The Professional Two-Monthly Magazine Of Rail Transport ... · PDF fileThe Professional Two-Monthly Magazine Of Rail Transport Worldwide ... year the contract was awarded to a con-

The Professional Two-Monthly Magazine Of Rail Transport Worldwide

Volume 13 No. 2/13€ 10.00

âD Railjet NewsOUIGO Initial ResultsChina To Europe FreightsWheelset Torsion Oscillations Arlanda Express EMU Modernisation

lay R 213 obalka tisk_Lay R 408 1.5.13 18:37 Page 1

30

Planning for a rail link to Arlandaairport began in the early 1980s, andin 1993 the Swedish Governmentinvited tenders for a public-privatepartnership to build the 19 km doubletrack branch from the Stockholm toUppsala, Gävle and Sundsvall line, theOstkustbana. In August the followingyear the contract was awarded to a con-sortium formed of the Nordic Construc-tion Company, Siab, Vattenfall, GECAlsthom and Mowlem. Constructionbegan in 1995 and A-Train was createdas the operating company, its conces-sion running until 2040. Inaugurationof the line, which forms a loop leavingthe Ostkustbana at Myrbacken andrejoining it at Skavstaby, took place on25 November 1999. Three stations areprovided, one at Sky City, on the loop,and two on the short branch servingTerminal 5, and Terminals 2, 3 and 4.All the airport stations are subterranean,the main tunnel (excluding the branch)being 5,101 m long. Electrification is thestandard Swedish 15 kV AC 16.7 Hz.

A-Train holds the monopoly for car-rying passengers between StockholmCentral and the airport, whilst otheroperators can only serve Sky City, andare not allowed to carry passengersbetween there and the capital. A-Trainservices are quarter-hourly, with fivedepartures per hour at peaks, journeytime being around 20 minutes. Thestandard single fare is 260 SEK (29.7 EUR), though with various dis-counts (for instance, the return fare forpensioners and youngsters up to 25years of age is 120 SEK, and there isa weekend two-for-the-price-of-oneoffer).

Since 2004 A-Train has been owedby the Australia-based MacquarieGroup, which paid 70 million SEK forthe company and also assumed respon-sibility for a debt of 330 million SEK(35 million EUR). The same year theSwedish National Audit Office criticisedthe way the Arlandabana project had

Modernising Of The Arlanda Express Modernising Of The Arlanda Express In 2010/11 the seven Class X3 EMUs used on the service linking Stockholm withArlanda airport were subjected to a major refurbishment, which also resulted ina 20 % increase in seating capacity. The operator is endeavouring to win more passengers and thus to ease local road congestion and resultant contamination.

been developed, and in particular thefact that A-Train was able to set faresas high as it wished, resulting in patro-nage levels which were too low to makethe service economically self-supporting(the initial target specified in the late1990s was 5.1 million passengers perannum by 2005). The Swedish Parlia-ment reached similar conclusions in a motion passed on 7 October 2008,also noting that A-Train was free tocharge as much as it wished to othertrain operators wanting to divert theirservices via the airport line.

In that year Arlanda Express car-ried 25 % of all passengers travellingbetween Stockholm and the airport, and9 % of all airport employees (the latter,around 16,000 of them, enjoy free carparking at Arlanda). Although the stateheld an option to purchase operatingrights from A-Train in 2010, and thusreduce fares and line access charges,it was reckoned that this would be a waste of public money, since in anycase in 2040 the line would revert tostate ownership, without any chargesinvolved. Moreover, early in 2010Stockholm residents using the servicevoted Arlanda Express the best com-pany in the travel industry.

The Trains

A batch of seven four-car 200 km/hClass X3 EMUs was ordered from GECAlsthom’s Birmingham works in 1998/9.These 93.4 m long, 3.06 m wide, airconditioned trains, which have a Bo’Bo’ +2’2’ + 2’2’ + Bo’Bo’ axle arrangement,are rated at 2,240 kW (each three-phase asynchronous traction motor israted at 280 kW) and Onix control andIGBT converters. They were originallyfitted with single-class 2 + 2 seating,in rows, for 190 passengers. Luggagestacks were provided, together withwheelchair spaces and a wheelchair-accessible WC cubicle. The interiorcolour scheme was predominantly

russet red and grey, with yellow grab-rails. Tare weight was initially 193 t.

The first Arlanda Express trainarrived in Sweden in June 1998, morethan one year before the start of regularservice. There was thus plenty of timefor an exhaustive series of test runs. A very extensive programme was com-pleted before the trains could enterservice. No fewer than three govern-ment agencies were present to moni-tor the test runs: the Swedish NationalElectrical Safety Board, the SwedishNational Rail Authority and the SwedishRailway Inspectorate. After an exhaus-tive year-long trial, the first ArlandaExpress EMUs entered service inNovember 1999.

In 2006 the X3s were subjected to an interior refurbishment pro-gramme, this including new fabrics on

the old seats, a new colour schemeon some of the bulkhead walls andnew carpet on some parts of the floor.Three colour schemes, green, orangeand blue, were used, the design beingrealised by those who designed thefashion label of the former Swedishtennis player Björn Borg, and with thesame name and motif (a tennis ball onthe antimacassars).

Framtidståg

In 2008 A-Train launched itsFramtidståg (Future Train) project, bud-geted at 100 million SEK (10.6 millionEUR). This was prompted by the needto encourage more airline passengersto switch to rail travel between Arlandaand the capital. Such is the volume ofroad traffic to and from the airport that

An Arlanda Express X3 EMU, wearing the new livery, running at full speedbetween Stockholm and the airport.

Photo: Patric Johansson

The lounge car is fitted with row of fixed seats facing the windows,under which there are shelves for passengers’ refreshments. The ServicePoint is on the right, in the background.

Photo: Björn Fredriksson

lay R 213 tisk 1 p23-46_Lay R 408 3.5.13 13:27 Page 30

31

the CO2 limits established for the areaaround the latter have now beenreached, and should they be exceededthe Swedish Government can order thenumber of aircraft arrivals and depar-tures to be reduced. In 2008 ArlandaExpress was used by around 3.2 mil-lion passengers (up by 25 % on the2005 figure), while the airport handledsome 18.1 million passengers (7 %more than in 2005). The train wouldappear to be gaining ground, and inresponse to this the operator decidedto increase seating capacity by 20 %,while not compromising on comfortstandards, since the objective is to winas many passengers as possible.

In early 2010 the first of the X3swas sent to the Euromaint Rail worksin Malmö for its second refurbish-ment, and was outshopped in lateJune 2010. The seventh X3 returnedto service in 2011. Idesign was givenoverall responsibility for the refurbdesign, exterior and interior. The inte-rior included all visible parts such asseats, window frames, lighting, handrails,the WC fittings, sun protection and theintegrated displays in the glass walls.A-Train worked closely with the suppliersof all these components, consideringalso the choice of materials, colourschemes, and designs.

A full-size mock-up of a train inte-rior was finally developed in A-Train’sworkshop, using design concepts pre-pared in two and three dimensions.Such a mock-up was considered essen-tial, to test out the design among poten-tial passengers and to assess theopinions of handicapped passengers,including those with only partial sight.The seat units were produced bySafeman of Olofström, the lighting wasmainly produced by Flux, and thewhole of the refurb was undertaken byEuromaint. Idesign subsequently re-ceived the Red Dot Design Award forthe interior design of the trains and inMay 2011 in the Global AirRail Awardthe Framtidståg have been named asProject of the Year.

Idesign describes the refurb as„New Nordic“, featuring wood trim onthe window surrounds and along theoverhead luggage racks. The seat unitsfeature woollen upholstery in pastelshades of brown, grey and blue, while

the vacuum-formed plastic seat backs,slightly shell-shaped to offer passen-gers greater privacy, are thinner thanthose originally fitted on the trains.

Space is provided for small itemsof luggage to be stowed under theseats, and the armrests, which can be raised and lowered, are made ofbrushed steel. There is a cup holderbetween each seat, together with a socket for powering personal elec-tronic equipment. More seating spacehas been gained through the elimina-tion of the original luggage stacks, si-tuated adjacent to each entrancevestibule, replaced by conventionaloverhead longitudinal racks with trans-parent bases, the latter enabling pas-sengers to keep an eye on their perso-nal belongings. Spaces designated forwheelchair harness points or pramsare fitted with tip-up seats. The originalheating ducts, situated where the side-walls meet the floor, have been replacedby new ones, of a shape which enablesthem to be used more comfortably asfootrests by those passengers occu-pying window seats. Seating capacityhas been increased to 237.

Interior lighting was originally bymeans of fluorescent tubes. These havebeen replaced by a spot lighting sys-

Two views of the interior of the Framtidståg: note the thin seat shells, thewood trim on the luggage racks and window frames, and the spot lighting.

Photos: Patric Johansson

tem, which offers a more subdued illu-mination and which is controlled byGPS. When the train is on the movethe lighting level is reduced, coming tofull strength at station stops. The degreeof illumination can also be adjustedmanually by train staff. New carpets havebeen laid, floor and ceiling acousticinsulation has been enhanced. The win-dows are now fitted with sun blinds,and these can be individually adjustedby passengers.

The video screens, used for bothinformation and advertising purposes,are now mounted on the glazed interiorbulkheads. The ceilings of the entrancevestibules are decorated with a leafmotif pattern.

One of the intermediate cars nowhas a lounge area. There are shelveson each sidewall, large enough toaccommodate not only a cup or glass,but also a laptop. Bar-style stools areprovided adjacent to the shelves. Freewireless Internet is offered and this caralso includes a Service Point deskwhich, once tickets have been checked,is staffed by the train crew. Here informa-tion concerning the airport complex,airline services and hotels can beobtained. The X3s originally had oneWC cubicle, in one of the intermediate

Arlanda Express X3 EMUs at Stockholm Central, at that time wearing their older livery.

Photo: Arlanda Express

cars. This was wheelchair-accessible,but has been replaced by a new one,somewhat larger.

The exterior livery has beenrevised, with the yellow on the cab endsbeing extended diagonally further backto roof level, and white replacing grey,the styling giving an impression ofspeed. „Arlanda Express“ is emblazonedon the sides of the cars in gold and sil-ver letters. On the entrance doors isthe Good Environmental Choice sym-bol. The pantograph has been paintedgreen, again to emphasise the envi-ronmentally friendly aspects of electrictraction.

Updating The TractionEquipment

As part of its efforts to maintain itshigh punctuality levels (as high as 99 %),in July 2012 A-Train selected ABB todesign a refurbishment project for thetrains’ traction transformers, to improveequipment performance, reduce lifecycle costs, and limit the risk of powerbreakdown and outage.

Each Arlanda Express EMU isequipped with one traction trans-former. ABB has custom-designed a new traction transformer that fits per-

lay R 213 tisk 1 p23-46_Lay R 408 3.5.13 13:27 Page 31

fectly with the original 15 year-old trac-tion converters and motors, and retainsthe existing interfaces with all the tractioncomponents and bodyshell. The trans-former is designed to operate underlow temperature conditions (down to -35 0C), and has a maximum outputpower of 2,790 kVA. The transformerincludes one primary winding, fourtraction windings and four auxiliarywindings. The new traction transformerweighs the same and has the samedimensions as the original one whilstproviding a huge 20 % boost in reservepower to accommodate any futureimprovements to the train that mightrequire additional energy.

ABB has tailored a full servicecontract extending for six years to meetA-Train’s precise needs and ensure thatthe new traction transformers performas specified and at the lowest possiblelife cycle cost. The contract includeson-site supervision of transformer instal-lation, on-site staff training, and ad-

vanced diagnostics - all backed up bya long ABB warranty.

ABB will complete the delivery ofthe first three traction transformers forArlanda Express in 2013. The trans-formers will be built at ABB Sécheronof Geneve, the installation being realisedat Arlandastad depot located a coupleof kilometers from Arlanda’s interna-tional airport. A-Train has an option toorder five more transformers for deliveryin 2013 and 2014, with the eighthintended as a spare unit.

2012 Results And 2013 Outlook

In 2012 3.3 million passengerschose to travel with Arlanda Express.A further 1.3 million travelled to andfrom airport with other rail operatorsthat use the Arlanda Link. This total of4.6 million rail passengers is the highestso far. Arlanda Express reported pre-taxprofits of 142 million SEK for 2012,

An ABB underfloor traction transformer similar to the one that ABB hasdesigned for Arlanda Express. The transformer is fitted in a cubiclemeasuring 3,700 mm in length, 2,260 mm in width and 810 mm inheight (overall dimensions). It weighs 6,800 kg.

On 9 December 2013 SL started a new all-stations suburban service linkingÄlvsjö and Uppsala, and thus calling at both Stockholm Central and ArlandaCentral. Journey time from Stockholm Central to Arlanda Central is 37 minutes,compared with the 20 minutes offered by Arlanda Express. However the singlefare is just 120 SEK, compared with that of 260 SEK charged by Arlanda Express.The SL service is operated using Coradia Nordic X60 EMUs, which have widerbodyshells than do the Arlanda Express EMUs, and a different entrance doorthreshold height. Because of this the Coradia Nordics use Arlanda Central stationin SkyCity, situated between Terminals 4 and 5. This is also used by other localand long distance services, whereas the Arlanda Express trains serve ArlandaSouth (for Terminals 2 and 3) and Arlanda North (for Terminal 5). Here we seeX6055 on one of SL’s first all-stations cross-capital services to Älvsjöwaiting to depart from Uppsala on 9 December 2012.

Picture: ABB

Photo: Melker Larsson

compared with 130 million SEK in 2011.Revenues rose to 642 million SEK(626 million SEK in 2011).

In 2012 the platform access andthe platforms at Arlanda were upgradedwith artistic installations, consisting ofvarious contemplative designs withsounds and images providing a wel-come oasis of tranquility for busy trav-ellers. A new development is thatsince 9 December 2012 SL, Stock-holm’s public transport authority, stops

its Alvsjö to Uppsala suburban trains at Arlanda Central to set down pas-sengers. This should result in an in-crease in the use of rail to access theairport. However, also from 9 December2012 UL’s Upptåget service betweenUpplands Väsby, Arlanda and Uppsalahas ceased to call at the airport.

Mike Bentusing Arlanda Express

and ABB sources

United Colours Of JunipersAs reported in R 2/12, p. 11, the Class 458/0 Juniper EMUs and the Class 460 Gatwick Express EMUs, owned by Porterbrook Leasing, are to be merged into

a single fleet of trains for use by South West Trains. The 30 four-car 458s and eight eight-car 460s (in all, 184 cars) are to be recombined to create 36 five-cartrains (in all 180 cars). The conversion work is being carried out by Wabtec's Doncaster works (intermediate cars) and Brush works, Loughborough (end cars).

The 42 million GBP project, which was announced in December 2011, will use 60 cars from of the former eight-car Class 460 Gatwick Express EMUs, thesebeing added to the four car Class 458/0s to create five new Class 458/5 EMUs and also to lengthen the original Class 458/0 sets to five cars. All the lengthenedtrains are to become Class 458/5. The four surplus Class 460 DMLFOs (Driving Motor Luggage First Opens) are being stripped for spares before being scrapped,although one or two might be kept as reserves in case of accidentdamage.

The modification work to the Class 460 intermediate cars includesover 5,000 wiring modifications, the re-gearing of the driveline from a top speed of 160 km/h to one of 120 km/h and the installation of Automatic Selective Door Opening. At Loughborough the Class 460driving cars will lose their characteristic „Darth Vader“ front ends, to bereplaced by ones which are compatible with the Class 458s. The fourDMLFO cars will have their passenger accommodation extended intothe former luggage space. The problems with the Class 458/0 drivingend corridor connections will also be rectified during the transfor-mation, thereby allowing full access through trains when running inmultiple.

The trains will also be made compatible with the Class 450 DesiroEMU fleets (although it is not intended to use them in multiple with thelatter on a regular basis), and will be deployed on services betweenLondon Waterloo and Reading, operating in multiple as ten-car forma-tions. Here we see TSO (Trailer Second Open) 74443 (from 460003), still in Gatwick Express livery, being stripped out and TSO74444 (from 460 004) being lifted ready for the next phase ofwork on 16 April 2013. TSO 74445 (from 460 005, not visible) wasthe vehicle closest to completion and will be used as a test „bench“before being fully fitted out.

Antony Christie

32

lay R 213 tisk 1 p23-46_Lay R 408 3.5.13 13:27 Page 32