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Bosch J.,SBB AG | Obkircher C.,OBB Infrastruktur AG
eb - Elektrische Bahnen | Year: 2015

Since January 2015 the interconnection of the ÖBB and SBB 16,7 Hz networks is steadily in operation. Together with the network of DB a trilateral interconnected network was set up. This led to changes concerning the energy measurement and metering. The interconnected operation results in important advantages concerning the stability of supply, the reliability of the network and the energy efficiency. Furthermore, the pre-conditions for using volatile renewable energy sources are improved.

Golle I.,SBB AG | Holderegger M.,SBB AG | Steinegger U.,Meteodat GmbH
eb - Elektrische Bahnen | Year: 2015

The heating of the components of overhead contact lines depends not only on the flowing currents but also on the ambient meteorological conditions. Solar heating, velocity and direction of the wind and air temperature form essential effects. Swiss Railways SBB developed models for calculating the thermal behavior of contact lines which adequately consider these factors. The models were validated by measurements at overhead contact lines in operation. It is planned to utilize the results for parameterizing the thermal contact line protection equipment.

Apart from the power supply of train traction, the 16, 7 Hz traction power supply network feeds numerous addition devices, referred to as auxiliary equipment, which are installed on-board trains or as fixed installations along the track. The different kinds of auxiliary equipment as well as external influences on their energy consumptions are examined. The results are reproduced in a model that among others allows forecasting their load.

Graffagnino T.,SBB AG
WIT Transactions on the Built Environment | Year: 2012

Swiss Federal Railways plan and operate one of the densest rail networks in the world. Over the last 8 years, punctuality on the network has been steadily increasing. Figures comparing train traffic density and showing the punctuality of Swiss trains over the last 8 years will be presented and briefly discussed. Then the process of collecting the train traffic data at SBB will be explained and discussed. The main points of this paper will be the mathematical methods and the graphical data visualisation method developed by SBB to continually optimise the timetable with extensive use of historical train traffic data. Based on quite simple collected data - actual arrival and arrival delay, actual departure and departure delay - for each train at about 1000 stations, the paper will define and review the different types of analysis that the method facilities: arrival punctuality, departure punctuality, dwelling time, journey time, dwelling time deviation and journey time deviation. The paper will also discuss the type of distribution function which can be observed and explain why the original statistical definition of boxplots by John Wilder Tukey (Exploratory Data Analysis, Addison-Wesley) has been adapted for rail-related use. Subsequently, the strength of this new defined boxplot is demonstrated with a top-down delay cause analysis starting with punctuality in Switzerland, then comparing the major Swiss stations and the train family, and finally identifying the problems on the corridors. We then show how the usage of median insights into the dynamics of the railway system helps us to identify potential stability problems. To conclude, the identification and visualisation of knock-on delay between trains based on actual train traffic data is addressed as an interesting open issue. © 2012 WIT Press.

Lecznar M.,SBB AG | Patig S.,University of Bern
Lecture Notes in Business Information Processing | Year: 2011

This paper deals with the current reality of cloud computing: First, based on a historical analysis, the core characteristics of cloud computing are summarized and joined together in a general definition; then, two classifications of cloud computing are presented. These results are used to assess the existing cloud computing providers. A sample of success stories is analyzed to find out which benefits were realized by current cloud computing consumers, and we contrast our findings with the ones of other empirical investigations. Finally, the risks of cloud computing are collected from the relevant literature to derive some recommendations. © 2011 Springer-Verlag Berlin Heidelberg.

Sandrone F.,SBB AG
Underground - The Way to the Future: Proceedings of the World Tunnel Congress, WTC 2013 | Year: 2013

The total length of Swiss railways tunnels today covers more than 250 km of the entire network and will be increased by more than 65% in the next 10 years. It is then clear that tunnel condition survey and assessment are key topics for ensuring safe operation. In spite of these conclusions, the time allowed for inspections and maintenance has been continuously reduced due to the growing train frequency. Therefore, in recent years it has been necessary to revise completely the inspection procedure as well as the tools employed for performing the inspection and assessing tunnel conditions. Thanks to the introduction of new techniques mainly based on laser scanning image analysis it has been possible to considerably reduce the inspection time spent at night in the tunnel. Moreover, the use of laser scan to assess tunnel condition not only improves the duration of the inspection itself but also gives better quality and consistency in terms of inspection results. The complete reorganisation of the inspection procedure resulted in the publication of a new internal guideline. This paper will present how tunnel inspections are conducted today at SBB and give some examples of application and results. © 2013 Taylor & Francis Group.

Chabot J.D.S.,SBB AG
Underground - The Way to the Future: Proceedings of the World Tunnel Congress, WTC 2013 | Year: 2013

In 1991 a train caught fire in a one year old railway tunnel within the city of Zurich. Although no one was killed, since then approximately 60 SBB railway tunnels with a total length of 160 km have been equipped with safety devices as lightening, escape way and escape signs. In case of fire, these measures will allow passengers evacuating the train and the tunnel before the arrival of the rescue forces. Until 2019, 9 new tunnels with a total length of about 91 km will be opened on the SBB network including the longest railway tunnel of the world, the Gotthard Base Tunnel. All these tunnels will be equipped according to the last safety regulations (i.e. ventilation, self-rescue measures or rescue stations). This paper will show the approach used for deciding about safety measures and equipment in tunnels. This includes risk-analysis and simulations considering the tunnel length as well as the train frequency. The elements characterizing a safe tunnel according to the last regulations will be described. The special fire extinguish and rescue train and the fire detection system along the network will be introduced. Finally, some examples of safety equipment in new and old tunnels will be presented. © 2013 Taylor & Francis Group.

Chabot J.D.S.,SBB AG | Sandrone F.,SBB AG | Gamisch T.,SBB AG
Underground - The Way to the Future: Proceedings of the World Tunnel Congress, WTC 2013 | Year: 2013

This paper will present the current state of drainage systems in new and existing SBB-railway tunnels. The fundamental drainage concepts, their limits as well as the LCC will be considered. The problems linked with the water pressure, its quantity and chemistry which may vary along the length of the tunnel will be described. The importance of both accessible and non-accessible elements, like, for example, the advantages of an extensive gap between the lining extrados and the excavated rock mass will be shown. A drainage system should ensure the permanent safe drainage without formation of any local water pressure behind the lining or the invert. An insufficient design concept or respectively construction mistakes may lead to premature failure of the drainage system. Moreover, as shown by experiences from older and newer tunnel, this causes often a sudden increase of the maintenance costs or even unplanned tunnel closures. The choice of appropriate design and materials as well as maintenance approaches play a primary role in preventing problems and reducing maintenance costs. © 2013 Taylor & Francis Group.

Bader K.,SBB AG | Mohrich J.,Balfour Beatty Rail GmbH
eb - Elektrische Bahnen | Year: 2015

Older contact line designs, like the Swiss contact line type N-FL, exist in conventional railwork networks to a great extent. Their low maximum permissible speed conflicts with the goal of increasing the maximum line speed. the high effort for a complete replacement of the contact line requires looking for a more reasonable alternative for the increase of the running speed. By means of simulation modifications of the contact line type N-FL in view of increasing the running speed were investigated. Higher tensile stresses on the contact wire and the installation stitch wires have proven to be promissing adjustments.

Huber P.,PROSE AG | Nelain B.,VibraTec | Muller R.,SBB AG
Notes on Numerical Fluid Mechanics and Multidisciplinary Design | Year: 2015

The goal of the EU project RIVAS (Railway Induced VibrationAbatement Solutions) is to take ground-borne vibration mitigation on open tracks an essential step forward. In this context, measures to be taken on the rolling stock are investigated in Work Package 5 (WP5). The influence of rolling stock was tested in comprehensive ground vibration measurements of regular trains carried out in the SBB railway network. The vibration analyses were correlated with vehicle-specific data and out-of-roundness measurements. The analyses show that of all railway vehicle parameters, wheel condition and unsprung mass have the major influence on vibration emissions. These analyses result in vibration mitigation measures on the rolling stock with the goal of sustainably improving wheel condition and reducing unsprung mass. These measures have the potential of considerably reducing vibrations and will be further developed. © Springer-Verlag Berlin Heidelberg 2015.

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