Preview of the Railvolution 4/2003

DB Modernises Its Diesel Locomotive Fleet
In addition to its current massive purchasing programme - mainly of electric and diesel units - Deutsche Bahn is undertaking a considerable amount of modernisation of its fleet of diesel locomotives. Such a modernisation scheme has been urgently needed, and consists in the main of re-engining selected Classes of machine. By 2015 DB's fleet of diesel locomotives should be completely transformed. DB's management has created a ‘strategy for the development of traction vehicles', which will enable the company to modernise selected locomotive classes, thus prolonging the useful life of these machines up to the time when it becomes possible to replace them with entirely new motive power.
One of the Classes, chosen for the modernizing programme, is Class 290. Here, re-engined machine 294 721 is captured.
Photo: Voith
Bombardier’s Second Trade Press Day
At its first Trade Press Day, which took place on 10 April 2003 at its main European factory in Kassel (see R 2/03), Bombardier Transportation offered an impressive presentation of its current range of locomotives. Six months later the company invited clients, press representatives and technicians from all over Europe and from further afield to attend an exhibition of bogie products. This was held on 16 October 2003 at the company’s Competence Centre for bogie manufacture in Siegen.
One of the products, which received a special attention during the show, was the mechatronic bogie developed by Bombardier Transportation. Here, Richard Schneider, Vice President Engineering, introduces the mechatronical bogie’s principle to the Press Day guests.
Photo: Petr Kadeřávek
A Second High Speed Line In Spain Opened
Commercial passenger services commenced on 11 October 2003, and the Madrid - Zaragoza - Lleida line was described by Minister of Public Works Francisco Álvarez-Cascos as "the pride of Spanish civil engineering". Nearly ten months after the first special trains for press and VIPs, and seven months after the abortive start-up of services in the spring, scuppered mainly by problems with the installation of both ASFA and ERTMS signalling systems, on 7 October 2003 yet another press run was made using an AVE set between Madrid and Lleida, covering the 456 km in 2 h 38 and arriving at the rebuilt Lleida station two minutes early at 12.38, an average of 172 km/h. A further special train ran on 10 October 2003 for King Juan Carlos and civic dignitaries from the provinces and autonomous regions served by the line.
An S101 AVE unit calls at Calatayud. Here the station facilities are shared with the original 1,668 mm gauge Madrid to Zaragoza main line.
Photo: RENFE
By Rail To Montserrat Again - After 46 Years
During the winter of 2002/03 the Swiss producer Stadler delivered five 3-section GTW 2/6 EMUs to the Spanish operator Ferrocarrils de la Generalitat de Catalunya (FGC) for the new Monistrol to Montserrat rack railway, and two similar units for the Ribes to Núria rack line, operated by the same company. These are this first rack EMUs to be built by Stadler. Montserrat, its monastery, shrine and mountain peaks, is one of the leading touristic attractions in the whole of Spain, with around 2.5 million visitors each year. It is easily accessible from Barcelona and from the resorts of the Costa Brava. Around 90 % of the visitors come by road - a third of them on organised coach tours.
FGC unit AM 1,2 on the approaches to Monistrol Vila station, coming off the Llobregat viaduct - in the background can be seen the mountain ranges north of Terrassa (25 October 2003).
Photo: Stadler
Class 189 Design Spreads Its Wings
After first chapter of the testing periode of this design, written in Czech republic (see R 4/02) and an appearance in Luxembourg, the Siemens developed quadruple-design started to cover its first kilometres in a few further countries since summer and autumn 2003, starting in Italy and continuing with Austria, the Netherlands and Switzerland. Since the first machine stayed in Italy for a few months, ES 64 F4-002, wearing also “star livery” and furthermore “dispolok 2” inscription on the sidewalls, carried out a series of tests in other countries. After also this unit visited the Wegberg-Wilderath test centre early autumn, half of November it already started test within Switzerland, which included not only both Lötschberg and Gotthard axis but also number of another lines. Same as with “Tauruses”, the number series, begininng with 09x, tells that the locomotive is equipped for operation in Switzerland.
Here, ES 64 F4-002 is seen together with ES 64 F4-094, determined to Swiss Cargo Italy resting at Kandersteg on 13 November 2003.
Photo: Armin Schmutz
Docklands Light Railway
The UK’s rail network has faced difficult challenges over the past few years - but one railway goes from strength to strength. The Docklands Light Railway is Britain’s most successful railway, with continued expansion and extension underpinning this vital transport link for London and boosting regeneration to the south and east of the capital. The DLR was opened 16 years ago in July 1987 as a modest ?77 million railway to serve the new „brownfield” developments and boost regeneration of the derelict areas of London’s former dockland areas after the closure of the docks from 1967 to 1981 and the decline of associated local industries. The system was originally designed for just 1,600 passengers an hour in each direction (on the assumption of only 11,000 jobs in the Isle of Dogs Enterprise Zone). Within two years of DLR opening the Canary Wharf scheme was launched: today there are 55,000 people working in Canary Wharf alone, with a futher 50,000 due in the next few years.
First of 24 new trains arriving at Purfleeet Docks from Bombardier in Belgium.
Photo: Express photo services
Infrastructure Investment Is Not Overlooked
Aided by financial experts within the company, transport organisations and public authorities at federal, regional and local government levels, Deutsche Bahn, under pressure to maintain its position on the market in the face of competition for its passenger traffic, is re-shaping itself in order not only to maintain its position in this field, but to strengthen it as well. However, to obtain all the necessary funding from federal coffers, the company has to produce precise specifications of how this finance is to be used. DB's current budget for its modernisation programme, including infrastructure development, amounts to EUR 3 billion. Of this sum, EUR 1.6 billion is earmarked for reconstruction and modernisation of track and catenary infrastructure, EUR 700 million for modernisation of signalling, train control and safety installations, EUR 600 million for building renovation, and EUR 100 million for elimination or enhanced protection of level crossings.
An InterCity train, topped by a driving coach, passes through new hall of the Leipzig/Halle airport station.
Photo: DB/Jazbec
And much more!
Cover of 4/2003

Features: ÖBB Class 4023