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DYNAFREIGHT Report Summary

Project ID: 730811
Funded under: H2020-EU.

Periodic Reporting for period 1 - DYNAFREIGHT (Innovative technical solutions for improved train DYNAmics and operation of longer FREIGHt Trains)

Reporting period: 2016-11-01 to 2017-10-31

Summary of the context and overall objectives of the project

The final vision of DYNAFREIGHT project is to contribute to the objectives of the EU White Paper on Transport 2011, which states that by 2030 a shift of 30% of road freight over 300km to rail, or a doubling of the freight transport by rail compared to 2005, should be achieved. Future models of locomotives will strongly contribute to the achievement of this challenge, supporting the realisation of the goal by providing more attractive rail freight services to the final customer, with competitive rail solutions, maximizing flexibility and efficiency while reducing the operating and maintenance costs.
DYNAFREIGHT will contribute to this vision and overall concept of the EU rail freight transport by focusing on the next generation freight bogie locomotives and on preparing the path for regular operations of long freight trains (up to 1,500m), providing the first steps for the development of TD5.5 New Freight Propulsion Concepts within Shift2Rail IP5. The innovations to be achieved in the two technical work packages proposed in DYNAFREIGHT are linked in the sense that the outcomes will be combined within Shift2Rail IP5 to bring a benefit at rail freight system level.
As explained above, the project will contribute to the next railway freight propulsion concepts addressing two main areas: freight running gear for locomotives and operation of long freight trains, with the following high-level objectives:
• Improved performances: traction, speed, running dynamics and wheel/rail efforts;
• Reduced rail freight noise at the source;
• Enhance capacity/traffic throughput with the operation of longer trains (up to 1,500m);
• Reduced of operation and maintenance costs (reduce wheel and rail wear, smarter maintenance, etc.).

Work performed from the beginning of the project to the end of the period covered by the report and main results achieved so far

WP2 has delivered its first concrete result, D2.1 Light materials assessment for rail freight bogie application. The work in Task 2.1 focused on the use of different steels but same basic design and construction method, different construction methods (manufactured sections, cast elements, different joining techniques, weld treatment, etc.) and more radical redesign including hydroforming, composite materials. Task 2.2 was dedicated mainly to three activities: Overview on measurements and results for noise source identification after the field test in Faurei (Romania), method and results on wheel-set optimization and interaction with Task 2.5 to assess the noise mitigation potential of lateral skirts. Task 2.3 delivered an analysis of the State-of-the-Art for passive/active steering bogies and identification of concepts to be investigated in the project and the definition of a baseline model for the Co-Co locomotive without steering systems, preliminary benefits of using steering bogie solutions compared to a ‘traditional’ bogie architecture have been done. In Task 2.4, partners produced a LCC analysis of a Co-Co bogie where key components to be monitored were identified and the corresponding D2.4 is due by the end of November 2017. Task 2.5 plans to integrate the proposed solutions of other WP2 tasks in a bogie model. The first work has been the design and manufacturing of a bogie skirt solution to test the noise reduction for Task 2.2. in EuroDual locomotive (although not planned in the GA).

WP3 is divided into three tasks and is closely linked to the FFL4E project. Each Task is related to a common Work Package in FFL4E. Task 3.1 delivered the fist version of Functional Requirements and a functional breakdown structure was made by the partners. A common safety documentation and strategy was produced as well as the Systems requirements specification for the overall system functionality. Task 3.2 delivered a consolidation of methodology for long-train dynamics and corresponding simulation tools were further developed and essentially validated. The methodology and tools have been applied to the FFL4E demonstrator case. Task 3.3 carried out a general analysis of infrastructure adaptations for long-train operation, with application to a Spanish rail freight corridor. Issues that have been highlighted are for instance (DC) power supply, sidings, level crossings and increased bridge loadings.

WP4. A dissemination plan was created in the beginning of the project. The aim of this plan was to provide a dissemination strategy for the DYNAFREIGHT project and to describe the materials and strategies that will be used to facilitate the wide-spread of information and knowledge of the results created by the project. From M1 to M12 different communication and dissemination activities were carried out. Those include: the creation of a project identity; the creation of a website; the preparation of a newsletter; the creation of a project brochure; the organization of a KO meeting; the dissemination of DYNAFREIGHT to conferences and drafting of scientific papers. The Data Management Plan was build to provide an analysis of the main elements of the data management policy that will be used by the DYNAFREIGHT partners and target audience with regard to all the datasets that will be generated by the project. DYNAFREIGHT has signed a Collaboration Agreement with the FFL4E project in August 2017. Moreover, several meetings between the two projects (for DYNAFREIGHT, mainly partners in WP3) were organised to discuss how best to cooperate and share information during the implementation of the projects. DYNAFREIGHT progress has been also regularly provided to S2R during the meetings of the IP5 SteCo, where Project Coordinator and Technical leaders presented the latest developments of DYNAFREIGHT. A strategy for the setting-up of the Advisory Group has been under preparation and will be finalised in January 2018.

Progress beyond the state of the art and expected potential impact (including the socio-economic impact and the wider societal implications of the project so far)

The outputs of DYNAFREIGHT will contribute to achieve the following high level impacts:
• Reduction in rolling resistance in curves by 50% and reduction in energy usage on railway lines with many tight curves by 10%. DYNAFREIGHT will achieve improved traction performance through innovations designed in Task 2.3 “Passive and Mechatronic Steering Systems” and implemented in Task 2.5 “Bogie Model Integration and Implementation”.
• Noise reduction measures have the potential to reduce noise emissions from the locomotive bogie by up to 2-3 dB. DYNAFREIGHT has allocated a specific task (Task 2.2 “Noise reduction”) to deal with identification of noise sources through improved design of wheels (considering different sizes) and designing noise absorbing structures.
• Track forces from locomotive reduced by 10% even at increased speed. Increase of freight train wheel life by 50% for lines with 5% of small curves (radius < 350m) while for non-aggressive lines (all curves with radius > 600m) the influence will lower. Reduction of track damages due to freight train traffic by 40%.
• Decrease of costs for bogie maintenance by 25% and Decrease of costs for track maintenance by 5% compared to the “State of the Art 2014”.
• Increase of overall capacity of Rail Freight Corridors: by 80% compared to the “State of the Art 2014”.
• Decrease of operational costs (and market prices) of international freight trains (Euro/tonne-km), compared to the “State of the Art 2014” by 10%.
• Reduction in transport time by improved locomotive running gear by 5% and by decongestion due to long train operation up to 5%.

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