III КВАРТАЛ 2022Г. - 55 баллов
Experts in South Korea think that magnetic levitation technology for passenger rail is more profitable, than construction of the new railroads.
One of the projects that can prove this is the line connecting Inchon airport and Seoul city. We asked Shin Byong Chkhon, the Director of the Research Group at the Korean Institute of Machines and Materials (KIMM),
to talk about this project's economics.
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[DETAIL_TEXT] => – Mr Chkhon, why is the magnetic levitation line project in South Korea unique?
– Trains travelling on a magnetic pillow, as the practice of other countries shows, can be perfectly put into programs of development for urban transport. In particular, good examples are in Japan where a similar line has operated since 2005, and Germany where the system was built in 2004.
However first and second generation rolling stock was used in these countries. And since 2006 the mass production of third generation «flying» trains which are pre-image of magnetic transport for commercial use began. For this purpose it was important not only to create innovative technologies, but also to certify them, and to find prototype solutions attractive to investors. It is the main feature of our project.
– Does operation of trains on a magnetic pillow always depend on weather conditions?
– There is no connection between these factors. Tests of wagons at our institute were carried out both in the heat, and in the cold. They proved: neither rain nor snow is an obstacle for movement. By the way, a special device is used for clearing the line of snow. During the movement of rolling stock, precipitations on a platform are squeezed out outside. Snow and ice are simply poured down.
All infrastructure elements used for these systems, are rather easy to protect from the impact of bad weather. It is set out in the requirements of the Korean railroads which are imposed on all similar types of transport.
– How was financing of this project carried out?
– It was carried out not only with public funds: 40% of the total cost was private capital and that of municipal authorities which shall be paid off. Private companies were part of consortia in six areas: civil engineering (infrastructure), architecture (stations), depot equipment, electricity supply, signaling systems and communications. As a whole the cost of 1 km of the route turned out to be about $36 million. It is more expensive, than railroad arrangement. But further costs of maintenance and repair shall compensate for the difference.
– Are savings expected?
– The railtrack construction would be more expensive. Infrastructure for magnetic train is less material-intensive. There is no need to build additional protective walls along the ways – for protection against derailment and insulation from noise (the trains are silent).
In these systems there is no friction of wheels, therefore expenditures on maintenance is cut. They are estimated at 60% of expenses for maintenance of similar options of railway transport. The system has less maintenance personnel. After all there are no destructive impacts on a platform, there is no vibration either. However, the cost of the electrical power is higher. It is used not only for starting the coaches, but also for their suspension over a magnetic field. In comparison with the traditional railroad, expenditure on electrical power is 30% higher. But we plan to reduce it in a shortly to 10%.
It is a question of specific technical solutions. There may be a variety of options: for example, profitability increased via segmentation of of energy, implementation of schemes for its return while braking.
However, we began to look for methods of cutting electricity consumption only now – after its cost significantly grew. Earlier we aimed to optimize infrastructure charges which are the main expenditures of the railroads.
– Magnetic levitation systems require alignment of routes. Doesn't it increase the project cost?
– Alignment doesn't mean that tilts, rises and curves are inadmissible in case of route design. On the contrary, requirements here are more loyal, than on the railroad. And it means that the platform can be built in its existing relief. As a whole we wanted to prove: investments into similar projects are quite «uplifting» for the cities.
By Andrey Lazarev
[~DETAIL_TEXT] => – Mr Chkhon, why is the magnetic levitation line project in South Korea unique?
– Trains travelling on a magnetic pillow, as the practice of other countries shows, can be perfectly put into programs of development for urban transport. In particular, good examples are in Japan where a similar line has operated since 2005, and Germany where the system was built in 2004.
However first and second generation rolling stock was used in these countries. And since 2006 the mass production of third generation «flying» trains which are pre-image of magnetic transport for commercial use began. For this purpose it was important not only to create innovative technologies, but also to certify them, and to find prototype solutions attractive to investors. It is the main feature of our project.
– Does operation of trains on a magnetic pillow always depend on weather conditions?
– There is no connection between these factors. Tests of wagons at our institute were carried out both in the heat, and in the cold. They proved: neither rain nor snow is an obstacle for movement. By the way, a special device is used for clearing the line of snow. During the movement of rolling stock, precipitations on a platform are squeezed out outside. Snow and ice are simply poured down.
All infrastructure elements used for these systems, are rather easy to protect from the impact of bad weather. It is set out in the requirements of the Korean railroads which are imposed on all similar types of transport.
– How was financing of this project carried out?
– It was carried out not only with public funds: 40% of the total cost was private capital and that of municipal authorities which shall be paid off. Private companies were part of consortia in six areas: civil engineering (infrastructure), architecture (stations), depot equipment, electricity supply, signaling systems and communications. As a whole the cost of 1 km of the route turned out to be about $36 million. It is more expensive, than railroad arrangement. But further costs of maintenance and repair shall compensate for the difference.
– Are savings expected?
– The railtrack construction would be more expensive. Infrastructure for magnetic train is less material-intensive. There is no need to build additional protective walls along the ways – for protection against derailment and insulation from noise (the trains are silent).
In these systems there is no friction of wheels, therefore expenditures on maintenance is cut. They are estimated at 60% of expenses for maintenance of similar options of railway transport. The system has less maintenance personnel. After all there are no destructive impacts on a platform, there is no vibration either. However, the cost of the electrical power is higher. It is used not only for starting the coaches, but also for their suspension over a magnetic field. In comparison with the traditional railroad, expenditure on electrical power is 30% higher. But we plan to reduce it in a shortly to 10%.
It is a question of specific technical solutions. There may be a variety of options: for example, profitability increased via segmentation of of energy, implementation of schemes for its return while braking.
However, we began to look for methods of cutting electricity consumption only now – after its cost significantly grew. Earlier we aimed to optimize infrastructure charges which are the main expenditures of the railroads.
– Magnetic levitation systems require alignment of routes. Doesn't it increase the project cost?
– Alignment doesn't mean that tilts, rises and curves are inadmissible in case of route design. On the contrary, requirements here are more loyal, than on the railroad. And it means that the platform can be built in its existing relief. As a whole we wanted to prove: investments into similar projects are quite «uplifting» for the cities.
By Andrey Lazarev
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to talk about this project's economics.
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One of the projects that can prove this is the line connecting Inchon airport and Seoul city. We asked Shin Byong Chkhon, the Director of the Research Group at the Korean Institute of Machines and Materials (KIMM), <br />
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[DETAIL_TEXT] => – Mr Chkhon, why is the magnetic levitation line project in South Korea unique?
– Trains travelling on a magnetic pillow, as the practice of other countries shows, can be perfectly put into programs of development for urban transport. In particular, good examples are in Japan where a similar line has operated since 2005, and Germany where the system was built in 2004.
However first and second generation rolling stock was used in these countries. And since 2006 the mass production of third generation «flying» trains which are pre-image of magnetic transport for commercial use began. For this purpose it was important not only to create innovative technologies, but also to certify them, and to find prototype solutions attractive to investors. It is the main feature of our project.
– Does operation of trains on a magnetic pillow always depend on weather conditions?
– There is no connection between these factors. Tests of wagons at our institute were carried out both in the heat, and in the cold. They proved: neither rain nor snow is an obstacle for movement. By the way, a special device is used for clearing the line of snow. During the movement of rolling stock, precipitations on a platform are squeezed out outside. Snow and ice are simply poured down.
All infrastructure elements used for these systems, are rather easy to protect from the impact of bad weather. It is set out in the requirements of the Korean railroads which are imposed on all similar types of transport.
– How was financing of this project carried out?
– It was carried out not only with public funds: 40% of the total cost was private capital and that of municipal authorities which shall be paid off. Private companies were part of consortia in six areas: civil engineering (infrastructure), architecture (stations), depot equipment, electricity supply, signaling systems and communications. As a whole the cost of 1 km of the route turned out to be about $36 million. It is more expensive, than railroad arrangement. But further costs of maintenance and repair shall compensate for the difference.
– Are savings expected?
– The railtrack construction would be more expensive. Infrastructure for magnetic train is less material-intensive. There is no need to build additional protective walls along the ways – for protection against derailment and insulation from noise (the trains are silent).
In these systems there is no friction of wheels, therefore expenditures on maintenance is cut. They are estimated at 60% of expenses for maintenance of similar options of railway transport. The system has less maintenance personnel. After all there are no destructive impacts on a platform, there is no vibration either. However, the cost of the electrical power is higher. It is used not only for starting the coaches, but also for their suspension over a magnetic field. In comparison with the traditional railroad, expenditure on electrical power is 30% higher. But we plan to reduce it in a shortly to 10%.
It is a question of specific technical solutions. There may be a variety of options: for example, profitability increased via segmentation of of energy, implementation of schemes for its return while braking.
However, we began to look for methods of cutting electricity consumption only now – after its cost significantly grew. Earlier we aimed to optimize infrastructure charges which are the main expenditures of the railroads.
– Magnetic levitation systems require alignment of routes. Doesn't it increase the project cost?
– Alignment doesn't mean that tilts, rises and curves are inadmissible in case of route design. On the contrary, requirements here are more loyal, than on the railroad. And it means that the platform can be built in its existing relief. As a whole we wanted to prove: investments into similar projects are quite «uplifting» for the cities.
By Andrey Lazarev
[~DETAIL_TEXT] => – Mr Chkhon, why is the magnetic levitation line project in South Korea unique?
– Trains travelling on a magnetic pillow, as the practice of other countries shows, can be perfectly put into programs of development for urban transport. In particular, good examples are in Japan where a similar line has operated since 2005, and Germany where the system was built in 2004.
However first and second generation rolling stock was used in these countries. And since 2006 the mass production of third generation «flying» trains which are pre-image of magnetic transport for commercial use began. For this purpose it was important not only to create innovative technologies, but also to certify them, and to find prototype solutions attractive to investors. It is the main feature of our project.
– Does operation of trains on a magnetic pillow always depend on weather conditions?
– There is no connection between these factors. Tests of wagons at our institute were carried out both in the heat, and in the cold. They proved: neither rain nor snow is an obstacle for movement. By the way, a special device is used for clearing the line of snow. During the movement of rolling stock, precipitations on a platform are squeezed out outside. Snow and ice are simply poured down.
All infrastructure elements used for these systems, are rather easy to protect from the impact of bad weather. It is set out in the requirements of the Korean railroads which are imposed on all similar types of transport.
– How was financing of this project carried out?
– It was carried out not only with public funds: 40% of the total cost was private capital and that of municipal authorities which shall be paid off. Private companies were part of consortia in six areas: civil engineering (infrastructure), architecture (stations), depot equipment, electricity supply, signaling systems and communications. As a whole the cost of 1 km of the route turned out to be about $36 million. It is more expensive, than railroad arrangement. But further costs of maintenance and repair shall compensate for the difference.
– Are savings expected?
– The railtrack construction would be more expensive. Infrastructure for magnetic train is less material-intensive. There is no need to build additional protective walls along the ways – for protection against derailment and insulation from noise (the trains are silent).
In these systems there is no friction of wheels, therefore expenditures on maintenance is cut. They are estimated at 60% of expenses for maintenance of similar options of railway transport. The system has less maintenance personnel. After all there are no destructive impacts on a platform, there is no vibration either. However, the cost of the electrical power is higher. It is used not only for starting the coaches, but also for their suspension over a magnetic field. In comparison with the traditional railroad, expenditure on electrical power is 30% higher. But we plan to reduce it in a shortly to 10%.
It is a question of specific technical solutions. There may be a variety of options: for example, profitability increased via segmentation of of energy, implementation of schemes for its return while braking.
However, we began to look for methods of cutting electricity consumption only now – after its cost significantly grew. Earlier we aimed to optimize infrastructure charges which are the main expenditures of the railroads.
– Magnetic levitation systems require alignment of routes. Doesn't it increase the project cost?
– Alignment doesn't mean that tilts, rises and curves are inadmissible in case of route design. On the contrary, requirements here are more loyal, than on the railroad. And it means that the platform can be built in its existing relief. As a whole we wanted to prove: investments into similar projects are quite «uplifting» for the cities.
By Andrey Lazarev
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to talk about this project's economics.
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Entering a new market is not easy even for experienced players.
Especially if it completely differs from your domestic market and has its own rules. How to win a client in Russia – CEO of STS Logistics Mark Brenneiser tells us.
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[DETAIL_TEXT] => – Mr Brenneiser, when did you come to Russia? Did you have any fears of entering this business market?
– My first visit to Russia was around 30 years ago as a tourist. Nearly 20 years passed until I was offered to become COO of the CIS for an International FMCG Company based in Moscow. While my family was not overjoyed at first, I wanted to find out more about Russia having already experienced Brazil, China and India. I was not in any way afraid of coming here and I have never regretted the move.
– It seems, like you are the only big company in Russia, who offer clients direct contact with the CEO on your web-page. Was it your idea?
– Often Managers communicate an open door policy but do not believe in it. I wanted all Partners (STS colleagues, Clients, suppliers and other partners) to reach me in any way possible, that is why I had set up a direct email to the CEO and that is also why I have my mobile phone number on my business card. I also wanted to create a channel for anonymous communication to me in regard to any misbehavior or potential corruption. It is all about personality and Management Style and the cultural aspect (hierarchy orientation in Russia, Japan, China and other countries) has to be also taken into account. CEOs who manage their company top down are usually very difficult to reach as they do not want to interact with everybody, not only because they have a busy schedule, more often it fits to the patriarch behavior being the final decision maker in the company with little delegation of major decisions to the rest of the Management.
– Is it important for a foreigner doing business in Russia to learn the language?
– Sadly I am not fluent in Russian and I regret having never given the language a real chance. I was planning to be here a maximum of three years and the last years it was always “another year”. This excuse can be heard by a lot of foreigners here in Russia. While I understand more than people think, I rarely use the language in the office. To be the most effective in Russia as anywhere else in the world, you need to be able to speak the local language, but it does not mean you need to be able to negotiate in the local language.
– What do you say about your team? Are they Russian or foreigners?
– I have had the pleasure during all my years in different companies in Russia to build highly professional teams of Russians, who spoke English and possessed a high degree of education. In the last two companies I had the pleasure of leading, I was the only foreigner working in the team. Overall the level of education in the main cities of Russia is very high and the knowledge about logistics is increasing. Sadly this is not the case in the Regions which is still a challenge for all companies that do business there. A lot of state of the art logistics concepts are not yet implemented in Russia which, when they come, will pose a challenge as nobody will have any experience in these areas.
– Do you feel there is strong competition in Russian logistics market? What is the best strategy to win customers here – offer them a lower price or offer them some unique services?
– The competition is increasing especially in
St Petersburg and Moscow as now also middle size European Logistic Companies are entering the market and local companies are diversifying their business models from being a single service provider (transportation, warehousing or customs) to a full service provider. How do you win a client… if I would know the final answer to this, we would be dominating the market (joke). It is a balanced combination of price and added value services including the factor of trust, transparency and financial stability. Often the relationship and understanding you have with the client will give you the final edge in a tender. I am always surprised that I do not see the CEOs of my competitors more often at potential client meetings while I try to be at the opening or final round as often as I can. In Europe the quality of services is very much comparable across a lot of the major companies. The price then decides including how close both organisations are to each other and if the provider is already offering a special service for the client.
– What would you recommend to companies who are just going to enter Russian market?
– Finding the right partner to counsel them on how to approach the market. Not to enter the market thinking they can implement all processes and procedures (i.e. Supply Chain) from Europe from the beginning. Building up a motivated team and take time to understand the market and learn often. Central headquarters outside Russia do not really understand Russia.
By Kristina Aleksandrova
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– My first visit to Russia was around 30 years ago as a tourist. Nearly 20 years passed until I was offered to become COO of the CIS for an International FMCG Company based in Moscow. While my family was not overjoyed at first, I wanted to find out more about Russia having already experienced Brazil, China and India. I was not in any way afraid of coming here and I have never regretted the move.
– It seems, like you are the only big company in Russia, who offer clients direct contact with the CEO on your web-page. Was it your idea?
– Often Managers communicate an open door policy but do not believe in it. I wanted all Partners (STS colleagues, Clients, suppliers and other partners) to reach me in any way possible, that is why I had set up a direct email to the CEO and that is also why I have my mobile phone number on my business card. I also wanted to create a channel for anonymous communication to me in regard to any misbehavior or potential corruption. It is all about personality and Management Style and the cultural aspect (hierarchy orientation in Russia, Japan, China and other countries) has to be also taken into account. CEOs who manage their company top down are usually very difficult to reach as they do not want to interact with everybody, not only because they have a busy schedule, more often it fits to the patriarch behavior being the final decision maker in the company with little delegation of major decisions to the rest of the Management.
– Is it important for a foreigner doing business in Russia to learn the language?
– Sadly I am not fluent in Russian and I regret having never given the language a real chance. I was planning to be here a maximum of three years and the last years it was always “another year”. This excuse can be heard by a lot of foreigners here in Russia. While I understand more than people think, I rarely use the language in the office. To be the most effective in Russia as anywhere else in the world, you need to be able to speak the local language, but it does not mean you need to be able to negotiate in the local language.
– What do you say about your team? Are they Russian or foreigners?
– I have had the pleasure during all my years in different companies in Russia to build highly professional teams of Russians, who spoke English and possessed a high degree of education. In the last two companies I had the pleasure of leading, I was the only foreigner working in the team. Overall the level of education in the main cities of Russia is very high and the knowledge about logistics is increasing. Sadly this is not the case in the Regions which is still a challenge for all companies that do business there. A lot of state of the art logistics concepts are not yet implemented in Russia which, when they come, will pose a challenge as nobody will have any experience in these areas.
– Do you feel there is strong competition in Russian logistics market? What is the best strategy to win customers here – offer them a lower price or offer them some unique services?
– The competition is increasing especially in
St Petersburg and Moscow as now also middle size European Logistic Companies are entering the market and local companies are diversifying their business models from being a single service provider (transportation, warehousing or customs) to a full service provider. How do you win a client… if I would know the final answer to this, we would be dominating the market (joke). It is a balanced combination of price and added value services including the factor of trust, transparency and financial stability. Often the relationship and understanding you have with the client will give you the final edge in a tender. I am always surprised that I do not see the CEOs of my competitors more often at potential client meetings while I try to be at the opening or final round as often as I can. In Europe the quality of services is very much comparable across a lot of the major companies. The price then decides including how close both organisations are to each other and if the provider is already offering a special service for the client.
– What would you recommend to companies who are just going to enter Russian market?
– Finding the right partner to counsel them on how to approach the market. Not to enter the market thinking they can implement all processes and procedures (i.e. Supply Chain) from Europe from the beginning. Building up a motivated team and take time to understand the market and learn often. Central headquarters outside Russia do not really understand Russia.
By Kristina Aleksandrova
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Especially if it completely differs from your domestic market and has its own rules. How to win a client in Russia – CEO of STS Logistics Mark Brenneiser tells us.</p>
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[DETAIL_TEXT] => – Mr Brenneiser, when did you come to Russia? Did you have any fears of entering this business market?
– My first visit to Russia was around 30 years ago as a tourist. Nearly 20 years passed until I was offered to become COO of the CIS for an International FMCG Company based in Moscow. While my family was not overjoyed at first, I wanted to find out more about Russia having already experienced Brazil, China and India. I was not in any way afraid of coming here and I have never regretted the move.
– It seems, like you are the only big company in Russia, who offer clients direct contact with the CEO on your web-page. Was it your idea?
– Often Managers communicate an open door policy but do not believe in it. I wanted all Partners (STS colleagues, Clients, suppliers and other partners) to reach me in any way possible, that is why I had set up a direct email to the CEO and that is also why I have my mobile phone number on my business card. I also wanted to create a channel for anonymous communication to me in regard to any misbehavior or potential corruption. It is all about personality and Management Style and the cultural aspect (hierarchy orientation in Russia, Japan, China and other countries) has to be also taken into account. CEOs who manage their company top down are usually very difficult to reach as they do not want to interact with everybody, not only because they have a busy schedule, more often it fits to the patriarch behavior being the final decision maker in the company with little delegation of major decisions to the rest of the Management.
– Is it important for a foreigner doing business in Russia to learn the language?
– Sadly I am not fluent in Russian and I regret having never given the language a real chance. I was planning to be here a maximum of three years and the last years it was always “another year”. This excuse can be heard by a lot of foreigners here in Russia. While I understand more than people think, I rarely use the language in the office. To be the most effective in Russia as anywhere else in the world, you need to be able to speak the local language, but it does not mean you need to be able to negotiate in the local language.
– What do you say about your team? Are they Russian or foreigners?
– I have had the pleasure during all my years in different companies in Russia to build highly professional teams of Russians, who spoke English and possessed a high degree of education. In the last two companies I had the pleasure of leading, I was the only foreigner working in the team. Overall the level of education in the main cities of Russia is very high and the knowledge about logistics is increasing. Sadly this is not the case in the Regions which is still a challenge for all companies that do business there. A lot of state of the art logistics concepts are not yet implemented in Russia which, when they come, will pose a challenge as nobody will have any experience in these areas.
– Do you feel there is strong competition in Russian logistics market? What is the best strategy to win customers here – offer them a lower price or offer them some unique services?
– The competition is increasing especially in
St Petersburg and Moscow as now also middle size European Logistic Companies are entering the market and local companies are diversifying their business models from being a single service provider (transportation, warehousing or customs) to a full service provider. How do you win a client… if I would know the final answer to this, we would be dominating the market (joke). It is a balanced combination of price and added value services including the factor of trust, transparency and financial stability. Often the relationship and understanding you have with the client will give you the final edge in a tender. I am always surprised that I do not see the CEOs of my competitors more often at potential client meetings while I try to be at the opening or final round as often as I can. In Europe the quality of services is very much comparable across a lot of the major companies. The price then decides including how close both organisations are to each other and if the provider is already offering a special service for the client.
– What would you recommend to companies who are just going to enter Russian market?
– Finding the right partner to counsel them on how to approach the market. Not to enter the market thinking they can implement all processes and procedures (i.e. Supply Chain) from Europe from the beginning. Building up a motivated team and take time to understand the market and learn often. Central headquarters outside Russia do not really understand Russia.
By Kristina Aleksandrova
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– It seems, like you are the only big company in Russia, who offer clients direct contact with the CEO on your web-page. Was it your idea?
– Often Managers communicate an open door policy but do not believe in it. I wanted all Partners (STS colleagues, Clients, suppliers and other partners) to reach me in any way possible, that is why I had set up a direct email to the CEO and that is also why I have my mobile phone number on my business card. I also wanted to create a channel for anonymous communication to me in regard to any misbehavior or potential corruption. It is all about personality and Management Style and the cultural aspect (hierarchy orientation in Russia, Japan, China and other countries) has to be also taken into account. CEOs who manage their company top down are usually very difficult to reach as they do not want to interact with everybody, not only because they have a busy schedule, more often it fits to the patriarch behavior being the final decision maker in the company with little delegation of major decisions to the rest of the Management.
– Is it important for a foreigner doing business in Russia to learn the language?
– Sadly I am not fluent in Russian and I regret having never given the language a real chance. I was planning to be here a maximum of three years and the last years it was always “another year”. This excuse can be heard by a lot of foreigners here in Russia. While I understand more than people think, I rarely use the language in the office. To be the most effective in Russia as anywhere else in the world, you need to be able to speak the local language, but it does not mean you need to be able to negotiate in the local language.
– What do you say about your team? Are they Russian or foreigners?
– I have had the pleasure during all my years in different companies in Russia to build highly professional teams of Russians, who spoke English and possessed a high degree of education. In the last two companies I had the pleasure of leading, I was the only foreigner working in the team. Overall the level of education in the main cities of Russia is very high and the knowledge about logistics is increasing. Sadly this is not the case in the Regions which is still a challenge for all companies that do business there. A lot of state of the art logistics concepts are not yet implemented in Russia which, when they come, will pose a challenge as nobody will have any experience in these areas.
– Do you feel there is strong competition in Russian logistics market? What is the best strategy to win customers here – offer them a lower price or offer them some unique services?
– The competition is increasing especially in
St Petersburg and Moscow as now also middle size European Logistic Companies are entering the market and local companies are diversifying their business models from being a single service provider (transportation, warehousing or customs) to a full service provider. How do you win a client… if I would know the final answer to this, we would be dominating the market (joke). It is a balanced combination of price and added value services including the factor of trust, transparency and financial stability. Often the relationship and understanding you have with the client will give you the final edge in a tender. I am always surprised that I do not see the CEOs of my competitors more often at potential client meetings while I try to be at the opening or final round as often as I can. In Europe the quality of services is very much comparable across a lot of the major companies. The price then decides including how close both organisations are to each other and if the provider is already offering a special service for the client.
– What would you recommend to companies who are just going to enter Russian market?
– Finding the right partner to counsel them on how to approach the market. Not to enter the market thinking they can implement all processes and procedures (i.e. Supply Chain) from Europe from the beginning. Building up a motivated team and take time to understand the market and learn often. Central headquarters outside Russia do not really understand Russia.
By Kristina Aleksandrova
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Especially if it completely differs from your domestic market and has its own rules. How to win a client in Russia – CEO of STS Logistics Mark Brenneiser tells us.
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One of the most acute needs of railway transport in the Russian Federation is the development and deployment of intellectual rail control systems, including systems for interval regulation of the movement of trains on the basis of data transfer via a digital radio channel, capable of increasing the performance of a railway transport complex as a whole.
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[DETAIL_TEXT] => Moving to Interval Regulation
The systems of automatics and telemechanics, used on Russian Railways, gradually became outdated, and their upgrade by means of standard methods, including the application of the modern microprocessor systems, doesn’t lead to the essential growth of overall performance. The floor equipment and cable networks require permanent maintenance and repair. Its quality depends on the professional skills of the personnel – it means that the human factor influences rail safety a lot.
The Bombardier Transportation (Signal) JSC together with NIIAS JSC developed a system of interval regulation of movement of trains on the basis of a digital radio channel transferring the data – KSIR (fig. 1), directed to increase the overall performance of railway transport due to the growth of throughput of lines, lowering operational costs and power consuming, and also wear of a way and a rolling stock.
If you compare concepts of systems for interval regulation existing today, it is possible to measure the increase in efficiency of movement depending on the level of implemented technologies. In the case of the use of traditional systems the train speed often decreases too early, and the distance between trains is longer than necessary. In case of KSIR the distance between trains is defined from the length of braking, calculated by the actual motion speed and technical characteristics of the communication links. Interval regulation with use of the virtual fixed block-sections increases efficiency and throughput of lines. Use of mobile block-sections gives additional benefits and serves for capacity growth of the lines for mixed passenger-and-freight movement.
System Description
The KSIR system consists of a stationary part and a complex of onboard systems of the locomotive including control and management systems for movement, a data interchange through radio channel, measurement of speed and the distance, calculation of parameters of movement and curves of braking, monitoring of the integrity of the train.
The new functions of KSIR (in comparison with traditional controls movement of trains):
• Implementation of the concept of mobile block-sections;
• Possibility to stop the train by a command from the traffic superintendant and not move until the command is cancelled;
• Introduction of temporary restrictions of speed by a command;
• Monitoring of the departure of the train out of station limits in shunting mode;
• Automatic introduction of temporary restrictions of speed in case of accident and a train stop in case of switching on of traffic lights if the route is obstructed;
• The continuous monitoring of movement of the train in real time;
• Registration into a system of radio lock and transition from coding through rail circuits to coding on a radio channel is carried out automatically.
Benefits of using KSIR:
• Capacity growth of lines, lowering of quantity of the floor equipment;
• Possibility of superimposing a system of radio lock, as the main or reserve, on sections with any infrastructure;
• Possibility to use any channel of data transfer (GSM-R, TETRA, DMR, LTE).
The leading railway companies of Europe, Asia and America already have a successful operating experience of similar technologies. Cooperation with them will allow Russia to achieve infrastructure capacity growth, and also efficiency and reliability of functioning of railway transport systems.
By Ksenia Fokina
[~DETAIL_TEXT] => Moving to Interval Regulation
The systems of automatics and telemechanics, used on Russian Railways, gradually became outdated, and their upgrade by means of standard methods, including the application of the modern microprocessor systems, doesn’t lead to the essential growth of overall performance. The floor equipment and cable networks require permanent maintenance and repair. Its quality depends on the professional skills of the personnel – it means that the human factor influences rail safety a lot.
The Bombardier Transportation (Signal) JSC together with NIIAS JSC developed a system of interval regulation of movement of trains on the basis of a digital radio channel transferring the data – KSIR (fig. 1), directed to increase the overall performance of railway transport due to the growth of throughput of lines, lowering operational costs and power consuming, and also wear of a way and a rolling stock.
If you compare concepts of systems for interval regulation existing today, it is possible to measure the increase in efficiency of movement depending on the level of implemented technologies. In the case of the use of traditional systems the train speed often decreases too early, and the distance between trains is longer than necessary. In case of KSIR the distance between trains is defined from the length of braking, calculated by the actual motion speed and technical characteristics of the communication links. Interval regulation with use of the virtual fixed block-sections increases efficiency and throughput of lines. Use of mobile block-sections gives additional benefits and serves for capacity growth of the lines for mixed passenger-and-freight movement.
System Description
The KSIR system consists of a stationary part and a complex of onboard systems of the locomotive including control and management systems for movement, a data interchange through radio channel, measurement of speed and the distance, calculation of parameters of movement and curves of braking, monitoring of the integrity of the train.
The new functions of KSIR (in comparison with traditional controls movement of trains):
• Implementation of the concept of mobile block-sections;
• Possibility to stop the train by a command from the traffic superintendant and not move until the command is cancelled;
• Introduction of temporary restrictions of speed by a command;
• Monitoring of the departure of the train out of station limits in shunting mode;
• Automatic introduction of temporary restrictions of speed in case of accident and a train stop in case of switching on of traffic lights if the route is obstructed;
• The continuous monitoring of movement of the train in real time;
• Registration into a system of radio lock and transition from coding through rail circuits to coding on a radio channel is carried out automatically.
Benefits of using KSIR:
• Capacity growth of lines, lowering of quantity of the floor equipment;
• Possibility of superimposing a system of radio lock, as the main or reserve, on sections with any infrastructure;
• Possibility to use any channel of data transfer (GSM-R, TETRA, DMR, LTE).
The leading railway companies of Europe, Asia and America already have a successful operating experience of similar technologies. Cooperation with them will allow Russia to achieve infrastructure capacity growth, and also efficiency and reliability of functioning of railway transport systems.
By Ksenia Fokina
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[DETAIL_TEXT] => Moving to Interval Regulation
The systems of automatics and telemechanics, used on Russian Railways, gradually became outdated, and their upgrade by means of standard methods, including the application of the modern microprocessor systems, doesn’t lead to the essential growth of overall performance. The floor equipment and cable networks require permanent maintenance and repair. Its quality depends on the professional skills of the personnel – it means that the human factor influences rail safety a lot.
The Bombardier Transportation (Signal) JSC together with NIIAS JSC developed a system of interval regulation of movement of trains on the basis of a digital radio channel transferring the data – KSIR (fig. 1), directed to increase the overall performance of railway transport due to the growth of throughput of lines, lowering operational costs and power consuming, and also wear of a way and a rolling stock.
If you compare concepts of systems for interval regulation existing today, it is possible to measure the increase in efficiency of movement depending on the level of implemented technologies. In the case of the use of traditional systems the train speed often decreases too early, and the distance between trains is longer than necessary. In case of KSIR the distance between trains is defined from the length of braking, calculated by the actual motion speed and technical characteristics of the communication links. Interval regulation with use of the virtual fixed block-sections increases efficiency and throughput of lines. Use of mobile block-sections gives additional benefits and serves for capacity growth of the lines for mixed passenger-and-freight movement.
System Description
The KSIR system consists of a stationary part and a complex of onboard systems of the locomotive including control and management systems for movement, a data interchange through radio channel, measurement of speed and the distance, calculation of parameters of movement and curves of braking, monitoring of the integrity of the train.
The new functions of KSIR (in comparison with traditional controls movement of trains):
• Implementation of the concept of mobile block-sections;
• Possibility to stop the train by a command from the traffic superintendant and not move until the command is cancelled;
• Introduction of temporary restrictions of speed by a command;
• Monitoring of the departure of the train out of station limits in shunting mode;
• Automatic introduction of temporary restrictions of speed in case of accident and a train stop in case of switching on of traffic lights if the route is obstructed;
• The continuous monitoring of movement of the train in real time;
• Registration into a system of radio lock and transition from coding through rail circuits to coding on a radio channel is carried out automatically.
Benefits of using KSIR:
• Capacity growth of lines, lowering of quantity of the floor equipment;
• Possibility of superimposing a system of radio lock, as the main or reserve, on sections with any infrastructure;
• Possibility to use any channel of data transfer (GSM-R, TETRA, DMR, LTE).
The leading railway companies of Europe, Asia and America already have a successful operating experience of similar technologies. Cooperation with them will allow Russia to achieve infrastructure capacity growth, and also efficiency and reliability of functioning of railway transport systems.
By Ksenia Fokina
[~DETAIL_TEXT] => Moving to Interval Regulation
The systems of automatics and telemechanics, used on Russian Railways, gradually became outdated, and their upgrade by means of standard methods, including the application of the modern microprocessor systems, doesn’t lead to the essential growth of overall performance. The floor equipment and cable networks require permanent maintenance and repair. Its quality depends on the professional skills of the personnel – it means that the human factor influences rail safety a lot.
The Bombardier Transportation (Signal) JSC together with NIIAS JSC developed a system of interval regulation of movement of trains on the basis of a digital radio channel transferring the data – KSIR (fig. 1), directed to increase the overall performance of railway transport due to the growth of throughput of lines, lowering operational costs and power consuming, and also wear of a way and a rolling stock.
If you compare concepts of systems for interval regulation existing today, it is possible to measure the increase in efficiency of movement depending on the level of implemented technologies. In the case of the use of traditional systems the train speed often decreases too early, and the distance between trains is longer than necessary. In case of KSIR the distance between trains is defined from the length of braking, calculated by the actual motion speed and technical characteristics of the communication links. Interval regulation with use of the virtual fixed block-sections increases efficiency and throughput of lines. Use of mobile block-sections gives additional benefits and serves for capacity growth of the lines for mixed passenger-and-freight movement.
System Description
The KSIR system consists of a stationary part and a complex of onboard systems of the locomotive including control and management systems for movement, a data interchange through radio channel, measurement of speed and the distance, calculation of parameters of movement and curves of braking, monitoring of the integrity of the train.
The new functions of KSIR (in comparison with traditional controls movement of trains):
• Implementation of the concept of mobile block-sections;
• Possibility to stop the train by a command from the traffic superintendant and not move until the command is cancelled;
• Introduction of temporary restrictions of speed by a command;
• Monitoring of the departure of the train out of station limits in shunting mode;
• Automatic introduction of temporary restrictions of speed in case of accident and a train stop in case of switching on of traffic lights if the route is obstructed;
• The continuous monitoring of movement of the train in real time;
• Registration into a system of radio lock and transition from coding through rail circuits to coding on a radio channel is carried out automatically.
Benefits of using KSIR:
• Capacity growth of lines, lowering of quantity of the floor equipment;
• Possibility of superimposing a system of radio lock, as the main or reserve, on sections with any infrastructure;
• Possibility to use any channel of data transfer (GSM-R, TETRA, DMR, LTE).
The leading railway companies of Europe, Asia and America already have a successful operating experience of similar technologies. Cooperation with them will allow Russia to achieve infrastructure capacity growth, and also efficiency and reliability of functioning of railway transport systems.
By Ksenia Fokina
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Modern document management systems continue to supplant paper documents. This in turn requires some accompanying security measures. That is why Russian Railways JSC implements a dedicated long term program. Experience has proven that this helps to minimise the data breach risk.
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[DETAIL_TEXT] => Information Is a Valuable Asset of a Company
Under the current conditions company data has become quite a valuable asset, and its unauthorised alteration leads to sizeable losses. Many companies in Russia have been paying a lot of attention to the enhancement of their cyber networks and data protection systems. Russian Railways is no exception; it has to seek and assign funds for this task.
According to Deputy Head of the Information Systems Department, the issue of security systems enhancement is growing more and more urgent, since everything in the world is gradually becoming digitalised. Nikolay Pryanishnikov, President of Microsoft Russia is of the same opinion and as proof he says: nowadays 52.2 million people on average go online daily in Russia. This figure includes desktop and laptop users as well as a significant amount of smartphone owners, with their number in Russia exceeding 22.7 million.
According to Grigory Elkin, Head of the Russian Federal Agency on Technical Regulation and Metrology, the competitive ability of the Russian economy depends to a large extent now on data protection issues. Alexey Kuzmin, First Deputy Head of the Data Protection and Special Communications Center, Federal Security Service of Russia, explains that this situation is conditioned by the specific nature of the market where the competitiveness of companies relies more than ever on their ability to maintain their corporate data networks. The track records of the largest international companies prove that ignoring data security significantly increases the risk of substantial losses, since a full-scale malfunction of the most important control, data and communications systems can halt all operations.
Meanwhile, the amount of security attacks and attacks on corporate websites has significantly increased recently. Russian Railways’ sites are also targeted. What is more, the company’s data systems are a potential source of information that can be used to carry out illegal activities and terrorist attacks.
For this reason Russian Railways pays a lot of attention to data security. This is not an easy task, given the scope of operation of the company: RZD must protect multifunctional systems, spread all over the country, while granting access to the data to internal users as well as to tens of thousands of external users (freight receivers, expediters, representatives of government agencies etc.).
One cannot deal with these issues without a wide range of modern technologies. The software solutions successfully adopted by RZD have been thoroughly discussed at the forums dedicated to data security issues. More specifically, experts regard the operating model, implemented in the Main Data Processing Center of Russian Railways, as meeting the best international standards for IT-companies. RZD systems of the integrated identification and authentication of users accessing the corporate databases have also been praised as one of the best in the world. Due to innovative solutions in the field of data protection in the company’s authentication center, located in the NIIAS JSC, it has been able to arrange an exchange of digital way-bills with the railroad agencies of other countries. The system for secure connection of clients’ (i.e. freight owners, operators) workstations to the ETRAN system, based on ViPNet technology, has also been considered efficient. The railroad freight control centers’ database security systems are unique. The system is designed to protect the data during file exchanges between Russian Railways and Federal Customs Service has been called by the Russian government a breakthrough in the field of the data safety.
Traps for Hackers
The specifics of the current phase of the development of the company’s electronic documents flow protection is that it is being carried out within the framework of the Information Security Management System (ISMS), which has been integrated into the general management system. ISMS accordingly covers all the software and hardware packages and systems, involved in managing the integrated trunk digital communication network, telephone exchange and data transfer networks as well as workstations, participating in the company’s electronic documents flow.
Most of the company’s information systems are based on client-server architecture. The databases and application servers are located in the main and local data processing centers, and the majority of users are in various RZD facilities. That is why from the very beginning ISMS combined powerful specialised software and hardware protection packages, installed on the operational stations and data processing centers’ servers, with local security solutions for data transfer and processing, installed at the users’ workstations.
This approach enabled both a high level of protection and minimisation of information security systems implementation costs. The technologies of access control to the information in the data transfer networks and information resources embedded into the ETRAN, EXPRESS-3 systems as well as some automated control systems at the road control centers and railway stations and electronic commerce systems may serve as a good example. Proactive joint use of these protection tools helps the company to efficiently prevent an outspread of spyware and viruses.
ISMS rests on several units, each of which undertakes a specific task. Among others these are tools for data partition, firewalling, cryptography and virus protection, as well as software for attack threat detection and vulnerability analysis. Alexey Illarionov, Vice President of Russian Railways, notes that it has been the development of these units that has been specifically addressed recently. In particular, in 2013 there were several local inspections, inventory count and classification of most critical information systems. In the context of hard budget constraints it allowed for a more rational distribution of funds that were allocated to protect exactly those areas that were most likely to be attacked. A special focus was given to development of personal data and commercial classified information protection, computer attack detection tools and virus protection. A. Illarionov maintains that the measures taken have secured the smooth operation of the company’s information resources, which is the main measure of efficiency.
In 2014 the company is planning a full-scale implementation of systems to counteract computer attacks and protect data systems related to the Automated Control System for Finance and Human Resources Management as well as to the ETRAN system. Note that there has been planned a cut of costs for the IT projects in general and in particular a cut of funds aimed at development of data safety systems, which to a certain extent restrains the new technology's implementation. For this reason Russian Railways is going to allocate funds primarily to maintain an acceptable quality level for the operation of the current data processing complex. Only after that, in the medium term, the additional projects aimed at the enhancement of the implemented automated systems are to be developed.
Lately the volume of data exchange between RZD and external partners has significantly increased. This has affected the security system's development plans. Under the current conditions the company’s efforts have been mostly focused on maintaining the production capacity of the main data processing center, where the principal databases are located, and it has paid off. Over the last three years the volume of operations at the main data processing center has increased by 16%. This has been made possible thanks to implementation of a new operations control technology. The result is that the work performance of the main data processing center employees has increased by 40%, the average interaction time has decreased by 50%, and the maintenance costs of a software and hardware package unit decreased by 10%.
Nevertheless, the amount of outdated equipment in the main data processing center is still relatively large. A. Illarionov believes that to improve the situation at this stage it is advisable to strengthen ties with the most successful IT companies and to outsource more often.
Anyway, the process model of operations implemented at the main data processing center and structuring of the catalogue of IT-services, rendered to internal and external users according to agreements concluded, will secure efficient control over the quality and costs of the services supplied by Russian Railways. This strategy will be instrumental in the future in the optimal deployment of resources allocated by the company for the IT in general and for security systems in particular. ®
By Boris Voevodin
viewpoint
Alexey Illarionov,
Vice President, Russian Railways JSC:
– Along with the growth of data exchange between Russian Railways JSC and external partners in 2013 an integrated plan was implemented, aimed at securing the company’s data safety. For instance, as part of the development of Russian Railways’ Information Security Management System (ISMS) some extra tools for personal data and commercial classified information protection, computer attack detection tools and virus protection were added.
[~DETAIL_TEXT] => Information Is a Valuable Asset of a Company
Under the current conditions company data has become quite a valuable asset, and its unauthorised alteration leads to sizeable losses. Many companies in Russia have been paying a lot of attention to the enhancement of their cyber networks and data protection systems. Russian Railways is no exception; it has to seek and assign funds for this task.
According to Deputy Head of the Information Systems Department, the issue of security systems enhancement is growing more and more urgent, since everything in the world is gradually becoming digitalised. Nikolay Pryanishnikov, President of Microsoft Russia is of the same opinion and as proof he says: nowadays 52.2 million people on average go online daily in Russia. This figure includes desktop and laptop users as well as a significant amount of smartphone owners, with their number in Russia exceeding 22.7 million.
According to Grigory Elkin, Head of the Russian Federal Agency on Technical Regulation and Metrology, the competitive ability of the Russian economy depends to a large extent now on data protection issues. Alexey Kuzmin, First Deputy Head of the Data Protection and Special Communications Center, Federal Security Service of Russia, explains that this situation is conditioned by the specific nature of the market where the competitiveness of companies relies more than ever on their ability to maintain their corporate data networks. The track records of the largest international companies prove that ignoring data security significantly increases the risk of substantial losses, since a full-scale malfunction of the most important control, data and communications systems can halt all operations.
Meanwhile, the amount of security attacks and attacks on corporate websites has significantly increased recently. Russian Railways’ sites are also targeted. What is more, the company’s data systems are a potential source of information that can be used to carry out illegal activities and terrorist attacks.
For this reason Russian Railways pays a lot of attention to data security. This is not an easy task, given the scope of operation of the company: RZD must protect multifunctional systems, spread all over the country, while granting access to the data to internal users as well as to tens of thousands of external users (freight receivers, expediters, representatives of government agencies etc.).
One cannot deal with these issues without a wide range of modern technologies. The software solutions successfully adopted by RZD have been thoroughly discussed at the forums dedicated to data security issues. More specifically, experts regard the operating model, implemented in the Main Data Processing Center of Russian Railways, as meeting the best international standards for IT-companies. RZD systems of the integrated identification and authentication of users accessing the corporate databases have also been praised as one of the best in the world. Due to innovative solutions in the field of data protection in the company’s authentication center, located in the NIIAS JSC, it has been able to arrange an exchange of digital way-bills with the railroad agencies of other countries. The system for secure connection of clients’ (i.e. freight owners, operators) workstations to the ETRAN system, based on ViPNet technology, has also been considered efficient. The railroad freight control centers’ database security systems are unique. The system is designed to protect the data during file exchanges between Russian Railways and Federal Customs Service has been called by the Russian government a breakthrough in the field of the data safety.
Traps for Hackers
The specifics of the current phase of the development of the company’s electronic documents flow protection is that it is being carried out within the framework of the Information Security Management System (ISMS), which has been integrated into the general management system. ISMS accordingly covers all the software and hardware packages and systems, involved in managing the integrated trunk digital communication network, telephone exchange and data transfer networks as well as workstations, participating in the company’s electronic documents flow.
Most of the company’s information systems are based on client-server architecture. The databases and application servers are located in the main and local data processing centers, and the majority of users are in various RZD facilities. That is why from the very beginning ISMS combined powerful specialised software and hardware protection packages, installed on the operational stations and data processing centers’ servers, with local security solutions for data transfer and processing, installed at the users’ workstations.
This approach enabled both a high level of protection and minimisation of information security systems implementation costs. The technologies of access control to the information in the data transfer networks and information resources embedded into the ETRAN, EXPRESS-3 systems as well as some automated control systems at the road control centers and railway stations and electronic commerce systems may serve as a good example. Proactive joint use of these protection tools helps the company to efficiently prevent an outspread of spyware and viruses.
ISMS rests on several units, each of which undertakes a specific task. Among others these are tools for data partition, firewalling, cryptography and virus protection, as well as software for attack threat detection and vulnerability analysis. Alexey Illarionov, Vice President of Russian Railways, notes that it has been the development of these units that has been specifically addressed recently. In particular, in 2013 there were several local inspections, inventory count and classification of most critical information systems. In the context of hard budget constraints it allowed for a more rational distribution of funds that were allocated to protect exactly those areas that were most likely to be attacked. A special focus was given to development of personal data and commercial classified information protection, computer attack detection tools and virus protection. A. Illarionov maintains that the measures taken have secured the smooth operation of the company’s information resources, which is the main measure of efficiency.
In 2014 the company is planning a full-scale implementation of systems to counteract computer attacks and protect data systems related to the Automated Control System for Finance and Human Resources Management as well as to the ETRAN system. Note that there has been planned a cut of costs for the IT projects in general and in particular a cut of funds aimed at development of data safety systems, which to a certain extent restrains the new technology's implementation. For this reason Russian Railways is going to allocate funds primarily to maintain an acceptable quality level for the operation of the current data processing complex. Only after that, in the medium term, the additional projects aimed at the enhancement of the implemented automated systems are to be developed.
Lately the volume of data exchange between RZD and external partners has significantly increased. This has affected the security system's development plans. Under the current conditions the company’s efforts have been mostly focused on maintaining the production capacity of the main data processing center, where the principal databases are located, and it has paid off. Over the last three years the volume of operations at the main data processing center has increased by 16%. This has been made possible thanks to implementation of a new operations control technology. The result is that the work performance of the main data processing center employees has increased by 40%, the average interaction time has decreased by 50%, and the maintenance costs of a software and hardware package unit decreased by 10%.
Nevertheless, the amount of outdated equipment in the main data processing center is still relatively large. A. Illarionov believes that to improve the situation at this stage it is advisable to strengthen ties with the most successful IT companies and to outsource more often.
Anyway, the process model of operations implemented at the main data processing center and structuring of the catalogue of IT-services, rendered to internal and external users according to agreements concluded, will secure efficient control over the quality and costs of the services supplied by Russian Railways. This strategy will be instrumental in the future in the optimal deployment of resources allocated by the company for the IT in general and for security systems in particular. ®
By Boris Voevodin
viewpoint
Alexey Illarionov,
Vice President, Russian Railways JSC:
– Along with the growth of data exchange between Russian Railways JSC and external partners in 2013 an integrated plan was implemented, aimed at securing the company’s data safety. For instance, as part of the development of Russian Railways’ Information Security Management System (ISMS) some extra tools for personal data and commercial classified information protection, computer attack detection tools and virus protection were added.
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[PREVIEW_TEXT] => Modern document management systems continue to supplant paper documents. This in turn requires some accompanying security measures. That is why Russian Railways JSC implements a dedicated long term program. Experience has proven that this helps to minimise the data breach risk.
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[DETAIL_TEXT] => Information Is a Valuable Asset of a Company
Under the current conditions company data has become quite a valuable asset, and its unauthorised alteration leads to sizeable losses. Many companies in Russia have been paying a lot of attention to the enhancement of their cyber networks and data protection systems. Russian Railways is no exception; it has to seek and assign funds for this task.
According to Deputy Head of the Information Systems Department, the issue of security systems enhancement is growing more and more urgent, since everything in the world is gradually becoming digitalised. Nikolay Pryanishnikov, President of Microsoft Russia is of the same opinion and as proof he says: nowadays 52.2 million people on average go online daily in Russia. This figure includes desktop and laptop users as well as a significant amount of smartphone owners, with their number in Russia exceeding 22.7 million.
According to Grigory Elkin, Head of the Russian Federal Agency on Technical Regulation and Metrology, the competitive ability of the Russian economy depends to a large extent now on data protection issues. Alexey Kuzmin, First Deputy Head of the Data Protection and Special Communications Center, Federal Security Service of Russia, explains that this situation is conditioned by the specific nature of the market where the competitiveness of companies relies more than ever on their ability to maintain their corporate data networks. The track records of the largest international companies prove that ignoring data security significantly increases the risk of substantial losses, since a full-scale malfunction of the most important control, data and communications systems can halt all operations.
Meanwhile, the amount of security attacks and attacks on corporate websites has significantly increased recently. Russian Railways’ sites are also targeted. What is more, the company’s data systems are a potential source of information that can be used to carry out illegal activities and terrorist attacks.
For this reason Russian Railways pays a lot of attention to data security. This is not an easy task, given the scope of operation of the company: RZD must protect multifunctional systems, spread all over the country, while granting access to the data to internal users as well as to tens of thousands of external users (freight receivers, expediters, representatives of government agencies etc.).
One cannot deal with these issues without a wide range of modern technologies. The software solutions successfully adopted by RZD have been thoroughly discussed at the forums dedicated to data security issues. More specifically, experts regard the operating model, implemented in the Main Data Processing Center of Russian Railways, as meeting the best international standards for IT-companies. RZD systems of the integrated identification and authentication of users accessing the corporate databases have also been praised as one of the best in the world. Due to innovative solutions in the field of data protection in the company’s authentication center, located in the NIIAS JSC, it has been able to arrange an exchange of digital way-bills with the railroad agencies of other countries. The system for secure connection of clients’ (i.e. freight owners, operators) workstations to the ETRAN system, based on ViPNet technology, has also been considered efficient. The railroad freight control centers’ database security systems are unique. The system is designed to protect the data during file exchanges between Russian Railways and Federal Customs Service has been called by the Russian government a breakthrough in the field of the data safety.
Traps for Hackers
The specifics of the current phase of the development of the company’s electronic documents flow protection is that it is being carried out within the framework of the Information Security Management System (ISMS), which has been integrated into the general management system. ISMS accordingly covers all the software and hardware packages and systems, involved in managing the integrated trunk digital communication network, telephone exchange and data transfer networks as well as workstations, participating in the company’s electronic documents flow.
Most of the company’s information systems are based on client-server architecture. The databases and application servers are located in the main and local data processing centers, and the majority of users are in various RZD facilities. That is why from the very beginning ISMS combined powerful specialised software and hardware protection packages, installed on the operational stations and data processing centers’ servers, with local security solutions for data transfer and processing, installed at the users’ workstations.
This approach enabled both a high level of protection and minimisation of information security systems implementation costs. The technologies of access control to the information in the data transfer networks and information resources embedded into the ETRAN, EXPRESS-3 systems as well as some automated control systems at the road control centers and railway stations and electronic commerce systems may serve as a good example. Proactive joint use of these protection tools helps the company to efficiently prevent an outspread of spyware and viruses.
ISMS rests on several units, each of which undertakes a specific task. Among others these are tools for data partition, firewalling, cryptography and virus protection, as well as software for attack threat detection and vulnerability analysis. Alexey Illarionov, Vice President of Russian Railways, notes that it has been the development of these units that has been specifically addressed recently. In particular, in 2013 there were several local inspections, inventory count and classification of most critical information systems. In the context of hard budget constraints it allowed for a more rational distribution of funds that were allocated to protect exactly those areas that were most likely to be attacked. A special focus was given to development of personal data and commercial classified information protection, computer attack detection tools and virus protection. A. Illarionov maintains that the measures taken have secured the smooth operation of the company’s information resources, which is the main measure of efficiency.
In 2014 the company is planning a full-scale implementation of systems to counteract computer attacks and protect data systems related to the Automated Control System for Finance and Human Resources Management as well as to the ETRAN system. Note that there has been planned a cut of costs for the IT projects in general and in particular a cut of funds aimed at development of data safety systems, which to a certain extent restrains the new technology's implementation. For this reason Russian Railways is going to allocate funds primarily to maintain an acceptable quality level for the operation of the current data processing complex. Only after that, in the medium term, the additional projects aimed at the enhancement of the implemented automated systems are to be developed.
Lately the volume of data exchange between RZD and external partners has significantly increased. This has affected the security system's development plans. Under the current conditions the company’s efforts have been mostly focused on maintaining the production capacity of the main data processing center, where the principal databases are located, and it has paid off. Over the last three years the volume of operations at the main data processing center has increased by 16%. This has been made possible thanks to implementation of a new operations control technology. The result is that the work performance of the main data processing center employees has increased by 40%, the average interaction time has decreased by 50%, and the maintenance costs of a software and hardware package unit decreased by 10%.
Nevertheless, the amount of outdated equipment in the main data processing center is still relatively large. A. Illarionov believes that to improve the situation at this stage it is advisable to strengthen ties with the most successful IT companies and to outsource more often.
Anyway, the process model of operations implemented at the main data processing center and structuring of the catalogue of IT-services, rendered to internal and external users according to agreements concluded, will secure efficient control over the quality and costs of the services supplied by Russian Railways. This strategy will be instrumental in the future in the optimal deployment of resources allocated by the company for the IT in general and for security systems in particular. ®
By Boris Voevodin
viewpoint
Alexey Illarionov,
Vice President, Russian Railways JSC:
– Along with the growth of data exchange between Russian Railways JSC and external partners in 2013 an integrated plan was implemented, aimed at securing the company’s data safety. For instance, as part of the development of Russian Railways’ Information Security Management System (ISMS) some extra tools for personal data and commercial classified information protection, computer attack detection tools and virus protection were added.
[~DETAIL_TEXT] => Information Is a Valuable Asset of a Company
Under the current conditions company data has become quite a valuable asset, and its unauthorised alteration leads to sizeable losses. Many companies in Russia have been paying a lot of attention to the enhancement of their cyber networks and data protection systems. Russian Railways is no exception; it has to seek and assign funds for this task.
According to Deputy Head of the Information Systems Department, the issue of security systems enhancement is growing more and more urgent, since everything in the world is gradually becoming digitalised. Nikolay Pryanishnikov, President of Microsoft Russia is of the same opinion and as proof he says: nowadays 52.2 million people on average go online daily in Russia. This figure includes desktop and laptop users as well as a significant amount of smartphone owners, with their number in Russia exceeding 22.7 million.
According to Grigory Elkin, Head of the Russian Federal Agency on Technical Regulation and Metrology, the competitive ability of the Russian economy depends to a large extent now on data protection issues. Alexey Kuzmin, First Deputy Head of the Data Protection and Special Communications Center, Federal Security Service of Russia, explains that this situation is conditioned by the specific nature of the market where the competitiveness of companies relies more than ever on their ability to maintain their corporate data networks. The track records of the largest international companies prove that ignoring data security significantly increases the risk of substantial losses, since a full-scale malfunction of the most important control, data and communications systems can halt all operations.
Meanwhile, the amount of security attacks and attacks on corporate websites has significantly increased recently. Russian Railways’ sites are also targeted. What is more, the company’s data systems are a potential source of information that can be used to carry out illegal activities and terrorist attacks.
For this reason Russian Railways pays a lot of attention to data security. This is not an easy task, given the scope of operation of the company: RZD must protect multifunctional systems, spread all over the country, while granting access to the data to internal users as well as to tens of thousands of external users (freight receivers, expediters, representatives of government agencies etc.).
One cannot deal with these issues without a wide range of modern technologies. The software solutions successfully adopted by RZD have been thoroughly discussed at the forums dedicated to data security issues. More specifically, experts regard the operating model, implemented in the Main Data Processing Center of Russian Railways, as meeting the best international standards for IT-companies. RZD systems of the integrated identification and authentication of users accessing the corporate databases have also been praised as one of the best in the world. Due to innovative solutions in the field of data protection in the company’s authentication center, located in the NIIAS JSC, it has been able to arrange an exchange of digital way-bills with the railroad agencies of other countries. The system for secure connection of clients’ (i.e. freight owners, operators) workstations to the ETRAN system, based on ViPNet technology, has also been considered efficient. The railroad freight control centers’ database security systems are unique. The system is designed to protect the data during file exchanges between Russian Railways and Federal Customs Service has been called by the Russian government a breakthrough in the field of the data safety.
Traps for Hackers
The specifics of the current phase of the development of the company’s electronic documents flow protection is that it is being carried out within the framework of the Information Security Management System (ISMS), which has been integrated into the general management system. ISMS accordingly covers all the software and hardware packages and systems, involved in managing the integrated trunk digital communication network, telephone exchange and data transfer networks as well as workstations, participating in the company’s electronic documents flow.
Most of the company’s information systems are based on client-server architecture. The databases and application servers are located in the main and local data processing centers, and the majority of users are in various RZD facilities. That is why from the very beginning ISMS combined powerful specialised software and hardware protection packages, installed on the operational stations and data processing centers’ servers, with local security solutions for data transfer and processing, installed at the users’ workstations.
This approach enabled both a high level of protection and minimisation of information security systems implementation costs. The technologies of access control to the information in the data transfer networks and information resources embedded into the ETRAN, EXPRESS-3 systems as well as some automated control systems at the road control centers and railway stations and electronic commerce systems may serve as a good example. Proactive joint use of these protection tools helps the company to efficiently prevent an outspread of spyware and viruses.
ISMS rests on several units, each of which undertakes a specific task. Among others these are tools for data partition, firewalling, cryptography and virus protection, as well as software for attack threat detection and vulnerability analysis. Alexey Illarionov, Vice President of Russian Railways, notes that it has been the development of these units that has been specifically addressed recently. In particular, in 2013 there were several local inspections, inventory count and classification of most critical information systems. In the context of hard budget constraints it allowed for a more rational distribution of funds that were allocated to protect exactly those areas that were most likely to be attacked. A special focus was given to development of personal data and commercial classified information protection, computer attack detection tools and virus protection. A. Illarionov maintains that the measures taken have secured the smooth operation of the company’s information resources, which is the main measure of efficiency.
In 2014 the company is planning a full-scale implementation of systems to counteract computer attacks and protect data systems related to the Automated Control System for Finance and Human Resources Management as well as to the ETRAN system. Note that there has been planned a cut of costs for the IT projects in general and in particular a cut of funds aimed at development of data safety systems, which to a certain extent restrains the new technology's implementation. For this reason Russian Railways is going to allocate funds primarily to maintain an acceptable quality level for the operation of the current data processing complex. Only after that, in the medium term, the additional projects aimed at the enhancement of the implemented automated systems are to be developed.
Lately the volume of data exchange between RZD and external partners has significantly increased. This has affected the security system's development plans. Under the current conditions the company’s efforts have been mostly focused on maintaining the production capacity of the main data processing center, where the principal databases are located, and it has paid off. Over the last three years the volume of operations at the main data processing center has increased by 16%. This has been made possible thanks to implementation of a new operations control technology. The result is that the work performance of the main data processing center employees has increased by 40%, the average interaction time has decreased by 50%, and the maintenance costs of a software and hardware package unit decreased by 10%.
Nevertheless, the amount of outdated equipment in the main data processing center is still relatively large. A. Illarionov believes that to improve the situation at this stage it is advisable to strengthen ties with the most successful IT companies and to outsource more often.
Anyway, the process model of operations implemented at the main data processing center and structuring of the catalogue of IT-services, rendered to internal and external users according to agreements concluded, will secure efficient control over the quality and costs of the services supplied by Russian Railways. This strategy will be instrumental in the future in the optimal deployment of resources allocated by the company for the IT in general and for security systems in particular. ®
By Boris Voevodin
viewpoint
Alexey Illarionov,
Vice President, Russian Railways JSC:
– Along with the growth of data exchange between Russian Railways JSC and external partners in 2013 an integrated plan was implemented, aimed at securing the company’s data safety. For instance, as part of the development of Russian Railways’ Information Security Management System (ISMS) some extra tools for personal data and commercial classified information protection, computer attack detection tools and virus protection were added.
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When the California “high speed” rail link was approved, I was quite disappointed, as I know many others were too. How could it be that the home of Silicon Valley and JPL – doing incredible things like indexing all the world’s knowledge and putting rovers on Mars – would build a bullet train that is both one of the most expensive per mile and one of the slowest in the world?
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[DETAIL_TEXT] => Introducing the Concept
Existing conventional modes of passenger transportation comprise four unique types: rail, road, water, and air. These modes of transport tend to be either relatively slow (e.g., road and water), expensive (e.g., air), or a combination of relatively slow and expensive (i.e., rail). Hyperloop is a new mode of transport that seeks to change this paradigm by being both fast and inexpensive for people and goods.
Hyperloop consists of a low pressure tube with capsules that are transported at both low and high speeds throughout the length of the tube. The capsules are supported on a cushion of air, featuring pressurised air and aerodynamic lift. The capsules are accelerated via a magnetic linear accelerator affixed at various stations on the low pressure tube with rotors contained in each capsule. The system consists of capsules that travel between Los Angeles, California and San Francisco, California. The total one-way trip time is 35 minutes from county line to county line. The capsules leave on average every 2 minutes from each terminal carrying 28 people each (as often as every 30 seconds during rush hour and less frequently at night). This gives a total of 7.4 million people per tube that can be transported each year on Hyperloop.
The design of Hyperloop has been considered from the start with safety in mind. Unlike other modes of transport, Hyperloop is a single system that incorporates the vehicle, propulsion system, energy management, timing, and route. Capsules travel in a carefully controlled and maintained tube environment making the system immune to wind, ice, fog, and rain. The propulsion system is integrated into the tube and can only accelerate the capsule to speeds that are safe in each section. With human control error and unpredictable weather removed from the system, very few safety concerns remain.
Capsules
Two versions of the Hyperloop capsules are being considered: a passenger only version and a passenger plus vehicle version.
The Hyperloop Passenger Capsule
Assuming an average departure time of 2 minutes between capsules, a minimum of 28 passengers per capsule are required to meet 840 passengers per hour. It is possible to further increase the Hyperloop capacity by reducing the time between departures. The current baseline requires up to 40 capsules in activity during rush hour, 6 of which are at the terminals for loading and unloading of the passengers in approximately 5 minutes.
The Hyperloop Passenger Plus Vehicle Capsule
The passenger plus vehicle version of the Hyperloop will depart as often as the passenger only version, but will accommodate 3 vehicles in addition to the passengers. All subsystems discussed in the following sections are featured on both capsules.
For travel at high speeds, the greatest power requirement is normally to overcome air resistance. Aerodynamic drag increases with the square of speed, and thus the power requirement increases with the cube of speed. For example, to travel twice as fast a vehicle must overcome four times the aerodynamic resistance, and input eight times the power.
Just as aircraft climb to high altitudes to travel through less dense air, Hyperloop encloses the capsules in a reduced pressure tube. The pressure of air in Hyperloop is about 1/6 the pressure of the atmosphere on Mars. This is an operating pressure of 100 Pascals, which reduces the drag force of the air by 1,000 times relative to sea level conditions and would be equivalent to flying above 150,000 feet altitude. A hard vacuum is avoided as vacuums are expensive and difficult to maintain compared with low pressure solutions. Despite the low pressure, aerodynamic challenges must still be addressed. These include managing the formation of shock waves when the speed of the capsule approaches the speed of sound, and the air resistance increases sharply. Close to the cities where more turns must be navigated, capsules travel at a lower speed. This reduces the accelerations felt by the passengers, and also reduces power requirements for the capsule. The capsules travel at 760 mph.
The interior of the capsule is specifically designed with passenger safety and comfort in mind. The seats conform well to the body to maintain comfort during the high speed accelerations experienced during travel. Beautiful landscape will be displayed in the cabin and each passenger will have access their own personal entertainment system.
Pylons and Tunnels
The tube will be supported by pillars which constrain the tube in the vertical direction but allow longitudinal slip for thermal expansion as well as dampened lateral slip to reduce the risk posed by earthquakes. In addition, the pillar to tube connection nominal position will be adjustable vertically and laterally to ensure proper alignment despite possible ground settling. These minimally constrained pillars at tube joints will also allow a smoother ride. Specially designed slip joints at stations will be able to take any tube length variance due to thermal expansion. This is an ideal location for the thermal expansion joints as the speed is much lower close to the stations. It thus allows the tube to be smooth and welded along the high speed gliding middle section.
The spacing of the Hyperloop pillars retaining the tube is critical to achieve the design objective of the tube structure. The average spacing is 100 ft (30 m), which means there will be roughly 25,000 pillars supporting both Hyperloop tubes and overhead solar panels. The pillars will be 20 ft (6 m) tall whenever possible but may vary in height in hilly areas or where obstacles are in the way. Also, in some key areas, the spacing will have to vary in order to pass over roads or other obstacles. Smaller spacing between each support reduces the deflection of the tube keeping the capsule steadier and the journey more enjoyable. In addition, reduced spacing has increased resistance to seismic loading as well as the lateral acceleration of the capsule.
Stations
Hyperloop stations are intended to be minimalist but practical with a boarding process and layout much simpler than airports.
Due to the short travel time and frequent departures, it is envisaged that there will be a continual flow of passengers through each Hyperloop station, in contrast to the pulsed situation at airports which leads to queues and delays. Safety and security are paramount, and so security checks will still be made in a similar fashion as TSA does for the airport. The process could be greatly streamlined to reduce wait time and maintain a more continuous passenger flow.
All ticketing and baggage tracking for the Hyperloop will be handled electronically, negating the need for printing boarding passes and luggage labels. Since Hyperloop travel time is very short, the main usage is more for commuting than for vacations. There would be a luggage limit of 2 bags per person, for no more than 110 lb (50 kg) in total. Luggage would be stowed in a separate compartment at the rear of the capsule, in a way comparable to the overhead lockers on passenger aircraft. The transit area at a Hyperloop terminal would be a large open area with two large airlocks signifying the entry and exit points for the capsules. An arriving capsule would enter the incoming airlock, where the pressure is equalised with the station, before being released into the transit area.
Once vacated, the capsule would be rotated on a turntable, and aligned for re-entry into the Hyperloop tube. The departing passengers, and their pre-loaded luggage pod, would then enter the capsule. A Hyperloop attendant would next perform a safety check of the seat belt of each passenger before the capsule is cleared for departure. At this point the capsule would then be moved forward into the exit airlock, where the pressure is lowered to the operating level of the Hyperloop, and then sent on its way. Note that loading and unloading would occur in parallel with up to three capsules at a given station at any time.
Cost
The overall cost of the tube, pillars, vacuum pumps and stations is thus expected to be around USD 4.06 billion for the passenger version of the Hyperloop. This does not include the cost of the propulsion linear motors or solar panels. The tube represents approximately 70% of the total budget.
The larger 10 ft 10 in. (3.3 m) tube would allow the cargo and vehicle capsules to fit at a total cost including the tube, pillars, vacuum pumps, and stations of around USD 5.31 billion. This minimal cost increase would allow a much more versatile Hyperloop system.
Hyperloop is considered an open source transportation concept. The authors encourage all members of the community to contribute to the Hyperloop design process. Iteration of the design by various individuals and groups can help bring Hyperloop from an idea to a reality.
By Elon Musk,
creator of Hyperloop concept For further information and details, please, visit: www.spacex.com/hyperloop
[~DETAIL_TEXT] => Introducing the Concept
Existing conventional modes of passenger transportation comprise four unique types: rail, road, water, and air. These modes of transport tend to be either relatively slow (e.g., road and water), expensive (e.g., air), or a combination of relatively slow and expensive (i.e., rail). Hyperloop is a new mode of transport that seeks to change this paradigm by being both fast and inexpensive for people and goods.
Hyperloop consists of a low pressure tube with capsules that are transported at both low and high speeds throughout the length of the tube. The capsules are supported on a cushion of air, featuring pressurised air and aerodynamic lift. The capsules are accelerated via a magnetic linear accelerator affixed at various stations on the low pressure tube with rotors contained in each capsule. The system consists of capsules that travel between Los Angeles, California and San Francisco, California. The total one-way trip time is 35 minutes from county line to county line. The capsules leave on average every 2 minutes from each terminal carrying 28 people each (as often as every 30 seconds during rush hour and less frequently at night). This gives a total of 7.4 million people per tube that can be transported each year on Hyperloop.
The design of Hyperloop has been considered from the start with safety in mind. Unlike other modes of transport, Hyperloop is a single system that incorporates the vehicle, propulsion system, energy management, timing, and route. Capsules travel in a carefully controlled and maintained tube environment making the system immune to wind, ice, fog, and rain. The propulsion system is integrated into the tube and can only accelerate the capsule to speeds that are safe in each section. With human control error and unpredictable weather removed from the system, very few safety concerns remain.
Capsules
Two versions of the Hyperloop capsules are being considered: a passenger only version and a passenger plus vehicle version.
The Hyperloop Passenger Capsule
Assuming an average departure time of 2 minutes between capsules, a minimum of 28 passengers per capsule are required to meet 840 passengers per hour. It is possible to further increase the Hyperloop capacity by reducing the time between departures. The current baseline requires up to 40 capsules in activity during rush hour, 6 of which are at the terminals for loading and unloading of the passengers in approximately 5 minutes.
The Hyperloop Passenger Plus Vehicle Capsule
The passenger plus vehicle version of the Hyperloop will depart as often as the passenger only version, but will accommodate 3 vehicles in addition to the passengers. All subsystems discussed in the following sections are featured on both capsules.
For travel at high speeds, the greatest power requirement is normally to overcome air resistance. Aerodynamic drag increases with the square of speed, and thus the power requirement increases with the cube of speed. For example, to travel twice as fast a vehicle must overcome four times the aerodynamic resistance, and input eight times the power.
Just as aircraft climb to high altitudes to travel through less dense air, Hyperloop encloses the capsules in a reduced pressure tube. The pressure of air in Hyperloop is about 1/6 the pressure of the atmosphere on Mars. This is an operating pressure of 100 Pascals, which reduces the drag force of the air by 1,000 times relative to sea level conditions and would be equivalent to flying above 150,000 feet altitude. A hard vacuum is avoided as vacuums are expensive and difficult to maintain compared with low pressure solutions. Despite the low pressure, aerodynamic challenges must still be addressed. These include managing the formation of shock waves when the speed of the capsule approaches the speed of sound, and the air resistance increases sharply. Close to the cities where more turns must be navigated, capsules travel at a lower speed. This reduces the accelerations felt by the passengers, and also reduces power requirements for the capsule. The capsules travel at 760 mph.
The interior of the capsule is specifically designed with passenger safety and comfort in mind. The seats conform well to the body to maintain comfort during the high speed accelerations experienced during travel. Beautiful landscape will be displayed in the cabin and each passenger will have access their own personal entertainment system.
Pylons and Tunnels
The tube will be supported by pillars which constrain the tube in the vertical direction but allow longitudinal slip for thermal expansion as well as dampened lateral slip to reduce the risk posed by earthquakes. In addition, the pillar to tube connection nominal position will be adjustable vertically and laterally to ensure proper alignment despite possible ground settling. These minimally constrained pillars at tube joints will also allow a smoother ride. Specially designed slip joints at stations will be able to take any tube length variance due to thermal expansion. This is an ideal location for the thermal expansion joints as the speed is much lower close to the stations. It thus allows the tube to be smooth and welded along the high speed gliding middle section.
The spacing of the Hyperloop pillars retaining the tube is critical to achieve the design objective of the tube structure. The average spacing is 100 ft (30 m), which means there will be roughly 25,000 pillars supporting both Hyperloop tubes and overhead solar panels. The pillars will be 20 ft (6 m) tall whenever possible but may vary in height in hilly areas or where obstacles are in the way. Also, in some key areas, the spacing will have to vary in order to pass over roads or other obstacles. Smaller spacing between each support reduces the deflection of the tube keeping the capsule steadier and the journey more enjoyable. In addition, reduced spacing has increased resistance to seismic loading as well as the lateral acceleration of the capsule.
Stations
Hyperloop stations are intended to be minimalist but practical with a boarding process and layout much simpler than airports.
Due to the short travel time and frequent departures, it is envisaged that there will be a continual flow of passengers through each Hyperloop station, in contrast to the pulsed situation at airports which leads to queues and delays. Safety and security are paramount, and so security checks will still be made in a similar fashion as TSA does for the airport. The process could be greatly streamlined to reduce wait time and maintain a more continuous passenger flow.
All ticketing and baggage tracking for the Hyperloop will be handled electronically, negating the need for printing boarding passes and luggage labels. Since Hyperloop travel time is very short, the main usage is more for commuting than for vacations. There would be a luggage limit of 2 bags per person, for no more than 110 lb (50 kg) in total. Luggage would be stowed in a separate compartment at the rear of the capsule, in a way comparable to the overhead lockers on passenger aircraft. The transit area at a Hyperloop terminal would be a large open area with two large airlocks signifying the entry and exit points for the capsules. An arriving capsule would enter the incoming airlock, where the pressure is equalised with the station, before being released into the transit area.
Once vacated, the capsule would be rotated on a turntable, and aligned for re-entry into the Hyperloop tube. The departing passengers, and their pre-loaded luggage pod, would then enter the capsule. A Hyperloop attendant would next perform a safety check of the seat belt of each passenger before the capsule is cleared for departure. At this point the capsule would then be moved forward into the exit airlock, where the pressure is lowered to the operating level of the Hyperloop, and then sent on its way. Note that loading and unloading would occur in parallel with up to three capsules at a given station at any time.
Cost
The overall cost of the tube, pillars, vacuum pumps and stations is thus expected to be around USD 4.06 billion for the passenger version of the Hyperloop. This does not include the cost of the propulsion linear motors or solar panels. The tube represents approximately 70% of the total budget.
The larger 10 ft 10 in. (3.3 m) tube would allow the cargo and vehicle capsules to fit at a total cost including the tube, pillars, vacuum pumps, and stations of around USD 5.31 billion. This minimal cost increase would allow a much more versatile Hyperloop system.
Hyperloop is considered an open source transportation concept. The authors encourage all members of the community to contribute to the Hyperloop design process. Iteration of the design by various individuals and groups can help bring Hyperloop from an idea to a reality.
By Elon Musk,
creator of Hyperloop concept For further information and details, please, visit: www.spacex.com/hyperloop
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[DETAIL_TEXT] => Introducing the Concept
Existing conventional modes of passenger transportation comprise four unique types: rail, road, water, and air. These modes of transport tend to be either relatively slow (e.g., road and water), expensive (e.g., air), or a combination of relatively slow and expensive (i.e., rail). Hyperloop is a new mode of transport that seeks to change this paradigm by being both fast and inexpensive for people and goods.
Hyperloop consists of a low pressure tube with capsules that are transported at both low and high speeds throughout the length of the tube. The capsules are supported on a cushion of air, featuring pressurised air and aerodynamic lift. The capsules are accelerated via a magnetic linear accelerator affixed at various stations on the low pressure tube with rotors contained in each capsule. The system consists of capsules that travel between Los Angeles, California and San Francisco, California. The total one-way trip time is 35 minutes from county line to county line. The capsules leave on average every 2 minutes from each terminal carrying 28 people each (as often as every 30 seconds during rush hour and less frequently at night). This gives a total of 7.4 million people per tube that can be transported each year on Hyperloop.
The design of Hyperloop has been considered from the start with safety in mind. Unlike other modes of transport, Hyperloop is a single system that incorporates the vehicle, propulsion system, energy management, timing, and route. Capsules travel in a carefully controlled and maintained tube environment making the system immune to wind, ice, fog, and rain. The propulsion system is integrated into the tube and can only accelerate the capsule to speeds that are safe in each section. With human control error and unpredictable weather removed from the system, very few safety concerns remain.
Capsules
Two versions of the Hyperloop capsules are being considered: a passenger only version and a passenger plus vehicle version.
The Hyperloop Passenger Capsule
Assuming an average departure time of 2 minutes between capsules, a minimum of 28 passengers per capsule are required to meet 840 passengers per hour. It is possible to further increase the Hyperloop capacity by reducing the time between departures. The current baseline requires up to 40 capsules in activity during rush hour, 6 of which are at the terminals for loading and unloading of the passengers in approximately 5 minutes.
The Hyperloop Passenger Plus Vehicle Capsule
The passenger plus vehicle version of the Hyperloop will depart as often as the passenger only version, but will accommodate 3 vehicles in addition to the passengers. All subsystems discussed in the following sections are featured on both capsules.
For travel at high speeds, the greatest power requirement is normally to overcome air resistance. Aerodynamic drag increases with the square of speed, and thus the power requirement increases with the cube of speed. For example, to travel twice as fast a vehicle must overcome four times the aerodynamic resistance, and input eight times the power.
Just as aircraft climb to high altitudes to travel through less dense air, Hyperloop encloses the capsules in a reduced pressure tube. The pressure of air in Hyperloop is about 1/6 the pressure of the atmosphere on Mars. This is an operating pressure of 100 Pascals, which reduces the drag force of the air by 1,000 times relative to sea level conditions and would be equivalent to flying above 150,000 feet altitude. A hard vacuum is avoided as vacuums are expensive and difficult to maintain compared with low pressure solutions. Despite the low pressure, aerodynamic challenges must still be addressed. These include managing the formation of shock waves when the speed of the capsule approaches the speed of sound, and the air resistance increases sharply. Close to the cities where more turns must be navigated, capsules travel at a lower speed. This reduces the accelerations felt by the passengers, and also reduces power requirements for the capsule. The capsules travel at 760 mph.
The interior of the capsule is specifically designed with passenger safety and comfort in mind. The seats conform well to the body to maintain comfort during the high speed accelerations experienced during travel. Beautiful landscape will be displayed in the cabin and each passenger will have access their own personal entertainment system.
Pylons and Tunnels
The tube will be supported by pillars which constrain the tube in the vertical direction but allow longitudinal slip for thermal expansion as well as dampened lateral slip to reduce the risk posed by earthquakes. In addition, the pillar to tube connection nominal position will be adjustable vertically and laterally to ensure proper alignment despite possible ground settling. These minimally constrained pillars at tube joints will also allow a smoother ride. Specially designed slip joints at stations will be able to take any tube length variance due to thermal expansion. This is an ideal location for the thermal expansion joints as the speed is much lower close to the stations. It thus allows the tube to be smooth and welded along the high speed gliding middle section.
The spacing of the Hyperloop pillars retaining the tube is critical to achieve the design objective of the tube structure. The average spacing is 100 ft (30 m), which means there will be roughly 25,000 pillars supporting both Hyperloop tubes and overhead solar panels. The pillars will be 20 ft (6 m) tall whenever possible but may vary in height in hilly areas or where obstacles are in the way. Also, in some key areas, the spacing will have to vary in order to pass over roads or other obstacles. Smaller spacing between each support reduces the deflection of the tube keeping the capsule steadier and the journey more enjoyable. In addition, reduced spacing has increased resistance to seismic loading as well as the lateral acceleration of the capsule.
Stations
Hyperloop stations are intended to be minimalist but practical with a boarding process and layout much simpler than airports.
Due to the short travel time and frequent departures, it is envisaged that there will be a continual flow of passengers through each Hyperloop station, in contrast to the pulsed situation at airports which leads to queues and delays. Safety and security are paramount, and so security checks will still be made in a similar fashion as TSA does for the airport. The process could be greatly streamlined to reduce wait time and maintain a more continuous passenger flow.
All ticketing and baggage tracking for the Hyperloop will be handled electronically, negating the need for printing boarding passes and luggage labels. Since Hyperloop travel time is very short, the main usage is more for commuting than for vacations. There would be a luggage limit of 2 bags per person, for no more than 110 lb (50 kg) in total. Luggage would be stowed in a separate compartment at the rear of the capsule, in a way comparable to the overhead lockers on passenger aircraft. The transit area at a Hyperloop terminal would be a large open area with two large airlocks signifying the entry and exit points for the capsules. An arriving capsule would enter the incoming airlock, where the pressure is equalised with the station, before being released into the transit area.
Once vacated, the capsule would be rotated on a turntable, and aligned for re-entry into the Hyperloop tube. The departing passengers, and their pre-loaded luggage pod, would then enter the capsule. A Hyperloop attendant would next perform a safety check of the seat belt of each passenger before the capsule is cleared for departure. At this point the capsule would then be moved forward into the exit airlock, where the pressure is lowered to the operating level of the Hyperloop, and then sent on its way. Note that loading and unloading would occur in parallel with up to three capsules at a given station at any time.
Cost
The overall cost of the tube, pillars, vacuum pumps and stations is thus expected to be around USD 4.06 billion for the passenger version of the Hyperloop. This does not include the cost of the propulsion linear motors or solar panels. The tube represents approximately 70% of the total budget.
The larger 10 ft 10 in. (3.3 m) tube would allow the cargo and vehicle capsules to fit at a total cost including the tube, pillars, vacuum pumps, and stations of around USD 5.31 billion. This minimal cost increase would allow a much more versatile Hyperloop system.
Hyperloop is considered an open source transportation concept. The authors encourage all members of the community to contribute to the Hyperloop design process. Iteration of the design by various individuals and groups can help bring Hyperloop from an idea to a reality.
By Elon Musk,
creator of Hyperloop concept For further information and details, please, visit: www.spacex.com/hyperloop
[~DETAIL_TEXT] => Introducing the Concept
Existing conventional modes of passenger transportation comprise four unique types: rail, road, water, and air. These modes of transport tend to be either relatively slow (e.g., road and water), expensive (e.g., air), or a combination of relatively slow and expensive (i.e., rail). Hyperloop is a new mode of transport that seeks to change this paradigm by being both fast and inexpensive for people and goods.
Hyperloop consists of a low pressure tube with capsules that are transported at both low and high speeds throughout the length of the tube. The capsules are supported on a cushion of air, featuring pressurised air and aerodynamic lift. The capsules are accelerated via a magnetic linear accelerator affixed at various stations on the low pressure tube with rotors contained in each capsule. The system consists of capsules that travel between Los Angeles, California and San Francisco, California. The total one-way trip time is 35 minutes from county line to county line. The capsules leave on average every 2 minutes from each terminal carrying 28 people each (as often as every 30 seconds during rush hour and less frequently at night). This gives a total of 7.4 million people per tube that can be transported each year on Hyperloop.
The design of Hyperloop has been considered from the start with safety in mind. Unlike other modes of transport, Hyperloop is a single system that incorporates the vehicle, propulsion system, energy management, timing, and route. Capsules travel in a carefully controlled and maintained tube environment making the system immune to wind, ice, fog, and rain. The propulsion system is integrated into the tube and can only accelerate the capsule to speeds that are safe in each section. With human control error and unpredictable weather removed from the system, very few safety concerns remain.
Capsules
Two versions of the Hyperloop capsules are being considered: a passenger only version and a passenger plus vehicle version.
The Hyperloop Passenger Capsule
Assuming an average departure time of 2 minutes between capsules, a minimum of 28 passengers per capsule are required to meet 840 passengers per hour. It is possible to further increase the Hyperloop capacity by reducing the time between departures. The current baseline requires up to 40 capsules in activity during rush hour, 6 of which are at the terminals for loading and unloading of the passengers in approximately 5 minutes.
The Hyperloop Passenger Plus Vehicle Capsule
The passenger plus vehicle version of the Hyperloop will depart as often as the passenger only version, but will accommodate 3 vehicles in addition to the passengers. All subsystems discussed in the following sections are featured on both capsules.
For travel at high speeds, the greatest power requirement is normally to overcome air resistance. Aerodynamic drag increases with the square of speed, and thus the power requirement increases with the cube of speed. For example, to travel twice as fast a vehicle must overcome four times the aerodynamic resistance, and input eight times the power.
Just as aircraft climb to high altitudes to travel through less dense air, Hyperloop encloses the capsules in a reduced pressure tube. The pressure of air in Hyperloop is about 1/6 the pressure of the atmosphere on Mars. This is an operating pressure of 100 Pascals, which reduces the drag force of the air by 1,000 times relative to sea level conditions and would be equivalent to flying above 150,000 feet altitude. A hard vacuum is avoided as vacuums are expensive and difficult to maintain compared with low pressure solutions. Despite the low pressure, aerodynamic challenges must still be addressed. These include managing the formation of shock waves when the speed of the capsule approaches the speed of sound, and the air resistance increases sharply. Close to the cities where more turns must be navigated, capsules travel at a lower speed. This reduces the accelerations felt by the passengers, and also reduces power requirements for the capsule. The capsules travel at 760 mph.
The interior of the capsule is specifically designed with passenger safety and comfort in mind. The seats conform well to the body to maintain comfort during the high speed accelerations experienced during travel. Beautiful landscape will be displayed in the cabin and each passenger will have access their own personal entertainment system.
Pylons and Tunnels
The tube will be supported by pillars which constrain the tube in the vertical direction but allow longitudinal slip for thermal expansion as well as dampened lateral slip to reduce the risk posed by earthquakes. In addition, the pillar to tube connection nominal position will be adjustable vertically and laterally to ensure proper alignment despite possible ground settling. These minimally constrained pillars at tube joints will also allow a smoother ride. Specially designed slip joints at stations will be able to take any tube length variance due to thermal expansion. This is an ideal location for the thermal expansion joints as the speed is much lower close to the stations. It thus allows the tube to be smooth and welded along the high speed gliding middle section.
The spacing of the Hyperloop pillars retaining the tube is critical to achieve the design objective of the tube structure. The average spacing is 100 ft (30 m), which means there will be roughly 25,000 pillars supporting both Hyperloop tubes and overhead solar panels. The pillars will be 20 ft (6 m) tall whenever possible but may vary in height in hilly areas or where obstacles are in the way. Also, in some key areas, the spacing will have to vary in order to pass over roads or other obstacles. Smaller spacing between each support reduces the deflection of the tube keeping the capsule steadier and the journey more enjoyable. In addition, reduced spacing has increased resistance to seismic loading as well as the lateral acceleration of the capsule.
Stations
Hyperloop stations are intended to be minimalist but practical with a boarding process and layout much simpler than airports.
Due to the short travel time and frequent departures, it is envisaged that there will be a continual flow of passengers through each Hyperloop station, in contrast to the pulsed situation at airports which leads to queues and delays. Safety and security are paramount, and so security checks will still be made in a similar fashion as TSA does for the airport. The process could be greatly streamlined to reduce wait time and maintain a more continuous passenger flow.
All ticketing and baggage tracking for the Hyperloop will be handled electronically, negating the need for printing boarding passes and luggage labels. Since Hyperloop travel time is very short, the main usage is more for commuting than for vacations. There would be a luggage limit of 2 bags per person, for no more than 110 lb (50 kg) in total. Luggage would be stowed in a separate compartment at the rear of the capsule, in a way comparable to the overhead lockers on passenger aircraft. The transit area at a Hyperloop terminal would be a large open area with two large airlocks signifying the entry and exit points for the capsules. An arriving capsule would enter the incoming airlock, where the pressure is equalised with the station, before being released into the transit area.
Once vacated, the capsule would be rotated on a turntable, and aligned for re-entry into the Hyperloop tube. The departing passengers, and their pre-loaded luggage pod, would then enter the capsule. A Hyperloop attendant would next perform a safety check of the seat belt of each passenger before the capsule is cleared for departure. At this point the capsule would then be moved forward into the exit airlock, where the pressure is lowered to the operating level of the Hyperloop, and then sent on its way. Note that loading and unloading would occur in parallel with up to three capsules at a given station at any time.
Cost
The overall cost of the tube, pillars, vacuum pumps and stations is thus expected to be around USD 4.06 billion for the passenger version of the Hyperloop. This does not include the cost of the propulsion linear motors or solar panels. The tube represents approximately 70% of the total budget.
The larger 10 ft 10 in. (3.3 m) tube would allow the cargo and vehicle capsules to fit at a total cost including the tube, pillars, vacuum pumps, and stations of around USD 5.31 billion. This minimal cost increase would allow a much more versatile Hyperloop system.
Hyperloop is considered an open source transportation concept. The authors encourage all members of the community to contribute to the Hyperloop design process. Iteration of the design by various individuals and groups can help bring Hyperloop from an idea to a reality.
By Elon Musk,
creator of Hyperloop concept For further information and details, please, visit: www.spacex.com/hyperloop
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A smart-card is a card containing a chip which allows not only the storage, but also the processing of information. They are rather often used in everyday life, whether it is cash cards, an electronic pass or SIM card in a mobile phone. The main aim of their application on transport is to identify the passenger and to provide payment by a non-cash method.
What are latest innovations in this area?
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[DETAIL_TEXT] => London Experience
The use of non-contact cards for journeys on the subway and other public transport is becoming more popular. The Oyster smart card used in London is already known outside the city. Now similar cards are also integrated into the Russian transport system, acquiring an increasing number of functions.
Oyster cards were implemented by the Transport for London Corporation in 2003. The card is equipped with a built-in RFID chip, thanks to which passengers can put a certain amount of money on it and afterwards use it for payment. And it can be used not only in the subway, but also for journey payment in buses, trams, Docklands Light Railway and local trains on the national railroad of Great Britain, working within London. Also it even allows receipt of a discount on the vessels of Thames Clippers.
It should be noted that the TFL Company tries to encourage the use of a non-contact card, via a large discount using Oyster.
And really the difference is notable if the cost of one trip by bus is £2, but with the smart card it decreases to £1.20. In the case of a journey on the subway, the difference is even more notable, the cost of one trip within one zone with Oyster will be £1.80 while the normal price is £4. As they say: experience a difference!
Own Oyster
In Russia such cards are also gaining popularity. On January 1, 2011 the Public enterprise “Organizer of Transportations” launched an electronic travel card “Podorozhnik” (Plantain) which allows for payment of tickets in St Petersburg. Today more than 1.5 million cards are
in circulation.
The Moscow authorities also didn’t ignore the possibility of non-contact payment of journey. And considering that the intercity passenger traffic of Moscow is quite comparable to London, experiments with implementation of new smart card technology became especially valuable for the development of the “Troyka” (Three) card.
The refilled card “Troyka” was introduced on April 2, 2013 and also as well as Oyster is used for journey payment on all types of public city transport, and it can be used for storage of money for payment, as one-time trips and for information storage about tickets. In the case of payment by this card the price is lower, than in case of cash payment. It should be noted that there is a cost for use of “Troyka” as well as for Oyster, but in Russia it makes 50 rubles, and in London £3.
According to the press service of State Unitary Enterprise Moscow Metro the card “Troyka” and Oyster has essential distinctions, in particular it is possible to “write” the ticket “90 minutes” at “Troyka”, which is intermodal and allows making an unlimited number of trips on land city transport and one trip by the subway during this time. If this ticket isn’t written on a card, it selects a rate automatically and if trips on transport are laid down in selected time, money will be written off in proportion to ticket cost “90 minutes”. With “Troyka”, unlike Oyster, zonal tariffs aren’t implemented. According to the press service of Department of transport of Moscow 1 million of these transport smart-cards were given by February 5, 2014.
The head of department mobility and logistics of Siemens JSC Gunter Em says that methods of payment by paper travel card or cash became outdated. “Now in many countries of the world journey payment in city transport becomes electronic and non-cash. Today Seoul where the payment share on non-cash system reaches 95% is leader. In large European cities this index reaches 80 – 90%”, – he said.
The main advantage of a card is an opportunity to precisely count the number of passengers in public transport, there is also a possibility of application various, including personal, rates and discounts. The electronic ticket is convenient and simple to use and produce.
Experts of Siemens Company say that the card has no essential disadvantages, but some customers say it is the need of special devices for reading the information from the electronic ticket – the controller or the stationary validator. But on the other hand these devices provide high reliability.
It is necessary to consider that such a ticket becomes profitable only in case of mass and reusable application, as its cost directly depends on the extent of memory of smart-cards and varies for circulation in one million pieces from $0,6 to 9,5.
Similar cards are used not only in Moscow and St.Petersburg, today, but also in other Russian cities: in Yekaterinburg – “Ekarta” (E-card), and in Novosibirsk – “A uniform transport card”.
The Future behind Smart Technologies
Further development of this system in Russia is planned; it is supposed that the functions of a card won’t be restricted only to transport. The principal of the press service of “Organizer of Transportations” Alexey Novikov explained that it is planned to provide possibility of payment with a card “Podorozhnik” for other transport services and to expand the area of coverage. “In 2014 it will be possible to pay for a journey by regional train using a monthly electronic card within the fixed amount on the suburban railroad”, – he said.
The “Troyka” will be also updated. According to the deputy mayor of Moscow and the head of Department of transport Maxim Liksutov in the second quarter of 2014 there will be an opportunity to top up your card balance through a web-page, a mobile application or by SMS. By the end of the year the “private office” and payment of other transport services, such as parking and cycle rolling will become available to passengers.
Developments in this area don’t stop, in particular the Simens Company is implementing a program of projects. “We developed the innovative Integrated Mobility Platform providing payment services for intermodal and interoperable transport services in all their diversity: payment on public transport, payment of a car rental and bicycles, payment of parking, journey payment on other means of transport and many other things”, said G. Em.
This platform allows passengers to use iPhone, Android and Java-compatible mobile devices not only for journey payment, but also for receiving additional information services, in particular planning of an effective route for a trip using several types of transport.
“At the same time its users are carriers providing services to passengers. Important part of this platform is also special Internet portals for passengers and all other users”, he concluded.
Looking at the rapidly developing technology, the possibility of creation of monthly electronic cards for regions of Russia arises. But according to A. Novikov, it is too early to speak about it, but there is such idea. Unfortunately, today there is no opportunity to create a single ticket for the whole territory of the Russian Federation.
By Alexandra Mozharovskaya
[~DETAIL_TEXT] => London Experience
The use of non-contact cards for journeys on the subway and other public transport is becoming more popular. The Oyster smart card used in London is already known outside the city. Now similar cards are also integrated into the Russian transport system, acquiring an increasing number of functions.
Oyster cards were implemented by the Transport for London Corporation in 2003. The card is equipped with a built-in RFID chip, thanks to which passengers can put a certain amount of money on it and afterwards use it for payment. And it can be used not only in the subway, but also for journey payment in buses, trams, Docklands Light Railway and local trains on the national railroad of Great Britain, working within London. Also it even allows receipt of a discount on the vessels of Thames Clippers.
It should be noted that the TFL Company tries to encourage the use of a non-contact card, via a large discount using Oyster.
And really the difference is notable if the cost of one trip by bus is £2, but with the smart card it decreases to £1.20. In the case of a journey on the subway, the difference is even more notable, the cost of one trip within one zone with Oyster will be £1.80 while the normal price is £4. As they say: experience a difference!
Own Oyster
In Russia such cards are also gaining popularity. On January 1, 2011 the Public enterprise “Organizer of Transportations” launched an electronic travel card “Podorozhnik” (Plantain) which allows for payment of tickets in St Petersburg. Today more than 1.5 million cards are
in circulation.
The Moscow authorities also didn’t ignore the possibility of non-contact payment of journey. And considering that the intercity passenger traffic of Moscow is quite comparable to London, experiments with implementation of new smart card technology became especially valuable for the development of the “Troyka” (Three) card.
The refilled card “Troyka” was introduced on April 2, 2013 and also as well as Oyster is used for journey payment on all types of public city transport, and it can be used for storage of money for payment, as one-time trips and for information storage about tickets. In the case of payment by this card the price is lower, than in case of cash payment. It should be noted that there is a cost for use of “Troyka” as well as for Oyster, but in Russia it makes 50 rubles, and in London £3.
According to the press service of State Unitary Enterprise Moscow Metro the card “Troyka” and Oyster has essential distinctions, in particular it is possible to “write” the ticket “90 minutes” at “Troyka”, which is intermodal and allows making an unlimited number of trips on land city transport and one trip by the subway during this time. If this ticket isn’t written on a card, it selects a rate automatically and if trips on transport are laid down in selected time, money will be written off in proportion to ticket cost “90 minutes”. With “Troyka”, unlike Oyster, zonal tariffs aren’t implemented. According to the press service of Department of transport of Moscow 1 million of these transport smart-cards were given by February 5, 2014.
The head of department mobility and logistics of Siemens JSC Gunter Em says that methods of payment by paper travel card or cash became outdated. “Now in many countries of the world journey payment in city transport becomes electronic and non-cash. Today Seoul where the payment share on non-cash system reaches 95% is leader. In large European cities this index reaches 80 – 90%”, – he said.
The main advantage of a card is an opportunity to precisely count the number of passengers in public transport, there is also a possibility of application various, including personal, rates and discounts. The electronic ticket is convenient and simple to use and produce.
Experts of Siemens Company say that the card has no essential disadvantages, but some customers say it is the need of special devices for reading the information from the electronic ticket – the controller or the stationary validator. But on the other hand these devices provide high reliability.
It is necessary to consider that such a ticket becomes profitable only in case of mass and reusable application, as its cost directly depends on the extent of memory of smart-cards and varies for circulation in one million pieces from $0,6 to 9,5.
Similar cards are used not only in Moscow and St.Petersburg, today, but also in other Russian cities: in Yekaterinburg – “Ekarta” (E-card), and in Novosibirsk – “A uniform transport card”.
The Future behind Smart Technologies
Further development of this system in Russia is planned; it is supposed that the functions of a card won’t be restricted only to transport. The principal of the press service of “Organizer of Transportations” Alexey Novikov explained that it is planned to provide possibility of payment with a card “Podorozhnik” for other transport services and to expand the area of coverage. “In 2014 it will be possible to pay for a journey by regional train using a monthly electronic card within the fixed amount on the suburban railroad”, – he said.
The “Troyka” will be also updated. According to the deputy mayor of Moscow and the head of Department of transport Maxim Liksutov in the second quarter of 2014 there will be an opportunity to top up your card balance through a web-page, a mobile application or by SMS. By the end of the year the “private office” and payment of other transport services, such as parking and cycle rolling will become available to passengers.
Developments in this area don’t stop, in particular the Simens Company is implementing a program of projects. “We developed the innovative Integrated Mobility Platform providing payment services for intermodal and interoperable transport services in all their diversity: payment on public transport, payment of a car rental and bicycles, payment of parking, journey payment on other means of transport and many other things”, said G. Em.
This platform allows passengers to use iPhone, Android and Java-compatible mobile devices not only for journey payment, but also for receiving additional information services, in particular planning of an effective route for a trip using several types of transport.
“At the same time its users are carriers providing services to passengers. Important part of this platform is also special Internet portals for passengers and all other users”, he concluded.
Looking at the rapidly developing technology, the possibility of creation of monthly electronic cards for regions of Russia arises. But according to A. Novikov, it is too early to speak about it, but there is such idea. Unfortunately, today there is no opportunity to create a single ticket for the whole territory of the Russian Federation.
By Alexandra Mozharovskaya
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What are latest innovations in this area?
[~PREVIEW_TEXT] => A smart-card is a card containing a chip which allows not only the storage, but also the processing of information. They are rather often used in everyday life, whether it is cash cards, an electronic pass or SIM card in a mobile phone. The main aim of their application on transport is to identify the passenger and to provide payment by a non-cash method.
What are latest innovations in this area?
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What are latest innovations in this area?</p>
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What are latest innovations in this area?</p>
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[DETAIL_TEXT] => London Experience
The use of non-contact cards for journeys on the subway and other public transport is becoming more popular. The Oyster smart card used in London is already known outside the city. Now similar cards are also integrated into the Russian transport system, acquiring an increasing number of functions.
Oyster cards were implemented by the Transport for London Corporation in 2003. The card is equipped with a built-in RFID chip, thanks to which passengers can put a certain amount of money on it and afterwards use it for payment. And it can be used not only in the subway, but also for journey payment in buses, trams, Docklands Light Railway and local trains on the national railroad of Great Britain, working within London. Also it even allows receipt of a discount on the vessels of Thames Clippers.
It should be noted that the TFL Company tries to encourage the use of a non-contact card, via a large discount using Oyster.
And really the difference is notable if the cost of one trip by bus is £2, but with the smart card it decreases to £1.20. In the case of a journey on the subway, the difference is even more notable, the cost of one trip within one zone with Oyster will be £1.80 while the normal price is £4. As they say: experience a difference!
Own Oyster
In Russia such cards are also gaining popularity. On January 1, 2011 the Public enterprise “Organizer of Transportations” launched an electronic travel card “Podorozhnik” (Plantain) which allows for payment of tickets in St Petersburg. Today more than 1.5 million cards are
in circulation.
The Moscow authorities also didn’t ignore the possibility of non-contact payment of journey. And considering that the intercity passenger traffic of Moscow is quite comparable to London, experiments with implementation of new smart card technology became especially valuable for the development of the “Troyka” (Three) card.
The refilled card “Troyka” was introduced on April 2, 2013 and also as well as Oyster is used for journey payment on all types of public city transport, and it can be used for storage of money for payment, as one-time trips and for information storage about tickets. In the case of payment by this card the price is lower, than in case of cash payment. It should be noted that there is a cost for use of “Troyka” as well as for Oyster, but in Russia it makes 50 rubles, and in London £3.
According to the press service of State Unitary Enterprise Moscow Metro the card “Troyka” and Oyster has essential distinctions, in particular it is possible to “write” the ticket “90 minutes” at “Troyka”, which is intermodal and allows making an unlimited number of trips on land city transport and one trip by the subway during this time. If this ticket isn’t written on a card, it selects a rate automatically and if trips on transport are laid down in selected time, money will be written off in proportion to ticket cost “90 minutes”. With “Troyka”, unlike Oyster, zonal tariffs aren’t implemented. According to the press service of Department of transport of Moscow 1 million of these transport smart-cards were given by February 5, 2014.
The head of department mobility and logistics of Siemens JSC Gunter Em says that methods of payment by paper travel card or cash became outdated. “Now in many countries of the world journey payment in city transport becomes electronic and non-cash. Today Seoul where the payment share on non-cash system reaches 95% is leader. In large European cities this index reaches 80 – 90%”, – he said.
The main advantage of a card is an opportunity to precisely count the number of passengers in public transport, there is also a possibility of application various, including personal, rates and discounts. The electronic ticket is convenient and simple to use and produce.
Experts of Siemens Company say that the card has no essential disadvantages, but some customers say it is the need of special devices for reading the information from the electronic ticket – the controller or the stationary validator. But on the other hand these devices provide high reliability.
It is necessary to consider that such a ticket becomes profitable only in case of mass and reusable application, as its cost directly depends on the extent of memory of smart-cards and varies for circulation in one million pieces from $0,6 to 9,5.
Similar cards are used not only in Moscow and St.Petersburg, today, but also in other Russian cities: in Yekaterinburg – “Ekarta” (E-card), and in Novosibirsk – “A uniform transport card”.
The Future behind Smart Technologies
Further development of this system in Russia is planned; it is supposed that the functions of a card won’t be restricted only to transport. The principal of the press service of “Organizer of Transportations” Alexey Novikov explained that it is planned to provide possibility of payment with a card “Podorozhnik” for other transport services and to expand the area of coverage. “In 2014 it will be possible to pay for a journey by regional train using a monthly electronic card within the fixed amount on the suburban railroad”, – he said.
The “Troyka” will be also updated. According to the deputy mayor of Moscow and the head of Department of transport Maxim Liksutov in the second quarter of 2014 there will be an opportunity to top up your card balance through a web-page, a mobile application or by SMS. By the end of the year the “private office” and payment of other transport services, such as parking and cycle rolling will become available to passengers.
Developments in this area don’t stop, in particular the Simens Company is implementing a program of projects. “We developed the innovative Integrated Mobility Platform providing payment services for intermodal and interoperable transport services in all their diversity: payment on public transport, payment of a car rental and bicycles, payment of parking, journey payment on other means of transport and many other things”, said G. Em.
This platform allows passengers to use iPhone, Android and Java-compatible mobile devices not only for journey payment, but also for receiving additional information services, in particular planning of an effective route for a trip using several types of transport.
“At the same time its users are carriers providing services to passengers. Important part of this platform is also special Internet portals for passengers and all other users”, he concluded.
Looking at the rapidly developing technology, the possibility of creation of monthly electronic cards for regions of Russia arises. But according to A. Novikov, it is too early to speak about it, but there is such idea. Unfortunately, today there is no opportunity to create a single ticket for the whole territory of the Russian Federation.
By Alexandra Mozharovskaya
[~DETAIL_TEXT] => London Experience
The use of non-contact cards for journeys on the subway and other public transport is becoming more popular. The Oyster smart card used in London is already known outside the city. Now similar cards are also integrated into the Russian transport system, acquiring an increasing number of functions.
Oyster cards were implemented by the Transport for London Corporation in 2003. The card is equipped with a built-in RFID chip, thanks to which passengers can put a certain amount of money on it and afterwards use it for payment. And it can be used not only in the subway, but also for journey payment in buses, trams, Docklands Light Railway and local trains on the national railroad of Great Britain, working within London. Also it even allows receipt of a discount on the vessels of Thames Clippers.
It should be noted that the TFL Company tries to encourage the use of a non-contact card, via a large discount using Oyster.
And really the difference is notable if the cost of one trip by bus is £2, but with the smart card it decreases to £1.20. In the case of a journey on the subway, the difference is even more notable, the cost of one trip within one zone with Oyster will be £1.80 while the normal price is £4. As they say: experience a difference!
Own Oyster
In Russia such cards are also gaining popularity. On January 1, 2011 the Public enterprise “Organizer of Transportations” launched an electronic travel card “Podorozhnik” (Plantain) which allows for payment of tickets in St Petersburg. Today more than 1.5 million cards are
in circulation.
The Moscow authorities also didn’t ignore the possibility of non-contact payment of journey. And considering that the intercity passenger traffic of Moscow is quite comparable to London, experiments with implementation of new smart card technology became especially valuable for the development of the “Troyka” (Three) card.
The refilled card “Troyka” was introduced on April 2, 2013 and also as well as Oyster is used for journey payment on all types of public city transport, and it can be used for storage of money for payment, as one-time trips and for information storage about tickets. In the case of payment by this card the price is lower, than in case of cash payment. It should be noted that there is a cost for use of “Troyka” as well as for Oyster, but in Russia it makes 50 rubles, and in London £3.
According to the press service of State Unitary Enterprise Moscow Metro the card “Troyka” and Oyster has essential distinctions, in particular it is possible to “write” the ticket “90 minutes” at “Troyka”, which is intermodal and allows making an unlimited number of trips on land city transport and one trip by the subway during this time. If this ticket isn’t written on a card, it selects a rate automatically and if trips on transport are laid down in selected time, money will be written off in proportion to ticket cost “90 minutes”. With “Troyka”, unlike Oyster, zonal tariffs aren’t implemented. According to the press service of Department of transport of Moscow 1 million of these transport smart-cards were given by February 5, 2014.
The head of department mobility and logistics of Siemens JSC Gunter Em says that methods of payment by paper travel card or cash became outdated. “Now in many countries of the world journey payment in city transport becomes electronic and non-cash. Today Seoul where the payment share on non-cash system reaches 95% is leader. In large European cities this index reaches 80 – 90%”, – he said.
The main advantage of a card is an opportunity to precisely count the number of passengers in public transport, there is also a possibility of application various, including personal, rates and discounts. The electronic ticket is convenient and simple to use and produce.
Experts of Siemens Company say that the card has no essential disadvantages, but some customers say it is the need of special devices for reading the information from the electronic ticket – the controller or the stationary validator. But on the other hand these devices provide high reliability.
It is necessary to consider that such a ticket becomes profitable only in case of mass and reusable application, as its cost directly depends on the extent of memory of smart-cards and varies for circulation in one million pieces from $0,6 to 9,5.
Similar cards are used not only in Moscow and St.Petersburg, today, but also in other Russian cities: in Yekaterinburg – “Ekarta” (E-card), and in Novosibirsk – “A uniform transport card”.
The Future behind Smart Technologies
Further development of this system in Russia is planned; it is supposed that the functions of a card won’t be restricted only to transport. The principal of the press service of “Organizer of Transportations” Alexey Novikov explained that it is planned to provide possibility of payment with a card “Podorozhnik” for other transport services and to expand the area of coverage. “In 2014 it will be possible to pay for a journey by regional train using a monthly electronic card within the fixed amount on the suburban railroad”, – he said.
The “Troyka” will be also updated. According to the deputy mayor of Moscow and the head of Department of transport Maxim Liksutov in the second quarter of 2014 there will be an opportunity to top up your card balance through a web-page, a mobile application or by SMS. By the end of the year the “private office” and payment of other transport services, such as parking and cycle rolling will become available to passengers.
Developments in this area don’t stop, in particular the Simens Company is implementing a program of projects. “We developed the innovative Integrated Mobility Platform providing payment services for intermodal and interoperable transport services in all their diversity: payment on public transport, payment of a car rental and bicycles, payment of parking, journey payment on other means of transport and many other things”, said G. Em.
This platform allows passengers to use iPhone, Android and Java-compatible mobile devices not only for journey payment, but also for receiving additional information services, in particular planning of an effective route for a trip using several types of transport.
“At the same time its users are carriers providing services to passengers. Important part of this platform is also special Internet portals for passengers and all other users”, he concluded.
Looking at the rapidly developing technology, the possibility of creation of monthly electronic cards for regions of Russia arises. But according to A. Novikov, it is too early to speak about it, but there is such idea. Unfortunately, today there is no opportunity to create a single ticket for the whole territory of the Russian Federation.
By Alexandra Mozharovskaya
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What are latest innovations in this area?
[~PREVIEW_TEXT] => A smart-card is a card containing a chip which allows not only the storage, but also the processing of information. They are rather often used in everyday life, whether it is cash cards, an electronic pass or SIM card in a mobile phone. The main aim of their application on transport is to identify the passenger and to provide payment by a non-cash method.
What are latest innovations in this area?
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[DETAIL_TEXT] => From Virtual to Real Trips
In 2013 passengers across Russia made more than 110 million trips. About 97 million passengers (that is 5% lower than in 2012) used trains of the Federal Passenger Company JSC (FPC, Russian Railway’s subsidiary). In 2013, 234 trains were accelerated, and hundred of them –
more than for one hour. Certainly, it is attractive for passengers. More than 200 thousand people were transported between Moscow and Nizhny Novgorod by the train called “Lastochka” (“Swallow”), the speed of it is similar to the famous “Sapsan”. In the winter schedule of next year, commencement of the high-speed train “Talgo” services will begin, which in seven hours will take passengers from Moscow to Kiev.
FPC actively develops different electronic services. For example, due to a company webpage, foreign citizens can make some fascinating virtual travel now. It is possible to visit, for example, Komsomolskaya Square in Moscow and to see the architectural sights of the capital – buildings of three railway stations –
Leningradsky, Yaroslavsky and Kazansky. In addition, it is possible to walk through the virtual Museum of locomotives or, without leaving your room, to go on a realistic tour by train from Moscow-Vladivostok and to admire a view of Lake Baikal from its virtual windows.
Future Strategy
The strategy of further development of electronic services in the FPC comprises their active promotion both on internal, and the foreign market for rail passenger traffic. As explained by FPC, in the long term the company plans to broaden options of sales of tickets, including increasing sales volumes of electronic tickets through websites of the European railway administrations. Now sale of travel documents through the website of the French company SNCF on the train routes between Moscow-Nice and Moscow-Paris is already organised. Since January 15, 2014 on the VR Group (The Finnish Railways) website, sale of electronic travel documents on trains “Lev Tolstoy” (Moscow-Helsinki-Moscow) is opened. The question with experts of Deutsche Bahn (German Railways) about the organisation of the sale of electronic tickets for the trains of FPC to Germany, France and the Czech Republic is being studied. Both Russian, and foreign passengers also will be able to use online reservation for the trains connecting Finland and Russia in 2014. Now this service was implemented only for trains with departure from Russia to Finland.
More and more passengers buy tickets for FPC’s long haul routes through RZD’s website. So, in 2013 the share of online long distance sales made up 20.5% of the total of the purchased travel documents (25 million tickets). Annually volumes of electronic sales are growing by
50-100%. And in 2014 it is planned to increase the share of electronic sales to 25% that will make about 32 million thickets. In future FPC count on increased in demand for Russian trains from foreign passengers, especially – for the trains on the territories of the European Union.
Experts from RZD Tour Company talked about their intention to develop electronic services for foreigners. This company represents the sector of tourist and business railway trips within Russian Railways’ holding company. Today its experts do not work with electronic services, and clients have no direct opportunity to visit the website and to buy tickets there, having filled in all necessary details and having entered credit card information. However the main railway tour operator of Russia already plans development of a similar system.
Among foreign citizens, for example, travelling on the Trans-Siberian Railway is very popular. RZD Tour organise such trips on Imperial Russia Trains on the routes Moscow – Beijing and St Petersburg – Irkutsk. The program includes transfers from the airport, one night’s accommodation in a hotel, accommodation onboard the luxury train, food and the excursion program. Here also any trip according to client’s taste and preferences can be planned. For example, a tour from Paris, Nice, Berlin, Beijing or Milan to Moscow, and further to other cities in Russia with land excursions. There is the Honeymoon trip among the company’s offers, for example, from Paris to Moscow. Besides, such important detail for foreign clients, as invitation to the country for guests of the railway tourist operator is considered also.
The Dialogue of the Transport Systems
It is obvious that online services are not only the most effective way to become closer to the client, in whatever point of the globe it is. For RZD it is an important instrument for the integration of the international information system of tariffs and the schedule of long-distance passenger trains.
For this reason in 2013, Mikhail Akulov, Vice President of the company and General Director of FPC, signed the Memorandum of Understanding allowing his company to enter the European system of ticket sales and to use information on schedules and tariffs of passenger trains available in the international databases MERITS and PRIFIS. Therefore information about Russian trains was placed there too. It will allow provision of information on routes, train schedule and services in the territory of the European Union. As the senior adviser for passenger transport of the International Union of the Railways Mark Gyugon notes, citizens of Italy, France, Spain and other countries dream of travelling around Russia on Russian trains. Now it has become possible. At the same time, it became easier to get the European train ticket for citizens of Russia too, so no need to leave the country for it. Such interaction of the Russian and European systems means that introduction of electronic sales and electronic registration of passengers becomes the most topical issue in the field of international transport. And today FPC, being one of the most active participants in the market for international passenger traffic, not only in its practical daily activities, but also organisationally and operationally it is ready to resolve these issues effectively.
By Oksana Perepelitsa
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In 2013 passengers across Russia made more than 110 million trips. About 97 million passengers (that is 5% lower than in 2012) used trains of the Federal Passenger Company JSC (FPC, Russian Railway’s subsidiary). In 2013, 234 trains were accelerated, and hundred of them –
more than for one hour. Certainly, it is attractive for passengers. More than 200 thousand people were transported between Moscow and Nizhny Novgorod by the train called “Lastochka” (“Swallow”), the speed of it is similar to the famous “Sapsan”. In the winter schedule of next year, commencement of the high-speed train “Talgo” services will begin, which in seven hours will take passengers from Moscow to Kiev.
FPC actively develops different electronic services. For example, due to a company webpage, foreign citizens can make some fascinating virtual travel now. It is possible to visit, for example, Komsomolskaya Square in Moscow and to see the architectural sights of the capital – buildings of three railway stations –
Leningradsky, Yaroslavsky and Kazansky. In addition, it is possible to walk through the virtual Museum of locomotives or, without leaving your room, to go on a realistic tour by train from Moscow-Vladivostok and to admire a view of Lake Baikal from its virtual windows.
Future Strategy
The strategy of further development of electronic services in the FPC comprises their active promotion both on internal, and the foreign market for rail passenger traffic. As explained by FPC, in the long term the company plans to broaden options of sales of tickets, including increasing sales volumes of electronic tickets through websites of the European railway administrations. Now sale of travel documents through the website of the French company SNCF on the train routes between Moscow-Nice and Moscow-Paris is already organised. Since January 15, 2014 on the VR Group (The Finnish Railways) website, sale of electronic travel documents on trains “Lev Tolstoy” (Moscow-Helsinki-Moscow) is opened. The question with experts of Deutsche Bahn (German Railways) about the organisation of the sale of electronic tickets for the trains of FPC to Germany, France and the Czech Republic is being studied. Both Russian, and foreign passengers also will be able to use online reservation for the trains connecting Finland and Russia in 2014. Now this service was implemented only for trains with departure from Russia to Finland.
More and more passengers buy tickets for FPC’s long haul routes through RZD’s website. So, in 2013 the share of online long distance sales made up 20.5% of the total of the purchased travel documents (25 million tickets). Annually volumes of electronic sales are growing by
50-100%. And in 2014 it is planned to increase the share of electronic sales to 25% that will make about 32 million thickets. In future FPC count on increased in demand for Russian trains from foreign passengers, especially – for the trains on the territories of the European Union.
Experts from RZD Tour Company talked about their intention to develop electronic services for foreigners. This company represents the sector of tourist and business railway trips within Russian Railways’ holding company. Today its experts do not work with electronic services, and clients have no direct opportunity to visit the website and to buy tickets there, having filled in all necessary details and having entered credit card information. However the main railway tour operator of Russia already plans development of a similar system.
Among foreign citizens, for example, travelling on the Trans-Siberian Railway is very popular. RZD Tour organise such trips on Imperial Russia Trains on the routes Moscow – Beijing and St Petersburg – Irkutsk. The program includes transfers from the airport, one night’s accommodation in a hotel, accommodation onboard the luxury train, food and the excursion program. Here also any trip according to client’s taste and preferences can be planned. For example, a tour from Paris, Nice, Berlin, Beijing or Milan to Moscow, and further to other cities in Russia with land excursions. There is the Honeymoon trip among the company’s offers, for example, from Paris to Moscow. Besides, such important detail for foreign clients, as invitation to the country for guests of the railway tourist operator is considered also.
The Dialogue of the Transport Systems
It is obvious that online services are not only the most effective way to become closer to the client, in whatever point of the globe it is. For RZD it is an important instrument for the integration of the international information system of tariffs and the schedule of long-distance passenger trains.
For this reason in 2013, Mikhail Akulov, Vice President of the company and General Director of FPC, signed the Memorandum of Understanding allowing his company to enter the European system of ticket sales and to use information on schedules and tariffs of passenger trains available in the international databases MERITS and PRIFIS. Therefore information about Russian trains was placed there too. It will allow provision of information on routes, train schedule and services in the territory of the European Union. As the senior adviser for passenger transport of the International Union of the Railways Mark Gyugon notes, citizens of Italy, France, Spain and other countries dream of travelling around Russia on Russian trains. Now it has become possible. At the same time, it became easier to get the European train ticket for citizens of Russia too, so no need to leave the country for it. Such interaction of the Russian and European systems means that introduction of electronic sales and electronic registration of passengers becomes the most topical issue in the field of international transport. And today FPC, being one of the most active participants in the market for international passenger traffic, not only in its practical daily activities, but also organisationally and operationally it is ready to resolve these issues effectively.
By Oksana Perepelitsa
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more than for one hour. Certainly, it is attractive for passengers. More than 200 thousand people were transported between Moscow and Nizhny Novgorod by the train called “Lastochka” (“Swallow”), the speed of it is similar to the famous “Sapsan”. In the winter schedule of next year, commencement of the high-speed train “Talgo” services will begin, which in seven hours will take passengers from Moscow to Kiev.
FPC actively develops different electronic services. For example, due to a company webpage, foreign citizens can make some fascinating virtual travel now. It is possible to visit, for example, Komsomolskaya Square in Moscow and to see the architectural sights of the capital – buildings of three railway stations –
Leningradsky, Yaroslavsky and Kazansky. In addition, it is possible to walk through the virtual Museum of locomotives or, without leaving your room, to go on a realistic tour by train from Moscow-Vladivostok and to admire a view of Lake Baikal from its virtual windows.
Future Strategy
The strategy of further development of electronic services in the FPC comprises their active promotion both on internal, and the foreign market for rail passenger traffic. As explained by FPC, in the long term the company plans to broaden options of sales of tickets, including increasing sales volumes of electronic tickets through websites of the European railway administrations. Now sale of travel documents through the website of the French company SNCF on the train routes between Moscow-Nice and Moscow-Paris is already organised. Since January 15, 2014 on the VR Group (The Finnish Railways) website, sale of electronic travel documents on trains “Lev Tolstoy” (Moscow-Helsinki-Moscow) is opened. The question with experts of Deutsche Bahn (German Railways) about the organisation of the sale of electronic tickets for the trains of FPC to Germany, France and the Czech Republic is being studied. Both Russian, and foreign passengers also will be able to use online reservation for the trains connecting Finland and Russia in 2014. Now this service was implemented only for trains with departure from Russia to Finland.
More and more passengers buy tickets for FPC’s long haul routes through RZD’s website. So, in 2013 the share of online long distance sales made up 20.5% of the total of the purchased travel documents (25 million tickets). Annually volumes of electronic sales are growing by
50-100%. And in 2014 it is planned to increase the share of electronic sales to 25% that will make about 32 million thickets. In future FPC count on increased in demand for Russian trains from foreign passengers, especially – for the trains on the territories of the European Union.
Experts from RZD Tour Company talked about their intention to develop electronic services for foreigners. This company represents the sector of tourist and business railway trips within Russian Railways’ holding company. Today its experts do not work with electronic services, and clients have no direct opportunity to visit the website and to buy tickets there, having filled in all necessary details and having entered credit card information. However the main railway tour operator of Russia already plans development of a similar system.
Among foreign citizens, for example, travelling on the Trans-Siberian Railway is very popular. RZD Tour organise such trips on Imperial Russia Trains on the routes Moscow – Beijing and St Petersburg – Irkutsk. The program includes transfers from the airport, one night’s accommodation in a hotel, accommodation onboard the luxury train, food and the excursion program. Here also any trip according to client’s taste and preferences can be planned. For example, a tour from Paris, Nice, Berlin, Beijing or Milan to Moscow, and further to other cities in Russia with land excursions. There is the Honeymoon trip among the company’s offers, for example, from Paris to Moscow. Besides, such important detail for foreign clients, as invitation to the country for guests of the railway tourist operator is considered also.
The Dialogue of the Transport Systems
It is obvious that online services are not only the most effective way to become closer to the client, in whatever point of the globe it is. For RZD it is an important instrument for the integration of the international information system of tariffs and the schedule of long-distance passenger trains.
For this reason in 2013, Mikhail Akulov, Vice President of the company and General Director of FPC, signed the Memorandum of Understanding allowing his company to enter the European system of ticket sales and to use information on schedules and tariffs of passenger trains available in the international databases MERITS and PRIFIS. Therefore information about Russian trains was placed there too. It will allow provision of information on routes, train schedule and services in the territory of the European Union. As the senior adviser for passenger transport of the International Union of the Railways Mark Gyugon notes, citizens of Italy, France, Spain and other countries dream of travelling around Russia on Russian trains. Now it has become possible. At the same time, it became easier to get the European train ticket for citizens of Russia too, so no need to leave the country for it. Such interaction of the Russian and European systems means that introduction of electronic sales and electronic registration of passengers becomes the most topical issue in the field of international transport. And today FPC, being one of the most active participants in the market for international passenger traffic, not only in its practical daily activities, but also organisationally and operationally it is ready to resolve these issues effectively.
By Oksana Perepelitsa
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In 2013 passengers across Russia made more than 110 million trips. About 97 million passengers (that is 5% lower than in 2012) used trains of the Federal Passenger Company JSC (FPC, Russian Railway’s subsidiary). In 2013, 234 trains were accelerated, and hundred of them –
more than for one hour. Certainly, it is attractive for passengers. More than 200 thousand people were transported between Moscow and Nizhny Novgorod by the train called “Lastochka” (“Swallow”), the speed of it is similar to the famous “Sapsan”. In the winter schedule of next year, commencement of the high-speed train “Talgo” services will begin, which in seven hours will take passengers from Moscow to Kiev.
FPC actively develops different electronic services. For example, due to a company webpage, foreign citizens can make some fascinating virtual travel now. It is possible to visit, for example, Komsomolskaya Square in Moscow and to see the architectural sights of the capital – buildings of three railway stations –
Leningradsky, Yaroslavsky and Kazansky. In addition, it is possible to walk through the virtual Museum of locomotives or, without leaving your room, to go on a realistic tour by train from Moscow-Vladivostok and to admire a view of Lake Baikal from its virtual windows.
Future Strategy
The strategy of further development of electronic services in the FPC comprises their active promotion both on internal, and the foreign market for rail passenger traffic. As explained by FPC, in the long term the company plans to broaden options of sales of tickets, including increasing sales volumes of electronic tickets through websites of the European railway administrations. Now sale of travel documents through the website of the French company SNCF on the train routes between Moscow-Nice and Moscow-Paris is already organised. Since January 15, 2014 on the VR Group (The Finnish Railways) website, sale of electronic travel documents on trains “Lev Tolstoy” (Moscow-Helsinki-Moscow) is opened. The question with experts of Deutsche Bahn (German Railways) about the organisation of the sale of electronic tickets for the trains of FPC to Germany, France and the Czech Republic is being studied. Both Russian, and foreign passengers also will be able to use online reservation for the trains connecting Finland and Russia in 2014. Now this service was implemented only for trains with departure from Russia to Finland.
More and more passengers buy tickets for FPC’s long haul routes through RZD’s website. So, in 2013 the share of online long distance sales made up 20.5% of the total of the purchased travel documents (25 million tickets). Annually volumes of electronic sales are growing by
50-100%. And in 2014 it is planned to increase the share of electronic sales to 25% that will make about 32 million thickets. In future FPC count on increased in demand for Russian trains from foreign passengers, especially – for the trains on the territories of the European Union.
Experts from RZD Tour Company talked about their intention to develop electronic services for foreigners. This company represents the sector of tourist and business railway trips within Russian Railways’ holding company. Today its experts do not work with electronic services, and clients have no direct opportunity to visit the website and to buy tickets there, having filled in all necessary details and having entered credit card information. However the main railway tour operator of Russia already plans development of a similar system.
Among foreign citizens, for example, travelling on the Trans-Siberian Railway is very popular. RZD Tour organise such trips on Imperial Russia Trains on the routes Moscow – Beijing and St Petersburg – Irkutsk. The program includes transfers from the airport, one night’s accommodation in a hotel, accommodation onboard the luxury train, food and the excursion program. Here also any trip according to client’s taste and preferences can be planned. For example, a tour from Paris, Nice, Berlin, Beijing or Milan to Moscow, and further to other cities in Russia with land excursions. There is the Honeymoon trip among the company’s offers, for example, from Paris to Moscow. Besides, such important detail for foreign clients, as invitation to the country for guests of the railway tourist operator is considered also.
The Dialogue of the Transport Systems
It is obvious that online services are not only the most effective way to become closer to the client, in whatever point of the globe it is. For RZD it is an important instrument for the integration of the international information system of tariffs and the schedule of long-distance passenger trains.
For this reason in 2013, Mikhail Akulov, Vice President of the company and General Director of FPC, signed the Memorandum of Understanding allowing his company to enter the European system of ticket sales and to use information on schedules and tariffs of passenger trains available in the international databases MERITS and PRIFIS. Therefore information about Russian trains was placed there too. It will allow provision of information on routes, train schedule and services in the territory of the European Union. As the senior adviser for passenger transport of the International Union of the Railways Mark Gyugon notes, citizens of Italy, France, Spain and other countries dream of travelling around Russia on Russian trains. Now it has become possible. At the same time, it became easier to get the European train ticket for citizens of Russia too, so no need to leave the country for it. Such interaction of the Russian and European systems means that introduction of electronic sales and electronic registration of passengers becomes the most topical issue in the field of international transport. And today FPC, being one of the most active participants in the market for international passenger traffic, not only in its practical daily activities, but also organisationally and operationally it is ready to resolve these issues effectively.
By Oksana Perepelitsa
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When they talk about railway area technologies in Russia, it means the removal of train junction points, especially on cross-border railway routes. Unfortunately, this route to interoperability turns to be difficult for Russian railways.
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The notion of the interoperability of the railways of the East and the West arose from the need to develop international transport corridors. First of all, there was the need to join the infrastructure and optimise the use of rolling stock on the links between railways of different standards. However, these weren’t the only things to do. Railwaymen had to accomplish a number of secondary objectives: to unify the range of cargoes and the coding system and to simplify e-data exchange, in particular using global tracking satellite systems for train control.
According to specialists, significant progress was achieved in this sector, particularly, due to the expansion of the operational and technological radio communication of TETRA and GSM-R standards. Developing and implementing such radio stations at the Oktyabrskaya Railway (an affiliate of RZD) and Lithuanian Railways, demonstrated the strengths and weaknesses of these systems. The experience of the Gorkov Railway (an affiliate of RZD), where DMR digital radio stations had been tested, was taken into account. As a result, RZD formed new standards for the next-generation digital radio communications systems that the company needs.
One of the reasons for this is the practice of using CIM/SMGS invoices, which are becoming more and more popular. On some routes e-document exchange with digital signature is used. To check the validity of documents, railway administrations agreed to create verification centres. This is just one of the reasons for matching communications technologies used on the railways.
Experts think that a new stage in the development of interoperability principles has begun because of the implementation of express passenger traffic. In the words of Viktor Stepov, Head of the Oktyabrskaya Railway, the emergence of this type of transportation in Russia caused not just the use of state-of-the-art rolling stock on the network, but the implementation of new technologies needed for secure transportation, service, and traffic control.
Consequently, the requirements for the overhead wiring and rectifier substations, automatic block signaling and telematic applications changed. This speeded up the process of replacing outdated analogue systems by with digital ones. A consequence of this is the development of the infrastructure for freight transportation, which is becoming more and more similar to European railway networks.
Specialists believe that the IRIS international standard, used by RZD, gave an additional impulse to interoperability.
Unification in Europe
Administrative borders have been actively removed lately. The technological and legal coordination of railways improves. This is done to increase their ability to compete with road transporters, who do not have to, for example, change trucks at state border crossings. Meanwhile, locomotives have to be changed on railway routes even inside the EU. It is very inconvenient.
The situation began to change when single standards for certification of railways were put in operation in Europe. For example, railway machinery, infrastructure equipment, and rolling stock in the EU states must meet the TSI requirements.
DC (1.5 kV and 3 kV) and AC electric locomotives are put in operation. The latest generation of Vectron locomotives got an open certificate to operate in Poland and Romania. It has also passed preliminary certification for railway transportation in Sweden. Preparation for certification has been completed in Germany and Austria. Preparatory work is under way in Switzerland, Italy, and the Netherlands.
Another part of the integration is to remove differences in signaling systems, providing control over train traffic. According to the European Commission, there are over two dozens of them. The European Railway Traffic Management System (ERTMS) is put in operation to increase interoperability.
It is done to use one locomotive for a train on many routes in the EU, although similar technical operating conditions at all railways are not enough for that. Administrative barriers must be removed as well: national transporters’ revenue from locomotive services is at stake.
For example, during a trial trip of the passenger train moving from St Petersburg to Imatra the locomotive was replaced with another at the border of the Finnish area in order to pull the train for 10 minutes, though there was no technical need, because the railway networks match each other on the section. It was just a matter of the rules.
“It is a requirement of the national legislation: we are the only transporter in Finland. That’s why the locomotive and the engine driver must be ours on the area of the country,” said Ari Vanhanen, Director for Long-Distance Transportation, VR Group Ltd. According to him, even if locomotives and networks are certified according to common standards, a train still cannot drive without changing the locomotives from different countries, even if the distance is several kilometers of the trans-border section. This situation explains the behavior of other European railways.
From the legislative viewpoint, the European Commission is going to take measures similar to those discussed in the Russian transport sector: to create control structures for every separate corridor focusing on freight transportation. There are six such corridors: Rotterdam – Genoa, Napoli – Hannover – Stockholm, Antwerp – Basle – Lyon, Valencia – Lyon – Turin – Trieste – Ljubljana, Dresden – Prague – Bratislava – Brno – Vienna – Budapest, Duisburg – Berlin – Warsaw.
The idea is to withdraw railway lines in these corridors from the technical and legal control of the national states and give them to the EU. According to forecasts, the cancellation of mandatory permissions to use rolling stock in every EU country will bring approximately €400 million to European railway companies.
Recent polls of operators and transport forwarders, presented by Olli-Pekka Hilmola, Professor at Lappeenranta University of Technology, show that, on the whole, the problems in Europe remain the same: cargo owners prefer road transport to railways, mainly because there are no authorised transporter services on through routes at steel mainlines. “There are few of them on passenger lines, it is pointless to talk about freight ones,” said the Finnish expert.
In other words, it will be a long time before the EU countries accomplish their objectives. Nevertheless, there are examples of transportation by one locomotive between the EU countries. For example, between Switzerland, Italy, and Germany. The partnership of Deutsche Bahn AG (Germany) и PKP Cargo (Poland) has shown that the use of one and the same engine for trans-border transportation does not waive the need for changing the engine crews at the junctions of railways of different countries. Machinery is formally compatible. The certification of engine drivers, however, is beyond the scope of the technological sector and lies with national safety and the decisions of railway trade unions of different countries.
New Type of Brake
Things which contribute to the integration of railway networks in Europe create the conditions necessary for improving the interoperability of different railway systems: the technical specifics of interaction envisages a transfer from the European gauge to “1520 space”. The means for developing such a partnership are being discussed by the EU countries and in the framework of the International Union of Railways (UIC), the chairman of which since December 2012 is Vladimir Yakunin, President of RZD.
European railway administrations are becoming more and more dependent on the directives of the EU, regarding interoperability, however, this brings new risks at border crossings where it is necessary to change from 1435 mm gauge to 1520 mm gauge. Currently, EU documents set the methods of analysis and choice of technical solutions, the estimation of efficiency of equipment and machinery. The reduction of expenses on projects contributing to free transportation of freight via railway corridors inside the European zone is taken into account. This makes railway administrations justify rules of transportation.
That’s why there can appear additional barriers on the borders between the EU and the Common Economic Space of Russia, Belarus, and Kazakhstan. It was recently discussed by the panel of the railway section of the European Transport Workers’ Federation. The European Commission approved the practice of open railway markets in Sweden and Great Britain, and partly open markets of Germany, Austria, Italy, Czech, and the Netherlands; however, in the opinion of the Baltic states, a universal model for controlling railways has not been created in Europe yet. According to Savelijs Semjonovs, Chairman of the Railway Trade Union Transport of Latvia, the centralised certification planned by the European Railway Agency (ERA) after the adoption of the IV Railway Package can complicate the traffic between the Baltic states, where the gauge size differs from the European, and the countries of “1520 space”.
The IV Railway Package is to be formed in 2016. The issue is not an easy one: the European Commission plans to reduce by 20% the time for the new railway companies’ entry to the market, and by 20% – expenses and time needed for permissions for rolling stock. On the whole, it can save up to €500 million for market players by 2025, and it will happen due to implementation of universal standards of certification and security, which are currently approved separately by every state. In the opinion of S. Semjonovs, it is not quite correct to demand that railcars registered in, for example, Kazakhstan must have the EU certificate.
According to Libor Lochman, Executive Director of the Community of European Railway and Infrastructure Companies (CER), standards of signaling, personnel, access to control, labour protection, security must be similar. And the issue of 1520 mm gauge railway and trans-border transportation on it must be discussed separately.
The same processes will take place in the framework of launching the Common Economic Space (CES) of Russia, Belarus, and Kazakhstan. Therefore, there is an opportunity to adjust all issues to strengthen the interoperability of the railway systems in the CES and on the junctions with the EU. ®
By Alexander Solntsev
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The notion of the interoperability of the railways of the East and the West arose from the need to develop international transport corridors. First of all, there was the need to join the infrastructure and optimise the use of rolling stock on the links between railways of different standards. However, these weren’t the only things to do. Railwaymen had to accomplish a number of secondary objectives: to unify the range of cargoes and the coding system and to simplify e-data exchange, in particular using global tracking satellite systems for train control.
According to specialists, significant progress was achieved in this sector, particularly, due to the expansion of the operational and technological radio communication of TETRA and GSM-R standards. Developing and implementing such radio stations at the Oktyabrskaya Railway (an affiliate of RZD) and Lithuanian Railways, demonstrated the strengths and weaknesses of these systems. The experience of the Gorkov Railway (an affiliate of RZD), where DMR digital radio stations had been tested, was taken into account. As a result, RZD formed new standards for the next-generation digital radio communications systems that the company needs.
One of the reasons for this is the practice of using CIM/SMGS invoices, which are becoming more and more popular. On some routes e-document exchange with digital signature is used. To check the validity of documents, railway administrations agreed to create verification centres. This is just one of the reasons for matching communications technologies used on the railways.
Experts think that a new stage in the development of interoperability principles has begun because of the implementation of express passenger traffic. In the words of Viktor Stepov, Head of the Oktyabrskaya Railway, the emergence of this type of transportation in Russia caused not just the use of state-of-the-art rolling stock on the network, but the implementation of new technologies needed for secure transportation, service, and traffic control.
Consequently, the requirements for the overhead wiring and rectifier substations, automatic block signaling and telematic applications changed. This speeded up the process of replacing outdated analogue systems by with digital ones. A consequence of this is the development of the infrastructure for freight transportation, which is becoming more and more similar to European railway networks.
Specialists believe that the IRIS international standard, used by RZD, gave an additional impulse to interoperability.
Unification in Europe
Administrative borders have been actively removed lately. The technological and legal coordination of railways improves. This is done to increase their ability to compete with road transporters, who do not have to, for example, change trucks at state border crossings. Meanwhile, locomotives have to be changed on railway routes even inside the EU. It is very inconvenient.
The situation began to change when single standards for certification of railways were put in operation in Europe. For example, railway machinery, infrastructure equipment, and rolling stock in the EU states must meet the TSI requirements.
DC (1.5 kV and 3 kV) and AC electric locomotives are put in operation. The latest generation of Vectron locomotives got an open certificate to operate in Poland and Romania. It has also passed preliminary certification for railway transportation in Sweden. Preparation for certification has been completed in Germany and Austria. Preparatory work is under way in Switzerland, Italy, and the Netherlands.
Another part of the integration is to remove differences in signaling systems, providing control over train traffic. According to the European Commission, there are over two dozens of them. The European Railway Traffic Management System (ERTMS) is put in operation to increase interoperability.
It is done to use one locomotive for a train on many routes in the EU, although similar technical operating conditions at all railways are not enough for that. Administrative barriers must be removed as well: national transporters’ revenue from locomotive services is at stake.
For example, during a trial trip of the passenger train moving from St Petersburg to Imatra the locomotive was replaced with another at the border of the Finnish area in order to pull the train for 10 minutes, though there was no technical need, because the railway networks match each other on the section. It was just a matter of the rules.
“It is a requirement of the national legislation: we are the only transporter in Finland. That’s why the locomotive and the engine driver must be ours on the area of the country,” said Ari Vanhanen, Director for Long-Distance Transportation, VR Group Ltd. According to him, even if locomotives and networks are certified according to common standards, a train still cannot drive without changing the locomotives from different countries, even if the distance is several kilometers of the trans-border section. This situation explains the behavior of other European railways.
From the legislative viewpoint, the European Commission is going to take measures similar to those discussed in the Russian transport sector: to create control structures for every separate corridor focusing on freight transportation. There are six such corridors: Rotterdam – Genoa, Napoli – Hannover – Stockholm, Antwerp – Basle – Lyon, Valencia – Lyon – Turin – Trieste – Ljubljana, Dresden – Prague – Bratislava – Brno – Vienna – Budapest, Duisburg – Berlin – Warsaw.
The idea is to withdraw railway lines in these corridors from the technical and legal control of the national states and give them to the EU. According to forecasts, the cancellation of mandatory permissions to use rolling stock in every EU country will bring approximately €400 million to European railway companies.
Recent polls of operators and transport forwarders, presented by Olli-Pekka Hilmola, Professor at Lappeenranta University of Technology, show that, on the whole, the problems in Europe remain the same: cargo owners prefer road transport to railways, mainly because there are no authorised transporter services on through routes at steel mainlines. “There are few of them on passenger lines, it is pointless to talk about freight ones,” said the Finnish expert.
In other words, it will be a long time before the EU countries accomplish their objectives. Nevertheless, there are examples of transportation by one locomotive between the EU countries. For example, between Switzerland, Italy, and Germany. The partnership of Deutsche Bahn AG (Germany) и PKP Cargo (Poland) has shown that the use of one and the same engine for trans-border transportation does not waive the need for changing the engine crews at the junctions of railways of different countries. Machinery is formally compatible. The certification of engine drivers, however, is beyond the scope of the technological sector and lies with national safety and the decisions of railway trade unions of different countries.
New Type of Brake
Things which contribute to the integration of railway networks in Europe create the conditions necessary for improving the interoperability of different railway systems: the technical specifics of interaction envisages a transfer from the European gauge to “1520 space”. The means for developing such a partnership are being discussed by the EU countries and in the framework of the International Union of Railways (UIC), the chairman of which since December 2012 is Vladimir Yakunin, President of RZD.
European railway administrations are becoming more and more dependent on the directives of the EU, regarding interoperability, however, this brings new risks at border crossings where it is necessary to change from 1435 mm gauge to 1520 mm gauge. Currently, EU documents set the methods of analysis and choice of technical solutions, the estimation of efficiency of equipment and machinery. The reduction of expenses on projects contributing to free transportation of freight via railway corridors inside the European zone is taken into account. This makes railway administrations justify rules of transportation.
That’s why there can appear additional barriers on the borders between the EU and the Common Economic Space of Russia, Belarus, and Kazakhstan. It was recently discussed by the panel of the railway section of the European Transport Workers’ Federation. The European Commission approved the practice of open railway markets in Sweden and Great Britain, and partly open markets of Germany, Austria, Italy, Czech, and the Netherlands; however, in the opinion of the Baltic states, a universal model for controlling railways has not been created in Europe yet. According to Savelijs Semjonovs, Chairman of the Railway Trade Union Transport of Latvia, the centralised certification planned by the European Railway Agency (ERA) after the adoption of the IV Railway Package can complicate the traffic between the Baltic states, where the gauge size differs from the European, and the countries of “1520 space”.
The IV Railway Package is to be formed in 2016. The issue is not an easy one: the European Commission plans to reduce by 20% the time for the new railway companies’ entry to the market, and by 20% – expenses and time needed for permissions for rolling stock. On the whole, it can save up to €500 million for market players by 2025, and it will happen due to implementation of universal standards of certification and security, which are currently approved separately by every state. In the opinion of S. Semjonovs, it is not quite correct to demand that railcars registered in, for example, Kazakhstan must have the EU certificate.
According to Libor Lochman, Executive Director of the Community of European Railway and Infrastructure Companies (CER), standards of signaling, personnel, access to control, labour protection, security must be similar. And the issue of 1520 mm gauge railway and trans-border transportation on it must be discussed separately.
The same processes will take place in the framework of launching the Common Economic Space (CES) of Russia, Belarus, and Kazakhstan. Therefore, there is an opportunity to adjust all issues to strengthen the interoperability of the railway systems in the CES and on the junctions with the EU. ®
By Alexander Solntsev
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The notion of the interoperability of the railways of the East and the West arose from the need to develop international transport corridors. First of all, there was the need to join the infrastructure and optimise the use of rolling stock on the links between railways of different standards. However, these weren’t the only things to do. Railwaymen had to accomplish a number of secondary objectives: to unify the range of cargoes and the coding system and to simplify e-data exchange, in particular using global tracking satellite systems for train control.
According to specialists, significant progress was achieved in this sector, particularly, due to the expansion of the operational and technological radio communication of TETRA and GSM-R standards. Developing and implementing such radio stations at the Oktyabrskaya Railway (an affiliate of RZD) and Lithuanian Railways, demonstrated the strengths and weaknesses of these systems. The experience of the Gorkov Railway (an affiliate of RZD), where DMR digital radio stations had been tested, was taken into account. As a result, RZD formed new standards for the next-generation digital radio communications systems that the company needs.
One of the reasons for this is the practice of using CIM/SMGS invoices, which are becoming more and more popular. On some routes e-document exchange with digital signature is used. To check the validity of documents, railway administrations agreed to create verification centres. This is just one of the reasons for matching communications technologies used on the railways.
Experts think that a new stage in the development of interoperability principles has begun because of the implementation of express passenger traffic. In the words of Viktor Stepov, Head of the Oktyabrskaya Railway, the emergence of this type of transportation in Russia caused not just the use of state-of-the-art rolling stock on the network, but the implementation of new technologies needed for secure transportation, service, and traffic control.
Consequently, the requirements for the overhead wiring and rectifier substations, automatic block signaling and telematic applications changed. This speeded up the process of replacing outdated analogue systems by with digital ones. A consequence of this is the development of the infrastructure for freight transportation, which is becoming more and more similar to European railway networks.
Specialists believe that the IRIS international standard, used by RZD, gave an additional impulse to interoperability.
Unification in Europe
Administrative borders have been actively removed lately. The technological and legal coordination of railways improves. This is done to increase their ability to compete with road transporters, who do not have to, for example, change trucks at state border crossings. Meanwhile, locomotives have to be changed on railway routes even inside the EU. It is very inconvenient.
The situation began to change when single standards for certification of railways were put in operation in Europe. For example, railway machinery, infrastructure equipment, and rolling stock in the EU states must meet the TSI requirements.
DC (1.5 kV and 3 kV) and AC electric locomotives are put in operation. The latest generation of Vectron locomotives got an open certificate to operate in Poland and Romania. It has also passed preliminary certification for railway transportation in Sweden. Preparation for certification has been completed in Germany and Austria. Preparatory work is under way in Switzerland, Italy, and the Netherlands.
Another part of the integration is to remove differences in signaling systems, providing control over train traffic. According to the European Commission, there are over two dozens of them. The European Railway Traffic Management System (ERTMS) is put in operation to increase interoperability.
It is done to use one locomotive for a train on many routes in the EU, although similar technical operating conditions at all railways are not enough for that. Administrative barriers must be removed as well: national transporters’ revenue from locomotive services is at stake.
For example, during a trial trip of the passenger train moving from St Petersburg to Imatra the locomotive was replaced with another at the border of the Finnish area in order to pull the train for 10 minutes, though there was no technical need, because the railway networks match each other on the section. It was just a matter of the rules.
“It is a requirement of the national legislation: we are the only transporter in Finland. That’s why the locomotive and the engine driver must be ours on the area of the country,” said Ari Vanhanen, Director for Long-Distance Transportation, VR Group Ltd. According to him, even if locomotives and networks are certified according to common standards, a train still cannot drive without changing the locomotives from different countries, even if the distance is several kilometers of the trans-border section. This situation explains the behavior of other European railways.
From the legislative viewpoint, the European Commission is going to take measures similar to those discussed in the Russian transport sector: to create control structures for every separate corridor focusing on freight transportation. There are six such corridors: Rotterdam – Genoa, Napoli – Hannover – Stockholm, Antwerp – Basle – Lyon, Valencia – Lyon – Turin – Trieste – Ljubljana, Dresden – Prague – Bratislava – Brno – Vienna – Budapest, Duisburg – Berlin – Warsaw.
The idea is to withdraw railway lines in these corridors from the technical and legal control of the national states and give them to the EU. According to forecasts, the cancellation of mandatory permissions to use rolling stock in every EU country will bring approximately €400 million to European railway companies.
Recent polls of operators and transport forwarders, presented by Olli-Pekka Hilmola, Professor at Lappeenranta University of Technology, show that, on the whole, the problems in Europe remain the same: cargo owners prefer road transport to railways, mainly because there are no authorised transporter services on through routes at steel mainlines. “There are few of them on passenger lines, it is pointless to talk about freight ones,” said the Finnish expert.
In other words, it will be a long time before the EU countries accomplish their objectives. Nevertheless, there are examples of transportation by one locomotive between the EU countries. For example, between Switzerland, Italy, and Germany. The partnership of Deutsche Bahn AG (Germany) и PKP Cargo (Poland) has shown that the use of one and the same engine for trans-border transportation does not waive the need for changing the engine crews at the junctions of railways of different countries. Machinery is formally compatible. The certification of engine drivers, however, is beyond the scope of the technological sector and lies with national safety and the decisions of railway trade unions of different countries.
New Type of Brake
Things which contribute to the integration of railway networks in Europe create the conditions necessary for improving the interoperability of different railway systems: the technical specifics of interaction envisages a transfer from the European gauge to “1520 space”. The means for developing such a partnership are being discussed by the EU countries and in the framework of the International Union of Railways (UIC), the chairman of which since December 2012 is Vladimir Yakunin, President of RZD.
European railway administrations are becoming more and more dependent on the directives of the EU, regarding interoperability, however, this brings new risks at border crossings where it is necessary to change from 1435 mm gauge to 1520 mm gauge. Currently, EU documents set the methods of analysis and choice of technical solutions, the estimation of efficiency of equipment and machinery. The reduction of expenses on projects contributing to free transportation of freight via railway corridors inside the European zone is taken into account. This makes railway administrations justify rules of transportation.
That’s why there can appear additional barriers on the borders between the EU and the Common Economic Space of Russia, Belarus, and Kazakhstan. It was recently discussed by the panel of the railway section of the European Transport Workers’ Federation. The European Commission approved the practice of open railway markets in Sweden and Great Britain, and partly open markets of Germany, Austria, Italy, Czech, and the Netherlands; however, in the opinion of the Baltic states, a universal model for controlling railways has not been created in Europe yet. According to Savelijs Semjonovs, Chairman of the Railway Trade Union Transport of Latvia, the centralised certification planned by the European Railway Agency (ERA) after the adoption of the IV Railway Package can complicate the traffic between the Baltic states, where the gauge size differs from the European, and the countries of “1520 space”.
The IV Railway Package is to be formed in 2016. The issue is not an easy one: the European Commission plans to reduce by 20% the time for the new railway companies’ entry to the market, and by 20% – expenses and time needed for permissions for rolling stock. On the whole, it can save up to €500 million for market players by 2025, and it will happen due to implementation of universal standards of certification and security, which are currently approved separately by every state. In the opinion of S. Semjonovs, it is not quite correct to demand that railcars registered in, for example, Kazakhstan must have the EU certificate.
According to Libor Lochman, Executive Director of the Community of European Railway and Infrastructure Companies (CER), standards of signaling, personnel, access to control, labour protection, security must be similar. And the issue of 1520 mm gauge railway and trans-border transportation on it must be discussed separately.
The same processes will take place in the framework of launching the Common Economic Space (CES) of Russia, Belarus, and Kazakhstan. Therefore, there is an opportunity to adjust all issues to strengthen the interoperability of the railway systems in the CES and on the junctions with the EU. ®
By Alexander Solntsev
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The notion of the interoperability of the railways of the East and the West arose from the need to develop international transport corridors. First of all, there was the need to join the infrastructure and optimise the use of rolling stock on the links between railways of different standards. However, these weren’t the only things to do. Railwaymen had to accomplish a number of secondary objectives: to unify the range of cargoes and the coding system and to simplify e-data exchange, in particular using global tracking satellite systems for train control.
According to specialists, significant progress was achieved in this sector, particularly, due to the expansion of the operational and technological radio communication of TETRA and GSM-R standards. Developing and implementing such radio stations at the Oktyabrskaya Railway (an affiliate of RZD) and Lithuanian Railways, demonstrated the strengths and weaknesses of these systems. The experience of the Gorkov Railway (an affiliate of RZD), where DMR digital radio stations had been tested, was taken into account. As a result, RZD formed new standards for the next-generation digital radio communications systems that the company needs.
One of the reasons for this is the practice of using CIM/SMGS invoices, which are becoming more and more popular. On some routes e-document exchange with digital signature is used. To check the validity of documents, railway administrations agreed to create verification centres. This is just one of the reasons for matching communications technologies used on the railways.
Experts think that a new stage in the development of interoperability principles has begun because of the implementation of express passenger traffic. In the words of Viktor Stepov, Head of the Oktyabrskaya Railway, the emergence of this type of transportation in Russia caused not just the use of state-of-the-art rolling stock on the network, but the implementation of new technologies needed for secure transportation, service, and traffic control.
Consequently, the requirements for the overhead wiring and rectifier substations, automatic block signaling and telematic applications changed. This speeded up the process of replacing outdated analogue systems by with digital ones. A consequence of this is the development of the infrastructure for freight transportation, which is becoming more and more similar to European railway networks.
Specialists believe that the IRIS international standard, used by RZD, gave an additional impulse to interoperability.
Unification in Europe
Administrative borders have been actively removed lately. The technological and legal coordination of railways improves. This is done to increase their ability to compete with road transporters, who do not have to, for example, change trucks at state border crossings. Meanwhile, locomotives have to be changed on railway routes even inside the EU. It is very inconvenient.
The situation began to change when single standards for certification of railways were put in operation in Europe. For example, railway machinery, infrastructure equipment, and rolling stock in the EU states must meet the TSI requirements.
DC (1.5 kV and 3 kV) and AC electric locomotives are put in operation. The latest generation of Vectron locomotives got an open certificate to operate in Poland and Romania. It has also passed preliminary certification for railway transportation in Sweden. Preparation for certification has been completed in Germany and Austria. Preparatory work is under way in Switzerland, Italy, and the Netherlands.
Another part of the integration is to remove differences in signaling systems, providing control over train traffic. According to the European Commission, there are over two dozens of them. The European Railway Traffic Management System (ERTMS) is put in operation to increase interoperability.
It is done to use one locomotive for a train on many routes in the EU, although similar technical operating conditions at all railways are not enough for that. Administrative barriers must be removed as well: national transporters’ revenue from locomotive services is at stake.
For example, during a trial trip of the passenger train moving from St Petersburg to Imatra the locomotive was replaced with another at the border of the Finnish area in order to pull the train for 10 minutes, though there was no technical need, because the railway networks match each other on the section. It was just a matter of the rules.
“It is a requirement of the national legislation: we are the only transporter in Finland. That’s why the locomotive and the engine driver must be ours on the area of the country,” said Ari Vanhanen, Director for Long-Distance Transportation, VR Group Ltd. According to him, even if locomotives and networks are certified according to common standards, a train still cannot drive without changing the locomotives from different countries, even if the distance is several kilometers of the trans-border section. This situation explains the behavior of other European railways.
From the legislative viewpoint, the European Commission is going to take measures similar to those discussed in the Russian transport sector: to create control structures for every separate corridor focusing on freight transportation. There are six such corridors: Rotterdam – Genoa, Napoli – Hannover – Stockholm, Antwerp – Basle – Lyon, Valencia – Lyon – Turin – Trieste – Ljubljana, Dresden – Prague – Bratislava – Brno – Vienna – Budapest, Duisburg – Berlin – Warsaw.
The idea is to withdraw railway lines in these corridors from the technical and legal control of the national states and give them to the EU. According to forecasts, the cancellation of mandatory permissions to use rolling stock in every EU country will bring approximately €400 million to European railway companies.
Recent polls of operators and transport forwarders, presented by Olli-Pekka Hilmola, Professor at Lappeenranta University of Technology, show that, on the whole, the problems in Europe remain the same: cargo owners prefer road transport to railways, mainly because there are no authorised transporter services on through routes at steel mainlines. “There are few of them on passenger lines, it is pointless to talk about freight ones,” said the Finnish expert.
In other words, it will be a long time before the EU countries accomplish their objectives. Nevertheless, there are examples of transportation by one locomotive between the EU countries. For example, between Switzerland, Italy, and Germany. The partnership of Deutsche Bahn AG (Germany) и PKP Cargo (Poland) has shown that the use of one and the same engine for trans-border transportation does not waive the need for changing the engine crews at the junctions of railways of different countries. Machinery is formally compatible. The certification of engine drivers, however, is beyond the scope of the technological sector and lies with national safety and the decisions of railway trade unions of different countries.
New Type of Brake
Things which contribute to the integration of railway networks in Europe create the conditions necessary for improving the interoperability of different railway systems: the technical specifics of interaction envisages a transfer from the European gauge to “1520 space”. The means for developing such a partnership are being discussed by the EU countries and in the framework of the International Union of Railways (UIC), the chairman of which since December 2012 is Vladimir Yakunin, President of RZD.
European railway administrations are becoming more and more dependent on the directives of the EU, regarding interoperability, however, this brings new risks at border crossings where it is necessary to change from 1435 mm gauge to 1520 mm gauge. Currently, EU documents set the methods of analysis and choice of technical solutions, the estimation of efficiency of equipment and machinery. The reduction of expenses on projects contributing to free transportation of freight via railway corridors inside the European zone is taken into account. This makes railway administrations justify rules of transportation.
That’s why there can appear additional barriers on the borders between the EU and the Common Economic Space of Russia, Belarus, and Kazakhstan. It was recently discussed by the panel of the railway section of the European Transport Workers’ Federation. The European Commission approved the practice of open railway markets in Sweden and Great Britain, and partly open markets of Germany, Austria, Italy, Czech, and the Netherlands; however, in the opinion of the Baltic states, a universal model for controlling railways has not been created in Europe yet. According to Savelijs Semjonovs, Chairman of the Railway Trade Union Transport of Latvia, the centralised certification planned by the European Railway Agency (ERA) after the adoption of the IV Railway Package can complicate the traffic between the Baltic states, where the gauge size differs from the European, and the countries of “1520 space”.
The IV Railway Package is to be formed in 2016. The issue is not an easy one: the European Commission plans to reduce by 20% the time for the new railway companies’ entry to the market, and by 20% – expenses and time needed for permissions for rolling stock. On the whole, it can save up to €500 million for market players by 2025, and it will happen due to implementation of universal standards of certification and security, which are currently approved separately by every state. In the opinion of S. Semjonovs, it is not quite correct to demand that railcars registered in, for example, Kazakhstan must have the EU certificate.
According to Libor Lochman, Executive Director of the Community of European Railway and Infrastructure Companies (CER), standards of signaling, personnel, access to control, labour protection, security must be similar. And the issue of 1520 mm gauge railway and trans-border transportation on it must be discussed separately.
The same processes will take place in the framework of launching the Common Economic Space (CES) of Russia, Belarus, and Kazakhstan. Therefore, there is an opportunity to adjust all issues to strengthen the interoperability of the railway systems in the CES and on the junctions with the EU. ®
By Alexander Solntsev
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The Federal Service for Supervision in the Sphere of Telecom, Information Technologies and Mass Communications (Roskomnadzor) offered to give RZD the 1,800 MHz band to provide safety on the Russian railway network.
This frequency band is reserved for the creation of the LTE TDD mobile network. High-speed mobile Internet gives rise to a number of innovations.
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The first LTE (Long-Term Evolution) network was launched in Europe by TeliaSonera (Norway) in December 2009. The equipment for the network in Oslo was supplied by Huawei Technologies Co., Ltd, and that for the network in Stockholm – by Ericsson. This standard came to Russia not long ago. Currently, the RF Ministry for Communications and Mass Media plans to provide access to LTE networks to 20 million people per annum. Experts believe that the amount of users can be even more after 2018, because the three leading mobile phone operators in Russia are developing their 4G networks. For example, representatives of MegaFon announced the availability of their LTE networks for Moscow users of four models of iPhone with the 4G sign on the SIM card supporting Russian mobile phone bandwidths. According to Vasil Latsanich, Vice President for Marketing at MTS, the company plans to complete the creation of the LTE network in Russia by 2015.
In the words of Oleg Ivanov, Deputy Head of Roskomnadzor, the 1,797.5 – 1,802.5 MHz frequency band is used to build technological communication networks in the transport sector in many countries (for coordinated operation of signaling, auto blocking, and telematics, and for the use of broken down trains). Therefore, it would be logical to give them to a company that needs this frequency band. Otherwise, it will have to use a number of other radio channels to create its mobile data communication channels.
As a reminder, GSM R facilities are used for it. Mobile phone operators offered RZD a number of their products. For example, Vimpelcom developed a range of products for repair-operative radio communication (POPC GSM). The solutions of the mobile phone operator were implemented into the existing communication scheme and, in fact, expanded their wired network, therefore, RZD was able to optimise expenses on roaming when communicating with its subsidiaries in different regions of Russia. POPC GSM allows accomplishing multifunctional objectives – from voice calls at dispatcher services to mobile access to database. According to the Department for Informatisation and Corporate Management Processes at RZD, the pilot project was launched on the Moscow Railway (an affiliate of RZD). Also, this solution envisaged an opportunity to transfer from 3G to LTE standard.
At the Oktyabrskaya Railway, it was planned to create the network for communication and mobile Internet in cooperation with Megafon. Meanwhile, in some regions, specialists faced the following problem: there are a lot of zones with poor cell phone reception in the area of RZD’s operations. To solve this problem, for example when developing the system of automated identification of rolling stock (SAI PS Palma) that uses the principle of reading the digital number from the encoding sensor on the rolling stock, they had to provide for the possibility of connection to the networks of different mobile operators to provide the operation of the GLONASS/GPS onboard equipment. Also, the company had to rent other communication channels on some railways, for example, those of Iridium and Terra satellite networks.
This creates significant inconveniences. The sector needs its own frequencies to build its own cellular system for high-speed data transfer. The 1,800 MHz frequency band allows using the LTE TDD (LTE Time Division Duplex) standard, which is also called 4G. For the previous generation of mobile communication (3G), the maximum speed at data transfer is 42 Mbps, while LTE TDD provides a higher speed.
The Transport Ministry believes that the State Commission for Radio Frequencies (SCRF), an interdepartmental coordinating body subordinated to the Ministry for Communications and Mass Media, will support the offer made by Roskomnadzor. In this case, TTK, a subsidiary of RZD, for which the railway holding company asked for frequencies for LTE three years ago, will be able to utilise this frequency band. At that time, however, another frequency band was under discussion, and neither RZD nor TTK got it. That was when the Ministry of Defence wanted to build its own cellular communication network, and the SCRF could not decide which frequencies to reserve for military purposes.
Mobile Management for Business
There are other reasons why RZD needs state-of-the-art channels of digital radio communication. One of them is the enhancement of business processes within the holding company.
Alexey Illarionov, Vice President of RZD, specified that satellite technologies are the basis for systems of train schedule control, onboard systems of locomotives, and for the work of repair trains.
According to NIIAS, a possibility is the implementation of systems of control over shunting locomotives and wagon movements at stations. An example is the Yaroslavl-Glavny station, where a system of automated control was put into operation. Equipping shunting locomotives with satellite navigation allows them to be tracked on-line. A computer contributes to faster rolling stock sorting and more efficient operation of track facilities.
Mobile facilities can be connected to the system. In the words of Sergey Pugachov, Head of the Corporate Informatisation Service of Oktyabrskaya Railway, the project of e-document circulation was carried out in the Ust-Luga port last year. Thanks to that, acceptance/delivery agents can use mobile equipment when formalising a number of documents needed for fulfilling technological operations with railway rolling stock. Such technologies, used on accepting and departing wagons, reduced the time needed for servicing cargo at the port station by 20-25 minutes. Cargo owners and forwarding companies will be able to switch to the system by means of the Internet in the future.
This example shows that the present-day condition of technologies and the regulatory base allow giving up paper document circulation in the company and to transfer to e-document exchange with contractors of the holding company, providing them the necessary legal status. Such interaction increases the speed, transparency, and the quality of document circulation between participants of the transport business, and creating dramatically new opportunities to form high-quality transport and logistics services.
Experts think that these processes in RZD will be accompanied by an active virtualisation of applications and desktops, which will contribute to a broader dissemination of mobile devices, and, as a consequence, – a growth in the demand for products using mobile apps and exchanging files via radio communication channels. From this viewpoint, the LTE standard can be very efficient on the Russian railway network. ®
By Boris Voevodin
[~DETAIL_TEXT] => Speeding Up Data Exchange
The first LTE (Long-Term Evolution) network was launched in Europe by TeliaSonera (Norway) in December 2009. The equipment for the network in Oslo was supplied by Huawei Technologies Co., Ltd, and that for the network in Stockholm – by Ericsson. This standard came to Russia not long ago. Currently, the RF Ministry for Communications and Mass Media plans to provide access to LTE networks to 20 million people per annum. Experts believe that the amount of users can be even more after 2018, because the three leading mobile phone operators in Russia are developing their 4G networks. For example, representatives of MegaFon announced the availability of their LTE networks for Moscow users of four models of iPhone with the 4G sign on the SIM card supporting Russian mobile phone bandwidths. According to Vasil Latsanich, Vice President for Marketing at MTS, the company plans to complete the creation of the LTE network in Russia by 2015.
In the words of Oleg Ivanov, Deputy Head of Roskomnadzor, the 1,797.5 – 1,802.5 MHz frequency band is used to build technological communication networks in the transport sector in many countries (for coordinated operation of signaling, auto blocking, and telematics, and for the use of broken down trains). Therefore, it would be logical to give them to a company that needs this frequency band. Otherwise, it will have to use a number of other radio channels to create its mobile data communication channels.
As a reminder, GSM R facilities are used for it. Mobile phone operators offered RZD a number of their products. For example, Vimpelcom developed a range of products for repair-operative radio communication (POPC GSM). The solutions of the mobile phone operator were implemented into the existing communication scheme and, in fact, expanded their wired network, therefore, RZD was able to optimise expenses on roaming when communicating with its subsidiaries in different regions of Russia. POPC GSM allows accomplishing multifunctional objectives – from voice calls at dispatcher services to mobile access to database. According to the Department for Informatisation and Corporate Management Processes at RZD, the pilot project was launched on the Moscow Railway (an affiliate of RZD). Also, this solution envisaged an opportunity to transfer from 3G to LTE standard.
At the Oktyabrskaya Railway, it was planned to create the network for communication and mobile Internet in cooperation with Megafon. Meanwhile, in some regions, specialists faced the following problem: there are a lot of zones with poor cell phone reception in the area of RZD’s operations. To solve this problem, for example when developing the system of automated identification of rolling stock (SAI PS Palma) that uses the principle of reading the digital number from the encoding sensor on the rolling stock, they had to provide for the possibility of connection to the networks of different mobile operators to provide the operation of the GLONASS/GPS onboard equipment. Also, the company had to rent other communication channels on some railways, for example, those of Iridium and Terra satellite networks.
This creates significant inconveniences. The sector needs its own frequencies to build its own cellular system for high-speed data transfer. The 1,800 MHz frequency band allows using the LTE TDD (LTE Time Division Duplex) standard, which is also called 4G. For the previous generation of mobile communication (3G), the maximum speed at data transfer is 42 Mbps, while LTE TDD provides a higher speed.
The Transport Ministry believes that the State Commission for Radio Frequencies (SCRF), an interdepartmental coordinating body subordinated to the Ministry for Communications and Mass Media, will support the offer made by Roskomnadzor. In this case, TTK, a subsidiary of RZD, for which the railway holding company asked for frequencies for LTE three years ago, will be able to utilise this frequency band. At that time, however, another frequency band was under discussion, and neither RZD nor TTK got it. That was when the Ministry of Defence wanted to build its own cellular communication network, and the SCRF could not decide which frequencies to reserve for military purposes.
Mobile Management for Business
There are other reasons why RZD needs state-of-the-art channels of digital radio communication. One of them is the enhancement of business processes within the holding company.
Alexey Illarionov, Vice President of RZD, specified that satellite technologies are the basis for systems of train schedule control, onboard systems of locomotives, and for the work of repair trains.
According to NIIAS, a possibility is the implementation of systems of control over shunting locomotives and wagon movements at stations. An example is the Yaroslavl-Glavny station, where a system of automated control was put into operation. Equipping shunting locomotives with satellite navigation allows them to be tracked on-line. A computer contributes to faster rolling stock sorting and more efficient operation of track facilities.
Mobile facilities can be connected to the system. In the words of Sergey Pugachov, Head of the Corporate Informatisation Service of Oktyabrskaya Railway, the project of e-document circulation was carried out in the Ust-Luga port last year. Thanks to that, acceptance/delivery agents can use mobile equipment when formalising a number of documents needed for fulfilling technological operations with railway rolling stock. Such technologies, used on accepting and departing wagons, reduced the time needed for servicing cargo at the port station by 20-25 minutes. Cargo owners and forwarding companies will be able to switch to the system by means of the Internet in the future.
This example shows that the present-day condition of technologies and the regulatory base allow giving up paper document circulation in the company and to transfer to e-document exchange with contractors of the holding company, providing them the necessary legal status. Such interaction increases the speed, transparency, and the quality of document circulation between participants of the transport business, and creating dramatically new opportunities to form high-quality transport and logistics services.
Experts think that these processes in RZD will be accompanied by an active virtualisation of applications and desktops, which will contribute to a broader dissemination of mobile devices, and, as a consequence, – a growth in the demand for products using mobile apps and exchanging files via radio communication channels. From this viewpoint, the LTE standard can be very efficient on the Russian railway network. ®
By Boris Voevodin
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This frequency band is reserved for the creation of the LTE TDD mobile network. High-speed mobile Internet gives rise to a number of innovations.
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[DETAIL_TEXT] => Speeding Up Data Exchange
The first LTE (Long-Term Evolution) network was launched in Europe by TeliaSonera (Norway) in December 2009. The equipment for the network in Oslo was supplied by Huawei Technologies Co., Ltd, and that for the network in Stockholm – by Ericsson. This standard came to Russia not long ago. Currently, the RF Ministry for Communications and Mass Media plans to provide access to LTE networks to 20 million people per annum. Experts believe that the amount of users can be even more after 2018, because the three leading mobile phone operators in Russia are developing their 4G networks. For example, representatives of MegaFon announced the availability of their LTE networks for Moscow users of four models of iPhone with the 4G sign on the SIM card supporting Russian mobile phone bandwidths. According to Vasil Latsanich, Vice President for Marketing at MTS, the company plans to complete the creation of the LTE network in Russia by 2015.
In the words of Oleg Ivanov, Deputy Head of Roskomnadzor, the 1,797.5 – 1,802.5 MHz frequency band is used to build technological communication networks in the transport sector in many countries (for coordinated operation of signaling, auto blocking, and telematics, and for the use of broken down trains). Therefore, it would be logical to give them to a company that needs this frequency band. Otherwise, it will have to use a number of other radio channels to create its mobile data communication channels.
As a reminder, GSM R facilities are used for it. Mobile phone operators offered RZD a number of their products. For example, Vimpelcom developed a range of products for repair-operative radio communication (POPC GSM). The solutions of the mobile phone operator were implemented into the existing communication scheme and, in fact, expanded their wired network, therefore, RZD was able to optimise expenses on roaming when communicating with its subsidiaries in different regions of Russia. POPC GSM allows accomplishing multifunctional objectives – from voice calls at dispatcher services to mobile access to database. According to the Department for Informatisation and Corporate Management Processes at RZD, the pilot project was launched on the Moscow Railway (an affiliate of RZD). Also, this solution envisaged an opportunity to transfer from 3G to LTE standard.
At the Oktyabrskaya Railway, it was planned to create the network for communication and mobile Internet in cooperation with Megafon. Meanwhile, in some regions, specialists faced the following problem: there are a lot of zones with poor cell phone reception in the area of RZD’s operations. To solve this problem, for example when developing the system of automated identification of rolling stock (SAI PS Palma) that uses the principle of reading the digital number from the encoding sensor on the rolling stock, they had to provide for the possibility of connection to the networks of different mobile operators to provide the operation of the GLONASS/GPS onboard equipment. Also, the company had to rent other communication channels on some railways, for example, those of Iridium and Terra satellite networks.
This creates significant inconveniences. The sector needs its own frequencies to build its own cellular system for high-speed data transfer. The 1,800 MHz frequency band allows using the LTE TDD (LTE Time Division Duplex) standard, which is also called 4G. For the previous generation of mobile communication (3G), the maximum speed at data transfer is 42 Mbps, while LTE TDD provides a higher speed.
The Transport Ministry believes that the State Commission for Radio Frequencies (SCRF), an interdepartmental coordinating body subordinated to the Ministry for Communications and Mass Media, will support the offer made by Roskomnadzor. In this case, TTK, a subsidiary of RZD, for which the railway holding company asked for frequencies for LTE three years ago, will be able to utilise this frequency band. At that time, however, another frequency band was under discussion, and neither RZD nor TTK got it. That was when the Ministry of Defence wanted to build its own cellular communication network, and the SCRF could not decide which frequencies to reserve for military purposes.
Mobile Management for Business
There are other reasons why RZD needs state-of-the-art channels of digital radio communication. One of them is the enhancement of business processes within the holding company.
Alexey Illarionov, Vice President of RZD, specified that satellite technologies are the basis for systems of train schedule control, onboard systems of locomotives, and for the work of repair trains.
According to NIIAS, a possibility is the implementation of systems of control over shunting locomotives and wagon movements at stations. An example is the Yaroslavl-Glavny station, where a system of automated control was put into operation. Equipping shunting locomotives with satellite navigation allows them to be tracked on-line. A computer contributes to faster rolling stock sorting and more efficient operation of track facilities.
Mobile facilities can be connected to the system. In the words of Sergey Pugachov, Head of the Corporate Informatisation Service of Oktyabrskaya Railway, the project of e-document circulation was carried out in the Ust-Luga port last year. Thanks to that, acceptance/delivery agents can use mobile equipment when formalising a number of documents needed for fulfilling technological operations with railway rolling stock. Such technologies, used on accepting and departing wagons, reduced the time needed for servicing cargo at the port station by 20-25 minutes. Cargo owners and forwarding companies will be able to switch to the system by means of the Internet in the future.
This example shows that the present-day condition of technologies and the regulatory base allow giving up paper document circulation in the company and to transfer to e-document exchange with contractors of the holding company, providing them the necessary legal status. Such interaction increases the speed, transparency, and the quality of document circulation between participants of the transport business, and creating dramatically new opportunities to form high-quality transport and logistics services.
Experts think that these processes in RZD will be accompanied by an active virtualisation of applications and desktops, which will contribute to a broader dissemination of mobile devices, and, as a consequence, – a growth in the demand for products using mobile apps and exchanging files via radio communication channels. From this viewpoint, the LTE standard can be very efficient on the Russian railway network. ®
By Boris Voevodin
[~DETAIL_TEXT] => Speeding Up Data Exchange
The first LTE (Long-Term Evolution) network was launched in Europe by TeliaSonera (Norway) in December 2009. The equipment for the network in Oslo was supplied by Huawei Technologies Co., Ltd, and that for the network in Stockholm – by Ericsson. This standard came to Russia not long ago. Currently, the RF Ministry for Communications and Mass Media plans to provide access to LTE networks to 20 million people per annum. Experts believe that the amount of users can be even more after 2018, because the three leading mobile phone operators in Russia are developing their 4G networks. For example, representatives of MegaFon announced the availability of their LTE networks for Moscow users of four models of iPhone with the 4G sign on the SIM card supporting Russian mobile phone bandwidths. According to Vasil Latsanich, Vice President for Marketing at MTS, the company plans to complete the creation of the LTE network in Russia by 2015.
In the words of Oleg Ivanov, Deputy Head of Roskomnadzor, the 1,797.5 – 1,802.5 MHz frequency band is used to build technological communication networks in the transport sector in many countries (for coordinated operation of signaling, auto blocking, and telematics, and for the use of broken down trains). Therefore, it would be logical to give them to a company that needs this frequency band. Otherwise, it will have to use a number of other radio channels to create its mobile data communication channels.
As a reminder, GSM R facilities are used for it. Mobile phone operators offered RZD a number of their products. For example, Vimpelcom developed a range of products for repair-operative radio communication (POPC GSM). The solutions of the mobile phone operator were implemented into the existing communication scheme and, in fact, expanded their wired network, therefore, RZD was able to optimise expenses on roaming when communicating with its subsidiaries in different regions of Russia. POPC GSM allows accomplishing multifunctional objectives – from voice calls at dispatcher services to mobile access to database. According to the Department for Informatisation and Corporate Management Processes at RZD, the pilot project was launched on the Moscow Railway (an affiliate of RZD). Also, this solution envisaged an opportunity to transfer from 3G to LTE standard.
At the Oktyabrskaya Railway, it was planned to create the network for communication and mobile Internet in cooperation with Megafon. Meanwhile, in some regions, specialists faced the following problem: there are a lot of zones with poor cell phone reception in the area of RZD’s operations. To solve this problem, for example when developing the system of automated identification of rolling stock (SAI PS Palma) that uses the principle of reading the digital number from the encoding sensor on the rolling stock, they had to provide for the possibility of connection to the networks of different mobile operators to provide the operation of the GLONASS/GPS onboard equipment. Also, the company had to rent other communication channels on some railways, for example, those of Iridium and Terra satellite networks.
This creates significant inconveniences. The sector needs its own frequencies to build its own cellular system for high-speed data transfer. The 1,800 MHz frequency band allows using the LTE TDD (LTE Time Division Duplex) standard, which is also called 4G. For the previous generation of mobile communication (3G), the maximum speed at data transfer is 42 Mbps, while LTE TDD provides a higher speed.
The Transport Ministry believes that the State Commission for Radio Frequencies (SCRF), an interdepartmental coordinating body subordinated to the Ministry for Communications and Mass Media, will support the offer made by Roskomnadzor. In this case, TTK, a subsidiary of RZD, for which the railway holding company asked for frequencies for LTE three years ago, will be able to utilise this frequency band. At that time, however, another frequency band was under discussion, and neither RZD nor TTK got it. That was when the Ministry of Defence wanted to build its own cellular communication network, and the SCRF could not decide which frequencies to reserve for military purposes.
Mobile Management for Business
There are other reasons why RZD needs state-of-the-art channels of digital radio communication. One of them is the enhancement of business processes within the holding company.
Alexey Illarionov, Vice President of RZD, specified that satellite technologies are the basis for systems of train schedule control, onboard systems of locomotives, and for the work of repair trains.
According to NIIAS, a possibility is the implementation of systems of control over shunting locomotives and wagon movements at stations. An example is the Yaroslavl-Glavny station, where a system of automated control was put into operation. Equipping shunting locomotives with satellite navigation allows them to be tracked on-line. A computer contributes to faster rolling stock sorting and more efficient operation of track facilities.
Mobile facilities can be connected to the system. In the words of Sergey Pugachov, Head of the Corporate Informatisation Service of Oktyabrskaya Railway, the project of e-document circulation was carried out in the Ust-Luga port last year. Thanks to that, acceptance/delivery agents can use mobile equipment when formalising a number of documents needed for fulfilling technological operations with railway rolling stock. Such technologies, used on accepting and departing wagons, reduced the time needed for servicing cargo at the port station by 20-25 minutes. Cargo owners and forwarding companies will be able to switch to the system by means of the Internet in the future.
This example shows that the present-day condition of technologies and the regulatory base allow giving up paper document circulation in the company and to transfer to e-document exchange with contractors of the holding company, providing them the necessary legal status. Such interaction increases the speed, transparency, and the quality of document circulation between participants of the transport business, and creating dramatically new opportunities to form high-quality transport and logistics services.
Experts think that these processes in RZD will be accompanied by an active virtualisation of applications and desktops, which will contribute to a broader dissemination of mobile devices, and, as a consequence, – a growth in the demand for products using mobile apps and exchanging files via radio communication channels. From this viewpoint, the LTE standard can be very efficient on the Russian railway network. ®
By Boris Voevodin
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The renewal of the cargo locomotives and EMUs requires intensive training of RZD’s personnel. Some railways implement pilot projects for accelerated engine driver training. New methods envisage using state-of-the-art training systems.
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[DETAIL_TEXT] => Imitating the Reality
According to Alexey Kurenkov, Engineer-in-Chief at the Project and Design Locomotive Facility Bureau at the Traction Directorate of RZD, there are different types of training devices for engine drivers on the Russian railway network.
The first type is software applications. They are targeted at teaching the principles of the structure of locomotives (preumatic and electric circuits, and braking systems) and processes, which take place online or in a step-by-step mode. In this case, devices and elements of schemes are controlled by means of a keyboard and a mouse. Different types of breakdowns, which can take place in practice, can be simulated on the display shown on the desktop.
The second type is training devices made on the basis of a real drivers cab. These devices are needed to develop and improve driving skills, particularly, to teach engine drivers cost-
efficient modes of train driving, actions in emergency situations (especially those endangering train traffic).
Training in simulators is as close to the real conditions of train driving as it is possible to get. They model the operation of all systems of a locomotive, a train, and wayside devices. The video system of the training device allows simulation of a real situation on the tracks. The results of the training journey are automatically analysed and are reported to the trainee in the simulator cabin and to the instructor. Also, other trainees can see what happens in the cab, if everything is relayed to viewing desktops in the classroom of the personnel training centre.
Together with the Russian Research & Design Institute for Informatics, Automatics, and Communication on Railway Transport (VNIIAS) and the Rolling Stock Research and Design Technological Institute (VNIKTI), the Project and Design Locomotive Facility Bureau at the Traction Directorate of RZD are developing next-generation training devices for RZD. External organisations are also participating in the project. In particular, TMH, NPO SAUT, Research and Production Centre Spektr, LES, and AVP-Technology, Transas group of companies, and Centre of Speech Technologies.
Complexes for Cargo Locomotives…
To prepare engine drivers for cargo trains, RZD has training complexes for the VL10U, VL80S, EP1, 2ES4K, 2ES5K models of electric locomotives and 2TE116 and 2TE10U diesel locomotives. They are equipped with the driver’s desk consisting of a set of blocks, simulating the operation of equipment installed onboard a locomotive and railcars, and automatic train operation systems and motion simulators, allowing realistic automated control over traction.
Lately, there appeared new modifications – for cargo and passenger trains. For example, a training complex to teach driving heavy and coupled trains. It was developed to simulate the VL80c electric locomotive and installed in the operations bureau of the Northern Railway. The complex consists of the working place of the engine driver of the first locomotive of the coupled train, which is in the mock-up of the cabin of the VL80c electric locomotive, the working place of the engine driver of the second locomotive of the coupled train, the working place of the engine driver – instructor, and a classroom
The video system of this training device is based on 3D graphics and allows simulation of different emergency situations, including those in the zone of a railway station. This device has an adapted communications system for automated control over communication between the locomotive crew. This system also allows control of talks between the station operator and the engine driver of the first locomotive of the coupled train, providing talks between engine drivers of the first and the second locomotives of the coupled train. And controlling the rules of communication between the engine driver and his assistant before the train departure.
One of the latest innovations is the “Cabin of 3ES5K Electric Locomotive” complex, imitating the driving cabin of the “Ermak” diesel locomotive, an innovation on RZD’s network. It appeared in February 2014 at one of the maintenance depots of the East-Siberian Railway. This is a cutting edge training device.
The cabin is full-size, and all devices, equipment and working places of the locomotive crew are placed the same as in the “Ermak”.
… And for Passenger Locomotives
An innovation for passenger trains is the training device imitating the EP1U electric locomotive installed at the Northern Railway. Its distinguishing feature is its enhanced visualisation: it is produced on the basis of a movie shot at a real railway section where the electric train was moving, making it as realistic as possible. The database is a kit of 3D objects changing each other. The developers did their best to design the space behind the glass of the cabin: the accuracy of the details of objects on the landscape is about one metre. Sound effects imitate the operation of the equipment of the locomotive.
The EP1U locomotive training devices are presented in the showroom of the Centre for Research and Technical Information and Libraries – an affiliate of RZD in Moscow, and in one of the maintenance locomotive depots of the Northern Railway.
An enhanced training device imitating the EP2K electric locomotive was installed at the locomotive depot St Petersburg-Passazhirsky-Moskovsky at the Oktyabrskaya Railway after the depot had been modernised. Its structure differs from that of the EP1U electric locomotive training device, but it is also characterised by an improved visualisation and an opportunity to train for different emergency situations arising en route, which is very important for enhancing the skills of engine drivers.
During his visit to the depot, Alexey Vorotilkin, Vice President at RZD, noted that the depot had been modernised to meet the standard which must be reached by all depots of Russian Railways. An essential part of professional education and enhancing the skills of engine drivers will be practice on training devices.
Nowadays, the training complexes for engine drivers on express and high-speed trains are the most advanced of all models. First of all, there is the device imitating the driver’s cabin in the “Sapsan” train installed in the training centre for locomotive crews in Moscow and the Centre for Training Personnel to Service High-Speed Trains at the High-Speed Traffic Directorate of RZD in St Petersburg. The specific of “Sapsan” trains is that their automatics are united into a single complex, which is managed by the on-board computer. A similar computer is built in the training device. The capsule of the training complex in St Petersburg is equipped with the system imitating rolling, lurches, shocks during high-speed movement of the train.
Training devices imitating the cabin of the “Lastochka” train refer to the same type of complicated capsule systems. Such devices are installed in the maintenance locomotive depot in Adler and the Centre for Training Personnel to Service High-Speed Trains in St Petersburg.
The training complexes of the latest generation have a visual display that can be changed according to the railway, for which the engine driver is trained. “Such devices are usually equipped with the basic kit of sections. For teachers to model a situation on some definite area, the railway sections, which engine drivers will see in practice, are loaded into the memory of the training device. This technology was first used at the “Sapsan” cabin training complex, and later expanded to the “Lastochka” cabin training device,” says Vasily Alexeev, Leading Programmer at the Centre for Training Personnel to Service High-Speed Trains in St Petersburg.
Network Effect
Due to the next-generation training devices, in 2013-2014 a number of railways – affiliates of RZD began to carry out pilot projects for accelerated tuition of engine drivers using new methods. The project carried out on the Far Eastern Railway was recognised as the most efficient one.
Currently , RZD is planning to implement a similar training system at other railways. The difficulty is that different locomotives are used on the Russian railway network. Therefore, it is reasonable to equip affiliates of RZD with devices training drivers for the locomotives, which prevail on this or that railway. Then, all training centres can be united in a single network for specialists of any railway could use the training device they need.
Specialists think that the creation of training devices will help to accomplish two objectives:
firstly, to save funds on training engine drivers. Secondly, this will contribute to achieving more difficult objectives. For example, if a training centre has several training devices, their systems of 3D modeling allow imitating network interaction between two or more engine drivers. In other words, it will be possible to train more complicated moves by trains –
for example, when two different trains are moving on one railway section or pulling trains through hub stations, where there are several tracks. This will make training more efficient and increase the security level on the routes of RZD. It is not a secret that a lot of emergencies on the network occur because of the insufficient readiness of engine drivers to react correctly to non-standard situations en route (pressed a wrong switch, or lingered on braking). Generally, the more efficient training systems are, the better is the quality of engine driver’s work. ®
By Alexander Solntsev
[~DETAIL_TEXT] => Imitating the Reality
According to Alexey Kurenkov, Engineer-in-Chief at the Project and Design Locomotive Facility Bureau at the Traction Directorate of RZD, there are different types of training devices for engine drivers on the Russian railway network.
The first type is software applications. They are targeted at teaching the principles of the structure of locomotives (preumatic and electric circuits, and braking systems) and processes, which take place online or in a step-by-step mode. In this case, devices and elements of schemes are controlled by means of a keyboard and a mouse. Different types of breakdowns, which can take place in practice, can be simulated on the display shown on the desktop.
The second type is training devices made on the basis of a real drivers cab. These devices are needed to develop and improve driving skills, particularly, to teach engine drivers cost-
efficient modes of train driving, actions in emergency situations (especially those endangering train traffic).
Training in simulators is as close to the real conditions of train driving as it is possible to get. They model the operation of all systems of a locomotive, a train, and wayside devices. The video system of the training device allows simulation of a real situation on the tracks. The results of the training journey are automatically analysed and are reported to the trainee in the simulator cabin and to the instructor. Also, other trainees can see what happens in the cab, if everything is relayed to viewing desktops in the classroom of the personnel training centre.
Together with the Russian Research & Design Institute for Informatics, Automatics, and Communication on Railway Transport (VNIIAS) and the Rolling Stock Research and Design Technological Institute (VNIKTI), the Project and Design Locomotive Facility Bureau at the Traction Directorate of RZD are developing next-generation training devices for RZD. External organisations are also participating in the project. In particular, TMH, NPO SAUT, Research and Production Centre Spektr, LES, and AVP-Technology, Transas group of companies, and Centre of Speech Technologies.
Complexes for Cargo Locomotives…
To prepare engine drivers for cargo trains, RZD has training complexes for the VL10U, VL80S, EP1, 2ES4K, 2ES5K models of electric locomotives and 2TE116 and 2TE10U diesel locomotives. They are equipped with the driver’s desk consisting of a set of blocks, simulating the operation of equipment installed onboard a locomotive and railcars, and automatic train operation systems and motion simulators, allowing realistic automated control over traction.
Lately, there appeared new modifications – for cargo and passenger trains. For example, a training complex to teach driving heavy and coupled trains. It was developed to simulate the VL80c electric locomotive and installed in the operations bureau of the Northern Railway. The complex consists of the working place of the engine driver of the first locomotive of the coupled train, which is in the mock-up of the cabin of the VL80c electric locomotive, the working place of the engine driver of the second locomotive of the coupled train, the working place of the engine driver – instructor, and a classroom
The video system of this training device is based on 3D graphics and allows simulation of different emergency situations, including those in the zone of a railway station. This device has an adapted communications system for automated control over communication between the locomotive crew. This system also allows control of talks between the station operator and the engine driver of the first locomotive of the coupled train, providing talks between engine drivers of the first and the second locomotives of the coupled train. And controlling the rules of communication between the engine driver and his assistant before the train departure.
One of the latest innovations is the “Cabin of 3ES5K Electric Locomotive” complex, imitating the driving cabin of the “Ermak” diesel locomotive, an innovation on RZD’s network. It appeared in February 2014 at one of the maintenance depots of the East-Siberian Railway. This is a cutting edge training device.
The cabin is full-size, and all devices, equipment and working places of the locomotive crew are placed the same as in the “Ermak”.
… And for Passenger Locomotives
An innovation for passenger trains is the training device imitating the EP1U electric locomotive installed at the Northern Railway. Its distinguishing feature is its enhanced visualisation: it is produced on the basis of a movie shot at a real railway section where the electric train was moving, making it as realistic as possible. The database is a kit of 3D objects changing each other. The developers did their best to design the space behind the glass of the cabin: the accuracy of the details of objects on the landscape is about one metre. Sound effects imitate the operation of the equipment of the locomotive.
The EP1U locomotive training devices are presented in the showroom of the Centre for Research and Technical Information and Libraries – an affiliate of RZD in Moscow, and in one of the maintenance locomotive depots of the Northern Railway.
An enhanced training device imitating the EP2K electric locomotive was installed at the locomotive depot St Petersburg-Passazhirsky-Moskovsky at the Oktyabrskaya Railway after the depot had been modernised. Its structure differs from that of the EP1U electric locomotive training device, but it is also characterised by an improved visualisation and an opportunity to train for different emergency situations arising en route, which is very important for enhancing the skills of engine drivers.
During his visit to the depot, Alexey Vorotilkin, Vice President at RZD, noted that the depot had been modernised to meet the standard which must be reached by all depots of Russian Railways. An essential part of professional education and enhancing the skills of engine drivers will be practice on training devices.
Nowadays, the training complexes for engine drivers on express and high-speed trains are the most advanced of all models. First of all, there is the device imitating the driver’s cabin in the “Sapsan” train installed in the training centre for locomotive crews in Moscow and the Centre for Training Personnel to Service High-Speed Trains at the High-Speed Traffic Directorate of RZD in St Petersburg. The specific of “Sapsan” trains is that their automatics are united into a single complex, which is managed by the on-board computer. A similar computer is built in the training device. The capsule of the training complex in St Petersburg is equipped with the system imitating rolling, lurches, shocks during high-speed movement of the train.
Training devices imitating the cabin of the “Lastochka” train refer to the same type of complicated capsule systems. Such devices are installed in the maintenance locomotive depot in Adler and the Centre for Training Personnel to Service High-Speed Trains in St Petersburg.
The training complexes of the latest generation have a visual display that can be changed according to the railway, for which the engine driver is trained. “Such devices are usually equipped with the basic kit of sections. For teachers to model a situation on some definite area, the railway sections, which engine drivers will see in practice, are loaded into the memory of the training device. This technology was first used at the “Sapsan” cabin training complex, and later expanded to the “Lastochka” cabin training device,” says Vasily Alexeev, Leading Programmer at the Centre for Training Personnel to Service High-Speed Trains in St Petersburg.
Network Effect
Due to the next-generation training devices, in 2013-2014 a number of railways – affiliates of RZD began to carry out pilot projects for accelerated tuition of engine drivers using new methods. The project carried out on the Far Eastern Railway was recognised as the most efficient one.
Currently , RZD is planning to implement a similar training system at other railways. The difficulty is that different locomotives are used on the Russian railway network. Therefore, it is reasonable to equip affiliates of RZD with devices training drivers for the locomotives, which prevail on this or that railway. Then, all training centres can be united in a single network for specialists of any railway could use the training device they need.
Specialists think that the creation of training devices will help to accomplish two objectives:
firstly, to save funds on training engine drivers. Secondly, this will contribute to achieving more difficult objectives. For example, if a training centre has several training devices, their systems of 3D modeling allow imitating network interaction between two or more engine drivers. In other words, it will be possible to train more complicated moves by trains –
for example, when two different trains are moving on one railway section or pulling trains through hub stations, where there are several tracks. This will make training more efficient and increase the security level on the routes of RZD. It is not a secret that a lot of emergencies on the network occur because of the insufficient readiness of engine drivers to react correctly to non-standard situations en route (pressed a wrong switch, or lingered on braking). Generally, the more efficient training systems are, the better is the quality of engine driver’s work. ®
By Alexander Solntsev
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[DETAIL_TEXT] => Imitating the Reality
According to Alexey Kurenkov, Engineer-in-Chief at the Project and Design Locomotive Facility Bureau at the Traction Directorate of RZD, there are different types of training devices for engine drivers on the Russian railway network.
The first type is software applications. They are targeted at teaching the principles of the structure of locomotives (preumatic and electric circuits, and braking systems) and processes, which take place online or in a step-by-step mode. In this case, devices and elements of schemes are controlled by means of a keyboard and a mouse. Different types of breakdowns, which can take place in practice, can be simulated on the display shown on the desktop.
The second type is training devices made on the basis of a real drivers cab. These devices are needed to develop and improve driving skills, particularly, to teach engine drivers cost-
efficient modes of train driving, actions in emergency situations (especially those endangering train traffic).
Training in simulators is as close to the real conditions of train driving as it is possible to get. They model the operation of all systems of a locomotive, a train, and wayside devices. The video system of the training device allows simulation of a real situation on the tracks. The results of the training journey are automatically analysed and are reported to the trainee in the simulator cabin and to the instructor. Also, other trainees can see what happens in the cab, if everything is relayed to viewing desktops in the classroom of the personnel training centre.
Together with the Russian Research & Design Institute for Informatics, Automatics, and Communication on Railway Transport (VNIIAS) and the Rolling Stock Research and Design Technological Institute (VNIKTI), the Project and Design Locomotive Facility Bureau at the Traction Directorate of RZD are developing next-generation training devices for RZD. External organisations are also participating in the project. In particular, TMH, NPO SAUT, Research and Production Centre Spektr, LES, and AVP-Technology, Transas group of companies, and Centre of Speech Technologies.
Complexes for Cargo Locomotives…
To prepare engine drivers for cargo trains, RZD has training complexes for the VL10U, VL80S, EP1, 2ES4K, 2ES5K models of electric locomotives and 2TE116 and 2TE10U diesel locomotives. They are equipped with the driver’s desk consisting of a set of blocks, simulating the operation of equipment installed onboard a locomotive and railcars, and automatic train operation systems and motion simulators, allowing realistic automated control over traction.
Lately, there appeared new modifications – for cargo and passenger trains. For example, a training complex to teach driving heavy and coupled trains. It was developed to simulate the VL80c electric locomotive and installed in the operations bureau of the Northern Railway. The complex consists of the working place of the engine driver of the first locomotive of the coupled train, which is in the mock-up of the cabin of the VL80c electric locomotive, the working place of the engine driver of the second locomotive of the coupled train, the working place of the engine driver – instructor, and a classroom
The video system of this training device is based on 3D graphics and allows simulation of different emergency situations, including those in the zone of a railway station. This device has an adapted communications system for automated control over communication between the locomotive crew. This system also allows control of talks between the station operator and the engine driver of the first locomotive of the coupled train, providing talks between engine drivers of the first and the second locomotives of the coupled train. And controlling the rules of communication between the engine driver and his assistant before the train departure.
One of the latest innovations is the “Cabin of 3ES5K Electric Locomotive” complex, imitating the driving cabin of the “Ermak” diesel locomotive, an innovation on RZD’s network. It appeared in February 2014 at one of the maintenance depots of the East-Siberian Railway. This is a cutting edge training device.
The cabin is full-size, and all devices, equipment and working places of the locomotive crew are placed the same as in the “Ermak”.
… And for Passenger Locomotives
An innovation for passenger trains is the training device imitating the EP1U electric locomotive installed at the Northern Railway. Its distinguishing feature is its enhanced visualisation: it is produced on the basis of a movie shot at a real railway section where the electric train was moving, making it as realistic as possible. The database is a kit of 3D objects changing each other. The developers did their best to design the space behind the glass of the cabin: the accuracy of the details of objects on the landscape is about one metre. Sound effects imitate the operation of the equipment of the locomotive.
The EP1U locomotive training devices are presented in the showroom of the Centre for Research and Technical Information and Libraries – an affiliate of RZD in Moscow, and in one of the maintenance locomotive depots of the Northern Railway.
An enhanced training device imitating the EP2K electric locomotive was installed at the locomotive depot St Petersburg-Passazhirsky-Moskovsky at the Oktyabrskaya Railway after the depot had been modernised. Its structure differs from that of the EP1U electric locomotive training device, but it is also characterised by an improved visualisation and an opportunity to train for different emergency situations arising en route, which is very important for enhancing the skills of engine drivers.
During his visit to the depot, Alexey Vorotilkin, Vice President at RZD, noted that the depot had been modernised to meet the standard which must be reached by all depots of Russian Railways. An essential part of professional education and enhancing the skills of engine drivers will be practice on training devices.
Nowadays, the training complexes for engine drivers on express and high-speed trains are the most advanced of all models. First of all, there is the device imitating the driver’s cabin in the “Sapsan” train installed in the training centre for locomotive crews in Moscow and the Centre for Training Personnel to Service High-Speed Trains at the High-Speed Traffic Directorate of RZD in St Petersburg. The specific of “Sapsan” trains is that their automatics are united into a single complex, which is managed by the on-board computer. A similar computer is built in the training device. The capsule of the training complex in St Petersburg is equipped with the system imitating rolling, lurches, shocks during high-speed movement of the train.
Training devices imitating the cabin of the “Lastochka” train refer to the same type of complicated capsule systems. Such devices are installed in the maintenance locomotive depot in Adler and the Centre for Training Personnel to Service High-Speed Trains in St Petersburg.
The training complexes of the latest generation have a visual display that can be changed according to the railway, for which the engine driver is trained. “Such devices are usually equipped with the basic kit of sections. For teachers to model a situation on some definite area, the railway sections, which engine drivers will see in practice, are loaded into the memory of the training device. This technology was first used at the “Sapsan” cabin training complex, and later expanded to the “Lastochka” cabin training device,” says Vasily Alexeev, Leading Programmer at the Centre for Training Personnel to Service High-Speed Trains in St Petersburg.
Network Effect
Due to the next-generation training devices, in 2013-2014 a number of railways – affiliates of RZD began to carry out pilot projects for accelerated tuition of engine drivers using new methods. The project carried out on the Far Eastern Railway was recognised as the most efficient one.
Currently , RZD is planning to implement a similar training system at other railways. The difficulty is that different locomotives are used on the Russian railway network. Therefore, it is reasonable to equip affiliates of RZD with devices training drivers for the locomotives, which prevail on this or that railway. Then, all training centres can be united in a single network for specialists of any railway could use the training device they need.
Specialists think that the creation of training devices will help to accomplish two objectives:
firstly, to save funds on training engine drivers. Secondly, this will contribute to achieving more difficult objectives. For example, if a training centre has several training devices, their systems of 3D modeling allow imitating network interaction between two or more engine drivers. In other words, it will be possible to train more complicated moves by trains –
for example, when two different trains are moving on one railway section or pulling trains through hub stations, where there are several tracks. This will make training more efficient and increase the security level on the routes of RZD. It is not a secret that a lot of emergencies on the network occur because of the insufficient readiness of engine drivers to react correctly to non-standard situations en route (pressed a wrong switch, or lingered on braking). Generally, the more efficient training systems are, the better is the quality of engine driver’s work. ®
By Alexander Solntsev
[~DETAIL_TEXT] => Imitating the Reality
According to Alexey Kurenkov, Engineer-in-Chief at the Project and Design Locomotive Facility Bureau at the Traction Directorate of RZD, there are different types of training devices for engine drivers on the Russian railway network.
The first type is software applications. They are targeted at teaching the principles of the structure of locomotives (preumatic and electric circuits, and braking systems) and processes, which take place online or in a step-by-step mode. In this case, devices and elements of schemes are controlled by means of a keyboard and a mouse. Different types of breakdowns, which can take place in practice, can be simulated on the display shown on the desktop.
The second type is training devices made on the basis of a real drivers cab. These devices are needed to develop and improve driving skills, particularly, to teach engine drivers cost-
efficient modes of train driving, actions in emergency situations (especially those endangering train traffic).
Training in simulators is as close to the real conditions of train driving as it is possible to get. They model the operation of all systems of a locomotive, a train, and wayside devices. The video system of the training device allows simulation of a real situation on the tracks. The results of the training journey are automatically analysed and are reported to the trainee in the simulator cabin and to the instructor. Also, other trainees can see what happens in the cab, if everything is relayed to viewing desktops in the classroom of the personnel training centre.
Together with the Russian Research & Design Institute for Informatics, Automatics, and Communication on Railway Transport (VNIIAS) and the Rolling Stock Research and Design Technological Institute (VNIKTI), the Project and Design Locomotive Facility Bureau at the Traction Directorate of RZD are developing next-generation training devices for RZD. External organisations are also participating in the project. In particular, TMH, NPO SAUT, Research and Production Centre Spektr, LES, and AVP-Technology, Transas group of companies, and Centre of Speech Technologies.
Complexes for Cargo Locomotives…
To prepare engine drivers for cargo trains, RZD has training complexes for the VL10U, VL80S, EP1, 2ES4K, 2ES5K models of electric locomotives and 2TE116 and 2TE10U diesel locomotives. They are equipped with the driver’s desk consisting of a set of blocks, simulating the operation of equipment installed onboard a locomotive and railcars, and automatic train operation systems and motion simulators, allowing realistic automated control over traction.
Lately, there appeared new modifications – for cargo and passenger trains. For example, a training complex to teach driving heavy and coupled trains. It was developed to simulate the VL80c electric locomotive and installed in the operations bureau of the Northern Railway. The complex consists of the working place of the engine driver of the first locomotive of the coupled train, which is in the mock-up of the cabin of the VL80c electric locomotive, the working place of the engine driver of the second locomotive of the coupled train, the working place of the engine driver – instructor, and a classroom
The video system of this training device is based on 3D graphics and allows simulation of different emergency situations, including those in the zone of a railway station. This device has an adapted communications system for automated control over communication between the locomotive crew. This system also allows control of talks between the station operator and the engine driver of the first locomotive of the coupled train, providing talks between engine drivers of the first and the second locomotives of the coupled train. And controlling the rules of communication between the engine driver and his assistant before the train departure.
One of the latest innovations is the “Cabin of 3ES5K Electric Locomotive” complex, imitating the driving cabin of the “Ermak” diesel locomotive, an innovation on RZD’s network. It appeared in February 2014 at one of the maintenance depots of the East-Siberian Railway. This is a cutting edge training device.
The cabin is full-size, and all devices, equipment and working places of the locomotive crew are placed the same as in the “Ermak”.
… And for Passenger Locomotives
An innovation for passenger trains is the training device imitating the EP1U electric locomotive installed at the Northern Railway. Its distinguishing feature is its enhanced visualisation: it is produced on the basis of a movie shot at a real railway section where the electric train was moving, making it as realistic as possible. The database is a kit of 3D objects changing each other. The developers did their best to design the space behind the glass of the cabin: the accuracy of the details of objects on the landscape is about one metre. Sound effects imitate the operation of the equipment of the locomotive.
The EP1U locomotive training devices are presented in the showroom of the Centre for Research and Technical Information and Libraries – an affiliate of RZD in Moscow, and in one of the maintenance locomotive depots of the Northern Railway.
An enhanced training device imitating the EP2K electric locomotive was installed at the locomotive depot St Petersburg-Passazhirsky-Moskovsky at the Oktyabrskaya Railway after the depot had been modernised. Its structure differs from that of the EP1U electric locomotive training device, but it is also characterised by an improved visualisation and an opportunity to train for different emergency situations arising en route, which is very important for enhancing the skills of engine drivers.
During his visit to the depot, Alexey Vorotilkin, Vice President at RZD, noted that the depot had been modernised to meet the standard which must be reached by all depots of Russian Railways. An essential part of professional education and enhancing the skills of engine drivers will be practice on training devices.
Nowadays, the training complexes for engine drivers on express and high-speed trains are the most advanced of all models. First of all, there is the device imitating the driver’s cabin in the “Sapsan” train installed in the training centre for locomotive crews in Moscow and the Centre for Training Personnel to Service High-Speed Trains at the High-Speed Traffic Directorate of RZD in St Petersburg. The specific of “Sapsan” trains is that their automatics are united into a single complex, which is managed by the on-board computer. A similar computer is built in the training device. The capsule of the training complex in St Petersburg is equipped with the system imitating rolling, lurches, shocks during high-speed movement of the train.
Training devices imitating the cabin of the “Lastochka” train refer to the same type of complicated capsule systems. Such devices are installed in the maintenance locomotive depot in Adler and the Centre for Training Personnel to Service High-Speed Trains in St Petersburg.
The training complexes of the latest generation have a visual display that can be changed according to the railway, for which the engine driver is trained. “Such devices are usually equipped with the basic kit of sections. For teachers to model a situation on some definite area, the railway sections, which engine drivers will see in practice, are loaded into the memory of the training device. This technology was first used at the “Sapsan” cabin training complex, and later expanded to the “Lastochka” cabin training device,” says Vasily Alexeev, Leading Programmer at the Centre for Training Personnel to Service High-Speed Trains in St Petersburg.
Network Effect
Due to the next-generation training devices, in 2013-2014 a number of railways – affiliates of RZD began to carry out pilot projects for accelerated tuition of engine drivers using new methods. The project carried out on the Far Eastern Railway was recognised as the most efficient one.
Currently , RZD is planning to implement a similar training system at other railways. The difficulty is that different locomotives are used on the Russian railway network. Therefore, it is reasonable to equip affiliates of RZD with devices training drivers for the locomotives, which prevail on this or that railway. Then, all training centres can be united in a single network for specialists of any railway could use the training device they need.
Specialists think that the creation of training devices will help to accomplish two objectives:
firstly, to save funds on training engine drivers. Secondly, this will contribute to achieving more difficult objectives. For example, if a training centre has several training devices, their systems of 3D modeling allow imitating network interaction between two or more engine drivers. In other words, it will be possible to train more complicated moves by trains –
for example, when two different trains are moving on one railway section or pulling trains through hub stations, where there are several tracks. This will make training more efficient and increase the security level on the routes of RZD. It is not a secret that a lot of emergencies on the network occur because of the insufficient readiness of engine drivers to react correctly to non-standard situations en route (pressed a wrong switch, or lingered on braking). Generally, the more efficient training systems are, the better is the quality of engine driver’s work. ®
By Alexander Solntsev
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