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Rail electrical problems to ease

After disputed tender, Škoda is set to deliver new line of locomotives

By Michael Heitmann
Staff Writer, The Prague Post
April 23rd, 2008 issue

COURTESY PHOTO
Austrian Federal Railways decked out one of its Taurus locomotives in Czech colors for Euro 2008.
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COURTESY PHOTO
A prototype of Škoda's 109E should be delivered this summer.
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It's electric



Delays encountered when crossing into Germany or Austria by rail stem from ČD's locomotives, which cannot handle the different electrical systems
ČD held a controversial tender for 20 "multisystem" locomotives in 2004, won by local manufacturer Škoda Transportation
Škoda will deliver a prototype this summer. Meanwhile, similar locomotives from Siemens have been approved to run on Czech rails

In the European Union’s ever-increasing and limitless traffic, nothing seems more outdated than stopping to cross a border. Yet that’s what happens every time a train run by the national railway company, České dráhy (ČD), crosses the border to Germany or Austria.
Seeking to solve this problem, which stems from incompatible electrical systems, and bolster national industry, four years ago ČD ordered a new line of locomotives from Škoda Transportation that operate equally well at home or abroad.
The first prototypes of the long-awaited locomotive, called the 109E, should arrive this summer, according to the company, which is based in Plzeň, west Bohemia.
Those prototypes will be a culmination of a controversial tender for 20 multisystem locomotives the company won from ČD in 2004, despite forceful competition from abroad. Rather than choosing a foreign bidder, like Germany’s Siemens, which could have provided an immediate solution, ČD opted for Škoda, knowing the firm would have to develop the engine from scratch.
In an interview published April 14, ČD’s general director, Petr Žaluda, made no secret of his preference for domestic manufacturers.
“We published a standard invita-tion to tender,” Žaluda told the daily Hospodářské noviny. “It is logical that we were happy when Škoda met our requirements, because it is a domestic manufacturer.”
“I think that it would not be good to buy elsewhere, especially when we have a Czech manufacturer of trains,” he continued.
In 2003, a year earlier than ČD, Austrian Federal Railways (ÖBB) placed an order for 50 third-generation “Taurus” electrical locomotives with Siemens to add to their existing 332, said Siemens spokeswoman Veronika Němcová.
The locomotives fulfill the same cross-regional requirements as Škoda: Czech officials approved their operation in the country Jan. 16, Němcová added. They now run between Brno and Vienna, and connect Prague with Salzburg and Ljubljana.
The Škoda 109E will sell for between 100 million and 150 million Kč ($6.27 million–9.62 million) each. In comparison, ÖBB’s average Taurus locomotive costs only 2.7 million euros ($4.32 million/67 million Kč) according to Austrian Railways.
Radka Pistoriusová, a Škoda spokeswoman, said that, despite offering similar performance for more money, foreign railway companies have shown interest in the 109E. The company could not provide any details, however.
Once complete, the 109E is expected to comply with train protection systems in the Czech Republic (LS90), Germany (PZB/Indusi), Slovakia (MIREL), Poland (SHP) and Hungary (EVM 120), limiting potential buyers to these countries.
Electric patch
Regardless of whether or not it’s been the best deal for the country or not, the 109E is nearing the end of its development. Its frame structure has passed static strength and simulated crash tests at a testing facility, Pistoriusová said.
“In the summer, two prototypes will undergo various tests at the Velim test circuit,” she added. “They will then be delivered to České dráhy as a final product.”
Beyond its frame, what’s most important about the 109E are its guts. The 109E is a Swiss Army Knife for the railway world, flush with the latest electronics wizardry.
While dealing with Europe’s higher-voltage electrical system can be daunting for North American travelers, it’s nothing compared with what multi system locomotives have to go through.
The rolling stock will be able to take the wide variety of voltages found in the Czech Republic: 25,000 volts (V) alternating current (AC) at 50 Hz on southern lines; 3,000V direct current (DC) in Prague and the north; and 1,500V DC on one local line. Meanwhile, neighboring Germany and Austria run on 15,000V at 16.7 Hz.
The 109E will convert any of the above charges into buttery-smooth three-phase electricity, the power of choice for drive motors.
“Accommodating three or even four systems in one locomotive is a demanding task, especially if you need to reach maximum power output as well,” Pistoriusová said.
The locomotive creates 6,400 kilowatts of power when running at a maximum speed of 200 kilometers (124 miles) per hour. Of course, that’s nothing compared with Siemens’ Taurus, which set the world record for locomotive speed, hitting 357 km/h in 2006.
Asked to compare the capabilities of the Taurus with Škoda’s 109E, ČD spokesman Ondřej Kubala said: “Every locomotive type is different, of course. In the Czech Republic, laws limit the maximum speed to 160 km/h. Therefore a world record is not paramount when it comes to choosing a locomotive.”

Michael Heitmann can be reached at mheitmann@praguepost.com


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