the sustrail project: an integrated approach for an ... · eu general spain route uk route bulgaria...

The SUSTRAIL Project: an IntegratedApproach for an Increased Performanceof the Freight Rail System

General PresentationGeneral Presentation

Donato Zangani, Project Coordinator

[email protected]

Clemente Fuggini, Deputy Project Coordinator

[email protected]

Outline

• Motivations and Aims

• Partnership and Geographic distribution

• Approach and Objectives

• Key Innovations and Expected Benefits

• Main Results up to now

• Conclusions

Sustrail Presentation - Mid Term Conference 3

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Motivations and Aims

Why changing, the EU perspective (White Paper 2011)

Freight transport volumes are expected togrow by 38% by 2030

A modal shift of freights from road to othertransport mode (rail and waterborne) of 30%

by 2030 is needed

Congestion is becoming unsustainable.

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Congestion is becoming unsustainable.Moving freight by road is one of the main

causes

Changes are needed, necessary, opportunistic

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Sustrail Presentation - Mid Term Conference

%tkm 2005 %tkm 2050

%Road 47 40

%Rail 12 18

%Maritime 41 42

EU27 rail freight forecasts, 2005&2050market share (TRANSvisions, 2009)

Sustrail at a glance

In this scenario, the EU partially funded project Sustrailwas launched on June 2011 aiming at Improvingsustainability & competitiveness of railway freight, taking awhole system approach to vehicle and track degradation toallow freight to run at higher speed, with less impact on theinfrastructure

FP7 EU project under the theme SST.2010.5.2-2FP7 EU project under the theme SST.2010.5.2-2

Total Budget: 9.4 M€

EC Contribution: 6.6 M€

Duration: 4 years (started in June 2011)

Project Website: www.sustrail.eu

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Partnership

Project Coordinator Technical Coordinator

Infrastructure Managersand Operators

Industrial Partners Academia and Research

Railway Associations


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Partnership – Geographic Distribution

29Partnersfrom 13

Countries

Georgia

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Methodology and Objectives

SUSTRAIL provides the approach, structure andmethodology to improve

• Capacity to endure with respect tosocial, economic, and environmentalconsiderations

Sustainability

(Pillar I)

• Ability to provide products andservices more effectively andefficiently than competitors

Competitiveness

(Pillar II)

of TheEuropeanrailway

networks

This will be achieved by:

Holistic approach: vehicle + infrastructure

Short term (ready tomorrow) and medium term solutions

Demonstration on three real routes (UK, Spain, Bulgaria)

efficiently than competitors(Pillar II)

• Access to railway freight with optimalnetwork flow

Availability

(Pillar III)

networks


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A systemic approach


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Expected Benefits

The SUSTRAIL approach, based on innovations inboth rolling stock and track structures, has impact onboth infrastructure and vehicles

Condition monitoring of tosupport maintenance

activities made within thetotal system

Increasing systemreliability through the

application ofperformance based

design principles fortotal system design principles forresilient tracks

Economic savings byextending the life,

durability, safety andreliability of railway

infrastructures

Reduction of energy use,resulting in a reduction of

greenhouse gasemissions


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Key Areas of Sustrail Innovations

Advanced vehicle dynamics concepts for new wheel profiles

Improvements in suspension design responding to the needs of amixed traffic railway

Tract ion and braking systems developments for high speedfreight operat ion

Novel designs and materials for lightweight high performancefreight wagon body vehicles and bogie structures

A targeted maximum speed of 60km/h and an increased axle load,equal to 25 tons

Advanced condit ion based predict ive maintenance tools for crit ical

Integrated and implemented by Sustrail businessmodel under the project Pillars of Sustainability,

Competitiveness, and Availability

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Advanced condit ion based predict ive maintenance tools for crit icalcomponents of both railway vehicles and the track

Performance based design principles to move towards the zeromaintenance ideal for the vehicle/track system

Novel ground stabilisat ion monitoring techniques to reducetrack geometry degradat ion

Optimisat ion of the track system and geometry includingswitches and crossing

Project Overview

12

8 Work Packages divided into3 main phases

1) Benchmarking and Requirements

2) RTD activities on vehicles andtrack

3) Demonstration

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Benchmarking

To established the “zero state” performance of thecurrent freight system in terms of requirements,characteristics, operations and logistics with reference toselected exemplar routes

1. Bulgaria: Serbian Border toTurkeyTurkey

2. Spain: MediterraneanCorridor from Barcelona toValencia

3. UK: Felixstowe andSouthampton to Warrington

+ the AFER Test Track, Romania


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Benchmarking

Selected exemplar routes

1. Bulgaria: Serbian Border toTurkey

Average train length 500m

2. Spain: Mediterranean Corridor2. Spain: Mediterranean Corridorfrom Barcelona to Valencia

Electrified, double track, mixed

3. UK: Felixstowe andSouthampton to Warrington

slow lines, stops by passengerservice


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Benchmarking

Route Data Collection


Telemetry

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Benchmarking

Main findingsIntermodal flows and use of container flat wagons (R,S) aregrowing in all 3 cases - support intermodal growth

Widespread use of Y25 and derivative bogies

Growth strategies focus on:gauge enhancement

axle load

longer trains (750m)longer trains (750m)

investment in terminal facilities

Differences:

Bulgaria experiences high levels of transit traffic (50%) - especiallyintermodal

UK: freight train speeds often significantly below line speed, e.g.120km/h versus 160km/h

Spain: strategy to increase rail mode share from low 4.1%;interoperability is key given gauge issues.


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Duty Requirements

To determine the current and future (10-15 yearsahead) requirements for rail freight for the widerEuropean system, covering:

Future logistics requirements

Track design requirements

Future train performance requirements

Aiming at providing


Aiming at providingan holistic approachto vehicle/tracksystem

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Duty Requirements

System trends and opportunities for sustainable andcompetitive rail freight

EU general Spain route UK route Bulgaria route

Target higher freight operatingspeeds

e.g. 100120km/h e.g. 120145km/h increase

Investment in terminals

Gauge enhancement

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Increase axle load capability ? ?

Longer trains

Piggyback freight

High Speed Rail freight not in scope for SUSTRAIL

Quality of service enhancement:reliability, flexibility, security

Lowliner wagons ? ?

direct/indirect benefits of SUSTRAIL improvements

Duty Requirements

Recommendations and prioritiesModest increase in freight speed (e.g. 120-140kph UK; 100-120kph ES,BG)

Optimise axle loads

Reduction in energy used by rail vehicles: Vehicle Green Label

Improve bogie design to reduce lateral forces

19Sustrail Presentation - Mid Term Conference

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The Freight Train of the Future

Aims at designing the Sustrail freight vehicle thatcan led to:

improved running behavior resulting in reduced systemmaintenance and operating costs for vehicle and track

reduced environmental impact and increased sustainabilityand efficiency

focusing on:Running gear – optimized Y25 bogie and wheelset design

Traction and braking – novel or optimized braking system(disc brakes) for noise emission reduction (3db)

Body and bogie structure – increased capacity & lightweightmaterials

Condition monitoring – less conservative design


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Main highlights - bogie

SUSTRAIL bogie with:• double lenoir lnks

• steering links

• secondary suspension.

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Spring sidebearer

Crossbeam

SecondarySuspensionRing

Lower partof centrepivotbearing

Brake arm

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Sustrail freight bogie:

realistic, competitive, efficient

In line with theSustrail Pillars


Benchmark freight vehicle

reference: Dynotrain deliverable D1.1 (DB)

DYNOTRAIN SGNS freight wagon

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DYNOTRAIN SGNS freight wagondimensions adopted for theSUSTRAIL benchmark vehicle model

In line with theSustrail PillarsSustrail freight vehicle:

flexible, multi-functional, sustainable


The Sustrail Vehicle GREEN LABLE - univocallyidentification of the Sustrail vehicle

Motivations:Vehicles in all transport modes need to become cleaner, saferand more silentand more silent

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(White paper 2011,“Vehicles for the future”)

Sustainable Track

Aims:to reduce impact of freight traffic on the infrastructure

to increase the capacity of track to resist loads from fasterfreight vehicles

by:moving from a deterministic to a performance-based designapproach in track design optimization, track maintenance andapproach in track design optimization, track maintenance andrenewals towards a “zero” maintenance challenge


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Sustainable Track

by:using intelligent monitoring systems to reduce maintenance

Focusing onSupportive ballast and substrate

Track geometry at critical locations (onto/out of bridges, etc.)

Switches and crossings


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Sustainable Track

Rail TrackTransmitted Forces

Vehicle Rail

Track

ConditionMonitoring

Pictorial Representation of links among WP4 Tasks

Legali

nfo

rma

tio

n

Sleeper

Rail Track

Sub-ballast

Base Layer

Soil

Ballast

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26Sustrail Presentation - Mid Term Conference

Sustainable Track

Type of problems Sustrail would like to face andsolve

http://www.bbc.co.uk/news/uk-england-south-yorkshire-21441070

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Low Rail Rolling ContactFatigue & deformation

Rail Squats are aform of RollingContact Fatigue

Sustainable track

Simulation works to identify solutions to solveproblems

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Sustainable Track

Analysis of main failures and associated solutions

Including costs assessment and link among failures andinfrastructure upgrades

Failure Effects Failure ManagementCost

Analysis

Cost

Impact on

Risk

Innovations RCPI variation

Track Item (e.g.

Component)Main Function Locations

Potential Failure

Mode(s)

Potential Cause(s) of

Failure

Potential Effect(s)

of Failure

Sev

erity

(S)

Occ

ure

nce

(O)

Det

ectio

n

(D)

RPI Recommended Actions

Co

st[C

]

RCPIMinimize the

Severity

Associated Cost for

Implementation

Reduce the

occurrence

Associated Cost for

Implementation

Improve the

detection

Associated Cost for

ImplementationSelected Innovation

Sev

erity

(S)

Occ

ure

nce

(O)

Det

ectio

n

(D)

Co

st[C

]

RCPIReduction (prior vs. after

innovation)

RailCarries load

Plain line Brittle Fracturecold environment, over

stressing in CWR

vertical fracture,

crack in rail cap

derailment

9 6 4 216

Stress free temperature

management, Ultrasonic testing5 1080 n/a n/a

Increase rail cross

sectionHigh Ultrasonic monitoring

low - medium

dependent upon

existing monitoring

Ultrasonic monitoring 9 6 2 5 540 50,0%

RCF

Curves, bogie

stiffness, track

irregularites

high maintenance,

rail breaks9 7 5 315

Visual/ultrasonic/eddy current

testing7 2205 Rail Grinding

Moderate - grinding

cost + quicker

replacement required

improved rail

material

neutral - rail life

extension and

maintenace may offsett

cost

Eddy current crack

detection

low - medium

dependent upon

existing monitoring

Premium rail steel 9 5 3 5 675 69,4%

Internal defects Material fault rail break 9 4 3 108 Ultrasonic/eddy current testing 4 432Good manufacturing

High cost to change

older rail that is still n/a n/a crack detection trains

low - medium

dependent uponUltrasonic testing +

9 4 2 3 216 50,0%

WP4 "SUSTAINABLE TRACK" - Task4.3 "Optimised track systems and geometry" - Subtask4.3.3 "Failure Modes and

Effects Analysis

Failure Identification Failure Impact/Performace Potential Innovations and related cost quantification for their implementation Updated Performance and Cost

Quantification of the costs torestore normalcy after the

failure

Here costs associated to

restore normalcy areconsidered

Describe here the possibleinnovations and quantify here

the cost for theirimplementation

This is an estimation of thecost to restore normalcy on a

scale from 1 to 10

Calculated as:

Severity (S) * Occurance (O) *Detection (D) * Cost (C)

On a scale fromLow to High

Consider cost for implementingthe innovation as a reference

parameters for the selection ofthe innovation

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Internal defects Material fault rail break 9 4 3 108 Ultrasonic/eddy current testing 4 432quality assurance

older rail that is still

serviceable

n/a n/a crack detection trains dependent upon

existing monitoringother methods

9 4 2 3 216 50,0%

Rail foot corrosion corrosion rail break 9 3 9 203

Ultrasonic testing only detects

faults under web, better solution

needed

4 810 n/a n/a

Minimise residual

stress in

manufacture +

long life rail pads

Low for new track

installation, high to

repad old track and

damage may have

started

Ultrasonic monitoring

under development

for rail foot

Medium until

development completeImproved life of pad 9 2 9 3 486 40,0%

Earthworks supports railway embankmentsEmbankment

errosion

Flooding, water,

weather, poor

maintenance

Collapse or dip in

track, derailment8 6 3 132

Water management

Flood defences

Protective layers7 924

Resilient earthworks

via piling, materials &

drainage

Very high due to scale

of works and land take

Improved

drainage, retaining

structures



dynamic stiffness

monitoring, laser

scanning & ground

penetrating radar

low - medium

dependent upon

existing monitoring

dynamic stiffness

monitoring, laser

scanning & ground

penetrating radar

8 6 2 7 672 27,3%

Shrink-swellSeasonal moisture

content

poor ride, high

maintenance,

derailment

6 3 8 144Vegetation management, water

management7 1008

Resilient earthworks

via piling, materials &

drainage



Resilient

earthworks via

piling, improved

materials &

drainage



moisture content

monitoring

low - medium

dependent upon

existing monitoring

moisture content

monitoring6 3 5 7 630 37,5%

cutting slopesembankment slip

onto track

vegetation, weather,

poor construction

originally, poor

maintenance

soil/rocks/tree

stumps on line,

derailment,

landslide

9 5 4 180

Vegetation management

avoiding coppicing

Water management

Soil nailing

Protective layers - geotextiles,

geo nets

7 1260 Retaining structuresVery high due to scale


Shallower

gradients



cutting monitoring

e.g. movement

sensors

Mediumcutting monitoring e.g.

movement sensors9 5 2 6 540 57,1%

Track guides vehicles plain line poor geometry

Component

deterioration and

general geometry

degradation under

traffic

premature

component failure,

poor ride, high

maintenance,

derailment

5 5 3 75

Appropriate components

specified for the traffic and duty

of the route

6 450

Improve installation

quality + Maintenance

fix before

unacceptable levels

Moderate

Specifiy geogrids

and under sleeper

pads

Medium

Geometry monitoring

on appropriate

frequency

low - medium

dependent upon

existing monitoring

Specifiy geogrids and

under sleeper pads5 4 3 6 360 20,0%

Structures supports railway tunnelslining failure,

rockfalls

ageing asset, erosion

of mortar/brickwork by

water/ice, geological

faults

line closure, loss of

service, derailment9 5 4 162

Condition monitoring, sprayed

concrete linings5 810

Tunnel linings and ice

shields

High cost due to

installation cost and on-

going inspection and

maintenace access

n/a n/a

automated structure

monitoring /

inspection

low - medium

dependent upon

existing monitoring

automated structure

monitoring / inspection9 5 2 5 450 44,4%

S&C supports railway junctions switch rail wear passing of vehicles

poor ride, flange

climb leading to

derailment

7 5 2 53Train borne condition

monitoring, inspection7 368

Install lubrication

systemsLow

improved rail

material

neutral - rail life

extension and

maintenace may offsett

cost

Geometry monitoring

on appropriate

frequency

low - medium

dependent upon

existing monitoring

improved rail material 7 5 2 5 350 4,8%

guides vehicles

through junctionsdrive wear/failure wear, impacts

loss of service high

maintenance costs5 5 1 25

Remote condition monitoring,

"intelligent infrastructure", self

diagnosing drive systems

5 125

Reduce driver forces

via careful installation

& maintenance

LowSelf fault diagnois /

self adjustingMedium

Remote monitoring of

load etc

low - medium

dependent upon

existing monitoring

Self fault diagnois / self

adjusting5 4 1 4 80 36,0%

Joints connects rails along the line rail joint failureimpact damage,

fishplate breaks

derailment, loss of

capacity/service8 4 3 79

Renewal or conversion in-situ

to CWR5 394

Strengthen joints,

fixing plates etcMedium

Correct problems

with dip angles

before too great

Low

Monitor dip angles

for planned

maintenance

low - medium

dependent upon

existing monitoring

Monitor dip angles for

planned maintenance8 4 2 5 320 18,7%

Rail pads holds rail in place along the lineworn or missing rail

pad

traffic and impacts/

poor maintenance

poor ride,

propagation of rail

foot failure,

derailment

6 3 6 108

Routine programme of pad

replacement, use of as hard a

pad as allowable

4 432 n/a n/aImproved rail pad

life

Low for new track, high

to repad old track and

damage may have

started

n/a n/a Improved life of pad 6 2 6 3 216 50,0%

LEGEND for RCPI LEGEND for RCPI variation (pre innovation vs. post innovation)

High Impact – Failures that cause sensible losses (out of service) and require high costs to restore normalcy

Moderate Impact – Failures that causes moderate lossses and involve moderate costs to restore normalcy

Medium Impact – Failures that causes from low to medium losses and involve low/medium costs to restore normalcy

High Impact – Extremely great improvement - The innovation should be implemented

Moderate Impact – Sensible Improvement - It is worth considering implementing the innovation

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Business Case

Aims at:

1) Making the Business Case for innovations in the freightvehicle-track system.

2) Making Recommendations for whole-systemimplementation, including phasing in of novel technologiesand strategies

Working as an “iterative filter” when linking to VehicleWorking as an “iterative filter” when linking to Vehicleand Track innovations based on duty requirements


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Business Case

Scenarios6 scenarios foreseen

Scenarios Baseline vehicle (Y25) Improved ‘Conventional’Vehicle

Futuristic Vehicle

Baseline Track i ii iii

Improved Track iv v vi

5 tests of interest:Futuristic Vehicle on Improved Track (vi) versus Baseline (i)

Conventional Vehicle on Improved Track (v) versus Baseline (i)

Baseline vehicle (Y25) on Improved Track (iv) versus Baseline (i)

Futuristic Vehicle on Baseline Track (iii) versus Baseline (i)

Conventional Vehicle on Baseline Track (ii) versus Baseline (i)


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Demonstration of track and vehicle upgradesVehicle and track testing at AFER test track, Faurei, Romania

Telemetry of upgraded track (exemplar routes and test track)and vehicles

Performance review and recommendations

Technology Demonstration


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Conclusions

SUSTRAIL will run until May 2015 addressingSustainability, Competitiveness and Availabilityaspects of European railway networks by means ofan integrated approach aimed at innovationsimpacting on both infrastructure and vehicles

For any questions please emails to

[email protected]

[email protected]

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Contact us @ www.sustrail.eu

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the sustrail project: an integrated approach for an ... · eu general spain route uk route bulgaria...

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