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The SUSTRAIL Project: an IntegratedApproach for an Increased Performanceof the Freight Rail System
General PresentationGeneral Presentation
Donato Zangani, Project Coordinator
Clemente Fuggini, Deputy Project Coordinator
Outline
• Motivations and Aims
• Partnership and Geographic distribution
• Approach and Objectives
• Key Innovations and Expected Benefits
• Main Results up to now
• Conclusions
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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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%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
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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
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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
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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
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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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The Freight Train of the Future
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
The Freight Train of the Future
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 Freight Train of the Future
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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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
Very high due to scale
of works and land take
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
Very high due to scale
of works and land take
Resilient
earthworks via
piling, improved
materials &
drainage
Very high due to scale
of works and land take
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
of works and land take
Shallower
gradients
Very high due to scale
of works and land take
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
33
Contact us @ www.sustrail.eu
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