#Innotrans

[transgender-europ-express]

InnoTrans? Uh, yeah, trans people are innocent..

That's not what it means? They're innovative? Yeah sure they are!

What do you mean it's just about trains? Trans people love trains!

[railsistem]

The New Stäubli Modular Connector Lightweight – Evotrak lite

The New Stäubli Modular Connector Lightweight – Evotrak lite

Stäubli Showcased the New Modular Connector Lightweight at InnoTrans – Evotrak lite Stäubli Electrical Connector launches the EvoTrak lite for versatile, adaptable electrical connections between the main functions of the rail vehicle electrical traction chain. During this year’s InnoTrans, the new modular lightweight EvoTrak lite was showcased to the public for the first time. The response was…

[berlinverkehr]

Neue #straßenbahn für #berlin bei der #bvg #5003 auf der #innotrans #urbanliner

Neue #straßenbahn für #berlin bei der #bvg #5003 auf der #innotrans #urbanliner Neue #straßenbahn für #berlin bei der #bvg #5003 auf der #innotrans #urbanliner

[exhibitionsstandbuilder]

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[messemasters]

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[radonexhibitions0]

Looking for the latest trends and innovations in the transportation industry? Join us at INNOTRANS 2024, the leading international trade fair for transport technology. Discover the latest advancements in railway technology, rolling stock, and infrastructure. Connect with experts and key players in the industry, and explore new business opportunities. Don't miss out on this must-attend event in Berlin, Germany in September 2024!

[fluidcontrols]

Industrial Instrument Manufacturers India | Instrumentation | Fluid Controls Private Limited

With a composite expertise of manufacturing connectors, our understanding of tube and end connector performance and our decades of experience of swaging and accurate tube bending, Fluid Controls offers customers a complete end-to-end engineered supply and installation solution and has installed millions of connectors & valves successfully on Rail & Metro Rolling Stock. Today, Fluid Controls is approved by Indian Government Locomotive and Coach production units, Bombardier Transportation, Alstom Transport (Metro & E-Loco), WABTEC (GE / Faiveley), Knorr-Bremse, Escorts, Delta and over 60 Rail & Metro system integrators.

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[seepweed]

tomorrow is fair day yippeeeeee 🚄💺🚉

[allthebrazilianpolitics]

Brazil poised for private rail investment boost

IRJ at InnoTrans 2024: “We want to double rail’s share of national freight transport from 20% today to reach 35-40% by 2035,” Mr Leonardo Cezar Ribeiro, Brazil’s national secretary of rail transport, told IRJ in Berlin at the official opening of the Brazil on Rails stand.

Ribeiro believes Brazil is now ready for a major increase in rail investment. “We have a national logistics plan covering road, rail and ports. During the last 10 years, the national congress has approved new legal frameworks to unlock private investment. The rail freight concessionaires can now issue bonds with tax breaks, which will be a game changer. We also have projects with a high rate of return on investment with the potential to increase the rate of return.”

The national economy is growing with the Finance Ministry forecasting growth of 3.2% this year. Brazil’s consumer price inflation averaged 6.2% in the 10 years to 2022, well below the South American average of 8.4% and peaked at 9.3% in 2022 before falling back to 4.6% in 2023.

Continue reading.

[tatort-strassenbahn]

hi! wollte mal fragen, weil wir uns neulich darüber unterhalten haben, ob du auf der tram em warst bzw wie es war! leider hat sich mein erste-hilfe-kurs DIREKT auf den tag gesetzt, deswegen konnte ich mir das nicht anschauen ): hoffe du hattest aber spaß egal was du gemacht hast... nächste woche bin ich auf der innotrans in berlin 🐻 - diesmal ist das auch gesetzt, da gibt es keinen eh-kurs, der mir da einen strich durch die rechnung machen kann DX - bei interesse würde ich fotos teilen, falls es was cooles gibt... (höchstwahrscheinlich gibt es was cooles. also fokus der messe ist schienenverkehr, deswegen dachte ich, das findest du ganz interessant...) liebe grüße vom tigoteus :D !!

Hi, ja, ich war da und ich fand es auch ganz cool. Richtig viel konnte man an der Strecke selbst nicht sehe (man hat je nach Standort vielleicht zwei der Disziplinen einigermaßen gut sehen können), aber man konnte immer mal einen Blick auf eine der Leinwände erhaschen für mehr Details. War trotzdem cool es live gesehen zu haben.

Ich hatte zwei Tage zuvor einen Kumpel zufällig getroffen, den ich davor vielleicht ein Jahr lang nicht gesehen hatte. Hab ihn was zu Straßenbahnen gefragt, ohne vorher zu wissen, dass er Züge und Straßenbahnen sehr mag. Hab ihn dann natürlich gefragt, ob er mitkommt zur Tram em und wir waren dann zusammen da.

Bilder bitte immer gerne, wenn du welche machst. :D Ich habe leider nicht so viele gemacht und keine guten irgendwie. Aber ich teile jetzt mal trotzdem.

Mein Lieblingsbild ist das von dem Hund, der unter der Barrikade durch ist um auch zu schauen. Er saß da wirklich sehr brav und interessiert.

[trainsinanime]

GE PowerHaul

After I offered, @valtionrautatiet-official asked me to post some pictures of the locomotive that is nowadays known as the Dr20, used by the private freight operator North Rail in Finland. Here it is in 2012, long before anyone ever even considered sending it to Finland, in Berlin. The reason that it's in Berlin specifically is that it's at Innotrans, the biggest trade fair and exhibition for railroads that exists. At this point it had the paint job of HHPI (Heavy Haul Power International, despite the important sounding name really just one of many European freight rail companies with headquarters in Germany), with their trademark blue and red and their company policy of putting Newton's second law on it. "Project Power" also sounds cool, doesn't it? Well, it turns out they never entered service for HHPI. Way too much history under the cut.

The story behind these eight locomotives is weird and opaque, and there is a lot of stuff we may never know, but on a very fundamental level it seems to be one of the victims of what I call the six-axle diesel curse. This basic of that theory of mine is that it's impossible to sell big, heavy, powerful diesel locomotives, the kind that are so powerful that they need six axles for all the weight from their big engine and diesel tank, in (West) Germany and to a certain extent central and Western Europe, at least nowadays, unless you do it by accident.

The German locomotive industry has wanted to build big six-axle diesel locomotives since the end of steam traction. There was a prototype six-axle version of the V 200, named V 300, in the 1950s, but DB didn't want it (a related but less powerful version was sold to Yugoslavia to haul Tito's private train). For the Americans here, the Krauss-Maffei locomotives of the Southern Pacific and Rio Grande were related to that.

A few years later, in 1962, we get the V 320, a six-axle version of the V 160 locomotive family. The four-axle version was very popular and is still in service, but they only built the prototype of the six-axle version. Interestingly, that one prototype is still around as well, hauling construction trains. Deutsche Bahn was never interested, they preferred the flexibility of having more smaller units. And anyway, they were busy electrifying the busy main lines that would have made the most use of those heavy machines.

In the 1970s Henschel and BBC (the electric equipment one, not the British TV one) built three copies of the DE 2500 both with four and six axles, but those were really more experimental machines.

In the late 1980s and early 1990s, MaK tried to sell their DE 1024, and I actually have a picture of that ne.

They built three prototypes, and Deutsche Bahn seemed to genuinely toy with the idea… but in the end it was decided to electrify the lines in the (mostly flat) north that hadn't been electrified yet anyway.

And at the same time, the wall fell, and suddenly Germany had access to all the locomotives of the east, now mostly surplus since mostly the industry they served did not survive the transition to western markets. East Germany had bought powerful six-axle diesel locomotives in enormous numbers from the Soviet Union, specifically modern-day Ukraine, and those were available, good enough and already paid for. In particular the class 232 and related, known as "Ludmilla" among rail fans, have proven very useful.

MaK was able to sell an altered version of that locomotive to Norway, but that turned out to be be a huge disaster as they developed a habit of catching on fire. Eventually Siemens (who briefly owned MaK) had to take them back, and since then they've changed hands an astonishing number of times - apparently right now Hector Rail and RDC Autozug have a lot of them. Here's one in Hamburg Altona when it was used on regional trains there.

The three prototypes went to locally owned operator HGK, where two of them also burned down. DB probably dodged a bullet there. Interestingly enough, the only one that didn't burn down was number 13, but that was finally scrapped a few years ago.

In the mid-1990s, ADtranz (later Bombardier) and GE got together to build the Blue Tiger locomotive, a very distinctive-looking and noisy machine. They sold 11 to various private operators in Germany, 30 to Pakistan and 20 to Malaysia. Not terrible, but not a huge success either.

But in the 2000s, things were changing. Liberalisation meant that more and more companies were running services all throughout Europe. The busy main lines were electrified, but many of the border crossings weren't yet, so there was a new need for big six-axle diesel locomotives.

The big beneficiary of this was EMD from North America, who were already supplying such locomotives to Great Britain. The rail companies there needed these machines to replace unreliable British-built power, and to replace environmentally friendly electric locomotives, because most of the British network is not electrified and the few sections that are have way too much traffic on them.

The Class 66 is an ugly mess, designed by figuratively building a metal shed in the inside of a tiny British rail tunnel. It's so noisy that drivers in Norway get hazard pay for being in them. But it works and it was mass produced, and a lot of them made their way to the continent in short order.

Other companies wanted in on that business. Voith decided to enter locomotive building after previously supplying traction equipment. They had high hopes for their Maxima series of locomotives, which they started building in 2008, and they had their own leasing company. They did a lot of marketing and the machine won prestigious design awards.

At one point they had a hundred pre-orders. In the end their own leasing company folded, and they only built twenty, which they didn't even manage to sell that quickly. Nowadays they've stopped producing locomotives again.

General Electric, the other North American locomotive company, wanted in on that action as well. Sure, it hadn't worked with the Blue Tiger, but years had passed and things were different now. For their new product, the PowerHaul, they decided to follow what EMD had done. They started with the class 77 for the British market, first shown at Innotrans in 2010.

Then they wanted to work their way out to wider Europe, with a special continental version that was designed with a bigger shell to match the larger tunnels on the continent. That way they weren't quite as cramped. EMD had considered a similar idea, a European-sized class 66, but decided against that.

GE also did not intend to make them themselves. Instead after the initial batch of British 77s, they transferred production to their Turkish partner Tülomsaş, who supplied some more British ones and the ones for central Europe. 29008 is one of them.

In the end all of these plans fell through. A lot of the international border crossings did get electrified much quicker than the diesel sellers had hoped. The one near where I live, the Montzenroute, started electric running in December of 2008, and it was actually the makers of electric locomotives who made bank off of the new international railway world. Here is a Bombardier TRAXX electric locomotive during the first week that freight trains from Germany to Belgium were running with electric power, just a few hundred meters from the border.

But the business changing is one thing, the story of the PowerHauls seems to be even more complicated. After all, GE did have a launch customer for their PowerHaul, in the form of HHPI. The locomotives were built, painted in HHPI colors, and tested. And then… well, nothing. They never entered service, instead sitting for years in Cottbus, Germany. I have no idea whether they ever got approved for service in Germany. Finnish Wikipedia says "HHPI had no use for them", but that sounds like a euphemism. Clearly HHPI had some use for powerful locomotives, they've recently taken delivery of some Stadler EuroDuals.

The EuroDual and the closely related Euro9000, pictured below, seem to be the solution to the six axle diesel curse though the conceptually simple but technologically difficult trick of simultaneously being a very powerful electric locomotive as well. They have already delivered more of them than Voith Maxima, GE Blue Tiger and GE PowerHaul combined. Sorry for the pictures, they don't park the locomotives well for good photos at Innotrans.

Also, GE was not able to find any customer in Germany, nor in Sweden, where some units of that type were tested at some point. Locomotives of that type were built for Turkey, though, and I haven't heard anything negative about them there. Those were also at Innotrans, in 2014.

And then, years after everyone had forgotten about these machines, they suddenly turned up in Finland, in the hands of North Rail (formerly Operail), one of the few private companies there. That required at least new couplings, new axles (Finland has a different rail gauge, the measurement of how far the rails are apart), probably adjustments to the breaks, new train control systems and so on.

It's possible that North Rail was thoroughly convinced by the advantages of GE's concept or something, but I think it's far more likely that they just got a really good deal because GE was happy someone took them off their hands.

The reason they're in Finland is almost certainly that Operail needed some cheap machines that weren't doing anything, and these units were just that. But why were they not doing anything? Why were these machines doomed to sit in Cottbus for years, essentially still in new condition, painted for an operator that didn't want them? I'm sure you'll find plenty of theories if you look on online forums, and it's even possible that one of them is the truth, but unless some rail journalist decides to really dig into that, we'll probably never know for certain.

If you allow me to speculate: It certainly doesn't sound like a success story, and there have been all sorts of other stories where trains didn't get approval to run in the country they were ordered for, or had severe technical defects. Ask an Austrian rail fan about the Talent 3, a danish about the IC 4 or a dutch or Belgian about the Fyra to get some really fun rants. I don't know if these locomotives belong in that hall of shame, but it would certainly be an explanation.

My guess is that there won't be any more of these machines ever. GE Transportation doesn't even exist anymore, the whole part of the business got sold to Wabtec a few years ago. But if these machines are doing well in Finland now, good for them! Finally someone found something to do with these weird-looking units.

[railsistem]

Mechan Set for Record Year as Sales Reach New High

Mechan Set for Record Year as Sales Reach New High

Rail depot equipment specialist, Mechan, is enjoying a bumper year with turnover and order intake projected to finish at an all-time high in December. Unprecedented interest in the Sheffield-based manufacturer’s flagship lifting jacks is being credited with the boost in sales. More than 100 have already been built this year. The firm has a healthy order book for the next 12 months, with three…

[berlinverkehr]

Bahnindustrie: Neuer Regionalzug für Brandenburg RE1 soll bald mehr Platz und besseren Empfang bieten, aus rbb24.de

Bahnindustrie: Neuer Regionalzug für Brandenburg RE1 soll bald mehr Platz und besseren Empfang bieten, aus rbb24.de

https://www.rbb24.de/wirtschaft/beitrag/2022/09/re1-desiro-siemens-odeg-neuer-regionalzug.html Zwischen #Magdeburg und #Cottbus geht zum #Winterfahrplan ein neuer #Regionalzug an den Start – mit mehr Komfort und mehr Sitzplätzen. Hersteller #Siemens und Betreiber #ODEG haben den Zug auf der Messe #Innotrans in Berlin vorgestellt.  “#Desiro HC” heißt der neue Zug für die Region. Gebaut wurde er…

[exhibitionsstandbuilder]

INNOTRANS is an exhibition focused on transport technologies that are all set to take place! So, if you belong to the same industry, showcase your brand here with the best exhibition stand design company, i.e https://bit.ly/4bQjSOm

[fluidcontrols]

Fluid Controls is system certified with ISO 9001:2015

Fluid Controls partners with customers to be a single source supplier for connection solutions for rail and metro brake piping applications. We have teams of highly-trained resident engineers and fitters for onsite installation services which include managing product inventory, tube formation, swaging/crimping and fitment etc. Know more about our onsite installation services, meet us at InnoTrans 2022, Hall 10.2, Stand 330.

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