Alstom and NTV unveil the design and technology of the Pendolino

20151217---ntvpendolino---800x320--2

Flavio Cattaneo, CEO of NTV and Pierre-Louis Bertina, Managing Director of Alstom in Italy today presented the design and technology of the Pendolino that Alstom is building for the Italian private operator.

A real Christmas present: the Pendolino is fire red and features a futuristic front end, designed to provide crash protection. The design of the train was created by Alstom’s Design & Styling Centre, which also designed the AGV.italo exterior. The interior will be selected and presented to the public in the coming months.

The Pendolino is conceived to be environmentally friendly, thanks to its high recyclability and reduced CO2 emissions. Moreover, its optimized distributed traction system enhances efficiency and acceleration and regenerates energy while braking.  This new train is an evolution of the former Pendolino high speed train. It can reach a maximum speed of 250 km/h. The 187-metre-long train will be composed of 7 cars accommodating around 480 passengers. The major innovation of the train compared to previous generations of Pendolino is its full compatibility with the very latest 2014 TSI [1] regulations established by the European Union. This EU standard contributes to guaranteeing high levels of safety and efficiency. The Pendolino is part of Alstom’s Avelia family [2] which also includes AGV.Italo train previously purchased by NTV.

20151217---ntvpendolino---800x320--3

20151217---ntvpendolino---800x320

The Pendolino will complement the existing fleet of 25 AGV, bringing to a total of 33 trains the Italo fleet. NTV will thus expand its network, responding to a growing demand. The objective is to develop the offer of high-speed main lines on the busy north-east and north-west corridor of Italy. This will represent a new opportunity for millions of travellers who constantly travel along these lines.  The increase of the fleet will be part of a development process undertaken by NTV, which in 2015 carried more than 9 million passengers, an increase of 40% compared to the previous year.

Flavio Cattaneo, CEO of NTV said “the seriousness, reliability and the ability of Alstom to offer the maximum in the shortest possible time are the basis of our choice. We started our journey together with Alstom, and together we will continue to grow in a difficult market which has great potential. The demand for mobility is very high in Italy and Italo promises, with its high quality services and with its new high-tech trains, to succeed in satisfying the passengers. This train, you have seen, it will be great“.

We are delighted that the Pendolino, a versatile and high performance train, has also conquered NTV. With more than 500 trainsets sold worldwide and over 1000 million km achieved in commercial service, the Pendolino is one of Alstom’s flagship products, made in Italy in our high-speed competence centre of Savigliano. NTV’s choice contributes to supporting the local industry, which we very much welcome”, said Andreas Knitter, Senior Vice President of Alstom Europe.

The 8 trains, purchased by NTV on 28 October, are already in planning to soon enter in production at Alstom’s sites in Savigliano (CN) for the design and manufacturing of the trains, Sesto San Giovanni (MI) for the traction systems and Bologna for the signalling systems, while the maintenance will be conducted at Alstom’s site in Nola (NA). The trains are scheduled to be delivered in late 2017, ready to enter service in early 2018.

[1] Technical Specifications for Interoperability

[2] The Avelia range is based on 3 current flagship products – Pendolino, Euroduplex and AGV – representing the culmination of 35 years of expertise and more than 1,050 trains in service around the world.

 

The Accident Investigation Board Norway: Report on collision between train and buffer stop in track 23 at Trondheim central station

2015-12-17 18_25_56-2015-09 Trondheim sentralstasjon.pdf - Nitro Reader 3

At 07:47 on Monday 9 February 2015, NSB AS’s train 411 collided with the buffer stops in track 23 at Trondheim Central Station. The train entered the station at normal speed and had been instructed to stop on track 23. This is a single-ended siding used when there is too little capacity on the main tracks. When the train passed the points to enter track 23, the driver had started braking without the train having reduced its speed. The driver then engaged the emergency brake, but the speed was still not sufficiently reduced and the train collided with the buffer stops at a speed of approximately 17 km/h.

The weekend before this incident, Trondheim Central Station was hit by storm gusts of up to force 10. Seawater blew in over the station area and left a slippery film on the tracks. The investigation has shown that the Norwegian National Rail Administration does not have an adequate system in place for discovering slippery tracks caused by conditions that can potentially arise in coastal areas.

The investigation also showed that NSB Type 92 does not have an optimal brake system for handling poor adhesion conditions, and that there are weaknesses in the interior securing of equipment on board these trains.

The AIBN submits one safety recommendation following this investigation. The recommendation concerns improvement of the Norwegian National Rail Administration’s instructions regarding measures in connection with unfavourable weather conditions in order to facilitate the identification of risks and the implementation of measures to handle conditions that can potentially arise in coastal areas.

 

The Accident Investigation Board Norway recommends that the Norwegian Railway Authority recommend that the Norwegian National Rail Administration (Jernbaneverket) review its instructions regarding measures in connection with unfavourable weather conditions, so that the risk factors in connection with coastal areas are identified and the necessary measures are implemented.

The Australian Transport Safety Bureau: Collision between freight trains 2MP1 and 2MP9 at Mile End, SA on 31 March 2014

Fig03

At about 0730 (CDT) on 31 March 2015, intermodal freight train 2MP9 passed No. 1 signal at the southern end of the Mile End crossing loop (South Australia). The signal was displaying a ‘Calling on/Low speed’ indication. The train proceeded at low speed, but subsequently collided with the rear end of intermodal freight train 2MP1, which was stationary on the main line. The collision resulted in moderate track damage and the derailment of three wagons at the rear of train 2MP1. There were no injuries to train crews.

The ATSB determined that the signalling and communications systems were operating correctly and as designed. The investigation found that the driver of train 2MP9, on receiving a ‘Calling on/Low speed’ signal indication, proceeded at the prescribed speed of less than 25 km/h, but was unable to stop the train. The driver was aware that the operational rules stipulate that ‘block ahead may be occupied or obstructed’, but did not expect that train 2MP1 was stationary on the track so close ahead. As he approached train 2MP1, some stumpy vegetation and a low fence initially obscured his view of the empty flat wagons at the rear of the train. When the driver finally saw the rear of train 2MP1, he immediately made an emergency brake application, but was unable to stop the train before it collided with 2MP1.

Fig 7

The ATSB noted that the pathing of a train by a network control officer (NCO) onto a line occupied by a preceding train, when an alternate route is available and not obstructed, presents an elevated level of risk. Similarly, well thought out and clear communications between an NCO and crew of an approaching train, as to the proximity of a train occupying the track ahead, can significantly enhance situational awareness and reduce operational risk.

The Australian Rail Track Corporation (ARTC) and SCT Logistics have implemented a range of proactive strategies for enhancing the safe operation of train movements when entering an occupied section of track under a ‘Proceed restricted authority’ (PRA). This includes the use of all available infrastructure to reduce risk, encouraging communications between train drivers and NCOs where clarification of operational conditions is necessary, and a review of the National Train Communications System (NTCS) for the Adelaide area.

Safety message

Train drivers should carefully consider their obligations when accepting a ‘Calling on/Low speed’ signal indication in relation to sighting constraints, train speed and occupation of the track ahead. In circumstances where sighting constraints may exist, drivers should consider requesting further information from the NCO before moving through the track ahead.

NCOs should carefully consider the pathing of trains under their control, and the communication of information that may mitigate collision risk when dispatching trains.

Final report: Collision between freight trains 2MP1 and 2MP9 at Mile End, SA on 31 March 2014

The Supreme Court confirms that Groupe Eurotunnel cannot operate maritime services between Dover and Calais

LeTunnel-9

When the Competition Appeal Tribunal (CAT) confirmed in December 2014 previous decisions by the Competition and Markets Authority (CMA), which sought to prohibit the operations of MyFerryLink, the Eurotunnel Group decided, on 9 January 2015, to sell the business and its related assets. The activities of MyFerryLink ceased on 29 June 20151.

The SCOP SeaFrance, which operated the MyFerryLink ships, appealed that decision and won their appeal in front of the Court of Appeal in May. The CMA then further appealed that decision to the Supreme Court, which upheld the decision by the CAT and brought an end to the possibility of the Eurotunnel Group being able to operate a maritime service between Dover and Calais.

The Eurotunnel Group is extremely disappointed by this decision as MyFerryLink had proven its capacity to provide a high quality, competitive service. MyFerryLink had hoped to restart an activity with the freight only ferry, Nord-Pas-de-Calais, which would have ensured 130 jobs. As the decision by the Supreme Court no longer permits this, the Eurotunnel Group will put its last ship, the Nord-Pas-de-Calais, up for sale.

1 The other two ferries, Berlioz and Rodin, have been leased to DFDS since the 15 September 2015

Finland’s biggest rail constructor selects IFS Applications 9

94f20b5c1377d264_800x800ar

Leading infrastucture company VR Track to deploy IFS Applications to support mission-critical service and maintenance processes

IFS , the global enterprise applications company, announces that Finnish rail construction company VR Track Oy , part of the state-owned VR Group, has chosen IFS Applications™ 9 to support its service and maintenance processes. The agreement includes licenses and services valued at approximately one million euros.

VR Track is Finland’s biggest rail constructor and one of the country’s largest infrastructure sector construction companies and engineering firms. In addition to Finland, the company also operates in Sweden.

VR Track needed a robust solution to empower its field service staff, provide enhanced customer service, and ensure quick reporting capabilities for the management team. Following a comprehensive evaluation process, VR Track selected IFS Applications 9.

The IFS solution includes functionality covering field service and maintenance management, B2B contracting, and powerful reporting capabilities through IFS Lobby, the role-based and fully customizable cockpit released with IFS Applications 9.

“We offer a wide variety of engineering, construction, and maintenance services, many of which are essential to modern society,” said Katja Pekkanen, Vice President of Maintenance, VR Track. “We needed a powerful business solution that could help us streamline our business-critical field service and maintenance processes while offering a flexible model for deployment. We are confident that IFS Applications will help us reach new levels of process efficiency as we continue to deliver excellent customer service.”

Tapani Pohjonen, IFS Finland managing director added, “We are proud to announce this strategically important customer win. VR Track is a well-respected company that provides services that are essential to the nation’s infrastructure. Our solutions are used in some of the world’s most demanding industries to manage the complete service and maintenance lifecycle, which is why I am convinced that our solutions will help VR Track streamline its service and maintenance-oriented business.”

For more information about how IFS helps customers in the construction and infrastructure sectors, please visit:

www.ifsworld.com/en/industries/engineering-construction-infrastructure/construction-infrastructure-industrial-services .

Rail Delivery Group (UK): 2016 rail fares published – 1.1 per cent average rise is lowest for six years

2015-12-04 20_24_00-Photos and videos by Network Rail press (@networkrailPR) _ Twitter

With 2016 train ticket prices published today, rail industry leaders have confirmed that fares will rise on average by 1.1 per cent next year, the smallest annual increase for six years.

People can find out the price of new fares and buy tickets online and at ticket offices from today. The 1.1 per cent average increase covers all national rail fares with effect from 2 January 2016.

Paul Plummer, chief executive of the Rail Delivery Group which represents train operators and Network Rail, said:

“We know that nobody likes to pay more to travel by train, especially to get to work, and at 1.1 per cent this is the smallest average increase in fares for six years.

“On average 97p in every pound from fares is spent on trains, staff and other running costs. With passenger numbers doubling in the last 20 years, money from fares now almost covers the railway’s day-to-day operating costs.

“This allows government to focus its funding on building a bigger, better network when the railway is becoming increasingly important at driving economic growth, underpinning jobs, and connecting friends and families.

“As an industry, we are working closer together to deliver better stations, more trains and improved services, and to get more out of every pound we spend.”

CHANGES TO OVERALL AVERAGE FARES 2010-2016:

 

Overall average fares increase

Jan 2010

1.1%

Jan 2011

6.2%

Jan 2012

5.9%

Jan 2013

3.9%

Jan 2014

2.8%

Jan 2015

2.2%

Jan 2016

1.1%

  • Nearly half (47 per cent) of all passenger revenue in 2013-14 came from discounted tickets, up from 38 per cent in 2005-6, whilst the proportion of passenger journeys on discounted tickets has also increased.
  • There were 1.65billion total rail passenger journeys, more than 4.5million a day, in 2014-2015.
  • The huge increase in passenger numbers has resulted in train companies generating extra revenue for the government, contributing almost six times more money to government to support rail investment – up from £400million to £2.27billion.

The ATSB has released its investigation report: Derailment of Sydney Trains Passenger Train 602M near Edgecliff station, Sydney, NSW on 15 January 2014

rId24 Picture 15_512x302

 Source: Office of Transport Safety Investigations (OTSI)

At about 1654 on 15 January 2014, a Sydney Trains service made up of two four-carriage Tangara electric multiple units, entered the underground section of the Eastern Suburbs Line under Sydney city centre heading towards its destination, Bondi Junction. Some smoke and a burning smell were apparent emanating from the train at Central station and at all subsequent stations to Bondi Junction. A number of station and train crewing staff were aware of this but the condition was not reported to the appropriate network control officer as required under Sydney Trains’ Network Rules and Procedures.

The train terminated at Bondi Junction where a different driver took control of the train before it departed on its return journey. It then travelled to the next station, Edgecliff. Shortly after departure from Edgecliff, at 1726, the lead bogie of the third carriage derailed due to a broken axle on the leading bogie of the third carriage. A piece of angle iron that became dislodged from the track infrastructure penetrated the floor of the third carriage and entered a space occupied by passengers.

The ATSB found that an unauthorised, non-standard repair had been carried out on the axle in December 1998 or January 1999 which introduced stress initiators, causing a crack to develop which over time propagated to the extent that the axle failed in service.

It was also determined that a number of organisational factors contributed to the incident with examples of poor communication and lack of adherence to procedures and reporting lines leading to the train continuing in service and subsequently derailing.

Sydney Trains and their maintenance contractors undertook an archival document search and determined that seven axles, including the failed axle, had been repaired in the same way. All were immediately removed from service.

Sydney Trains, after conducting its own investigation into the circumstances surrounding the incident, produced a number of safety recommendations which the organisation is considering through its own Safety Action Management procedures.

Safety message
Rail operators should ensure that maintenance procedures are followed and that non-standard repairs comply strictly with an approved variation and do not introduce new risks to operations.

Also, rail operators should review their internal training and communication pathways both within and between business units / operational areas to ensure that critical communication can occur in line with best current Rail Resource Management principle.

Full report: Derailment of Sydney Trains Passenger Train 602M near Edgecliff station, Sydney, NSW on 15 January 2014

News: Unauthorised repairs contribute to Sydney train derailment