Present trends in the rail industry are pointing at increasingly more sophisticated products, maximum availability of rolling stock and systems, greater automation and the development of new railway systems and concepts. With its Innovation Forum at the Innotrans 2002 in Berlin, TS will be demonstrating that it is at the head of developments in these areas and that it is exerting a crucial influence on the future. The following themes will be discussed at this forum: the Cargo Mover freight transport system, the Transrapid maglev, operating systems for fully automated metros, the Class 189 four-system locomotive, innovative financing concepts, the SITRAS static energy storage system for efficient utilization of recovered braking energy, the TS diagnostics vehicle for overhead contact lines, and the Virtual Reality System used in vehicle design.

The Cargo Mover
By the year 2015, freight transport will increase by 63%. In the same period of time, however, road haulage will almost double. Freight transport by rail, in contrast, is threatening to stagnate. If this trend is not altered, total gridlock will be unavoidable.

Siemens has therefore developed the Cargo Mover as a way to achieve this change in trend. The Cargo Mover makes better use of rail capacities, especially in regional transport, and combines the advantages of the road with the potential of the rail to form an overall solution to this urgent problem. In short, it’s a driverless truck on rails.

The Cargo Mover is a fully automatic vehicle which can be booked individually by a company wishing to dispatch freight. This rail vehicle has the capacity of two road trucks but uses considerably less energy, thus reducing environmental pollution. The destination is entered into the Cargo Mover by the dispatcher. With the help of ETCS, the future European operations control system, the Cargo Mover then locks into the rail transport system and automatically finds its destination on the basis of preprogrammed route maps. A newly developed combination of laser, radar, and video technology ensure adherence to the program. At present, two test vehicles undergoing trials. The automatic loading and unloading system used by the Cargo Mover will also be introduced at the Innotrans.

The Transrapid
In addition to the existing high speed wheel-on-rail system, magnetic levitation technology is an important innovation in ground transportation. Fast and comfortable at the same time, the Transrapid hovers over a guideway and travels to its destination at speeds of up to 500 kph. It can also be integrated in the existing transportation system consisting of rail, road, and air. The Transrapid maglev is suitable as an extremely fast link between a city and its airport, as in Shanghai. It is also suitable as a high speed regional service in conurbations and as a fast and economical connection between two large cities. For the 30-kilometer route in Shanghai, for example, the Transrapid needs less than 8 minutes. The Transrapid is not only fast, it also accelerates very quickly. Together with the high traveling speed, the extraordinary vehicle dynamics achieves travel times comparable to air transportation over medium and long-haul distances. Even several stops along the way increase the total traveling time by only a few minutes. The propulsion system provided by Siemens is one of the key technologies for the Transrapid. All operating aspects, the positions of the trains, the distance between vehicles or the point positions are controlled and monitored from the operations control center. The operations control equipment needed for this is being developed and supplied by Siemens TS. Trials on the route in Shanghai will start in 2003 and start of the world’s first commercial service is scheduled for 2004.

Automated Guided Transit (AGT) – Driverless rail systems
Many metro systems have now reached the limits of their capacity. Automation ensures shorter headways, thus considerably increasing capacity. Siemens has many years of experience in the development of fully automatic rail systems, for example, the driverless lines in Lille, Toulouse or Paris.

The "Rubin" project in Nuremberg will be the first driverless, fully automated metro system in Germany. Siemens has been awarded a contract to equip the U3 metro line, currently under construction, with automation systems by the year 2006 and to convert the existing U2 line for fully automatic operation by the year 2007. In addition, 30 two-car units will by delivered to VAG for the driverless, fully automatic system. Unique throughout the world, it will be used during the introductory phase for mixed automatic and conventional operations on a section of track used by both lines.

In order to satisfy the high customer requirements as well as the regulations for automatic train operation, service-proven components and products will be used. The vehicle components, for example, are based on the Mo.Mo (Metro Modular) modularization range from TS. As regards the train protection and control systems, proven product platforms such as Sicas, Vicos, and ATC based on a Simis hardware platform will be employed. Data will be transferred between vehicles and the operations control center by means of inductive train control cables, thus enabling permanent data exchange in both directions.

The Class 189 electric four-system locomotive
Europe is coalescing, but there are still borders on the rail, for example, in the form of different line voltages – a time-consuming barrier for cross-border traffic. Siemens has therefore developed the Class 189 locomotive for Europe, which is compatible with current European power systems and enables continuous rail transport from the North Cape to Sicily. The German Rail’s Class 189 locomotives are designed as multi-system vehicles for cross-border traffic in Europe. The maximum speed is 140 kph (the unit can be optionally upgraded for up to 230 kph). The locomotives are to be used in Austria, Belgium, the Czech Republic, Denmark, France, Germany, Hungary, Italy, Luxembourg, the Netherlands, Norway, Poland, the Slovak Republic, Sweden, and Switzerland. The vehicles can therefore be operated under 15 kV AC 16.7 Hz, 25 kV AC 50 Hz and direct voltages 1.5 kV and 3 kV. The output of the locomotives in power grids with AC voltage is 6400 kW. In a 3 kV DC grid, this is 6000 kW and, with 1.5 kV DC, it is 4200 kW. In order to create the necessary space in the machine room for the additional DC voltage components and different train control systems, components such as the main AC circuit-breaker, the system selector switch, and the surge arrester are mounted on the roof. In spite of the extensive equipment, there are still three places reserved for additional equipment. TS will hand over a pre-series locomotive to German Rail Cargo (DB Cargo) during the Innotrans.

Intelligent financing concepts
Among the other trends in the rail industry, more and more projects involving high speed line construction or upgrading are being carried out in the form of public private partnerships. This approach is suitable for public clients, mainly because of the tight budget situation and the simultaneously growing pressure for renovation and expansion of existing light rail systems. The involvement of the private sector in the implementation of transport projects and in later operation also means a substantial gain in efficiency and in the impetus for innovation.
The advantage of PPP models for the rail industry is that more projects are possible and that the rail industry has a greater share in the creation of wealth. Private companies can be involved in PPP models in very different ways. Typically, they act as project sponsors, operations control companies, or maintenance companies which undertake to adhere to certain levels of reliability, availability or other performance features of the transport system and take a limited financial risk. Due to its extensive experience in turnkey business, TS has the advantage of being a competent partner for nearly all aspects of PPP projects.
One of the currently most interesting PPP projects in Europe is the construction of the 100-km HSL Zuid high speed line in the Netherlands. The Dutch government gave Infraspeed, a private company, the job of planning, erecting, financing and maintaining the track superstructure of the high speed line between Amsterdam and the Belgian border (HSL Zuid). Infraspeed is a project company established by Fluor Daniel, Koninklijke BAM/NBM N.V., Siemens, and the English investment companies Innisfree and Charterhouse. During a contract period of 30 years in all, Infraspeed will receive performance-dependent earnings of more than 2.5 billion euros for providing the infrastructure. These earnings will cover the investment costs, the maintenance costs, the capital costs and the amortization costs. The contract envisages a five-year erection phase and a 25-year maintenance phase. During the erection phase, Siemens will be responsible for the design and the turnkey installation of the complete E&M equipment, comprising the traction power supply and overhead contact lines, signaling with ETCS, communication equipment, and installation systems including tunnel equipment. The Siemens scope of supply will account for approximately 370 million euros of the total contract value. As well as supplying the items mentioned, Siemens will also participate in the maintenance service, with an additional contract share of around 130 million euros.

The Sitras static energy storage system (SES)
The problem is well-known: a light rail vehicle, when braking, expends energy and the energy thus released can be used only if another vehicle is accelerated at the same time. The Sitras SES static energy storage system, in contrast, enables energy to be recovered and stored during braking so that the energy thus stored can be used for renewed accelerating at a later time. The primary energy consumption in light rail networks is thus considerably reduced without any lessening of transport capacity or punctuality. The results of a field test showed that the power obtained from the power supply system was reduced by 50 kW on average, enabling the power requirement of the substation to be cut by about 30 percent. This produces a cost reduction as a result of the lower labor and service price. In addition, the burden on the environment is lessened due to the reduced CO2 emission.

For operators of light rail systems, the Sitras SES energy storage system not only enables energy recovery but also has the important advantage of reducing the voltage losses. An important advantage for the customer is that the system automatically switches over between "energy saving" mode and "voltage stabilizing" mode.

Highly developed double-layer capacitors (DLCs) are the central feature of the Sitras SES. Their extremely large surface, tightly enclosed in a volume of only ½ liter, ensures the very high capacitance of 2,400 farads. With around 1,300 of these capacitors, the storage system is optimally balanced in terms of output and energy content. It is possible to react to the most varied of need situations by connecting these systems in parallel.

First orders for the save energy system have been received from Bochum, Cologne and Madrid. Trials are taking place in Portland and Dresden.

Overhead line diagnosis
The rise in track utilization and ever increasing speeds are placing a greater amount of stress on the overhead contact line (OHL) system. Moreover, efficient planning and execution of repair and replacement work requires exact knowledge of the condition of this system. With its TS diagnostics vehicle, Siemens is offering an instrument for automatic optical inspection of overhead lines without the need for any great expenditure in terms of time and personnel. Image recording of the cross span elements from two directions is carried out by scanners activated by radar systems. The catenary is filmed on both sides with a resolution of one millimeter by means of high speed diode-type line scan cameras and infrared laser illumination. The data obtained by the diagnostics vehicle is electronically evaluated offline. This takes the form of detecting changes with the help of automatic image processing systems. The level of contact-wire wear is recorded in real time by continuous image recording of the contact surface and of the visible diameter from 2 sides with a resolution of 0.2 millimeters. Wear is also determined offline by means of image processing based on the stored data.
The advantage for the customer is a considerable improvement in the inspection results. Defects are detected at an early stage and specific problem areas are eliminated. Subsequent damage is therefore substantially limited. The benefits are that money is saved while track closures and route-occupancy due to inspection work are reduced.

The Virtual Reality System (VRS)
The Virtual Reality System in use at TS since February 2002 is an interactive, simulated environment and enables the development engineers to work with the computer-generated 3D objects in real-time. As a result, the design and production processes are improved and the entire project benefits from effective support, for example, by the possibility of evaluating installation or design variants, for planning production and assembly, or also for customer presentations. The VRS increases project transparency and flexibility and offers advantages in terms of quality, time, and cost.

TS customers’ evening
The TS customers’ evening with members of the TS Group Executive Management will take place at 6:00 p.m. on September 24, 2002, at the TS exhibition stand. It will be an opportunity for informal talks and an exchange of information.

Handover of the Class 189 to DB Cargo
On Wednesday, September 25, 2002, there will be a small celebration in the track area directly in front of Hall 4.2. A pre-series vehicle of the new Class 189 locomotive will be handed over to DB Cargo at 10:00 a.m.

Contract with Railinfrabeheer
Also on Wednesday, September 25, 2002, at 3:00 p.m., Siemens and the Dutch rail infrastructure company, Railinfrabeheer, will sign a contract relating to upgrading of the EBS electronic safety system and appropriate adaptation of the Simis W interlocking equipment.

Rail Forum
Within the context of the "Rail Forum" on Thursday, September 26, 2002, speakers from Siemens will give a total of 25 presentations on current activities and news relating to the world of TS. The themes will include, for example, the ETCS European operations control system, the fully automated Nuremberg metro, and the computer-controlled Simis W interlocking in Great Britain. Latest reports from the rolling stock sector will focus, for example, on the Avanto light rail transit system, the VT 642 multiple-unit diesel train for German Rail (DB AG), the Desiro UK electric multiple-unit train for Great Britain, the Express Rail Link airport connection in Kuala Lumpur, and the EuroRunner family of diesel locomotives, as well as the high speed trainsets built by TS. The Rail Forum will also present such topics as public-private partnerships, the web-based locomotive positioning system, the TS supplier management system, innovations in the areas of service, and the Virtual Reality System used for vehicle design.

Newsletter
TS will be providing up-to-date details of its own events and the current Siemens Innotrans program in the form of a newsletter in the Internet (www.siemens.com/ts).

TS press team
The press team of TS will also be available at the TS stand to answer questions or provide current information material. On request, an interview can be arranged. You can contact us by phone at the following numbers:

Eberhard Dombek     +49-171 7635524
Bernd Edelmann       +49-160 7423115
Angelika Holtkamp    +49-160 97235863
Dr. Joachim Stark     +49-160 8846921

Photo reference:

Pictures can be seen in the Internet under http://www.siemens.com/ts-pictures/034

Siemens AG
Corporate Communications
Press Office
D-80312 Munich
Germany

Information number:
TS CR 200209.034 e
Press Office Transportation Systems
Bernd Edelmann
P.O. Box 3240,
D-91050 Erlangen, Germany
Tel.: +49-9131-7 27338;
Fax: -7 24598
E-mail: bernd.edelmann@ts.siemens.de