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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.

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.

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.

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