1. Shaping the railway of the 21st century Rail Freight Noise Abatement in Europe J. Gräber, DB AG, 25 October 2005, Paris UIC/UIP/CER Action Programme Noise Reduction - Composite Brake Block Technology - (a project of UIC SG 5)

2. Shaping the railway of the 21st century Rail Freight Noise Abatement in Europe J. Gräber, DB AG, 25 October 2005, Paris  Introduction  Status of Product Homologation and Technological Development  Status on proposed Life Cycle Cost (LCC) Contents:

3. Shaping the railway of the 21st century Rail Freight Noise Abatement in Europe J. Gräber, DB AG, 25 October 2005, Paris For effective and efficient Noise Reduction it needs Smooth Wheels on smooth track!!  Smooth Wheels ==> Composite Brake Blocks  Smooth Track ==> Special Grinding

4. Shaping the railway of the 21st century Rail Freight Noise Abatement in Europe J. Gräber, DB AG, 25 October 2005, Paris Actually there are 3 types of brake blocks by different manufactures available for the wagon equipment: Cosid 810  approved since October 2003 Becorit 929-1 SG  approved since July 2005  substitute to Becorit 929-1 Jurid 816 M  approved since July 2005  substitute to Jurid 816 Details see document: “Design Rules for Composite (K) Brake Blocks” on UIC Website Progress on expanding K block product portfolio

5. Shaping the railway of the 21st century Rail Freight Noise Abatement in Europe J. Gräber, DB AG, 25 October 2005, Paris Actually there are 3 types of provisionally approved brake blocks by different manufactures available for the wagon equipment: ICER Becorit IB116  provisionally approved since February 2005 CoFren C952  provisionally approved since February/July 2005 Jurid PM 132  provisionally approved since July 2005 Details see document: “Usage Guidelines for Composite (LL) Brake Blocks” on UIC Website Progress on expanding LL block product portfolio

6. Shaping the railway of the 21st century Rail Freight Noise Abatement in Europe J. Gräber, DB AG, 25 October 2005, Paris Development of efficient test procedures: 1. Winter Testing Conditions 2. Brake Failure Simulation 3. Wear Behaviour Simulation (brake block and wheel) 4. Shunt capability (famously known as “Shuntage”) Inclusion of these efficient test procedures in UIC-Leaflet and EN: 5. Revision of UIC Leaflet 541-4 and transfer to EN Technical / in-service work item: 6. Stopping force of the hand/parking brake General fundamentals – Overview of open work items

7. Shaping the railway of the 21st century Rail Freight Noise Abatement in Europe J. Gräber, DB AG, 25 October 2005, Paris Detailed report available (UIC DT 400) ==> Rough conclusions: On the basis of economic evaluations the LCC of the couple “Composite Brake Block (CBB) / wheel” are comparable to that of “cast iron / wheel” if the service life of the Composite Brake Blocks is more than tripled compared to cast iron and the rate of wear of the wheel is less than doubled Materials are available, that meet these requirement! The LCC can be influenced very positively, if the maintenance concept is adapted to the reduced wear rate of the brake blocks. Overview on LCC activities K-blocks

8. Shaping the railway of the 21st century Rail Freight Noise Abatement in Europe J. Gräber, DB AG, 25 October 2005, Paris Report will be available by end of 2007 after the actually running in-service tests ==> Rough estimation: Materials will be available to reach cost neutrality Overview on LCC activities LL-blocks

9. Shaping the railway of the 21st century Rail Freight Noise Abatement in Europe J. Gräber, DB AG, 25 October 2005, Paris Thank you for your attention!

10. Shaping the railway of the 21st century Rail Freight Noise Abatement in Europe J. Gräber, DB AG, 25 October 2005, Paris 1. Winter testing conditions – SP 5  The existing test-rig programme for the investigation of brake properties in wintry conditions has been optimised  A new on-track testing series has been in progress since December 2004 involving the Becorit 929-1 SG product.  Tests to validate the test-rig programme for both K and LL blocks began in early 2005 on railway test rigs and at makers.  The overall aim continues to be to have a coordinated and validated test-rig programme in place by the end of 2005.  Concluding input is foreseen for 2006. Backup

11. Shaping the railway of the 21st century Rail Freight Noise Abatement in Europe J. Gräber, DB AG, 25 October 2005, Paris 2. Brake failure simulation – SP 2  A test-rig programme has been elaborated with a view to ensuring that only those products are certified which, in the event of brake failure, act as a means of overload protection in the same way as cast-iron blocks do.  It is currently being validated and will form part of the certification tests.  This work will be concluded in 2005.  A general point to be made in respect of wheels is that all work to date has been focused on a wheel diameter of 920mm (including the programme referred to above) The main task for SP2 in 2006 will be to check whether the findings also hold true for smaller wheels. Backup

12. Shaping the railway of the 21st century Rail Freight Noise Abatement in Europe J. Gräber, DB AG, 25 October 2005, Paris 3. Wear behaviour simulation – SP 2  Test-rig programmes are currently being drawn up and validated with the purpose of ensuring that product properties can be identified which point towards economically acceptable wear behaviour in the interaction with the running surface of the wheel  Augmented by tests in 2006, these are to form a recommendatory part of the certification tests.  This work will be concluded in 2006. Backup

13. Shaping the railway of the 21st century Rail Freight Noise Abatement in Europe J. Gräber, DB AG, 25 October 2005, Paris 4. Shunt capability – SP 4  The issue of “compatibility with track circuits” continues to be a critical one.  With the aim of developing a low-cost test-rig method, wide-ranging and highly promising laboratory tests were started simultaneously with the on-track tests and in close co- operation with both the brake-lining industry and signalling experts.  Work is to continue in 2005, with a conclusively validated test-rig programme unlikely to be in place before the end of 2005.  Work is set to be concluded in 2006. Backup

14. Shaping the railway of the 21st century Rail Freight Noise Abatement in Europe J. Gräber, DB AG, 25 October 2005, Paris 5. New version of UIC Leaflet 541-4 – SP 3  The new version will include details of all current testing and assessment criteria amongst other things.  It was presented and coordinated with the brake-lining industry amongst others at the end of May 2005.  The present draft was dealt with at a special meeting of the Steering Group for the project in September.  Work is set to be concluded in time for the UIC SG 5 meeting in January 2006.  In tandem, the material is being produced as an EN in conjunction with CEN. Backup

15. Shaping the railway of the 21st century Rail Freight Noise Abatement in Europe J. Gräber, DB AG, 25 October 2005, Paris 6. Stopping force of the hand/parking brake – SP 1  Owing to composite blocks having a lower static friction coefficient than their cast-iron counterparts, the TSI stipulation regarding the stopping force of the hand/parking brake cannot be adhered to without design modifications.  The matter was intensively discussed at a special meeting of the Steering Group for the project in September.  A recommendation regarding the further course of action will be drafted in time for the UIC SG 5 meeting in January 2006. Backup

16. Shaping the railway of the 21st century Rail Freight Noise Abatement in Europe J. Gräber, DB AG, 25 October 2005, Paris 50 km/h v0v0 0,2 0,25 0,35 0,2 (K) 0,19 (GG) 0,17 (LL) F, a GG LL K Haltekraft nach UIC 544-1 (Kap. 8.3.3) Bremsgewicht nach UIC 544-1 (Kap. 8.1) Fragen zum Betrieb Wird angeschriebenes Handbremsgewicht zur Sicherung von Zügen benutzt? Welche Regeln für die Sicherung von Zügen gibt es ? Backup

17. Shaping the railway of the 21st century Rail Freight Noise Abatement in Europe J. Gräber, DB AG, 25 October 2005, Paris Composite brake blocks Type K: –higher friction coefficient than cast iron brake blocks –conversion of brake equipment necessary –cost neutrality for new wagons Type LL: –similar friction coefficient to cast iron brake blocks –no modification of brake equipment necessary –(more or less) cost neutrality for existing wagons Backup

18. Shaping the railway of the 21st century Rail Freight Noise Abatement in Europe J. Gräber, DB AG, 25 October 2005, Paris WP1: Optimisation of Standard brake rigging for K-blocks WP2: Development of a new brake block configuration (1xBgu) for K-blocks WP3: Guideline for the transversion of wagons from cast iron to composite blocks WP4: Brake performance of sintered brake blocks (type K) under heavy winter conditions UIC Project 5-111 - Items Backup