THE CUSTOMER MAGAZINE OF KNORR-BREMSE RAIL VEHICLE SYSTEMSEDITION 42 | MAY 2016

Informer

INFORMER | Edition 42 | May 2016

DEAR READER,

E-NEWS-0042-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 2016 © 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 Dr. Martin Lange, Member of the Management Board, Knorr-Bremse Systeme für Schienenfahrzeuge GmbH 03

NEWS The latest information 04

COVER STORY Solutions for eco-friendly and energy-efficient mobility 08Intelligent Air Control Sound-insulated oil-free compressor 10Friction materials and cast aluminum brake discs 12

Dr. Martin Lange, Member of the Management Board,

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

CONTENTS

HVAC, entrance systems, networking 14iCOM, LITE, sanding 16

CUSTOMERS + PARTNERS Compressors for JR East 18Containers: Integration replaces complexity 20Braking systems for special vehicles 21

PRODUCTS + SERVICES Service agreement in South America 22Keeping Washington D.C. mobile 23

At the end of last year, delegates from 194 different countries came to the United Nations Climate Change Conference in Paris with the ambitious goal of discussing a follow-up to the Kyoto Pro-tocol that would represent a global agreement on reducing climate change. When a consensus was finally reached on the last day of the conference, it was hailed by most observers, policymak-ers and environmental organizations as an important breakthrough in climate policy.

Knorr-Bremse was involved in the special “Train to Paris” organized by Deutsche Bahn and the German Federal Environmental Ministry that traveled from Berlin to Paris to mark the occasion of the conference. The campaign bearing the same name made a clear statement on the need for more climate protection in the run-up to the conference, and highlighted pioneering solutions for making railroads – already a low-impact mode of transport – even more energy-efficient and eco-friendly.

It was no coincidence that Knorr-Bremse was one of the companies selected to travel on the train: We were on board because we are in the business of creating practical solutions that contribute to climate change reduction. The Group’s portfolio is full of products that reduce greenhouse gases and cut energy consumption – and we want to present some of these to you in this edition of the Rail Informer. They include lightweight doors and ultra-efficient HVAC systems, low-dust sanding systems, applications for the new iCOM system and the extremely light aluminum brake discs we are currently installing in more than 400 cars oper-ated by Hong Kong Metro. A recent acquisition has also enabled us to offer noise-reducing organic K brake pads as original equipment. And in the case of retrofittable LL pads, we have recently doubled our manufacturing capacity.

We aim to continue to respond to demand for energy-efficient, low-emission, and sustain-able rail transport. A current example is ‘Intelligent Air Control,’ which varies operation of the oil-free compressor according to the vehicle’s particular operating status – thereby reducing both energy consumption and noise emissions.

But there is also exciting news from other parts of the Knorr-Bremse world: For example we re-cently signed a major maintenance contract with South America’s biggest logistics service pro-vider; and we are currently collaborating with the metro operator in Washington D.C. and with Gmeinder Lokomotiven GmbH. All these projects offer vehicle builders and operators exactly what they expect from Knorr-Bremse – attractive added value combined with customer benefits.

As a new member of the Management Board of Knorr-Bremse Systeme für Schienenfah-rzeuge, I look forward to working with you on a wide range of interesting projects and to benefiting from a fruitful exchange of ideas.

I hope you enjoy reading this edition!

Best wishes

Dr. Martin Lange

© WMATA Photograph by Larry Levine

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INFORMER | Edition 42 | May 2016 | News

In a project that is an excellent example of synergy between rail vehicle products and the related rail infrastructure, Knorr-Bremse PowerTech – a provider of power supply systems for rail vehicles and industrial applications – is equipping a state-of-the-art test rig with frequency converters for Deutsche Bahn AG. The four multi-voltage testing units at DB’s Neumünster workshop are used to carry out testing and maintenance work on entire rail cars includ-ing installed components such as HVAC systems, lighting, auxiliary

power converters, and wiring. The units provide various AC and DC external supply voltages for many different types of train. The four air-cooled frequency converters with DC bus and active front end, each 120 kW, are key elements of the test rig.

CONSTRUCTION WORK STARTS FOR NEW JOINT VENTURE

As a central element in Knorr-Bremse’s strat-egy to expand its systems competence and generate new solutions offering genuine added value for customers, the new test and development center will have a crucial im-pact on the company’s future. A total of EUR 90 million – the biggest single investment in its history – has gone into building and equipping the center with 350 workplaces where members of the Rail Vehicle Systems and Commercial Vehicle Systems divisions will develop new systems and components on a cross-disciplinary basis.

Space for communicationThe open architecture of the new building, with everything close at hand and engi-neers, technicians, and workshop person-nel all working under one roof, will play an important role in generating the required synergies.

Atlas reaches a speed of 350 km/hThe engineers can immediately assess the feasibility of new ideas by trying them out on around 100 test rigs on the ground floor and in the cellar. The star of these is ATLAS – the ‘Advanced Test Laboratory for Adhe-sion Based Systems.’ 15 meters high and weighing in at 760 tonnes, this massive rig simulates real-life track operation of rotors, wheelsets, and bogies at speeds up to 350 km/h. Operating if necessary with a locomo-tive, ATLAS tests systems under all possible environmental conditions as part of Knorr-Bremse’s project to develop integrated brak-ing systems and their subsystems.

Faster validation of conceptsAnother highlight is the universal train test rig (UZP), which can simulate the braking of entire passenger and freight trains with up to 208 cars and measuring more than 3 kilo-

meters in length. A modular electro-hydrau-lic test rig multi-dimensionally tests compo-nents to ensure that cracking and fracturing do not occur, and with the NVH (Noise, Vi-bration and Harshness) inertia dynamom-eter engineers can test the performance of braking systems right up to the limits of the materials involved. These high-tech test rigs enable technical ideas to be rapidly validat-ed and realized in practice – helping Knorr-Bremse to maintain its technological lead and offer its customers optimal solutions worldwide.

POWERTECH EQUIPS DEUTSCHE BAHN TEST RIG

SHAPING TOMORROW’S WORLDEARLY IN 2016, KNORR-BREMSE INAUGURATED THE NEW TEST AND DEVELOPMENT CENTER IN MUNICH – an interdisciplinary cradle of new ideas for rail and truck specialists that will further strengthen the company’s position as a technology leader.

In late October last year, the groundbreaking ceremony took place for the latest member of Knorr-Bremse’s production and service network in China. Located in the city of Jiangmen, some 150 ki-lometers south of Guangzhou, the site will be the home of a new joint venture – “Guangdong Knorr-Bremse Guo Tong Railway Ve-hicle Systems Equipment Co., Ltd.” The new company was set up almost a year ago by Knorr-Bremse Rail Vehicle Systems and the region of Guangdong with a view to manufacturing braking, door, and HVAC systems for commuter and intercity trains. It will also act as a regional service and maintenance hub for southern China. The plant, which is located in Guangdong Railway Industrial Park, is due to go into operation during the course of 2017.

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» NEWS

Since the start of 2016, Knorr-Bremse has been marketing the wheel flange lubrication systems and lubrication sticks produced by U.S. company L.B. Foster. The exclusive distribution agreement runs for a period of five years and covers the markets in Germany, Austria, Switzerland, and Poland, as well as southern Africa. This consider-

ably expands the geographical coverage of the technology and market leader for wheel flange solid stick lubricants. Up till now, L.B. Foster had largely focused on the North American market.

FIRST DELIVERIES AS PART OF EXTENSIVE PRASA PROJECT

PRESENTING A NEW BRAKE CONTROL SYSTEM FOR THE JAPANESE MASS TRANSIT MARKETHaving already established itself in the Japanese market with its high-performance bogie equipment for Shinkansen trains and its air sup-ply units, Knorr-Bremse has now specially designed a brake control unit for the country’s mass transit sector. The new system has sparked considerable interest amongst operators and vehicle owners alike. Some 28,500 visitors came to the Mass-Trans Innovation Japan 2015 trade fair (MTI Japan 2015) last November in Chiba, near Tokyo, where an example of the control system proved one of the most popular exhibits on the Knorr-Bremse booth and was the subject of many discussions amongst the rail experts.

RAILSERVICES EXPANDS SUPPLY CHAIN PREMIUM SERVICES

If rail vehicle fleets are to operate efficiently, maintenance services must be readily available so as to keep throughput times to a mini-mum. A reliable supply of spare parts to service depots is essential – which means that advanced supply chain solutions are invalu-able. RailServices’ supply chain specialists draw up the precise solu-tions required.

Working with Scandinavian customers, RailServices recently devel-oped a customized box concept for maintenance of brake calipers. Processes were defined and specially designed containers de-veloped to deliver shorter processing times and lower handling and transport costs. Application of poka-yoke principles also sig-nificantly improved process quality. The RailServices team is con-tinually expanding its supply chain premium services and tailoring them to customers’ wishes.

EXCLUSIVE DISTRIBUTION AGREEMENT

© Alstom

PRASA (Passenger Rail Agency of South Africa) has placed one of the biggest ever orders in the rail sector: for 600 commuter trains based on Alstom’s X´Trapolis platform. It is also one of the largest projects ever completed by Knorr-Bremse subsidiary IFE, which is to supply S3 sliding door systems for the six-section trains. Designed to be reliable, compact, and simple, the doors posed quite a chal-lenge for IFE, as the company had to adapt its production tech-nology to handle the special 3Chrom12 material required for the door leaves. This is commonly used in South Africa but unusual for European manufacturers. For the final phase of the project IFE will have a localization rate of over 75%.

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INFORMER | Edition 42 | May 2016 | Titelthema

GREENING TRANSPORTMORE THAN ANY OTHER MODE OF TRANSPORT, the train symbolizes eco-friendly, energy-efficient mobility.

And as climate goals become more and more ambitious, the route to achieving them increasingly involves the railroad. That is why Knorr-Bremse is constantly working on products and systems to make trains more resource-efficient than ever. Here is an overview of what the current portfolio has to offer – and what is just round the corner.

© Deutsche Bahn AG/Georg Wagner

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▲ Intelligent Air Control minimizes noise emissions by reducing the operating speed of the compressor when the train enters a station.

CUTTING COMPRESSOR NOISE KNORR-BREMSE IS CURRENTLY WORKING ON A RESEARCH PROJECT that links air requirements and a vehicle's operating status. The introduction of an intelligent control system for oil-free piston compressors can potentially save operators money and reduce ambient noise.

The system is still undergoing testing: At a Knorr-Bremse lab in Munich a piston compressor and inverter are linked up to a mass of cabling and connected to a com-puter for capturing the test data. Dr. Gert Assmann, one of the vice presidents of the Air Supply division at Knorr-Bremse Rail Vehicle Systems, presses a button and the compressor springs into life. Now anyone wishing to hold a conversation has to shout against the noise. But at the press of a sec-ond button everything suddenly becomes much quieter: The sound has dropped by 6 dB(A) – more than halving the perceived noise.

run at 720 rpm. It would have to operate for longer in this mode, but at a lower rate and therefore considerably more quietly.

INTELLIGENT CONTROL UNIT MEANS NO AUXILIARY COMPRESSORAny expert looking at the experimental set-up would immediately notice that some-thing is missing – the auxiliary compressor. “That’s deliberate,” explains Assmann. “A smart control system makes it unnecessary.” Instead, the air supply system switches to

battery mode when the pantograph is low-ered and the reservoir is empty. In this mode one of the two compressor stages and the regeneration phase of the air dryer are tem-porarily switched off. “That is a new feature of our new air dryer generation,” says Ass-mann: “We rely on the capacity of the dryer granulate. The air is still dried, but we stop continuous regeneration in order to save air.” This means the main compressor can raise the pantograph on battery current alone. The new Intelligent Air Control system is still undergoing testing. “But the results so far have been promising,” says Assmann. Once

Cleverly packagedOil-free compressors will never be able to operate completely silently. But the noise emissions they generate can be reduced to a minimum if they are effectively encapsulated. However there are certain technical challenges involved: “It’s not just a question of putting them in a housing,” explains compressor product manager Karl Hering. “You have to ensure that, de-spite the sound insulation, enough cooling air still reaches the compres-sor.” To get it right, Knorr-Bremse uses state-of-the-art simulation techniques such as computational fluid dynamics. The result is a significant reduction in noise levels: At 60 Hertz, the VV120-T oil-free compressor developed for the ET 430 commuter trains operating in Stuttgart and Frankfurt generates a mere 57 dB(A) at a distance of seven meters.

Sound power at 10 bar reservoir pressure in relation to compressor speed

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FROM 1,450 TO 720 RPMThe buttons are used to set the compres-sor to two different operating modes. The first is ‘normal,’ and Assmann calls the second one ‘station-and-night.’ They are part of the Intelligent Air Control research project, which aims to set air requirements according to a train’s operating status. “We are drawing on the skills of our new Pow-erTech colleagues to develop a way of adapting compressor control to the situ-ation,” explains Assmann. Testing is being partly carried out in an acoustic laboratory equipped with state-of-the-art technol-ogy that includes an acoustic camera.

As its name suggests, the focus in ‘station-and-night’ mode is on reducing noise emissions. Normally in these circumstanc-es the compressor would briefly switch itself on as soon as the air in the reservoir dropped below a certain pressure. But that would generate noise, as conven-tional piston compressors only have two modes: ‘On’ and ‘Off.’ Intelligent Air Control, however, would reduce the compressor’s rpm as soon as the train entered a station or during nighttime operation. Specifically it would halve the supply frequency from 50 to 25 Hertz, so instead of turning over at 1,450 rpm, the compressor would only

the logic is implemented in the inverter, the advantages of selective control could also relatively easily be used in ‘normal’ mode. The aim is to achieve as smooth running of the compressor as possible, avoiding high start-up current and extending the service life of the electronic components.

▲ The intelligent Air Control test lab at Knorr-Bremse Rail Vehicle Systems in Munich.

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▲ Flexpad Silent brake pad

CUTTING NOISEBY 2020 THE GERMAN TRANSPORT MINISTRY aims to reduce railroad noise emis-sions by 50% compared with the year 2000. Friction materials from Knorr-Bremse make an important contribution towards meeting this target – but also offer more.

K PADS: A NEW OE OPTIONFollowing its acquisition of the rail vehicle division of brake pad specialist TMD Fric-tion, Knorr-Bremse will soon be able to of-fer low-noise organic brake pads as part of its original equipment portfolio. Approval of the ‘Cosid 704’ friction material brand is currently in the pipeline, and as soon as it has come through, the brand will be available as one of the first applications of the second K pad generation .

The K pad functions in a similar way to the LL pad, which is designed for retrofitting. The background to this is the state of the wheel tread and the rail: If they are rough, they start to vibrate and generate noise in the process. Unlike old cast iron brake blocks, the organic K pad does not rough-en the surfaces, and in combination with a smooth rail surface, the noise generated by the contact between wheel and rail can be reduced by some 10 dB(A).

Also in the portfolio since the acquisition: pads for hydraulic braking systems and the ultra-low-wear ‘Cosid 828’ material, which is also being used by Deutsche Bahn AG.

▲ The use of low-noise friction materials was a major issue in a campaign to reduce train noise launched in March of this year by the Federal Transport Ministry. Here, Minister of Transport Alexander Dobrindt talks to Knorr-Bremse representatives about the company’s latest developments in the field.

FLEXPAD SILENT: PUTTING AN END TO BRAKE SQUEAL The Flexpad Silent whisper brake pad is able to prevent the characteristic brake squeal generated by sintered brake pads as a train comes to a stop. This high-performance brake pad combines so-phisticated design with intelligent use of materials. In Europe it is currently being installed in Twindexx trains operated by Swiss Railways and Deutsche Bahn AG.

ALUMINUM BRAKE DISCS FOR CHINESE METRO APPLICATIONSUsing the right friction material is not just important from the point of view of noise emissions but also for a vehi-cle’s overall efficiency. Compared with conventional cast iron discs, metro brake discs made of aluminum weigh almost 50% less.As part of a contract for vehicles op-erated by Hong Kong Metro, Knorr-Bremse is currently equipping a total of 744 cars with eight lightweight brake discs each – the biggest order for alu-

minum brake discs ever received by the company in China. They will reduce the weight of each passenger car on the 93 eight-section trains by more than 400 kg. In terms of efficiency, translational and rotational mass are the key concepts: Metro trains accel-erate and brake so frequently that the energy savings offered by aluminum brake discs are particularly large.

LL PADS: MANUFACTURING CAPACITY DOUBLED Whereas organic K pads are fitted to new vehicles, organic LL pads are an attractive way of reducing noise emissions on existing freight car fleets. From the operator’s point of view they have the advantage that they can easily replace old cast iron blocks without any need to modify the braking system. With its ICER Rail joint venture, Knorr-Bremse produces brake pads and blocks that comply with the European UIC standard. Faced with growing demand, ICER Rail recently doubled its output of LL pads.

▼ LL brake pads

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CLIMATE-FRIENDLY HVAC SYSTEMS

Operators are extremely interested in this tried-and-tested technology – for example the 404 Civity rail cars ordered last year from Spanish manufacturer CAF by Nederlandse Spoorwegen will use this solution. “The op-erator’s decision to opt for our heat pump system shows the confidence they have in the concept and their desire to combine passenger comfort with environmental compatibility,” commented project man-ager Africa Herrería. Other eco-friendly technologies in the Mer-ak product portfolio include energy recy-cling through heat recovery, brake energy recuperation, adjustment of fresh air when passenger numbers are low and VVVF (Vari-able Voltage Variable Frequency) technology,

which enables the power coefficient to be maintained or even improved during part load operation, whereas with traditional technology it normally declines. This can save around 5,000 kWh per rail car per year. Merak also always endeavors to reduce the weight of its systems and optimizes the de-sign of the heat exchanger to the precise operating conditions, thereby optimizing energy efficiency for every customer and every application.

THE ECO-FRIENDLY HVAC SYSTEMS MANUFACTURED BY KNORR-BREMSE’S MERAK BRAND owe their high energy efficiency to their use of heat pump technol-ogy. These systems reverse the cooling cycle and draw warmth from the outside air, thereby massively reducing energy consumption by some 20,000 kWh per rail car per year – the equivalent of the annual energy require-ments of six households. This is particularly effective in cold climate zones.

E4: LIGHTWEIGHT DOOR SYSTEM

A special version of the entry system for regional trains is currently being installed as part of two major projects in the United Kingdom: the ScotRail link between Ed-inburgh and Glasgow, on which Hitachi AT200 trains will operate from 2017 on-wards; and the new Crossrail line – currently Europe’s biggest rail project – which was re-cently renamed the Elizabeth Line in honor of the British Queen. The new rail link under London will run from west to east from 2018 onwards. The trains will be based on Bom-bardier Transportation’s AVENTRA platform.

IT’S SMALLER, LIGHTER, BUT ALSO STRONGER – the new 4th-generation entry sys-tem from Knorr-Bremse Group company IFE. The development engineers have managed to reduce the number of components by more than 40% compared with its predecessor. Combined with the use of new materials and a compact design, this has reduced the weight by 20%. The door drive system is also equipped with a linear guid-ing system that allows for deformation.

In addition to saving energy as a result of their reduced weight, the newly designed doors also offer up to four times better sound installation and 50% less heat loss.

ECO-FRIENDLY CONTROLTOWARDS THE END OF 2015, ALSTOM DELIVERED A FIRST VERSION OF THE NEW H3 HYBRID SWITCHER to Volkswagen (VW) in Wolfsburg for use on the company site and as a feeder locomotive for neighboring train stations.

The H3 locomotives operate on electric power for 50-75% of the time, so their fuel consumption is up to 50% lower than that of conventional switchers – and emissions are cut by up to 70%. Reduced noise is a further advantage, particularly in urban set-tings, in train stations and when entering and leaving factory halls. The control technology for these state-of-the-art vehicles is supplied by Selec-tron. Based on the MAS 83x product fam-ily, it operates as a vehicle control unit, a battery monitor, and a diagnostic unit, amongst other things. A particular techni-cal challenge met by the H3 is the speed-dependent switch-over between diesel and battery operation. Above a certain speed

threshold the locomotive changes smooth-ly and virtually automatically between the two drive systems. Initial experience with operating the switchers has been so good that VW is considering operating further H3 locomotives at its Audi manufacturing site in Ingolstadt.

© Alstom

16 NSFSC SPRINTER · GIUGIARO BCN 2015

© CAF and NS

© Bombardier

Electrical power consumption

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Comparison of the power consumption of conventional systems vs. heat pumps

Heat pump technology means high energy efficiency

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At partial load of:

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EFFICIENT DRIVING WITH iCOM METER AND iCOM ASSIST

The product involved is the EcoMeter, which detects and measures currents, volt-ages, and reactive energy according to the latest EN50463 standard. iCOM Meter then processes consumption data and provides a reliable basis for further optimization and calculation of energy costs. Swiss Railways (SBB) are currently equipping their entire fleet of trains with the system as part of a large-scale project. The LEADER (iCOM Assist) driver informa-tion system aims to encourage locomotive engineers to adopt a driving style that is as efficient as possible. The application ac-cesses an online database with information

TWO APPLICATIONS BASED ON THE iCOM SYSTEM ARE PARTICU-LARLY USEFUL FOR REDUCING EMISSIONS: the LEADER (iCOM Assist) driver informa-tion system and Energy Metering (iCOM Meter). The latter is essential for assessing any energy-saving measures.

on the train configuration, route, and time-table. Using these parameters, the train’s current speed, and its position as plotted by GPS, it then calculates the most efficient driving recommendations at any point in time. For example, its advice may be to let the train roll on to the next scheduled stop instead of using more energy for traction and to apply the mechanical brake just as it arrives. This saves energy, improves punctu-ality, and reduces material wear.

“LITE”: THE NEW GENERATION OF ENERGY SUPPLY SYSTEMS

The system is extraordinarily effective – power losses can be reduced by up to 40 percent. It involves distributing power from the overhead line according to the actual requirements of users like HVAC systems and compressors. Supplying them accord-ing to the VVVF principle means they can operate with maximum efficiency – and an added advantage is that their service life can be extended. Combined with the use of semiconductors, additional savings in terms of weight and space can also be achieved. The effectiveness of “LITE” in this respect

“LITE” STANDS FOR LIGHT INTEGRATED TRAIN ENERGY SYSTEM and is a development by Knorr-Bremse’s PowerTech brand that is fast approaching completion. The aim of this new generation of power supply systems is decentralized power distribution according to actual needs.

– and its potential for reducing energy consumption – is enhanced by intelligent linking of the power supply with other Knorr-Bremse systems that have been opti-mized for this combination.

REDUCED DUST FROM SANDING FINE DRIZZLE, EARLY-MORNING MIST – or the familiar problem of autumn leaves on the line – are all situations where a sanding system is essential to ensure adequate wheel-rail adhesion. Knorr-Bremse’s portfolio includes a system that no longer delivers sand at a constant rate, but instead varies the volume according to the train’s speed.

The retrofittable system significantly reduc-es sand consumption – especially at speeds below 50 km/h – and also reduces dust by up to a third, according to braking inten-sity: Whereas in the case of the previous constant-delivery system, 60 grams of sand were delivered during braking at 2.7 m/s2,

from a speed of 50 km/h, the new speed-controlled system only delivers 40 grams. Similar reductions are achieved at braking rates of 1.5 m/s2. Calculations are based on TSI limits.

▲ The relevant data can be clearly displayed on a tablet.

Modular stand-alone inverter for metros.

▲

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TOKYO’S NEW, GREENER TRAINS A MILESTONE HAS BEEN REACHED FOR KNORR-BREMSE: ITS BIGGEST JAPANESE CUSTOMER, JR-EAST, has decided to use its ultra-eco- friendly oil-free compressor.

The Yamanote Line is the best-known of all the 110 train lines in Tokyo. Everyone in the country is familiar with it, and there is even a video game in its honor. It forms a 35 km loop that takes in all the urban cen-ters in this mega-city. Despite the regular service – a 220-meter train rolls into a sta-tion every 2 to 4 minutes, accompanied by a special jingle – the line is always crowd-ed with commuters and tourists. Japan’s biggest rail operator, JR-EAST is responsible for the Yamanote line, and is planning a major upgrade in time for the Summer Olympics and Paralympics in 2020. All 51 trains are to be replaced with a new model – the three-section E235 multiple unit, which offers more seats for the elderly and a state-of-the-art passen-ger information system. Since March 2016 the first train has been running on the line with a view to collecting important oper-ating data. For the new trains JR-EAST is also using an oil-free compressor for the first time: the Knorr-Bremse VV180-T. This marks a mile-stone for Knorr-Bremse Rail Systems Ja-pan, which has been preparing the market for this innovative technology for some 10 years. The new generation of eco-friendly air supply systems was initially piloted in collaboration with a private train opera-tor, and this was followed by 12 months of field testing by JR-EAST itself.

Knorr-Bremse has been cooperating with JR-EAST in various fields for many years and has already supplied more than 1,000 compressors to Japanese customers. But the VV180-T represents a complete para-digm change thanks to its special piston and cylinder design. This means that no oil waste is generated through having to change oil and air filters. Strict requirements for suppliers have earned Japan a reputation as one of the most difficult markets to penetrate, but Knorr-Bremse’s advantage is the reliability of its products. The CoC Air Supply and KBRS Japan cooperate closely over tech-nical matters, project management, and process quality. The company expects sales of oil-free compressors in Japan to increase over the next few years. JR-EAST is likely to operate the new E235 trains as the latest version of its standard train for other lines as well. Working closely with the CoC Air Supply, Knorr-Bremse Rail Systems Japan intends to further expand its close and trusting relationship with its Japanese customers.

220 meters long: The new E235 multiple unit operates on the Yamanote Line with the new compressor.

▲

Photo provided by JRE

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SIMPLIFICATION THROUGH INTEGRATION

Vehicle builders often buy individual brake components from various suppliers and put them together on their own assembly line. This offers savings in initial procurement costs, but these are soon canceled out by the high cost of development, logistics, as-sembly, and testing. As a leading systems provider, Knorr-Bremse has both the competence and capacity to design and deliver ready-to-install brake control modules (BCM) that meet custom-ers’ precise requirements. The car-specific, maintenance-friendly containers or frames can not only contain the brake control por-tion but also include all the necessary air supply equipment. “Combining the brake control portion with compressor, filter, air dryer, and air reservoir on a single mounting frame maximizes me-chanical integration, reduces the complex-ity and expense for the customer, and at the same time improves quality,” explains Jean-Marc André, Director Sales & Systems for Metro Applications at Knorr-Bremse Rail Vehicle Systems.

OPTIMALLY DEFINED INTERFACES FOR RAPID INSTALLATION For project-specific integration Knorr-Bremse utilizes the precise amount of instal-lation space available. The required pneu-matic and electrical interfaces to the vehicle are defined in conjunction together with the vehicle builder. Needless to say, the relevant standards and regulations are taken into ac-count, and extensive examinations accom-pany the development. The complete pre-assembled and function-tested BCM is delivered to the vehicle build-er on a just-in-time basis. In final assembly, the unit merely has to be positioned and at-

CUSTOMERS BENEFIT FROM PROJECT-SPECIFIC INTEGRATION OF BRAKING EQUIPMENT: Pre-assembled containers or mounting frames reduce complexity while cutting assembly costs as well as total cost of ownership.

tached. Finally the pneumatic and electrical interfaces are connected – for example to the bogie equipment. Servicing downtimes are reduced to a minimum by swapping the complete unit with an already recondi-tioned BCM, if required. Vehicle builders and fleet operators ben-efit from Knorr-Bremse’s expertise in sys-tems integration in several ways: optimally harmonized braking system components, space-saving integration, and lower overall costs due to reduced development and as-sembly effort. Many customers have already benefited from these advantages in a wide variety of projects.

SPECIALISTS FOR SPECIAL VEHICLES

Some kinds of rail-industry news are much more likely to hit the headlines than others: high-speed trains, new vehicle platforms, or freight trains of record-breaking length, to name but a few. Although the lowly switcher locomotive attracts much less media atten-tion than its crowd-pleasing cousins, with-out it, they would be far harder to operate. Switchers efficiently shift trains to exactly where they are needed, or reconfigure them as required.Some locomotive builders produce custom-ized switchers either as one-offs or in small batches, for use on industrial railroads, at steelworks or on narrow-gauge networks. The DE75 BB from Gmeinder Lokomotiven GmbH – since 2012 part of the ZAGRO Group – is one of the most recent to appear on the market. With start-off traction of 260 kN, it is currently Europe’s most powerful hy-brid switcher. Knorr-Bremse is supplying its braking systems.

KNORR-BREMSE HAS ITS OWN TEAM DEDICATED TO PRODUCING CUSTOMIZED BRAKING SYSTEMS FOR SPECIAL VEHICLES AND APPLICATIONS. The team is currently supplying the braking systems for the new DE75 BB switcher locomotives, and also for a very special modernization project.

COMPLEX BRAKING SYSTEMS FOR MAXIMUM VERSATILITY“Thanks to our special team for braking sys-tems for special vehicles and applications – the only one of its kind in the global Knorr-Bremse Group – our customers enjoy a truly comprehensive service. Because we have access to expertise right across the com-pany, we can offer them everything from project planning and delivery to commis-sioning and aftermarket services,” explains team leader Leonard Wiedemann. The mod-ular design of the braking systems means customers’ needs for flexibility and economy can be met in equal measure. If necessary, Knorr-Bremse can also deliver customer-specific solutions for small-batch projects.Each of the DE75 BB’s four wheelsets is load-ed with 20 tonnes of weight. Driving each of the four axles is an independently controlled electric traction motor, delivering 150 kW of drive power to the wheel. The dual-engine switcher gets its power from two diesel gen-erator sets, while the hybrid version is pow-ered by one diesel generator and a bank of lithium-ion batteries. Alternatively, the elec-

tricity can be supplied via a 750-volt third rail or overhead line.

WORKING ACROSS GROUP COMPANIES AND SITESKnorr-Bremse not only supplies braking sys-tems as original equipment but also for mod-ernization projects. For example, it is currently involved in a project – again in collaboration with Gmeinder – to upgrade fourteen 714- series locomotives for Deutsche Bahn rescue trains. These trains are kept permanently on standby close to high-speed rail lines that pass through long tunnels, ready to act in case of an emergency.Knorr-Bremse is replacing not only the brak-ing systems in the old locomotives, but also supplying a complete new control manage-ment system, including the train bus link to the locomotives. The automation system is made up of safety-relevant vehicle control systems and I/O interfaces, and I/O devices for controlling the locomotives’ various func-tions. It also coordinates a wide range of sub-ordinate systems such as the hydrodynamic drive system, the diesel engine and the local input and output modules. The project is typical of Knorr-Bremse’s systems-based ap-proach: the new control management sys-tem is produced by Selectron Systems AG, a large proportion of the new components come from Knorr-Bremse’s Hungarian sub-sidiary and the plant in Berlin, while yet other parts are sourced from the company’s site in Mödling, Austria. The compressors are pro-duced by Knorr-Bremse in Munich, where the final assembly of the brake panels also takes place. The first of the new rescue trains has been on the tracks since January 2016, while the remainder are due to be supplied over the course of the year.

Solutions such as this container system for the Chinese CRH5 high-speed train neatly integrate the air supply and brake control systems (above).

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▲ The DE75 BB, currently Europe’s most powerful hybrid switcher.20 21

INFORMER | Edition 42 | May 2016 | Products + Services

RUMO/ALL operates an extensive and so-phisticated logistics system to ensure the smooth running of its transportation of agricultural raw materials. There are three main transportation flows, with trains carry-ing soya beans, soya flour, corn, sugar and wheat to the coastal ports; transporting im-ported products, especially fertilizers; and also operating in the domestic market be-tween the various regions of Brazil. This explains RUMO/ALL’s close collabora-tion with Knorr-Bremse. As South America’s leading logistics company, it handles trans-

portation for RUMO/COSAN, the continent’s biggest sugar exporter. RUMO/ALL recently signed a long-term contract with Knorr-Bremse to modernize and standardize the braking systems on its entire fleet, with a focus on 8,500 freight cars. CCBII technology from Knorr-Bremse’s U.S. company New York Air Brake (NYAB) also plays a key role in the braking systems on the locomotives.

NEW DB60 AND DB60 II CONTROL VALVES FOR ENHANCED SAFETYA program to fit the vehicles with new AAR braking systems, most of which use DB60-II control valves, including brake cylinders and slack adjusters, has been running since December of last year. One of the biggest safety gains comes from the ‘Brake Cylinder Maintaining’ function on the DB-10C valves,

which continuously fills the brake cylinders with air even during the braking process, compensating for any unavoidable air leak-age. “Without this feature there can be a po-tentially critical reduction in braking force, especially during long braking on down-hill gradients,” explains Edson Pissolato, the RailServices manager at Knorr-Bremse Brazil responsible for the project.“Our aim is to ensure that the freight cars can go back into service as quickly as pos-sible,” adds Pissolato, who is managing the refitting program via NYAB on the basis of a forecast.

ONE WEEK TURNAROUND FOR MAINTENANCE The new braking systems are the first im-portant element in the contract; the second runs to a different time frame and involves maintenance of the new systems and those Knorr-Bremse products that were installed prior to the modernization project. It is an enormous logistical and administrative task: New sets of equipment have to be installed and ready for operation within the space of a week. The main supplier of the DB60 II is the NYAB facility in Watertown, New York State, but one component is coming from the Knorr-Bremse plant in Budapest. All the installation work is being carried out by the fully-equipped service center at Knorr-Bremse’s site in Itupeva, Brazil.

CLOSE COLLABORATION TRANSPORTATION OF RAW MATERIALS IS A COMPLEX TASK. South America’s biggest logistics company, RUMO/ALL, relies on Knorr-Bremse systems – and in the long term has also put its faith in RailServices.

Although the first plans for Washington Metro were drawn up more than 55 years ago, the current network operated by Wash-ington Metropolitan Area Transit Authority (WMATA) is one of the most up-to-date in North America. It is designed for maximum efficiency, with a large number of Park-and-Ride facilities to attract commuters from the surrounding region, who can easily drive to them and continue on by public transport. And three major interchanges, plus carefully planned transfer points to the bus system, put virtually any destination in the city with-in easy reach. The system has grown steadily over the years and – at almost 220 kilome-ters – is now the second-biggest in the USA.With its braking, door operators, and HVAC systems Knorr-Bremse has maintained a presence on board the metro trains for al-most 30 years – both as an original equip-ment supplier and a provider of after-sales services. The first order for equipment was

received back in the late 1980s, and since 1998 the North American Knorr Brake Com-pany has supplied equipment for virtually every new vehicle series to go into service on the network. Systems for the first 100 of a total of 748 new Kawasaki 7000 series rail-cars were recently delivered.

MAINTENANCE-FREE SPINDLES FOR 2K, 3K, AND 6K TRAIN SERIESFollowing successful completion of an ex-tensive Pilot RIC program (Reliability Im-provement Campaign) by RailServices for the old HVAC systems in the 5K series, Merak NA has been awarded a contract to upgrade the rest of that fleet. Now, a similar program is currently being implemented for the door systems, with the main focus on installation of maintenance-free door spindles. Last year the decision was made to retrofit

all doors on the 2K/3K and 6K series with the new components in a process slated to begin in the spring of this year. “The RIC program is an excellent example of how RailServices teams work hand in hand with local operators to identify potential problem areas and generate real added value,” com-mented Rich Bowie, President of Knorr Brake Company.

KEEPING WASHINGTON ON THE MOVE FOR ALMOST 30 YEARS KNORR-BREMSE HAS BEEN SUPPLYING THE METRO IN WASHINGTON D.C. with OE components and after-sales service. A number of major projects are currently in the pipeline.

Es ging Schlag auf Schlag: Vertragsunter-zeichnung Anfang Dezember 2015, Start der Umrüstungen noch im gleichen Monat.

Momentan liefert Knorr-Bremse Systeme für etwas mehr als 200 Wagen monatlich direkt in die jeweili-gen Werkstätten von RUMO/ALL in Brasilien. Die ins-gesamt 8.500 Wagen erhalten nach und nach neue AAR-Bremssysteme, zum größten Teil mit DB60-II-Steuerungen inklusive Bremszylinder und Gestänge-stellern.

Die modernste Variante des erfolgreichen Brems-ventils ist mit „Brake Cylinder Maintaining“ ausge-stattet. Edson Pissolato erläutert den Vorteil für die Kunden: „Wir erhöhen damit die Sicherheit durch die Lösung eines weitverbreiteten Problems.“ Bei langen Güterzügen mit zum Teil älterem rollenden Material seien kleine Lecks in den Bremszylindern nahezu un-vermeidlich, konstatiert der RailServices-Projektma-nager Knorr-Bremse Brasilien. Das neue Feature des DB60 II befülle nun die Zylinder bereits während des Bremsvorgangs wieder mit Luft. „So verhindern wir, dass die Bremskraft, insbesondere bei längeren Ge-

Flexible Wartung, hohe Qualität: Knorr-Bremse betreut bei RUMO/ALL auch die CCB-II-Systeme der Loks.

Der KB-Kunde RUMO/ALL ist das größte Logistik-Unternehmen in Südamerika. Auf einem 12.900 Kilometer langen Schienennetz transportiert es mit 28.000 Wagen Lebensmittel, Rohstoffe und Gefahrgut.

32 KNORR-BREMSE aktuell | 01/2016 KNORR-BREMSE aktuell | 01/2016 33

RAILSERVICES

Großauftrag aus Brasilien

8.500 Güterwagen mit neuen Bremssystemen ausstatten plus

Wartung für 15 Jahre von Wagen und Loks – das bedeutet für KB

ein sehr großes Geschäft in Latein-amerika. Der Auftraggeber, die

Logistikfirma RUMO/ALL, unterhält dort ein riesiges Rail-Netzwerk.

Standort Watertown im US-Bundesstaat New York liefert DB60 II, das Werk in Budapest/Ungarn baut die Gestängesteller, das voll ausgestattete ServiceCenter am Standort Itupeva/Brasilien montiert schließlich al-les.

Neben der Lieferung neuer Bremssysteme und de-ren Wartung betreut Knorr-Bremse schon früher ver-baute KB-Systeme – in Güterwagen, aber auch in Lo-komotiven, die meist mit CCB II (Computer Controlled Brake) ausgerüstet sind.

Der logistische wie administrative Aufwand ist auch hier hoch: Innerhalb nur einer Woche stellt Knorr-Bremse dem Betreiber neue Sätze zur Verfügung.

Das brasilianische Unternehmen RUMO/ALL ist der größte Rohstofflogistiker Südamerikas. Auf 12.900 Kilometern des Schienennetzes sind 28.000 Güterwa-gen und 966 Lokomotiven unterwegs. 11.700 Ange-stellte managen den Transport von Sojabohnen und -mehl sowie Mais, Zucker und Weizen aus dem Lan-desinneren an die Küste, zu Häfen wie Santos, Parana-guá oder São Francisco do Sul. Von dort aus bringen

Frachtschiffe die Produkte in nahezu die gesamte Welt. In umgekehrter Richtung transportiert RUMO/ALL vor allem Düngemittel. Für den brasilianischen Binnenmarkt zwischen den verschiedenen Regionen wickelt das Unternehmen unter anderem den Roh-stofftransport von RUMO/COSAN ab, dem größten südamerikanischen Rohstoffexporteur. Auch Gefahr-gut-Transporte verteilen Treibstoff aus den Raffineri-en im Süden des Landes. Für sie sind sichere Brems-systeme von Knorr-Bremse besonders wichtig.

Éverton Perreira, Sales Manager bei KB Brasi-lien, freut sich über den Auftrag und seinen großen Umfang. „Gemessen an der Anzahl der Wagen ist der Vertrag der größte, den Knorr-Bremse Brasilien jemals unterzeichnet hat.“

MÄRKTE

fällestrecken, durch etwaigen Druckverlust nachlässt.“ Pissolato treibt auch das Tempo voran, ganz im Sinne des Kunden. „Ziel bei der Montage ist ganz klar, die Güterwagen so schnell wie möglich wieder für den sicheren Betrieb zur Verfügung zu stellen.“ Auf Basis eines Forecasts steuert er die Umrüstungen über die Knorr-Bremse Tochter New York Air Brake (NYAB).

Internationale Zusammenarbeit schreibt Knorr-Bremse auch bei diesem Auftrag groß. Der NYAB-

Jeden Monat liefert Knorr-Bremse neue Bremssysteme für über 200 Wagen. Rio

Grande

Cruz Alta

MaringáLondrina

ParanaguáSantos

ItirapinaAraraquara

ColombiaSanta Fé do Sul

Alto AraguaiaRondonópolis

Eng. Bley

São Francisco do Sul

© WMATA Photograph by Larry Levine© WMATA Photograph by Larry Levine

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Thinking ahead