THE INFLUENCE OF THE RAILWAY FLEET

MODERNIZATION ON THE ENERGY EFFICIENCY

Igor KORUNOSKI1

Kire DIMANOSKI2

Gligorche VRTANOSKI3

Abstract: The modernization of the fleet has a significant impact on the improvement of the
energy efficiency of the railway system. The modernization of all types of rolling stock in different
ways contribute to improved performance, but the biggest impact on energy efficiency has the
modernization of traction vehicles which are direct consumers of energy. In this paper through a
"case study" has been presented the modernization of DMU Series 712, produced by the Spanish
manufacturer MACOSA, the impact on energy consumption and therefore energy efficiency and
the improvement of the safety and quality of services in passenger transport will be presented.

Key Words – Modernisation, energy efficiency, energy consumption, DMU

______________________________________________________________________________
1
Igor KORUNOSKI, Director of Traction and Maintenance of Rolling Stock, Macedonian
Railways Transport JSC, bul. Treta Makedonska Brigada, No. 66, 1000 Skopje, Republic of
Macedonia, igorkorunoski@mztransportad.com.mk
2
Kire DIMANOSKI M.Sc., Director of Marketing and Sales, Macedonian Railways Transport
JSC, bul. Treta Makedonska Brigada, No. 66, 1000 Skopje, Republic of Macedonia,
igorkorunoski@mztransportad.com.mk
3
Gligorche VRTANOSKI PhD, UKIM Faculty of Mechanical Engineering, Skopje, Republic of
Macedonia, gvrtanoski@gmail.com
INTRODUCTION Table 2: Electric Locomotives Features
Macedonian Railways Transport JSC in its
passenger fleet has several Diesel Multiple Units
MACOSA Series 712 produced between 1975 and
1979. They are used in Macedonian passenger rail
traffic. Their long-term exploitation necessitated the
modernization. During the regular general overhaul of
the DMUs, several changes are made and new The series and main features of diesel locomotives
systems where introduced. These interventions are reported in the following Table.
significantly have changed the basic design of the Table 3: Diesel Locomotives Features
train and increased the level of safety and comfort for
passengers. The following work operations where
made:
- Completely new interior lighting (replaced the
old internal neon lighting with the new LED
lighting);
- New sound system;
- Installation of LCD TVs in every car with the
steering command in the driver cabin of the train; The series and main features of EMUs/DMUs are
- Installing CCTV for security with continuous reported in the following Table
monitoring and surveillance monitor in the driver
cabin;
Table 4: Electric/Diesel Multiple Units Features
- Installing an alarm system against theft and
damage;
- Installing fire alarm system.

1. STRUCTURE OF THE ROLLING
STOCK FLEET OF MACEDONIAN
RAILWAYS TRANSPORT JSC
Macedonian Railways Transport JSC is a railway
operator in Republic of Macedonia, which provides
services for carriage of passengers and goods on the
national and international level. In order to perform
the basic services for the carriage of passengers and
goods different types of traction vehicles are used.
Those vehicles are presented in the following tables:
Table 1: Macedonian Railway Transport Company –
Rolling Stock Fleet
The series and main features of electric
locomotives are reported in the following Table.
The average age of the fleet is relatively high
compared to the EU railways. According the UIC
statistics the rolling stock over 35 years of age is
belonging to one statistical group. However, it is
worth nothing when the fleet often is more than 25-30
years, especially if we take in mind that the general
overhauls extends the life span of vehicles for one to
two decades. Old vehicles, particularly those which
are not modernised often show lower energy
performance (have high specific consumption for
traction etc.), high emissions of gasses and higher
costs for operation. The following tables are
presenting the age structures of the fleet of the
railways in EU and the Balkan’s railways according to
statistics presented by the UIC in 2012. If we analyse
the use of the fleet is worth noting if the most of the
diesel locomotives are used for passenger traffic,
while the vice versa situation applies to the use of
electric locomotives. This is justified by the
incomplete electrification of the Macedonian railway

______________________________________________________________________________
1
Igor KORUNOSKI, Director of Traction and Maintenance of Rolling Stock, Macedonian Railways Transport
JSC, bul. Treta Makedonska Brigada, No. 66, 1000 Skopje, Republic of Macedonia,
igorkorunoski@mztransportad.com.mk
2
Kire DIMANOSKI M.Sc., Director of Marketing and Sales, Macedonian Railways Transport JSC, bul. Treta
Makedonska Brigada, No. 66, 1000 Skopje, Republic of Macedonia, igorkorunoski@mztransportad.com.mk
3
Gligorche VRTANOSKI PhD, UKIM Faculty of Mechanical Engineering, Skopje, Republic of Macedonia,
network. The railway network is electrified along
Corridor X, where the freight traffic on the north-
south axis of the Balkan region is most common.
Passenger trains, instead, often are pulled by diesel
locomotives, to ensure proper and consistent service
between major destinations, sometimes also on
electrified sections. This happens when a train must
operate through mixed sections (electrified / not
electrified) to provide service for the transport of
passengers, and this is the most effective way of
execution of this transport through the use of diesel
fleet, although not particularly convenient in cost and
emissions. This kind of use has a negative impact on
the type of diesel fleet, actually the large diesel
locomotives are equipped with engines with large
installed power suitable for traction of heavy (freight)
trains and definitely over-dimensioned for passenger
trains. The situation could be improved by extending
the electrification of the Macedonian railway network
or by using diesel traction with less installed power
that adequate traction for passenger trains, such as
DMU (Diesel Multiple Units) or four-axle and less
power diesel locomotives. The following table shows
a specific energy consumption / cost for each type of
rolling stock. The strong side of the DMU and EMU
compared with locomotives is pretty clear. Less
weight, smaller engines with lower installed power
leads to lower energy consumption. With the increase
of their use in transportation of passengers and putting
the focus on the use of large diesel and electric
locomotives for freight traffic, where most freight
demand more power for traction leads to a significant
improvement in energy efficiency of the fleet. Also an
coherent investment strategy for renewal and purchase
of fleet in that direction is welcome, it would provide
further impetus to improve performance.
Comparison with the EU countries
Different railways in Europe operate on networks
of different sizes and performances, showing different
results in terms of efficiency in energy use. However,
power consumption can be compared between
different countries just assuming uniformity,
consistency and methodology of measures for
comparison. The project Railenergy by UIC shows
uniform data on consumption of railways respectively
while presenting a set of key indicators. The
effectiveness of the operation, including the technical
characteristics of the railway system and the
attractiveness of the services are represented by:
Traction energy consumption per run - kWh / gross
tkm or L / gross tkm for freight and passenger traffic;
Executed transport energy consumption - kWh /
road-km or L / road-km for passenger traffic and kWh
or L / net ton km for freight.
In specific cases because of the absence of these
data there is a need to use the general data. They can
be calculated as the total traction energy (kWh/gross
ton km), and compared with similar European cases.
The value of Macedonia is calculated by taking
into account the prediction that in the passenger
transport the average passenger weights 80 kg.
2. MODERNISATION OF DIESEL
MULTIPLE UNIT MACOSA SERIES 712
Given that the use of EMU and DMU for
passenger transport is far more efficient way to utilize
the fleet and the use would mean a considerable
saving of energy that makes this way of operation of
the passenger transport energy efficient. Although the
use of EMU and DMU itself is energy efficiency but
considering that the fleet of Macedonian Railways
Transport JSC consist of relatively old rolling stock,
then the improving of the energy efficiency would
contribute to an even better performance. Besides
improving energy efficiency, modernization of DMU
and EMU contributes to improved interior comfort,
ambiance and performance. This can be a reason for
greater attractiveness and appeal to passengers in
same time resulting with more passengers and better
utilization of the units in final case resulting in greater
energy efficiency. In this context below is presented
the modernization of DMU owned by MRTJSC which
will be analysed as a practical example to improve
energy efficiency. With the general overhaul the
DMU is completely reconditioned all systems of the
train, as the diesel engines, compressors, transmission,
electrical installation, braking system and other sub-
systems. The general overhaul and modernization of
the DMU was made in MR Transport JSC Skopje.
2.1. LED lightening
The basic method of interior lighting of the train
Series 712 is with use of neon lights. The poor
lighting effect, the short use life, especially the energy
inefficiency caused the need for replacement of the
existing lighting system with modern LED lighting.
The current electrical installation is used where
electrical converters are installed for converting of the
power from 24 VDC to 12 VDC. The LED lights are
installed in the form of rods in three carriages,
interspace and toilets. A 110 LED lights rods of 1 m
length are installed. According the control
measurements that where performed the reduced
electrical consumption of energy is by 50% compared
to the previous system. This shows that this measure
achieved the goal of energy efficiency, and the effect
of light is far better than neon.
2.2. Sound system
The basic model of DMU Series 712 possessed
sound system, but over the exploitation that system
was damaged and removed. In this modernization of
the attic of the train a new cable network RR 2 x 0.75
was installed. The transition between the carriages
was made with connectors and distribution boxes. In
the two driver cabins the control system is situated
(CD player, amplifier). The command is independent
from the both driver cabins depending in which
direction the train moves. Throughout in the train are
installed 23 speakers in total with a total power of 250
W at maximum load.
2.3. LCD TV
In the space where the existing main electrical
closet on the train is, a set of the main distribution
board is installed. With the installation of the inverter
the existing electric voltage of 24 VDC is converted to
220 VAC. Through the circuit breakers a network
created which leads to more outlets of power. A signal
cable network connecting the TV series is installed as
same as seven LCD televisions, two in each car and at
the section dedicated to first class. TV signals comes
from driver cabins where CD player and amplifier are.
The signal comes from the splitter which splits the TV
receivers.The TVs through the connectors are
supplied with a voltage of 220 VAC directly from the
main switchboard. The video can be played from both
driver cabins through the USB disk in the amplifier or
CD.
2.4. CCTV
Throughout the train in the attic a signal cable
network is installed and serves to transfer information
from video cameras to the DVR. Eight cameras are
installed, two in each car, in the section dedicated to
first class and one in the cargo. In both driver cabins
two monitors are set which allow to driver in real time
to monitor the situation in the passenger compartment
of the train. The entire content of the video
surveillance 24 hours are recorded and stored in the
DVR. The CCTV through the cable РР 2 х 0,75мм² is
powered with 12 VDC. The power comes directly
from the main switchboard.
2.5. Anti-theft and fire protection alarm
system
The Diesel Multiple Unit is secured from theft and
damage by fire. Throughout the train by the signalling
network seven Motion sensors are installed, by two in
each car and one in the section dedicated to first class.
Also seven sensors against fire are installed. The
connection of the sensors is through cable RR 12 x
0.22 mm² and 6 x 0.22 mm². The alarm unit is located
in the main junction box. Above the door in the three
carriages three sirens that signal when the sensor emit
loud sound are installed too.
3. THE EFFECTS OF THE
MODERNISATION OF THE DMU
TOWARDS ENERGY EFFICIENCY
The effects of the modernization of the DMU
towards the energy efficiency are high. From the
November 2012 MZ Transport for passenger transport
used to use two DMU and the remaining
transportation of passengers was served by diesel
locomotives series 661. With the modernisation and
putting in to service the two overhauled DMU the
energy efficiency was significantly improved. Table
11 shows a significant reduction in consumption of oil
and grease. During the period of one year (from
01.08.2012 to 01.08.2013) the lubricants consumption
is reduced by about 50%. While for the same time
period the oil consumption is reduced by about 30%.
This data shows that at the time of putting in to
service of the two reconditioned and modernized
DMU’s a great energy efficiency and cost savings are
made for the company.
4. CONCLUSION
Taken in consideration that in fact Macedonian
Railways Transport JSC owns old traction and towed
vehicles, the procedure for modernization of existing
rolling stock it is of particular importance for the
company. The financial savings are huge as same as
the benefits felt by passengers themselves as users of
railway passenger traffic. It can be concluded that the
investment needed to modernize the DMU returns
very soon and only as a result of savings in
consumption of oil and lubricants, and not to neglect
the fact that maintaining the DMU is considerably
cheaper and simpler unlike diesel locomotives series
661 which are used for traction in the passenger rail
traffic. The introduction of the new systems in the
DMU is to increase the level of safety, comforts and
security of the DMV.
5. REFERENCE
[1] M. Steiner, R. Manser: “Energy Storage in Railway
applications ”, 2nd BOOSTCAP Meeting 2001,
[2] Fribourg (CH) Kilibrada M., Zecević S., Upravljanje
kvalitetom u logistici, Saobraćajni fakultet, Beograd,
2008.
[3] MACOSA series 712, original manufacturer technical
documentation, 1979.
[4] F. Hentschel, K. Mueller, M. Steiner, “Energy Storage
on Urban Railway Vehicles”,UIC Railway Efficiency
Conference May 2000
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