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Volume 11 No. 4/11€ 10.00

TRAKO Preview1,520 mm Gauge NewsSafe Tank Car In DetailFLIRT EMUs For BelarusThe Great Czech Raildays Report

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Only ten months after the contracthad been signed, on 6 January 2011,Stadler formally handed over the firstof the new trains to BCh at the com-pany’s Bussnang works. This was fea-sible because the manufacturer is stillbuilding the batch of Class Sm5 FLIRTsfor the Helsinki suburban operatorJunakalusto. So that the same pro-duction line could be used for bothbatches of trains, BCh agreed to thesame bodyshell width of 3,200 mm,instead of the more generous 3,500mm which is standard for passengerstock in Belarus.

There are, however, a few featureswhich distinguish these first FLIRTsdestined for a former member of theUSSR from those being built for Finland.The track gauge in the latter country isstill the original 1,524 mm, whereas inRussia and the CIS countries it has been„tightened“ over the years to 1,520 mm.In Belarus the ATP system is KLUB-U,and a different train radio type is re-quired. The pantograph design is dif-ferent, too, as are the requirementsfor exterior lighting. Some stations haveplatforms which are only 200 mm aboverail top, so the entrance vestibules,where floor height is 600 mm, are fitted

In March 2010, following an internationalinvitation to tender, state operatorBelarusskaya Chygunka (BCh) awardedStadler a contract for ten four-car FLIRTEMUs, to replace older electric stock. Sixare being fitted out for suburban services,four for middle distance operations. Theywill be used in connection with the 2014IIHF World Championship ice hockey event,to be held in Minsk, and the first three arenow in commercial service.

with two retractable steps to facilitateaccess.

BCh also requested two types ofinterior configuration, since it isplanned to use six of the new trains onsuburban services, and four on middledistance routes, where lower densityseating is more appropriate. The BelarusFLIRTs are thus of two classes - EPG

(Elektropoezd gorodskoy - SuburbanEMU) and EPR (Elektropoezd regio-nalny - Middle Distance EMU), and thisis reflected in their liveries, red and grey,and blue and grey, respectively. All theFinnish FLIRTs are fitted out for sub-urban services.

Bogies

There are two powered bogieswith a maximum axle-load of 20.5 t,situated under the cab ends and ad-jacent machinery spaces, and threenon-powered Jacobs bogies, each witha maximum axle-load of 19.5 t. The1,520 mm gauge wheelsets complywith GOST norms and are manufactu-red by Stadler at its new competencecentre for bogie production in Winterthurwhere also the monobloc wheels arepressed onto forged axles. All five bo-

gies incorporate pneumatic suspensionequipped with a self-levelling system,while an emergency suspension systemensures that the train can continue inservice at normal speeds even if thepneumatic one fails.

Under normal operating conditionsthe main brake is the electrodynamicone, though the pneumatic one can beblended in as well if required. Disc bra-kes are fitted to all the wheels, and thenon-powered bogies are equipped withheated electromagnetic rail brakes andspring-loaded parking brakes. Sandersand flange lubricators are also fitted.The bogies are fitted with a KLUB-UATP receiving coil.

Driveline

As far as possible, this is similar tothat for the Class Sm5 FLIRTs, and the

only significant difference concerns thepantographs. In Belarus the overheadwire is between 5.5 and 7.0 mm aboverail top, whereas in Finland its heightvaries between 5.6 and 6.5 m. Thereare two traction transformers, four trac-tion converters, and four tractionmotors. These are located in the twoend cars, and are designed with a highlevel of redundancy so as to ensurethat complete train failures out on theline are a rarity.

Each of the power blocks housesa BORDLINE CC750 traction conver-ter, manufactured by ABB Schweiz.Each water-cooled IGBT traction con-verter supplies a variable voltage ofvariable frequency to the traction motorsof the adjacent powered bogie. Eachof the type TMF 59-39-4 asynchronoustraction motors, built by Traktionssys-teme Austria of Wiener Neudorf, has

On 30 July 2011 EPG-003 is seen at Belarus station serving the satellitetown of Zaslavl, some 20 km northwest of Minsk, on the shore of theLake Zaslauskae. On the Belarus rail network the station name-boards still bear the Russian names of the settlements they serve,even though the place names themselves are now officially spelt inthe Belarussian version.

Photo: Ivan Voiteshonok

Track Gauge 1,520 mm

Axle Arrangement Bo’ 2’ 2’ 2’ Bo’

Operating Voltage 25 kV 50 Hz

Maximum Speed 160 km/h

Nominal Rated Power 2,000 kW

Maximum Rated Power 2,600 kW

Starting Tractive Force (Up To 47 km/h) 200 kN

Acceleration 1.2 m/s2

Total Length Over Couplings 75,200 mm

Bodyshell Width 3,200 mm

Maximum Height Over Rail Top 4,400mm

Floor Height Over Rail Top

- Low-FLoor Area 600 mm

- Inter-Car Gangway 1,050 mm

- High-Floor Area 1,120 mm

Weight In Service 132.5 t

Longitudinal Compressive Force 1,500 kN

Powered Wheel Diameter, New 860 mm

Non-Powered Wheel Diameter, New 800 mm

Seats (Including Tip-Ups) 260 (suburban)

216 (inter-regional)

Standees (4 per m2) 346 (suburban)

348 (inter-regional)

Principal Technical Data Of Class EPG/EPR EMUs

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FFLLIIRRTT EEMMUUss FFoorr BBeellaarruuss

The CL (City Lines) logo. BCh plans to use different flower symbols todesignate service types - a red aster for CL. Note the use of three lan-guages - the upper one is Russian, the middle one is Belarussian.


The Regional Lines EPR EMUs will wear a blue and grey livery. Here is a pho-tomontage of one of these FLIRTs awaiting departure from Minsk for Brest.

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Side profile and general arrangement plan of the EPR middle-distance EMUs (EPR-001 to 004). The suburban FLIRTs are numbered EPG-001 to 006.

a continuous power rating of 500 kWand a maximum one of 750 kW. Theaxle-mounted gearboxes are of Voith’stype SZH-595. The electrodynamicbrake is recuperative, thus ensuring thatoverall energy consumption is kept aslow as possible, and wear and tear onthe other types of brake are thus minimi-sed. The lively acceleration and brakingperformance of the FLIRTs is ideal forsuburban services, with frequent stationstops.

The train control system involvesa CAN bus line, the components develo-ped from those tried and tested on ear-lier FLIRTs and produced by Selectron.However, the modules are morepowerful, with more inputs and outputs,and moreover they have been redesig-ned to function well under extremewinter conditions, with temperaturesplunging as low as -40 0C. The controltechnology is designed to be 100 %redundant - any component failures willhave no effect on the train’s operationor the comfort of driver and passengers.Depot staff can use GPRS modems toaccess the train’s operational data andany diagnostic messages whenever theywish to do so. The maintenance pro-cedures can thus be optimised andvarious tasks undertaken on the mostopportune occasions, minimising thetime the train spends out of service forsuch attention.

Interior

BCh specified the design of thepassenger accommodation, seatingconfigurations and colour schemes. Thesuburban EPG trains are to be usedmainly on local services out of Minsk,and have high density 2 + 3 seating,while the EPR EMUs for middle distanceservices have more spacious 2 + 2seating. All seating is in bays, and one

230 V socket is provided for each rowof seats, for passengers’ personal elec-tronic equipment. As is the case witholder BCh suburban EMUs, only oneclass of accommodation is offered onboard the Class EPG trains.

The passenger accommodationhas good natural illumination, and theambience is welcoming. The spaciousentrance vestibules are designed tospeed boarding and alighting. All fourcars have a number of tip-up seats, incars A, B and D these providing suffi-cient space for the stowage of prams,whilst in car C there is a roomy multi-purpose area with a row of tip-up seats,a wheelchair-accessible WC cubicle,two wheelchair harness points, and a space for bikes. All accommodationin both versions of the Belarus FLIRTcomplies with the TSI PRM (Personswith Reduced Mobility) standard. TheWC is of vacuum retention type, as instal-led on various other FLIRT batches,while the fresh water and waste tankseach have a capacity of 400 litres. A boi-ler is provided to heat the fresh waterin winter.

Doors

The entrance vestibules are situatedwithin the low floor areas, thus enablingeasy boarding and alighting. The double-leaf BIDS entrance doors (see R 1/11,p. 72) are of swivel-sliding type, offeringan aperture 1,300 mm wide and2,120 mm high, so station dwell timeis kept to a minimum, even during busyperiods of the day. The movement ofpassengers along the length of the trainis facilitated by the absence of bulk-heads with doors between the vestibu-les and seating areas.

With platform heights varying bet-ween 200 and 550 mm, two retrac-table steps are provided. These are

Like those for other FLIRT EMUs, thepantographs for the Belarus trainsare produced by the Swiss com-pany Richard of Murgenthal. Thecurrent collecting skid, which is1,500 mm wide, is made of carbon.

The left-hand photo shows a heatedsanding tube, of the same type asthose fitted on the bogies of theFinnish FLIRTs. In the centre is the reception coil for the BelarusKLUB-U ATP system.

In the lower photo is a view of thedriving console. The sloping panelin the centre houses the KLUB-UATP equipment.

Schematic diagram of the traction circuits of a Belarus FLIRT EMU.

also necessary because the FLIRTs are300 mm narrower than other Belaruspassenger stock, so the gap betweenplatform edge and train floor is 150 mmwider than in the case of other trains.Drivers are able to select the side ofthe train on which the doors are to beactivated for opening, and also whether

one or two steps are to be extended.Opening is passenger-activated andclosing takes place automatically afterfive seconds unless passengers arestill boarding or alighting, to maintain a comfortable interior temperature insummer and in winter, and hence toeconomise on energy consumption.

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The multi-purpose area in the „C“ intermediate car, with tip-up seats, a wheelchair-accessible WC cubicle, two wheelchair harness points, andstorage space for bikes.


Optical sensors and highly sensitiverubber edging strips incorporatingelectronic sensors ensure that whenthe doors close they do not trap objectsor passengers.

Insulation And Heating

The Belarus FLIRTs incorporate farmore insulation than do those desig-ned for less extreme climes. BCh spe-cified a -40 0C minimum ambient tem-perature for operation, the same as forthe Finnish FLIRTs, though the latterare designed for a maximum ambienttemperature of +35 0C, and the Belarusones, for +40 0C. The insulation mate-rials were chosen carefully and are ofa type which is impermeable to water.The windows are triple-glazed, with slighttinting, together with a film which cutsout much of the heating effect of thesun’s rays. As a result the whole trainhas a U value of between 1.0 and 1.1 W/m2K. Heated floor plates in the entrancevestibules and on the door thresholdsprevent the ingress of snow, and reducethe risk of passengers slipping on icysurfaces.

The heating and air conditioning aredesigned to cope well with extremetemperatures. Even if the outside tem-

The interior of an EPG EMU. The TFT screens are positioned just aboveeye level for easy viewing.

perature is as low as -40 0C (rare inBelarus, though), a comfortable +20 0Ccan be maintained in the passengeraccommodation without over-stretchingthe system. The large amount of insula-tion installed in the train ensures that,even with the heating and cooling sys-tems working under difficult conditions,their energy consumption is kept to a minimum.

The door pillars incorporate power-ful hot air (+40 0C) blowers rated at20 kW each to ensure that interior heatloss and the ingress of cold outside airare minimised when the doors are openin severe winter weather. The blowingforce can be adjusted according tothe severity of exterior conditions, andthe blowers can also be used for pre-heating after the train has been out ofuse for a while. The absence of bulk-heads with doors between the entrancevestibules and the seating areas alsoassists in the circulation of warm air, andthe time required to heat a cold train toa comfortable level is considerably less

than that specified by UIC norms, so noseparate pre-heating regime to warmthe train before its driver arrives is neces-sary. As is the case with the Class Sm5FLIRTs, the heating takes place whilethe driver is getting the train ready forduty.

The air conditioning system isthe standard 22 kW one, with one unitper car, fitted on other FLIRTs. The unitsare roof-mounted and are supplemen-ted by powerful heating convectors inthe interior. A heat recovery system usesthe stale warm outgoing air from thepassenger accommodation to pre-heatcool incoming air, via a heat exchanger.The result is a substantial reduction inthe amount of energy required for hea-ting purposes. Each cab has its own 4 kW air conditioning unit and a power-ful hot air blower, so that a comfortableworking temperature for the driver isquickly attained.

Passenger Information System

Information is supplied via a flexible,Ethernet-based system, complying withthe UIC 568 norm, and incorporatingUIC wiring. On the cab ends there arelarge destination and next stop textpanels, these supplemented by six smal-ler ones on each side of the train, andyet another, stating the train’s destina-tion, adjacent to each entrance door.Inside the train there are no fewer thanten TFT screens, which in addition tobroadcasting travel information, exteriortemperature, time and line number, canalso run advertising videos and otherforms of visual entertainment. Undernormal circumstances the public ad-dress system makes use of pre-recor-ded announcements, which are acti-vated automatically. There is also a touchscreen in each cab so that the train

Schematic diagram of the relationships between various on-board systems:1 - Crew displays, 2 - Antennae, 3 - WLAN access points, 4 - Central unit,5 - Ethernet switches, 6 - LED exterior panels, 7 - LED and TFT interiorpanels, 8 - Driver’s phones, 9 - Public address microphones, 10 - Emergencyintercom, 11 - CCTV cameras, 12 - Power supply for CCTV cameras, 13 - CCTVmonitoring server.

The WC cubicle is similar to thoseof SBB’s FLIRTs, with a vacuumretention WC, a washbasin, soapdispenser, hand dryer, and a tablefor changing babies’ nappies.

The entrance doors are producedby Bode of Kassel, and the door pil-lars incorporate grab rails, openingbuttons, and warm air blowers.

EPG-003 at Bussnang on 14 February 2011 during a static testing.

EPG-002 and 003 under construction at Bussnang on 9 December 2010.

On 12 February 2011 the cars forming EPG-001 EMU arrived at Bara-novichi depot (about 100 km southwest of Minsk). Here we see one ofthe end cars about to be unloaded and railed. The cars were coupledup the same day.

crew can modify the information beingbroadcast or to make their own im-promptu public address announce-ments.

On-Board Safety

The trains fully comply with Belarussafety norms. They were subjected to climatic testing according to GOSTstandards. Each entrance vestibule hasan emergency intercom, enablingpassengers in distress to communicatewith the driver. CCTVs are installedthroughout the interior, and their footagecan be viewed by operating staff untilat least 72 hours after filming took place.These CCTVs are designed so thatshould a passenger operate the emer-gency braking system, request emer-gency opening of doors, use an emer-gency intercom, or should a fire alarmbe activated, the cameras nearby willimmediately focus on these areas andsend the images to the screen in thecab.

In the event of a fire alarm beingactivated, appropriate strategies areimmediately adopted. Fire detectors areinstalled both in the passenger accom-modation and in the two machineryspaces behind each cab. The Fogtec

fire detection system, which can func-tion in temperatures as low as -40 0C,is of similar design to that installed in the Finnish FLIRTs, with 16 smokedetectors in the passenger accommo-dation and one control unit.

ATP And Other In-Cab Equipment

In Belarus the standard ATP systemis KLUB-U (Kompleksnoe lokomotivnoeustroystvo bezopasnosti - Unifitsiro-vannoe, Complex Locomotive SafetyDevice - Unified), introduced by RZDin the 1990s. This succeeded the ear-lier Soviet system, ALSN (Avtomati-cheskaya lokomotivnaya signalizatsiyanepreryvnogo deystviya, ContinuousAutomatic Train Signalling), which func-tions by means of modulated pulsesinducted into the rails.

The BCh FLIRTs are thus fitted withon-board KLUB-U equipment, an RVS-1 train radio, and a BR-U data recor-ding system. The integration of all thesedevices in the driving consoles wasrealised in consultation with the opera-tor, and conforms to the latter’s norms.All other console equipment is identicalto that on the Finnish FLIRTs. Duringtest runs Belarus drivers commented

At platforms which are just 200 mm high above rail top an additionalentrance step slides out to facilitate boarding, floor height here being600 mm.

very favourably on the ride quality, in-cabfittings and console layout of the newtrains.

Testing

On 12 February 2011 the cars for-ming the first train of the batch arrivedby road from Switzerland at Baranovichidepot. On 25 February the second trainentered the country, being railed atBaranovichi shortly afterwards. Oncethe finishing touches had been appliedto it, it was dispatched on 2 March 2011to Minsk, with commissioning and tes-ting starting soon afterwards. The thirdof the batch was delivered in mid-March,and was used for train crew and main-tenance staff training, while EPG-001and 002 were mainly employed on typetesting. All three are now based atMinsk Motorvagonnoe depot (codeTCh-9), used for accommodating mul-tiple units. Here a dedicated and so-phisticated FLIRT maintenance basehas been created. It includes a 16-jacklifting device for raising a complete trainto a height of 1.5 m, and a diagnosticscentre. Some depot staff and the firstFLIRT drivers were sent to Switzerlandfor a training course.

The first three FLIRTs were testedon the lines around the capital, clockingup 18,000 km between them, and bymid-summer 2011 this procedure, toget-her with the training of drivers and

maintenance staff, was complete.Stadler and BCh undertook mechani-cal, aerodynamic, noise, ergonomics,EMC, fire safety, environmental friend-liness, component function and trainperformance tests. The maximum speedreached on test, 176 km/h (160 km/hplus 10 %), was a new rail speedrecord for Belarus. Acceleration testsdemonstrated that the train can reach120 km/h in just 43 seconds, whichaugers well for the slashing of journeytimes - BCh’s older EMUs are unableto match this.

The next landmark date was 1 July2011. On that day the EPG-001, 002and 003 FLIRTs entered test commer-cial service, operating out of MinskPassazhirsky (passenger station) withdepartures at 07.05, 08.57, 17.15 and19.10, to Zaslavl/Belarus (about 20 kmto the northwest of the capital on themain line to Vilnius), departing thenceat 08.02, 10.12, 18.05, and 20.10 toMinsk. During the first month over41,000 passengers were carried, BChclosely monitoring on-board serviceand ticket checking procedures. A flatsingle fare of 2,000 BYR (Belarussianrubles, 0.51 EUR) applies on this route,regardless of distance travelled.

Operation

The metropolitan area of the Belaruscapital has a population of over 2 million,

Photo: Petr Kadeřávek


Photo: Sven Klein

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so the potential for suburban passen-ger train services is considerable. InSeptember 2011, having completed alltheir authorisation testing, the threeFLIRTs entered regular commercial ser-vice on four local routes radiating fromMinsk, to Molodechno (in the north-west), Osipovichi (in the southeast),Baranovichi (in the southwest) andOrsha (in the northeast). These formthe City Lines network. The remainingsuburban FLIRTs EPG-004 to 006 areto be delivered in 2012.

Deliveries of the EPR-001 to 004FLIRTs destined for RL - RegionalLines middle distance services are torun from October 2011 until April 2012,with three being handed over by theend of 2011.

For Belarusskaya Chygunka theFLIRTs herald a new era, offering pas-sengers the same high level of comfortfound elsewhere in Europe on trainsof this type, and also a new service qua-lity. Under a policy prepared in 2010,BCh passenger services are to besubdivided into various categories -international, inter-provincial, provincial,urban and commercial. Commercialwould appear to refer to the charter

market - for travel agencies and privategroups. Trains used on the two middledistance groups of services, linkingprovincial capitals and uniting them withMinsk, will be fitted with two classes of accommodation - „economy“ and„business“. Infrastructure upgrading iscurrently taking place on the Minsk -Zhdanovichi line, and stations are beingmodernised to make them easily acces-sible by handicapped travellers.

The next chapter of the historyof FLIRTs in the 1,520 mm gaugeempire promises to be an interestingone. During the official FLIRT presenta-tion event in Minsk on 22 March 2011Stadler and the state operator signeda co-operation agreement covering trainmaintenance and repair. They also sig-ned a Statement of Intent regardingthe involvement of Belarus industriesin assembling future batches of FLIRTs,

these not only for BCh but also foroperators in other CIS member count-ries.

Fritz SchaadStadler Bussnang AG

Diagrams and photos, unless otherwise cited:

Stadler

EPG-001 at the main station inMinsk on 7 August 2011. The FLIRTsare so far the only trains in Belarusto be equipped with Scharfenbergcentre couplings, in a land wherethe SA3 coupling reigns supreme.


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Above: a single line diagram.

Global References

For the traction package of theBelarus FLIRT EMUs, ABB was chosen,taken into account ABB’s vast experien-ce with traction systems of all typesof rail electrification. As a major inde-pendent key component supplier, ABBhas manufactured thousands of tractiontransformers, thousands of propulsionand auxiliary converters and thousandsof traction motors currently in operationworldwide. While the traction packa-ges for the Belarus FLIRTs are entirelymanufactured in Switzerland, ABB’spresence in about 100 countries is anideal base for local partnerships andsupport.

Traction Package Overview

The line voltage of 25 kV AC fromthe catenary is stepped down by themain transformer to feed the low-voltageline power modules of the BORDLINE®

CC750 AC Compact Converters. Eachof the two latters is an autonomoussystem feeding one traction motor andan integrated auxiliary converter. Everysecond compact converter also featuresan integrated battery charger. EachFLIRT EMU has two of these tractionpackages on board, i. e. four BORD-LINE® CC750 AC Compact Converters,leading to a maximum power at wheelof 2,600 kW and high redundancy andavailability. Energy recuperated duringbraking is fed back through the samechain into the traction supply network.For Belarus, the equipment is designedfor temperatures down to -40 0C.

Traction Transformer

The Belarus FLIRTs are equippedwith LOT 1100, tailor-made, very light-weight transformers for roof-mountingand maximum low-floor area and pas-senger space. By using high-frequency,low-voltage IGBTs and advanced grid

EMU Traction Package - Accurate As A Swiss WatchBased on the very positive field-experience in many countries, from Scandinavia to NorthernAfrica, the powerful and compact ABB traction package for FLIRT EMUs from Stadler Rail isalso employed in the FLIRT trains for Belarus. The base package, consisting of two very com-pact converter cabinets and a lightweight roof-mounted traction transformer, is optimised forreliability and availability, energy-efficiency, and maximum space for the passengers.

control in the traction converters, thetransformer impedance is reduced byup to a factor of two compared to medi-um voltage solutions. This also contri-butes to lower transformer weight andhigher energy efficiency of the EMU.The 50 Hz transformer provides twosecondary windings for the two compactconverters as well as a harmonic filterand a heating winding.

BORDLINE® CC750 AC Compact Converters

Apart of their reliability, ABB tractionconverters are known for their compact-ness and high integration, their modu-lar design, and easy maintenance. Theyare efficiently water-cooled, resulting inlong lifetime of all the components andsmall converter size. The coolant (regu-lar tap water with glycol) dissipatesenergy through an external heat ex-changer. The traction converters forFLIRT EMUs are located in the twoend-cars and housed in a rugged, trac-tion-proven IP54 cabinet. The controlmodule is mounted on a swing framein front of the power modules, providingexcellent accessibility of all key com-ponents.

Every BORDLINE®CC750 AC Com-pact Converter contains an AC 800PECcontrol module, an input contactor andprecharger, an active rectifier (4Q), a DC-link filter, a motor inverter, a bra-king chopper, and an auxiliary converter.In every traction package, one compactconverter also features an 8.5 kW bat-tery charger for 110 V DC, the other a step-down converter to provide 24 VDC output. Motor inverter, auxiliaryconverter and battery charger are allconnected to a common intermediatecircuit with high energy storage capa-city. Because of the sufficiently largeDC-link capacitance no series resonantcircuit filter is necessary.

The line converter operates with a PWM pulse pattern at a constant car-

Line Voltage 25 kV AC 50 Hz

Propulsion Output 0 to 500 V AC, (2x) 690 kW

Braking Chopper (2x) 600 kW

Auxiliary Converter (2x) 3 x 400 V/50 Hz, 70 kVA

Battery Charger 110 V DC/24 V DC, 8.5 kW

Vehicle Control Interface Can Open, I/Os

Dimensions (L x W x H)

- Traction Transformer 3,060 x 2,030 x 900 mm

- Traction Converter 900 x 850 x 2,000 mm

Weight

- Traction Transformer 2,850 kg

- Traction Converter 750 kg

Technical Data (Transformer And 2 Compact Converters)

ABB traction transformer of LOT 1100 type.

Photo on the right:ABB’s BORDLINE® CC750 ACCompact Converter.

rier frequency of 2 kHz. For the motorcurrent converter, an asynchronousPWM technique is applied. With highswitching frequency in the kilo-Hertzdomain, BORDLINE® CC750 AC gene-rates a quasi-sinusoidal current wave-form, which dramatically reduces thelosses, the audible noise and themechanical stress on the tractionmotor. The Voltage Limiter Unit chopperlimits the DC-link voltage to 106 %. Theline-side converter, the motor inverterand the braking chopper are all imple-mented with the same power modules(see photo on the adjacent page) andallow easy handling.

Integrated AuxiliaryConverter

The auxiliary converter generates a current limited three-phase outputvoltage directly from the DC-link voltage.

A sine filter smoothes the PWMmodulated output voltage, so that a sine wave voltage waveform isavailable at the output terminalsof the auxiliary converter. Start-upof heavy loads such as air compres-sors is possible due to the overloadcapability. If overload limits are excee-ded, the amplitude of the output currentis limited, and the output voltage toget-her with the frequency is slightly dyna-mically reduced.

Integrated Battery Charger

The isolated DC/DC converter sup-plying the DC voltage operates with a pulse frequency of 20 kHz. Conver-sion is effected using an IGBT full-bridgecircuit, medium frequency transformer,output rectifier and an output filter. Therectified and smoothed output voltagefeeds the bus-bars of the vehicle viadecoupling diodes, which are connec-ted to the DC loads. A separate outputwith current limiting is provided for thebattery charging. The battery is chargedusing an IU0U characteristic with tem-perature compensation.

The DC/DC converter is prearran-ged so that it can be used in parallelwith a further unit. A control characte-ristic implemented in the control elec-tronics ensures a passive load distri-bution between the two units in thesteady state.

Converter Control System

Reliability, speed, and precisionwhich are desired in converters anddrives require a powerful control unit.

cost. For diagnostics, an Ethernet inter-face is available. In-depth data can be obtained using BORDLINE®-View,a diagnostic tool including an advancedself-diagnosis function, which givesadvice and instructions for service andrepair. It runs on standard PCs.

Harald Hepp

Photos and drawing: ABB

Upper photo: standardized power module of BORDLINE® CC750 AC traction converter.

AC converters. With a synchronizedand phase shifted operation of the twoline converters, the harmonic currentsare substantially reduced. A furtherreduction of harmonic currents is pro-vided by the harmonic filter which isimplemented in the transformer andan external resistor and capacitor.

Diagnostic And Service

Preventive maintenance for therobust equipment of the ABB tractionpackage is negligible and spans multi-ple-year intervals. The modular designwith highly standardized componentsensures excellent reliability, spare partsmanagement, and optimized life cycle

The ABB high-end control platform AC800PEC is used in all ABB tractionconverters, as well as in a wide rangeof industrial applications. This unitcovers all control and protection func-tions, sensor inputs, diagnostics and it provides a simple interface to thevehicle control.

In cooperation with the train controlmanagement system, standard ABBsoftware modules control for examplethe slip-slide-functionality, pantographbounce, or enhanced electrical brakingmode. Modular visual programmingensures quick, reliable coding and easyadaptation of the control software. Thisleads to fast and flexible engineeringfor tailor-made solutions in customerprojects.

In order to reduce line harmoniccurrents a fiber optic link is installedbetween the two BORDLINE® CC750

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WESTBahn ProgressThe third KISS was outshopped

from Stadler’s Altenrhein works duringthe second half of August 2011, while4010 001 and 002 paid their first visitto Austria, arriving on 15th and 20th ofthe month. Tests focused on disturbingcurrents (especially when running inmultiple), aerodynamics and overall tech-nical functionality. On 17 August 2011,the WESTBahn KISS reached a speedof 200 km/h for the first time. Duringfurther testing programmes the units ranon the Linz - Amstetten - Wien - Salzburg,Linz - Graz and Linz - Wien ZVbf. (centralmarshalling yard) - Sigmundsherbergroutes. Here we see 4010 001 and002 on 25 August 2011 crossingHundsdorfer viaduct on the Tauern-bahn northern ramp as train SPROB97758 Linz - Salzburg - Graz. On 6 September, both EMUs were sche-duled to return to Switzerland.

On 9 August 2011, WESTBahn andÖBB announced that they had reachedan agreement on infrastructure capacityconflict. WESTBahn has agreed to giveup the initially agreed frame times forits train paths, while ÖBB Personen-

verkehr relinquished other three trainpaths, which now can be used byWESTBahn. Anyway WESTBahn mustinclude in its calculations higher costsfor infrastructure use than supposedaround 8 million EUR annually insteadof 7 million, on account of ÖBB Infra-structure increasing the fees.

As a reaction to the private newco-mer’s planned services, ÖBB alreadyannounced that it would unveil a freeinternet connection, at least in somerailjet trains during 2011.

On 23 August 2011 WESTBahnannounced that the negotiations withSNCF had been successfully completedand that the latter had thus achieved a 26 % stake in RAIL Holding, WETS-Bahn’s owner, by means of increasingthe company’s capital. The other sta-keholders and their capital shareremain unchanged, with HaselsteinerFamilien-Privatstifung, Stefan Wehingerand SNCF holding 26 % each and 22 %held by Augusta Holding.

Petr KadeřávekPhoto: Kurt Feuerfeil

In late August 2011 the first EPR FLIRT EMU destined for RegionalLines was outshopped at Bussnang works. In September it will be submittedto the preliminary acceptance by BCh staff and in the following month it isexpected to arrive at Minsk.

On 12 July 2011, at the opening of the Swissrail Forum in Moskva, itwas announced that Stadler has won its first order from Russia, wortharound 240 million CHF, this being for 100 four-axle diesel modules (similarto those for Elektriraudtee FLIRT DMUs - see R 1/11, p. 45). They will beused to power the new 160 km/h DMUs, currently being developed atMetrovagonmash for RZD, which has fifty on order. Delivery of the first twoprototype modules, each of 1,100 kW power and about 7.3 m in length overbogie axis, will take place in late 2012. Certification and delivery of the firstnew DMU to RZD is scheduled for the first quarter of 2014 with the remaining49 trains to follow on soon afterwards.

GTW 2/6s In Texas, FLIRTs In Fribourg

In R 3/09, p. 10, we reported onthe order placed with Stadler for ele-ven GTW 2/6 DMUs by DCTA (DentonCounty Transportation Authority), inTexas. On 3 August 2011 the first twotrains, 101 and 102, were disembarkedat Galveston following their Atlanticcrossing, and a bit later in the monthwere moved to Lewisville, near Carroll-ton, on the outskirts of Dallas.

The DMUs had already been sub-jected to initial commissioning tests at Bussnang, and further trials in theirnew home territory are planned for lateAugust, September and October, inreadiness for handing over at the endof the latter month. The trains are desti-ned for the new A-train line betweenDenton and Carrollton. At Trinity MillsRoad, in Carrollton, there will be anintermodal interchange with the DallasArea Rapid Transit (DART) tramway andwith bus services to and from othertowns and villages in North Texas. Theaccompanying photo shows 103

at Bussnang on 25 July, shortlybefore it left for Bremerhaven to beshipped to Galveston with 104, whichtogether with 105 was undergoing initialcommissioning early in August. 106 and107 are currently being built, and thelast of the batch, 111, is scheduled forhanding over in mid-2012.

Also visible in this view is thesecond of the eight four-car FLIRTEMUs ordered by Transports pub-lics fribourgeois (TPF) in Switzerland.The first four of these trains are to bedelivered until December 2011, butunder the terms of the contract theremainder are not scheduled for han-ding over before 2014. The trains willbe used on a new through service bet-ween Fribourg and stations on the linefrom Bulle to Romont, part of an exten-sive timetable reworking exercise byTPF. They will be serviced at a newdepot being built at Planchy, on theoutskirts of Bulle, and will also use a new stabling point at Givisiez.

Petr Kadeřávek

More Stadler EMUsFor Frauenfeld-Wil

On 30 June 2011 Stadler announ-ced that the company had been awardeda 31 million CHF (just 28 million EURnowadays, since the CHF is very strongagainst the latter currency) by Frauen-feld-Wil-Bahn (FW) for five new lowfloor metre gauge EMUs. FW wasthe recipient of the very first two EMUsbuilt by Peter Spuhler and his 18 staffin the early 1990s after he had taken

over Stadler in 1989, the bold stepwhich launched the Swiss manufactureron its highly successful career. More-over, the new trains will operate in Stad-ler’s two „home“ cantons - Thurgau andSt. Gallen.

FW reckons that local traffic on itslines is set to increase in the future,and to meet the rising demand decidedin summer 2009 to acquire five newEMUs. The invitation to tender camein autumn 2010, and in January 2011

the operator decided to accept the bidsubmitted by Stadler. The trains will be60 % low floor, with one saloon fittedout for first class passengers. To meetthe specific conditions of the FW line,they will be designed to negotiate curvesas tight as 40 m radius, and gradientsas steep as 46 ‰, and will be equippedwith magnetic rail brakes. They will alsobe fitted with specially designed frontcrash elements, because of frequentroad crossings.

In other words the EMUs will becustom-built, the latter feature beingone of the key elements in Stadler’ssuccess in the market for new trains.In 2010 no fewer than 20 % of the trainsthe manufacturer built were tailoredvery specifically to clients’ needs. Startof commercial service of the new FWtrains is scheduled for summer 2013.

Stadler

An „Afrosiyob“ In Tashkent „Afrosiyob“ is the brand name for the

two 1,520 mm gauge Talgo 250 trainsordered by Uzbekistan state operatorUzbekistan Temir Yollari (UTY), now a joint stock company. The roots of theproject date back to July 2009, whenUTY and Talgo signed a Memorandumof Understanding with a view to impro-ving train services between Tashkentand Samarkand. Then on 5 January2010 Islam Karimov, the President ofUzbekistan, put his signature to a reso-lution to acquire two Talgo 250 trainsat a cost of 38 million EUR, with financebeing provide by UTY (50 %) and bythe Uzbekistan Reconstruction andDevelopment Fund (50 %), in the formof a ten-year loan including a two-yeargrace period, at an APR rate of 2 % andwith a refinancing margin of 0.25 %,from the Uzbekistan National Bank forForeign Economic Activity.

The 250 km/h trains consist of twopower cars and nine intermediate cars,

one of them being a catering vehicle.Facilities are provided for handicappedtravellers, and there are seats for 257passengers in three classes, VIP, firstand economy - slightly lower than thecapacity of RENFE’s Class 130s, whichhave 299 seats. ATP and train radio areinstalled. Under the terms of the con-tract Talgo is to provide spare partsduring the warranty period and to assistin servicing and maintenance over a period of 51 months. Train crews andmaintenance staff received training inSpain from both RENFE and Talgo. Thefirst of the new trains was delivered on22 July 2011, and the second is sche-duled to arrive in September.

Substantial upgrading has takenplace on the 344 km main line linkingTashkent with Samarkand. Two majorrebuilds, 59.3 km between Jizzakh andDashtabad, and 34.2 km betweenDashtabad and Yangiyer-Yangi, the lat-ter now with double track, have beenundertaken, while elsewhere installation

of modern signalling and communica-tion systems has taken place, catenaryhas been renewed, energy-saving mea-sures have been adopted, and stations,including those at Tashkent and Samar-kand, have been modernised. The linehas now been fenced along its entirelength.

The left-hand photo shows thefirst of the new „Afrosiyob“ trainsat the refurbished Tashkent Passa-zhirsky station on 23 July 2011.Afrosiyob is the old heart of Samarkandcity, which is now on the edge of themodern urban area, occupying a hilltop(Afrosiab) site of around 200 hectares,and dating back at least to the 8th cen-tury BC. At that time it was one of thelargest commercial and cultural com-munities in central Asia. Its name is deri-ved from that of the hero of a famousPersian poet, Ferdowski. The first„Afrosiyob“ was presented to the publicon 26 August 2011, with inaugurationrun taking just two hours between

Tashkent and Samarkand and reaching250 km/h. The reason for introductionof a new service is not coincidence,since Uzbekistan celebrates 20 yearsof indenpence.

At present the premiere service onthis line is the „Registon“ (named aftera famous square in Samarkand), whichis result of an UTY initiative since 2004to enhance quality of long distance trains.The rolling stock of „Registon“ consistsof six modern 160 km/h air conditionedmodel 61-4170 carriages (see photoin R 3/11 on p. 20), and haulage isprovided by O’ZBEKISTON locomo-tives. Another quality service of theseveral comfortable trains being offeredis the „Sharq“ („East“), which level wasenhanced in September 2006 andwhich links Tashkent with Bukhara. Thistrain is shown in the right-handphoto, taken on 10 June 2009 nearBakhmal, haulage being providedby O’ZBEKISTON 0011.

UTY

Photo: UTY Photo: Yves Steenebruggen

accurate as a swiss

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