been discussed in the European Parliament.


International

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Not only in Europe, where rail-bound local public transport has tra-ditionally played an important part, but also in the economically strong countries of the Arabian Peninsula.

However, at present the metropo-lises there do not yet have organised local public transport systems. It is only recently that the heads of state

have recognised the importance of rail-bound local public transport, and they are currently constructing the first systems. Billions of euros of in-vestment are planned for this.

Rail-bound in EuropeEurope has a well-developed rail-

bound local public transport system

and is currently the most important region in the world for the acquisiti-on of new vehicles. In addition to the efficient but expensive underground systems, light rail systems have es-tablished themselves as cheaper al-ternatives.

In the past ten years, Europe has invested heavily in the improve-ment of its rail-bound local public transport systems. New systems have sprung up, above all in France, Spain and Turkey. In Western Euro-pe, for example, city railways and trams were operated in 136 cities, and underground systems in 36 ci-ties in 2010, whereas in the year 2000 125 cities had city railways and trams, and 29 had an under-ground system.

Low-floor vehiclesMany cities also invested in up-

dating their fleet. Today, modern, energy-efficient, low-floor vehicles are used. Cities such as Berlin, Pra-gue and Warsaw, for example placed large orders in order to increase passenger comfort and thereby the attractiveness of the local public transport system.

According to SCI, the future of rail-bound local public transport systems in Europe remains optimis-tic, despite many challenges. Invest-ments continue to be made in the expansion and lengthening of rail networks, particularly in Western Europe, as well as in the modernisa-tion of the vehicles.

In Western Europe alone, 98 ci-ties are planning construction and extension works on their light rail systems, and 18 cities, the exten-sion of their underground systems. In Eastern Europe, 15 cities want to extend their light rail systems, and nine their underground systems.

Rail-bound local public transport

Europe and the Arabian Peninsula comparedEnvironmental problems, congestion and parking shortages in cities hinder their development. More than ever, growing metropolises that should at the same time be liveable need extensive and efficient public transport systems. In particular rail-bound local public transport sys-tems have seen a genuine renaissance in the last decade.

PRIMA EUROPEAN EDITION 1.2011 �

Rail-bound in ArabiaThe Arabian Peninsula comprises

the states Kuwait, Bahrain, Oman, Qatar, Saudi Arabia, the United Arab Emirates and Yemen. Currently, rail-bound local public transport on the Arabian Peninsula cannot be com-pared with that in Europe. Only two underground lines have been in ope-ration as of recently: the Red Line in Dubai and the Mecca Line in Saudi Arabia.

However, investments of billions are planned for the expansion of rail-bound local public transport systems:

For the last ten years, Dubai has been confronted with fast economic and population growth, and it has ambitious aims regarding the transi-tion of its transport to a local public transport system: from 6 per cent in the year 2005 to 30 per cent in 2010. In Dubai, the green underground line is currently under construction; two further lines are planned. In the long term, Dubai is to have an underground network with a to-tal length of 318 kilometres and a tram network with a total length of 270 kilometres. The strategic plan of „Dubai‘s Road and Transport Autho-rity“ allows for around 8 billion eu-ros of investments in the local public transport system by 2020

Bahrain is planning 5 billion eu-ros of investments in order to build an efficient municipal transport sys-tem by 2030. The city railway lines, tram lines and a monorail system are to be constructed in three phases

Since the announcement that Qatar is to host the Football World Cup in 2022, the country has been planning the investment of 18 billi-on euros in transport infrastructure. This includes the construction of a 340-kilometre public transport net-work that will connect Doha and the surrounding area. The 12 World Cup venues are concentrated within a 60-kilometre radius around Doha and will all be served by the rail network. 70 per cent of this is to be operational as early as 2020

Kuwait is planning an under-ground network with a length of 165

kilometres. The first three routes are to become operational by 2015 for 3 billion euros.

In Saudi Arabia, the first phase of „Metro Mecca“ is already operatio-nal. The aim of the route is to more effectively guide the flow of pilgrims to the holy sites of Medina, Muzda-lifah and the plain of Mount Arafat, east of Mecca. The underground system was put into operation with reduced capacity on 15th November 2010. The start of full operation is planned for May 2011. The route will later be extended to Al Haram. It is the first within a planned network of five lines with con-nections to Jed-dah Airport and to the station of the planned Hara-main high-speed rail route. Saudi Arabia is additio-nally planning to construct a light rail system with a length of 40 km, 2 lines and 40 st-ops in Riyadh for more than 2 billi-on euros.

ConclusionThe expansion

of local public transport on the

Arabian Peninsula is clearly a cen-tral, political objective for improving the attractiveness of the cities and the transport situation. In Europe, on the other hand, necessary investments are postponed or abandoned due to budget constraints – admittedly at a high level.

The development of a megacity like London, for example, is there-fore restricted due to its local public transport system, which is in need of renewal. It is to be hoped that poli-ticians in Europe see the ambitious construction measures in other parts of the world as a challenge to which they should rise.

Maria LeenenManaging associate SCI Verkehr GmbH

Contact: [email protected]

Ying LiConsultant SCI Verkehr GmbH


New- and upgrade construction of Light Rail Transit System (LRT, more than 5 km) Westeurope

LRT System in operating state with lineupgrading (more than 5 km)LRT System with running or planed infrastructural new and upgradeconstruction


International

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Mr Wilz, you have been Managing Director of the aspiring company Railtrade GmbH for the last two years. Give us an overview of the business.

Railtrade is an internationally ac-tive service provider in the techno-logy sector. As a fast-growing com-pany in the business segments of rail, energy and environment, we offer our customers comprehensive strate-gic technology consulting. Here the strategic approach of all of our activ-ities follows our slogan: “design the future – go for improvement”. This means that, by examining the prob-lem itself, we seek solutions in terms of alternative measures or system enhancements. Independently from original product structures and their suppliers, these solutions should fa-vour the integration of efficient and future-oriented components, and should thereby offer our customers genuine added value.

What are your aims or your visions for this year?

In addition to our visions for the future, we also have the short-term objective of utilising the globalisa-tion of markets to define object-re-lated “open-design” solutions for our

customers. In this way, we wish to free from constraints that often stand in the way of a technologically and economically optimal solution. In practice, this means that we offer our customers a renovation or extension of their existing systems to include “state of the art” technology, inde-pendent from any standards of pre-vious suppliers. We were able to test this kind of “open design” solution in our current project in Bursa (Tur-key) with the commissioning of the first three train stations for passenger traffic.

What is the scope of this project in Turkey?

The light rail system of the city of Bursa is being extended by a total of eight kilometres in a northerly and westerly direction. In other words, two line extensions and the extension of the depot are underway. The ex-pansion project will provide access to important residential areas, and, in addition, the University of Bursa is to be connected to the light rail system. As part of a consortium for the over-all project, the Tewet Group was put in charge of planning, delivery and integration in the area of electrical engineering. Railtrade GmbH was

responsible for the design, procure-ment and “just in time” delivery of the required system components. In this way, we are able to guarantee a future-proof and system-independent solution in accordance with current safety and technology standards.

Which technical specifications and features can the project boast?

When we speak of features, signal-ling is paramount. For technical, but also economic, reasons, a complete solution with, as we say, “state of the art” technology, was planned instead of an expansion of existing technol-ogy. This is the case for the depot, which is benefitting from the project by being expanded to a capacity of 100 vehicles and equipped with new BTH controls. With the replacement of the existing signal box and the in-stallation of four new signal boxes from BBR, the routeing acquires “state of the art” equipment. We pro-vide the equipment for the vehicles (built by Bombadier in Bautzen) that

Interview with Gottfried Wilz, Managing Director of Railtrade GmbH

Turkey: Expansion of the light railway system in Bursa

Gottfried Wilz ...... accompanied the development of the Tewet Group as a consultant from 2008 on, and entered the executive board of Rail-trade GmbH & Co. KG in March 2009. A basic education in mechani-cal engineering with a focus on hoisting/materials handling techno logy, a degree in electrical engineering/electronics with a focus on computer technology, and a part-time business studies degree course were the basis for his longstanding activities at the board and senior management level of industrial corporations.


International

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were newly acquired by Bursa Ray within the scope of the line exten-sion. The successful TÜV certifica-tion and approval of the new system technology for the first three stations should be emphasised here.

Which additional consignments should be mentioned in this con-text?

The scope of Railtrade’s deliveries and services includes, among other things, the supply of telecommunica-tion equipment and of a new digital trunked radio system (TETRA). The integration of the TETRA system in the new vehicles and the retrofitting of the old vehicles to the TETRA sys-tem are also part of the project. For data transmission, an Open Trans-fer Network system (OTN) with a fibreglass base and a data transfer rate of 2.5 gigabytes was designed and integrated. The existing system was upgraded accordingly. A modern announcement system (PA system) and a master clock system were also supplied. In the process, we work with forward-thinking suppliers and manufacturers who produce the most technologically advanced products. The stations were equipped with es-

calators that use the latest technology. A modern CCTV system (including surveillance cameras with 1.3 meg-apixels) was installed in the stations.

We, that is, the entire Tewet Group, can be proud of the achievement out-lined here – the modernisation and expansion of an LRT project without the support of the original supplier and manufacturer, and the final TÜV inspection that was completed with-out any objection.

Finally, just the question: how do you see the future of the company Railtrade?

In comparison with a turnover of barely one million euros in our first year (2009), we will achieve a turno-ver of around four million euros this year. And next year we expect seven to ten million euros. Thank you very much for the dis-cussion.The interview was carried out by Ulrich Vössing.

Bursa’s new station opens up important residential areas and the university for the light rail system

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The light rail system is being extended by a total of eight kilometres


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With an 81 per cent share, the do-minant role of roads shapes revenues in passenger transport. The result is an overburdening of infrastructure. Profitability is decreasing. Fuel con-sumption and air pollution are rising. „The central challenge is to make local public transport more attractive for customers by means of technical and organisational innovations, in-creased subjective passenger safety and greater vandalism prevention. Only then will local public transport be sustainable“, pronounces Dr Gerd Aberle (University of Gießen).

Demands of mobilityOn the one hand, it is about secu-

ring mobility in sparsely populated regions. On the other hand, a local public transport system is for many inner city planners in particular the ideal solution to the demands of indi-

vidual mobility and to the problem of capacity constraints on the roads. In this context, today‘s futurologists are already warning of the coming popu-lation explosion: they see an increase from six to more than eight billion people by 2025.

„Mobility must not be seen as a luxury good that is reserved for a small group of materially privileged people, while the majority popula-tion is excluded from economic de-velopment and social participation. Mobility represents an important re-quirement for economic development and at the same time, participation in the life of society. Today half of the world‘s population already lives in cities; by 2025 it is expected to be as much as 60 per cent. In Germany, this proportion is now already 70 per cent“, warns Oliver Mietzsch (main speaker of the Deutscher Städtetag

für Stadtentwicklung, Bauen, Woh-nen und Verkehr). „However, the role of mass public transport must not be reduced to purely technical ques-tions. Efficiency and sustainability of the entire transport system requires that residential development is orien-ted towards public transport-friendly structures“, Henning Krug (Universi-ty of Kassel) also warns.

Various elements characterise the public transport offers: financing, comfort, ecology/efficiency, costs/maintenance, security and timetable systems. What are the wishes of the customers? How will the suppliers react? Where is the trend leading? Which solutions do manufacturers and operators offer? Privatbahn Ma-gazin (PriMa) discusses several pos-sible solutions.

Financing„Generally, in the demand for pu-

blic transport services, the willing-ness to pay is significantly lower than the costs that have to be covered. In railbound transport in particular, the need for financing from public funds is extraordinarily high“, explains Dr Aberle. Therefore, competition must be integrated in the local public transport system, since otherwise „existential dangers arise“. In this context, Aberle mentions the loss of customer orientation, a lack of ratio-nalisation processes and overstaffed bureaucratic structures. In order to find additional sources of financing, Mietzsch emphasises that more pri-vate capital should be mobilised for local transport infrastructure. „Be-sides the direct effects of good public transport accessibility for commuters and companies, there is also an indi-rect benefit for the public, employ-ers, companies and property owners. These actors profit from the availabi-lity of public transport due to the cost

Visions for local public transport

Mobility must not become a luxury good„1901: Horses and carts are giving way to trams. Three lines are to be opened, highest speed of 15 km/h, total length eight kilometres, 6-minute intervals.“ This is how Münster‘s public utility company describes the start of their public transport system. And today? Visionaries see passengers in cabins modelled on plant cells, acting autonomously and powered by the sun.

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saving, for example of creating par-king spaces, and due to growth in re-venue as a result of higher customer frequency, better living conditions and reduced health costs, without having to pay for these directly.“ It therefore makes sense to take advan-tage of at least part of the resulting surplus value. A different type of additional financing comes from the more or less voluntary cooperation of private companies, as is usual in the case of direct capital investments or trader communities. „Independent of the way in which the contribution is collected, the best finance possibi-lities should guarantee stability and predictability of revenue. In addition, they should be fair, should support overall policy goals such as sustaina-bility and cost efficiency, and should be relatively simple to implement.“

ComfortIn terms of air conditioning, Airex

Composite Structures (Altenrhein, Schweiz) promises new standards. In the newest Regio double-decker trains, the company is installing the floor heating „Comfloor“ for the first time. For passengers, this means more even distribution of warmth and the elimination of troublesome heating pipes.

The two Swiss companies Igralub and Railtec Systems have developed together the industrial computer TOR Control to minimise curve squeals

. The programme calculates the GPS data of a train with the help of train-specific operating data. Based on this, TOR gives orders to spray in exact-ly the right places. The lubricant is ap-plied by means of a spray system built into the vehicle, which sprays a set amount directly onto the rail head during the journey with the help of air pressure (6-8 bars) over a predetermi-ned spray period. Effect: only mini-mal curve squeals. Operation without catenary wires is a completely different type of reassurance. The system Bom-bardier Primove makes this possible at varying distances and in all envi-ronments as well as in stretches of tunnel. A special feature is the con-tactless inductive transfer of energy by means of components mounted under the vehicle and hidden in the floor, under the surface. The cables under the surface are connected to the power supply network. These are

only activated when they are comple-tely covered by the vehicle, whereby a cable of safe operation is guaranteed . „Bombardier worked together with us on site – as a team. This close coo-peration was key to the success of our project“, asserts Ian Brown (Chair-man of Docklands Light Railway, London). A new generation of ticket machines has been developed by ICA

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Economy

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Oliver Mietzsch: „Non-Fiscal Instruments of Public Transit Infrastructure Funding“ksv-Verlag, 120 pages (german/english), ISBN: 978-3-94068-599-5, 29 EUR

Traffic GmbH. Münchener Verkehrs-gesellschaft (MVG) demonstrated a kick-off in practice . The Dortmund company made two forward-looking developments: in the menu „Easy Key“, all that is required is the press of the touch screen with a finger and the selection is made. The barcode scanner opens up completely new possibilities for the further purchase of a product. The customer simply needs to hold the code of the old ti-cket in front of the scanner and the new ticket can be paid for – without further operating procedures.

Ecology/EfficiencyBraking requires energy. The chal-

lenge is to store this braking energy and reuse it for operating the train. Bombardier‘s MITRAC Energy Sa-ver sets new standards in this area. It stores the electrical energy that is re-leased during the braking process in efficient double-layer capacitors. The technology: short loading and unloa-ding times as well as the high number of loading cycles hinder the storage of energy in rail vehicles.

The MITRAC Energy Saver sol-ves this problem by purely electrical means with long-life double-layer capacitors, whose performance and

load cycle durability is considerably higher than that of conventional bat-teries. „The MITRAC Energy Saver reduces the energy consumption of a city or underground rail system by up to 30 per cent“, explains Dr. Klaus Baur (CEO of Bombardier Trans-portations Deutschland).

Bombardier is also breaking new ground in the matter of safety. FLE-XITY trams, for example, are not only fitted with a variable number of grab handles and handrails, handhol-ds and stop buttons, but also acoustic and optical warning systems. In ad-dition to this, there are emergency intercoms at every door, as well as video surveillance systems and ac-cess aids.

With the help of satellites, Siemans wants to increase safety and efficien-cy. Since 2010, the company in Weg-berg-Wildenrath has been trying out a „Test and Validation Center“ (Prüf- und Validationscenter; PCW) for rail vehicles. Here railway navigation will be tested under real-life condi-tions before the launch of the Galileo satellite system (2013). The trains, equipped with receivers, receive si-gnals from the surrounding pseudo-lites. Tracking system applications in rail transport such as, for example,

automatic shunting, or the tracking of trains can therefore be tested sa-fely on 28 kilometres of track.

Costs/maintenanceEasy access for maintenance and

servicing works, uncomplicated as-sembly and disassembly as well as the lowest possible expenditure for necessary repair work? This is the perception of modern trams. „We reacted to this. With FLEXITY 2, for example, all components within the vehicle that need to be examined regularly can be accessed easily by means of inspection openings and cover panels that are integrated un-obtrusively in the interior fittings“, emphasises Heiner Spannuth (Bom-bardier Transportations).

Udo Mechenich

Questions to Hans Rat (UITP Secretary General)

Which measures must rail trans-port companies take?In order to double the global mar-ket share of local public transport by 2025, the large challenge of rail transport companies lies in increa-sing their capacity, as certain net-works are already saturated.

Where have measures already been taken? Which ones? And what effects have they had?Every city makes its own choices based on the respective context. There is no single concept that can be applied everywhere.

In which areas will local public transport systems develop?Local public transport has to deve-lop in such a way that the mobility of the cities is guaranteed and they become true living spaces. There-fore, local public transport must be incorporated right from the begin-ning into the planning of a city or a new district. For this, in turn, strong political backing is required.

Which trends, projects and ideas for the future do you know of?In order to gain an idea of the pu-blic transport of the future, one needs only to look in the direction of Asia – for example, Hong Kong or Tokyo. The transport networks of

these cities are role models for the integration of local public transport and for lifestyle services: the under-ground stations are genuine places of life, work, shopping and leisure.

Hans Rat, UITP Secretary General

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„TrainTrams are bi-directional vehicles that are used both in regi-onal transport systems and as trams in urban public transport systems. They can travel at speeds of up to 70 kilometres per hour; in regional services they can even reach 100”, reports Oliver Blawid (Senior-Pro-ject-Manager at Vossloh Kiepe). The vehicles have more than 88 seats and standing places. By means of folding couplings, they can be operated with double-heading. The length of the ve-hicle comes to around 36 metres, the width 2.55 metres. The kerb weight is approximately 55 tons.

Special significanceBlawid: „The four doors allow

access to the vehicle at a height of 360 millimetres above rail level. The central carriage and the end sections above the bogies are designed with a height of 900 millimetres.” Within Vossloh AG, this contract has special significance, as it is the first time in the company’s history that it will

supply both mechanical and electrical components. Vossloh Spain, based in Albuixech (Valencia) is responsible for the development, manufacture and delivery of the new TrainTrams. Just like Vossloh Kiepe, the company is a 100 per cent subsidiary of Voss-loh AG.

The vehicle is equipped with three powered bogies and one trailer bogie. “As a supplier, Vossloh Kiepe is re-sponsible for the design, delivery and commissioning of the traction equip-ment. The engine is equipped with three IGBT direct pulse converters”, says Blawid, describing the techno-logy. Each IGBT direct pulse con-verter controls two low-maintenance four-pole three-phase asynchronous motors. “By using the latest IGBT module generation, it was possible to develop a very compact DPU with a low weight. All the sensors and the converter control are already integra-ted,” explains Blawid.

The traction equipment delivered by Vossloh Kiepe ensures an acce-

leration of 1.2 metres per second to the square. The vehicle is driven by six 140 kilowatt-strong motors. The state operator of several metre gau-ge railway networks in Spain expan-ded its vehicle fleet on the basis of the vehicles for Mallorca.

Blawid states: „These diesel-elec-tric bi-directional vehicles will be deployed on the route from Cis-tierna to Leon. A further option for these TrainTrams is the electric-electric version. The measurements are almost identical to those of the vehicle for Mallorca. The wheel ar-rangement is Bo’2’2’Bo’.“ Due to the requirements for entry height, two doors are adjusted to a height of 1,050 millimetres above rail level. These doors are positioned over the bogies. The kerb weight comes to 70 tons.

Second commissionOn the basis of the vehicle for

Mallorca, produced as part of the first mutual cooperation, a further bi-directional vehicle from Vossloh was brought onto the market. Here too, Vossloh Rail Vehicles is responsible for design, manufacture and supply. Vossloh Kiepe is in charge of the development, supply and commis-sioning of a total of two static con-verters, two traction containers, two driver’s cab air conditioning units as well as three passenger compartment air conditioning units.

The components for the new-ly developed three-phase and on-board current supply will also use the proven IGBT technology. With these vehicles, Vossloh also has the German market in sight: “The com-pany Vossloh has already offered these TrainTrams in several parts of Europe, such as Braunschweig for Zwolle–Kampen, where the re-placement of a train by a tram is on the agenda”, explains Oliver Blawid foresightedly.

Vossloh-Kiepe

TrainTrams for the Spanish marketThe new TrainTram for „Serveis Ferroviaris de Mallorca“ (SFM) by Vossloh is currently in the testing phase. The vehicles are to be deployed on a stretch in Spain from Manacor to Artá. In spring 2011 the new vehicles will be put into operation.

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Questions to Dr. Hans-Jörg Grundmann, CEO Siemens Mobility

Which expectations does Sie-mens Mobility have of the UITP trade fair in Dubai?We have been a member of the UITP for a long time. It is therefore understandable that we would take part in the union’s biennial World Congress and also present ourselves as exhibitors. The UITP is of great importance to us as a presentation platform for our products, solutions and projects.

How strong will Siemen’s involve-ment at the trade fair be?

We will not exhibit as many ve-hicles as we did at InnoTrans in Berlin, but the mock-up of our new Metro Inspiro will almost certainly be a highlight. This is a particularly light, economical vehicle, and we have gone to great lengths to make it environmentally friendly.

What is Siemen’s assessment of the future concerning the topic of local public transport?In this area we share the opinion of many experts: the local transport market is growing by around three per cent annually, driven by demo-graphic change, by urbanisation, but also increasingly by environ-mental protection.

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Dr. Klaus Baur from Bombardier Transportation GmbH

This time, the biennial event is taking place in Dubai. From 10th to 14th April, the slogan in Dubai’s equivalent of the World Trade Center will be: “Boosting public transport: Action!” The participants literally want to get passenger transport mo-ving. In particular, local public trans-port. “The UITP is the most impor-tant congress of the local transport industry”, states Dr. Klaus Baur from Bombardier Transportation GmbH. The press spokesman is convinced: “Our presence underlines our market

leadership in rail transport technolo-gy worldwide and in the MENA regi-on.” The acronym stands for Middle East and North Africa. “An important future market”, Baur emphasises. Not only for Bombardier. All parti-cipants hope to fill their order books in Dubai. “People meet, become ac-quainted, have discussions, ask ques-tions, provide answers – and finally do business”, explains Siemens Mo-bility CEO Grundmann, accounting his trade fair experiences. “It is usual for us to make lots of new contacts at

the UITP”, Sabine Poitz, press spo-keswoman of the ticketing system supplier ICA Traffic, also reports.

Dubai is the ideal host, claims UITP Secretary General, Hans Rat. The emirate with its eponymous ca-pital has an extensive multimodal pu-blic transport system. “Dubai is well-known for its forward-looking and bold municipal mobility policies”, says Rat. And this is what the 59th World Congress is all about. Today more than half of the world’s popu-lation already live in cities, and this

„The UITP is above all a congress, and only then a trade fair”, says Hans-Jörg Grundmann. He is speaking about the World Congress of the International Association of Public Transport (UITP). And the Chief Executive Officer (CEO) of Siemens Mobility has experience here. His company has already made frequent appearances at the conventions.

Full speed ahead

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trend is increasing. “By the middle of this century it will be 70 per cent”, reports Baur. Everyone wants to get from A to B – without congestion, as fast as possible and in the most environmentally friendly way pos-sible. This is only feasible with pu-blic transportation. In 15 years, local public transport will already have re-placed cars as the preferred means of transportation in cities, the UITP Pre-sident Alain Flausch also predicts.

Ways in which transport compa-nies, manufacturers and public de-cision makers can prepare for this public transport-oriented future will be discussed in Dubai in April. The programme comprises 24 congress sessions from Monday to Thursday. The topic will be values, visions and the demands of the next generation and the generation after that. For instance, the PTx2 strategy of the UITP. Its aim: to double the global market share of local public trans-port by 2025. The ambitious project was announced in the spring of 2009 and has been gaining more and more support. Why? This is one of the is-sues that Charlotte Wäreborn Schultz from the Swedish Public Transport Association will discuss. How can this increase be achieved when at the same time less money is availa-ble? “Is there a panacea?”, a group of experts led by Giampaolo Codeluppi will ask provocatively. The Italian is Chairman of the UITP’s Economic Commission and, along with other colleagues, will present original ideas for reducing costs in local pu-blic transportation.

These are only two of the congress’s many topics. The scope ranges from the fully automatic underground sys-tem, safety in public transport and intelligent foresight planning, to the “summit of decision makers”. At this summit, mayors and managing directors will discuss the interaction of politics and transport companies. Among others, Khalid A. H. Alho-gail, CEO Board Director of the Sau-di Public Transport Company, and Mohsen Hashemi, Chairman of the Teheran Metro, have already confir-

med their participation. On the final day, the discussion will lead to the question: “How can political support be won for local public transport?” Using the European Union as an ex-ample, instruments and strategies for influencing political decisions will be illustrated.

In parallel to this, from Monday to Friday the forums on the exhibition will offer plentiful opportunities for debates. Many topics of the congress can also be found here. However, the focus of the forums is on practical experience. Under the heading “best practice”, company representatives from Switzerland, Italy, France, the USA, Germany and other countries will present examples from their day-to-day business. From practical experience, for practical experience

– an excellent way to make contacts. This is ultimately what the UITP World Congress is all about – as well as filling up order books, of course. Above all, however, it is about the market of the MENA region. In Du-bai alone, the share of local public transport is expected to grow from 6 per cent in the year 2005 to 30 per cent in 2020. According to the UITP, ten million dollars are available for this purpose. Iran purportedly wishes to invest around 20 billion dollars in local public transport by 2030, Ku-wait over eleven billion by 2013. These are just examples for an en-ormous investment potential. Com-panies therefore have to literally get their foot in the door, which is a good reason for them to attend the World Congress in April. Thomas Kahl

Over 300 exhibitors expectedMore than 40 countries are represented at the 59th UITP trade fair in Dubai. The organisers are expecting over 300 exhibitors in the halls of the World Trade Center, of which 163 have already confirmed their participation. They will mostly be companies, but also unions, including many from German, Austria and Switzerland. In additi-on to the industry’s large manufacturers such as, for example, ABB, Alstom, Bombardier, Siemens and Thales, numerous suppliers will demonstrate their know-how. Transport companies will also be pre-sent. The exhibition in halls 1 to 8 is open to visitors from 11th to 13th April from 8.30 a.m. until 6 p.m. On the opening day, 10th April, it will be open from 12.30 p.m. until 6 p.m. Further informations: www.uitpdubai2011.org.


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In the future, physical and virtual mobility will grow together, opti-mising flexibility in a multimodal network. Virtual mobility changes transport systems, but also our per-ceptions of space, distance and ac-cessibility.

The end of fossil mobilityThe 1973 oil crisis led to the first

discussions about transportation us-ing less oil. With climate change and peak oil, we are now experiencing the final phase of the oil era. CO2 emissions must be reduced. The ris-ing demand for oil in emerging econ-

omies meets with a stagnating sup-ply. This is the structural break long before oil runs out.

A short supply of oil and the transi-tion to the post-fossil era make phys-ical mobility expensive. This particu-larly affects car transport. In addition, road infrastructure will be financed by users instead of by means of taxes, and external costs of transport will be offset through compensation for en-vironmental and health damage. This will be implemented by means of a toll for all vehicles on all roads.

Oil is the most important fuel and lubricant of fossil mobility by over

90 per cent. However, the individual modes of transportation differ con-siderably in terms of the energy mix (see diagram on page 14): ship, car and air transport are almost 100 per cent dependent on oil; trains around 70 per cent (in local public transport around 90 per cent). Bicycles are the first post-fossil means of transporta-tion, as walking and cycling increase muscle strength.

Making the transitionThe questions that arise are: will

there be a harmonious transition? Or can we expect chaos with a negative response on the part of the economy – or even war for oil? The sooner we make the transition, the easier it will be to avoid these kinds of scenarios. We still have several options. Techni-cal efficiency must be combined with changes in our mobility behaviour. We need energy-efficient space struc-tures, the city of short routes. Spatial

Trains and buses make up the multimodal backbone

Post-fossil mobility is more than electric mobilityMobility is a basic requirement. In the future, it will be measured less in kilometres, and will instead be oriented towards accessibility and op-portunities to take part in social life. The aim is a high degree of mobil-ity with a low expenditure of energy, time and costs, and less environ-mental pollution. This can be achieved with proximity, local mobility on foot and by bicycle, local public transport, the rail service for regional and long-distance travel, the integration of means of transportation in the mobility network, and virtual mobility in digital networks.

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development, transport planning, the energy industry and automotive tech-nology have to reorient themselves.

Harmonious transitionThe reduction of the problem to

the electric car is not enough. It’s about more than replacing oil with green energy. Only a combination of all options will make a harmonious transition possible. Electric cars can-not replace petrol cars one-to-one. Post-fossil mobility requires an over-all concept consisting of multimodal mobility, virtual mobility, muscle power, electric mobility, informa-tion and marketing. Public transport with trains and buses will take on the function of a backbone for multimo-dal mobility.

The car will remain indispensable, but it will lose its dominant role as an all-purpose vehicle. Car usage in-

stead of ownership will lead to the service “mobility” superseding the product “car”. All large automobile manufacturers are working on this.

In Europe we have relatively densely populated cities and regions: almost 97 per cent of everyday traffic is local and regional, and over 60 per cent of routes are at the most ten kilo-metres long. Our cities are therefore suitable for mobility with less car transport: densely populated, mixed-use neighbourhoods are not only more economic in terms of energy, time and transport, they also offer urban life, culture and a communica-tive environment.

For years there has been a back-to-the-city trend in Germany. This is supported by internal development and the quality of cities. Internal de-velopment profits from existing in-frastructures and existing uses – ulti-

mately, from the existing city. Places that can be reached on foot or by bi-cycle are hence much more plentiful and interesting here than outside of the city. Here car-sharing combined with local public transport is a valu-able alternative to the private car.

Multimodal Municipal and regional mobility

is supported by two systems: on the one hand by private car transport and on the other hand by the multimodal mobility network consisting of local pedestrian and cyclist mobility, pub-lic transport with trains and buses as well as car-sharing and carpooling. Multimodal travel means: long jour-neys by train, trips within the city by means of local public transport, short routes by bicycle and on foot, jour-neys into the countryside and shuttles to the station with a private electric

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car, taxi or car-sharing and a combi-nation of the means of transportation. Multimodal mobility has increased significantly in recent years.

Interlinking and integrationThe combination of different

means of transportation requires in-terlinking and integration. Junctions must enable easy transfers. For this purpose, public transport stops, sta-tions and other stopping places of the

rail system become mobility points with bicycle stands, bicycle hire sta-tions, parking spaces for car-sharing and loading stations for Pedelecs (electric bicycles) and electric cars. Mobile packets ensure tariff integra-tion. Car drivers become multimodal transport participants who compe-tently use the entire mobility offer.

Local mobilityLocal mobility on foot and by bi-

cycle is the most sustainable form of transport – environmentally friendly and compatible with the city, quiet, emission-free, post-fossil, ecological, space-saving, urban, communicative, individual and independent, cheap – and above all healthy. Pedestrians generate urbanity. Cycling improves fitness and health.

In Copenhagen, around 37 per cent of the population travel to work or to their place of education by bicycle. Their motives are 54 per cent speed and simplicity, 19 per cent fitness through exercise, and only one per cent for the sake of the environment. The ecological factor therefore has little sway; personal benefits, on the other hand, are of great importance. The bicycle is also gaining in popu-larity in German cities. Moreover,

the potentials have not yet been ex-hausted, as almost 50 per cent of car journeys are still shorter than five kilometres. And the Pedelec doubles the range, retains older customers and wins new ones.

Electric mobility has long been the norm in rail and public transport sys-tems, with underground trains, city railways and trams. Pedelecs and electric scoot-ers are pioneers and pacesetters for individual electric mobility. The electric car, however, is at the centre of media interest.

The eco-bal-ance of electric

mobility depends on the energy mix. In Germany, where renewable ener-gies currently account for 16 per cent, an electric car can just about keep up with a diesel or petrol car. But this is set to change: The greener the energy is, the better the effect.

In contrast to the traditional auto-mobile, electric cars are not all-pur-pose vehicles. They are compact cars with ranges of around 150 kilome-tres. They are considerably more ex-pensive to buy, but cheaper to oper-ate. Models for using the cars instead of owning them are therefore in de-mand. It’s about more than replacing the old petrol cars with the new elec-tric car; it’s about an overall concept of post-fossil mobility.

More healthy travelPost-fossil mobility is more than

electric mobility. It comprises local mobility with muscle power as well as virtual, multimodal and electric mobility. The transition requires a re-orientation of city and regional plan-ning, transport planning, the energy industry, automotive engineering and car usage. The rail system and local public transport systems with trains and buses will be connected with lo-cal mobility to become the backbone of post-fossil mobility. This offers the chance of better and healthier travel with less traffic, while electric mobility represents an enormous in-vestment and growth programme.

Hartmut Topp

Professor Dr.-Ing. Hartmut H. ToppFormer professor of the Insti-tute for Mobility and Transport, imove, of Kaiserslautern Univer-sity of Technology

contact: [email protected]

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The closest decision was in the area of locomotives, where Siemens and Bombardier both gained the same number of points for their vehicles. This result in particular speaks for itself: multifunctionality is the order of the day.

Developed for the US market, the DualPower-Konzept of Bombardier ALP-45 reveals the path into the fu-ture. The jury’s decision also shows that Siemens Vectron is equally advanced. The attempt to cover as many areas as possible with a vehi-cle concept can by all means be con-sidered successful.

The vote in the field of railcars was absolutely clear-cut. Stadler KISS became the jury’s favourite for 2011 – “KISS” stands for Komfortabler Innovativer Spurtstarker S-Bahn-Zug

Innovationspreis 2011

Paths into the futureThe prize-giving ceremony at the Innovationspreis 2011 of Privatbahn Magazin turned out to be quite exciting. At the end, the five winners were announced: Bombardier ALP-45 Dual Power and Siemens Vectron, Stadler KISS, the trackless Wiebe ballast exchange and formation rehabilitation as well as the MTU Hybrid PowerPack..

The jury members of the Privatbahn Magazin Innovationspreis 2011 Thomas Nawrocki (LNVG), Frank Munsch (WLE), Romy Mothes (Captrain), Stefan Mittler (Veolia Verkehr GmbH), Alexander Kirfel (Netzwerk Privatbahnen), Prof. Dr. Rainer König (TU Dresden), Andreas Galle (Erfurter Bahn GmbH), Thorsten Priebe (Railpool GmbH), Dr. Engelbert Recker (mofair), Prof. Dr.-Ing. Markus Hecht (TU Berlin), Ulrich Vössing (PriMa Redaktion), Gerald Binz (IBS/BLG Autorail GmbH), Dirk Flege (Allianz pro Schiene), Jür-gen Tuscher (VPI), Helmut Jeck (VDEF), Dipl.-Ing. Boris Kluge (Studiengemeinschaft für den kombinierten Verkehr e.V.), Dipl.-Ing. Wilfried Messner (Bundesverband Führungskräfte Deutscher Bahnen e.V.), Dr. Bettina Wunsch-Semmler (Deutsche Bahn AG), Dr. Frank Tho-mas (K&L Gates LLP), Dipl.-Ing. Alexander Schaeffer (traflT solutions GmbH)

(“comfortable innovative city train capable of a strong spurt”). Based on the concept of Stadler Flirt, a dou-ble-decker multiple unit was created that can be operated at speeds of up to 200 km/h, both in its use as a city train and for long-distance travel. The candidates in rail construction ended the competition with a “photo

finish”: the Wiebe concept for track-less ballast exchange and formation rehabilitation became the surprise winner. The most important aspect is doubtlessly the fact that all works within the track can be carried out without affecting the adjacent track.

As an unexpected result in the fourth category, “Rail and Environ-mental Technology”, the clearest winner by a long way was the MTU Hybrid PowerPack. Just like in the area of locomotives, this is no doubt an indication of the future of propul-sion technology. ulv

Innovationaward 2011 – We congratulate our customer Bombardier und Siemens for the first position in the category „Locomotive“


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In recent years, a vision has emerged in regional passenger train companies (especially New Jersey Transit) of enabling the continuous transport of people using modern ve-hicle types – one-seat-ride – without the need the need for transfers.

This is being realised for the first time with the dual-power locomo-tive ALP-45DP. It utilises the drive concepts of the European TRAXX locomotives in combination with two fast-moving diesel engines. These lo-comotives are designed to meet vari-ous operating requirements of the

operators. The requirements include tunnel clearance heights (around 4.40 metres for pantographs that have en-tered the tunnel), a train length of maximum 21.8 metres, noise level, and compliance with diesel emission limits, as well as the mandatory driv-ing power and the maximum permis-sible axle load of 32.6 tons.

Sufficient capabilityThe challenge for the vehicle thus

lies in accommodating the equip-ment with sufficient capability in a four-axle vehicle without exceeding

the weight limit. In order to keep the unsprung mass low, the power units (traction motor and gearbox) are suspended in the bogie. Bombar-dier chose a solution with two diesel generator groups. The twelve-cylin-der engines have a power of 2,100 PS each, which totals 4,200 PS per train.

The power at the wheel without train heating is thereby 2.7 mega-watts. In operation under the con-tact wires, kilovolt, 60 hertz, 12.5 kilovolt, 60 hertz or 12 kilovolt, 25 hertz, the locomotive achieves a peak power of 4.4 megawatts (5,896 PS) at the wheel, independent of the train heating. The maximum tractive ef-fort amounts to 3165 kilonewtons.

Bombardier ALP-45DP

Innovations for the US Market

ALP-45DP assembling in Kassel (Germany)

Very few electric routes for passenger transport, which are embedded in a widespread freight train network with diesel traction: this is how the American rail network can be characterised.

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The maximum speed in diesel opera-tion is 160 km/h. In electric opera-tion, 200 km/h is possible. Just like the first and second series of ALP-456, this locomotive is constructed at Bombardier in Kassel.

The ALP-45DP is used both in re-gional transport with short distances between stops (up to three miles) and in the Intercity service. Large accel-eration is therefore essential. This is achieved in the following way:

The fast-running diesel machines can be powered up with around 100 revolutions per second. The accel-eration of a train with five to eight double-decker carriages is thus de-pendent only on the mass of the train and no longer on the reaction speed of the diesel machine. Relatively short journey times can thus be at-tained in comparison to conventional diesel locomotives with medium-speed engines that require more than 30 seconds to reach their maximum power. With a significant weight of 130 tons, the maximum adhesion usage comes to only 25 per cent. This is consi-derably lower than for the European TRAXX locomotives (around 36 per cent). Hence, the locomotive is able to achieve full traction even in the case of bad adhesion conditions. The timetables can be drawn up based on

maximum traction. In populous ag-glomerations there are problems with the noise and exhaust emissions of traditional American trains. This is particularly acute if the locomotives are turned off at night. With the help of the ALP-45DP, these problems are greatly reduced as follows:

In the parking position under con-tact wires, the diesel machines can be turned off. The heating or cooling of the train is thus powered purely by electricity.

In the parking position without contact wires, the noise and exhaust emissions are significantly reduced by the operation of only one diesel machine.

In the parking position without carriages and without electrical sup-ply, the AESS (Auto Engine Start Stop) system ensures that the diesel engine will only run when it is really required.The above meas-ures additionally reduce the fuel consumption in comparison to a tradition diesel locomotive. This also means that the fuel tanks can be designed with slightly smaller

dimensions. As the total costs (oper-ating and maintenance costs) are sig-nificantly higher for diesel operation than in the case of an electric power supply, this moreover leads to con-siderable cost savings.

On the basis of the ALP-45DP, it will also be possible to design future innovative vehicles for the European market. Diesel locomotives with sev-eral small diesel modules that can be switched on when required are con-ceivable, as are electric main-line lo-comotives with an additional diesel generator set for the last mile, as well as dual-mode locomotives for the standard axle load of 22.5 tons.

Depending on the usage, corre-sponding operational concepts can be the transport costs reduced and the profitability increased. In addi-tion, single carriage transport can be made cheaper and revitalised to the advantage of freight transportation.

Roman PortaSenior Project Manager Business Unit Locomotives Bombardier Transportation (Switzerland) AG


Postfach 1251

D-49487 Westerkappeln

Tel. +49(0)5404.95798-80

Fax +49(0)5404.95798-90

Mail: [email protected]

www.klosegmbh.de

Delivery and fi tting Repair, Maintenance, Sparepart ServiceCalculation, EngineeringApproved designs from EBA

Buffer Stops, Wheel Stops, Derailer, Crane buffer stops,Special designs and equipmentSafety-Control-System for buffer stops

Train Stop systems for standard railways and for urban railways


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The focus of the Kraiburg experts is on the development and manuf-acture as well as the adaption of the products to individual customer requirements and to the installation situation.

“Around 30,000 level crossings in-stalled in over 50 countries to the con-tinuous satisfaction of STRAIL cus-tomers, as well as many kilometres of installed STRAILastic products attest to our solutions expertise”, claims Willy Molter, Head of Exports. The incorporation of the company into the KRAIBURG Group with more

than 1700 employees worldwide and a company turnover of over 310 mil-lion euros (2009) has provided addi-tional competence and experience as well as an abundance of know-how and knowledge. The product range in divided into two product areas:

1) STRAIL – road meets railThe products of STRAIL level

crossing systems ensure unhindered, safe and noiseless travelling and walking wherever road meets rail. STRAIL level crossing systems con-nect the demands of the rail with the

requirements of the road. STRAIL offers level crossing systems for all forms of superstructure and all road and rail loads – as well as for sidings, radii, bridges and in tunnels. An anti-slip surface, numerous product de-tails that ensure position stability and a connection of the plates as well as narrow rail grooves guarantee maxi-mum safety. veloSTRAIL – the inner plates close the groove and guarantee unrestricted rail crossing, particularly for pedestrians, cyclists, wheelchair users, inline skaters and pushchairs.

2) STRAILastic – silent tracksSTRAILastic track damping sys-

tems ensure noiseless and low-main-tenance embedding of tram tracks. Whether they require elastic rail sus-pensions or green track elements, at STRAILastic rail network operators receive individual products for sound absorption and vibration damping of rails.

A new development is STRAI-Lastic_A. The “Noise Absorber” is a rail web damping system to reduce noise emissions from the rail super-structure and rail vibrations. Due to its high mass (elastomer compound), the absorber works as a mass dam-per; the polymer selection additional-ly contributes to the damping. This is optimal for noise reduction of tracks that run through residential areas, on steel bridges as well as in inner-city areas.

Competence by focusingAt the company headquarters of the „Gummiwerk KRAIBURG Elastik GmbH“ in Tittmoning, Southern Germany, 140 employees work in the area STRAIL level crossing systems and STRAILastic track damping systems. The two product families are simply called “Road” and “Rail”. STRAIL level crossing systems and STRAILastic track damping systems offer a broad and extensive range of rubber-based product systems.

Safe travelling and walking wherever road meets rail

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The initial impetus for the develop-ment of the software was the appro-val of a comprehensive accounting tool for the tariff association Ost-

wind. “The audit rejected association accounts amounting to several milli-on Swiss francs using MS Excel, the-refore it was our task to create a new

platform”, reports Trolp. DIVIS was the result – a tool that is designed with extensive functionality.

Secure for all parties“DIVIS covers all areas of ac-

counting within an association”, says Trolp, “it calculates sales commis-sions, revenue, operating costs and subsidies. It evaluates sales, distribu-tion and accounting results, creates marketing analyses and key figures, and, in addition, it stores the master data for accounting and evaluation. And it does all of that in compliance with audit requirements.”

With DIVIS, not only is the amount of time needed to create accounts greatly reduced, according to Trolp, but the software is also in particular transparent and secure for all parties.

No time-consuming“DIVIS handles the constantly

growing quantities of data, varying data sources and formats as well as the extensions of the integral associ-ation structure precisely and effec-tively. Instead of the time-consuming and error-prone manual processing of sales figures, DIVIS generates the entire accounts at the click of a but-ton.” Alexander Schaeffer

Profics GmbH: Software for transport associations

DIVIS – One click is enoughTransport companies form associations in order to be able to handle traffic more effectively. This process also means that companies partici-pating in the network need a common accounting tool. “Together with Schweizerische Südostbahn AG (SOB), we have developed DIVIS, a soft-ware that enables efficient, automated accounting for all participating companies”, explains Frank Trolp (Managing Director, Profics Gmbh).

DIVIS covers all areas of accounting within an association

With the new timetable appli-cation HAFAS Mobil for iPhone, Luxemburg’s state-run railway company, Société Nationale des Chemins de Fer Luxembourgeois (CFL) is even offering its custo-mers information for on the go. The iPhone App CFL mobile informs travellers about current timetable information for all trains and con-

nections within Europe. With the help of the application, rail pas-sengers can structure and organise their journey conveniently and in-tuitively according to their needs. From departure to arrival, they obtain all information and connec-tions at a click. CFL is moreover specially tuned to the requirements of rail passengers in Europe.

Cross-border timetable information

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MediVent GmbH: ICL 1

Wheelchair users can get on and off independently

The idea that Reiner Wagner has implemented after six years with his team is incredibly simple and is based on four points:

For the purpose of “independent liv-ing”, the process of lifting the hand-icapped person, that is, the wheel-chair user, is to be put into the hands of the individuals themselves. The time taken for this lifting is to be shortened so that it satisfies the demands of “rapid transit/high-speed train”. The service staff of the train is to be freed from this assistance duty, and the monitoring will be en-trusted to the train driver. The space required for the ex-tended lift, including wheelchair exit, has to suit even the narrowest platforms.

„In Europe we will always also need lifts for the height difference of the platforms. We developed the integrated cabin lift ICL 1 based on this fundamental consideration”, explains Wagner. The basic idea is that in the 21st century, a wheelchair lift in a modern commuter or high-speed train cannot be any kind of fold-out or protruding, manually op-erated structure. The design of the integrated cabin lift ICL 1, which is enclosed on three sides, is therefore completely aimed at integration into the vehicle.

Like a normal lift“Two devices fitted in one section

of the train, like a normal lift, enable the embarking and disembarking of persons with reduced mobility, cargo

and service equipment of the rail company from vehicle floor level to higher platforms and down to rail level”, explains Wagner.

Quickly and smoothlyAccording to the initiators at

MediVent GmbH, the advantages of the new approach are evident: “The lifting process can begin as soon as the lift is requested by the user; long distances for ticket collectors, and preparatory work, such as that required for the old lifts, can be dis-pensed with. Since the train driver monitors the lift by means of a cam-era, the rail service staff can pursue their own tasks. The train driver, on the other hand, is available to carry out this monitoring while the train is stationary.”

The doors open at the push of a button – but unfortunately not for everyone. Individuals with reduced mobility need help entering and leaving a train. Reiner Wagner, Managing Director of MediVent GmbH, wants to change this: “From the assessment by operators and wheelchair users, we know what needs to be improved.”

Phot

os: M

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Another important point is that the handicapped individuals disembark within an extremely short amount of time, as they are able to take up the necessary position while the train is still in motion, when their sta-tion is announced, and can close the dividing walls, emphasises Reiner Wagner. The positioning of the lift platform directly alongside the train does not cause an obstruction, and it guarantees a swift exit from the platform.

Safe and self-operatedIn terms of technical specifications,

the ICL 1 can be used for all electric wheelchairs up to a length of 1350 millimetres (with foot rests in the back wall of the lift up to 1450 mil-limetres). It can equally be used by non-electric wheelchairs with an ac-

companying person. The three-sided lift cabin offers a high level of safety, both for the wheelchair user and for all nearby travellers.

Independent livingIn addition, the lift can transport

persons with mobility problems who have some difficulty climbing steps by means of the folding seats built into the lift – which is appropriate for the growing number of older people. At the same time, the two folding seats in the lift can be used when no wheelchair is being transported. Fi-nally, Wagner again stresses what for him is crucial: “With its revolution-ary self-operability, the ICL 1 meets the demands of handicapped persons for ‘independent living’ and thereby fulfils the requirements of the 21st century.” ulv

The position of the lift platform alongside the train enables wheelchair users to disembark independently and quickly


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59th UITP World Congress and Mobility & City Transport Exhibition10-14 April 2011 Dubai, United Arab Emirates

Local host

Boosting public transport :

ACTION! www.uitp.org/dubai2011

- 34 Congress sessions: high-level knowledge and hot issues- International networking: over 2500 high-level delegates from more than 95 countries expected- Multi-modal Exhibition, 30 000m2

- Platform for innovations, networking, business opportunities- 16 Expo Forums to share product development information- 7000 professional visitors expected: worldwide reach and top decision-makers

Keynote speaker: Prof. Kishore Mahbubani, “From Tokyo to Dubai, the rise of Asia - Good or bad for public transport?”

THE ONLY WORLDWIDE EVENT BY THE SECTOR FOR THE SECTOR

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