Agency: Cordis | Branch: H2020 | Program: Shift2Rail-RIA | Phase: S2R-CFM-IP3-01-2016 | Award Amount: 2.80M | Year: 2016
Research into Enhanced Track, Switches and Structure The railway of the future needs to meet the predicted growth in societal demand in terms of capacity and service, address the environmental challenges of the 21st century, and enable the political objectives of the European Union. IN2TRACK is to set the foundations for a resilient, consistent, cost-efficient, high capacity European network by delivering important building blocks that unlock the innovation potential that have been identified as part of the Shift2Rail Innovation Programme 3. Overall objectives of IN2TRACK are divided into three parts; Enhancing and optimising the switch & crossings and track systems in order to ensure the optimal line usage and capacity; Investigating novel ways of extending the life of bridges and tunnel assets through new approaches to maintaining, repairing and upgrading these structures; Development and adoption of a holistic, whole system-approach. A whole-system approach, which is defined as the system boundaries extending from dynamic wheel-rail interaction (loading input) through to degradation of the S&C system, sub-systems, individual components, and underlying track foundation, will also be at the heart of IN2TRACK on how to reach the objectives. This IN2TRACK proposal addresses each of the areas identified in the H2020-S2RJU-2016-01 call. IN2TRACK is fully aligned with Shift2Rail IP3 in its objectives, approach, and ambition; addressing early enhancements and innovation opportunities.
Agency: Cordis | Branch: H2020 | Program: Shift2Rail-RIA | Phase: S2R-CFM-IP3-02-2016 | Award Amount: 7.29M | Year: 2016
IN2SMART represents the 1st proposal of the Shift2Rail members referred, according to MAAP, to the following Technology Demonstrators (TDs): TD3.7 Railway Information Measuring and Monitoring System (RIMMS), TD3.6 Dynamic Railway Information Management System (DRIMS) and TD3.8 Intelligent Asset Management Strategies (IAMS). These TDs will deploy an overall concept for Intelligent Asset Management based on the following three main interlinked layers: Measuring and Monitoring systems to collect data from the field related to the railway assets status: IN2SMART will develop unmanned systems for remote monitoring; track geometry, switches & crossings and signalling monitoring systems; innovative measurement of train parameters and wheel defects combined with rolling stock identifications systems. Data management, data mining and data analytics procedures to process data from the field and from other sources: IN2SMART will develop standard open interfaces to access heterogeneous maintenance-related data; analytic tools to automatic detect anomalies, discover and describe maintenance workflow processes and predict railway assets decay towards prescriptive maintenance. Degradation models and decision making tools to support maintenance strategies and execution: IN2SMART will lay the foundation of a generic framework for asset management and decision support process. This framework will specify the scope, objectives, workflow and outcomes of the decision-making process for maintenance interventions planning, and will be the enabler for the development of future decision support tools and systems. IN2SMART will also develop an optimised tamping tool and a robot platform for maintenance works. IN2SMART will complement the work of the IN2RAIL lighthouse project to reach a homogeneous TRL4/5 demonstrator. The following Grant will start from IN2SMART to reach the final Integrated Technology Demonstrators that will deploy the overall concept of Intelligent Asset Management.
Huber-Mork R.,AIT Austrian Institute of Technology |
Nolle M.,AIT Austrian Institute of Technology |
Oberhauser A.,Wiener Linien |
Fischmeister E.,AIT Austrian Institute of Technology
Lecture Notes in Computer Science (including subseries Lecture Notes in Artificial Intelligence and Lecture Notes in Bioinformatics) | Year: 2010
We present an approach to high-resolution rail surface analysis combining 2D image texture classification and 2 1/2 D analysis of surface disruptions. Detailed analysis of images of rail surfaces is used to observe the condition of rails and, as a precaution, to avoid rail breaks and further damage. Single rails are observed by a color line scan camera at high resolution of approximately 0.2 millimeters and under special illumination in order to enable 2 1/2 D image analysis. Gabor filter banks are used for 2D texture description and classes are modeled by Gaussian mixtures. A Bayesian classifier, which also incorporates background knowledge, is used to differentiate between surface texture classes. Classes which can be related to surface disruptions are derived from the analysis of the anti-correlation properties between two color channels. Images are illuminated by two light sources mounted at different position and operating at different wavelengths. Results for data gathered in the Vienna metro system are presented. © 2010 Springer-Verlag.
Agency: Cordis | Branch: FP7 | Program: CSA-CA | Phase: SST-2007-1.2-01;SST-2007-1.2-02 | Award Amount: 1.14M | Year: 2009
InfraGuidER Coordinated Action primary objective is to define the guidelines for developing an effective European method/tool for the environmental impact evaluation of the railway infrastructure (existing and new). Despite a similar process has been already provided for the rolling stock the railway infrastructure is a more complex system where in the last year a silent revolution has been performed in order to face the high performances of trains (high speed trains), to attract the freight transport, to reduce the maintenance and operational costs, to comply with the local, regional regulation in terms of environmental impact. To avoid that this revolution will create a great unbalance among regions and to support the know-how and best practices transfer it is important to assess by a consensus process at European level the following items: the current state of environmental performance within the railway sector, and to highlight the criticalities to become effective and practical for the internal Environmental Management system implemented by railway companies and suppliers; the infrastructure functional subsystems and interfaces from the environment point of view; balance of goods in terms of material flow, environmental performance indicators EPIs and relevant ranking. Finally, as result of the three steps, the specification for the environmental part of a sustainability management system is provided and disseminated to end users (railway infrastructure managers and international organisations), to suppliers and academia (through EURNEX poles of excellence). According to this description InfraGuidER will be delivered in four main work packages. Other two work packages related to the management and communication/dissemination of the project are included in order to guarantee and to monitor the quality and effectiveness of the coordination mechanism. InfraGuidER fits with SST.2007.1.2.1 The greening of transport-specific industrial processes
Lederer J.,Vienna University of Technology |
Ott C.,Vienna University of Technology |
Brunner P.H.,Vienna University of Technology |
Ossberger M.,Wiener Linien
International Journal of Sustainable Transportation | Year: 2016
This article calculates the impact of three measures in order to reduce the global warming potential (GWP) and cumulative energy demand (CED) of Vienna's subway line U2. Results show that the increase of the train occupancy rate has the highest reduction impact (–30%/–30%), followed by new rolling stock (–26%/–34%), and a change in energy mix (–8%/–4%). The total reduction to be achieved with all measures combined is around –55% for GWP and CED, leading to a GWP of 91 [g] and 1.653 [MJ] per passenger kilometer traveled (PKT). With all these measures applied, the subway has lower GWP and CED than other modes of transport presented in the literature. © 2016 Taylor & Francis Group, LLC.
Rossmanith H.P.,Vienna University of Technology |
Fischmeister E.,Wiener Linien
Proceedings of the 13th International Conference on Civil, Structural and Environmental Engineering Computing | Year: 2011
During periodic track inspection of the Vienna subway a new type of surface damage failure was discovered which in some cases led to total failure of the rail. A thorough macroscopic investigation revealed that many tiny surface cracks develop within the running area of the rail together with and in competition with contact-rolling induced sub-surface shear damage. Failures of this kind seem to have come into existence with the exchange of softer rails by head-hardened rails fabricated of perlitic steel. It was found that, under certain conditions, the lifetime of these new rails was drastically reduced. This paper describes the damage and fracture of the rails, shows how to calculate the lifetime of the rail and discusses possible measures for avoiding this kind of unwanted failure © Civil-Comp Press, 2011.
Atzl G.,IC consulenten ZT GmbH |
Ullmann G.,Wiener Linien |
Schmidt M.,Magistrat der Stadt Wien
Geomechanik und Tunnelbau | Year: 2015
The extension of underground line U1 from Reumannplatz station to Oberlaa station, which includes construction lot U1/9, significantly enhances accessibility for local residents and workplaces, achieves optimal regional accessibility and improves connections to regional buses, a park & ride facility as well as easing the pressure on the Reumannplatz station. Starting from Reumannplatz, the U1 will increase by 4.6 km with five new stations in the forthcoming years. By 2017, it will be the longest underground line in Vienna (19.2 km). Planning for construction preparation and the detailed design of construction lot U1/9 is being carried out by the planning group PCD - FCP - iC in cooperation with Architektengruppe AGU. PCD, the lead planning partner, is responsible for planning of the cut-and-cover method, whilst iC is responsible for the design of the mined tunnel sections. Preliminary geotechnical work, main geotechnical investigations and geotechnical support during construction were undertaken by the municipal department MA 29 (bridge construction and ground engineering). Project management incl. controlling and site supervision is done by the Client (Abteilung Bau, Planung und Projektmanagement of Wiener Linien). The design for obtaining the building permit in accordance with the Austrian railway law was carried out in 2009 and 2010 and approval was given in January 2011. Tenders were first drafted in 2010, and were published in the summer of 2011. The tender was awarded to the Strabag company. Construction started in the spring of 2012. Tunnel excavation commenced at the end of January 2014. © 2015 Ernst & Sohn Verlag für Architektur und technische Wissenschaften GmbH & Co. KG, Berlin.
Gradwohl R.,Wiener Linien |
Ensbacher R.,Siemens AG
ZEVrail | Year: 2013
Wiener Linien (Vienna Transport Authority) provides public transportation to the city of Vienna, and thus functions as the backbone of the city's mobility. 907 million passengers travelled safely around Vienna in 2012 along the tightly-meshed network consisting of metros, trams and buses. With a daily ridership of 2.5 million, public transport reached a share of 39% of all overall trips last year within Vienna. Ina European comparison this is an excellent result. The reasons for this great success of travel via metro, tram and bus is the high level in the quality of the services, continual investments in the infrastructure and the lowering of tariffs in May 2012. In a current international survey, Vienna was ranked 6th among cities with the longest tram networks in the world. The sheer size of the network and the high number of vehicles in service means that there has to be a particular emphasis on the environment and low energy consumption. Therefore, several measures were implemented on the Ultra Low Floor tram ULF, that was manufactured by Siemens, to reduce energy consumption, both on the fleet of vehicles types Al and B1 (A2-B2) that are currently in delivery and on the 152 ULF trams types A and B, delivered from 1995 until 2005. This article, in addition to describing the measures taken on the fleet of the ULF trams and the results that could thus also be achieved, will also give an overview of the energy saving measures implemented at Vienna Tram Lines.
News Article | November 23, 2016
Alle Jahre wieder! Von 26. November bis inklusive 18. Dezember ist die traditionelle Ströck-Weihnachtsbim an den Adventwochenenden und am 8. Dezember wieder für die gute Sache unterwegs. Der Ticketerlös kommt heuer der MOKI-Wien, der Mobilen Kinderkrankenpflege, zugute. Die Weihnachtsbim der Wiener Linien und der Handwerksbäckerei Ströck hat seit ihrem Start vor 12 Jahren schon rund 90.000 Euro an Spendengeldern für karitative Einrichtungen und Initiativen eingefahren. Abfahrt für die Ströck-Weihnachtsbim ist wie jedes Jahr am Karlsplatz (Oldtimer-Haltestelle beim Otto-Wagner-Pavillon). Weiter geht es via Schwedenplatz, Schottentor und Rathausplatz. Die Fahrt um den Ring dauert etwa 45 Minuten und kommt an einigen Adventmärkten vorbei. Von 13 Uhr bis etwa 18 Uhr ist die über 80 Jahre alte Oldtimer-Straßenbahn im Einsatz. Der Ticketpreis beträgt 5 Euro.
Riegler C.,Wiener Linien
Public Transport International | Year: 2012
The Viennese like their public transport system. 37% of all journeys in the Austrian capital are made on metro, trams and buses, putting Vienna in a top position internationally. Reliable operations, intelligent infrastructure and modern vehicles are all central to passenger satisfaction. But that is not all: good information, in particular, and authentic external communication are vital elements underpinning the company's popularity with passengers. Passenger satisfaction surveys have shown that 95% of respondents rate the service provided by Wiener Linien as 'good'; a percentage that is on the rise. This is the result of our ongoing efforts to find new ways of improving our services but also of continuing to increase passenger satisfaction in the future.