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Bad Essen, Germany

Solka M.,Balfour Beatty Rail GmbH | Kuhn M.,KummlerMatter AG
eb - Elektrische Bahnen

The Gotthard Base Tunnel stands shortly before the beginning of its testing period. Up to this point in time, all engineering infrastructure installations have to be completed. The overhead line system of the type R250GBT was completed in the Tunnel in autumn 2014. After the overhead line will also be completed on the access routes, commissioning and tests shall take place in autumn 2015. Source

Catenary voltage is one of the most important criteria for the design of a railway electrifi cation system. The lowest voltage limits defi ned by the customer or by EN 50163 and EN 50388 may not be violated. The presented novel technique for improvement of the catenary voltage allows the extension of feeding area of a substation. This makes possible a reduction of the number of substations and enhancement of redundancy grade. Source

Fry K.,Balfour Beatty Rail GmbH
American Society of Mechanical Engineers, Rail Transportation Division (Publication) RTD

The high cost of railroad infrastructure maintenance, compared to the relatively low cost and growing capability of systems to assess infrastructure condition, offers significant potential for cost saving through improved data management systems. This paper looks at one company's experience of systems in Europe and focuses particularly on the commercial value that can be delivered - other company's systems are of course also available. Balfour Beatty Rail (BBR) is one of the world's largest rail engineering and services providers and a significant part of our business involves Asset Management in its broadest sense. BBR's hands-on experience as a builder and maintainer of railways informs our understanding of what data is helpful to ensure safety and optimize maintenance. Many of our systems have evolved though our own needs in railway maintenance and all are very commercially focused. This paper looks at some of the commercial drivers for these systems and draws on experience from a number of applications in Europe to highlight key areas of benefit. The paper begins with the high level commercial case for data and its effective use, looking at the opportunity for cost savings in asset management. It then looks at the information required to deliver specific types of benefit. Experience with a new system for London Underground to maximize the use of their limited maintenance windows is described. The implications of the UK's penalty regime for train delays is then discussed, showing how it has driven investment in signaling monitoring resulting in reliability and availability improvement. Condition visibility is an essential prerequisite for effective planning and root cause analysis. For track, subject to many simultaneous degradation modes, location-centered visualisation software is providing users a clearer view of all relevant parameters. By presenting measurements from many different sources to provide a unified view with a location accuracy to within one tie, better targeted and cost-effective maintenance can be undertaken. Software developed by German subsidiary Schreck-Mieves takes a new approach to data management during visual inspections. Initially developed exclusively for their own use, the system aims to quantify a manual inspection. Information is checked for errors and completeness and recording is ergonomically designed to minimize inspection time. Results are combined into an overall evaluation based on a new KAV® wear margin parameter and can be "rolled up" to cover all or part of the network. Finally the paper describes how the UK's 150-year-old infrastructure has necessitated a different approach to gauging to maximize space. Through infrastructure data management systems and a more analytic approach it is possible to undertake calculations that estimate "true" clearances. This frees up available space which can be used to increase vehicle capacity or save money, with a recent example showing savings of up to $35m made over a 150mile route upgrade, reducing the scope or works by up to a third. Copyright © 2012 by ASME. Source

The biggest part of the life cycle costs of rail infrastructure is caused by operation and maintenance. Maintenance is often controlled by monetary objectives, less with quality standards, that assesses the actual output and result of maintenance, the quality of substance. Although maintenance goals are achieved, this says little about the future development of the assets substance. Because infrastructure facilities are durable, a deferred maintenance, with the result of creeping substance deficit, will find a delayed detection, so there is a need for assessment scales, which are appropriate for specific target agreements. To measure the quality of substance the wear stock indicator (KAV9) makes the wear of tracks and turnouts measurable and provides a clear compaction in an expedient degree of aggregation. The application of modern maintenance strategies also requires a network-wide database in order to provide up to date information in the right place at the right time. Only a long-term planning and predictive management can prevent expensive budget surprises permanently. This paper shows approaches for target agreement train operators and infrastructure managers according to the orderer-provider- principle. Source

The TracFeed® TAS is the first type tested AC switchgear with complete solid insulation worldwide in the railway sector. It has the environmental friendliness of modern air-insulated switchgear and the compact size and modularity of gas-in-sulated switchgear; the advantages of both technologies are combined. The switchgear serves single, two and three pole railway systems like urban, regional, long distance and highspeed lines up to 36 kV. Source

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