THE CUSTOMER MAGAZINE OF KNORR-BREMSE RAIL VEHICLE SYSTEMSedition 41 | november 2015

Informer

Informer | edition 41 | november 2015

E-NEWS-0041-EN This publication may be subject to alteration without prior notice. A printed copy of this document may not be the latest revision. Please contact your local Knorr-Bremse representative or check our website www.knorr-bremse.com for the latest update. The figurative mark “K” and the trademarks KNORR and KNORR-BREMSE are registered in the name of Knorr-Bremse AG. Copyright 2015 © Knorr-Bremse AG – all rights reserved, including industrial property rights applications. Knorr-Bremse AG retains all power of disposal, such as for copying and transferring.

editorial rolf Härdi,member of the executive board of Knorr-bremse Systeme für Schienenfahrzeuge GmbH 03

neWS the latest information 04

Cover StorY railServices – global competencein local markets 06interview mit rainer blüm, managing director Westfalenbahn GmbH 08iCom – vehicle servicing: the latest development 10

CONTENTS

the changing face of service operations 12modernization project ecotrain – going green 14

CUStomerS + PartnerS ambitious plans on the bosporus 16Successes down under 18Japan celebrates the Shinkansen 20

ComPanY 110 years of Knorr-bremse 22

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dear reader,

Rolf Härdi, Member of the Executive Board of

Knorr-Bremse Systeme für Schienenfahrzeuge GmbH

InformatIon for Knorr-Bremse’s customers and BusIness partners

ImprInt:Publisher:

Knorr-Bremse Systeme für Schienenfahrzeuge GmbH

Marketing: Katharina BachemMoosacher Straße 80

80809 MunichGermany

Tel. +49 89 3547-0Fax +49 89 3547-2767

www.knorr-bremse.com

Realization: KB Media GmbH, Silvia ReichertLayout, graphics: Cathrin Huber

Text: Thorsten Rienth; Logysign Media Printed by: Pera Druck GmbH

We are pleased to report that the rail sector has experienced a massive upswing in recent years. at the same time, however, the pressure of competition has grown, customers’ re-quirements have increased, and passenger expectations have increased. this trend initially affected the oem side of the business, but can now also be observed in the service segment. Customers’ service requirements vary enormously: a Chinese metro operator has completely different needs from a european high-speed train operator or the owner of an australian freight train fleet. but they all have one thing in common: they want their vehicles to be available at all times and in all places. ensuring this is the primary mission of Knorr-bremse railServices.

We are able to deliver because we are continuously developing our service offer. a recent example was the roll-out of Knorr-bremse’s tried and tested globally standardized KPS pro-duction system in the service centers that we operate in 20 different countries of the world. it means that fleet operators can now benefit directly from the technological skills of our development and production sites. another example is the next generation of vehicle ser-vice technology that Knorr-bremse is currently launching in the market – the iCom vehicle diagnostics system. this demonstrates how smart phone and tablet apps can be used in the world of rail vehicles.

in this edition of the informer you can also read about an interesting modernization project involving the desiro t642 locomotives operated by the erzgebirgsbahn. and i am delighted that we were able to conduct an interview with rainer blüm, director of the Westfalenbahn, in which he recounts his experience with an exchange warehouse used by Knorr-bremse for its brake system maintenance operations.

as well as the latest news from the service segment, there are many more fascinating articles to be found in this edition. For example we report on the UiC Highspeed Congress in tokyo, at which more than 1,000 participants reviewed achievements in the high-speed sector over the last fifty years and discussed the challenges of the next fifty. We also announce the re-ceipt of a major order from turkey, where Knorr-bremse is to equip 1,030 freight wagons with the new CFCb compact freight car brake. and last but not least we use the occasion of the 110th anniversary of Knorr-bremse to look back on how the passion and enthusiasm of an engineer led to the creation of a corporate group with a global reach.

i hope you enjoy reading this edition of the informer.

best wishes

Rolf Härdi

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Informer | edition 41 | november 2015 | news

» neWS

the Knorr-bremse Group is expanding in Central asia: on april 15, 2015, Knorr-bremse rail vehicle Systems opened a subsidiary in astana, the capital of Kazakhstan. the new company will offer a wide range of services for the passenger and freight locomo-tives manufactured in Kazakhstan that are already equipped with Knorr-bremse brakes and on-board systems.

“the new subsidiary offers a good base from which to estab-lish further products and solutions in Kazakhstan,” commented dr. robert Wassmer, chairman of the executive board of Knorr-bremse Systeme für Schienenfahrzeuge GmbH, at the opening

ExTENSivE rETrOfiTTiNg Of LEADEr (iCOM ASSiST)db Schenker aG – europe’s leading freight railroad – has begun retrofitting the leader (iCom assist) driver advisory system to a total of 300 traXX locomotives in its fleet, with an option on a further 600 units. leader (iCom assist) has proved capable of significantly cutting energy consumption – by an average of over 10% – for a range of different operators, as well as reducing wear from in-train forces. because the system is only connected to the locomotive’s power supply rather than the control system, no li-cense is required.

ceremony. dmitriy danilenko, General director of Knorr-bremse Systems for rail vehicles Kazakhstan llP, added: “We will be the first company in the country to offer servicing of state-of-the-art braking systems for passenger and freight trains and locomotives.”

the rapid economic development of Kazakhstan has resulted in increased pressure to upgrade and modernize the country’s rail system. the plan is to construct new lines and produce modern rail vehicles for the entire CiS region.

KNOrr-BrEMSE OPENS SUBSiDiArY iN KAZAKHSTAN 4 5

WEATHErPrOOf: SANDiNg SYSTEM fOr SHANgHAi METrObecause sections of line 16 of Shanghai metro run overground, poor wheel-rail adhesion in adverse weather conditions meant that trains used to experience braking problems. regular stopping and starting by urban metro trains means that a high level of fric-tion between the wheels and rails is required. after field testing, Shanghai metro decided to retrofit Knorr-bremse sanding systems to 46 of its trains. the Sdn 14 system involved had already been tried and tested on most Chinese high-speed trains.

KNOrr-BrEMSE AT UrTrAN2015 in mid-June a new rail exhibition in beijing – Urtran2015 – made headlines in the rail world. the focus of the three-day event held at the China international exhibition Center was on urban transportation, and Knorr-bremse used the opportunity to showcase solutions developed especially for the Chinese market. in addition to presenting its oem and service products, the Group also introduced the new Knorr-bremse Powertech brand (power supply systems) and the recently acquired Selectron Systems aG, which has added rail vehicle automation components and solutions to the Group’s portfolio in China.

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Informer | edition 41 | november 2015 | Cover Story

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gLOBAL COMPETENCE iN LOCAL MArKETSWHen it ComeS to aFtermarKet ServiCe, CUStomer ProXimitY iS CrUCial – which is why Knorr-bremse maintains a local presence worldwide.

With highly-trained specialists in more than 30 service centers in 20 different countries, Knorr-Bremse RailServices can pro-vide innovative, energy-efficient, low-cost solutions through-out a vehicle’s life cycle. The latest topics are the roll-out of the KPS production system to all Knorr-Bremse service centers, in-troduction of the new iCOM service tool, and upgrades tailored to customers’ precise requirements.

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Informer | edition 41 | november 2015 | Cover Story

“WE WOULD NEvEr HAvE gOT iT ALL DONE OTHErWiSE” For overHaUlinG tHe braKeS oF itS rollinG StoCK, Westfalen-bahn GmbH uses a parts exchange warehouse. We spoke to managing director rainer blüm about the advan-tages.

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▲ The “FLIRT” multiple units have been tried and tested on the WestfalenBahn network.

Westfalenbahn GmbH Westfalenbahn GmbH is a regional rail transportation company that was set up in 2005 by four partners and has operated local train services in north rhine-Westphalia and lower Saxony since 2007. every year, West-falenbahn carries some 12 million passengers and notches up 4.1 mil-lion train-kilometers on the 300-ki-lometer teutoburger network. With effect from december 13, 2015 the emsland and mittelland network is due to be added, boosting the dis-tances traveled by 5.4 million train-kilometers per year. at the moment, more than 200 Westfalenbahn em-ployees work to ensure the trains’ safety, punctuality, and comfort.

Informer: Mr. Blüm, how did Westfalen-Bahn organize the overhauling of its brake systems prior to the launch of the parts exchange warehouse? We leased our rolling stock back in 2007, together with a spare parts package. this meant we initially had a source of spare parts for the most important brake compo-nents. the idea of an exchange warehouse only became relevant when a major ser-vice that included a br3 brake inspection was due. as all the multiple units had been delivered within a period of a few months, they were all going to have to undergo a major service more or less together. the time required to service a three-section “Flirt” multiple unit is three weeks, and that includes replacing the brake compo-nents and testing the entire trainset…

… quite a challenge.exactly: it would have been unrealistic to try to service all the vehicles in such a short period of time. as a relatively small fleet operator we find it important to work with experienced service technicians – which is why we hand the task over to db Heavy maintenance. together with Knorr-bremse we developed the idea of a parts warehouse and designed it according to our needs and capabilities.

What is the actual procedure when it comes to servicing braking systems? Knorr-bremse has overall responsibility for maintenance and logistics. the system we have introduced means that db Heavy maintenance always receives the neces-sary materials at exactly the right moment. For a major service, brake components are dismantled and transported in special con-tainers to the Knorr-bremse service center in berlin. at the same time in Krefeld, where the actual servicing takes place, a replacement set of spare parts is always available.

WestfalenBahn has been using this ap-proach for something more than a year now. How has it worked so far? the professional approach taken by everyone concerned meant that any initial teething troubles were quickly resolved. deadlines are now met, the proportion of returns is carefully monitored, and any problems with deliveries are rapidly dealt with. Cooperation between our workshop team, the sales department, the service center, and our Knorr-bremse contacts is excellent. the “one-face-to-the-customer” approach functions very smoothly at this operational level. but of course there is always room for improvement – for example collaboration could be even better in terms of technical support.

What are the commercial advantages of a parts exchange warehouse?We can keep throughput times to a mini-mum and ensure that the vehicle goes back into service on schedule. delays due to a lack of materials are now a thing of the past. but there are other advantages too – for ex-ample when it comes to training courses, other maintenance materials or services.

What potential is there for extending the concept so as to maximize its advantages? at the end of this year we will be receiving a further 28 multiple units. 15 “Flirt” four-sec-tion trains will operate in the emsland region on the line between münster and emden, and 13 six-section “KiSS” double-deckers will be used between rheine and braunschweig and between bielefeld and braunschweig. When the time comes for these trains to undergo a major service, we aim to main-tain this close collaboration in the hope of achieving further synergies and cost savings.

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Informer | edition 41 | november 2015 | Cover Story

vEHiCLE SErviCiNg: THE LATEST DEvELOPMENT WHat imPaCt Will tHe World oF SmartPHoneS, tabletS, and CoUntleSS aPPS Have on tHe rail SeCtor? one answer is Knorr-bremse’s iCom system – an open, flexible platform for diagnostics, driver assistance, and various other applications.

iCom links to the main vehicle systems and can be adapted to various train architec-tures. it consists of on-board units, a com-munications interface, and a back office function – plus a range of applications. rather like a smartphone, iCom is designed to operate as a platform for a number of apps. iCom monitor combines advanced measurement and analytical techniques with automated diagnostics; the leader

(iCom assist) driver advisory system helps the locomotive engineer improve the ef-ficiency of his driving style; the energy metering function (iCom meter) reliably supplies a precise basis for further optimi-zation, as well as a calculation of energy costs; and iCom backoffice uses a single user interface to bundle all the data. exten-sive field testing is currently being carried out by a well-known German lrv operator.

iCom is the first system in the rail sector to use an android-type open architecture that enables customers to tailor the system to their precise requirements by adding fur-ther apps. this degree of flexibility makes it a good example of industry 4.0 – the inter-net of things.

▲ With iCOM the rail world has been introduced to the benefits of tablets, smartphones, and apps.

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▲ iCOM bundles condition-based diagnostics for rail vehicle systems and products that hitherto had to be monitored separately.

Condition-based maintenanCe using iCom monitorin the past, most maintenance work on rail vehicles and their subsystems was carried

the system processes not only current product and system metrics but also his-torical data and information on the oper-ating environment, drawing on data from various vehicle sensors that measure, for

tilator motors. operators receive timely information on any significant increase

in the risk of system failure and are able to take the necessary remedial

action. another possibility would be to link

iCom monitor with vehicle mainte-nance processes and systems. if the

likelihood of a particular system requir-ing maintenance increased, a direct link

to spare parts management would enable the necessary spare parts or tools to be ordered in advance, staff resources to be planned or capacity booked in the vehicle depot. the result would be a leaner, more efficient maintenance process.

absenCe of interaCtion opens the way for speCifiC further developments apps such as iCom monitor, iCom assist or iCom meter are only the beginning: the possibilities are limited only by the cre-ativity of the app developers. the external interfaces and links to existing customer tools are clearly defined, and the absence of interaction means it is possible to ex-tend existing systems or incorporate fu-ture applications into them. it also means iCom has no impact on safety-critical sys-tems and the safety performance of exist-ing products and systems is unchanged.

out at predetermined intervals. in the ab-sence of precise information on individual components’ status and performance, un-expected failure could occur at any time, and maintenance intervals were less than optimal. With its preventive diagnostic function, the iCom monitor app identifies early signs of wear or damage and helps avoid downtimes and unexpected train cancelations. in order to reliably identify malfunctions,

example, vibration, temperature, and ac-celeration. on the basis of this information it generates status reports and mainte-nance recommendations for all the most important elements of the overall system. in the case of braking systems, these can include the brake control system, the air treatment unit, brake discs, and valves; in the case of door systems, the drive and guidance systems; and in the case of HvaC systems, the air heater, air filter, and ven-

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Informer | edition 41 | november 2015 | Cover Story

THE CHANgiNg fACE Of SErviCE OPErATiONS

With rail vehicles often remaining in service for 40 years or more, fleet owners need to ensure they remain operational if they are to be able to plan their capacity reliably over such a long period. as a result the demands made on the aftermarket are increasingly similar to those made on original equip-ment manufacturers, and Knorr-bremse is responding by extending its highly success-ful KPS production system to cover its ser-vice centers as well. “it means that for our service operations we will be using the same processes, tools,

and testing equipment that have already established our excellent reputation in the oem sector,” explains manuela Sergizzarea, responsible for the project at Knorr-bremse rail vehicle Systems. “the focus will be on reliable delivery, short throughput times, and enhanced quality.” Knorr-bremse is transferring the technological competence of its development and production sites to more than 30 service centers in 20 different countries. “but at the same time we are tak-ing into account the specific requirements of the service sector,” adds Sergizzarea.

aS tHe rail SeCtor evolveS So, too, tHe ServiCe inFraStrUC-tUre HaS to CHanGe – which is why Knorr-bremse is rolling out its KPS global production system at its service centers.

the best solutions for global roll-outthere are, of course, many differences be-tween the oem and service sectors. Quanti-ties are much higher in the former, whereas in the service sector flexibility is paramount. So the roll-out of KPS involves more than just a wholesale transfer of a proven system.Sergizzarea explains the underlying prin-ciple: “We are transferring the expertise of the Center of excellence at our corporate headquarters to our global service center network.” new technologies are being tried

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out, analyzed, and – if suitable – established as standard. one example is a highly effec-tive dry-ice surface cleaning process origi-nally tested at Knorr-bremse’s munich head-quarters in conjunction with selected sites.this has now been adapted and defined as the standard best technical solution for ser-vice centers. the process is extremely rapid, does not require liquids, and results in high-quality cleaning.the same applies to best-practice solutions from the various service sites themselves. “We think it is very important for service centers to exchange ideas and learn from one another,” says Sergizzarea. to encourage this, a meeting of top-level service center managers takes place annually, with best-practice solutions high on the agenda. this focus is already producing results: For example a new disassembly tool that proved invaluable for day-to-day opera-tions in a Chinese service center is now be-ing used in five other centers – and others will shortly be following suit.

environmental proteCtion and sustainability in serviCe operationsit goes without saying that Knorr-bremse’s commitment to environmental protec-tion and active promotion of eco-friendly, resource-efficient technologies also applies to its service centers. every year until 2025 at least 5,000 valves will be remanufactured, mainly from used components, with only a small proportion of new parts. this saves valuable resources, extends product life cycles, and reduces the company’s carbon footprint. a similar approach can also be found in Knorr-bremse’s service centers, where you can find solar-powered ceiling spots boost-ing the lighting system and warm air from compressors being recycled for winter heat-ing. even the new dry-ice cleaning process fits into this picture, as it avoids the use of diesel tanks and the need to dispose of con-taminated water. Furthermore it does not generate secondary waste – dry ice is a by-product of other industrial processes.

▲ The highly effective dry-ice surface cleaning process has been defined as the standard best technical solution for service centers.

Manager Pontus Johnsson is proud of the paint shop equipment at the service center in Lund, Sweden.

▲

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Informer | edition 41 | november 2015 | Cover Story

grEENiNg THE rAiLrOADS‘eCotrain’ iS tHe name oF deUtSCHe baHn’S lateSt ProJeCt For tHe erZGebirGSbaHn netWorK. it involves a diesel-powered desiro vt 642 test vehicle being equipped with a hybrid drive system. Knorr-bremse is supplying the new brake control sys-tem, which is being designed to maximize energy recuperation.

recovering electrical energy during brak-ing is nothing new in electric vehicles. it involves a generator converting some of the kinetic energy into electricity, which the vehicle then feeds into the grid. the technical term for this form of energy generation using the braking system is ‘regenerative braking.’ While it is com-monly used in modern electric vehicles, in the case of diesel vehicles, most of the braking energy just generates heat, which dissipates into the atmosphere.

freQuent halts inCrease benefitsthe erzgebirgsbahn project in Chemnitz, Germany, aims to change all this. eight different hybridization concepts were ex-amined as part of a collaborative project with the Fraunhofer institute in dresden and the technical universities of dresden and Chemnitz. the final choice was a se-rial hybrid motor based on a diesel-elec-tric concept – in other words with sepa-ration of electrical generation and the purely electric drive system. “Hybridiza-tion is common in the automotive sector, but we want to develop this technology for the rail sector as well,” explains Sören Klaus, co-leader of the project with Claus Werner and responsible for its implemen-tation in collaboration with Wolfgang leibiger, head of transport services at erz-gebirgsbahn. it is no coincidence that this particular rail company is pioneering the technology. on the 217 km route between Chemnitz, Zwickau, and Johanngeorgenstadt there are more than 70 halts. the more often a train brakes on an unelectrified route, the greater the benefits of the new technol-ogy. braking energy is no longer lost – in-stead electricity flows to the power packs every time the brakes are applied.

deutsche bahn aG operates its multiple units for an average of 44 years. “the 642 units in operation at erzgebirgsbahn are now 15 years old,” says Claus, “so this is a good moment to breathe new life into them.” Similar multiple units are also com-monly used in the db fleet. “if the hybrid concept turns out to be a success, then i can well imagine it could be extended beyond the 16 units operated by erzge-birgsbahn.”

new drive ConCept reQuires vehiCle modifiCations When new drive concepts are installed in an existing vehicle, a number of modifica-tions are required. above all a storage sys-tem has to be incorporated. in this partic-ular project, which is being supported by the Federal ministry of transport, a modu-lar system using a combination of Super-cap capacitors and lithium-ion batteries is being used with a view to deriving maxi-

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mum benefit from the two technologies according to the system’s current operat-ing status.another crucial modification involves re-placing the existing engine with a diesel-electric drive system. reduction of the diesel element brings two advantages for the operator: on the one hand it cuts

new braKe Control system to maXimiZe regeneration potentialthe new drive concept also increases the weight on the bogies and wheelsets. Computer simulations revealed that this resulted in critical tensions, which meant it was not possible to take the easy op-

ect at Knorr-bremse rail vehicle Systems. the first modified vehicle is due for track testing in the spring of 2016.

fuel consumption, and on the other hand, maintenance costs are reduced if less use is made of the diesel engine. the engine management system is being modified to cope with sequential engine start-up and switch-off. and the engineers are also linking up the overall vehicle control sys-tem to the energy management and drive control.

tion of using existing bogies because of collision points on the central beam and bogie frame. a completely new bogie therefore had to be developed.Finally, the ‘ecotrains’ are being equipped with a new braking system adapted by Knorr-bremse to the hybrid concept. Where a retarder was used in the past, its role will now be taken by an electric brake. “the main focus is on maximizing the regeneration effect,” explains achim Steckert, who is responsible for the proj-

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Informer | edition 41 | november 2015 | Customers + Partners

AMBiTiOUS PLANS ON THE BOSPOrUS tUrKeY’S leadinG FreiGHt Car manUFaCtUrer, tüdemSaS, HaS deCided to eQUiP an initial batCH oF itS neW FreiGHt CarS WitH tHe CFCb ComPaCt braKinG SYStem. as a result, output at the Knorr-bremse production site in budapest has trebled within the space of a few months.

to mark the hundredth anniversary of the founding of the turkish republic, which will be celebrated in 2023, the country has launched a number of ambitious projects: a new major airport in istanbul, an addi-tional canal linking the black Sea and the mediterranean, and a third bridge over the bosporus, which, at more than 1,400 meters, will be the longest suspension and cable-stayed bridge in europe. Further ele-ments in the program include new ports, expressways, motorways, and an expand-ed rail network.

low-wear, lightweight and rapid to install When a country starts to extend its trans-port network, it also needs to expand its ve-hicle fleet – and turkey’s biggest freight car manufacturer, tüdemsas, a subsidiary of the state railroad company türkiye Cumhuriyeti devlet demiryolları (tCdd), has been com-missioned to produce large numbers of new freight cars. For the first batch of 1,030 cars, tüdemsas decided to install the Knorr-bremse CFCb Compact Freight Car brake. the CFCb requires less maintenance and is several kilograms lighter than conventional freight car brakes. in rail vehicles, reduced weight always also means reduced energy consumption – or the capability of carry-

ing heavier loads without additional energy costs.direct application of the braking force makes the CFCb, with its integrated slack-adjuster, extremely effective. it is also very easy to install, with only four interface points to the bogie. two brakes will be in-stalled in each of the new freight cars.

breaKthrough to volume marKetthe turkish order for CFCb units represents a breakthrough. Up till now, Knorr-bremse’s annual output has been between 1,000 and 1,500 units, but this is set to rise to around 3,500 this year. “that means we have to in-

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crease production by 200 percent within a very short timeframe,” comments istvan He-gedus, responsible for european freight car sales at Knorr-bremse rail vehicle Systems. a number of changes were introduced at the Group’s freight car center in budapest, Hungary. “We succeeded in expanding ca-pacity and slimming down processes very quickly – and can now deliver equipment for about 200 freight cars every month,”

explains Hegedus. even though the order was only received last november, the first 1,030 freight car braking systems will be de-livered by the end of 2015.

▲ CFCB production at the Knorr-Bremse freight car center in Budapest.

▲ Freight car in Sivas, Turkey – Knorr-Bremse is supplying the CFCB braking system.

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Informer | edition 41 | november 2015 | Customers + Partners

SUCCESSES DOWN UNDEr

Knorr-bremse is to develop braking and HvaC systems for 75 new passenger trains due to be delivered by bombardier to fleet operator Queensland rail. it is also retrofit-ting electro-pneumatic braking systems to 4,600 bulk freight wagons for mining com-pany bHP billiton iron ore, and supplying 1,800 new door systems for tangara com-muter trains in Sydney.

latest teChnology for Commuter trains in sydney ‘tangara’ is an aboriginal word meaning ‘to go.’ as part of an upgrade of this third gen-eration of commuter trains, fleet operator Sydney trains has ordered new lightweight door leaves and technology-upgraded door mechanisms, which will improve reliability and safety and significantly extend the life of the fleet.

Queensland rail to eXpand its fleetthe second major australian order for Knorr-bremse – as part of an extensive up-grade and fleet expansion for Queensland rail – has similar goals. the braking system to be installed in 75 new electric multiple units with a total of 450 cars consists of an eP control unit, together with lightweight brake discs, compact calipers, oil-free com-pressors, and the latest generation of sand-ing system. the latter significantly reduces sand consumption, as it no longer dispens-es sand indiscriminately but rather varies the volume according to the speed of the vehicle. the HvaC systems are also specially designed to cope with the hot, humid cli-mate in eastern australia. the first train is slated for delivery in late 2015 for testing prior to going into network service from

mid-2016. the contract is due for comple-tion by summer 2018. Knorr-bremse will also be responsible for maintaining and overhauling the systems for the next 30 years. “the work will be car-ried out by experienced technicians using the most modern test equipment through-out the trains’ entire life cycle,” explains michael mclellan, managing director of Knorr-bremse australia. “Systems and ramS engineers are also available locally to sup-port the customer to ensure maximum reli-ability.”

systems for eXtra-long trains the third order comes from mining com-pany bHP billiton iron ore, which operates its own fleet of trains linking mines in the interior with deep-water ports on the coast. it is not uncommon for trains to measure al-most 3 kilometers in length and to weigh in at almost 30,000 tons. the company is retrofitting Knorr-bremse subsidiary new York air brake (nYab) elec-tro-pneumatic eP 60 braking systems to its fleet of 4,600 iron-ore pneumatic wagons. Unlike conventional systems, eP 60 no lon-ger transmits the braking signal pneumati-cally – at approximately the speed of sound – to the individual brake control units, but rather electronically, so that the signal ar-rives at all wagons virtually simultaneously and only then is applied pneumatically on the bogies. this improves train controllabil-ity dramatically and significantly reduces intercar forces as well as resulting in fuel and time savings throughout the journey to port. once the retrofit is complete the bHP fleet will consist of nearly 9,000 iron-ore wagons fitted with nYab electro-pneumatic eP 60 braking systems.

Some tWo YearS aGo, Knorr-bremSe deCided to ConCen-trate itS aUStralian bUSineSS and ServiCe aCtivitieS Under one rooF in Granville, new South Wales. now three major orders from the iron-ore and passenger transportation sectors are enabling the company to considerably expand its presence in the country.

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Bombardier Transportation, the global leader in the rail industry, has chosen Knorr-Bremse to supply systems for its new NGR trains.

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©2015, Bombardier Inc. or its subsidiaries. All rights reserved.

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Informer | edition 41 | november 2015 | Customers + Partners

on october 1, 1964, Japanese emperor Hirohito gave the green light for the maiden journey of the Shinkansen, the world’s first high-speed train. a mere two-and-a-half hours was all the world’s fastest train needed to cover the 515 kilometers of specially constructed track between tokyo and osaka. it was a miracle of mod-ern engineering. Japan now has more than 2,000 kilome-

ters of high-speed track, making up a net-work that covers the entire country. the system has been a huge success – and this was underlined in early July, when top railway experts from all over the world gathered in tokyo for the UiC Highspeed Congress.

showCasing aChievements, review-ing progress, and looK-ing to the futureKnorr-bremse was one of the main sponsors of the congress, and dr. dieter Wilhelm, ex-ecutive board member responsible for the rail vehicle Systems division, helped cut the ribbon at the opening ceremony. Knorr-bremse also contributed to the conference

JAPAN CELEBrATES THE SHiNKANSEN it iS noW more tHan FiFtY YearS SinCe tHe era oF HiGH-SPeed rail Came to JaPan. as a supplier of braking systems for the Shinkansen train, Knorr-bremse played an important role in writing this success story.

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proceedings, with presentations on subjects ranging from the next generation of condi-tion-based maintenance to the challenges facing manufacturers of braking and door systems for high-speed applications. the 1,000 or more conference participants used the opportunity to review the achieve-ments of the past fifty years and discuss the challenges high-speed rail will face over the next fifty. as part of an exhibition showcas-

ing the latest developments in high-speed systems, Knorr-bremse presented the brake disc and high-performance brake caliper it had developed for the Shinkansen, as well as a brake control module and the wear-free eddy current brake developed for the velaro in Germany. also on display were the latest door system from Knorr-bremse subsidiary iFe and the iCom vehicle diagnostic system.

high-speed trains in Japan – safe and punCtual modern Shinkansen trains travel at speeds of more than 300 km/h, and top-performance braking systems are needed to bring them rapidly and safely to a halt. this is a particu-larly crucial issue in Japan, where there are stringent requirements for emergency brak-ing in the case of an earthquake. the Shinkansen trains also have an excellent reputation for punctuality, partly because they operate on a separate network and their scheduling does not have to take local and freight train movements into account, but also because of their extremely reliable braking systems – thanks to Knorr-bremse amongst others. the company first got into in the Japanese high-speed market in 2010, when operator

east Japan railway Company ordered e5 Shinkansen trains for the extension of the tohuko high-speed line to aomori. in order to compete with air travel, the train had to complete the additional journey in less than three hours, and this meant increasing its top speed to 320 km/h – which called for a much improved braking system.

Knorr-bremse supplies shinKansen high- performanCe systemsHaving been chosen to supply the brake components for the powered bogies on the 23 trains, Knorr-bremse specially devel-oped a compact, lightweight brake caliper for the purpose, as well as designing brake discs and iSobar sintered pads to meet the requirements for emergency braking in the case of an earthquake. Follow-up orders for the generation e6 and e7 Shinkansen fol-lowed, and West Japan railway Company and Hokkaido railway Company have now also equipped their latest trains with Knorr-bremse braking systems.

▲ Dr. Dieter Wilhelm (center), member of the Knorr-Bremse Executive Board responsible for the Rail Vehicle Systems division, was part of the official delegation that formally cut the ribbon.

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Informer | edition 41 | november 2015 | Company

the main milestones

1905suCCess born of good ideas and perseveranCeGeorg Knorr established Knorr-bremse GmbH in berlin with the involvement of

loewe & Cie aG. as the owner of the company

Carpenter & Schulze he had already

been working for some 12 years on improving air brakes for trains.

110 YEArS Of KNOrr-BrEMSE: AN ENgi-NEEr’S PASSiON LEADS TO THE CrEATiON Of A gLOBAL COrPOrATE grOUP

GeorG Knorr Had a Clear viSion oF tHe FUtUre: He Wanted to bUild tHe beSt and moSt reliable braKinG SYStemS in tHe World. after it was founded in 1905, the company quickly established itself as a market leader and over the decades that followed became a technological pioneer, setting worldwide standards in the rail sector. 1985 saw the start of a new era for Knorr-bremse when Heinz Hermann thiele (currently Chairman of the Supervisory board) became Chairman of the executive board, restructured the company and triggered its expansion into potentially lucrative markets. Since then, the Knorr-bremse Group has steadily expanded, partly through organic growth and partly through acquisitions, and in 2014 achieved record sales revenues of €5.2 billion with a workforce of almost 24,000.

His Knorr rapid release brake brought passenger trains to a halt faster, more safely and above all without the customary juddering.

1918breaKthrough with freight train braKeKnorr’s greatest hit was the Kunze-Knorr graduated release freight train brake. Up till then, brakemen distributed along the length of the train had had to turn a wheel to apply the brakes at a signal from the locomotive engineer. as the only sup-plier of the new brakes for freight trains in Germany and other european countries,

Knorr now played a crucial role in re-ducing accidents.

1931new standard braKe for trainsthe Hildebrand-Knorr brake (HiK brake) was intro-duced to the world, fol-lowed in 1933 by the passenger train brake, and in 1934 by the express train brake. the HiK brake be-came standard

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equipment in 17 countries and by 1955 there were over 280,000 in operation.

1945–1949diffiCult timesFollowing the Second World War, the company’s lichtenberg plant in berlin was located in the Soviet sector and was confiscated and completely dis-mantled as part of war reparations. all that the employees managed to save were some design blueprints. in 1946 Knorr-bremse GmbH was re-established in volmarstein, and from 1953 onwards its new headquarters were in munich.

1953the Ke train braKe with graduated release Control valveFollowing intensive development work by dr. ernst möller and dr. Friedrich Hildebrand, the son of Wilhelm Hildebrand, the Knorr Standard brake (Ke brake) was presented in 1953. Following UiC approval, nearly 1.3 million Ke brakes were introduced in more than 40 countries.

1985db 60 for u.s. freight trainsin the 1980s Knorr-bremse developed the db 60 direct-release control valve for freight trains, and in 1985 it received aar approval. the company used its U.S. subsidiary Knorr brake Corporation, founded in 1973, to gain the necessary contacts in a market to which it had hitherto had little access.

1985merger and taKeover by heinZ hermann thieleKnorr-bremse GmbH merged with Süd-deutsche bremsen aG to form Knorr-bremse aG. in his role as Chairman of the executive board, Heinz Hermann thiele introduced far-reaching structural changes and concentrated the business on its core activities. today Heinz Hermann thiele is Chairman of the Supervisory board.

1991the dawn of the iCe era – with high-speed braKing systemsthe independent electro-pneumatic brake was further improved and installed in the iCe 1 high-speed train.

todayeXtensive investment programKnorr-bremse is currently strengthening its global presence and creating a strong foot-ing for itself by opening a large number of new plants. taking into account the full range of financing models, the company has invested more than €1 billion in facto-ries and production plant over the last five years. the company has also become ac-tively involved in new product areas such as the development and production of brake pads, including extremely resilient sintered pads for high-speed trains. Under the new Knorr-bremse Powertech brand the com-pany now also offers power supply systems.

and with its acquisition of Selectron Sys-tems aG, it has extended its portfolio to include automation and state-of-the-

art train control technologies.

▼ Georg Knorr was often seen checking out everything on the factory floor (left). Stettin Station, one of the most important mainline train stations in Berlin around 1903 (right).

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… YoUr KeY For SaFetY and reliabilitY. Knorr-bremse’s mission is to deliver complete, future-proof systems. You receive a full range of system components from a single source – together with the certainty that they will be perfectly matched to one another. the advantages are maximum operational reliability and safety – and a long-term reduction in life-cycle costs. | www.knorr-bremse.com |

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