The document discusses regional commuter railways in Germany and Taiwan. It provides details on the railway systems in Hamburg, including infrastructure, rolling stock, and service patterns for the commuter rail, S-Bahn rapid transit system, and their integration into the public transportation network. Key lessons from Hamburg include treating commuter rail as a public service and integrating different transit modes and tariffs to create a seamless system.
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To find out the role of dedicated freight corridor in industrial growth of India.
To study the Application of advanced technology and innovation to the DFC.
To find out the difference between the existing rail and dedicated freight Corridor in the field of capacity and technology.
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To find out the role of dedicated freight corridor in the logistics of India.
To find out the role of dedicated freight corridor in industrial growth of India.
To study the Application of advanced technology and innovation to the DFC.
To find out the difference between the existing rail and dedicated freight Corridor in the field of capacity and technology.
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As the number of vehicles increases, traffic accidents and waste of resources due to
congestion are consistently growing every year. Cellular Vehicle-to-Everything (V2X) is a
key technology improving driving safety and traffic efficiency by enabling traffic elements
such as vehicles, roadside infrastructures, networks, and pedestrians to communicate with
each other. Dynamic interactions between traffic elements ultimately facilitate intelligent
autonomous driving. The 3rd Generation Partnership Project (3GPP) Technical Specification
Group has developed a series of standards for cellular V2X features and is working on
continuous enhancements for higher reliable and low latency communication. This paper
provides an overview of cellular V2X use cases and 3GPP standardization, and summarizes
the impact of the V2X technology.
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Description of the physical coherences of railway traction, superiority of electric against diesel traction, technical details, differences between electrical railway traction with trolley wire or accumulator battery to electric cars
1. International Symposium on Regional
Commuter Railways
Taipei, Taiwan, ROC
July 1st 2009
“Creating World Class Regional
Commuter Railway Systems in Taiwan
Lessons From Hamburg - Germany”
Karl H. Hoeffler Dipl.-Ing, M.Sc., Reg. Baumeister
member of
2. General Background of Railway Transportation and
Regional Commuter Railways in Germany
Long distance railway is mainly Deutsche Bahn D B business
(120 Mio pass/year)
Market for Regional Commuter Railway is more and more open for
competition, but share of „private“ operators is still less 10%
– DB Nahverkehr Commuter Rail
1,100 Mio. passenger/year, 33.809 Millionen Personenkilometer
turnover 2007: 6.532 Mio €, therof 4.147 Public Service subsidies
– VEOLIA Group
– ARRIVA Group
– HOCHBAHN Gruppe (BENEX)
Commuter railway services in Germany are
understood as a public service obligation
member of GROUP 2
3. Hamburger Hochbahn Group
established in 1911 by SIEMENS and AEG
public limited company 100% owned by State of Hamburg
4,400 staff
393 Mill. passengers/year
14 subsidiaries
Metro Bus
101 km network 1.303 km
89 Stations / Stops 1.303
214 Cars / Buses 726
75 million Car-km / year 46 million
189 million Passengers / year. 204 million
member of GROUP 3
4. Hamburger Hochbahn: BeNEX manages Commuter
Railway activities outside Hamburg
BeNEX takes care for all public transport
operations outside of the state of
Hamburg.
is bidding for commuter railway tenders
alone or in joint ventures
Acquires established transport operating
companies
BENEX long term goal
10 % market share of German
commuter railway services
Shareholder
HOCHBAHN 51%
Int‘l Public Partnerships (49%)
member of GROUP 4
5. Hamburg, the Metropolitan Region in the North of Germany
Population
Germany: 82.1 Mio
Hamburg: 1,77 Mio
Metropolitan Region: 4,29 Mio
Key figures
HVV service area: 8,700 km2
Hamburg: 755 km2
member of GROUP 5
6. Mass Transit Service Networks in the Hamburg
Metropolitan Region
Railbound public
transport:
• 3 metro lines
(HOCHBAHN)
• 6 suburban railway
lines (S-Bahn, DB)
• 12 regional railway
lines (DB,
metronom, AKN)
Other public
transport:
• 408 bus lines
(different
operators)
• 6 harbour ferries
(Hadag)
member of GROUP 6
7. Service Characteristics
of the Commuter Railway
A = AKN Railway
R = Regional Express Rail Line
S = Urban / Suburban Rail
U = Metro
(independent from other networks)
Network Lines (No.) Length (Lines) Traction Power
Diesel
A 3 96,6 km (and bi-mode railcars)
OCS: 15 kV, 16,7 Hz
R 12 988 km
and Diesel
1.200 V d.c.
S 6 186,7 km (*) (and two system EMUs)
750 V d.c.750 V d.c.
U 3 100,7 km (by third rail)
member of GROUP 7
8. AKN – Railway (Regional Commuter Rail Network)
member of GROUP 8
9. AKN – Railway (Regional Commuter Rail Network)
Track on separated right-of-way
Level crossings
Block signal system with fixed blocks
Traffic control by central electronic signal
box (after former traffic regulation by radio)
member of GROUP 9
10. AKN – Railway (Regional Commuter Rail Network)
Special feature:
through trains to Hamburg Central station running on S-Bahn lines
(dual mode trains – Diesel and electric, current collection 1.200 V d.c. from 3rd rail)
Diesel & electric hybrid railcar
type VTA (multiple units)
in S-Bahn tunnel Station
member of GROUP 10
11. AKN – Rolling Stock
DMU units type VT 2E Type VT 2E VTA
(Alstom Germany) Year of
1976-77 1993
construction
Length
30,13 m 32,62 m
Hybrid-railcars type VTA (o.c.)
(Diesel & electric) Tare weight 51,9 t 55,4 t
Power 2 x 242 kW 485 kW
Diesel & electric
Powered by Diesel
(3rd rail)
Multiple
up to 4 up to 4
units
Max. speed 88 km/h 105 km/h
Seats 88 96
Standees 152 150
member of GROUP 11
13. Diesel-Hybrid Railcar in Hamburg Main Station
Operation on third rail (1.200 V d.c.)
member of GROUP 13
14. Regional Commuter Trains
Infrastructure Characteristics
Operation on railway main line tracks
and regional secondary feeder lines
– 7 Commuter Lines on main line tracks
– 5 local feeder lines
Track infrastructure:
– Main Line: 2 up to 4 tracks (section-wise)
– Local feeder lines: single track secondary lines
Sharing of main line tracks with
– High speed trains (ICE, vmax = 200 km/h)
– Intercity (vmax = 200 km/h)
– Cargo trains
Maximum speed of Regional Express Trains
– Locomotive operated double deck trains: 160 km/h
– DMUs on secondary lines: 120 km/h
Power supply
– 15.000 V, 16 2/3 Hz a.c. by catenary (main lines)
– Diesel Operation on local feeder lines
member of GROUP 14
15. Regional Commuter Trains
Service Patterns
Express Lines: ME + RE (DB)
– Calling only at important stations
– Distances between stations: 15 – 25 km
– 5 / 7 / 8 double deck cars + 1 loco
– Platform length: 220 m – 400 m
Stop Train Lines: MEr + RB (DB)
– Calling at all stations
– Distances between stations: 3 - 4 km
– 5 cars / 4 DD cars + 1 loco
– Platform length: min. 167 m
Service Peak hour service Off-peak hour Nights / Weekends
60‘
ME (+ single additional trains)
60‘ 60‘
MEr 30‘ 60‘ 60‘
DB-RE 30‘ 60‘ 60‘
DB-RB 15‘ 30‘ 30‘
member of GROUP 15
16. Double deck push-pull trains
Definition of Push-pull Train
A push-pull train is a train operated in two directions by one single locomotive only.
In one direction the train is hauled or pulled by the locomotive with the driver controlling the
train from cab located in the locomotive. In the reverse direction the train is pushed from the
same locomotive.
The rear-end car of the train is a non-powered passenger car
with an additional driver’s cab – a so-called control trailer, control cab car or pilot-car. ( TC )
Control
Loco Cab car
For operating in the reverse direction the driver will change to TC-car and control the train from
the driver’s console located herein.
The locomotive will push the train and will remain unmanned for the run in reverse direction.
member of GROUP 16
17. Regional Commuter Trains
Rolling Stock Characteristics
Locomotives
– Electric locomotives (Bombardier Traxx)
Series E 146: 5,6 MW – 84 t
Max. speed: 160 km/h
– RE50: Diesel locomotives (Traxx)
80% same components as E 146
Series V 246: 2,8 MW – 86 t
Max. speed: 160 km/h
Double deck cars
– 2nd class car: 125 seats + 130 standees
– Control cab car: 98 seats + 140 standees
– Tare weight: 56 t – 60 t
– Max. speed: 160 km/h
member of GROUP 17
20. S-Bahn – Urban & Suburban Rapid Transit Network
Characteristics of S-Bahn Networks
Synchronised Timetables
( regular intervals / short headways )
High platforms & high floor vehicles
( stepless entry / quick boarding & alighting )
High capacity vehicles with large side doors
( quick boarding & alighting )
Usually EMU-type trains with high acceleration
( frequent stops, short distances between stops )
Mostly completely separated tracks,
in urban areas also separate from main line tracks,
no level-crossings
Closely tied networks with
many links to other modes of public transport
High degree of embedding
into Integrated Public Transport Networks
member of GROUP 20
21. S-Bahn – Central Trunk Line Concepts
Trunk Line Concept
Branch Lines from the region
and suburbs are routed on one
or two central trunk lines
through the downtown
Metro operations typically
on separated individual Lines
( Connections only for transfers
to Depots / Workshops )
member of GROUP 21
22. S-Bahn Hamburg – Infrastructure Characteristics
4 regular Lines + 2 lines only during peak-hours)
Network Length: 144 km
68 Stations
ROW segregated tracks
Platforms:
– Length: 140 m (minimum – 6-car trains)
– 201 m – 240 m (maximum – 9 cars)
– Platform height: 76 cm + 96 cm
Power supply
– 1.200 V d.c. by third rail
– 15.000 V, 16 2/3 Hz a.c. by catenary
– 31 km extension on main line railway line
Block signal system with fixed blocks
Traffic control by relay & electronic signal boxes
member of GROUP 22
23. S-Bahn Hamburg – Rolling Stock (EMU)
Basic units: 3 cars
Type ET 472
EMUs – up to 3 units / 9 cars
Year of
1974-1984
Type ET 472 (only d.c.) construction
– 62 3-car units Length (o.c.) 65,82m
– All 3 cars / 12 axles powered
Tare weight 114,4 t
Power 1.500 kW
Power supply 3rd rail
Multiple units up to 3
88 km/h
Max. speed
Seats 88
Standees 152
member of GROUP 23
24. S-Bahn Hamburg – Rolling Stock (EMU)
Type ET 474
– 2/3 cars powered (front & Type ET 474
rear) Year of 1996 – 2004
– Middle car: Trailer construction 2006
2 vehicles types Length (o.c.) 66,00 m
– solely d.c.: 70 units
94 t (d.c. version)
– dual system: 42 units Tare weight
106 t (bi-mode)
(d.c./3rd rail + a.c./catenary)
Power 485 kW
1.200 V d.c.
Power supply
15 kV, 16,7 Hz a.c.
Multiple
up to 3
units
Max. speed 100 km/h
Seats 208
Standees 306
member of GROUP 24
25. S-Bahn Hamburg – Service Pattern / Headways
Line Peak hour service Off-peak hour Nights / Weekends
S1 10‘ ( 5‘ incl. S11) 10‘ 20‘
S2 10‘ ( 5‘ incl. S21) -/- -/-
S3 10‘ / 20‘ (5‘ incl. S 31) 10‘ / 20‘ / 60‘ 10‘ / 30‘ / 60‘
S 11 10‘ ( 5‘ incl. S1) -/- -/-
S 21 10‘ ( 5‘ incl. S2) 10‘ 20‘
S 31 10‘ ( 5‘ incl. S3) 10‘ 20‘
member of GROUP 25
26. S-Bahn Hamburg – Dual System EMU type 474 (d.c.+ a.c.)
member of GROUP 26
28. S-Bahn Hamburg – EMU type ET 474 under catenary
member of GROUP 28
29. Integration of public transportation networks and
services
Hamburger Verkehrsverbund (HVV Hamburg Transit
authority)
the first integrated public transit authority worldwide
founded 1986
intended to stop competition between guided transit
modes and bus lines
intended to offer services following the principle
– one integrated network
– one integrated timetable
– one tariff
member of GROUP 29
35. Sustainable financing for CAPEX and OPEX remains a
challenge for Germany
for new investments and extension in regional railways
we estimate 1,7 Bill €/Year
infrastructure of maintenance needs 330 Mill €/year
infrastructure maintenance backlog sums up to 2.4 Bill.€
cost recovery ratio remains under 80%, i.e. the need for
public subsidies will not disappear
but without public transit city life would sooner or later
collapse
member of GROUP 35
36. Executive Summary
Commuter Railway Services in Germany is understood as a
public service obligation
Regional Commuter Railways in Germany is big business
with a turnover of more than 7.000 Mio Euro p.a.
Regional Commuter Railways in Hamburg is part of a
seamlessly integrated public transit network
Regional Commuter Railway operation has become open
for competition, infrastructure remains in hands of DB
the use of existing railway infrastructure has turned out
as a good decision to establish a sound and environmental
friendly commuter services.
member of GROUP 36
37. With regard to climate change and efficient use of
ressources, PT is indispensable for metropolitan life
- and Hamburg has good marks
member of GROUP 37