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High Speed Rail in Europe

Technical Challenges

Lodz, 29th March 2006

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What is UNIFE ?

UNIFE represents the interests of the RAILWAY SUPPLY INDUSTRY

Trend setting global industries

World market share of 70%

Total turnover € 50-60 Billion (2003)

130,000 people directly employed in the EU

Global presence

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Challenges

Globalisation Concentration

Innovation Standardisation

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Competition

Increasing Competition from Other Continents and other modes

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TEN innitiative

20013,260 km new lines 20107,550 km new lines 202010,000 km new lines

Source: UIC 2002

Accumulated new build VHS lines - Europe

0

2 000

4 000

6 000

8 000

1981

1983

1985

1987

1989

1991

1993

1995

1997

1999

2001

2003

2005

2007

2009

km

Existingend of 2002

Underconstruction

Planned

Trac

k-km

New high-speed linesUpgraded lines

0

20

40

60

80

1965 1975 1981 1983 1985 1987 1989 1991 1993 1995 1997 1999

bn p

ax-k

m

Japan

Europe

Still high growth potential for European High Speed to catch up with Japan

New build high-speed lines will double by 2010

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Infrastructure development

Drives investment in Rolling Stock

HS/VHS fleet is well correlated to total length of European HS Network and shows opportunity for passenger led growth beyond network completion

France

0

100

200

300

400

France Rest ofEurope

368121

200

400

600

800

1000

1200

1400

1600

1800

2000

1980 1983 1986 1989 1992 1995 1998 2001 2004 2007 2010600

1600

2600

3600

4600

5600

6600

Length of HS tracks (km)HS Coaches ordered

Europe Excluding France

0

1000

2000

3000

4000

5000

6000

7000

1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010

Route Km.

0

1000

2000

3000

4000

5000

6000

7000# of Cars

Length of HS tracks (Km)

HS Coaches ordered

Cars per 100 route km of track

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Competitiveness

0

0,51

1,52

2,5

33,5

4

0 100 200 300 400 500 600 700 800

90 km/hcar

800 km/haircraft

400 km/htransrapid

250 to 350 km/hHS/VHS120 km/h

Reg.Train

Optimum for HS/VHS

car

aircraft

Travel timein hours

Distance in kmtravel time = access time + riding timeaccess time: car = 0,2 h; train and HST = 0,5 h; transrapid = 0,75 h; aircraft = 1,5 h

Competitiveness against other Transportation Modes is Key Success Factor

The HS/VHS is at is most competitive at 350 km distance (examples : TGV Paris-Nantes 390km 2hours, TGV Paris-Brussels 310km 1h20 min)

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TSIs

Interoperability Directives & the TSIs - less complexity for cross-border international servicesObjectiveThe Technical Specifications Interoperability (TSI) will ensure technical compliance across Europe to simplify cross-border operation

by eliminating the differences in infrastructure and other fixedinstallations for high-speed rail operationsnew infrastructure and new rolling stock ordered after Dec. 2002must comply with TSI, 2nd edition TSI anticipated end 2005

Applicable forservice speeds of ≥250 km/h

22 2

Length ≤400 m

25 kV AC(15 kV AC for existing lines)

Axle load ≤17 tExternal noise

CrashWorthiness

Major consequences for Rolling-stock

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Interoperable Rolling StockThe Rolling Stock Domain

The Rolling Stock structural subsystem

The on-board part of the energy structural subsystem,

The part of the Maintenance subsystem relating to the Rolling Stock subsystem and to on-board part of the energy subsystem (excluding fixed installations of rolling stock maintenance operational subsystem relating to train servicing)

Interoperability Rolling Stock ConstituentsAutomatic centre buffer couplersBuffing and draw gear componentsTowing couplers for recovery and rescueDriver’s cab windscreens WheelsHead lampsMarker lampsTail lampsHornsPantographsContact stripsConnections for toilet discharge systemsMobile discharge trolleysWater filling adapters

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Interoperable Infrastructure

▪ The Infrastructure Domain▪ the infrastructure structural subsystem▪ the part of the maintenance operational

subsystem relating to the infrastructure subsystem

▪ the fixed installations of the rolling stock maintenance operational subsystem relating to servicing (i.e. washing machines, sand and water supply; refuelling and connection for fixed toilet discharge installations)

▪ The Interoperability Infrastructure Constituents

▪ the rail ▪ the rail fastening systems▪ track sleepers and bearers▪ switches and crossings▪ water filling connector

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Telecomunication System

Control Command and Signalling Domain–the Control Command and Signalling structural subsystem,–the part of the maintenance operational subsystem relating to the Control Command and Signalling subsystem

Interoperability CCS Constituent–ERTMS ETCS on-board–Safety Platform on-board–Safety Information Recorder–Odometry–External STM

–ERTMS/GSM-R on-board

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StandardisationRolling Stock : ModtrainHarmonisation of key interfaces & modules for trains running over 200kph

4 years, total budget of €30,4 million37 partners

Infrastructure : InnotrackDesign, manufacturing, construction, and testing of new rail infrastructure, maintenance and renewal of existing rail infrastructure for the railways of tomorrow”

36 Months, aprox. 28 Million Euros Total Budget (14M EU grant)33 partners

Telecomunication : IntegrailCreate a holistic, coherent information system, integrating the major railway sub-systems. Contribute to the definition of new standards

Duration: 48 Months, from January 1st, 2005, Budget: € 19,6 millionPartners: 39 from 9 EU Countries + Chile

Modlink EUCAB

Modlink Door portal & Train crew Interface

Modbogie

Modpower

Modpower

Modcontrol

ModlinkCoupler

Modlink EUCAB

Modlink Door portal & Train crew Interface

Modbogie

Modpower

Modpower

Modcontrol

ModlinkCoupler

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Revisions to the Scope of the HS RST TSI

This TSI will be applicable to the following classes of Rolling Stock, assessed as trainsets (indivisible in service), or as single vehicles, within defined formations of powered and non-powered vehicles. It applies equally to passenger and/or non-passenger carrying Class 1: Rolling Stock having a maximum speed of at least 250 km/h.Class 2: Rolling Stock having a maximum speed of at least 190 km/h but less than 250 km/h.

This TSI shall be applied for Rolling Stock, referred in section 2 of annex I of Directive 96/48/EC as modified by Dir.2004/50/EC and having a maximum speed of at least 190 km/h as described above. But, if the maximum speed of this rolling stock is higherthan 351 km/h, additional specifications are necessary: these additional specifications are not detailed in this TSI and are an open point: national rules apply in such a case.

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Standardisation and Modularity (I)

MODtrain is an industry + operators EU-funded IP to implement the TSI in a cost effective way by modularisation and standard interfaces

Converters & Traction Control

Final Assembly

Transformer

Electrical pre-assemblies

Plug-ins to Train Management

systemCables & Ducts

Wheels, Axles,Bogie Mountings

Drivers Desk integratedinto Full Cab Structure

Drivers desk, cab structure, doors, windscreen & HEVAC

Auxiliary Power Supply

Pantographs &HV Equipment

Bogie

COMPETITIVEMODTRAIN Scope

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Standardisation and Modularity (II)

Bombardier leads the MODLINK sub-project to define the interfaces for interoperable systems including:

Integration of EUDD drivers desk into a full cab structure

A door portal

A standardised train crew interface

A train-to-train high capacity data coupling system

A structure for system acceptance based on the lowest number of interfaces and validation tests

The Interior isassembled with

the Crash structure.

Exterior components are assembled with

the Shell

The Crash structure with the Interior is assembled with the Shell, Coupler

and Plough

The finished Cab module

is assembled to the car body ‘tube’

The cab will be produced as

a separate module

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InteroperabilitySuppliers & Operators’ drive for standardisation:The European Driver’s Desk (EUDD) was one of the first approaches to realise the joint strategy ‘Towards a single European Rail System’

Railways and the industry formed a joint team to develop the modular EUDD now being incorporated into the MODtrain EUCAB

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Reliability

Reliability is the result of a structured process:

The message from our customers is clear. A high level of operational reliability must be achievedDesign for Reliability using established techniques such as FRACAS, RCM, Testing and Validation, “Retour d’Experience” and DFSS is neededThe Joint Design and Development Process (JDDP) with the suppliers is being rolled out

involves design, reliability and maintainability engineers working alongside the suppliers in their design offices and workshops in order to reach the goal

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Flexibility

Flexibility across the operational life of the trains:Train length: Trains designed for lengths from 100m to 400m:

allows a very accurate adjustment of the train dimensions and capacity to the customer’s business model and therefore a fine-tuning of the necessary investments, without jeopardising the possibility of extending the train capacity at a later stageIncreasing or decreasing the number of cars and therefore the train capacity,Replacing a passenger coach with a restaurant car, etc.

Interior Design, Layout and Equipment:Seat type and pitch can be individually adapted, as well as the overall type and variety of on-board equipmentModification of the interior lining and layoutModification to some extend of the interior equipment

Train Speed:Family of trains designed for speeds between 200 and 350 km/h

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FlexibilityTrain Interiors:

In many operations, the flexibility of train interiors appears to be the key success factor for HS-VHS operations:

– Innovative solutions are required to merge the requirements of high capacity, high comfort, diversity of entertainment options and possibility to change the interior alignment to adapt specific demands:

Seats suppliers are reducing overall seat back depth to reduce pitch yet

still offering the same ergonomic comfort to the

passenger. Economy class? The position of seats

canbe adjusted rapidly

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Conclusion - High Speed development at a crossroads

Reduceoperation costs by 30-40% by

means of increased and more efficient

international operations

Increase market shares for rail by 1/3 minimum

International standards help to reduce the production costs of rail equipment by 30-40%

Problems• Fragmented Networks• Lack of Interoperability• Virtual absence of modern

“Through Operations” other than Thalys, Eurostar and Railion, and a few others

Positive Influences• European Commission

Policy towards the internal Rail Market

• Framework for fair competition between modes of transport

• Developing competition in the internal rail market

Opportunities (Examples)• AEIF work on High-Speed Interoperability

• AEIF work on Conventional Rail Interoperability• EU- Harmonisation initiatives on safety regulations

• EU Working Groups on Noise and Environmental Matters• EU- Funded 5th and 6th Framework Projects -

i.e. MODTRAIN and EU Drivers Desk

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ThankThank you for your attention!you for your attention!