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Issues of Image?



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The term “green”, which means “environmentally friendly”, became the slogan of the industry in the late 1980s. A number of environmental problems – acid rain, global warming, and water pollution made the World Commission on the Environment in 1987 publish a report which called for international sustainable development. This study was a catalyst for the development of the concept of “green” production. After a couple of years, German scientist Erwin Muller and several other experts started paying great attention to logistics in their research, because, in their opinion, transportation issues were closely connected with the environment.

Today, more and more companies are turning to green logistics. According to a poll, conducted by QSHE Global several years ago (5,400 respondents), 61% of surveyed companies care about the environment, 82% do so only to improve the image of the company, and that is why 67% of them choose partners, focused on “green” development. However, only 30% of respondents are ready to pay the extra price for eco-friendly technologies. The European Union plans to bring back on track most of the transportation. In Russia, the state and Russian Railways JSC are also taking steps to reduce the negative effect of road transport. However, these measures are not as stringent, and the decision is up to the operators.

While customers of logistics companies do not require compliance with the “green” principles, Western and Asian logistics operators prove that ecological technologies can be not just imaginary, but effective solutions. 

Panasonic decided to reduce CO2 emissions in the atmosphere by 46% by 2019 (in comparison with 2006). Based on the results of the last year, the experts noted that the logistics sector emissions of carbon into the atmosphere amounted to 0.87 million tons, in international transportation – to 0.41 million tons, in domestic – to 0.15 million tons. Since 2006 emissions have decreased by 35%.

According to representatives of the company, this success was achieved due to the fact that Japan last year started the promotion of green logistics principles, and conducted numerous workshops throughout the country. Together, eight operators opened seven ECO-centers, which brought together their logisticians and allowed them to develop joint solutions. For instance, in the past, Panasonic transported components by 4-ton trucks from “door to door”. Now 10-ton trucks carry products to ECO-centers, where they are loaded onto other trucks, and scheduled delivery is organized. When goods are delivered to the construction site, construction waste is loaded into cars that is delivered back to the ECO-centers. There the waste is sorted and sent for recycling.

Of course, such outstanding results could not be achieved without railways. Last year, Panasonic transported 16,372 five-ton containers by rail. That is almost 600 five-ton containers more than in 2012.

Dell company (from the USA) also has its schemes of minimization of environmental impacts. From 2011, the Logistics Department of the Corporation is focused on “door-to-door” delivery. However, the process of switching from trucks to railway, and from air to sea shipping is going on. In addition, Dell today sends products through retail centers in the United States, and, the company has its own center in Europe.

The company pays great attention to packaging and optimises pallets to load as much as possible into a truck. Innovative materials are also used for packaging – for example, bamboo to make packing lighter, and distribution centers are actively developing initiatives on recycling of used packaging.



Additional Link



These examples show that the concept of “green logistics” has transformed into something more – into a “reverse logistics chain”, that, according to the Western experts, is an example of really eco-friendly delivery methods. 

Green logistics today means just reducing the environmental impact by using a safer mode of transport, the “reverse logistics” idea implies the effective management of resources, which may include the resale of goods, processing, recycling, etc. It is the collection of discarded goods from the customer.

Companies can use this mechanism in different ways. Household appliances manufacturer Henderson uses reverse logistics for the delivery of the returned goods in case of defects. With the help of a special base, the company knows exactly why the damage was caused. In addition, if a pattern is detected, the technical specialists look for a solution to this problem. If the product suffered cosmetic damage during transportation, it is repaired and resold. If it cannot be restored, it is sold for parts, some of which could be reused or recycled.

The difference between “green” and “reverse logistics” is that the second concept is focused on the economic side of the issue. Companies are trying to reduce costs and get the greatest benefit. In “green” logistics the main priority is the image of the company. Therefore, the concept of sustainable development is more in line with the second option. However, the best solution here would be to combine these two principles. 

The classic example here is the Estee Lauder Company. In 2007 the company was producing too much superfluous goods and had a significant number of returns. All of these products were sent to landfill. To solve this problem, the cosmetics company invested $1.3 million in inventory management technology that allowed it to collect additional information. As a result, it was possible to save up to $500,000, which previously had been spent on overproduction. The company established channels of communication with customers and got feedback. Information from consumers was used to identify opportunities to develop new product lines from the returned products.

Each company still has to find its own balance. In 2012, a study, which compared the approaches of companies Wärtsilä and IKEA, was conducted. Both companies focused on green logistics, but choice and affordability were the most important issues. Wärtsilä chose a  green method of transport in cases where it did not affect the time frame. IKEA, in contrast, never send their trucks until they were fully loaded.

The first company was not undertaking “reverse logistics”, so all the returned goods, simply went to the warehouse. No one has analyzed the cost of storage, the possibility of their further resale or recycling. IKEA had only 6 weeks, during which it was necessary to decide what to do with the returned products. Both companies chose “green logistics”, but only the Swedish furniture manufacturer had “reverse logistics”, which made its work incredibly efficient.

Both green chain delivery and reverse logistics are included in the concept of sustainable development. It is clear that the combination of these two mechanisms will help companies not only to draw attention to themselves, but also to get real profit.

By Kristina Alexandrova


    [~DETAIL_TEXT] => 
Issues of Image?



Green logistics is, first of all, the transition from car to rail transport. Today, CO2 emissions for 1 million ton-km estimates 81.8 million tons for transportation by trucks, and 29.4 million tons for railways. Nevertheless, even in Europe, where environmental technologies are already developed, companies are not ready to stop using trucks, for so-called “door-to-door” delivery. Therefore, only well-organized logistics chains with innovative solutions are able to stand up for the environment.

The term “green”, which means “environmentally friendly”, became the slogan of the industry in the late 1980s. A number of environmental problems – acid rain, global warming, and water pollution made the World Commission on the Environment in 1987 publish a report which called for international sustainable development. This study was a catalyst for the development of the concept of “green” production. After a couple of years, German scientist Erwin Muller and several other experts started paying great attention to logistics in their research, because, in their opinion, transportation issues were closely connected with the environment.

Today, more and more companies are turning to green logistics. According to a poll, conducted by QSHE Global several years ago (5,400 respondents), 61% of surveyed companies care about the environment, 82% do so only to improve the image of the company, and that is why 67% of them choose partners, focused on “green” development. However, only 30% of respondents are ready to pay the extra price for eco-friendly technologies. The European Union plans to bring back on track most of the transportation. In Russia, the state and Russian Railways JSC are also taking steps to reduce the negative effect of road transport. However, these measures are not as stringent, and the decision is up to the operators.

While customers of logistics companies do not require compliance with the “green” principles, Western and Asian logistics operators prove that ecological technologies can be not just imaginary, but effective solutions. 

Panasonic decided to reduce CO2 emissions in the atmosphere by 46% by 2019 (in comparison with 2006). Based on the results of the last year, the experts noted that the logistics sector emissions of carbon into the atmosphere amounted to 0.87 million tons, in international transportation – to 0.41 million tons, in domestic – to 0.15 million tons. Since 2006 emissions have decreased by 35%.

According to representatives of the company, this success was achieved due to the fact that Japan last year started the promotion of green logistics principles, and conducted numerous workshops throughout the country. Together, eight operators opened seven ECO-centers, which brought together their logisticians and allowed them to develop joint solutions. For instance, in the past, Panasonic transported components by 4-ton trucks from “door to door”. Now 10-ton trucks carry products to ECO-centers, where they are loaded onto other trucks, and scheduled delivery is organized. When goods are delivered to the construction site, construction waste is loaded into cars that is delivered back to the ECO-centers. There the waste is sorted and sent for recycling.

Of course, such outstanding results could not be achieved without railways. Last year, Panasonic transported 16,372 five-ton containers by rail. That is almost 600 five-ton containers more than in 2012.

Dell company (from the USA) also has its schemes of minimization of environmental impacts. From 2011, the Logistics Department of the Corporation is focused on “door-to-door” delivery. However, the process of switching from trucks to railway, and from air to sea shipping is going on. In addition, Dell today sends products through retail centers in the United States, and, the company has its own center in Europe.

The company pays great attention to packaging and optimises pallets to load as much as possible into a truck. Innovative materials are also used for packaging – for example, bamboo to make packing lighter, and distribution centers are actively developing initiatives on recycling of used packaging.



Additional Link



These examples show that the concept of “green logistics” has transformed into something more – into a “reverse logistics chain”, that, according to the Western experts, is an example of really eco-friendly delivery methods. 

Green logistics today means just reducing the environmental impact by using a safer mode of transport, the “reverse logistics” idea implies the effective management of resources, which may include the resale of goods, processing, recycling, etc. It is the collection of discarded goods from the customer.

Companies can use this mechanism in different ways. Household appliances manufacturer Henderson uses reverse logistics for the delivery of the returned goods in case of defects. With the help of a special base, the company knows exactly why the damage was caused. In addition, if a pattern is detected, the technical specialists look for a solution to this problem. If the product suffered cosmetic damage during transportation, it is repaired and resold. If it cannot be restored, it is sold for parts, some of which could be reused or recycled.

The difference between “green” and “reverse logistics” is that the second concept is focused on the economic side of the issue. Companies are trying to reduce costs and get the greatest benefit. In “green” logistics the main priority is the image of the company. Therefore, the concept of sustainable development is more in line with the second option. However, the best solution here would be to combine these two principles. 

The classic example here is the Estee Lauder Company. In 2007 the company was producing too much superfluous goods and had a significant number of returns. All of these products were sent to landfill. To solve this problem, the cosmetics company invested $1.3 million in inventory management technology that allowed it to collect additional information. As a result, it was possible to save up to $500,000, which previously had been spent on overproduction. The company established channels of communication with customers and got feedback. Information from consumers was used to identify opportunities to develop new product lines from the returned products.

Each company still has to find its own balance. In 2012, a study, which compared the approaches of companies Wärtsilä and IKEA, was conducted. Both companies focused on green logistics, but choice and affordability were the most important issues. Wärtsilä chose a  green method of transport in cases where it did not affect the time frame. IKEA, in contrast, never send their trucks until they were fully loaded.

The first company was not undertaking “reverse logistics”, so all the returned goods, simply went to the warehouse. No one has analyzed the cost of storage, the possibility of their further resale or recycling. IKEA had only 6 weeks, during which it was necessary to decide what to do with the returned products. Both companies chose “green logistics”, but only the Swedish furniture manufacturer had “reverse logistics”, which made its work incredibly efficient.

Both green chain delivery and reverse logistics are included in the concept of sustainable development. It is clear that the combination of these two mechanisms will help companies not only to draw attention to themselves, but also to get real profit.

By Kristina Alexandrova


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Issues of Image?



Green logistics is, first of all, the transition from car to rail transport. Today, CO2 emissions for 1 million ton-km estimates 81.8 million tons for transportation by trucks, and 29.4 million tons for railways. Nevertheless, even in Europe, where environmental technologies are already developed, companies are not ready to stop using trucks, for so-called “door-to-door” delivery. Therefore, only well-organized logistics chains with innovative solutions are able to stand up for the environment.

The term “green”, which means “environmentally friendly”, became the slogan of the industry in the late 1980s. A number of environmental problems – acid rain, global warming, and water pollution made the World Commission on the Environment in 1987 publish a report which called for international sustainable development. This study was a catalyst for the development of the concept of “green” production. After a couple of years, German scientist Erwin Muller and several other experts started paying great attention to logistics in their research, because, in their opinion, transportation issues were closely connected with the environment.

Today, more and more companies are turning to green logistics. According to a poll, conducted by QSHE Global several years ago (5,400 respondents), 61% of surveyed companies care about the environment, 82% do so only to improve the image of the company, and that is why 67% of them choose partners, focused on “green” development. However, only 30% of respondents are ready to pay the extra price for eco-friendly technologies. The European Union plans to bring back on track most of the transportation. In Russia, the state and Russian Railways JSC are also taking steps to reduce the negative effect of road transport. However, these measures are not as stringent, and the decision is up to the operators.

While customers of logistics companies do not require compliance with the “green” principles, Western and Asian logistics operators prove that ecological technologies can be not just imaginary, but effective solutions. 

Panasonic decided to reduce CO2 emissions in the atmosphere by 46% by 2019 (in comparison with 2006). Based on the results of the last year, the experts noted that the logistics sector emissions of carbon into the atmosphere amounted to 0.87 million tons, in international transportation – to 0.41 million tons, in domestic – to 0.15 million tons. Since 2006 emissions have decreased by 35%.

According to representatives of the company, this success was achieved due to the fact that Japan last year started the promotion of green logistics principles, and conducted numerous workshops throughout the country. Together, eight operators opened seven ECO-centers, which brought together their logisticians and allowed them to develop joint solutions. For instance, in the past, Panasonic transported components by 4-ton trucks from “door to door”. Now 10-ton trucks carry products to ECO-centers, where they are loaded onto other trucks, and scheduled delivery is organized. When goods are delivered to the construction site, construction waste is loaded into cars that is delivered back to the ECO-centers. There the waste is sorted and sent for recycling.

Of course, such outstanding results could not be achieved without railways. Last year, Panasonic transported 16,372 five-ton containers by rail. That is almost 600 five-ton containers more than in 2012.

Dell company (from the USA) also has its schemes of minimization of environmental impacts. From 2011, the Logistics Department of the Corporation is focused on “door-to-door” delivery. However, the process of switching from trucks to railway, and from air to sea shipping is going on. In addition, Dell today sends products through retail centers in the United States, and, the company has its own center in Europe.

The company pays great attention to packaging and optimises pallets to load as much as possible into a truck. Innovative materials are also used for packaging – for example, bamboo to make packing lighter, and distribution centers are actively developing initiatives on recycling of used packaging.



Additional Link



These examples show that the concept of “green logistics” has transformed into something more – into a “reverse logistics chain”, that, according to the Western experts, is an example of really eco-friendly delivery methods. 

Green logistics today means just reducing the environmental impact by using a safer mode of transport, the “reverse logistics” idea implies the effective management of resources, which may include the resale of goods, processing, recycling, etc. It is the collection of discarded goods from the customer.

Companies can use this mechanism in different ways. Household appliances manufacturer Henderson uses reverse logistics for the delivery of the returned goods in case of defects. With the help of a special base, the company knows exactly why the damage was caused. In addition, if a pattern is detected, the technical specialists look for a solution to this problem. If the product suffered cosmetic damage during transportation, it is repaired and resold. If it cannot be restored, it is sold for parts, some of which could be reused or recycled.

The difference between “green” and “reverse logistics” is that the second concept is focused on the economic side of the issue. Companies are trying to reduce costs and get the greatest benefit. In “green” logistics the main priority is the image of the company. Therefore, the concept of sustainable development is more in line with the second option. However, the best solution here would be to combine these two principles. 

The classic example here is the Estee Lauder Company. In 2007 the company was producing too much superfluous goods and had a significant number of returns. All of these products were sent to landfill. To solve this problem, the cosmetics company invested $1.3 million in inventory management technology that allowed it to collect additional information. As a result, it was possible to save up to $500,000, which previously had been spent on overproduction. The company established channels of communication with customers and got feedback. Information from consumers was used to identify opportunities to develop new product lines from the returned products.

Each company still has to find its own balance. In 2012, a study, which compared the approaches of companies Wärtsilä and IKEA, was conducted. Both companies focused on green logistics, but choice and affordability were the most important issues. Wärtsilä chose a  green method of transport in cases where it did not affect the time frame. IKEA, in contrast, never send their trucks until they were fully loaded.

The first company was not undertaking “reverse logistics”, so all the returned goods, simply went to the warehouse. No one has analyzed the cost of storage, the possibility of their further resale or recycling. IKEA had only 6 weeks, during which it was necessary to decide what to do with the returned products. Both companies chose “green logistics”, but only the Swedish furniture manufacturer had “reverse logistics”, which made its work incredibly efficient.

Both green chain delivery and reverse logistics are included in the concept of sustainable development. It is clear that the combination of these two mechanisms will help companies not only to draw attention to themselves, but also to get real profit.

By Kristina Alexandrova


    [~DETAIL_TEXT] => 
Issues of Image?



Green logistics is, first of all, the transition from car to rail transport. Today, CO2 emissions for 1 million ton-km estimates 81.8 million tons for transportation by trucks, and 29.4 million tons for railways. Nevertheless, even in Europe, where environmental technologies are already developed, companies are not ready to stop using trucks, for so-called “door-to-door” delivery. Therefore, only well-organized logistics chains with innovative solutions are able to stand up for the environment.

The term “green”, which means “environmentally friendly”, became the slogan of the industry in the late 1980s. A number of environmental problems – acid rain, global warming, and water pollution made the World Commission on the Environment in 1987 publish a report which called for international sustainable development. This study was a catalyst for the development of the concept of “green” production. After a couple of years, German scientist Erwin Muller and several other experts started paying great attention to logistics in their research, because, in their opinion, transportation issues were closely connected with the environment.

Today, more and more companies are turning to green logistics. According to a poll, conducted by QSHE Global several years ago (5,400 respondents), 61% of surveyed companies care about the environment, 82% do so only to improve the image of the company, and that is why 67% of them choose partners, focused on “green” development. However, only 30% of respondents are ready to pay the extra price for eco-friendly technologies. The European Union plans to bring back on track most of the transportation. In Russia, the state and Russian Railways JSC are also taking steps to reduce the negative effect of road transport. However, these measures are not as stringent, and the decision is up to the operators.

While customers of logistics companies do not require compliance with the “green” principles, Western and Asian logistics operators prove that ecological technologies can be not just imaginary, but effective solutions. 

Panasonic decided to reduce CO2 emissions in the atmosphere by 46% by 2019 (in comparison with 2006). Based on the results of the last year, the experts noted that the logistics sector emissions of carbon into the atmosphere amounted to 0.87 million tons, in international transportation – to 0.41 million tons, in domestic – to 0.15 million tons. Since 2006 emissions have decreased by 35%.

According to representatives of the company, this success was achieved due to the fact that Japan last year started the promotion of green logistics principles, and conducted numerous workshops throughout the country. Together, eight operators opened seven ECO-centers, which brought together their logisticians and allowed them to develop joint solutions. For instance, in the past, Panasonic transported components by 4-ton trucks from “door to door”. Now 10-ton trucks carry products to ECO-centers, where they are loaded onto other trucks, and scheduled delivery is organized. When goods are delivered to the construction site, construction waste is loaded into cars that is delivered back to the ECO-centers. There the waste is sorted and sent for recycling.

Of course, such outstanding results could not be achieved without railways. Last year, Panasonic transported 16,372 five-ton containers by rail. That is almost 600 five-ton containers more than in 2012.

Dell company (from the USA) also has its schemes of minimization of environmental impacts. From 2011, the Logistics Department of the Corporation is focused on “door-to-door” delivery. However, the process of switching from trucks to railway, and from air to sea shipping is going on. In addition, Dell today sends products through retail centers in the United States, and, the company has its own center in Europe.

The company pays great attention to packaging and optimises pallets to load as much as possible into a truck. Innovative materials are also used for packaging – for example, bamboo to make packing lighter, and distribution centers are actively developing initiatives on recycling of used packaging.



Additional Link



These examples show that the concept of “green logistics” has transformed into something more – into a “reverse logistics chain”, that, according to the Western experts, is an example of really eco-friendly delivery methods. 

Green logistics today means just reducing the environmental impact by using a safer mode of transport, the “reverse logistics” idea implies the effective management of resources, which may include the resale of goods, processing, recycling, etc. It is the collection of discarded goods from the customer.

Companies can use this mechanism in different ways. Household appliances manufacturer Henderson uses reverse logistics for the delivery of the returned goods in case of defects. With the help of a special base, the company knows exactly why the damage was caused. In addition, if a pattern is detected, the technical specialists look for a solution to this problem. If the product suffered cosmetic damage during transportation, it is repaired and resold. If it cannot be restored, it is sold for parts, some of which could be reused or recycled.

The difference between “green” and “reverse logistics” is that the second concept is focused on the economic side of the issue. Companies are trying to reduce costs and get the greatest benefit. In “green” logistics the main priority is the image of the company. Therefore, the concept of sustainable development is more in line with the second option. However, the best solution here would be to combine these two principles. 

The classic example here is the Estee Lauder Company. In 2007 the company was producing too much superfluous goods and had a significant number of returns. All of these products were sent to landfill. To solve this problem, the cosmetics company invested $1.3 million in inventory management technology that allowed it to collect additional information. As a result, it was possible to save up to $500,000, which previously had been spent on overproduction. The company established channels of communication with customers and got feedback. Information from consumers was used to identify opportunities to develop new product lines from the returned products.

Each company still has to find its own balance. In 2012, a study, which compared the approaches of companies Wärtsilä and IKEA, was conducted. Both companies focused on green logistics, but choice and affordability were the most important issues. Wärtsilä chose a  green method of transport in cases where it did not affect the time frame. IKEA, in contrast, never send their trucks until they were fully loaded.

The first company was not undertaking “reverse logistics”, so all the returned goods, simply went to the warehouse. No one has analyzed the cost of storage, the possibility of their further resale or recycling. IKEA had only 6 weeks, during which it was necessary to decide what to do with the returned products. Both companies chose “green logistics”, but only the Swedish furniture manufacturer had “reverse logistics”, which made its work incredibly efficient.

Both green chain delivery and reverse logistics are included in the concept of sustainable development. It is clear that the combination of these two mechanisms will help companies not only to draw attention to themselves, but also to get real profit.

By Kristina Alexandrova


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The Time Has Come



A full transfer to Euro-4 fuel in Russia is planned for the beginning of 2015. According to governmental decree №927 dated August 1, 2013, the quality standard of Euro-3 for petrol and diesel fuel will remain in force till 2016. 

When the first restrictions were implemented in Russia, every driver was outraged. Owners of transport companies and truck fleets got ready for the new phase of the transfer to the European standard. In the opinion of Dmitry Chalov, Director General of TransPack LLC, vehicles of large transport companies in the Moscow region meets the European requirements already. “In case there are some vehicles, which do not meet new requirements, they can be replaced without any significant losses. For example, to correct the logistics so that available trucks could work till the end of their lifespan, because later they will be prohibited from entering towns, but they can be used on the roads linking them,” says the expert. The fleet of TransPack mainly consists of foreign vehicles (Renault, MAN, Iveco, Hyundai). D. Chalov says that all of them meet Euro-4 standards, so the company does not need to renew or upgrade its vehicle fleet. 

Dmitry Ievlev, Director General of Auto-PACK guarantees that all vehicles owned by his company will meet Euro-4 standard by January 1, 2015. “Today, 90% of our fleet meets the new environmental standards. The rest – mainly light commercial vehicles – Gazelle lorries (Euro-3) are being gradually by Iveco Daily (Euro-4),” adds D. Ievlev.

Meanwhile, according to official statistics, the share of state-of-the-art trucks of Euro-4 and Euro-5 type is less than 15% on Russian motorways. Environmentally-unfriendly vehicles can be easily recognized on the road – they are more than 15-20 years old. D. Chalov believes that if all vehicles of a company do not meet new standards, if a transport company uses second hand machinery to save funds, it can hardly renew its fleet in a short time. Consequently, some players may leave the market, or they will have to rent vehicles from other companies.



Fuel, But Not the One You Need



Transport companies’ problems, arising because of the transfer to new standards, are not just down to expenses on vehicle fleet renewal or re-equipment. “Fuel equipment for Euro-4 vehicles has to be of better quality, and is more complicated and expensive to repair. To lower NOX concentration in diesel exhaust emissions, vehicles are equipped with the AdBlue liquid supply system. If the temperature is lower than -11C°, this liquid freezes, therefore, we have to switch the system off in winter,” says Sergey Shkarupa, CEO of Sanna group of companies. 

Unfortunately, many experts talk about problems arising when using such trucks in Russian weather and road conditions. “The main problem between Euro-3, Euro-4, and Euro-5 is that the machine becomes more complicated. More electronics, lower reliability. That’s why after purchasing a Euro-4 truck, a lot of companies switch off the system of urea control, because it breaks down during the next winter, and then the vehicle meets Euro-3 standard. Moreover, this system can break down on the run, which is rather dangerous,” comments Alexander Martynyuk, Director General at Pally LLC.

In the opinion of representatives of transport companies, Euro-4 and Euro-5 fuel supplies will be ensured in central regions, but nobody guarantees that it will be available across all of Russia, however, freight still needs to be delivered even to the remotest parts of the country. 



When Will Prices Increase?



In the opinion of representatives of transport and logistics companies, the truck fleet of most players matches all standards, and many of them forecast an increase in prices for cargo transportation. “In addition to rising fuel costs, the cost of entrance permits is rising. For example, payment for driving along federal motorways has been implemented for 12-ton trucks. All this impacts tariffs for road transportation,” says D. Chalov.

Additionally, the cost of services is impacted by the obligatory use of tachographs from April 1, 2014. S. Shkarupa, however, forecasts that a rise in prices of services is possible only in 1-1.5 years. “Prices will begin to grow only after transporters start going out of business and there is a shortage of available transport,” he notes.

A. Martynyuk believes that until it is permitted to use 20 year old trucks, nothing serious will happen, if no regulations on vehicle utilization are put into operation. “The current trend is that a consignor is not interested in who provides transportation. The main thing for him is to save money. Therefore, there is a significant gap between the prices of major road transport companies and small ones,” he adds. Some experts think that some cargo owners may switch back to the railway.



Gas Cuts Costs





 Currently, Russia has the world's largest supply of natural gas reserves, but it is only 20th in the world according to the level of natural gas vehicle fuel usage (NGV). The development of alternative types of fuel has been discussed in this country more than a decade. According to Mikhail Nikulin, Director of WebEvrika, there are 230 acting automobile gas-filling compressor stations in the Russian Federation (14 of them are in the Republic of Crimea). “Natural gas as a fuel matches Euro-4 and even the Euro-5 standard, which was implemented in Europe in 2008. There is a good reason that the UN Energy Commission approved the transfer of 25% of European automobile fleet to alternative types of fuel by 2020 (10% to natural gas, 8% to biogas),” he comments. 

According to Svetlana Vorontsova, Vice President of Transport Integration group of companies, NGV fuel is used in 103,000 vehicles out of 143 million. Meanwhile, the benefit of switching to this fuel is obvious. Its consumption is 5-9 liters per 100km, and it is 50% cheaper. “By switching a truck fleet to gas, the cost price of transportation by truck can be halved. Additionally, it is an eco-friendly fuel,” she says.     

Perhaps, the only region that has made some real steps to gasification is Tatarstan. The lion’s share of public transport was switched to gas in Kazan specially for the World Student Games. Also, there may be a low-tonnage LNG plant appearing in the region. Authorities believe that its major consumers will be KAMAZ and agricultural enterprises and owners of large truck fleets. Up to 69% of the cost of vehicles purchased by transport companies is subsided from federal and republic funds. 60 new gas-filing stations and 150 gas-filling points will appear in Tatarstan by 2023.

In the words of M.Nikulin, transport companies can switch to this fuel in the near future. “Let’s hope for the programme of complex development of such filling stations developed by the Ministry of Energy. According to the draft programme, their number must increase to 1,700 by 2020. Additionally, we have proposed the concept of small gas-filling stations in the area of transport companies. For example, two or three Italian-made MCH-24 methane compressors are needed to fuel 5-10 trucks per day,” says the expert. There are two such filling points in Russia: the first is in the bus depot of Uragan LLC in Kamennogorsk (the Leningrad region), and the second – in the private automobile depot in Tuimazy (the Republic of Bashkortostan).   

It is too early, however, to talk about road transport companies’ switch to NGV fuel. Re-equipping a truck is estimated at between RUB 50,000 and RUB 180,000. Also, the mass of a vehicle increases, and no one can guarantee that in line with gas becoming so popular, its price will not rocket up.

Several draft laws concerning this matter were considered, but they haven’t been adopted. According to Sergey Aristov, Secretary of State – Deputy Minister of Transport at Russian Federation, there must be a separate programme for the development of a national automotive industry. “Unfortunately, members of the Association of International Transporters have been using foreign trucks for a long time, because vehicles made in this country do not match the environmental standards in force in Europe. How will the transfer impact Russian industry and the transport service market? The amount of trucks purchased abroad will increase, therefore, we will invest in foreign industry for some time, won’t we?” complains S. Aristov.  

On the other hand, some work in this direction is under way. As a reminder, the investment programme of Gazprom Gazomotornoe Toplivo LLC was approved for 2013-2014 (RUB 13.8 billion), and its priority is the construction of NGV fuel infrastructure facilities in more than 30 regions of Russia. Also, agreements about wider usage of methane as NGV fuel were signed by Moscow, St Petersburg, the Republic of Tatarstan, Krasnodar, Leningrad, Vladimir, Orenburg, and other regions.

By Tatyana Simonova
    [~DETAIL_TEXT] => 
The Time Has Come



A full transfer to Euro-4 fuel in Russia is planned for the beginning of 2015. According to governmental decree №927 dated August 1, 2013, the quality standard of Euro-3 for petrol and diesel fuel will remain in force till 2016. 

When the first restrictions were implemented in Russia, every driver was outraged. Owners of transport companies and truck fleets got ready for the new phase of the transfer to the European standard. In the opinion of Dmitry Chalov, Director General of TransPack LLC, vehicles of large transport companies in the Moscow region meets the European requirements already. “In case there are some vehicles, which do not meet new requirements, they can be replaced without any significant losses. For example, to correct the logistics so that available trucks could work till the end of their lifespan, because later they will be prohibited from entering towns, but they can be used on the roads linking them,” says the expert. The fleet of TransPack mainly consists of foreign vehicles (Renault, MAN, Iveco, Hyundai). D. Chalov says that all of them meet Euro-4 standards, so the company does not need to renew or upgrade its vehicle fleet. 

Dmitry Ievlev, Director General of Auto-PACK guarantees that all vehicles owned by his company will meet Euro-4 standard by January 1, 2015. “Today, 90% of our fleet meets the new environmental standards. The rest – mainly light commercial vehicles – Gazelle lorries (Euro-3) are being gradually by Iveco Daily (Euro-4),” adds D. Ievlev.

Meanwhile, according to official statistics, the share of state-of-the-art trucks of Euro-4 and Euro-5 type is less than 15% on Russian motorways. Environmentally-unfriendly vehicles can be easily recognized on the road – they are more than 15-20 years old. D. Chalov believes that if all vehicles of a company do not meet new standards, if a transport company uses second hand machinery to save funds, it can hardly renew its fleet in a short time. Consequently, some players may leave the market, or they will have to rent vehicles from other companies.



Fuel, But Not the One You Need



Transport companies’ problems, arising because of the transfer to new standards, are not just down to expenses on vehicle fleet renewal or re-equipment. “Fuel equipment for Euro-4 vehicles has to be of better quality, and is more complicated and expensive to repair. To lower NOX concentration in diesel exhaust emissions, vehicles are equipped with the AdBlue liquid supply system. If the temperature is lower than -11C°, this liquid freezes, therefore, we have to switch the system off in winter,” says Sergey Shkarupa, CEO of Sanna group of companies. 

Unfortunately, many experts talk about problems arising when using such trucks in Russian weather and road conditions. “The main problem between Euro-3, Euro-4, and Euro-5 is that the machine becomes more complicated. More electronics, lower reliability. That’s why after purchasing a Euro-4 truck, a lot of companies switch off the system of urea control, because it breaks down during the next winter, and then the vehicle meets Euro-3 standard. Moreover, this system can break down on the run, which is rather dangerous,” comments Alexander Martynyuk, Director General at Pally LLC.

In the opinion of representatives of transport companies, Euro-4 and Euro-5 fuel supplies will be ensured in central regions, but nobody guarantees that it will be available across all of Russia, however, freight still needs to be delivered even to the remotest parts of the country. 



When Will Prices Increase?



In the opinion of representatives of transport and logistics companies, the truck fleet of most players matches all standards, and many of them forecast an increase in prices for cargo transportation. “In addition to rising fuel costs, the cost of entrance permits is rising. For example, payment for driving along federal motorways has been implemented for 12-ton trucks. All this impacts tariffs for road transportation,” says D. Chalov.

Additionally, the cost of services is impacted by the obligatory use of tachographs from April 1, 2014. S. Shkarupa, however, forecasts that a rise in prices of services is possible only in 1-1.5 years. “Prices will begin to grow only after transporters start going out of business and there is a shortage of available transport,” he notes.

A. Martynyuk believes that until it is permitted to use 20 year old trucks, nothing serious will happen, if no regulations on vehicle utilization are put into operation. “The current trend is that a consignor is not interested in who provides transportation. The main thing for him is to save money. Therefore, there is a significant gap between the prices of major road transport companies and small ones,” he adds. Some experts think that some cargo owners may switch back to the railway.



Gas Cuts Costs





 Currently, Russia has the world's largest supply of natural gas reserves, but it is only 20th in the world according to the level of natural gas vehicle fuel usage (NGV). The development of alternative types of fuel has been discussed in this country more than a decade. According to Mikhail Nikulin, Director of WebEvrika, there are 230 acting automobile gas-filling compressor stations in the Russian Federation (14 of them are in the Republic of Crimea). “Natural gas as a fuel matches Euro-4 and even the Euro-5 standard, which was implemented in Europe in 2008. There is a good reason that the UN Energy Commission approved the transfer of 25% of European automobile fleet to alternative types of fuel by 2020 (10% to natural gas, 8% to biogas),” he comments. 

According to Svetlana Vorontsova, Vice President of Transport Integration group of companies, NGV fuel is used in 103,000 vehicles out of 143 million. Meanwhile, the benefit of switching to this fuel is obvious. Its consumption is 5-9 liters per 100km, and it is 50% cheaper. “By switching a truck fleet to gas, the cost price of transportation by truck can be halved. Additionally, it is an eco-friendly fuel,” she says.     

Perhaps, the only region that has made some real steps to gasification is Tatarstan. The lion’s share of public transport was switched to gas in Kazan specially for the World Student Games. Also, there may be a low-tonnage LNG plant appearing in the region. Authorities believe that its major consumers will be KAMAZ and agricultural enterprises and owners of large truck fleets. Up to 69% of the cost of vehicles purchased by transport companies is subsided from federal and republic funds. 60 new gas-filing stations and 150 gas-filling points will appear in Tatarstan by 2023.

In the words of M.Nikulin, transport companies can switch to this fuel in the near future. “Let’s hope for the programme of complex development of such filling stations developed by the Ministry of Energy. According to the draft programme, their number must increase to 1,700 by 2020. Additionally, we have proposed the concept of small gas-filling stations in the area of transport companies. For example, two or three Italian-made MCH-24 methane compressors are needed to fuel 5-10 trucks per day,” says the expert. There are two such filling points in Russia: the first is in the bus depot of Uragan LLC in Kamennogorsk (the Leningrad region), and the second – in the private automobile depot in Tuimazy (the Republic of Bashkortostan).   

It is too early, however, to talk about road transport companies’ switch to NGV fuel. Re-equipping a truck is estimated at between RUB 50,000 and RUB 180,000. Also, the mass of a vehicle increases, and no one can guarantee that in line with gas becoming so popular, its price will not rocket up.

Several draft laws concerning this matter were considered, but they haven’t been adopted. According to Sergey Aristov, Secretary of State – Deputy Minister of Transport at Russian Federation, there must be a separate programme for the development of a national automotive industry. “Unfortunately, members of the Association of International Transporters have been using foreign trucks for a long time, because vehicles made in this country do not match the environmental standards in force in Europe. How will the transfer impact Russian industry and the transport service market? The amount of trucks purchased abroad will increase, therefore, we will invest in foreign industry for some time, won’t we?” complains S. Aristov.  

On the other hand, some work in this direction is under way. As a reminder, the investment programme of Gazprom Gazomotornoe Toplivo LLC was approved for 2013-2014 (RUB 13.8 billion), and its priority is the construction of NGV fuel infrastructure facilities in more than 30 regions of Russia. Also, agreements about wider usage of methane as NGV fuel were signed by Moscow, St Petersburg, the Republic of Tatarstan, Krasnodar, Leningrad, Vladimir, Orenburg, and other regions.

By Tatyana Simonova
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The Time Has Come



A full transfer to Euro-4 fuel in Russia is planned for the beginning of 2015. According to governmental decree №927 dated August 1, 2013, the quality standard of Euro-3 for petrol and diesel fuel will remain in force till 2016. 

When the first restrictions were implemented in Russia, every driver was outraged. Owners of transport companies and truck fleets got ready for the new phase of the transfer to the European standard. In the opinion of Dmitry Chalov, Director General of TransPack LLC, vehicles of large transport companies in the Moscow region meets the European requirements already. “In case there are some vehicles, which do not meet new requirements, they can be replaced without any significant losses. For example, to correct the logistics so that available trucks could work till the end of their lifespan, because later they will be prohibited from entering towns, but they can be used on the roads linking them,” says the expert. The fleet of TransPack mainly consists of foreign vehicles (Renault, MAN, Iveco, Hyundai). D. Chalov says that all of them meet Euro-4 standards, so the company does not need to renew or upgrade its vehicle fleet. 

Dmitry Ievlev, Director General of Auto-PACK guarantees that all vehicles owned by his company will meet Euro-4 standard by January 1, 2015. “Today, 90% of our fleet meets the new environmental standards. The rest – mainly light commercial vehicles – Gazelle lorries (Euro-3) are being gradually by Iveco Daily (Euro-4),” adds D. Ievlev.

Meanwhile, according to official statistics, the share of state-of-the-art trucks of Euro-4 and Euro-5 type is less than 15% on Russian motorways. Environmentally-unfriendly vehicles can be easily recognized on the road – they are more than 15-20 years old. D. Chalov believes that if all vehicles of a company do not meet new standards, if a transport company uses second hand machinery to save funds, it can hardly renew its fleet in a short time. Consequently, some players may leave the market, or they will have to rent vehicles from other companies.



Fuel, But Not the One You Need



Transport companies’ problems, arising because of the transfer to new standards, are not just down to expenses on vehicle fleet renewal or re-equipment. “Fuel equipment for Euro-4 vehicles has to be of better quality, and is more complicated and expensive to repair. To lower NOX concentration in diesel exhaust emissions, vehicles are equipped with the AdBlue liquid supply system. If the temperature is lower than -11C°, this liquid freezes, therefore, we have to switch the system off in winter,” says Sergey Shkarupa, CEO of Sanna group of companies. 

Unfortunately, many experts talk about problems arising when using such trucks in Russian weather and road conditions. “The main problem between Euro-3, Euro-4, and Euro-5 is that the machine becomes more complicated. More electronics, lower reliability. That’s why after purchasing a Euro-4 truck, a lot of companies switch off the system of urea control, because it breaks down during the next winter, and then the vehicle meets Euro-3 standard. Moreover, this system can break down on the run, which is rather dangerous,” comments Alexander Martynyuk, Director General at Pally LLC.

In the opinion of representatives of transport companies, Euro-4 and Euro-5 fuel supplies will be ensured in central regions, but nobody guarantees that it will be available across all of Russia, however, freight still needs to be delivered even to the remotest parts of the country. 



When Will Prices Increase?



In the opinion of representatives of transport and logistics companies, the truck fleet of most players matches all standards, and many of them forecast an increase in prices for cargo transportation. “In addition to rising fuel costs, the cost of entrance permits is rising. For example, payment for driving along federal motorways has been implemented for 12-ton trucks. All this impacts tariffs for road transportation,” says D. Chalov.

Additionally, the cost of services is impacted by the obligatory use of tachographs from April 1, 2014. S. Shkarupa, however, forecasts that a rise in prices of services is possible only in 1-1.5 years. “Prices will begin to grow only after transporters start going out of business and there is a shortage of available transport,” he notes.

A. Martynyuk believes that until it is permitted to use 20 year old trucks, nothing serious will happen, if no regulations on vehicle utilization are put into operation. “The current trend is that a consignor is not interested in who provides transportation. The main thing for him is to save money. Therefore, there is a significant gap between the prices of major road transport companies and small ones,” he adds. Some experts think that some cargo owners may switch back to the railway.



Gas Cuts Costs





 Currently, Russia has the world's largest supply of natural gas reserves, but it is only 20th in the world according to the level of natural gas vehicle fuel usage (NGV). The development of alternative types of fuel has been discussed in this country more than a decade. According to Mikhail Nikulin, Director of WebEvrika, there are 230 acting automobile gas-filling compressor stations in the Russian Federation (14 of them are in the Republic of Crimea). “Natural gas as a fuel matches Euro-4 and even the Euro-5 standard, which was implemented in Europe in 2008. There is a good reason that the UN Energy Commission approved the transfer of 25% of European automobile fleet to alternative types of fuel by 2020 (10% to natural gas, 8% to biogas),” he comments. 

According to Svetlana Vorontsova, Vice President of Transport Integration group of companies, NGV fuel is used in 103,000 vehicles out of 143 million. Meanwhile, the benefit of switching to this fuel is obvious. Its consumption is 5-9 liters per 100km, and it is 50% cheaper. “By switching a truck fleet to gas, the cost price of transportation by truck can be halved. Additionally, it is an eco-friendly fuel,” she says.     

Perhaps, the only region that has made some real steps to gasification is Tatarstan. The lion’s share of public transport was switched to gas in Kazan specially for the World Student Games. Also, there may be a low-tonnage LNG plant appearing in the region. Authorities believe that its major consumers will be KAMAZ and agricultural enterprises and owners of large truck fleets. Up to 69% of the cost of vehicles purchased by transport companies is subsided from federal and republic funds. 60 new gas-filing stations and 150 gas-filling points will appear in Tatarstan by 2023.

In the words of M.Nikulin, transport companies can switch to this fuel in the near future. “Let’s hope for the programme of complex development of such filling stations developed by the Ministry of Energy. According to the draft programme, their number must increase to 1,700 by 2020. Additionally, we have proposed the concept of small gas-filling stations in the area of transport companies. For example, two or three Italian-made MCH-24 methane compressors are needed to fuel 5-10 trucks per day,” says the expert. There are two such filling points in Russia: the first is in the bus depot of Uragan LLC in Kamennogorsk (the Leningrad region), and the second – in the private automobile depot in Tuimazy (the Republic of Bashkortostan).   

It is too early, however, to talk about road transport companies’ switch to NGV fuel. Re-equipping a truck is estimated at between RUB 50,000 and RUB 180,000. Also, the mass of a vehicle increases, and no one can guarantee that in line with gas becoming so popular, its price will not rocket up.

Several draft laws concerning this matter were considered, but they haven’t been adopted. According to Sergey Aristov, Secretary of State – Deputy Minister of Transport at Russian Federation, there must be a separate programme for the development of a national automotive industry. “Unfortunately, members of the Association of International Transporters have been using foreign trucks for a long time, because vehicles made in this country do not match the environmental standards in force in Europe. How will the transfer impact Russian industry and the transport service market? The amount of trucks purchased abroad will increase, therefore, we will invest in foreign industry for some time, won’t we?” complains S. Aristov.  

On the other hand, some work in this direction is under way. As a reminder, the investment programme of Gazprom Gazomotornoe Toplivo LLC was approved for 2013-2014 (RUB 13.8 billion), and its priority is the construction of NGV fuel infrastructure facilities in more than 30 regions of Russia. Also, agreements about wider usage of methane as NGV fuel were signed by Moscow, St Petersburg, the Republic of Tatarstan, Krasnodar, Leningrad, Vladimir, Orenburg, and other regions.

By Tatyana Simonova
    [~DETAIL_TEXT] => 
The Time Has Come



A full transfer to Euro-4 fuel in Russia is planned for the beginning of 2015. According to governmental decree №927 dated August 1, 2013, the quality standard of Euro-3 for petrol and diesel fuel will remain in force till 2016. 

When the first restrictions were implemented in Russia, every driver was outraged. Owners of transport companies and truck fleets got ready for the new phase of the transfer to the European standard. In the opinion of Dmitry Chalov, Director General of TransPack LLC, vehicles of large transport companies in the Moscow region meets the European requirements already. “In case there are some vehicles, which do not meet new requirements, they can be replaced without any significant losses. For example, to correct the logistics so that available trucks could work till the end of their lifespan, because later they will be prohibited from entering towns, but they can be used on the roads linking them,” says the expert. The fleet of TransPack mainly consists of foreign vehicles (Renault, MAN, Iveco, Hyundai). D. Chalov says that all of them meet Euro-4 standards, so the company does not need to renew or upgrade its vehicle fleet. 

Dmitry Ievlev, Director General of Auto-PACK guarantees that all vehicles owned by his company will meet Euro-4 standard by January 1, 2015. “Today, 90% of our fleet meets the new environmental standards. The rest – mainly light commercial vehicles – Gazelle lorries (Euro-3) are being gradually by Iveco Daily (Euro-4),” adds D. Ievlev.

Meanwhile, according to official statistics, the share of state-of-the-art trucks of Euro-4 and Euro-5 type is less than 15% on Russian motorways. Environmentally-unfriendly vehicles can be easily recognized on the road – they are more than 15-20 years old. D. Chalov believes that if all vehicles of a company do not meet new standards, if a transport company uses second hand machinery to save funds, it can hardly renew its fleet in a short time. Consequently, some players may leave the market, or they will have to rent vehicles from other companies.



Fuel, But Not the One You Need



Transport companies’ problems, arising because of the transfer to new standards, are not just down to expenses on vehicle fleet renewal or re-equipment. “Fuel equipment for Euro-4 vehicles has to be of better quality, and is more complicated and expensive to repair. To lower NOX concentration in diesel exhaust emissions, vehicles are equipped with the AdBlue liquid supply system. If the temperature is lower than -11C°, this liquid freezes, therefore, we have to switch the system off in winter,” says Sergey Shkarupa, CEO of Sanna group of companies. 

Unfortunately, many experts talk about problems arising when using such trucks in Russian weather and road conditions. “The main problem between Euro-3, Euro-4, and Euro-5 is that the machine becomes more complicated. More electronics, lower reliability. That’s why after purchasing a Euro-4 truck, a lot of companies switch off the system of urea control, because it breaks down during the next winter, and then the vehicle meets Euro-3 standard. Moreover, this system can break down on the run, which is rather dangerous,” comments Alexander Martynyuk, Director General at Pally LLC.

In the opinion of representatives of transport companies, Euro-4 and Euro-5 fuel supplies will be ensured in central regions, but nobody guarantees that it will be available across all of Russia, however, freight still needs to be delivered even to the remotest parts of the country. 



When Will Prices Increase?



In the opinion of representatives of transport and logistics companies, the truck fleet of most players matches all standards, and many of them forecast an increase in prices for cargo transportation. “In addition to rising fuel costs, the cost of entrance permits is rising. For example, payment for driving along federal motorways has been implemented for 12-ton trucks. All this impacts tariffs for road transportation,” says D. Chalov.

Additionally, the cost of services is impacted by the obligatory use of tachographs from April 1, 2014. S. Shkarupa, however, forecasts that a rise in prices of services is possible only in 1-1.5 years. “Prices will begin to grow only after transporters start going out of business and there is a shortage of available transport,” he notes.

A. Martynyuk believes that until it is permitted to use 20 year old trucks, nothing serious will happen, if no regulations on vehicle utilization are put into operation. “The current trend is that a consignor is not interested in who provides transportation. The main thing for him is to save money. Therefore, there is a significant gap between the prices of major road transport companies and small ones,” he adds. Some experts think that some cargo owners may switch back to the railway.



Gas Cuts Costs





 Currently, Russia has the world's largest supply of natural gas reserves, but it is only 20th in the world according to the level of natural gas vehicle fuel usage (NGV). The development of alternative types of fuel has been discussed in this country more than a decade. According to Mikhail Nikulin, Director of WebEvrika, there are 230 acting automobile gas-filling compressor stations in the Russian Federation (14 of them are in the Republic of Crimea). “Natural gas as a fuel matches Euro-4 and even the Euro-5 standard, which was implemented in Europe in 2008. There is a good reason that the UN Energy Commission approved the transfer of 25% of European automobile fleet to alternative types of fuel by 2020 (10% to natural gas, 8% to biogas),” he comments. 

According to Svetlana Vorontsova, Vice President of Transport Integration group of companies, NGV fuel is used in 103,000 vehicles out of 143 million. Meanwhile, the benefit of switching to this fuel is obvious. Its consumption is 5-9 liters per 100km, and it is 50% cheaper. “By switching a truck fleet to gas, the cost price of transportation by truck can be halved. Additionally, it is an eco-friendly fuel,” she says.     

Perhaps, the only region that has made some real steps to gasification is Tatarstan. The lion’s share of public transport was switched to gas in Kazan specially for the World Student Games. Also, there may be a low-tonnage LNG plant appearing in the region. Authorities believe that its major consumers will be KAMAZ and agricultural enterprises and owners of large truck fleets. Up to 69% of the cost of vehicles purchased by transport companies is subsided from federal and republic funds. 60 new gas-filing stations and 150 gas-filling points will appear in Tatarstan by 2023.

In the words of M.Nikulin, transport companies can switch to this fuel in the near future. “Let’s hope for the programme of complex development of such filling stations developed by the Ministry of Energy. According to the draft programme, their number must increase to 1,700 by 2020. Additionally, we have proposed the concept of small gas-filling stations in the area of transport companies. For example, two or three Italian-made MCH-24 methane compressors are needed to fuel 5-10 trucks per day,” says the expert. There are two such filling points in Russia: the first is in the bus depot of Uragan LLC in Kamennogorsk (the Leningrad region), and the second – in the private automobile depot in Tuimazy (the Republic of Bashkortostan).   

It is too early, however, to talk about road transport companies’ switch to NGV fuel. Re-equipping a truck is estimated at between RUB 50,000 and RUB 180,000. Also, the mass of a vehicle increases, and no one can guarantee that in line with gas becoming so popular, its price will not rocket up.

Several draft laws concerning this matter were considered, but they haven’t been adopted. According to Sergey Aristov, Secretary of State – Deputy Minister of Transport at Russian Federation, there must be a separate programme for the development of a national automotive industry. “Unfortunately, members of the Association of International Transporters have been using foreign trucks for a long time, because vehicles made in this country do not match the environmental standards in force in Europe. How will the transfer impact Russian industry and the transport service market? The amount of trucks purchased abroad will increase, therefore, we will invest in foreign industry for some time, won’t we?” complains S. Aristov.  

On the other hand, some work in this direction is under way. As a reminder, the investment programme of Gazprom Gazomotornoe Toplivo LLC was approved for 2013-2014 (RUB 13.8 billion), and its priority is the construction of NGV fuel infrastructure facilities in more than 30 regions of Russia. Also, agreements about wider usage of methane as NGV fuel were signed by Moscow, St Petersburg, the Republic of Tatarstan, Krasnodar, Leningrad, Vladimir, Orenburg, and other regions.

By Tatyana Simonova
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Methane can be either liquefied (LNG) or compressed (CNG). In either form, it is delivered in the compressed form to engine cylinders. Сryogenic storage tanks are needed to keep LNG at a temperature of -160°C. At this temperature, its density increases by nearly 600 times, and in the compressed form at a pressure of 25 MPa (a normal pressure in gas tanks) – by 250 times. Theoretically, the same tank can store 140% more liquefied gas than compressed gas. In practice, however, it is complicated because there must be a gas-water heat exchange unit with hot water supplied to it from the diesel engine. Anyway, a reserve tank for compressed gas must be installed, which prevents making use of the density advantage.

Additionally, LNG is a more complex type of fuel than compressed gas. Cryogenic tanks are more expensive than compressed gas tanks. When leaking, liquefied gas either evaporates quickly filling the volume of the railcar, or moves to the bottom, thus creating the danger of fire, explosion, poisoning, and burns. Special equipment, additional space, and trained staff are needed for receiving and storing it. LNG is in a suitable form for supplying it to the engine cylinders, but high pressure is needed to store it, which is associated with certain difficulties in increasing gas density in pipelines and ensuring its safe use.

As a result, both variants have drawbacks, therefore, choosing either of them one should take into account the conditions in which the diesel locomotives will operate.  

For example, liquefied gas can hardly be used for shunting locomotives which change operating modes a hundred times per hour, because of the inertia of the gasifier, and that is why TEM18G and CHME3G gas-diesel locomotives (made by Transmashholding) use compressed natural gas.

In both states the gas can be used for mainline locomotives, which have more stable operating modes, but the mileage between fuelling stops plays a more important role than for shunting locomotives because they travel far from their depots. 

Another question is how to store sufficient fuel onboard. Even the density of LNG does not allow the creation of a sufficient reserve. The problem would be solved if the specific volume of the power unit was reduced by 50-80% in comparison with diesel locomotives and if fuel operating consumption decreased by 25-50%. In this case, it would be possible to store onboard a sufficient amount of CNG between fuelling stops.

Therefore, a combined power unit is used on a vehicle instead of an ordinary power unit. It reduces the output of the primary engine, increasing the use of the internal combustion engine with the most economical modes of operation, reduces the toxic level of emissions by 50-85%, and stores regenerative braking energy.

That’s where another problem arises: this system is clumsy and loses out to a traditional power unit, even if the power output of the primary engine is reduced and there is a reserve of fuel. To improve the technical and economic figures of a combined power unit, it would be logical to use a stationary plasma engine as a primary engine. It would simplify the system and avoid deviations from design modes.  

Stationary plasma engines have proven advantages regardless of the field of application. This, in particular, ensures a high level of efficiency and dynamic performance with no smoke emissions, the possibility of using low-grade, synthetic, and alternative fuels, free-piston combustion space, and significantly exceeding the specification of diesels in its simplicity, reliability, and feasibility of design, lower maintenance and repair costs.

By Alexandra Mozharovskaya 
    [~DETAIL_TEXT] => 
Methane can be either liquefied (LNG) or compressed (CNG). In either form, it is delivered in the compressed form to engine cylinders. Сryogenic storage tanks are needed to keep LNG at a temperature of -160°C. At this temperature, its density increases by nearly 600 times, and in the compressed form at a pressure of 25 MPa (a normal pressure in gas tanks) – by 250 times. Theoretically, the same tank can store 140% more liquefied gas than compressed gas. In practice, however, it is complicated because there must be a gas-water heat exchange unit with hot water supplied to it from the diesel engine. Anyway, a reserve tank for compressed gas must be installed, which prevents making use of the density advantage.

Additionally, LNG is a more complex type of fuel than compressed gas. Cryogenic tanks are more expensive than compressed gas tanks. When leaking, liquefied gas either evaporates quickly filling the volume of the railcar, or moves to the bottom, thus creating the danger of fire, explosion, poisoning, and burns. Special equipment, additional space, and trained staff are needed for receiving and storing it. LNG is in a suitable form for supplying it to the engine cylinders, but high pressure is needed to store it, which is associated with certain difficulties in increasing gas density in pipelines and ensuring its safe use.

As a result, both variants have drawbacks, therefore, choosing either of them one should take into account the conditions in which the diesel locomotives will operate.  

For example, liquefied gas can hardly be used for shunting locomotives which change operating modes a hundred times per hour, because of the inertia of the gasifier, and that is why TEM18G and CHME3G gas-diesel locomotives (made by Transmashholding) use compressed natural gas.

In both states the gas can be used for mainline locomotives, which have more stable operating modes, but the mileage between fuelling stops plays a more important role than for shunting locomotives because they travel far from their depots. 

Another question is how to store sufficient fuel onboard. Even the density of LNG does not allow the creation of a sufficient reserve. The problem would be solved if the specific volume of the power unit was reduced by 50-80% in comparison with diesel locomotives and if fuel operating consumption decreased by 25-50%. In this case, it would be possible to store onboard a sufficient amount of CNG between fuelling stops.

Therefore, a combined power unit is used on a vehicle instead of an ordinary power unit. It reduces the output of the primary engine, increasing the use of the internal combustion engine with the most economical modes of operation, reduces the toxic level of emissions by 50-85%, and stores regenerative braking energy.

That’s where another problem arises: this system is clumsy and loses out to a traditional power unit, even if the power output of the primary engine is reduced and there is a reserve of fuel. To improve the technical and economic figures of a combined power unit, it would be logical to use a stationary plasma engine as a primary engine. It would simplify the system and avoid deviations from design modes.  

Stationary plasma engines have proven advantages regardless of the field of application. This, in particular, ensures a high level of efficiency and dynamic performance with no smoke emissions, the possibility of using low-grade, synthetic, and alternative fuels, free-piston combustion space, and significantly exceeding the specification of diesels in its simplicity, reliability, and feasibility of design, lower maintenance and repair costs.

By Alexandra Mozharovskaya 
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The transition from diesel fuel to methane for fuelling diesel locomotives has been discussed for a long time, but there is still no decision because of two stumbling blocks: the physical state of the gas and getting sufficient amount of gas onboard.
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Methane can be either liquefied (LNG) or compressed (CNG). In either form, it is delivered in the compressed form to engine cylinders. Сryogenic storage tanks are needed to keep LNG at a temperature of -160°C. At this temperature, its density increases by nearly 600 times, and in the compressed form at a pressure of 25 MPa (a normal pressure in gas tanks) – by 250 times. Theoretically, the same tank can store 140% more liquefied gas than compressed gas. In practice, however, it is complicated because there must be a gas-water heat exchange unit with hot water supplied to it from the diesel engine. Anyway, a reserve tank for compressed gas must be installed, which prevents making use of the density advantage.

Additionally, LNG is a more complex type of fuel than compressed gas. Cryogenic tanks are more expensive than compressed gas tanks. When leaking, liquefied gas either evaporates quickly filling the volume of the railcar, or moves to the bottom, thus creating the danger of fire, explosion, poisoning, and burns. Special equipment, additional space, and trained staff are needed for receiving and storing it. LNG is in a suitable form for supplying it to the engine cylinders, but high pressure is needed to store it, which is associated with certain difficulties in increasing gas density in pipelines and ensuring its safe use.

As a result, both variants have drawbacks, therefore, choosing either of them one should take into account the conditions in which the diesel locomotives will operate.  

For example, liquefied gas can hardly be used for shunting locomotives which change operating modes a hundred times per hour, because of the inertia of the gasifier, and that is why TEM18G and CHME3G gas-diesel locomotives (made by Transmashholding) use compressed natural gas.

In both states the gas can be used for mainline locomotives, which have more stable operating modes, but the mileage between fuelling stops plays a more important role than for shunting locomotives because they travel far from their depots. 

Another question is how to store sufficient fuel onboard. Even the density of LNG does not allow the creation of a sufficient reserve. The problem would be solved if the specific volume of the power unit was reduced by 50-80% in comparison with diesel locomotives and if fuel operating consumption decreased by 25-50%. In this case, it would be possible to store onboard a sufficient amount of CNG between fuelling stops.

Therefore, a combined power unit is used on a vehicle instead of an ordinary power unit. It reduces the output of the primary engine, increasing the use of the internal combustion engine with the most economical modes of operation, reduces the toxic level of emissions by 50-85%, and stores regenerative braking energy.

That’s where another problem arises: this system is clumsy and loses out to a traditional power unit, even if the power output of the primary engine is reduced and there is a reserve of fuel. To improve the technical and economic figures of a combined power unit, it would be logical to use a stationary plasma engine as a primary engine. It would simplify the system and avoid deviations from design modes.  

Stationary plasma engines have proven advantages regardless of the field of application. This, in particular, ensures a high level of efficiency and dynamic performance with no smoke emissions, the possibility of using low-grade, synthetic, and alternative fuels, free-piston combustion space, and significantly exceeding the specification of diesels in its simplicity, reliability, and feasibility of design, lower maintenance and repair costs.

By Alexandra Mozharovskaya 
    [~DETAIL_TEXT] => 
Methane can be either liquefied (LNG) or compressed (CNG). In either form, it is delivered in the compressed form to engine cylinders. Сryogenic storage tanks are needed to keep LNG at a temperature of -160°C. At this temperature, its density increases by nearly 600 times, and in the compressed form at a pressure of 25 MPa (a normal pressure in gas tanks) – by 250 times. Theoretically, the same tank can store 140% more liquefied gas than compressed gas. In practice, however, it is complicated because there must be a gas-water heat exchange unit with hot water supplied to it from the diesel engine. Anyway, a reserve tank for compressed gas must be installed, which prevents making use of the density advantage.

Additionally, LNG is a more complex type of fuel than compressed gas. Cryogenic tanks are more expensive than compressed gas tanks. When leaking, liquefied gas either evaporates quickly filling the volume of the railcar, or moves to the bottom, thus creating the danger of fire, explosion, poisoning, and burns. Special equipment, additional space, and trained staff are needed for receiving and storing it. LNG is in a suitable form for supplying it to the engine cylinders, but high pressure is needed to store it, which is associated with certain difficulties in increasing gas density in pipelines and ensuring its safe use.

As a result, both variants have drawbacks, therefore, choosing either of them one should take into account the conditions in which the diesel locomotives will operate.  

For example, liquefied gas can hardly be used for shunting locomotives which change operating modes a hundred times per hour, because of the inertia of the gasifier, and that is why TEM18G and CHME3G gas-diesel locomotives (made by Transmashholding) use compressed natural gas.

In both states the gas can be used for mainline locomotives, which have more stable operating modes, but the mileage between fuelling stops plays a more important role than for shunting locomotives because they travel far from their depots. 

Another question is how to store sufficient fuel onboard. Even the density of LNG does not allow the creation of a sufficient reserve. The problem would be solved if the specific volume of the power unit was reduced by 50-80% in comparison with diesel locomotives and if fuel operating consumption decreased by 25-50%. In this case, it would be possible to store onboard a sufficient amount of CNG between fuelling stops.

Therefore, a combined power unit is used on a vehicle instead of an ordinary power unit. It reduces the output of the primary engine, increasing the use of the internal combustion engine with the most economical modes of operation, reduces the toxic level of emissions by 50-85%, and stores regenerative braking energy.

That’s where another problem arises: this system is clumsy and loses out to a traditional power unit, even if the power output of the primary engine is reduced and there is a reserve of fuel. To improve the technical and economic figures of a combined power unit, it would be logical to use a stationary plasma engine as a primary engine. It would simplify the system and avoid deviations from design modes.  

Stationary plasma engines have proven advantages regardless of the field of application. This, in particular, ensures a high level of efficiency and dynamic performance with no smoke emissions, the possibility of using low-grade, synthetic, and alternative fuels, free-piston combustion space, and significantly exceeding the specification of diesels in its simplicity, reliability, and feasibility of design, lower maintenance and repair costs.

By Alexandra Mozharovskaya 
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Environment-Friendly Traction



A gas turbine locomotive is a traction engine with a gas-turbine power unit as the primary motor. The first gas turbine electric locomotive was built by a Swiss company named Brown, Boveri & Cie in 1938. Initiated by RZD, the experimental gas turbine locomotive GT1-001 based on the VL15-008 electric locomotive was built in Russia in 2007. 

“There are no equivalents to Russian gas turbine electric locomotives in the world. Tests of the new traction engine are to be completed in 2014,” said Valentin Gapanovich, Senior Vice President for Innovation Development – Chief Engineer of RZD. 

The area where such machines can be used is now limited. They can be fuelled with gas in the Moscow region and in Yekaterinburg, where there are servicing facilities of the required capacity (the amount of gas to be injected into a gas turbine electric locomotive for a journey is 17 tons).

Gas in Russia is a relevantly cheap fuel. In addition, it matches the highest environmental standards. 

Its use significantly reduces harmful emissions into the atmosphere. And to be precise – emissions from a gas-turbine power unit are 80% lower than demanded by regulatory requirements for diesel engines contained in the EU Directive, and match the European environmental standard “Euro-5”. This explains why the energy and environmental development strategies of RZD envisage the gradual transition to gas turbine fuel.

Another important point: when pulling a heavy train, the Russian gas turbine electric locomotive can replace up to six ordinary diesel locomotives. Moreover, it has a greater range: one filling is enough for 750 kilometers. Therefore, a gas turbine electric locomotive is 30-40% economically more efficient than a diesel locomotive. Taking into account that its life-cycle costs are almost 20% lower than those of, for example, a mainline diesel locomotive (2TE116 model) which is widely used on the Russian railway network, it becomes clear why this type of traction engine is profitable for the transporter. 

Currently, RZD has two gas turbine electric locomotives. The second was built last September. In 2014, the company plans to purchase 629 new locomotives. The list includes the third mainline gas turbine electric locomotive. There may be up to 40 such machines in the fleet of Russian Railways by 2020. 



Efficient Hybrid for Russia



The world's first gas turbine electric locomotive was built in Switzerland in the first half of the 20th century. In the Soviet Union, prototypes were built later – after 1954. The mass production of these locomotives did not begin, because the proposed prototypes of gas turbine electric locomotive were not able to compete with electric locomotives.

Initiated by RZD, a fundamentally different model of the gas turbine electric locomotive was developed in 2007. It was called GT1. The machine was developed by the Kuznetsov Samara Research and Technical Complex. The prototype made at the Voronezh Locomotive Repair Plant was equipped with an engine similar to turbines used on Russian Air Force aircraft. This model was unveiled at InnoTrans-2008 in Berlin and attracted the attention of foreign railways.

Later, the engine of the Russian gas turbine electric locomotive as well as its other major components was updated. An agreement about the launch of production and supply of mainline LNG locomotives was signed by Vladimir Yakunin, President of RZD, and Dmitry Pumpyansky, President of Sinara group of companies, at the St Petersburg International Economic Forum in 2012. 

In accordance with contractual obligations, the Lyudinovsky Diesel Locomotive Building Plant (owned by Sinara) made the first industrial gas turbine electric locomotive GT1h in summer 2013. The letter “h” in its name means that this locomotive is a hybrid, i.e. it can move using not only its gas turbine unit, but also an electric motor which is powered by a powerful onboard battery. This became an additional benefit of the machine.



Moving Forward into the Global Market 



On the testing rail circuit in Scherbinka (Moscow), the gas turbine electric locomotive pulled a 15,000 ton train. For other tests, the locomotive was delivered at first to the Moscow Railway, and then to the Sverdlovsk Railway, where it proved its efficiency by pulling 9,000 ton trains. 

The project got governmental support: in July 2013, Dmitry Medvedev, Prime Minister of the Russian Federation, charged the Ministries of Transport and Energy and Russian Railways with determining the measures to accelerate putting into operation LNG locomotives and creating a gas filling network for them in those regions where they would be especially efficient.

According to experts, such routes are the Baikal-Amur Mainline and the Novy Urengoi – Surgut – Tyumen in West Siberia, i.e. not electrified routes, where heavy train traffic is to be developed.

In this case, the potential purchase volume is 150 locomotives in the long term.

RZD and Gazprom agreed on the development of natural gas vehicles (NGV) infrastructure. A similar agreement was signed with Rosneft. Thus, the railway company found partners for the construction of LNG stations. Tests showed that the gas turbine electric locomotive is a very promising, but a very specific type of traction engine. In other words, it is profitable, if optimal conditions for its efficient operation are created.

Foreign experts came to the same conclusion. For example, Indian Railways expressed interest in gas turbine electric locomotives. In this case, Russian machine builders had to compete primarily with General Electric Co (the USA), which together with Caterpillar Inc. has also worked on the creation of a gas turbine electric locomotive. Nevertheless, the contract was signed for the supply of Russian traction engines. The locomotives need to be adapted for operation in high humidity conditions and the specifics of the track facilities of Indian Railways.

Gas for Shunting Operations

RZD also intends to buy LNG shunting locomotives. At the IV International Rail Salon of Engineering and Technologies Expo 1520 in Scherbinka, a TEM19 gas-reciprocating-engine locomotive was unveiled. It is undergoing certification procedures now. The locomotive is designed for shunting operations on 1520 mm gauge tracks, and it surpasses its foreign counterparts according to its specifications, in particular, according to the fuel tankage. 

The prototype was made by the Bryansk Engineering Plant (a part of TMH). According to Sergey Bogatyrev, Deputy Chief Designer of TMH, in comparison with diesel locomotives of mass series, the TEM19 saves up to 37% of fuel during shunting and up to 45% when operating on tracks of industrial railway entities. The toxic level of emissions reduces by at least 50%.  

According to V.Yakunin, such innovations as GT1h mainline gas turbine electric locomotive and TEM19 gas-diesel locomotive can help reach a higher level of technical readiness and reduce the consumption of fuel and energy resources of RZD on the whole Russian railway network. ®

By Alexander Solntsev






    [~DETAIL_TEXT] => 
Environment-Friendly Traction



A gas turbine locomotive is a traction engine with a gas-turbine power unit as the primary motor. The first gas turbine electric locomotive was built by a Swiss company named Brown, Boveri & Cie in 1938. Initiated by RZD, the experimental gas turbine locomotive GT1-001 based on the VL15-008 electric locomotive was built in Russia in 2007. 

“There are no equivalents to Russian gas turbine electric locomotives in the world. Tests of the new traction engine are to be completed in 2014,” said Valentin Gapanovich, Senior Vice President for Innovation Development – Chief Engineer of RZD. 

The area where such machines can be used is now limited. They can be fuelled with gas in the Moscow region and in Yekaterinburg, where there are servicing facilities of the required capacity (the amount of gas to be injected into a gas turbine electric locomotive for a journey is 17 tons).

Gas in Russia is a relevantly cheap fuel. In addition, it matches the highest environmental standards. 

Its use significantly reduces harmful emissions into the atmosphere. And to be precise – emissions from a gas-turbine power unit are 80% lower than demanded by regulatory requirements for diesel engines contained in the EU Directive, and match the European environmental standard “Euro-5”. This explains why the energy and environmental development strategies of RZD envisage the gradual transition to gas turbine fuel.

Another important point: when pulling a heavy train, the Russian gas turbine electric locomotive can replace up to six ordinary diesel locomotives. Moreover, it has a greater range: one filling is enough for 750 kilometers. Therefore, a gas turbine electric locomotive is 30-40% economically more efficient than a diesel locomotive. Taking into account that its life-cycle costs are almost 20% lower than those of, for example, a mainline diesel locomotive (2TE116 model) which is widely used on the Russian railway network, it becomes clear why this type of traction engine is profitable for the transporter. 

Currently, RZD has two gas turbine electric locomotives. The second was built last September. In 2014, the company plans to purchase 629 new locomotives. The list includes the third mainline gas turbine electric locomotive. There may be up to 40 such machines in the fleet of Russian Railways by 2020. 



Efficient Hybrid for Russia



The world's first gas turbine electric locomotive was built in Switzerland in the first half of the 20th century. In the Soviet Union, prototypes were built later – after 1954. The mass production of these locomotives did not begin, because the proposed prototypes of gas turbine electric locomotive were not able to compete with electric locomotives.

Initiated by RZD, a fundamentally different model of the gas turbine electric locomotive was developed in 2007. It was called GT1. The machine was developed by the Kuznetsov Samara Research and Technical Complex. The prototype made at the Voronezh Locomotive Repair Plant was equipped with an engine similar to turbines used on Russian Air Force aircraft. This model was unveiled at InnoTrans-2008 in Berlin and attracted the attention of foreign railways.

Later, the engine of the Russian gas turbine electric locomotive as well as its other major components was updated. An agreement about the launch of production and supply of mainline LNG locomotives was signed by Vladimir Yakunin, President of RZD, and Dmitry Pumpyansky, President of Sinara group of companies, at the St Petersburg International Economic Forum in 2012. 

In accordance with contractual obligations, the Lyudinovsky Diesel Locomotive Building Plant (owned by Sinara) made the first industrial gas turbine electric locomotive GT1h in summer 2013. The letter “h” in its name means that this locomotive is a hybrid, i.e. it can move using not only its gas turbine unit, but also an electric motor which is powered by a powerful onboard battery. This became an additional benefit of the machine.



Moving Forward into the Global Market 



On the testing rail circuit in Scherbinka (Moscow), the gas turbine electric locomotive pulled a 15,000 ton train. For other tests, the locomotive was delivered at first to the Moscow Railway, and then to the Sverdlovsk Railway, where it proved its efficiency by pulling 9,000 ton trains. 

The project got governmental support: in July 2013, Dmitry Medvedev, Prime Minister of the Russian Federation, charged the Ministries of Transport and Energy and Russian Railways with determining the measures to accelerate putting into operation LNG locomotives and creating a gas filling network for them in those regions where they would be especially efficient.

According to experts, such routes are the Baikal-Amur Mainline and the Novy Urengoi – Surgut – Tyumen in West Siberia, i.e. not electrified routes, where heavy train traffic is to be developed.

In this case, the potential purchase volume is 150 locomotives in the long term.

RZD and Gazprom agreed on the development of natural gas vehicles (NGV) infrastructure. A similar agreement was signed with Rosneft. Thus, the railway company found partners for the construction of LNG stations. Tests showed that the gas turbine electric locomotive is a very promising, but a very specific type of traction engine. In other words, it is profitable, if optimal conditions for its efficient operation are created.

Foreign experts came to the same conclusion. For example, Indian Railways expressed interest in gas turbine electric locomotives. In this case, Russian machine builders had to compete primarily with General Electric Co (the USA), which together with Caterpillar Inc. has also worked on the creation of a gas turbine electric locomotive. Nevertheless, the contract was signed for the supply of Russian traction engines. The locomotives need to be adapted for operation in high humidity conditions and the specifics of the track facilities of Indian Railways.

Gas for Shunting Operations

RZD also intends to buy LNG shunting locomotives. At the IV International Rail Salon of Engineering and Technologies Expo 1520 in Scherbinka, a TEM19 gas-reciprocating-engine locomotive was unveiled. It is undergoing certification procedures now. The locomotive is designed for shunting operations on 1520 mm gauge tracks, and it surpasses its foreign counterparts according to its specifications, in particular, according to the fuel tankage. 

The prototype was made by the Bryansk Engineering Plant (a part of TMH). According to Sergey Bogatyrev, Deputy Chief Designer of TMH, in comparison with diesel locomotives of mass series, the TEM19 saves up to 37% of fuel during shunting and up to 45% when operating on tracks of industrial railway entities. The toxic level of emissions reduces by at least 50%.  

According to V.Yakunin, such innovations as GT1h mainline gas turbine electric locomotive and TEM19 gas-diesel locomotive can help reach a higher level of technical readiness and reduce the consumption of fuel and energy resources of RZD on the whole Russian railway network. ®

By Alexander Solntsev






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A priority for RZD is to reduce energy consumption in transportation. In particular, this can be achieved by means of gas technologies. 

The most important step towards achieving this is putting into operation the first mainline freight gas turbine electric locomotive, the power output of which amounts to 8,300 kW.
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The most important step towards achieving this is putting into operation the first mainline freight gas turbine electric locomotive, the power output of which amounts to 8,300 kW.</p>
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The most important step towards achieving this is putting into operation the first mainline freight gas turbine electric locomotive, the power output of which amounts to 8,300 kW.</p>
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    [DETAIL_TEXT] => 
Environment-Friendly Traction



A gas turbine locomotive is a traction engine with a gas-turbine power unit as the primary motor. The first gas turbine electric locomotive was built by a Swiss company named Brown, Boveri & Cie in 1938. Initiated by RZD, the experimental gas turbine locomotive GT1-001 based on the VL15-008 electric locomotive was built in Russia in 2007. 

“There are no equivalents to Russian gas turbine electric locomotives in the world. Tests of the new traction engine are to be completed in 2014,” said Valentin Gapanovich, Senior Vice President for Innovation Development – Chief Engineer of RZD. 

The area where such machines can be used is now limited. They can be fuelled with gas in the Moscow region and in Yekaterinburg, where there are servicing facilities of the required capacity (the amount of gas to be injected into a gas turbine electric locomotive for a journey is 17 tons).

Gas in Russia is a relevantly cheap fuel. In addition, it matches the highest environmental standards. 

Its use significantly reduces harmful emissions into the atmosphere. And to be precise – emissions from a gas-turbine power unit are 80% lower than demanded by regulatory requirements for diesel engines contained in the EU Directive, and match the European environmental standard “Euro-5”. This explains why the energy and environmental development strategies of RZD envisage the gradual transition to gas turbine fuel.

Another important point: when pulling a heavy train, the Russian gas turbine electric locomotive can replace up to six ordinary diesel locomotives. Moreover, it has a greater range: one filling is enough for 750 kilometers. Therefore, a gas turbine electric locomotive is 30-40% economically more efficient than a diesel locomotive. Taking into account that its life-cycle costs are almost 20% lower than those of, for example, a mainline diesel locomotive (2TE116 model) which is widely used on the Russian railway network, it becomes clear why this type of traction engine is profitable for the transporter. 

Currently, RZD has two gas turbine electric locomotives. The second was built last September. In 2014, the company plans to purchase 629 new locomotives. The list includes the third mainline gas turbine electric locomotive. There may be up to 40 such machines in the fleet of Russian Railways by 2020. 



Efficient Hybrid for Russia



The world's first gas turbine electric locomotive was built in Switzerland in the first half of the 20th century. In the Soviet Union, prototypes were built later – after 1954. The mass production of these locomotives did not begin, because the proposed prototypes of gas turbine electric locomotive were not able to compete with electric locomotives.

Initiated by RZD, a fundamentally different model of the gas turbine electric locomotive was developed in 2007. It was called GT1. The machine was developed by the Kuznetsov Samara Research and Technical Complex. The prototype made at the Voronezh Locomotive Repair Plant was equipped with an engine similar to turbines used on Russian Air Force aircraft. This model was unveiled at InnoTrans-2008 in Berlin and attracted the attention of foreign railways.

Later, the engine of the Russian gas turbine electric locomotive as well as its other major components was updated. An agreement about the launch of production and supply of mainline LNG locomotives was signed by Vladimir Yakunin, President of RZD, and Dmitry Pumpyansky, President of Sinara group of companies, at the St Petersburg International Economic Forum in 2012. 

In accordance with contractual obligations, the Lyudinovsky Diesel Locomotive Building Plant (owned by Sinara) made the first industrial gas turbine electric locomotive GT1h in summer 2013. The letter “h” in its name means that this locomotive is a hybrid, i.e. it can move using not only its gas turbine unit, but also an electric motor which is powered by a powerful onboard battery. This became an additional benefit of the machine.



Moving Forward into the Global Market 



On the testing rail circuit in Scherbinka (Moscow), the gas turbine electric locomotive pulled a 15,000 ton train. For other tests, the locomotive was delivered at first to the Moscow Railway, and then to the Sverdlovsk Railway, where it proved its efficiency by pulling 9,000 ton trains. 

The project got governmental support: in July 2013, Dmitry Medvedev, Prime Minister of the Russian Federation, charged the Ministries of Transport and Energy and Russian Railways with determining the measures to accelerate putting into operation LNG locomotives and creating a gas filling network for them in those regions where they would be especially efficient.

According to experts, such routes are the Baikal-Amur Mainline and the Novy Urengoi – Surgut – Tyumen in West Siberia, i.e. not electrified routes, where heavy train traffic is to be developed.

In this case, the potential purchase volume is 150 locomotives in the long term.

RZD and Gazprom agreed on the development of natural gas vehicles (NGV) infrastructure. A similar agreement was signed with Rosneft. Thus, the railway company found partners for the construction of LNG stations. Tests showed that the gas turbine electric locomotive is a very promising, but a very specific type of traction engine. In other words, it is profitable, if optimal conditions for its efficient operation are created.

Foreign experts came to the same conclusion. For example, Indian Railways expressed interest in gas turbine electric locomotives. In this case, Russian machine builders had to compete primarily with General Electric Co (the USA), which together with Caterpillar Inc. has also worked on the creation of a gas turbine electric locomotive. Nevertheless, the contract was signed for the supply of Russian traction engines. The locomotives need to be adapted for operation in high humidity conditions and the specifics of the track facilities of Indian Railways.

Gas for Shunting Operations

RZD also intends to buy LNG shunting locomotives. At the IV International Rail Salon of Engineering and Technologies Expo 1520 in Scherbinka, a TEM19 gas-reciprocating-engine locomotive was unveiled. It is undergoing certification procedures now. The locomotive is designed for shunting operations on 1520 mm gauge tracks, and it surpasses its foreign counterparts according to its specifications, in particular, according to the fuel tankage. 

The prototype was made by the Bryansk Engineering Plant (a part of TMH). According to Sergey Bogatyrev, Deputy Chief Designer of TMH, in comparison with diesel locomotives of mass series, the TEM19 saves up to 37% of fuel during shunting and up to 45% when operating on tracks of industrial railway entities. The toxic level of emissions reduces by at least 50%.  

According to V.Yakunin, such innovations as GT1h mainline gas turbine electric locomotive and TEM19 gas-diesel locomotive can help reach a higher level of technical readiness and reduce the consumption of fuel and energy resources of RZD on the whole Russian railway network. ®

By Alexander Solntsev






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Environment-Friendly Traction



A gas turbine locomotive is a traction engine with a gas-turbine power unit as the primary motor. The first gas turbine electric locomotive was built by a Swiss company named Brown, Boveri & Cie in 1938. Initiated by RZD, the experimental gas turbine locomotive GT1-001 based on the VL15-008 electric locomotive was built in Russia in 2007. 

“There are no equivalents to Russian gas turbine electric locomotives in the world. Tests of the new traction engine are to be completed in 2014,” said Valentin Gapanovich, Senior Vice President for Innovation Development – Chief Engineer of RZD. 

The area where such machines can be used is now limited. They can be fuelled with gas in the Moscow region and in Yekaterinburg, where there are servicing facilities of the required capacity (the amount of gas to be injected into a gas turbine electric locomotive for a journey is 17 tons).

Gas in Russia is a relevantly cheap fuel. In addition, it matches the highest environmental standards. 

Its use significantly reduces harmful emissions into the atmosphere. And to be precise – emissions from a gas-turbine power unit are 80% lower than demanded by regulatory requirements for diesel engines contained in the EU Directive, and match the European environmental standard “Euro-5”. This explains why the energy and environmental development strategies of RZD envisage the gradual transition to gas turbine fuel.

Another important point: when pulling a heavy train, the Russian gas turbine electric locomotive can replace up to six ordinary diesel locomotives. Moreover, it has a greater range: one filling is enough for 750 kilometers. Therefore, a gas turbine electric locomotive is 30-40% economically more efficient than a diesel locomotive. Taking into account that its life-cycle costs are almost 20% lower than those of, for example, a mainline diesel locomotive (2TE116 model) which is widely used on the Russian railway network, it becomes clear why this type of traction engine is profitable for the transporter. 

Currently, RZD has two gas turbine electric locomotives. The second was built last September. In 2014, the company plans to purchase 629 new locomotives. The list includes the third mainline gas turbine electric locomotive. There may be up to 40 such machines in the fleet of Russian Railways by 2020. 



Efficient Hybrid for Russia



The world's first gas turbine electric locomotive was built in Switzerland in the first half of the 20th century. In the Soviet Union, prototypes were built later – after 1954. The mass production of these locomotives did not begin, because the proposed prototypes of gas turbine electric locomotive were not able to compete with electric locomotives.

Initiated by RZD, a fundamentally different model of the gas turbine electric locomotive was developed in 2007. It was called GT1. The machine was developed by the Kuznetsov Samara Research and Technical Complex. The prototype made at the Voronezh Locomotive Repair Plant was equipped with an engine similar to turbines used on Russian Air Force aircraft. This model was unveiled at InnoTrans-2008 in Berlin and attracted the attention of foreign railways.

Later, the engine of the Russian gas turbine electric locomotive as well as its other major components was updated. An agreement about the launch of production and supply of mainline LNG locomotives was signed by Vladimir Yakunin, President of RZD, and Dmitry Pumpyansky, President of Sinara group of companies, at the St Petersburg International Economic Forum in 2012. 

In accordance with contractual obligations, the Lyudinovsky Diesel Locomotive Building Plant (owned by Sinara) made the first industrial gas turbine electric locomotive GT1h in summer 2013. The letter “h” in its name means that this locomotive is a hybrid, i.e. it can move using not only its gas turbine unit, but also an electric motor which is powered by a powerful onboard battery. This became an additional benefit of the machine.



Moving Forward into the Global Market 



On the testing rail circuit in Scherbinka (Moscow), the gas turbine electric locomotive pulled a 15,000 ton train. For other tests, the locomotive was delivered at first to the Moscow Railway, and then to the Sverdlovsk Railway, where it proved its efficiency by pulling 9,000 ton trains. 

The project got governmental support: in July 2013, Dmitry Medvedev, Prime Minister of the Russian Federation, charged the Ministries of Transport and Energy and Russian Railways with determining the measures to accelerate putting into operation LNG locomotives and creating a gas filling network for them in those regions where they would be especially efficient.

According to experts, such routes are the Baikal-Amur Mainline and the Novy Urengoi – Surgut – Tyumen in West Siberia, i.e. not electrified routes, where heavy train traffic is to be developed.

In this case, the potential purchase volume is 150 locomotives in the long term.

RZD and Gazprom agreed on the development of natural gas vehicles (NGV) infrastructure. A similar agreement was signed with Rosneft. Thus, the railway company found partners for the construction of LNG stations. Tests showed that the gas turbine electric locomotive is a very promising, but a very specific type of traction engine. In other words, it is profitable, if optimal conditions for its efficient operation are created.

Foreign experts came to the same conclusion. For example, Indian Railways expressed interest in gas turbine electric locomotives. In this case, Russian machine builders had to compete primarily with General Electric Co (the USA), which together with Caterpillar Inc. has also worked on the creation of a gas turbine electric locomotive. Nevertheless, the contract was signed for the supply of Russian traction engines. The locomotives need to be adapted for operation in high humidity conditions and the specifics of the track facilities of Indian Railways.

Gas for Shunting Operations

RZD also intends to buy LNG shunting locomotives. At the IV International Rail Salon of Engineering and Technologies Expo 1520 in Scherbinka, a TEM19 gas-reciprocating-engine locomotive was unveiled. It is undergoing certification procedures now. The locomotive is designed for shunting operations on 1520 mm gauge tracks, and it surpasses its foreign counterparts according to its specifications, in particular, according to the fuel tankage. 

The prototype was made by the Bryansk Engineering Plant (a part of TMH). According to Sergey Bogatyrev, Deputy Chief Designer of TMH, in comparison with diesel locomotives of mass series, the TEM19 saves up to 37% of fuel during shunting and up to 45% when operating on tracks of industrial railway entities. The toxic level of emissions reduces by at least 50%.  

According to V.Yakunin, such innovations as GT1h mainline gas turbine electric locomotive and TEM19 gas-diesel locomotive can help reach a higher level of technical readiness and reduce the consumption of fuel and energy resources of RZD on the whole Russian railway network. ®

By Alexander Solntsev






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    [DETAIL_TEXT] => 
It’s Hard to Be the First



The environmental doctrine of Russia was adopted in 2002. Participants of the 4th All-Russian Congress for Environmental Protection, however, noted the strategy for the environmental safety of Russia was non-existant. Consequently, the RF does not have any sophisticated legislation to regulate these issues. Sergey Donskoi, Minister of Natural Resources and Ecology of Russia, said that the environmental situation in Russia is characterized by a high level of human impact and that authorities and businessmen should join the efforts to reduce risks.

Therefore, the experience accumulated by Russian Railways is particularly valuable. Vladimir Yakunin, President of RZD, noted that labor protection, the provision of industrial and environmental safety are the priorities for the company. 

Back in 2008, RZD adopted the Environmental Strategy. From the very beginning it had a sophisticated character. After all, a number of investment projects (such as “Security of Environmental Safety”, “Implementation of Resource-Saving Technologies on Railways”) and the programs of subsidiary companies were combined during its creation. 

According to the Department for Labor Protection, Industrial Safety and Environmental Control of Russian Railways, the company's laboratories carry out 292,000 analyses of air, ground, and wastewater per year. Their results show that the company, one of the main transporters of goods and passengers in the Russian Federation, has a very low contribution to pollution of the environment: for example, less than 1% of emissions of harmful substances into the air. 

The current environmental strate­gy of RZD, was recognised by the Ministry of Natural Resources and Ecology of the Russian Federation as the best project in the field of environmental protection. In this regard, railways are ahead of many other industries today. Additionally, RZD was awarded the All-Russian Prize “Evolution Awards – 2013” in the nomination «The best solution in the sphere of green technologies» for the support and promotion of environmentally sustainable production practices. 



Continuous Improvements



Transport networks are a source of risks. Consequently, the environmental activity of RZD is focused on reducing the technological impact of its activities on the environment. According to specialists at VNIIZhT, the company provides environmental impact expertise and uses a system of evaluation of the impact on the environment.

 To better assess whether this activity meets the requirements of environmental protection legislation, environmental audits are carried out by RZD. 

According to RZD's Department for Labour Protection, Industrial Safety, and Environmental Control, audit results show that corporate principles, matching the Russian legislation, have been created in the company. However, the processes for the economic integration of Russia into the international community introduce new requirements for the labour safety management system, industrial fire safety, and environmental activity. Therefore, Russian Railways strive to match international standards, especially at the ISO 14001 and OHSAS 18001.

In this case, we talk about the implementation of the methodologies of environmental management, incorporating the objective of environmental safety provision into the production management system in accordance with the ISO 14001 standard, and the popular PDCA methodology (Plan – Do – Check – Act) in accordance with OHSAS 18001 recommendations. In the words of Vladimir Belozerov, a member of the RF Public Chamber, RZD treats PDCA as a continuous process, i.e. with repeated cycles of reporting on the basis of which corrective actions are planned to eliminate the causes of deviations from environmental standards.

RZD, which is a member of the UIC, also adheres to the principles set out in the UIC's Declaration on Sustainable Mobility and Transport. And this declaration directly links the sustainable development of society and the economy with the efforts of railway administrations to reduce the burden on the environment and to efficiently use sources providing the transportation of goods and passengers (especially, energy efficiency programs). 

The main elements of the technological impact of rail transport on the environment are emissions formed during transportation and different types of emissions (including noise and vibration), as well as different types of waste created by infrastructure sub-divisions.



Three Directions of Environment Protection



Consequently, three major directions of work can be defined in the environmental strategy. 

The first is measures to reduce emissions. Despite the fact that railways are one of the most environmentally-friendly transport modes, emissions of hazardous substances from just locomotives amount to 1.2-1.3 million tons per annum (according to figures from VNIIZhT). To reduce them, diesel locomotives are gradually being replaced by electric ones and rolling stock using natural gas vehicle fuel instead of petrochemicals. Also, a technical upgrade is under way at RZD. When modernizing and purchasing new rolling stock, its environmental specifications are taken into account. 

Valentin Gapanovich, Senior Vice President for Innovation Development – Chief Engineer of RZD, noted that gas turbine electric locomotives and next-generation diesel locomotives have low levels of emissions of hazardous substances.  

According to the RAMS methodology, which requires an assessment of the safety of the life cycle of rolling stock, adding the environmental component to this process gives additional stimulus to the innovative development of the company. 

The second direction of work relates to the environmental component of infrastructure projects. For example, during the overhaul of tracks, RZD is gradually replacing old wooden sleepers which have harmful contaminants with environmentally-friendly concrete sleepers, and uses wooden sleepers impregnated with antiseptics of low hazard class in low-density railway sections.

Meanwhile, according to the environmental legis­lation, old sleepers are not to be stored for a long time or just burnt. They are to be recycled in a particular way. Processes adhering to the European Directive EC 2000/76, first appeared in 2012 at the Tayshet station of the East-Siberian Railway. An innovative system for disposing of old wooden sleepers appeared later and on the South-Eastern Railway. In general, RZD passes for recycling 5.5 million of such sleepers every year. 

The company has the equipment for processing hazardous oily waste. Capacities for recycling resistant organic matters are created: mobile units and two companies for the disposal of highly to­xic waste in Yaroslavl (the Northern Railway) and at the Tagul station (the East-Siberian Railway). The pilot project for the construction of such systems is being carried out in cooperation with the United Nations Industrial Development Organization (UNIDO). Foreign partners undertook a quarter of the costs, and the remainder is funded by RZD. The experience will be used by companies in other industries later.

Biologically active agents, sorbents and biodes­tructors are used for decontamination of the ground. The Research and Production Center for Environmental Protection – a subsidiary of RZD, developed a technology for the disposal of oily and biological waste, which was successfully implemented. 

The third direction of work in the environmental strategy of Russian Railways is closely associated with the implementation of resource-saving technologies. In particular, it envisages a gradual transfer of boilers for heating the infrastructure facilities of RZD to more environmentally-friendly types of fuel. Also, modern heating systems and new dust and gas catching systems are being put into operation. 

A decrease in water consumption is achieved by means of implementing networks of reverse water supply, improving measurement and monitoring of water consumption. There are other programs for resource saving as well. All of them prove that the company intends to implement green technologies. ®

By Alexander Solntsev



our reference

RZD’s Network for the Monitoring of the Environment

• 56 static environmental laboratories

• 81 static points for environmental control

• 66 mobile environmental laboratories


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It’s Hard to Be the First



The environmental doctrine of Russia was adopted in 2002. Participants of the 4th All-Russian Congress for Environmental Protection, however, noted the strategy for the environmental safety of Russia was non-existant. Consequently, the RF does not have any sophisticated legislation to regulate these issues. Sergey Donskoi, Minister of Natural Resources and Ecology of Russia, said that the environmental situation in Russia is characterized by a high level of human impact and that authorities and businessmen should join the efforts to reduce risks.

Therefore, the experience accumulated by Russian Railways is particularly valuable. Vladimir Yakunin, President of RZD, noted that labor protection, the provision of industrial and environmental safety are the priorities for the company. 

Back in 2008, RZD adopted the Environmental Strategy. From the very beginning it had a sophisticated character. After all, a number of investment projects (such as “Security of Environmental Safety”, “Implementation of Resource-Saving Technologies on Railways”) and the programs of subsidiary companies were combined during its creation. 

According to the Department for Labor Protection, Industrial Safety and Environmental Control of Russian Railways, the company's laboratories carry out 292,000 analyses of air, ground, and wastewater per year. Their results show that the company, one of the main transporters of goods and passengers in the Russian Federation, has a very low contribution to pollution of the environment: for example, less than 1% of emissions of harmful substances into the air. 

The current environmental strate­gy of RZD, was recognised by the Ministry of Natural Resources and Ecology of the Russian Federation as the best project in the field of environmental protection. In this regard, railways are ahead of many other industries today. Additionally, RZD was awarded the All-Russian Prize “Evolution Awards – 2013” in the nomination «The best solution in the sphere of green technologies» for the support and promotion of environmentally sustainable production practices. 



Continuous Improvements



Transport networks are a source of risks. Consequently, the environmental activity of RZD is focused on reducing the technological impact of its activities on the environment. According to specialists at VNIIZhT, the company provides environmental impact expertise and uses a system of evaluation of the impact on the environment.

 To better assess whether this activity meets the requirements of environmental protection legislation, environmental audits are carried out by RZD. 

According to RZD's Department for Labour Protection, Industrial Safety, and Environmental Control, audit results show that corporate principles, matching the Russian legislation, have been created in the company. However, the processes for the economic integration of Russia into the international community introduce new requirements for the labour safety management system, industrial fire safety, and environmental activity. Therefore, Russian Railways strive to match international standards, especially at the ISO 14001 and OHSAS 18001.

In this case, we talk about the implementation of the methodologies of environmental management, incorporating the objective of environmental safety provision into the production management system in accordance with the ISO 14001 standard, and the popular PDCA methodology (Plan – Do – Check – Act) in accordance with OHSAS 18001 recommendations. In the words of Vladimir Belozerov, a member of the RF Public Chamber, RZD treats PDCA as a continuous process, i.e. with repeated cycles of reporting on the basis of which corrective actions are planned to eliminate the causes of deviations from environmental standards.

RZD, which is a member of the UIC, also adheres to the principles set out in the UIC's Declaration on Sustainable Mobility and Transport. And this declaration directly links the sustainable development of society and the economy with the efforts of railway administrations to reduce the burden on the environment and to efficiently use sources providing the transportation of goods and passengers (especially, energy efficiency programs). 

The main elements of the technological impact of rail transport on the environment are emissions formed during transportation and different types of emissions (including noise and vibration), as well as different types of waste created by infrastructure sub-divisions.



Three Directions of Environment Protection



Consequently, three major directions of work can be defined in the environmental strategy. 

The first is measures to reduce emissions. Despite the fact that railways are one of the most environmentally-friendly transport modes, emissions of hazardous substances from just locomotives amount to 1.2-1.3 million tons per annum (according to figures from VNIIZhT). To reduce them, diesel locomotives are gradually being replaced by electric ones and rolling stock using natural gas vehicle fuel instead of petrochemicals. Also, a technical upgrade is under way at RZD. When modernizing and purchasing new rolling stock, its environmental specifications are taken into account. 

Valentin Gapanovich, Senior Vice President for Innovation Development – Chief Engineer of RZD, noted that gas turbine electric locomotives and next-generation diesel locomotives have low levels of emissions of hazardous substances.  

According to the RAMS methodology, which requires an assessment of the safety of the life cycle of rolling stock, adding the environmental component to this process gives additional stimulus to the innovative development of the company. 

The second direction of work relates to the environmental component of infrastructure projects. For example, during the overhaul of tracks, RZD is gradually replacing old wooden sleepers which have harmful contaminants with environmentally-friendly concrete sleepers, and uses wooden sleepers impregnated with antiseptics of low hazard class in low-density railway sections.

Meanwhile, according to the environmental legis­lation, old sleepers are not to be stored for a long time or just burnt. They are to be recycled in a particular way. Processes adhering to the European Directive EC 2000/76, first appeared in 2012 at the Tayshet station of the East-Siberian Railway. An innovative system for disposing of old wooden sleepers appeared later and on the South-Eastern Railway. In general, RZD passes for recycling 5.5 million of such sleepers every year. 

The company has the equipment for processing hazardous oily waste. Capacities for recycling resistant organic matters are created: mobile units and two companies for the disposal of highly to­xic waste in Yaroslavl (the Northern Railway) and at the Tagul station (the East-Siberian Railway). The pilot project for the construction of such systems is being carried out in cooperation with the United Nations Industrial Development Organization (UNIDO). Foreign partners undertook a quarter of the costs, and the remainder is funded by RZD. The experience will be used by companies in other industries later.

Biologically active agents, sorbents and biodes­tructors are used for decontamination of the ground. The Research and Production Center for Environmental Protection – a subsidiary of RZD, developed a technology for the disposal of oily and biological waste, which was successfully implemented. 

The third direction of work in the environmental strategy of Russian Railways is closely associated with the implementation of resource-saving technologies. In particular, it envisages a gradual transfer of boilers for heating the infrastructure facilities of RZD to more environmentally-friendly types of fuel. Also, modern heating systems and new dust and gas catching systems are being put into operation. 

A decrease in water consumption is achieved by means of implementing networks of reverse water supply, improving measurement and monitoring of water consumption. There are other programs for resource saving as well. All of them prove that the company intends to implement green technologies. ®

By Alexander Solntsev



our reference

RZD’s Network for the Monitoring of the Environment

• 56 static environmental laboratories

• 81 static points for environmental control

• 66 mobile environmental laboratories


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    [DETAIL_TEXT] => 
It’s Hard to Be the First



The environmental doctrine of Russia was adopted in 2002. Participants of the 4th All-Russian Congress for Environmental Protection, however, noted the strategy for the environmental safety of Russia was non-existant. Consequently, the RF does not have any sophisticated legislation to regulate these issues. Sergey Donskoi, Minister of Natural Resources and Ecology of Russia, said that the environmental situation in Russia is characterized by a high level of human impact and that authorities and businessmen should join the efforts to reduce risks.

Therefore, the experience accumulated by Russian Railways is particularly valuable. Vladimir Yakunin, President of RZD, noted that labor protection, the provision of industrial and environmental safety are the priorities for the company. 

Back in 2008, RZD adopted the Environmental Strategy. From the very beginning it had a sophisticated character. After all, a number of investment projects (such as “Security of Environmental Safety”, “Implementation of Resource-Saving Technologies on Railways”) and the programs of subsidiary companies were combined during its creation. 

According to the Department for Labor Protection, Industrial Safety and Environmental Control of Russian Railways, the company's laboratories carry out 292,000 analyses of air, ground, and wastewater per year. Their results show that the company, one of the main transporters of goods and passengers in the Russian Federation, has a very low contribution to pollution of the environment: for example, less than 1% of emissions of harmful substances into the air. 

The current environmental strate­gy of RZD, was recognised by the Ministry of Natural Resources and Ecology of the Russian Federation as the best project in the field of environmental protection. In this regard, railways are ahead of many other industries today. Additionally, RZD was awarded the All-Russian Prize “Evolution Awards – 2013” in the nomination «The best solution in the sphere of green technologies» for the support and promotion of environmentally sustainable production practices. 



Continuous Improvements



Transport networks are a source of risks. Consequently, the environmental activity of RZD is focused on reducing the technological impact of its activities on the environment. According to specialists at VNIIZhT, the company provides environmental impact expertise and uses a system of evaluation of the impact on the environment.

 To better assess whether this activity meets the requirements of environmental protection legislation, environmental audits are carried out by RZD. 

According to RZD's Department for Labour Protection, Industrial Safety, and Environmental Control, audit results show that corporate principles, matching the Russian legislation, have been created in the company. However, the processes for the economic integration of Russia into the international community introduce new requirements for the labour safety management system, industrial fire safety, and environmental activity. Therefore, Russian Railways strive to match international standards, especially at the ISO 14001 and OHSAS 18001.

In this case, we talk about the implementation of the methodologies of environmental management, incorporating the objective of environmental safety provision into the production management system in accordance with the ISO 14001 standard, and the popular PDCA methodology (Plan – Do – Check – Act) in accordance with OHSAS 18001 recommendations. In the words of Vladimir Belozerov, a member of the RF Public Chamber, RZD treats PDCA as a continuous process, i.e. with repeated cycles of reporting on the basis of which corrective actions are planned to eliminate the causes of deviations from environmental standards.

RZD, which is a member of the UIC, also adheres to the principles set out in the UIC's Declaration on Sustainable Mobility and Transport. And this declaration directly links the sustainable development of society and the economy with the efforts of railway administrations to reduce the burden on the environment and to efficiently use sources providing the transportation of goods and passengers (especially, energy efficiency programs). 

The main elements of the technological impact of rail transport on the environment are emissions formed during transportation and different types of emissions (including noise and vibration), as well as different types of waste created by infrastructure sub-divisions.



Three Directions of Environment Protection



Consequently, three major directions of work can be defined in the environmental strategy. 

The first is measures to reduce emissions. Despite the fact that railways are one of the most environmentally-friendly transport modes, emissions of hazardous substances from just locomotives amount to 1.2-1.3 million tons per annum (according to figures from VNIIZhT). To reduce them, diesel locomotives are gradually being replaced by electric ones and rolling stock using natural gas vehicle fuel instead of petrochemicals. Also, a technical upgrade is under way at RZD. When modernizing and purchasing new rolling stock, its environmental specifications are taken into account. 

Valentin Gapanovich, Senior Vice President for Innovation Development – Chief Engineer of RZD, noted that gas turbine electric locomotives and next-generation diesel locomotives have low levels of emissions of hazardous substances.  

According to the RAMS methodology, which requires an assessment of the safety of the life cycle of rolling stock, adding the environmental component to this process gives additional stimulus to the innovative development of the company. 

The second direction of work relates to the environmental component of infrastructure projects. For example, during the overhaul of tracks, RZD is gradually replacing old wooden sleepers which have harmful contaminants with environmentally-friendly concrete sleepers, and uses wooden sleepers impregnated with antiseptics of low hazard class in low-density railway sections.

Meanwhile, according to the environmental legis­lation, old sleepers are not to be stored for a long time or just burnt. They are to be recycled in a particular way. Processes adhering to the European Directive EC 2000/76, first appeared in 2012 at the Tayshet station of the East-Siberian Railway. An innovative system for disposing of old wooden sleepers appeared later and on the South-Eastern Railway. In general, RZD passes for recycling 5.5 million of such sleepers every year. 

The company has the equipment for processing hazardous oily waste. Capacities for recycling resistant organic matters are created: mobile units and two companies for the disposal of highly to­xic waste in Yaroslavl (the Northern Railway) and at the Tagul station (the East-Siberian Railway). The pilot project for the construction of such systems is being carried out in cooperation with the United Nations Industrial Development Organization (UNIDO). Foreign partners undertook a quarter of the costs, and the remainder is funded by RZD. The experience will be used by companies in other industries later.

Biologically active agents, sorbents and biodes­tructors are used for decontamination of the ground. The Research and Production Center for Environmental Protection – a subsidiary of RZD, developed a technology for the disposal of oily and biological waste, which was successfully implemented. 

The third direction of work in the environmental strategy of Russian Railways is closely associated with the implementation of resource-saving technologies. In particular, it envisages a gradual transfer of boilers for heating the infrastructure facilities of RZD to more environmentally-friendly types of fuel. Also, modern heating systems and new dust and gas catching systems are being put into operation. 

A decrease in water consumption is achieved by means of implementing networks of reverse water supply, improving measurement and monitoring of water consumption. There are other programs for resource saving as well. All of them prove that the company intends to implement green technologies. ®

By Alexander Solntsev



our reference

RZD’s Network for the Monitoring of the Environment

• 56 static environmental laboratories

• 81 static points for environmental control

• 66 mobile environmental laboratories


    [~DETAIL_TEXT] => 
It’s Hard to Be the First



The environmental doctrine of Russia was adopted in 2002. Participants of the 4th All-Russian Congress for Environmental Protection, however, noted the strategy for the environmental safety of Russia was non-existant. Consequently, the RF does not have any sophisticated legislation to regulate these issues. Sergey Donskoi, Minister of Natural Resources and Ecology of Russia, said that the environmental situation in Russia is characterized by a high level of human impact and that authorities and businessmen should join the efforts to reduce risks.

Therefore, the experience accumulated by Russian Railways is particularly valuable. Vladimir Yakunin, President of RZD, noted that labor protection, the provision of industrial and environmental safety are the priorities for the company. 

Back in 2008, RZD adopted the Environmental Strategy. From the very beginning it had a sophisticated character. After all, a number of investment projects (such as “Security of Environmental Safety”, “Implementation of Resource-Saving Technologies on Railways”) and the programs of subsidiary companies were combined during its creation. 

According to the Department for Labor Protection, Industrial Safety and Environmental Control of Russian Railways, the company's laboratories carry out 292,000 analyses of air, ground, and wastewater per year. Their results show that the company, one of the main transporters of goods and passengers in the Russian Federation, has a very low contribution to pollution of the environment: for example, less than 1% of emissions of harmful substances into the air. 

The current environmental strate­gy of RZD, was recognised by the Ministry of Natural Resources and Ecology of the Russian Federation as the best project in the field of environmental protection. In this regard, railways are ahead of many other industries today. Additionally, RZD was awarded the All-Russian Prize “Evolution Awards – 2013” in the nomination «The best solution in the sphere of green technologies» for the support and promotion of environmentally sustainable production practices. 



Continuous Improvements



Transport networks are a source of risks. Consequently, the environmental activity of RZD is focused on reducing the technological impact of its activities on the environment. According to specialists at VNIIZhT, the company provides environmental impact expertise and uses a system of evaluation of the impact on the environment.

 To better assess whether this activity meets the requirements of environmental protection legislation, environmental audits are carried out by RZD. 

According to RZD's Department for Labour Protection, Industrial Safety, and Environmental Control, audit results show that corporate principles, matching the Russian legislation, have been created in the company. However, the processes for the economic integration of Russia into the international community introduce new requirements for the labour safety management system, industrial fire safety, and environmental activity. Therefore, Russian Railways strive to match international standards, especially at the ISO 14001 and OHSAS 18001.

In this case, we talk about the implementation of the methodologies of environmental management, incorporating the objective of environmental safety provision into the production management system in accordance with the ISO 14001 standard, and the popular PDCA methodology (Plan – Do – Check – Act) in accordance with OHSAS 18001 recommendations. In the words of Vladimir Belozerov, a member of the RF Public Chamber, RZD treats PDCA as a continuous process, i.e. with repeated cycles of reporting on the basis of which corrective actions are planned to eliminate the causes of deviations from environmental standards.

RZD, which is a member of the UIC, also adheres to the principles set out in the UIC's Declaration on Sustainable Mobility and Transport. And this declaration directly links the sustainable development of society and the economy with the efforts of railway administrations to reduce the burden on the environment and to efficiently use sources providing the transportation of goods and passengers (especially, energy efficiency programs). 

The main elements of the technological impact of rail transport on the environment are emissions formed during transportation and different types of emissions (including noise and vibration), as well as different types of waste created by infrastructure sub-divisions.



Three Directions of Environment Protection



Consequently, three major directions of work can be defined in the environmental strategy. 

The first is measures to reduce emissions. Despite the fact that railways are one of the most environmentally-friendly transport modes, emissions of hazardous substances from just locomotives amount to 1.2-1.3 million tons per annum (according to figures from VNIIZhT). To reduce them, diesel locomotives are gradually being replaced by electric ones and rolling stock using natural gas vehicle fuel instead of petrochemicals. Also, a technical upgrade is under way at RZD. When modernizing and purchasing new rolling stock, its environmental specifications are taken into account. 

Valentin Gapanovich, Senior Vice President for Innovation Development – Chief Engineer of RZD, noted that gas turbine electric locomotives and next-generation diesel locomotives have low levels of emissions of hazardous substances.  

According to the RAMS methodology, which requires an assessment of the safety of the life cycle of rolling stock, adding the environmental component to this process gives additional stimulus to the innovative development of the company. 

The second direction of work relates to the environmental component of infrastructure projects. For example, during the overhaul of tracks, RZD is gradually replacing old wooden sleepers which have harmful contaminants with environmentally-friendly concrete sleepers, and uses wooden sleepers impregnated with antiseptics of low hazard class in low-density railway sections.

Meanwhile, according to the environmental legis­lation, old sleepers are not to be stored for a long time or just burnt. They are to be recycled in a particular way. Processes adhering to the European Directive EC 2000/76, first appeared in 2012 at the Tayshet station of the East-Siberian Railway. An innovative system for disposing of old wooden sleepers appeared later and on the South-Eastern Railway. In general, RZD passes for recycling 5.5 million of such sleepers every year. 

The company has the equipment for processing hazardous oily waste. Capacities for recycling resistant organic matters are created: mobile units and two companies for the disposal of highly to­xic waste in Yaroslavl (the Northern Railway) and at the Tagul station (the East-Siberian Railway). The pilot project for the construction of such systems is being carried out in cooperation with the United Nations Industrial Development Organization (UNIDO). Foreign partners undertook a quarter of the costs, and the remainder is funded by RZD. The experience will be used by companies in other industries later.

Biologically active agents, sorbents and biodes­tructors are used for decontamination of the ground. The Research and Production Center for Environmental Protection – a subsidiary of RZD, developed a technology for the disposal of oily and biological waste, which was successfully implemented. 

The third direction of work in the environmental strategy of Russian Railways is closely associated with the implementation of resource-saving technologies. In particular, it envisages a gradual transfer of boilers for heating the infrastructure facilities of RZD to more environmentally-friendly types of fuel. Also, modern heating systems and new dust and gas catching systems are being put into operation. 

A decrease in water consumption is achieved by means of implementing networks of reverse water supply, improving measurement and monitoring of water consumption. There are other programs for resource saving as well. All of them prove that the company intends to implement green technologies. ®

By Alexander Solntsev



our reference

RZD’s Network for the Monitoring of the Environment

• 56 static environmental laboratories

• 81 static points for environmental control

• 66 mobile environmental laboratories


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    [DETAIL_TEXT] => 
Increased Strength



– Mr Ladychenko, why was it important to develop new steel for rail wheels?



– First of all we needed to increase the resource and maintenance efficiency of wheels on passenger rolling stock, as well as reduce maintenance costs. This can be achieved through the introduction of resource-saving technologies and new items of rolling stock with high operational resilience. The main reason for the repair of the wheel is surface defects and dents. They are caused by the initial damage of the thermo–mechanical or of the contact type, but the dents usually appear at the contact–fatigue mechanism.



– Can the “L” type steel grade of solve the problem?



– The process of formation of defects on the wheel roll surface is inevitable, because the result of the contact pressure of repetitive loads is the accumulation of fatigue damage (cracks) in the surface layers of the wheel rims. The question is when will there be such an accumulation of this damage as to make them unusable and what run of a coach without repair will be provided by the properties of steel.

The idea of the development of the new steel is to increase strength, ductility and toughness, improve the durability of the wheels to roll surface faults and therefore increase turnaround mileage. Steel grade of “L” type has lower carbon content than traditional brands, used in the manufacture of wheels for passenger cars, and includes more manganese, silicon, vanadium, and niobium. This, together with increased viscosity, makes wheels stronger.



Proven Effective



– When did VMZ initiate the development of a new generation of wheels?



– The technology for the wheels of steel grade of “L” type were developed together with the Railway Research Institute (VNIIZhT JSC) in 2005. Tests on the South Ural Railway were conducted over 2 years. As a result, it was found that the wheels of steel grade of “L” type had high durability and resistance to cracks. The level of deterioration of the new wheels is 48% below the level of deterioration of wheels of steel grade of “2” type, which is currently used in passenger cars. 

In accordance with the opinion of VNIIZhT, steel grade of “L” type was recommended for mass production. However, the tests were not sufficient for justifying the value of  new wheels. Moreover, at that time there was no technical documentation, regulating the calculation of the cost of the wheels, taking into account their economic efficiency.



– What steps have been taken to assess the economic performance of the new wheels?



– In March 2011, OMK and the Department for Technical Policy at the Federal Passenger Company (FPC JSC) decided to develop appropriate regulatory and technical documentation and carry out comparative tests to establish the technical and economic indicators for economic feasibility and efficiency testing of steel grade of “L” type. According to the agreements reached, FPC has assumed the costs of wheel pairs and organisation of the pilot route. OMK was responsible for – research support. To accomplish the task in November 2011, our company opened a business project. Then an interagency group was formed, which included representatives of leading industrial institutes – VNIIZHT, Moscow State University of Railway Engineering (MIIT) and the Russian Institute of research, design and technology (VNIKTI).



– When did the tests start? How were they going?



– In May 2012, the wheel workshop of the passenger depot created the pilot batch of wheelsets with wheels of steel grades of “L” and “2” types. A month later, the wheels were put into operation under the cars of the “Russia” train (Moscow–Vladivostok). According to the methodology developed by VNIIZhT, measurement of the wheel roll surface was carried out each time the train arrived in Moscow, every 2 weeks. More than 27 full-scale instrumental measurements were carried out during the test. To improve the accuracy of measurements a standalone laser scanner named Calipri was used. It allowed observers to obtain precise results and create electronic records of measurements. Experts conducted examinations and took photographs of the faults on the roll surface. In July 2013, when the mileage of cars was 500,000 km, the test was ended. Based on the results of comparative tests VNIIZhT made their final conclusions. A feasibility and efficiency study of the wheels of steel grade of “L” type was also prepared.



Comparison in Favor of Steel Grade of “L” Type



– What are the technical results of the comparative tests?



– According to the study, the average wear and tear of the wheel roll surface of steel grade of “L” type is 1.2 times lower than of the wheels of steel grade of “2” type. In addition, the wheels with the new steel grade have the advantage in distance travelled before fatigue cracks occur. For modern wheels the figure was 1.44 million km, while wheels of steel grade of the “2” type – only 1.04 million km. The results of the experiment with the new wheels show the advantages of their use.



– Are the new types of wheels saving money?



– In accordance with the methodology developed by the VNIKTI, the efficiency of the wheels of steel grade of “L” type was estimated by their life cycle cost, the net discounted revenue, useful effect and the level of the maximum allowable prices. According to the VNIKTI, new wheels provide a cost reduction of the life cycle at 24% for one wheel.



– What are the solutions adopted by the consumer?



– According to the results of the testing and the feasibility and efficiency studies of the new generation of wheels, during the meeting of the scientific and technical Council of FPK in March 2014, it was decided to recommend the application of solid–rolled wheels of steel grade of “L” type under the passenger cars. Implementation of the new wheels was included in the action plan of the strategic development of FPC.



 – Is the project finished?



– This is just the beginning. OMK specialists will monitor the technical condition of wheels throughout the life cycle up to their exclusion from the operation. This will provide valuable information needed to improve consumer properties of wheel carriages.

Interviewed by Elena Nikolaeva
    [~DETAIL_TEXT] => 
Increased Strength



– Mr Ladychenko, why was it important to develop new steel for rail wheels?



– First of all we needed to increase the resource and maintenance efficiency of wheels on passenger rolling stock, as well as reduce maintenance costs. This can be achieved through the introduction of resource-saving technologies and new items of rolling stock with high operational resilience. The main reason for the repair of the wheel is surface defects and dents. They are caused by the initial damage of the thermo–mechanical or of the contact type, but the dents usually appear at the contact–fatigue mechanism.



– Can the “L” type steel grade of solve the problem?



– The process of formation of defects on the wheel roll surface is inevitable, because the result of the contact pressure of repetitive loads is the accumulation of fatigue damage (cracks) in the surface layers of the wheel rims. The question is when will there be such an accumulation of this damage as to make them unusable and what run of a coach without repair will be provided by the properties of steel.

The idea of the development of the new steel is to increase strength, ductility and toughness, improve the durability of the wheels to roll surface faults and therefore increase turnaround mileage. Steel grade of “L” type has lower carbon content than traditional brands, used in the manufacture of wheels for passenger cars, and includes more manganese, silicon, vanadium, and niobium. This, together with increased viscosity, makes wheels stronger.



Proven Effective



– When did VMZ initiate the development of a new generation of wheels?



– The technology for the wheels of steel grade of “L” type were developed together with the Railway Research Institute (VNIIZhT JSC) in 2005. Tests on the South Ural Railway were conducted over 2 years. As a result, it was found that the wheels of steel grade of “L” type had high durability and resistance to cracks. The level of deterioration of the new wheels is 48% below the level of deterioration of wheels of steel grade of “2” type, which is currently used in passenger cars. 

In accordance with the opinion of VNIIZhT, steel grade of “L” type was recommended for mass production. However, the tests were not sufficient for justifying the value of  new wheels. Moreover, at that time there was no technical documentation, regulating the calculation of the cost of the wheels, taking into account their economic efficiency.



– What steps have been taken to assess the economic performance of the new wheels?



– In March 2011, OMK and the Department for Technical Policy at the Federal Passenger Company (FPC JSC) decided to develop appropriate regulatory and technical documentation and carry out comparative tests to establish the technical and economic indicators for economic feasibility and efficiency testing of steel grade of “L” type. According to the agreements reached, FPC has assumed the costs of wheel pairs and organisation of the pilot route. OMK was responsible for – research support. To accomplish the task in November 2011, our company opened a business project. Then an interagency group was formed, which included representatives of leading industrial institutes – VNIIZHT, Moscow State University of Railway Engineering (MIIT) and the Russian Institute of research, design and technology (VNIKTI).



– When did the tests start? How were they going?



– In May 2012, the wheel workshop of the passenger depot created the pilot batch of wheelsets with wheels of steel grades of “L” and “2” types. A month later, the wheels were put into operation under the cars of the “Russia” train (Moscow–Vladivostok). According to the methodology developed by VNIIZhT, measurement of the wheel roll surface was carried out each time the train arrived in Moscow, every 2 weeks. More than 27 full-scale instrumental measurements were carried out during the test. To improve the accuracy of measurements a standalone laser scanner named Calipri was used. It allowed observers to obtain precise results and create electronic records of measurements. Experts conducted examinations and took photographs of the faults on the roll surface. In July 2013, when the mileage of cars was 500,000 km, the test was ended. Based on the results of comparative tests VNIIZhT made their final conclusions. A feasibility and efficiency study of the wheels of steel grade of “L” type was also prepared.



Comparison in Favor of Steel Grade of “L” Type



– What are the technical results of the comparative tests?



– According to the study, the average wear and tear of the wheel roll surface of steel grade of “L” type is 1.2 times lower than of the wheels of steel grade of “2” type. In addition, the wheels with the new steel grade have the advantage in distance travelled before fatigue cracks occur. For modern wheels the figure was 1.44 million km, while wheels of steel grade of the “2” type – only 1.04 million km. The results of the experiment with the new wheels show the advantages of their use.



– Are the new types of wheels saving money?



– In accordance with the methodology developed by the VNIKTI, the efficiency of the wheels of steel grade of “L” type was estimated by their life cycle cost, the net discounted revenue, useful effect and the level of the maximum allowable prices. According to the VNIKTI, new wheels provide a cost reduction of the life cycle at 24% for one wheel.



– What are the solutions adopted by the consumer?



– According to the results of the testing and the feasibility and efficiency studies of the new generation of wheels, during the meeting of the scientific and technical Council of FPK in March 2014, it was decided to recommend the application of solid–rolled wheels of steel grade of “L” type under the passenger cars. Implementation of the new wheels was included in the action plan of the strategic development of FPC.



 – Is the project finished?



– This is just the beginning. OMK specialists will monitor the technical condition of wheels throughout the life cycle up to their exclusion from the operation. This will provide valuable information needed to improve consumer properties of wheel carriages.

Interviewed by Elena Nikolaeva
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Last year Vyksa Steel Works (VMZ, a part of the United Metallurgical Company, OMK) got second place for manufacturing of wheel of steel grade of “L” type for passenger cars in the competition organized by Russian Railways JSC 

for the best quality rolling stock and complex technical systems. 

The head of the Department for the Development of Railway Products of VMZ Alexander Ladychenko told our magazine about the production of a new generation of wheels for passenger cars.
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Last year Vyksa Steel Works (VMZ, a part of the United Metallurgical Company, OMK) got second place for manufacturing of wheel of steel grade of “L” type for passenger cars in the competition organized by Russian Railways JSC 

for the best quality rolling stock and complex technical systems. 

The head of the Department for the Development of Railway Products of VMZ Alexander Ladychenko told our magazine about the production of a new generation of wheels for passenger cars.
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            [SECTION_META_DESCRIPTION] => <p>Last year Vyksa Steel Works (VMZ, a part of the United Metallurgical Company, OMK) got second place for manufacturing of wheel of steel grade of “L” type for passenger cars in the competition organized by Russian Railways JSC <br />
for the best quality rolling stock and complex technical systems. <br />
The head of the Department for the Development of Railway Products of VMZ Alexander Ladychenko told our magazine about the production of a new generation of wheels for passenger cars.</p>
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for the best quality rolling stock and complex technical systems. <br />
The head of the Department for the Development of Railway Products of VMZ Alexander Ladychenko told our magazine about the production of a new generation of wheels for passenger cars.</p>
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    [DETAIL_TEXT] => 
Increased Strength



– Mr Ladychenko, why was it important to develop new steel for rail wheels?



– First of all we needed to increase the resource and maintenance efficiency of wheels on passenger rolling stock, as well as reduce maintenance costs. This can be achieved through the introduction of resource-saving technologies and new items of rolling stock with high operational resilience. The main reason for the repair of the wheel is surface defects and dents. They are caused by the initial damage of the thermo–mechanical or of the contact type, but the dents usually appear at the contact–fatigue mechanism.



– Can the “L” type steel grade of solve the problem?



– The process of formation of defects on the wheel roll surface is inevitable, because the result of the contact pressure of repetitive loads is the accumulation of fatigue damage (cracks) in the surface layers of the wheel rims. The question is when will there be such an accumulation of this damage as to make them unusable and what run of a coach without repair will be provided by the properties of steel.

The idea of the development of the new steel is to increase strength, ductility and toughness, improve the durability of the wheels to roll surface faults and therefore increase turnaround mileage. Steel grade of “L” type has lower carbon content than traditional brands, used in the manufacture of wheels for passenger cars, and includes more manganese, silicon, vanadium, and niobium. This, together with increased viscosity, makes wheels stronger.



Proven Effective



– When did VMZ initiate the development of a new generation of wheels?



– The technology for the wheels of steel grade of “L” type were developed together with the Railway Research Institute (VNIIZhT JSC) in 2005. Tests on the South Ural Railway were conducted over 2 years. As a result, it was found that the wheels of steel grade of “L” type had high durability and resistance to cracks. The level of deterioration of the new wheels is 48% below the level of deterioration of wheels of steel grade of “2” type, which is currently used in passenger cars. 

In accordance with the opinion of VNIIZhT, steel grade of “L” type was recommended for mass production. However, the tests were not sufficient for justifying the value of  new wheels. Moreover, at that time there was no technical documentation, regulating the calculation of the cost of the wheels, taking into account their economic efficiency.



– What steps have been taken to assess the economic performance of the new wheels?



– In March 2011, OMK and the Department for Technical Policy at the Federal Passenger Company (FPC JSC) decided to develop appropriate regulatory and technical documentation and carry out comparative tests to establish the technical and economic indicators for economic feasibility and efficiency testing of steel grade of “L” type. According to the agreements reached, FPC has assumed the costs of wheel pairs and organisation of the pilot route. OMK was responsible for – research support. To accomplish the task in November 2011, our company opened a business project. Then an interagency group was formed, which included representatives of leading industrial institutes – VNIIZHT, Moscow State University of Railway Engineering (MIIT) and the Russian Institute of research, design and technology (VNIKTI).



– When did the tests start? How were they going?



– In May 2012, the wheel workshop of the passenger depot created the pilot batch of wheelsets with wheels of steel grades of “L” and “2” types. A month later, the wheels were put into operation under the cars of the “Russia” train (Moscow–Vladivostok). According to the methodology developed by VNIIZhT, measurement of the wheel roll surface was carried out each time the train arrived in Moscow, every 2 weeks. More than 27 full-scale instrumental measurements were carried out during the test. To improve the accuracy of measurements a standalone laser scanner named Calipri was used. It allowed observers to obtain precise results and create electronic records of measurements. Experts conducted examinations and took photographs of the faults on the roll surface. In July 2013, when the mileage of cars was 500,000 km, the test was ended. Based on the results of comparative tests VNIIZhT made their final conclusions. A feasibility and efficiency study of the wheels of steel grade of “L” type was also prepared.



Comparison in Favor of Steel Grade of “L” Type



– What are the technical results of the comparative tests?



– According to the study, the average wear and tear of the wheel roll surface of steel grade of “L” type is 1.2 times lower than of the wheels of steel grade of “2” type. In addition, the wheels with the new steel grade have the advantage in distance travelled before fatigue cracks occur. For modern wheels the figure was 1.44 million km, while wheels of steel grade of the “2” type – only 1.04 million km. The results of the experiment with the new wheels show the advantages of their use.



– Are the new types of wheels saving money?



– In accordance with the methodology developed by the VNIKTI, the efficiency of the wheels of steel grade of “L” type was estimated by their life cycle cost, the net discounted revenue, useful effect and the level of the maximum allowable prices. According to the VNIKTI, new wheels provide a cost reduction of the life cycle at 24% for one wheel.



– What are the solutions adopted by the consumer?



– According to the results of the testing and the feasibility and efficiency studies of the new generation of wheels, during the meeting of the scientific and technical Council of FPK in March 2014, it was decided to recommend the application of solid–rolled wheels of steel grade of “L” type under the passenger cars. Implementation of the new wheels was included in the action plan of the strategic development of FPC.



 – Is the project finished?



– This is just the beginning. OMK specialists will monitor the technical condition of wheels throughout the life cycle up to their exclusion from the operation. This will provide valuable information needed to improve consumer properties of wheel carriages.

Interviewed by Elena Nikolaeva
    [~DETAIL_TEXT] => 
Increased Strength



– Mr Ladychenko, why was it important to develop new steel for rail wheels?



– First of all we needed to increase the resource and maintenance efficiency of wheels on passenger rolling stock, as well as reduce maintenance costs. This can be achieved through the introduction of resource-saving technologies and new items of rolling stock with high operational resilience. The main reason for the repair of the wheel is surface defects and dents. They are caused by the initial damage of the thermo–mechanical or of the contact type, but the dents usually appear at the contact–fatigue mechanism.



– Can the “L” type steel grade of solve the problem?



– The process of formation of defects on the wheel roll surface is inevitable, because the result of the contact pressure of repetitive loads is the accumulation of fatigue damage (cracks) in the surface layers of the wheel rims. The question is when will there be such an accumulation of this damage as to make them unusable and what run of a coach without repair will be provided by the properties of steel.

The idea of the development of the new steel is to increase strength, ductility and toughness, improve the durability of the wheels to roll surface faults and therefore increase turnaround mileage. Steel grade of “L” type has lower carbon content than traditional brands, used in the manufacture of wheels for passenger cars, and includes more manganese, silicon, vanadium, and niobium. This, together with increased viscosity, makes wheels stronger.



Proven Effective



– When did VMZ initiate the development of a new generation of wheels?



– The technology for the wheels of steel grade of “L” type were developed together with the Railway Research Institute (VNIIZhT JSC) in 2005. Tests on the South Ural Railway were conducted over 2 years. As a result, it was found that the wheels of steel grade of “L” type had high durability and resistance to cracks. The level of deterioration of the new wheels is 48% below the level of deterioration of wheels of steel grade of “2” type, which is currently used in passenger cars. 

In accordance with the opinion of VNIIZhT, steel grade of “L” type was recommended for mass production. However, the tests were not sufficient for justifying the value of  new wheels. Moreover, at that time there was no technical documentation, regulating the calculation of the cost of the wheels, taking into account their economic efficiency.



– What steps have been taken to assess the economic performance of the new wheels?



– In March 2011, OMK and the Department for Technical Policy at the Federal Passenger Company (FPC JSC) decided to develop appropriate regulatory and technical documentation and carry out comparative tests to establish the technical and economic indicators for economic feasibility and efficiency testing of steel grade of “L” type. According to the agreements reached, FPC has assumed the costs of wheel pairs and organisation of the pilot route. OMK was responsible for – research support. To accomplish the task in November 2011, our company opened a business project. Then an interagency group was formed, which included representatives of leading industrial institutes – VNIIZHT, Moscow State University of Railway Engineering (MIIT) and the Russian Institute of research, design and technology (VNIKTI).



– When did the tests start? How were they going?



– In May 2012, the wheel workshop of the passenger depot created the pilot batch of wheelsets with wheels of steel grades of “L” and “2” types. A month later, the wheels were put into operation under the cars of the “Russia” train (Moscow–Vladivostok). According to the methodology developed by VNIIZhT, measurement of the wheel roll surface was carried out each time the train arrived in Moscow, every 2 weeks. More than 27 full-scale instrumental measurements were carried out during the test. To improve the accuracy of measurements a standalone laser scanner named Calipri was used. It allowed observers to obtain precise results and create electronic records of measurements. Experts conducted examinations and took photographs of the faults on the roll surface. In July 2013, when the mileage of cars was 500,000 km, the test was ended. Based on the results of comparative tests VNIIZhT made their final conclusions. A feasibility and efficiency study of the wheels of steel grade of “L” type was also prepared.



Comparison in Favor of Steel Grade of “L” Type



– What are the technical results of the comparative tests?



– According to the study, the average wear and tear of the wheel roll surface of steel grade of “L” type is 1.2 times lower than of the wheels of steel grade of “2” type. In addition, the wheels with the new steel grade have the advantage in distance travelled before fatigue cracks occur. For modern wheels the figure was 1.44 million km, while wheels of steel grade of the “2” type – only 1.04 million km. The results of the experiment with the new wheels show the advantages of their use.



– Are the new types of wheels saving money?



– In accordance with the methodology developed by the VNIKTI, the efficiency of the wheels of steel grade of “L” type was estimated by their life cycle cost, the net discounted revenue, useful effect and the level of the maximum allowable prices. According to the VNIKTI, new wheels provide a cost reduction of the life cycle at 24% for one wheel.



– What are the solutions adopted by the consumer?



– According to the results of the testing and the feasibility and efficiency studies of the new generation of wheels, during the meeting of the scientific and technical Council of FPK in March 2014, it was decided to recommend the application of solid–rolled wheels of steel grade of “L” type under the passenger cars. Implementation of the new wheels was included in the action plan of the strategic development of FPC.



 – Is the project finished?



– This is just the beginning. OMK specialists will monitor the technical condition of wheels throughout the life cycle up to their exclusion from the operation. This will provide valuable information needed to improve consumer properties of wheel carriages.

Interviewed by Elena Nikolaeva
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The head of the Department for the Development of Railway Products of VMZ Alexander Ladychenko told our magazine about the production of a new generation of wheels for passenger cars.
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Last year Vyksa Steel Works (VMZ, a part of the United Metallurgical Company, OMK) got second place for manufacturing of wheel of steel grade of “L” type for passenger cars in the competition organized by Russian Railways JSC 

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The head of the Department for the Development of Railway Products of VMZ Alexander Ladychenko told our magazine about the production of a new generation of wheels for passenger cars.
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Writing Off As a Way Out



The rise in the number of railcars made increased safety on the railways a priority. Measures to improve production and operation of railway rolling stock were developed at the end of April 2013. Its main statements envisaged a practically total ban on expanding the service life of old railcars and a permit to prolong their service life for just a year. As a result, the amount of written off rolling stock increased, and a part of the railway fleet had to idle. Amid the transport market stagnation and a surplus of railcars, a decline in the private rolling stock operators’ demand did not cause a severe cut in purchase, because leasing companies and rolling stock operators affiliated with wagon building companies (first of all, UVZ-Logistic and United Wagon Company) were actively buying wagons.  

As of April 1, 2014, the average age of the wagon fleet in Russia was 15 years old. The figure was 11.7 and 15.9 years for gondola cars and tank wagons respectively, while their standard service life is 22 and 32 years (for oil tank wagons) respectively. Meanwhile, the fleet renewal process slowed down: the purchase volume was 72,000 units in 2013, 13% less than in 2012. The highest increase in demand was in the sector of gondola cars, which accounted for 67% of the total fleet bought in 2009-2013, however the boom in 2010-2012 caused a surplus and decline in demand (by 45% in 2013).

The number of written off hoppers (for cement, grain, mine­ral fertilizers, and pellets) decreased in 2012 because of a higher need for specialized railcars, and the share of hoppers in the total number of written off wagons was just 8%.

In 2013, the number of written off railcars grew by 16.1% year-on-year to 27,400 units, most of which were gondola cars, tank wagons, container flat wagons,  refrigerated vans, and other very specialized railcars. The number of gondola cars amortized in 2013 doubled in comparison with 2013, because amid a surplus of railcars, rolling stock operators began amortizing the fleet, which they had postponed before.



Everybody Has Problems 



Nowadays, the main problem in the Russian wagon building sector is the slump in demand for rolling stock amid a decrease in revenues for railcar operating businesses leading to lower rent rates. In fact, rolling stock operators lose the opportunity to finance leasing payments by means of wagon operation or renting them out even in the case of a 10-year leasing contract. Operators, who have a high level of debt burden and no big long-term contracts with cargo owners, suffer most of all. For some of them, leaseback is the only opportunity to attract finance amid loan and leasing payments exceeding revenue.

In January-April 2014, most operators received not more than RUB 500-600 (and on some routes RUB 350-400) as the average daily receipts from a gondola car. Moreover, mass production of next-generation gondola cars and hopper cars made by Tikhvin Freight Car Building Plant (TVSZ) and other producers assembling wagons under license and benefitting because of a tariff discount on the empty run, contributed to increasing the surplus in the sector of gondola cars and keeping the trend of low rental rates in 2014.

Rates on the rent of oil tank wagons reached rock bottom this year, and they will hardly grow in the next two years because of the surplus of rolling stock and a decrease in the loading volume on the railway network. Profitability from wagon operation is also decreasing. According to some operators, the average daily receipts from a tank wagon were no more than RUB 900 excluding VAT and tended to decrease. Hypothetically, Uralvagonzavod and United Wagon Company (TVSZ) will remain leaders in the Russian wagon building sector in 2014, and next year United Wagon Company may leave UVZ behind according to the rolling stock production volume (taking into account assembly at other entities licensed by TVSZ). Meanwhile, the condition of the wagon building sector will depend on the legislation about wagon service life expansion being adopted and on how fast the decision is taken about expanding the list of models of next-generation rolling stock, to which a tariff discount on an empty run will be given to (today, the discount is applied only to railcars on Barber bogies, the right for which belongs in Russia to United Wagon Company only).

By Mikhail Burmistrov,

Director General, INFOLine-Analytics
    [~DETAIL_TEXT] => 
Writing Off As a Way Out



The rise in the number of railcars made increased safety on the railways a priority. Measures to improve production and operation of railway rolling stock were developed at the end of April 2013. Its main statements envisaged a practically total ban on expanding the service life of old railcars and a permit to prolong their service life for just a year. As a result, the amount of written off rolling stock increased, and a part of the railway fleet had to idle. Amid the transport market stagnation and a surplus of railcars, a decline in the private rolling stock operators’ demand did not cause a severe cut in purchase, because leasing companies and rolling stock operators affiliated with wagon building companies (first of all, UVZ-Logistic and United Wagon Company) were actively buying wagons.  

As of April 1, 2014, the average age of the wagon fleet in Russia was 15 years old. The figure was 11.7 and 15.9 years for gondola cars and tank wagons respectively, while their standard service life is 22 and 32 years (for oil tank wagons) respectively. Meanwhile, the fleet renewal process slowed down: the purchase volume was 72,000 units in 2013, 13% less than in 2012. The highest increase in demand was in the sector of gondola cars, which accounted for 67% of the total fleet bought in 2009-2013, however the boom in 2010-2012 caused a surplus and decline in demand (by 45% in 2013).

The number of written off hoppers (for cement, grain, mine­ral fertilizers, and pellets) decreased in 2012 because of a higher need for specialized railcars, and the share of hoppers in the total number of written off wagons was just 8%.

In 2013, the number of written off railcars grew by 16.1% year-on-year to 27,400 units, most of which were gondola cars, tank wagons, container flat wagons,  refrigerated vans, and other very specialized railcars. The number of gondola cars amortized in 2013 doubled in comparison with 2013, because amid a surplus of railcars, rolling stock operators began amortizing the fleet, which they had postponed before.



Everybody Has Problems 



Nowadays, the main problem in the Russian wagon building sector is the slump in demand for rolling stock amid a decrease in revenues for railcar operating businesses leading to lower rent rates. In fact, rolling stock operators lose the opportunity to finance leasing payments by means of wagon operation or renting them out even in the case of a 10-year leasing contract. Operators, who have a high level of debt burden and no big long-term contracts with cargo owners, suffer most of all. For some of them, leaseback is the only opportunity to attract finance amid loan and leasing payments exceeding revenue.

In January-April 2014, most operators received not more than RUB 500-600 (and on some routes RUB 350-400) as the average daily receipts from a gondola car. Moreover, mass production of next-generation gondola cars and hopper cars made by Tikhvin Freight Car Building Plant (TVSZ) and other producers assembling wagons under license and benefitting because of a tariff discount on the empty run, contributed to increasing the surplus in the sector of gondola cars and keeping the trend of low rental rates in 2014.

Rates on the rent of oil tank wagons reached rock bottom this year, and they will hardly grow in the next two years because of the surplus of rolling stock and a decrease in the loading volume on the railway network. Profitability from wagon operation is also decreasing. According to some operators, the average daily receipts from a tank wagon were no more than RUB 900 excluding VAT and tended to decrease. Hypothetically, Uralvagonzavod and United Wagon Company (TVSZ) will remain leaders in the Russian wagon building sector in 2014, and next year United Wagon Company may leave UVZ behind according to the rolling stock production volume (taking into account assembly at other entities licensed by TVSZ). Meanwhile, the condition of the wagon building sector will depend on the legislation about wagon service life expansion being adopted and on how fast the decision is taken about expanding the list of models of next-generation rolling stock, to which a tariff discount on an empty run will be given to (today, the discount is applied only to railcars on Barber bogies, the right for which belongs in Russia to United Wagon Company only).

By Mikhail Burmistrov,

Director General, INFOLine-Analytics
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Since 2000, the fleet of railway rolling stock in Russia has been continuously increasing – mainly through purchases made by private companies. 

With the sale of 75% minus 2 shares in Freight One to Independent Transport Company in 2011, the transfer to the model, in which a major part of the wagon fleet in the country is under private control, was completed. 

The number of railcars in Russia exceeded 1.2 million in 2013 for the first time. This figure matches the limit of the infrastructure capacity.
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The number of railcars in Russia exceeded 1.2 million in 2013 for the first time. This figure matches the limit of the infrastructure capacity.
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Writing Off As a Way Out



The rise in the number of railcars made increased safety on the railways a priority. Measures to improve production and operation of railway rolling stock were developed at the end of April 2013. Its main statements envisaged a practically total ban on expanding the service life of old railcars and a permit to prolong their service life for just a year. As a result, the amount of written off rolling stock increased, and a part of the railway fleet had to idle. Amid the transport market stagnation and a surplus of railcars, a decline in the private rolling stock operators’ demand did not cause a severe cut in purchase, because leasing companies and rolling stock operators affiliated with wagon building companies (first of all, UVZ-Logistic and United Wagon Company) were actively buying wagons.  

As of April 1, 2014, the average age of the wagon fleet in Russia was 15 years old. The figure was 11.7 and 15.9 years for gondola cars and tank wagons respectively, while their standard service life is 22 and 32 years (for oil tank wagons) respectively. Meanwhile, the fleet renewal process slowed down: the purchase volume was 72,000 units in 2013, 13% less than in 2012. The highest increase in demand was in the sector of gondola cars, which accounted for 67% of the total fleet bought in 2009-2013, however the boom in 2010-2012 caused a surplus and decline in demand (by 45% in 2013).

The number of written off hoppers (for cement, grain, mine­ral fertilizers, and pellets) decreased in 2012 because of a higher need for specialized railcars, and the share of hoppers in the total number of written off wagons was just 8%.

In 2013, the number of written off railcars grew by 16.1% year-on-year to 27,400 units, most of which were gondola cars, tank wagons, container flat wagons,  refrigerated vans, and other very specialized railcars. The number of gondola cars amortized in 2013 doubled in comparison with 2013, because amid a surplus of railcars, rolling stock operators began amortizing the fleet, which they had postponed before.



Everybody Has Problems 



Nowadays, the main problem in the Russian wagon building sector is the slump in demand for rolling stock amid a decrease in revenues for railcar operating businesses leading to lower rent rates. In fact, rolling stock operators lose the opportunity to finance leasing payments by means of wagon operation or renting them out even in the case of a 10-year leasing contract. Operators, who have a high level of debt burden and no big long-term contracts with cargo owners, suffer most of all. For some of them, leaseback is the only opportunity to attract finance amid loan and leasing payments exceeding revenue.

In January-April 2014, most operators received not more than RUB 500-600 (and on some routes RUB 350-400) as the average daily receipts from a gondola car. Moreover, mass production of next-generation gondola cars and hopper cars made by Tikhvin Freight Car Building Plant (TVSZ) and other producers assembling wagons under license and benefitting because of a tariff discount on the empty run, contributed to increasing the surplus in the sector of gondola cars and keeping the trend of low rental rates in 2014.

Rates on the rent of oil tank wagons reached rock bottom this year, and they will hardly grow in the next two years because of the surplus of rolling stock and a decrease in the loading volume on the railway network. Profitability from wagon operation is also decreasing. According to some operators, the average daily receipts from a tank wagon were no more than RUB 900 excluding VAT and tended to decrease. Hypothetically, Uralvagonzavod and United Wagon Company (TVSZ) will remain leaders in the Russian wagon building sector in 2014, and next year United Wagon Company may leave UVZ behind according to the rolling stock production volume (taking into account assembly at other entities licensed by TVSZ). Meanwhile, the condition of the wagon building sector will depend on the legislation about wagon service life expansion being adopted and on how fast the decision is taken about expanding the list of models of next-generation rolling stock, to which a tariff discount on an empty run will be given to (today, the discount is applied only to railcars on Barber bogies, the right for which belongs in Russia to United Wagon Company only).

By Mikhail Burmistrov,

Director General, INFOLine-Analytics
    [~DETAIL_TEXT] => 
Writing Off As a Way Out



The rise in the number of railcars made increased safety on the railways a priority. Measures to improve production and operation of railway rolling stock were developed at the end of April 2013. Its main statements envisaged a practically total ban on expanding the service life of old railcars and a permit to prolong their service life for just a year. As a result, the amount of written off rolling stock increased, and a part of the railway fleet had to idle. Amid the transport market stagnation and a surplus of railcars, a decline in the private rolling stock operators’ demand did not cause a severe cut in purchase, because leasing companies and rolling stock operators affiliated with wagon building companies (first of all, UVZ-Logistic and United Wagon Company) were actively buying wagons.  

As of April 1, 2014, the average age of the wagon fleet in Russia was 15 years old. The figure was 11.7 and 15.9 years for gondola cars and tank wagons respectively, while their standard service life is 22 and 32 years (for oil tank wagons) respectively. Meanwhile, the fleet renewal process slowed down: the purchase volume was 72,000 units in 2013, 13% less than in 2012. The highest increase in demand was in the sector of gondola cars, which accounted for 67% of the total fleet bought in 2009-2013, however the boom in 2010-2012 caused a surplus and decline in demand (by 45% in 2013).

The number of written off hoppers (for cement, grain, mine­ral fertilizers, and pellets) decreased in 2012 because of a higher need for specialized railcars, and the share of hoppers in the total number of written off wagons was just 8%.

In 2013, the number of written off railcars grew by 16.1% year-on-year to 27,400 units, most of which were gondola cars, tank wagons, container flat wagons,  refrigerated vans, and other very specialized railcars. The number of gondola cars amortized in 2013 doubled in comparison with 2013, because amid a surplus of railcars, rolling stock operators began amortizing the fleet, which they had postponed before.



Everybody Has Problems 



Nowadays, the main problem in the Russian wagon building sector is the slump in demand for rolling stock amid a decrease in revenues for railcar operating businesses leading to lower rent rates. In fact, rolling stock operators lose the opportunity to finance leasing payments by means of wagon operation or renting them out even in the case of a 10-year leasing contract. Operators, who have a high level of debt burden and no big long-term contracts with cargo owners, suffer most of all. For some of them, leaseback is the only opportunity to attract finance amid loan and leasing payments exceeding revenue.

In January-April 2014, most operators received not more than RUB 500-600 (and on some routes RUB 350-400) as the average daily receipts from a gondola car. Moreover, mass production of next-generation gondola cars and hopper cars made by Tikhvin Freight Car Building Plant (TVSZ) and other producers assembling wagons under license and benefitting because of a tariff discount on the empty run, contributed to increasing the surplus in the sector of gondola cars and keeping the trend of low rental rates in 2014.

Rates on the rent of oil tank wagons reached rock bottom this year, and they will hardly grow in the next two years because of the surplus of rolling stock and a decrease in the loading volume on the railway network. Profitability from wagon operation is also decreasing. According to some operators, the average daily receipts from a tank wagon were no more than RUB 900 excluding VAT and tended to decrease. Hypothetically, Uralvagonzavod and United Wagon Company (TVSZ) will remain leaders in the Russian wagon building sector in 2014, and next year United Wagon Company may leave UVZ behind according to the rolling stock production volume (taking into account assembly at other entities licensed by TVSZ). Meanwhile, the condition of the wagon building sector will depend on the legislation about wagon service life expansion being adopted and on how fast the decision is taken about expanding the list of models of next-generation rolling stock, to which a tariff discount on an empty run will be given to (today, the discount is applied only to railcars on Barber bogies, the right for which belongs in Russia to United Wagon Company only).

By Mikhail Burmistrov,

Director General, INFOLine-Analytics
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Since 2000, the fleet of railway rolling stock in Russia has been continuously increasing – mainly through purchases made by private companies. 

With the sale of 75% minus 2 shares in Freight One to Independent Transport Company in 2011, the transfer to the model, in which a major part of the wagon fleet in the country is under private control, was completed. 

The number of railcars in Russia exceeded 1.2 million in 2013 for the first time. This figure matches the limit of the infrastructure capacity.
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With the sale of 75% minus 2 shares in Freight One to Independent Transport Company in 2011, the transfer to the model, in which a major part of the wagon fleet in the country is under private control, was completed. 

The number of railcars in Russia exceeded 1.2 million in 2013 for the first time. This figure matches the limit of the infrastructure capacity.
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National Manufacturers Won't Fail



The products of the Japanese Nippon Steel Corp. and Austrian Voestalpine Schienen GmbH (mostly rails of P65 type) had previously dominated imports into Russia. Japanese and Austrian rails were acquired, in particular, for the high-speed railway projects targeted at linking St Petersburg with Moscow and Helsinki. RZD received rails from Nippon Steel Corp. made of high-carbon steel, which had enhanced abrasion resistance and durability. That was required to increase the speed of trains.

A reduction in imports was noted in the fall of 2013. The company decided not to buy rails abroad this year, because products from Russian steel companies Evraz and Mechel fully satisfiy the holding company in terms of quality and price. However, this year, as predicted by experts, RZD can reduce the purchase to 830,000 tons, 12% less than in 2013. 100,000-130,000 tons will be bought from Mechel. Evraz will provide the rest.

Sergey Palkin, Vice President of the Non–profit partnership “Union of Industries of Railway Equipment” says that the decision of RZD is quite reasonable. Firstly, it is because domestic producers offered a better price in comparison with foreign steelmakers. Secondly, they are able to create products with improved characteristics.

The decision to buy local rails was motivated by economic reasons, said Yuri Iskanderov, Director General of the Innovation Center for Transport Research. According to him, conditions have changed. Previously RZD had to acquire the Japanese Rails, because Russian metallurgical plants could not produce modern products. Imports forced the producers to change the technology. “This example shows how profitable import substitution for domestic industries could be,” he adds.



Russian Novelties



Global production of rails and steel products for railway transport can be calculated at 6–8 million tons per year. More than 90% of these are rails for mainlines. Leading manufacturers of rails in the world are countries with strong, well-developed steel industry – China, the United States, Japan, EU countries, Russia, India, and Ukraine. The largest manufacturer of rails in the world, China is carrying out a large-cale railway construction programme and has one of the longest rail networks in the world. Russia remains the second largest manufacturer. The US is in the third place; the country increased the production of rails in the 1990s and remains the largest importer of these products in the world.

The decline in Russian production of rails became apparent over the last few years. According to the official statistics, volumes decreased during the financial crisis year of 2008 almost to one third (834,660 tons). In 2010, following output growth, they increased to 932.8 million tons of rails per year, making 75.4% of the pre-crisis volume. In 2011, the production remained at the level of the previous year, and in 2012 decreased to 703.3 million tons due to the large-scale modernization works at Evraz production facilities.

Today, Russian industry meets RZD’s current need for standard 25m long rails. But there is a problem with rails for high-speed lines. In 2012, the company had to buy 220 thousand tons of Japanese and Austrian 100m long rails. Demand for 100m long rails today is 660,000 tons, and the mass production starded this spring. In the coming years, according to President of RZD Vladimir Yakunin, the company could need over one million tons.

In June Evraz sent the first batch of 100m long rails to the Oktyabrskaya Railway (the oldest railway in Russia, located in the north-west of the country. It stretches from Moscow's Leningrad Terminal in the south to Murmansk beyond the Arctic Circle in the north). Evraz already received Compliance Certificates for two new rail types: head-hardened DT350 rails for use in high-speed mixed-traffic railway operations and DT370 rails with higher wear resistance and contact fatigue life, from the Register of Certification on the Federal Railway. The samples of these rail types passed all the required tests both in EVRAZ labs and at the All-Russia Railways’ Research and Development Institute. The tests confirmed all claimed specifications of the new rail products. 

Production of the first 100m long rails in Russia became possible due to the reconstruction of the Evraz plant, which started in 2009. The amount of investment in the project exceeded RUB 18 billion; the production capacity of the plant is 950,000 tons of rail products a year.  Last year Evraz took about 75% of the Russian market. In 2014 this proportion will be 100%.

In 2014, the company plans to satisfy not only the Russian market, but to export 10% of its products. Previously, the company supplied rails to railways of the CIS countries.

In June Evraz sent the first test batch of rails to Germany. “Deutsche Bahn is one of the most demanding customers”, said I. Shirokobrod. “After the pilot operation (20 million gross tons, or one calendar year) we will be able to qualify for participation in purchases and delivery of their products”.

The key partners of the company are countries in the Middle East and Latin America. After 2–3 years the share of exports may reach 20–30%. In addition, the company intends to participate in the construction of the Moscow-Kazan HSR. According to preliminary calculations, the demand for rails in this project will be about 200,000 tons.

In July another Russian manufacturer Mechel announced the beginning of certification of 100m long rails produced at the Chelyabinsk metallurgical plant. A pilot batch of products is already being trialed. The first batch of rails is made using a unique technology, that of heat treatment of organic polymers, which has no equivalents in Russia.



Keeping Pace



One 100m long rail is more expensive than a standard one, but it is more efficient, because the small number of joints improves safety and allows an increase in the speed of trains. Long rails are easier to maintain, they require fewer repairs.

Today Russia is going to come to the international market with its new products. But world leaders in the production of infrastructure have gone even further. This year the Luxembourg registered company ArcelorMittal opened its new plant in Dabrowa Gornicza in Poland, where the company is going to produce 120m long rails. Later these rails will be delivered to Deutsche Bahn.

The Japanese manufacturer Sumitomo Metal & Nippon Steel Corporation reported the testing of 150m long rails. Special rolling stock of nine carriages, which will carry out the first shipment, is already built.

Therefore, it is unwise for Russia to stop all the contracts with western partners, the close relations with external suppliers will stimulate competition in the domestic market.

By Alexander Solntsev,

 Kristina Aleksandrova
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National Manufacturers Won't Fail



The products of the Japanese Nippon Steel Corp. and Austrian Voestalpine Schienen GmbH (mostly rails of P65 type) had previously dominated imports into Russia. Japanese and Austrian rails were acquired, in particular, for the high-speed railway projects targeted at linking St Petersburg with Moscow and Helsinki. RZD received rails from Nippon Steel Corp. made of high-carbon steel, which had enhanced abrasion resistance and durability. That was required to increase the speed of trains.

A reduction in imports was noted in the fall of 2013. The company decided not to buy rails abroad this year, because products from Russian steel companies Evraz and Mechel fully satisfiy the holding company in terms of quality and price. However, this year, as predicted by experts, RZD can reduce the purchase to 830,000 tons, 12% less than in 2013. 100,000-130,000 tons will be bought from Mechel. Evraz will provide the rest.

Sergey Palkin, Vice President of the Non–profit partnership “Union of Industries of Railway Equipment” says that the decision of RZD is quite reasonable. Firstly, it is because domestic producers offered a better price in comparison with foreign steelmakers. Secondly, they are able to create products with improved characteristics.

The decision to buy local rails was motivated by economic reasons, said Yuri Iskanderov, Director General of the Innovation Center for Transport Research. According to him, conditions have changed. Previously RZD had to acquire the Japanese Rails, because Russian metallurgical plants could not produce modern products. Imports forced the producers to change the technology. “This example shows how profitable import substitution for domestic industries could be,” he adds.



Russian Novelties



Global production of rails and steel products for railway transport can be calculated at 6–8 million tons per year. More than 90% of these are rails for mainlines. Leading manufacturers of rails in the world are countries with strong, well-developed steel industry – China, the United States, Japan, EU countries, Russia, India, and Ukraine. The largest manufacturer of rails in the world, China is carrying out a large-cale railway construction programme and has one of the longest rail networks in the world. Russia remains the second largest manufacturer. The US is in the third place; the country increased the production of rails in the 1990s and remains the largest importer of these products in the world.

The decline in Russian production of rails became apparent over the last few years. According to the official statistics, volumes decreased during the financial crisis year of 2008 almost to one third (834,660 tons). In 2010, following output growth, they increased to 932.8 million tons of rails per year, making 75.4% of the pre-crisis volume. In 2011, the production remained at the level of the previous year, and in 2012 decreased to 703.3 million tons due to the large-scale modernization works at Evraz production facilities.

Today, Russian industry meets RZD’s current need for standard 25m long rails. But there is a problem with rails for high-speed lines. In 2012, the company had to buy 220 thousand tons of Japanese and Austrian 100m long rails. Demand for 100m long rails today is 660,000 tons, and the mass production starded this spring. In the coming years, according to President of RZD Vladimir Yakunin, the company could need over one million tons.

In June Evraz sent the first batch of 100m long rails to the Oktyabrskaya Railway (the oldest railway in Russia, located in the north-west of the country. It stretches from Moscow's Leningrad Terminal in the south to Murmansk beyond the Arctic Circle in the north). Evraz already received Compliance Certificates for two new rail types: head-hardened DT350 rails for use in high-speed mixed-traffic railway operations and DT370 rails with higher wear resistance and contact fatigue life, from the Register of Certification on the Federal Railway. The samples of these rail types passed all the required tests both in EVRAZ labs and at the All-Russia Railways’ Research and Development Institute. The tests confirmed all claimed specifications of the new rail products. 

Production of the first 100m long rails in Russia became possible due to the reconstruction of the Evraz plant, which started in 2009. The amount of investment in the project exceeded RUB 18 billion; the production capacity of the plant is 950,000 tons of rail products a year.  Last year Evraz took about 75% of the Russian market. In 2014 this proportion will be 100%.

In 2014, the company plans to satisfy not only the Russian market, but to export 10% of its products. Previously, the company supplied rails to railways of the CIS countries.

In June Evraz sent the first test batch of rails to Germany. “Deutsche Bahn is one of the most demanding customers”, said I. Shirokobrod. “After the pilot operation (20 million gross tons, or one calendar year) we will be able to qualify for participation in purchases and delivery of their products”.

The key partners of the company are countries in the Middle East and Latin America. After 2–3 years the share of exports may reach 20–30%. In addition, the company intends to participate in the construction of the Moscow-Kazan HSR. According to preliminary calculations, the demand for rails in this project will be about 200,000 tons.

In July another Russian manufacturer Mechel announced the beginning of certification of 100m long rails produced at the Chelyabinsk metallurgical plant. A pilot batch of products is already being trialed. The first batch of rails is made using a unique technology, that of heat treatment of organic polymers, which has no equivalents in Russia.



Keeping Pace



One 100m long rail is more expensive than a standard one, but it is more efficient, because the small number of joints improves safety and allows an increase in the speed of trains. Long rails are easier to maintain, they require fewer repairs.

Today Russia is going to come to the international market with its new products. But world leaders in the production of infrastructure have gone even further. This year the Luxembourg registered company ArcelorMittal opened its new plant in Dabrowa Gornicza in Poland, where the company is going to produce 120m long rails. Later these rails will be delivered to Deutsche Bahn.

The Japanese manufacturer Sumitomo Metal & Nippon Steel Corporation reported the testing of 150m long rails. Special rolling stock of nine carriages, which will carry out the first shipment, is already built.

Therefore, it is unwise for Russia to stop all the contracts with western partners, the close relations with external suppliers will stimulate competition in the domestic market.

By Alexander Solntsev,

 Kristina Aleksandrova
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National Manufacturers Won't Fail



The products of the Japanese Nippon Steel Corp. and Austrian Voestalpine Schienen GmbH (mostly rails of P65 type) had previously dominated imports into Russia. Japanese and Austrian rails were acquired, in particular, for the high-speed railway projects targeted at linking St Petersburg with Moscow and Helsinki. RZD received rails from Nippon Steel Corp. made of high-carbon steel, which had enhanced abrasion resistance and durability. That was required to increase the speed of trains.

A reduction in imports was noted in the fall of 2013. The company decided not to buy rails abroad this year, because products from Russian steel companies Evraz and Mechel fully satisfiy the holding company in terms of quality and price. However, this year, as predicted by experts, RZD can reduce the purchase to 830,000 tons, 12% less than in 2013. 100,000-130,000 tons will be bought from Mechel. Evraz will provide the rest.

Sergey Palkin, Vice President of the Non–profit partnership “Union of Industries of Railway Equipment” says that the decision of RZD is quite reasonable. Firstly, it is because domestic producers offered a better price in comparison with foreign steelmakers. Secondly, they are able to create products with improved characteristics.

The decision to buy local rails was motivated by economic reasons, said Yuri Iskanderov, Director General of the Innovation Center for Transport Research. According to him, conditions have changed. Previously RZD had to acquire the Japanese Rails, because Russian metallurgical plants could not produce modern products. Imports forced the producers to change the technology. “This example shows how profitable import substitution for domestic industries could be,” he adds.



Russian Novelties



Global production of rails and steel products for railway transport can be calculated at 6–8 million tons per year. More than 90% of these are rails for mainlines. Leading manufacturers of rails in the world are countries with strong, well-developed steel industry – China, the United States, Japan, EU countries, Russia, India, and Ukraine. The largest manufacturer of rails in the world, China is carrying out a large-cale railway construction programme and has one of the longest rail networks in the world. Russia remains the second largest manufacturer. The US is in the third place; the country increased the production of rails in the 1990s and remains the largest importer of these products in the world.

The decline in Russian production of rails became apparent over the last few years. According to the official statistics, volumes decreased during the financial crisis year of 2008 almost to one third (834,660 tons). In 2010, following output growth, they increased to 932.8 million tons of rails per year, making 75.4% of the pre-crisis volume. In 2011, the production remained at the level of the previous year, and in 2012 decreased to 703.3 million tons due to the large-scale modernization works at Evraz production facilities.

Today, Russian industry meets RZD’s current need for standard 25m long rails. But there is a problem with rails for high-speed lines. In 2012, the company had to buy 220 thousand tons of Japanese and Austrian 100m long rails. Demand for 100m long rails today is 660,000 tons, and the mass production starded this spring. In the coming years, according to President of RZD Vladimir Yakunin, the company could need over one million tons.

In June Evraz sent the first batch of 100m long rails to the Oktyabrskaya Railway (the oldest railway in Russia, located in the north-west of the country. It stretches from Moscow's Leningrad Terminal in the south to Murmansk beyond the Arctic Circle in the north). Evraz already received Compliance Certificates for two new rail types: head-hardened DT350 rails for use in high-speed mixed-traffic railway operations and DT370 rails with higher wear resistance and contact fatigue life, from the Register of Certification on the Federal Railway. The samples of these rail types passed all the required tests both in EVRAZ labs and at the All-Russia Railways’ Research and Development Institute. The tests confirmed all claimed specifications of the new rail products. 

Production of the first 100m long rails in Russia became possible due to the reconstruction of the Evraz plant, which started in 2009. The amount of investment in the project exceeded RUB 18 billion; the production capacity of the plant is 950,000 tons of rail products a year.  Last year Evraz took about 75% of the Russian market. In 2014 this proportion will be 100%.

In 2014, the company plans to satisfy not only the Russian market, but to export 10% of its products. Previously, the company supplied rails to railways of the CIS countries.

In June Evraz sent the first test batch of rails to Germany. “Deutsche Bahn is one of the most demanding customers”, said I. Shirokobrod. “After the pilot operation (20 million gross tons, or one calendar year) we will be able to qualify for participation in purchases and delivery of their products”.

The key partners of the company are countries in the Middle East and Latin America. After 2–3 years the share of exports may reach 20–30%. In addition, the company intends to participate in the construction of the Moscow-Kazan HSR. According to preliminary calculations, the demand for rails in this project will be about 200,000 tons.

In July another Russian manufacturer Mechel announced the beginning of certification of 100m long rails produced at the Chelyabinsk metallurgical plant. A pilot batch of products is already being trialed. The first batch of rails is made using a unique technology, that of heat treatment of organic polymers, which has no equivalents in Russia.



Keeping Pace



One 100m long rail is more expensive than a standard one, but it is more efficient, because the small number of joints improves safety and allows an increase in the speed of trains. Long rails are easier to maintain, they require fewer repairs.

Today Russia is going to come to the international market with its new products. But world leaders in the production of infrastructure have gone even further. This year the Luxembourg registered company ArcelorMittal opened its new plant in Dabrowa Gornicza in Poland, where the company is going to produce 120m long rails. Later these rails will be delivered to Deutsche Bahn.

The Japanese manufacturer Sumitomo Metal & Nippon Steel Corporation reported the testing of 150m long rails. Special rolling stock of nine carriages, which will carry out the first shipment, is already built.

Therefore, it is unwise for Russia to stop all the contracts with western partners, the close relations with external suppliers will stimulate competition in the domestic market.

By Alexander Solntsev,

 Kristina Aleksandrova
    [~DETAIL_TEXT] => 
National Manufacturers Won't Fail



The products of the Japanese Nippon Steel Corp. and Austrian Voestalpine Schienen GmbH (mostly rails of P65 type) had previously dominated imports into Russia. Japanese and Austrian rails were acquired, in particular, for the high-speed railway projects targeted at linking St Petersburg with Moscow and Helsinki. RZD received rails from Nippon Steel Corp. made of high-carbon steel, which had enhanced abrasion resistance and durability. That was required to increase the speed of trains.

A reduction in imports was noted in the fall of 2013. The company decided not to buy rails abroad this year, because products from Russian steel companies Evraz and Mechel fully satisfiy the holding company in terms of quality and price. However, this year, as predicted by experts, RZD can reduce the purchase to 830,000 tons, 12% less than in 2013. 100,000-130,000 tons will be bought from Mechel. Evraz will provide the rest.

Sergey Palkin, Vice President of the Non–profit partnership “Union of Industries of Railway Equipment” says that the decision of RZD is quite reasonable. Firstly, it is because domestic producers offered a better price in comparison with foreign steelmakers. Secondly, they are able to create products with improved characteristics.

The decision to buy local rails was motivated by economic reasons, said Yuri Iskanderov, Director General of the Innovation Center for Transport Research. According to him, conditions have changed. Previously RZD had to acquire the Japanese Rails, because Russian metallurgical plants could not produce modern products. Imports forced the producers to change the technology. “This example shows how profitable import substitution for domestic industries could be,” he adds.



Russian Novelties



Global production of rails and steel products for railway transport can be calculated at 6–8 million tons per year. More than 90% of these are rails for mainlines. Leading manufacturers of rails in the world are countries with strong, well-developed steel industry – China, the United States, Japan, EU countries, Russia, India, and Ukraine. The largest manufacturer of rails in the world, China is carrying out a large-cale railway construction programme and has one of the longest rail networks in the world. Russia remains the second largest manufacturer. The US is in the third place; the country increased the production of rails in the 1990s and remains the largest importer of these products in the world.

The decline in Russian production of rails became apparent over the last few years. According to the official statistics, volumes decreased during the financial crisis year of 2008 almost to one third (834,660 tons). In 2010, following output growth, they increased to 932.8 million tons of rails per year, making 75.4% of the pre-crisis volume. In 2011, the production remained at the level of the previous year, and in 2012 decreased to 703.3 million tons due to the large-scale modernization works at Evraz production facilities.

Today, Russian industry meets RZD’s current need for standard 25m long rails. But there is a problem with rails for high-speed lines. In 2012, the company had to buy 220 thousand tons of Japanese and Austrian 100m long rails. Demand for 100m long rails today is 660,000 tons, and the mass production starded this spring. In the coming years, according to President of RZD Vladimir Yakunin, the company could need over one million tons.

In June Evraz sent the first batch of 100m long rails to the Oktyabrskaya Railway (the oldest railway in Russia, located in the north-west of the country. It stretches from Moscow's Leningrad Terminal in the south to Murmansk beyond the Arctic Circle in the north). Evraz already received Compliance Certificates for two new rail types: head-hardened DT350 rails for use in high-speed mixed-traffic railway operations and DT370 rails with higher wear resistance and contact fatigue life, from the Register of Certification on the Federal Railway. The samples of these rail types passed all the required tests both in EVRAZ labs and at the All-Russia Railways’ Research and Development Institute. The tests confirmed all claimed specifications of the new rail products. 

Production of the first 100m long rails in Russia became possible due to the reconstruction of the Evraz plant, which started in 2009. The amount of investment in the project exceeded RUB 18 billion; the production capacity of the plant is 950,000 tons of rail products a year.  Last year Evraz took about 75% of the Russian market. In 2014 this proportion will be 100%.

In 2014, the company plans to satisfy not only the Russian market, but to export 10% of its products. Previously, the company supplied rails to railways of the CIS countries.

In June Evraz sent the first test batch of rails to Germany. “Deutsche Bahn is one of the most demanding customers”, said I. Shirokobrod. “After the pilot operation (20 million gross tons, or one calendar year) we will be able to qualify for participation in purchases and delivery of their products”.

The key partners of the company are countries in the Middle East and Latin America. After 2–3 years the share of exports may reach 20–30%. In addition, the company intends to participate in the construction of the Moscow-Kazan HSR. According to preliminary calculations, the demand for rails in this project will be about 200,000 tons.

In July another Russian manufacturer Mechel announced the beginning of certification of 100m long rails produced at the Chelyabinsk metallurgical plant. A pilot batch of products is already being trialed. The first batch of rails is made using a unique technology, that of heat treatment of organic polymers, which has no equivalents in Russia.



Keeping Pace



One 100m long rail is more expensive than a standard one, but it is more efficient, because the small number of joints improves safety and allows an increase in the speed of trains. Long rails are easier to maintain, they require fewer repairs.

Today Russia is going to come to the international market with its new products. But world leaders in the production of infrastructure have gone even further. This year the Luxembourg registered company ArcelorMittal opened its new plant in Dabrowa Gornicza in Poland, where the company is going to produce 120m long rails. Later these rails will be delivered to Deutsche Bahn.

The Japanese manufacturer Sumitomo Metal & Nippon Steel Corporation reported the testing of 150m long rails. Special rolling stock of nine carriages, which will carry out the first shipment, is already built.

Therefore, it is unwise for Russia to stop all the contracts with western partners, the close relations with external suppliers will stimulate competition in the domestic market.

By Alexander Solntsev,

 Kristina Aleksandrova
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Delivery Chain Free



3D printing was just entertainment a few years ago. The devices were quite expensive, and companies just did not know how to use them. People used to print sweets, figures of people, then they tried to apply the technology in medicine – printing artificial limbs. Later in 2011, professor Berok Kosevis from the University of Southern California invented a large-scale printer on which a real house with load-bearing walls, utilities and roof was printed. It took 20 hours to finish the work. China quickly adopted the new technology, and printed 10 houses in one day.

The huge industrial 3D printer “Winsun” was invented in China. Its size is 150 meters in diameter,  10 meters wide, 6.6 meters in height, cement and fiberglass are used as an “ink”. The device gradually pours the material layer by layer building the walls of the future house. As a result, the price of such a house (200 m2) is $4,800.

The American company Korecologic already offers printing of eco-friendly vehicles. The “Urbee 2” car, consisting of 50 parts created on a 3D printer, is capable of speeds of up to 112 kph, and can travel up to 64 km on one electric charge.

Now you can print almost anything on 3D printers. Online retailers are already offering a new service – a customer can select an item from an on-line catalogue and get it directly at the printer, bypassing the traditional supply chain. There are many 3D shops on the Internet now. According to UPS, America's small business owners are very interested in using technology to create a promotional prototype. But traditional logistics companies fear that if the technology is in high demand, they will suffer losses as mail services did after the development of faxes and e-mails. Already it is estimated that by using new technology, consumers can save up to $2,000 a year.



The Future of Logistics



John Manners-Bell, head of Transport Intelligence and Ken Lyon, CEO of Virtual Partners, published a White Paper called “The implications of 3D printing for the global logistics industry”. The authors believe that the changing dynamics of the supply chain will lead to the development of a new type of logistics company, more advanced than 4PL. Such a company will create a mix of software development and supply chain management.

The new company will introduce design solutions, control production, shipping, and processing. Such enterprises will become full service providers, who will be responsible for product life cycle management. This is a great opportunity for the largest companies, such as UPS.

According to experts, the traditional delivery chain will be broken due to the development of 3D technologies. With the advent of small, low-cost 3D printers, a customer can open an electronic library, download the project and print the detail using the local computer even if he is far away from home.

Supporters of the development of 3D logistics traditionally talk about four main advantages of the new technology. Firstly, it increases the speed of production and, at the same time, reduces costs. Secondly, a customer can influence the process. The consumer can make individual changes in the product which he wants to see in the end. And no material resources will be consumed. Thirdly, the transition to 3D printing for companies would mean moving away from outsourcing.

Another obvious benefit is reducing the impact on the environment. 



Printing an Aircraft



3D printing is designed to change not only the logistics, but the process of production. Today, Airbus uses 3D printing in the construction of aircraft – plastic parts for the A300/A310 series aircraft  are printed on such machines. The metal parts of the slat, wing and doors for the next generation A350 XWB aircraft are also produced using the new technology. Using light weight components reduces operating costs.

According to Peter Sander from Airbus Emerging Technologies and Concepts, the weight of the aircraft drops per ton, and raw material consumption during production – by 90%. The first commercial flights of the new aircraft are planned for 2016, the mass production of parts for 3D printers will begin in 2018.

In China, these aircraft have already passed tests. Last year fighters, which were made of titanium by laser 3D printing, successfully got off the ground. The British Royal Air Force has conducted similar tests. And the European Space Agency in 2013 launched a project AMAZE – specialists are going to print metal parts for spacecraft, aircraft engines and missiles.



Some Disadvantages



Despite the optimism of supporters of 3D printing, it has significant drawbacks. The most important of them is the subject of copyright. As with any electronic technology, the plans for a three-dimensionally printed item can be obtained by illegal means, which will lead to technology theft. This problem today is being solved by the Swedish company Formeo, which has launched a startup aimed at the protection of intellectual property in the process of 3D printing. This security platform will run only for retailers, and producers of home appliances have already expressed their interest in distributing their products on the shopping network this way.

In addition, a significant disadvantage of modern printers is that they can't print too complicated details, and not all the materials are suitable for use in the manufacturing process.

Experts also doubt the full environmental friendliness of such printers. Innovative machines use a lot of electricity. In Britain, studies were carried out, resulting in a thesis that large 3D printers use 50-100 times more electricity than standard equipment to melt the plastics. 

Despite these minor shortcomings, 3D printing offers tremendous opportunities for the rail sector, which so far have not been realised. But it can be assumed that with the further development of the technology, it would be possible to produce the rolling stock parts,  construct infrastructure, facilities, and significantly reduce the costs of repair, as the old parts could be scanned and then printed again.

By Kristina Alexandrova



viewpoint

Jerome Carslake,

Manager, National Road Safety Partnership Program at ARRB Group

I feel 3D printing has the capacity to have an enormous impact on the logistics industry and begin to reshape the entire system. Its a game changer for inventory managers because rather than keeping spare parts on-site a 3D printer could offer the diversity of covering such a need and so just in-time will also have to be reassessed. Components for the A380 are already made using 3D printing. As this is becoming increasingly mainstream the cost and capacity of 3D machines is rapidly evolving and perhaps this could become the alternative to “made in China” in the long term. If so, the logistics chain will begin to look very different.



Ken Lyon, 

Experienced Director, Supply Chain Technology Innovator, Advisor & Interim Executive

3D printing will cause a number of organisations to reassess their strategies. Many of the processes prevalent across industries will begin to resemble the rapid response to demand exhibited by the fashion industry. In a number of cases, a demand profile predicted by planners (but often incorrect) could be replaced by a much more appropriate “Sense and Respond” strategy. This was initially articulated by the US DoD logisticians as a way of avoiding huge inventory cost and obsolescence. 
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Delivery Chain Free



3D printing was just entertainment a few years ago. The devices were quite expensive, and companies just did not know how to use them. People used to print sweets, figures of people, then they tried to apply the technology in medicine – printing artificial limbs. Later in 2011, professor Berok Kosevis from the University of Southern California invented a large-scale printer on which a real house with load-bearing walls, utilities and roof was printed. It took 20 hours to finish the work. China quickly adopted the new technology, and printed 10 houses in one day.

The huge industrial 3D printer “Winsun” was invented in China. Its size is 150 meters in diameter,  10 meters wide, 6.6 meters in height, cement and fiberglass are used as an “ink”. The device gradually pours the material layer by layer building the walls of the future house. As a result, the price of such a house (200 m2) is $4,800.

The American company Korecologic already offers printing of eco-friendly vehicles. The “Urbee 2” car, consisting of 50 parts created on a 3D printer, is capable of speeds of up to 112 kph, and can travel up to 64 km on one electric charge.

Now you can print almost anything on 3D printers. Online retailers are already offering a new service – a customer can select an item from an on-line catalogue and get it directly at the printer, bypassing the traditional supply chain. There are many 3D shops on the Internet now. According to UPS, America's small business owners are very interested in using technology to create a promotional prototype. But traditional logistics companies fear that if the technology is in high demand, they will suffer losses as mail services did after the development of faxes and e-mails. Already it is estimated that by using new technology, consumers can save up to $2,000 a year.



The Future of Logistics



John Manners-Bell, head of Transport Intelligence and Ken Lyon, CEO of Virtual Partners, published a White Paper called “The implications of 3D printing for the global logistics industry”. The authors believe that the changing dynamics of the supply chain will lead to the development of a new type of logistics company, more advanced than 4PL. Such a company will create a mix of software development and supply chain management.

The new company will introduce design solutions, control production, shipping, and processing. Such enterprises will become full service providers, who will be responsible for product life cycle management. This is a great opportunity for the largest companies, such as UPS.

According to experts, the traditional delivery chain will be broken due to the development of 3D technologies. With the advent of small, low-cost 3D printers, a customer can open an electronic library, download the project and print the detail using the local computer even if he is far away from home.

Supporters of the development of 3D logistics traditionally talk about four main advantages of the new technology. Firstly, it increases the speed of production and, at the same time, reduces costs. Secondly, a customer can influence the process. The consumer can make individual changes in the product which he wants to see in the end. And no material resources will be consumed. Thirdly, the transition to 3D printing for companies would mean moving away from outsourcing.

Another obvious benefit is reducing the impact on the environment. 



Printing an Aircraft



3D printing is designed to change not only the logistics, but the process of production. Today, Airbus uses 3D printing in the construction of aircraft – plastic parts for the A300/A310 series aircraft  are printed on such machines. The metal parts of the slat, wing and doors for the next generation A350 XWB aircraft are also produced using the new technology. Using light weight components reduces operating costs.

According to Peter Sander from Airbus Emerging Technologies and Concepts, the weight of the aircraft drops per ton, and raw material consumption during production – by 90%. The first commercial flights of the new aircraft are planned for 2016, the mass production of parts for 3D printers will begin in 2018.

In China, these aircraft have already passed tests. Last year fighters, which were made of titanium by laser 3D printing, successfully got off the ground. The British Royal Air Force has conducted similar tests. And the European Space Agency in 2013 launched a project AMAZE – specialists are going to print metal parts for spacecraft, aircraft engines and missiles.



Some Disadvantages



Despite the optimism of supporters of 3D printing, it has significant drawbacks. The most important of them is the subject of copyright. As with any electronic technology, the plans for a three-dimensionally printed item can be obtained by illegal means, which will lead to technology theft. This problem today is being solved by the Swedish company Formeo, which has launched a startup aimed at the protection of intellectual property in the process of 3D printing. This security platform will run only for retailers, and producers of home appliances have already expressed their interest in distributing their products on the shopping network this way.

In addition, a significant disadvantage of modern printers is that they can't print too complicated details, and not all the materials are suitable for use in the manufacturing process.

Experts also doubt the full environmental friendliness of such printers. Innovative machines use a lot of electricity. In Britain, studies were carried out, resulting in a thesis that large 3D printers use 50-100 times more electricity than standard equipment to melt the plastics. 

Despite these minor shortcomings, 3D printing offers tremendous opportunities for the rail sector, which so far have not been realised. But it can be assumed that with the further development of the technology, it would be possible to produce the rolling stock parts,  construct infrastructure, facilities, and significantly reduce the costs of repair, as the old parts could be scanned and then printed again.

By Kristina Alexandrova



viewpoint

Jerome Carslake,

Manager, National Road Safety Partnership Program at ARRB Group

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Ken Lyon, 

Experienced Director, Supply Chain Technology Innovator, Advisor & Interim Executive

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Delivery Chain Free



3D printing was just entertainment a few years ago. The devices were quite expensive, and companies just did not know how to use them. People used to print sweets, figures of people, then they tried to apply the technology in medicine – printing artificial limbs. Later in 2011, professor Berok Kosevis from the University of Southern California invented a large-scale printer on which a real house with load-bearing walls, utilities and roof was printed. It took 20 hours to finish the work. China quickly adopted the new technology, and printed 10 houses in one day.

The huge industrial 3D printer “Winsun” was invented in China. Its size is 150 meters in diameter,  10 meters wide, 6.6 meters in height, cement and fiberglass are used as an “ink”. The device gradually pours the material layer by layer building the walls of the future house. As a result, the price of such a house (200 m2) is $4,800.

The American company Korecologic already offers printing of eco-friendly vehicles. The “Urbee 2” car, consisting of 50 parts created on a 3D printer, is capable of speeds of up to 112 kph, and can travel up to 64 km on one electric charge.

Now you can print almost anything on 3D printers. Online retailers are already offering a new service – a customer can select an item from an on-line catalogue and get it directly at the printer, bypassing the traditional supply chain. There are many 3D shops on the Internet now. According to UPS, America's small business owners are very interested in using technology to create a promotional prototype. But traditional logistics companies fear that if the technology is in high demand, they will suffer losses as mail services did after the development of faxes and e-mails. Already it is estimated that by using new technology, consumers can save up to $2,000 a year.



The Future of Logistics



John Manners-Bell, head of Transport Intelligence and Ken Lyon, CEO of Virtual Partners, published a White Paper called “The implications of 3D printing for the global logistics industry”. The authors believe that the changing dynamics of the supply chain will lead to the development of a new type of logistics company, more advanced than 4PL. Such a company will create a mix of software development and supply chain management.

The new company will introduce design solutions, control production, shipping, and processing. Such enterprises will become full service providers, who will be responsible for product life cycle management. This is a great opportunity for the largest companies, such as UPS.

According to experts, the traditional delivery chain will be broken due to the development of 3D technologies. With the advent of small, low-cost 3D printers, a customer can open an electronic library, download the project and print the detail using the local computer even if he is far away from home.

Supporters of the development of 3D logistics traditionally talk about four main advantages of the new technology. Firstly, it increases the speed of production and, at the same time, reduces costs. Secondly, a customer can influence the process. The consumer can make individual changes in the product which he wants to see in the end. And no material resources will be consumed. Thirdly, the transition to 3D printing for companies would mean moving away from outsourcing.

Another obvious benefit is reducing the impact on the environment. 



Printing an Aircraft



3D printing is designed to change not only the logistics, but the process of production. Today, Airbus uses 3D printing in the construction of aircraft – plastic parts for the A300/A310 series aircraft  are printed on such machines. The metal parts of the slat, wing and doors for the next generation A350 XWB aircraft are also produced using the new technology. Using light weight components reduces operating costs.

According to Peter Sander from Airbus Emerging Technologies and Concepts, the weight of the aircraft drops per ton, and raw material consumption during production – by 90%. The first commercial flights of the new aircraft are planned for 2016, the mass production of parts for 3D printers will begin in 2018.

In China, these aircraft have already passed tests. Last year fighters, which were made of titanium by laser 3D printing, successfully got off the ground. The British Royal Air Force has conducted similar tests. And the European Space Agency in 2013 launched a project AMAZE – specialists are going to print metal parts for spacecraft, aircraft engines and missiles.



Some Disadvantages



Despite the optimism of supporters of 3D printing, it has significant drawbacks. The most important of them is the subject of copyright. As with any electronic technology, the plans for a three-dimensionally printed item can be obtained by illegal means, which will lead to technology theft. This problem today is being solved by the Swedish company Formeo, which has launched a startup aimed at the protection of intellectual property in the process of 3D printing. This security platform will run only for retailers, and producers of home appliances have already expressed their interest in distributing their products on the shopping network this way.

In addition, a significant disadvantage of modern printers is that they can't print too complicated details, and not all the materials are suitable for use in the manufacturing process.

Experts also doubt the full environmental friendliness of such printers. Innovative machines use a lot of electricity. In Britain, studies were carried out, resulting in a thesis that large 3D printers use 50-100 times more electricity than standard equipment to melt the plastics. 

Despite these minor shortcomings, 3D printing offers tremendous opportunities for the rail sector, which so far have not been realised. But it can be assumed that with the further development of the technology, it would be possible to produce the rolling stock parts,  construct infrastructure, facilities, and significantly reduce the costs of repair, as the old parts could be scanned and then printed again.

By Kristina Alexandrova



viewpoint

Jerome Carslake,

Manager, National Road Safety Partnership Program at ARRB Group

I feel 3D printing has the capacity to have an enormous impact on the logistics industry and begin to reshape the entire system. Its a game changer for inventory managers because rather than keeping spare parts on-site a 3D printer could offer the diversity of covering such a need and so just in-time will also have to be reassessed. Components for the A380 are already made using 3D printing. As this is becoming increasingly mainstream the cost and capacity of 3D machines is rapidly evolving and perhaps this could become the alternative to “made in China” in the long term. If so, the logistics chain will begin to look very different.



Ken Lyon, 

Experienced Director, Supply Chain Technology Innovator, Advisor & Interim Executive

3D printing will cause a number of organisations to reassess their strategies. Many of the processes prevalent across industries will begin to resemble the rapid response to demand exhibited by the fashion industry. In a number of cases, a demand profile predicted by planners (but often incorrect) could be replaced by a much more appropriate “Sense and Respond” strategy. This was initially articulated by the US DoD logisticians as a way of avoiding huge inventory cost and obsolescence. 
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Delivery Chain Free



3D printing was just entertainment a few years ago. The devices were quite expensive, and companies just did not know how to use them. People used to print sweets, figures of people, then they tried to apply the technology in medicine – printing artificial limbs. Later in 2011, professor Berok Kosevis from the University of Southern California invented a large-scale printer on which a real house with load-bearing walls, utilities and roof was printed. It took 20 hours to finish the work. China quickly adopted the new technology, and printed 10 houses in one day.

The huge industrial 3D printer “Winsun” was invented in China. Its size is 150 meters in diameter,  10 meters wide, 6.6 meters in height, cement and fiberglass are used as an “ink”. The device gradually pours the material layer by layer building the walls of the future house. As a result, the price of such a house (200 m2) is $4,800.

The American company Korecologic already offers printing of eco-friendly vehicles. The “Urbee 2” car, consisting of 50 parts created on a 3D printer, is capable of speeds of up to 112 kph, and can travel up to 64 km on one electric charge.

Now you can print almost anything on 3D printers. Online retailers are already offering a new service – a customer can select an item from an on-line catalogue and get it directly at the printer, bypassing the traditional supply chain. There are many 3D shops on the Internet now. According to UPS, America's small business owners are very interested in using technology to create a promotional prototype. But traditional logistics companies fear that if the technology is in high demand, they will suffer losses as mail services did after the development of faxes and e-mails. Already it is estimated that by using new technology, consumers can save up to $2,000 a year.



The Future of Logistics



John Manners-Bell, head of Transport Intelligence and Ken Lyon, CEO of Virtual Partners, published a White Paper called “The implications of 3D printing for the global logistics industry”. The authors believe that the changing dynamics of the supply chain will lead to the development of a new type of logistics company, more advanced than 4PL. Such a company will create a mix of software development and supply chain management.

The new company will introduce design solutions, control production, shipping, and processing. Such enterprises will become full service providers, who will be responsible for product life cycle management. This is a great opportunity for the largest companies, such as UPS.

According to experts, the traditional delivery chain will be broken due to the development of 3D technologies. With the advent of small, low-cost 3D printers, a customer can open an electronic library, download the project and print the detail using the local computer even if he is far away from home.

Supporters of the development of 3D logistics traditionally talk about four main advantages of the new technology. Firstly, it increases the speed of production and, at the same time, reduces costs. Secondly, a customer can influence the process. The consumer can make individual changes in the product which he wants to see in the end. And no material resources will be consumed. Thirdly, the transition to 3D printing for companies would mean moving away from outsourcing.

Another obvious benefit is reducing the impact on the environment. 



Printing an Aircraft



3D printing is designed to change not only the logistics, but the process of production. Today, Airbus uses 3D printing in the construction of aircraft – plastic parts for the A300/A310 series aircraft  are printed on such machines. The metal parts of the slat, wing and doors for the next generation A350 XWB aircraft are also produced using the new technology. Using light weight components reduces operating costs.

According to Peter Sander from Airbus Emerging Technologies and Concepts, the weight of the aircraft drops per ton, and raw material consumption during production – by 90%. The first commercial flights of the new aircraft are planned for 2016, the mass production of parts for 3D printers will begin in 2018.

In China, these aircraft have already passed tests. Last year fighters, which were made of titanium by laser 3D printing, successfully got off the ground. The British Royal Air Force has conducted similar tests. And the European Space Agency in 2013 launched a project AMAZE – specialists are going to print metal parts for spacecraft, aircraft engines and missiles.



Some Disadvantages



Despite the optimism of supporters of 3D printing, it has significant drawbacks. The most important of them is the subject of copyright. As with any electronic technology, the plans for a three-dimensionally printed item can be obtained by illegal means, which will lead to technology theft. This problem today is being solved by the Swedish company Formeo, which has launched a startup aimed at the protection of intellectual property in the process of 3D printing. This security platform will run only for retailers, and producers of home appliances have already expressed their interest in distributing their products on the shopping network this way.

In addition, a significant disadvantage of modern printers is that they can't print too complicated details, and not all the materials are suitable for use in the manufacturing process.

Experts also doubt the full environmental friendliness of such printers. Innovative machines use a lot of electricity. In Britain, studies were carried out, resulting in a thesis that large 3D printers use 50-100 times more electricity than standard equipment to melt the plastics. 

Despite these minor shortcomings, 3D printing offers tremendous opportunities for the rail sector, which so far have not been realised. But it can be assumed that with the further development of the technology, it would be possible to produce the rolling stock parts,  construct infrastructure, facilities, and significantly reduce the costs of repair, as the old parts could be scanned and then printed again.

By Kristina Alexandrova



viewpoint

Jerome Carslake,

Manager, National Road Safety Partnership Program at ARRB Group

I feel 3D printing has the capacity to have an enormous impact on the logistics industry and begin to reshape the entire system. Its a game changer for inventory managers because rather than keeping spare parts on-site a 3D printer could offer the diversity of covering such a need and so just in-time will also have to be reassessed. Components for the A380 are already made using 3D printing. As this is becoming increasingly mainstream the cost and capacity of 3D machines is rapidly evolving and perhaps this could become the alternative to “made in China” in the long term. If so, the logistics chain will begin to look very different.



Ken Lyon, 

Experienced Director, Supply Chain Technology Innovator, Advisor & Interim Executive

3D printing will cause a number of organisations to reassess their strategies. Many of the processes prevalent across industries will begin to resemble the rapid response to demand exhibited by the fashion industry. In a number of cases, a demand profile predicted by planners (but often incorrect) could be replaced by a much more appropriate “Sense and Respond” strategy. This was initially articulated by the US DoD logisticians as a way of avoiding huge inventory cost and obsolescence. 
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RUSSIA Double-Deck Railcars



A double-deck passenger coach, a radically new type of rolling stock for the RZD network, has been in operation since last autumn. This state-of-the-art rolling stock was made by Tver Carriage Works (TVZ, a part of Transmashholding) in cooperation with Alstom (France). New technologies, equipment, and materials were used in production of the railcars. Thanks to that, their lifespan has been boosted to 40 years, 25% longer than that of a traditional passenger coach. The weight of a traditional coach is 58-60 tons, and a double-deck railcar weighs 64-66 tons and has double the carrying capacity.   

The capacity of the double-deck train is 830 passengers. Two traditional 14-car trains are needed to transport the same number of passengers. Meanwhile, the double-deck train is just 9% more expensive. Therefore, expenses per passenger-seat are significantly lower than during transportation in traditional trains.

All   coaches are equipped with eco-friendly toilets, two air conditioning and heating systems, which maintain a comfortable microclimate, and LED-based lightning, which is important for energy saving.   

The coach power supply is centrally provided by the electric locomotive via a high voltage static converter.   Airtight gangways and slack-free couplers reduce noise and vibration while the train is running. Sliding entry doors are fitted with automatic step boards to facilitate access for disabled people from low platforms.

The coaches operate on the Moscow-Adler route. This year, the Federal Passenger Company is going to buy 50 double-deck compartment coaches for the Moscow-St Petersburg and the Moscow-Kazan routes, and 15 seated coaches will be purchased for the Moscow-Voronezh route in 2015.

Gas-Reciprocating-Engine Locomotive

Transmashholding developed the world's first locomotive working on 100% liquefied natural gas. The first TEM19 locomotive is functioning already – it is now being tested at one of the stations of the Sverdlovsk Railway.

“There are no harmful emissions into the atmosphere from such a locomotive, and its price is affordable. The price of gas should be not more than 50% of the price of diesel fuel. According to our estimates, the payback period of the project is 7-8 years,” said Valentin Gapanovich, Senior Vice President of Russian Railways JSC.

The locomotive has a cryogenic tank for storing liquefied natural gas and fittings used on a standard 20-foot container. This makes it possible to save time by quickly replacing a spent tank with a full one. Simultaneously, this makes the operation and maintenance of the locomotive safer. The engine is cooled by a system using antifreeze. Furthermore, TEM19 is served by the driver, without an assistant driver.

As soon as testing of the new locomotive is complete, Transmashholding will begin mass adoption of the innovation. Locomotives of this model will be used on the Russian railway network and exported.  

Currently, senior managers at RZD, Transmashholding, and gas companies are discussing prices for fuel for the new locomotive. Mass production of the new rolling stock is supposed to begin in 2015, after tests are completed. (for information about the prospects of gas fuel on the railway network see pp 33-35)



TEM31M Shunting Locomotive 



This summer Locomotive Technologies LLC and Zheldorremmash OJSC presented the TEM31M shunting locomotive made at the Yaroslavl Electric Locomotive Repair Works. Total investment in development and production of the new locomotive will exceed RUB 100 million. Realisation of the project began in 2009.

The locomotive unveiled this year significantly differs from its predecessor – it has better efficiency and is full of state-of-the-art technologies (e.g. radio remote control, GLONASS/GPS, automatic speed control according to set-up parametres). 

The basis of the technology is a universal platform that can be equipped in compliance with requirements of the customer. The locomotive can be equipped with diesel engines made by Cummins, Caterpillar, or the Yaroslavl Engine Plant. The price depends on the configuration, but does not exceed RUB 30 million.

The major benefit of the TEM31M shunting locomotive is its low fuel consumption – it is just 5.6 kg/hour, which is a serious economy in comparison with other locomotives. Modern high-speed diesel engines are installed on the TEM31M diesel locomotive. Their working volume is 65-75% smaller than that of other Russian-made diesel engines with a similar capacity. Thanks to its lower weight and the reduced inertia of the connecting rod and piston group, high-speed diesel engines consume 30-40% less fuel at idle speed than medium-speed engines of similar power.

“Capacities of the plant in Yaroslavl allows production of up to 50 TEM31M diesel locomotives per annum,” say specialists of the company. Several experimental prototypes of the locomotive have been sent for a test drive to the Nizhny Tagil Iron and Steel Works (a subsidiary of Evraz group of companies) and Ural Mining and Metallurgical Company, where the rolling stock will be tested in service. 



Russia One Tram (R-1) 



The new urban rolling stock built by Russian corporation Uralvagonzavod is notable for its futuristic design. Its deve­lopment cost approximately RUB 20-30 million, and the rolling stock will be sold for RUB 40-50 million.

Marussia Motors designers participated in developing the new tram. However, its design is not innovative, it is based on the 71-407 and 71-409 model bogies made by Uraltransmash.  It is bidirectional, the car body is made of composite materials and has a modular design, which allows individual cabin setups. The tram can hold 190-270 passengers, depending on configuration. The tram’s average speed is 24 kph. 

The R1 tram has been dubbed the “iPhone on rails”. One can see its exterior and interior on the promotional website r1.uvz.ru, which states that 79.5% of the tram is Russian, 16% – Austrian, and 4.5% – German. Western partners helped to develop the interior of the rolling stock and create special engineering devices. The rest was made by Russian designers and engineers.

Alexey Maslov, Chief Designer of the project, describes his approach with the formula Vehicle + Architecture = Vehitecture. In his opinion, this synthetic term best reflects the new interdisciplinary sector of vehicle design and architecture where the concept of R1 was created. 

Mass production of R1 will begin in the next two years – the first trams are to be delivered to transporters in 2017. This summer, Uralvagonzavod signed an agreement with Gazprombank, the Sverdlovsk region, and Yekaterinburg about supplying R1 trams for the FIFA World Cup in 2018. Dmitry Medvedev, Prime Minister of the Russian Federation, who went inside the prototype, recommended “introducing the car to the international market”.



WORLD OMNEO Premium Train 



Bombardier Transportation has presented a new premium OMNEO train for intercity transportation this year. The EMU can run at 200 kph. 

The spacious double-deck cars offer travellers an elegant interior design, in particular the highly comfortable, wide reclining seats with individual armrests, tablet, footrest, reading light and electrical power supply.

The self-regulating air conditioning system and the low noise and vibration levels contribute to a quiet atmosphere ideally suited for intercity services. Focusing on passenger comfort, the architecture of the train provides extra-wide cars of 3 m width while storing the technical equipment on the roof to gain space and thus improve comfort in the passenger areas further.

This train is equipped with a dedicated space for people with disabilities and offers a universally accessible toilet and an access ramp so passengers in wheelchairs can travel in full autonomy.

The train has from 400 to 475 seats, depending on the length of each EMU. 

The OMNEO platform is based on ECO4 BOMBARDIER MITRAC permanent magnet motor technology, which allows the highest level of energy efficiency. 

“With the OMNEO Premium product, Bombardier goes beyond high comfort transportation and offers a new travel experience in tune with contemporary lifestyle demands,” said Jean Bergé, President of Bombardier Transportation France. “As the Regio 2N, the first trains of the OMNEO product platform, start operating, the OMNEO Premium train will be a step ahead in terms of delivery times and reliability. Also, maintenance and operations costs will benefit substantially from the platform model.”



Coradia Liner V200



This summer Alstom unveiled new rolling stock developed to replace Intercity trains now used in France. 

Equipped with ERTMS technology and consistent with European standards, Coradia Liner V200 trains can run on all conventional rail networks. It can reach speeds of 200 kph and accommodate up to 900 passengers.

The Coradia Liner is accessible to everyone thanks to the platform-height double doors and its low floor. The train is 100% consistent with STI PMR standards.

Particularly suitable for longer trips, the train offers unprecedented comfort with its reclining seats equipped with electrical sockets and reading lights, and its service areas – children’s play area, restaurant/bar & hospitality areas. Particular attention has been paid to ease of movement on-board, the hospitality and travel areas are spacious, with wide corridors. 

Also designed for operators, the Coradia Liner has a distributed traction system, over the entire train, providing fast acceleration and braking. Being lighter, its consumption is 30% less than that of current rolling stock, therefore the EMU has become the national and European eco-mobility train of choice. 

The Coradia Liner V200 design is based on the modular Coradia trains, with the ensuing benefits of over 30 years of operational experience in Europe: more than 3,000 Coradia are currently operating in Europe and have travelled more than 4 billion km in Germany (Coradia Lint and Continental), Denmark, Spain, France (Coradia Polyvalent and Coradia Duplex ZTER – 200 kph), Italy (Coradia Meridian), Luxembourg (Coradia Duplex, the Netherlands (Coradia Lint), Portugal (Tagus Coradia DD) and Sweden (Coradia Duplex X40 – 200 kph).



The Fastest Train in the World



Hong Kong's railway operator MTR has unveiled a new high-speed train, which will be put into operation in 2015. The train can run at 483 kph.

The eight-car train was built by CSR Qingdao Sifang and is based on the CRH380A design. Due to a streamlined exterior made in the form of a sword, the EMU will accelerate faster. In addition, it is made of plastic materials reinforced with carbon fiber, therefore, the train is light and at the same time durable, which is fast and safe for passengers. Currently, wagons of the new model of the CRH series are filled with measuring and recording equipment in order to provide scientists and engineers with experimental data about the specifics of high-speed traffic.

The pilot model has the maximum tractive power of 22,800 kW, compared with the 9,600 kW of the previous record holder, the CRH380 train, which ran at a speed of 320 kph. 

CSR Qingdao Sifang is to build nine such trains. The capacity of each EMU is 579 passengers. The cost of the project is about $224 million.

As a reminder, an absolute record for wheeled trains is 574.8 kph was established by the French TGV locomotive in 2007 during a special trip. Earlier, Chinese media reported on trains moving at speeds of up to 350 kph, but after a series of incidents officials decided to reduce the speed to 300 kph for greater safety. 

It is expected that the new bullet train will help to strengthen economic ties between Hong Kong and mainland China.



The “Tarpan” Train



The “Tarpan” express train made by the Kryukov Railcar Building Works (KVSZ) became a disappointment to the Ukrainian machine building sector. Having worked for less than a week, the rolling stock broke down.

“The producer withdrew the electric train from the Ukrainian High-Speed Railway Company to replace electrical equipment that facilitates the operation of components in the salons – lighting, ventilation, air conditioning and toilets,” KVSZ said in the press release after the malfunction. The company's press service emphasized that this defect affects only equipment for ensuring comfort, and that the train is in fully operational condition and meets safety requirements.

The “Tarpan” train was to replace Hyundai rolling stock (made in Korea), which was disappointing during the FIFA World Cup in 2012, but everything went wrong. Nevertheless, our hopes are still pinned to the new train.

The train has nine railcars, but at a customer’s request their number may be changed. The “Tarpan” has eight traction motors with a 4,000 kW total nominal power traction drive, when accelerating, the drive power reaches 5280 kW, which provides higher performance by the train. The design speed is 176 kph, operating speed is 160 kph. It is possible to increase the speed to 220 kph. 

Additionally, it is the first time that a train in Ukraine has been equipped with a crash-system located at the head of the railcar under the plastic cowling. This device can save the train and passengers in emergency situations, because the crash energy is expended within the inbuilt crumple zones, absorbing up to 2 MJ of kinetic energy. 

As for the interior design, the “Tarpan” has railcars of first, the second, and the tourist class and can carry 609 passengers, including passengers in wheelchairs.



The First Low-Floor Tram for China



Bombardier unveiled the tram for China, produced under a 10-year-license agreement signed by the company and CSR Nanjing Puzhen Rolling Stock Co. Ltd. (CSR Puzhen) in July 2012.

Following the first public tender for modern 100% low-floor trams in China, Bombardier partner CSR Puzhen, a subsidiary of China South Locomotive and Rolling Stock Corporation Limited, won an order for 18 low-floor trams for the city of Suzhou. 

CSR Puzhen is building the trams based on Bombardier’s FLEXITY 2 technology at its site in Nanjing. Bombardier has developed the vehicle design, provides training and delivers on-site support. The tram is equipped with BOMBARDIER FLEXX Urban 3000 bogies and BOMBARDIER MITRAC propulsion technology.

Jianwei Zhang, President of Bombardier China, said: “We are proud to be part of this milestone and look forward to seeing Suzhou become a benchmark in modern tramway operation in China. As the world market leader in trams, Bombardier is the ideal partner to introduce this technology in China successfully.”

The five-section bi-directional, multi-articulated low-floor trams for Suzhou are 32 m long and 2.65 m wide. These modern low-floor trams provide the latest standards in safety, passenger comfort, accessibility and energy consumption. CSR Puzhen is also producing trams for two lines in Nanjing, featuring Bombardier's catenary-free technology based on BOMBARDIER PRIMOVE traction batteries.

Bombardier has sold more than 1,200 FLEXITY 100 per cent low-floor trams worldwide. About 3,500 Bombardier trams and light rail vehicles are in revenue service or on order in approximately 100 cities across Europe, Australia and North America.



Ferrari Train and Spa Train



This rolling stock does not exist, however, plans to create it have been announced. Japanese railway company JR East is going to launch a new luxury sleeper train in 2017. The train will be designed by renowned Ferrari designer Ken Okuyama, who was behind the Enzo Ferrari and Ferrari P4/5 designs.

The Cruise Train, as JR East call it, will accommodate a maximum of 34 passengers in its 10 carriages. The design features a series of private guest suites, glass-walled observation cars, up-market restaurant, lounge and bar carriages. The car for deluxe suites has only 2 rooms including a duplex type room with two beds on the lower floor, and traditional Japanese tatami mats upstairs. Each of the suites is designed for two guests. The train will cost approximately $50 million.

Another innovation unveiled by Japanese engineers is a spa train. Railcars equipped with footbaths will be a part of Shinkansen high-speed trains in Japan. 

The first such train, named “Toreiyu” – a combination of the English word “train”, the French “soleil” and “yu”, the Japanese word for hot water –will have one car with two 2.4-metre-long foot spa tubs facing windows and also a car with a bar counter. The rolling stock will run at weekends linking Fukushima Prefecture and Yamagata Prefecture. It is part of a campaign to promote tourism in Yamagata, a farming area known for rice, beef, cherries and pears.
    [~DETAIL_TEXT] => 
RUSSIA Double-Deck Railcars



A double-deck passenger coach, a radically new type of rolling stock for the RZD network, has been in operation since last autumn. This state-of-the-art rolling stock was made by Tver Carriage Works (TVZ, a part of Transmashholding) in cooperation with Alstom (France). New technologies, equipment, and materials were used in production of the railcars. Thanks to that, their lifespan has been boosted to 40 years, 25% longer than that of a traditional passenger coach. The weight of a traditional coach is 58-60 tons, and a double-deck railcar weighs 64-66 tons and has double the carrying capacity.   

The capacity of the double-deck train is 830 passengers. Two traditional 14-car trains are needed to transport the same number of passengers. Meanwhile, the double-deck train is just 9% more expensive. Therefore, expenses per passenger-seat are significantly lower than during transportation in traditional trains.

All   coaches are equipped with eco-friendly toilets, two air conditioning and heating systems, which maintain a comfortable microclimate, and LED-based lightning, which is important for energy saving.   

The coach power supply is centrally provided by the electric locomotive via a high voltage static converter.   Airtight gangways and slack-free couplers reduce noise and vibration while the train is running. Sliding entry doors are fitted with automatic step boards to facilitate access for disabled people from low platforms.

The coaches operate on the Moscow-Adler route. This year, the Federal Passenger Company is going to buy 50 double-deck compartment coaches for the Moscow-St Petersburg and the Moscow-Kazan routes, and 15 seated coaches will be purchased for the Moscow-Voronezh route in 2015.

Gas-Reciprocating-Engine Locomotive

Transmashholding developed the world's first locomotive working on 100% liquefied natural gas. The first TEM19 locomotive is functioning already – it is now being tested at one of the stations of the Sverdlovsk Railway.

“There are no harmful emissions into the atmosphere from such a locomotive, and its price is affordable. The price of gas should be not more than 50% of the price of diesel fuel. According to our estimates, the payback period of the project is 7-8 years,” said Valentin Gapanovich, Senior Vice President of Russian Railways JSC.

The locomotive has a cryogenic tank for storing liquefied natural gas and fittings used on a standard 20-foot container. This makes it possible to save time by quickly replacing a spent tank with a full one. Simultaneously, this makes the operation and maintenance of the locomotive safer. The engine is cooled by a system using antifreeze. Furthermore, TEM19 is served by the driver, without an assistant driver.

As soon as testing of the new locomotive is complete, Transmashholding will begin mass adoption of the innovation. Locomotives of this model will be used on the Russian railway network and exported.  

Currently, senior managers at RZD, Transmashholding, and gas companies are discussing prices for fuel for the new locomotive. Mass production of the new rolling stock is supposed to begin in 2015, after tests are completed. (for information about the prospects of gas fuel on the railway network see pp 33-35)



TEM31M Shunting Locomotive 



This summer Locomotive Technologies LLC and Zheldorremmash OJSC presented the TEM31M shunting locomotive made at the Yaroslavl Electric Locomotive Repair Works. Total investment in development and production of the new locomotive will exceed RUB 100 million. Realisation of the project began in 2009.

The locomotive unveiled this year significantly differs from its predecessor – it has better efficiency and is full of state-of-the-art technologies (e.g. radio remote control, GLONASS/GPS, automatic speed control according to set-up parametres). 

The basis of the technology is a universal platform that can be equipped in compliance with requirements of the customer. The locomotive can be equipped with diesel engines made by Cummins, Caterpillar, or the Yaroslavl Engine Plant. The price depends on the configuration, but does not exceed RUB 30 million.

The major benefit of the TEM31M shunting locomotive is its low fuel consumption – it is just 5.6 kg/hour, which is a serious economy in comparison with other locomotives. Modern high-speed diesel engines are installed on the TEM31M diesel locomotive. Their working volume is 65-75% smaller than that of other Russian-made diesel engines with a similar capacity. Thanks to its lower weight and the reduced inertia of the connecting rod and piston group, high-speed diesel engines consume 30-40% less fuel at idle speed than medium-speed engines of similar power.

“Capacities of the plant in Yaroslavl allows production of up to 50 TEM31M diesel locomotives per annum,” say specialists of the company. Several experimental prototypes of the locomotive have been sent for a test drive to the Nizhny Tagil Iron and Steel Works (a subsidiary of Evraz group of companies) and Ural Mining and Metallurgical Company, where the rolling stock will be tested in service. 



Russia One Tram (R-1) 



The new urban rolling stock built by Russian corporation Uralvagonzavod is notable for its futuristic design. Its deve­lopment cost approximately RUB 20-30 million, and the rolling stock will be sold for RUB 40-50 million.

Marussia Motors designers participated in developing the new tram. However, its design is not innovative, it is based on the 71-407 and 71-409 model bogies made by Uraltransmash.  It is bidirectional, the car body is made of composite materials and has a modular design, which allows individual cabin setups. The tram can hold 190-270 passengers, depending on configuration. The tram’s average speed is 24 kph. 

The R1 tram has been dubbed the “iPhone on rails”. One can see its exterior and interior on the promotional website r1.uvz.ru, which states that 79.5% of the tram is Russian, 16% – Austrian, and 4.5% – German. Western partners helped to develop the interior of the rolling stock and create special engineering devices. The rest was made by Russian designers and engineers.

Alexey Maslov, Chief Designer of the project, describes his approach with the formula Vehicle + Architecture = Vehitecture. In his opinion, this synthetic term best reflects the new interdisciplinary sector of vehicle design and architecture where the concept of R1 was created. 

Mass production of R1 will begin in the next two years – the first trams are to be delivered to transporters in 2017. This summer, Uralvagonzavod signed an agreement with Gazprombank, the Sverdlovsk region, and Yekaterinburg about supplying R1 trams for the FIFA World Cup in 2018. Dmitry Medvedev, Prime Minister of the Russian Federation, who went inside the prototype, recommended “introducing the car to the international market”.



WORLD OMNEO Premium Train 



Bombardier Transportation has presented a new premium OMNEO train for intercity transportation this year. The EMU can run at 200 kph. 

The spacious double-deck cars offer travellers an elegant interior design, in particular the highly comfortable, wide reclining seats with individual armrests, tablet, footrest, reading light and electrical power supply.

The self-regulating air conditioning system and the low noise and vibration levels contribute to a quiet atmosphere ideally suited for intercity services. Focusing on passenger comfort, the architecture of the train provides extra-wide cars of 3 m width while storing the technical equipment on the roof to gain space and thus improve comfort in the passenger areas further.

This train is equipped with a dedicated space for people with disabilities and offers a universally accessible toilet and an access ramp so passengers in wheelchairs can travel in full autonomy.

The train has from 400 to 475 seats, depending on the length of each EMU. 

The OMNEO platform is based on ECO4 BOMBARDIER MITRAC permanent magnet motor technology, which allows the highest level of energy efficiency. 

“With the OMNEO Premium product, Bombardier goes beyond high comfort transportation and offers a new travel experience in tune with contemporary lifestyle demands,” said Jean Bergé, President of Bombardier Transportation France. “As the Regio 2N, the first trains of the OMNEO product platform, start operating, the OMNEO Premium train will be a step ahead in terms of delivery times and reliability. Also, maintenance and operations costs will benefit substantially from the platform model.”



Coradia Liner V200



This summer Alstom unveiled new rolling stock developed to replace Intercity trains now used in France. 

Equipped with ERTMS technology and consistent with European standards, Coradia Liner V200 trains can run on all conventional rail networks. It can reach speeds of 200 kph and accommodate up to 900 passengers.

The Coradia Liner is accessible to everyone thanks to the platform-height double doors and its low floor. The train is 100% consistent with STI PMR standards.

Particularly suitable for longer trips, the train offers unprecedented comfort with its reclining seats equipped with electrical sockets and reading lights, and its service areas – children’s play area, restaurant/bar & hospitality areas. Particular attention has been paid to ease of movement on-board, the hospitality and travel areas are spacious, with wide corridors. 

Also designed for operators, the Coradia Liner has a distributed traction system, over the entire train, providing fast acceleration and braking. Being lighter, its consumption is 30% less than that of current rolling stock, therefore the EMU has become the national and European eco-mobility train of choice. 

The Coradia Liner V200 design is based on the modular Coradia trains, with the ensuing benefits of over 30 years of operational experience in Europe: more than 3,000 Coradia are currently operating in Europe and have travelled more than 4 billion km in Germany (Coradia Lint and Continental), Denmark, Spain, France (Coradia Polyvalent and Coradia Duplex ZTER – 200 kph), Italy (Coradia Meridian), Luxembourg (Coradia Duplex, the Netherlands (Coradia Lint), Portugal (Tagus Coradia DD) and Sweden (Coradia Duplex X40 – 200 kph).



The Fastest Train in the World



Hong Kong's railway operator MTR has unveiled a new high-speed train, which will be put into operation in 2015. The train can run at 483 kph.

The eight-car train was built by CSR Qingdao Sifang and is based on the CRH380A design. Due to a streamlined exterior made in the form of a sword, the EMU will accelerate faster. In addition, it is made of plastic materials reinforced with carbon fiber, therefore, the train is light and at the same time durable, which is fast and safe for passengers. Currently, wagons of the new model of the CRH series are filled with measuring and recording equipment in order to provide scientists and engineers with experimental data about the specifics of high-speed traffic.

The pilot model has the maximum tractive power of 22,800 kW, compared with the 9,600 kW of the previous record holder, the CRH380 train, which ran at a speed of 320 kph. 

CSR Qingdao Sifang is to build nine such trains. The capacity of each EMU is 579 passengers. The cost of the project is about $224 million.

As a reminder, an absolute record for wheeled trains is 574.8 kph was established by the French TGV locomotive in 2007 during a special trip. Earlier, Chinese media reported on trains moving at speeds of up to 350 kph, but after a series of incidents officials decided to reduce the speed to 300 kph for greater safety. 

It is expected that the new bullet train will help to strengthen economic ties between Hong Kong and mainland China.



The “Tarpan” Train



The “Tarpan” express train made by the Kryukov Railcar Building Works (KVSZ) became a disappointment to the Ukrainian machine building sector. Having worked for less than a week, the rolling stock broke down.

“The producer withdrew the electric train from the Ukrainian High-Speed Railway Company to replace electrical equipment that facilitates the operation of components in the salons – lighting, ventilation, air conditioning and toilets,” KVSZ said in the press release after the malfunction. The company's press service emphasized that this defect affects only equipment for ensuring comfort, and that the train is in fully operational condition and meets safety requirements.

The “Tarpan” train was to replace Hyundai rolling stock (made in Korea), which was disappointing during the FIFA World Cup in 2012, but everything went wrong. Nevertheless, our hopes are still pinned to the new train.

The train has nine railcars, but at a customer’s request their number may be changed. The “Tarpan” has eight traction motors with a 4,000 kW total nominal power traction drive, when accelerating, the drive power reaches 5280 kW, which provides higher performance by the train. The design speed is 176 kph, operating speed is 160 kph. It is possible to increase the speed to 220 kph. 

Additionally, it is the first time that a train in Ukraine has been equipped with a crash-system located at the head of the railcar under the plastic cowling. This device can save the train and passengers in emergency situations, because the crash energy is expended within the inbuilt crumple zones, absorbing up to 2 MJ of kinetic energy. 

As for the interior design, the “Tarpan” has railcars of first, the second, and the tourist class and can carry 609 passengers, including passengers in wheelchairs.



The First Low-Floor Tram for China



Bombardier unveiled the tram for China, produced under a 10-year-license agreement signed by the company and CSR Nanjing Puzhen Rolling Stock Co. Ltd. (CSR Puzhen) in July 2012.

Following the first public tender for modern 100% low-floor trams in China, Bombardier partner CSR Puzhen, a subsidiary of China South Locomotive and Rolling Stock Corporation Limited, won an order for 18 low-floor trams for the city of Suzhou. 

CSR Puzhen is building the trams based on Bombardier’s FLEXITY 2 technology at its site in Nanjing. Bombardier has developed the vehicle design, provides training and delivers on-site support. The tram is equipped with BOMBARDIER FLEXX Urban 3000 bogies and BOMBARDIER MITRAC propulsion technology.

Jianwei Zhang, President of Bombardier China, said: “We are proud to be part of this milestone and look forward to seeing Suzhou become a benchmark in modern tramway operation in China. As the world market leader in trams, Bombardier is the ideal partner to introduce this technology in China successfully.”

The five-section bi-directional, multi-articulated low-floor trams for Suzhou are 32 m long and 2.65 m wide. These modern low-floor trams provide the latest standards in safety, passenger comfort, accessibility and energy consumption. CSR Puzhen is also producing trams for two lines in Nanjing, featuring Bombardier's catenary-free technology based on BOMBARDIER PRIMOVE traction batteries.

Bombardier has sold more than 1,200 FLEXITY 100 per cent low-floor trams worldwide. About 3,500 Bombardier trams and light rail vehicles are in revenue service or on order in approximately 100 cities across Europe, Australia and North America.



Ferrari Train and Spa Train



This rolling stock does not exist, however, plans to create it have been announced. Japanese railway company JR East is going to launch a new luxury sleeper train in 2017. The train will be designed by renowned Ferrari designer Ken Okuyama, who was behind the Enzo Ferrari and Ferrari P4/5 designs.

The Cruise Train, as JR East call it, will accommodate a maximum of 34 passengers in its 10 carriages. The design features a series of private guest suites, glass-walled observation cars, up-market restaurant, lounge and bar carriages. The car for deluxe suites has only 2 rooms including a duplex type room with two beds on the lower floor, and traditional Japanese tatami mats upstairs. Each of the suites is designed for two guests. The train will cost approximately $50 million.

Another innovation unveiled by Japanese engineers is a spa train. Railcars equipped with footbaths will be a part of Shinkansen high-speed trains in Japan. 

The first such train, named “Toreiyu” – a combination of the English word “train”, the French “soleil” and “yu”, the Japanese word for hot water –will have one car with two 2.4-metre-long foot spa tubs facing windows and also a car with a bar counter. The rolling stock will run at weekends linking Fukushima Prefecture and Yamagata Prefecture. It is part of a campaign to promote tourism in Yamagata, a farming area known for rice, beef, cherries and pears.
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    [DETAIL_TEXT] => 
RUSSIA Double-Deck Railcars



A double-deck passenger coach, a radically new type of rolling stock for the RZD network, has been in operation since last autumn. This state-of-the-art rolling stock was made by Tver Carriage Works (TVZ, a part of Transmashholding) in cooperation with Alstom (France). New technologies, equipment, and materials were used in production of the railcars. Thanks to that, their lifespan has been boosted to 40 years, 25% longer than that of a traditional passenger coach. The weight of a traditional coach is 58-60 tons, and a double-deck railcar weighs 64-66 tons and has double the carrying capacity.   

The capacity of the double-deck train is 830 passengers. Two traditional 14-car trains are needed to transport the same number of passengers. Meanwhile, the double-deck train is just 9% more expensive. Therefore, expenses per passenger-seat are significantly lower than during transportation in traditional trains.

All   coaches are equipped with eco-friendly toilets, two air conditioning and heating systems, which maintain a comfortable microclimate, and LED-based lightning, which is important for energy saving.   

The coach power supply is centrally provided by the electric locomotive via a high voltage static converter.   Airtight gangways and slack-free couplers reduce noise and vibration while the train is running. Sliding entry doors are fitted with automatic step boards to facilitate access for disabled people from low platforms.

The coaches operate on the Moscow-Adler route. This year, the Federal Passenger Company is going to buy 50 double-deck compartment coaches for the Moscow-St Petersburg and the Moscow-Kazan routes, and 15 seated coaches will be purchased for the Moscow-Voronezh route in 2015.

Gas-Reciprocating-Engine Locomotive

Transmashholding developed the world's first locomotive working on 100% liquefied natural gas. The first TEM19 locomotive is functioning already – it is now being tested at one of the stations of the Sverdlovsk Railway.

“There are no harmful emissions into the atmosphere from such a locomotive, and its price is affordable. The price of gas should be not more than 50% of the price of diesel fuel. According to our estimates, the payback period of the project is 7-8 years,” said Valentin Gapanovich, Senior Vice President of Russian Railways JSC.

The locomotive has a cryogenic tank for storing liquefied natural gas and fittings used on a standard 20-foot container. This makes it possible to save time by quickly replacing a spent tank with a full one. Simultaneously, this makes the operation and maintenance of the locomotive safer. The engine is cooled by a system using antifreeze. Furthermore, TEM19 is served by the driver, without an assistant driver.

As soon as testing of the new locomotive is complete, Transmashholding will begin mass adoption of the innovation. Locomotives of this model will be used on the Russian railway network and exported.  

Currently, senior managers at RZD, Transmashholding, and gas companies are discussing prices for fuel for the new locomotive. Mass production of the new rolling stock is supposed to begin in 2015, after tests are completed. (for information about the prospects of gas fuel on the railway network see pp 33-35)



TEM31M Shunting Locomotive 



This summer Locomotive Technologies LLC and Zheldorremmash OJSC presented the TEM31M shunting locomotive made at the Yaroslavl Electric Locomotive Repair Works. Total investment in development and production of the new locomotive will exceed RUB 100 million. Realisation of the project began in 2009.

The locomotive unveiled this year significantly differs from its predecessor – it has better efficiency and is full of state-of-the-art technologies (e.g. radio remote control, GLONASS/GPS, automatic speed control according to set-up parametres). 

The basis of the technology is a universal platform that can be equipped in compliance with requirements of the customer. The locomotive can be equipped with diesel engines made by Cummins, Caterpillar, or the Yaroslavl Engine Plant. The price depends on the configuration, but does not exceed RUB 30 million.

The major benefit of the TEM31M shunting locomotive is its low fuel consumption – it is just 5.6 kg/hour, which is a serious economy in comparison with other locomotives. Modern high-speed diesel engines are installed on the TEM31M diesel locomotive. Their working volume is 65-75% smaller than that of other Russian-made diesel engines with a similar capacity. Thanks to its lower weight and the reduced inertia of the connecting rod and piston group, high-speed diesel engines consume 30-40% less fuel at idle speed than medium-speed engines of similar power.

“Capacities of the plant in Yaroslavl allows production of up to 50 TEM31M diesel locomotives per annum,” say specialists of the company. Several experimental prototypes of the locomotive have been sent for a test drive to the Nizhny Tagil Iron and Steel Works (a subsidiary of Evraz group of companies) and Ural Mining and Metallurgical Company, where the rolling stock will be tested in service. 



Russia One Tram (R-1) 



The new urban rolling stock built by Russian corporation Uralvagonzavod is notable for its futuristic design. Its deve­lopment cost approximately RUB 20-30 million, and the rolling stock will be sold for RUB 40-50 million.

Marussia Motors designers participated in developing the new tram. However, its design is not innovative, it is based on the 71-407 and 71-409 model bogies made by Uraltransmash.  It is bidirectional, the car body is made of composite materials and has a modular design, which allows individual cabin setups. The tram can hold 190-270 passengers, depending on configuration. The tram’s average speed is 24 kph. 

The R1 tram has been dubbed the “iPhone on rails”. One can see its exterior and interior on the promotional website r1.uvz.ru, which states that 79.5% of the tram is Russian, 16% – Austrian, and 4.5% – German. Western partners helped to develop the interior of the rolling stock and create special engineering devices. The rest was made by Russian designers and engineers.

Alexey Maslov, Chief Designer of the project, describes his approach with the formula Vehicle + Architecture = Vehitecture. In his opinion, this synthetic term best reflects the new interdisciplinary sector of vehicle design and architecture where the concept of R1 was created. 

Mass production of R1 will begin in the next two years – the first trams are to be delivered to transporters in 2017. This summer, Uralvagonzavod signed an agreement with Gazprombank, the Sverdlovsk region, and Yekaterinburg about supplying R1 trams for the FIFA World Cup in 2018. Dmitry Medvedev, Prime Minister of the Russian Federation, who went inside the prototype, recommended “introducing the car to the international market”.



WORLD OMNEO Premium Train 



Bombardier Transportation has presented a new premium OMNEO train for intercity transportation this year. The EMU can run at 200 kph. 

The spacious double-deck cars offer travellers an elegant interior design, in particular the highly comfortable, wide reclining seats with individual armrests, tablet, footrest, reading light and electrical power supply.

The self-regulating air conditioning system and the low noise and vibration levels contribute to a quiet atmosphere ideally suited for intercity services. Focusing on passenger comfort, the architecture of the train provides extra-wide cars of 3 m width while storing the technical equipment on the roof to gain space and thus improve comfort in the passenger areas further.

This train is equipped with a dedicated space for people with disabilities and offers a universally accessible toilet and an access ramp so passengers in wheelchairs can travel in full autonomy.

The train has from 400 to 475 seats, depending on the length of each EMU. 

The OMNEO platform is based on ECO4 BOMBARDIER MITRAC permanent magnet motor technology, which allows the highest level of energy efficiency. 

“With the OMNEO Premium product, Bombardier goes beyond high comfort transportation and offers a new travel experience in tune with contemporary lifestyle demands,” said Jean Bergé, President of Bombardier Transportation France. “As the Regio 2N, the first trains of the OMNEO product platform, start operating, the OMNEO Premium train will be a step ahead in terms of delivery times and reliability. Also, maintenance and operations costs will benefit substantially from the platform model.”



Coradia Liner V200



This summer Alstom unveiled new rolling stock developed to replace Intercity trains now used in France. 

Equipped with ERTMS technology and consistent with European standards, Coradia Liner V200 trains can run on all conventional rail networks. It can reach speeds of 200 kph and accommodate up to 900 passengers.

The Coradia Liner is accessible to everyone thanks to the platform-height double doors and its low floor. The train is 100% consistent with STI PMR standards.

Particularly suitable for longer trips, the train offers unprecedented comfort with its reclining seats equipped with electrical sockets and reading lights, and its service areas – children’s play area, restaurant/bar & hospitality areas. Particular attention has been paid to ease of movement on-board, the hospitality and travel areas are spacious, with wide corridors. 

Also designed for operators, the Coradia Liner has a distributed traction system, over the entire train, providing fast acceleration and braking. Being lighter, its consumption is 30% less than that of current rolling stock, therefore the EMU has become the national and European eco-mobility train of choice. 

The Coradia Liner V200 design is based on the modular Coradia trains, with the ensuing benefits of over 30 years of operational experience in Europe: more than 3,000 Coradia are currently operating in Europe and have travelled more than 4 billion km in Germany (Coradia Lint and Continental), Denmark, Spain, France (Coradia Polyvalent and Coradia Duplex ZTER – 200 kph), Italy (Coradia Meridian), Luxembourg (Coradia Duplex, the Netherlands (Coradia Lint), Portugal (Tagus Coradia DD) and Sweden (Coradia Duplex X40 – 200 kph).



The Fastest Train in the World



Hong Kong's railway operator MTR has unveiled a new high-speed train, which will be put into operation in 2015. The train can run at 483 kph.

The eight-car train was built by CSR Qingdao Sifang and is based on the CRH380A design. Due to a streamlined exterior made in the form of a sword, the EMU will accelerate faster. In addition, it is made of plastic materials reinforced with carbon fiber, therefore, the train is light and at the same time durable, which is fast and safe for passengers. Currently, wagons of the new model of the CRH series are filled with measuring and recording equipment in order to provide scientists and engineers with experimental data about the specifics of high-speed traffic.

The pilot model has the maximum tractive power of 22,800 kW, compared with the 9,600 kW of the previous record holder, the CRH380 train, which ran at a speed of 320 kph. 

CSR Qingdao Sifang is to build nine such trains. The capacity of each EMU is 579 passengers. The cost of the project is about $224 million.

As a reminder, an absolute record for wheeled trains is 574.8 kph was established by the French TGV locomotive in 2007 during a special trip. Earlier, Chinese media reported on trains moving at speeds of up to 350 kph, but after a series of incidents officials decided to reduce the speed to 300 kph for greater safety. 

It is expected that the new bullet train will help to strengthen economic ties between Hong Kong and mainland China.



The “Tarpan” Train



The “Tarpan” express train made by the Kryukov Railcar Building Works (KVSZ) became a disappointment to the Ukrainian machine building sector. Having worked for less than a week, the rolling stock broke down.

“The producer withdrew the electric train from the Ukrainian High-Speed Railway Company to replace electrical equipment that facilitates the operation of components in the salons – lighting, ventilation, air conditioning and toilets,” KVSZ said in the press release after the malfunction. The company's press service emphasized that this defect affects only equipment for ensuring comfort, and that the train is in fully operational condition and meets safety requirements.

The “Tarpan” train was to replace Hyundai rolling stock (made in Korea), which was disappointing during the FIFA World Cup in 2012, but everything went wrong. Nevertheless, our hopes are still pinned to the new train.

The train has nine railcars, but at a customer’s request their number may be changed. The “Tarpan” has eight traction motors with a 4,000 kW total nominal power traction drive, when accelerating, the drive power reaches 5280 kW, which provides higher performance by the train. The design speed is 176 kph, operating speed is 160 kph. It is possible to increase the speed to 220 kph. 

Additionally, it is the first time that a train in Ukraine has been equipped with a crash-system located at the head of the railcar under the plastic cowling. This device can save the train and passengers in emergency situations, because the crash energy is expended within the inbuilt crumple zones, absorbing up to 2 MJ of kinetic energy. 

As for the interior design, the “Tarpan” has railcars of first, the second, and the tourist class and can carry 609 passengers, including passengers in wheelchairs.



The First Low-Floor Tram for China



Bombardier unveiled the tram for China, produced under a 10-year-license agreement signed by the company and CSR Nanjing Puzhen Rolling Stock Co. Ltd. (CSR Puzhen) in July 2012.

Following the first public tender for modern 100% low-floor trams in China, Bombardier partner CSR Puzhen, a subsidiary of China South Locomotive and Rolling Stock Corporation Limited, won an order for 18 low-floor trams for the city of Suzhou. 

CSR Puzhen is building the trams based on Bombardier’s FLEXITY 2 technology at its site in Nanjing. Bombardier has developed the vehicle design, provides training and delivers on-site support. The tram is equipped with BOMBARDIER FLEXX Urban 3000 bogies and BOMBARDIER MITRAC propulsion technology.

Jianwei Zhang, President of Bombardier China, said: “We are proud to be part of this milestone and look forward to seeing Suzhou become a benchmark in modern tramway operation in China. As the world market leader in trams, Bombardier is the ideal partner to introduce this technology in China successfully.”

The five-section bi-directional, multi-articulated low-floor trams for Suzhou are 32 m long and 2.65 m wide. These modern low-floor trams provide the latest standards in safety, passenger comfort, accessibility and energy consumption. CSR Puzhen is also producing trams for two lines in Nanjing, featuring Bombardier's catenary-free technology based on BOMBARDIER PRIMOVE traction batteries.

Bombardier has sold more than 1,200 FLEXITY 100 per cent low-floor trams worldwide. About 3,500 Bombardier trams and light rail vehicles are in revenue service or on order in approximately 100 cities across Europe, Australia and North America.



Ferrari Train and Spa Train



This rolling stock does not exist, however, plans to create it have been announced. Japanese railway company JR East is going to launch a new luxury sleeper train in 2017. The train will be designed by renowned Ferrari designer Ken Okuyama, who was behind the Enzo Ferrari and Ferrari P4/5 designs.

The Cruise Train, as JR East call it, will accommodate a maximum of 34 passengers in its 10 carriages. The design features a series of private guest suites, glass-walled observation cars, up-market restaurant, lounge and bar carriages. The car for deluxe suites has only 2 rooms including a duplex type room with two beds on the lower floor, and traditional Japanese tatami mats upstairs. Each of the suites is designed for two guests. The train will cost approximately $50 million.

Another innovation unveiled by Japanese engineers is a spa train. Railcars equipped with footbaths will be a part of Shinkansen high-speed trains in Japan. 

The first such train, named “Toreiyu” – a combination of the English word “train”, the French “soleil” and “yu”, the Japanese word for hot water –will have one car with two 2.4-metre-long foot spa tubs facing windows and also a car with a bar counter. The rolling stock will run at weekends linking Fukushima Prefecture and Yamagata Prefecture. It is part of a campaign to promote tourism in Yamagata, a farming area known for rice, beef, cherries and pears.
    [~DETAIL_TEXT] => 
RUSSIA Double-Deck Railcars



A double-deck passenger coach, a radically new type of rolling stock for the RZD network, has been in operation since last autumn. This state-of-the-art rolling stock was made by Tver Carriage Works (TVZ, a part of Transmashholding) in cooperation with Alstom (France). New technologies, equipment, and materials were used in production of the railcars. Thanks to that, their lifespan has been boosted to 40 years, 25% longer than that of a traditional passenger coach. The weight of a traditional coach is 58-60 tons, and a double-deck railcar weighs 64-66 tons and has double the carrying capacity.   

The capacity of the double-deck train is 830 passengers. Two traditional 14-car trains are needed to transport the same number of passengers. Meanwhile, the double-deck train is just 9% more expensive. Therefore, expenses per passenger-seat are significantly lower than during transportation in traditional trains.

All   coaches are equipped with eco-friendly toilets, two air conditioning and heating systems, which maintain a comfortable microclimate, and LED-based lightning, which is important for energy saving.   

The coach power supply is centrally provided by the electric locomotive via a high voltage static converter.   Airtight gangways and slack-free couplers reduce noise and vibration while the train is running. Sliding entry doors are fitted with automatic step boards to facilitate access for disabled people from low platforms.

The coaches operate on the Moscow-Adler route. This year, the Federal Passenger Company is going to buy 50 double-deck compartment coaches for the Moscow-St Petersburg and the Moscow-Kazan routes, and 15 seated coaches will be purchased for the Moscow-Voronezh route in 2015.

Gas-Reciprocating-Engine Locomotive

Transmashholding developed the world's first locomotive working on 100% liquefied natural gas. The first TEM19 locomotive is functioning already – it is now being tested at one of the stations of the Sverdlovsk Railway.

“There are no harmful emissions into the atmosphere from such a locomotive, and its price is affordable. The price of gas should be not more than 50% of the price of diesel fuel. According to our estimates, the payback period of the project is 7-8 years,” said Valentin Gapanovich, Senior Vice President of Russian Railways JSC.

The locomotive has a cryogenic tank for storing liquefied natural gas and fittings used on a standard 20-foot container. This makes it possible to save time by quickly replacing a spent tank with a full one. Simultaneously, this makes the operation and maintenance of the locomotive safer. The engine is cooled by a system using antifreeze. Furthermore, TEM19 is served by the driver, without an assistant driver.

As soon as testing of the new locomotive is complete, Transmashholding will begin mass adoption of the innovation. Locomotives of this model will be used on the Russian railway network and exported.  

Currently, senior managers at RZD, Transmashholding, and gas companies are discussing prices for fuel for the new locomotive. Mass production of the new rolling stock is supposed to begin in 2015, after tests are completed. (for information about the prospects of gas fuel on the railway network see pp 33-35)



TEM31M Shunting Locomotive 



This summer Locomotive Technologies LLC and Zheldorremmash OJSC presented the TEM31M shunting locomotive made at the Yaroslavl Electric Locomotive Repair Works. Total investment in development and production of the new locomotive will exceed RUB 100 million. Realisation of the project began in 2009.

The locomotive unveiled this year significantly differs from its predecessor – it has better efficiency and is full of state-of-the-art technologies (e.g. radio remote control, GLONASS/GPS, automatic speed control according to set-up parametres). 

The basis of the technology is a universal platform that can be equipped in compliance with requirements of the customer. The locomotive can be equipped with diesel engines made by Cummins, Caterpillar, or the Yaroslavl Engine Plant. The price depends on the configuration, but does not exceed RUB 30 million.

The major benefit of the TEM31M shunting locomotive is its low fuel consumption – it is just 5.6 kg/hour, which is a serious economy in comparison with other locomotives. Modern high-speed diesel engines are installed on the TEM31M diesel locomotive. Their working volume is 65-75% smaller than that of other Russian-made diesel engines with a similar capacity. Thanks to its lower weight and the reduced inertia of the connecting rod and piston group, high-speed diesel engines consume 30-40% less fuel at idle speed than medium-speed engines of similar power.

“Capacities of the plant in Yaroslavl allows production of up to 50 TEM31M diesel locomotives per annum,” say specialists of the company. Several experimental prototypes of the locomotive have been sent for a test drive to the Nizhny Tagil Iron and Steel Works (a subsidiary of Evraz group of companies) and Ural Mining and Metallurgical Company, where the rolling stock will be tested in service. 



Russia One Tram (R-1) 



The new urban rolling stock built by Russian corporation Uralvagonzavod is notable for its futuristic design. Its deve­lopment cost approximately RUB 20-30 million, and the rolling stock will be sold for RUB 40-50 million.

Marussia Motors designers participated in developing the new tram. However, its design is not innovative, it is based on the 71-407 and 71-409 model bogies made by Uraltransmash.  It is bidirectional, the car body is made of composite materials and has a modular design, which allows individual cabin setups. The tram can hold 190-270 passengers, depending on configuration. The tram’s average speed is 24 kph. 

The R1 tram has been dubbed the “iPhone on rails”. One can see its exterior and interior on the promotional website r1.uvz.ru, which states that 79.5% of the tram is Russian, 16% – Austrian, and 4.5% – German. Western partners helped to develop the interior of the rolling stock and create special engineering devices. The rest was made by Russian designers and engineers.

Alexey Maslov, Chief Designer of the project, describes his approach with the formula Vehicle + Architecture = Vehitecture. In his opinion, this synthetic term best reflects the new interdisciplinary sector of vehicle design and architecture where the concept of R1 was created. 

Mass production of R1 will begin in the next two years – the first trams are to be delivered to transporters in 2017. This summer, Uralvagonzavod signed an agreement with Gazprombank, the Sverdlovsk region, and Yekaterinburg about supplying R1 trams for the FIFA World Cup in 2018. Dmitry Medvedev, Prime Minister of the Russian Federation, who went inside the prototype, recommended “introducing the car to the international market”.



WORLD OMNEO Premium Train 



Bombardier Transportation has presented a new premium OMNEO train for intercity transportation this year. The EMU can run at 200 kph. 

The spacious double-deck cars offer travellers an elegant interior design, in particular the highly comfortable, wide reclining seats with individual armrests, tablet, footrest, reading light and electrical power supply.

The self-regulating air conditioning system and the low noise and vibration levels contribute to a quiet atmosphere ideally suited for intercity services. Focusing on passenger comfort, the architecture of the train provides extra-wide cars of 3 m width while storing the technical equipment on the roof to gain space and thus improve comfort in the passenger areas further.

This train is equipped with a dedicated space for people with disabilities and offers a universally accessible toilet and an access ramp so passengers in wheelchairs can travel in full autonomy.

The train has from 400 to 475 seats, depending on the length of each EMU. 

The OMNEO platform is based on ECO4 BOMBARDIER MITRAC permanent magnet motor technology, which allows the highest level of energy efficiency. 

“With the OMNEO Premium product, Bombardier goes beyond high comfort transportation and offers a new travel experience in tune with contemporary lifestyle demands,” said Jean Bergé, President of Bombardier Transportation France. “As the Regio 2N, the first trains of the OMNEO product platform, start operating, the OMNEO Premium train will be a step ahead in terms of delivery times and reliability. Also, maintenance and operations costs will benefit substantially from the platform model.”



Coradia Liner V200



This summer Alstom unveiled new rolling stock developed to replace Intercity trains now used in France. 

Equipped with ERTMS technology and consistent with European standards, Coradia Liner V200 trains can run on all conventional rail networks. It can reach speeds of 200 kph and accommodate up to 900 passengers.

The Coradia Liner is accessible to everyone thanks to the platform-height double doors and its low floor. The train is 100% consistent with STI PMR standards.

Particularly suitable for longer trips, the train offers unprecedented comfort with its reclining seats equipped with electrical sockets and reading lights, and its service areas – children’s play area, restaurant/bar & hospitality areas. Particular attention has been paid to ease of movement on-board, the hospitality and travel areas are spacious, with wide corridors. 

Also designed for operators, the Coradia Liner has a distributed traction system, over the entire train, providing fast acceleration and braking. Being lighter, its consumption is 30% less than that of current rolling stock, therefore the EMU has become the national and European eco-mobility train of choice. 

The Coradia Liner V200 design is based on the modular Coradia trains, with the ensuing benefits of over 30 years of operational experience in Europe: more than 3,000 Coradia are currently operating in Europe and have travelled more than 4 billion km in Germany (Coradia Lint and Continental), Denmark, Spain, France (Coradia Polyvalent and Coradia Duplex ZTER – 200 kph), Italy (Coradia Meridian), Luxembourg (Coradia Duplex, the Netherlands (Coradia Lint), Portugal (Tagus Coradia DD) and Sweden (Coradia Duplex X40 – 200 kph).



The Fastest Train in the World



Hong Kong's railway operator MTR has unveiled a new high-speed train, which will be put into operation in 2015. The train can run at 483 kph.

The eight-car train was built by CSR Qingdao Sifang and is based on the CRH380A design. Due to a streamlined exterior made in the form of a sword, the EMU will accelerate faster. In addition, it is made of plastic materials reinforced with carbon fiber, therefore, the train is light and at the same time durable, which is fast and safe for passengers. Currently, wagons of the new model of the CRH series are filled with measuring and recording equipment in order to provide scientists and engineers with experimental data about the specifics of high-speed traffic.

The pilot model has the maximum tractive power of 22,800 kW, compared with the 9,600 kW of the previous record holder, the CRH380 train, which ran at a speed of 320 kph. 

CSR Qingdao Sifang is to build nine such trains. The capacity of each EMU is 579 passengers. The cost of the project is about $224 million.

As a reminder, an absolute record for wheeled trains is 574.8 kph was established by the French TGV locomotive in 2007 during a special trip. Earlier, Chinese media reported on trains moving at speeds of up to 350 kph, but after a series of incidents officials decided to reduce the speed to 300 kph for greater safety. 

It is expected that the new bullet train will help to strengthen economic ties between Hong Kong and mainland China.



The “Tarpan” Train



The “Tarpan” express train made by the Kryukov Railcar Building Works (KVSZ) became a disappointment to the Ukrainian machine building sector. Having worked for less than a week, the rolling stock broke down.

“The producer withdrew the electric train from the Ukrainian High-Speed Railway Company to replace electrical equipment that facilitates the operation of components in the salons – lighting, ventilation, air conditioning and toilets,” KVSZ said in the press release after the malfunction. The company's press service emphasized that this defect affects only equipment for ensuring comfort, and that the train is in fully operational condition and meets safety requirements.

The “Tarpan” train was to replace Hyundai rolling stock (made in Korea), which was disappointing during the FIFA World Cup in 2012, but everything went wrong. Nevertheless, our hopes are still pinned to the new train.

The train has nine railcars, but at a customer’s request their number may be changed. The “Tarpan” has eight traction motors with a 4,000 kW total nominal power traction drive, when accelerating, the drive power reaches 5280 kW, which provides higher performance by the train. The design speed is 176 kph, operating speed is 160 kph. It is possible to increase the speed to 220 kph. 

Additionally, it is the first time that a train in Ukraine has been equipped with a crash-system located at the head of the railcar under the plastic cowling. This device can save the train and passengers in emergency situations, because the crash energy is expended within the inbuilt crumple zones, absorbing up to 2 MJ of kinetic energy. 

As for the interior design, the “Tarpan” has railcars of first, the second, and the tourist class and can carry 609 passengers, including passengers in wheelchairs.



The First Low-Floor Tram for China



Bombardier unveiled the tram for China, produced under a 10-year-license agreement signed by the company and CSR Nanjing Puzhen Rolling Stock Co. Ltd. (CSR Puzhen) in July 2012.

Following the first public tender for modern 100% low-floor trams in China, Bombardier partner CSR Puzhen, a subsidiary of China South Locomotive and Rolling Stock Corporation Limited, won an order for 18 low-floor trams for the city of Suzhou. 

CSR Puzhen is building the trams based on Bombardier’s FLEXITY 2 technology at its site in Nanjing. Bombardier has developed the vehicle design, provides training and delivers on-site support. The tram is equipped with BOMBARDIER FLEXX Urban 3000 bogies and BOMBARDIER MITRAC propulsion technology.

Jianwei Zhang, President of Bombardier China, said: “We are proud to be part of this milestone and look forward to seeing Suzhou become a benchmark in modern tramway operation in China. As the world market leader in trams, Bombardier is the ideal partner to introduce this technology in China successfully.”

The five-section bi-directional, multi-articulated low-floor trams for Suzhou are 32 m long and 2.65 m wide. These modern low-floor trams provide the latest standards in safety, passenger comfort, accessibility and energy consumption. CSR Puzhen is also producing trams for two lines in Nanjing, featuring Bombardier's catenary-free technology based on BOMBARDIER PRIMOVE traction batteries.

Bombardier has sold more than 1,200 FLEXITY 100 per cent low-floor trams worldwide. About 3,500 Bombardier trams and light rail vehicles are in revenue service or on order in approximately 100 cities across Europe, Australia and North America.



Ferrari Train and Spa Train



This rolling stock does not exist, however, plans to create it have been announced. Japanese railway company JR East is going to launch a new luxury sleeper train in 2017. The train will be designed by renowned Ferrari designer Ken Okuyama, who was behind the Enzo Ferrari and Ferrari P4/5 designs.

The Cruise Train, as JR East call it, will accommodate a maximum of 34 passengers in its 10 carriages. The design features a series of private guest suites, glass-walled observation cars, up-market restaurant, lounge and bar carriages. The car for deluxe suites has only 2 rooms including a duplex type room with two beds on the lower floor, and traditional Japanese tatami mats upstairs. Each of the suites is designed for two guests. The train will cost approximately $50 million.

Another innovation unveiled by Japanese engineers is a spa train. Railcars equipped with footbaths will be a part of Shinkansen high-speed trains in Japan. 

The first such train, named “Toreiyu” – a combination of the English word “train”, the French “soleil” and “yu”, the Japanese word for hot water –will have one car with two 2.4-metre-long foot spa tubs facing windows and also a car with a bar counter. The rolling stock will run at weekends linking Fukushima Prefecture and Yamagata Prefecture. It is part of a campaign to promote tourism in Yamagata, a farming area known for rice, beef, cherries and pears.
    [DETAIL_TEXT_TYPE] => html
    [~DETAIL_TEXT_TYPE] => html
    [PREVIEW_TEXT] => 
A double-deck passenger coach, a radically new type of rolling stock  for the RZD network, has been in operation since last autumn. This  state-of-the-art rolling stock was made by Tver Carriage Works (TVZ, a  part of Transmashholding) in cooperation with Alstom (France). New  technologies, equipment, and materials were used in production of the  railcars. Thanks to that, their lifespan has been boosted to 40 years,  25% longer than that of a traditional passenger coach. The weight of a  traditional coach is 58-60 tons, and a double-deck railcar weighs 64-66  tons and has double the carrying capacity.  
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