English - MTU Onsite Energy

Interview
Jim Brewin (left) is a development engineer at Hitachi Rail Europe. In an interview, he explains the requirements which Hitachi and MTU have to meet in
the IEP project.
"We are being paid for availability and reliability"
Mr. Brewin, as development engineer at Hitachi Rail Europe you were responsible
for the technical side of procurement of the generator units within the IEP project.
What were the key requirements demanded of the Powerpacks?
The available installation space was the starting point for all technical requirements as far
as the train designers at Hitachi were concerned. The designers at our Kasado Factory in
Japan defined what we required with regard to external dimensions, power output and
interfaces between train and generator unit. From a maintenance viewpoint, we decided
that the simplest solution is a module that we can remove and refit quickly and easily –
like a pit-stop in Formula 1.
What were the arguments in favor of the Powerpack?
There were pros and cons with every potential supplier. With some, the technical solution
was better, with others, the support services offered. For us it was important that the
solution was well-balanced. Hitachi worked out the ideas together with the bidding
suppliers rather than rigidly specifying, “This is exactly how it should be done” – instead,
we expected suggestions from the potential suppliers. Through that very close
collaboration process, we built up a very good relationship with MTU and are confident
that the Powerpack will be a success.
Why did Hitachi opt for a 700-kilowatt Powerpack instead of choosing the standard
560-kilowatt version?
The simple answer is more flexibility and greater redundancy. The requirement for the
engine output power is 560 kilowatts. But if, for example, the train leaves a station behind
schedule or an engine fails, the 700-kilowatt Powerpack gives reserves to make up the
time where possible. It also allows the flexibility of running key auxiliary systems such as
air conditioning without limiting the traction power.
Hitachi also had strict demands regarding low levels of noise and vibration
from the generator units. Why?
The European TSI standard (Technical Specifications for Interoperability) is very, very
strict. For example, when a train pulls out of a station, it must not exceed a specific
volume level. As well as that, the passengers want to feel as little vibration as
possible. Meeting those demands is a significant challenge for MTU and Hitachi. We
carried out very thorough bench-tests in Japan and are working hard with MTU at
minimizing the noise and vibration.
How will Hitachi and MTU work together in the future?
The IEP contract includes maintaining the trains for 27½ years. Hitachi is the general
contractor and MTU is responsible for maintaining the generator units. The Powerpack
experts are at MTU and we want to ensure they are involved over the full term. That
is the only way we will always be able to offer maximum availability and reliability.
And that is what we are being paid for. MTU has been able to demonstrate its
maintenance contract expertise over many years in the previous HST (High Speed
Trains) project in the UK. In addition, some of our colleagues have previously worked
with the MTU service organization and have been favorably impressed. Those were
the factors that persuaded us. There are, of course, still some challenges to overcome,
but the basic outlines of the collaboration are clear and we have a very good solution
for the Intercity Express Programme.
MTU Report 03/12 I 19