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The present paper discusses the application of Life Cycle Assessment on three different types of rail track (ballasted track with wooden sleepers, concrete sleepers and concrete sleepers with under sleeper pads) used within the Austrian rail network. A comparison is carried out between the environmental impacts of these superstructure configurations throughout their whole life cycle. This includes production, installation, removal and maintenance as well as disposal. The functional unit is defined as the “provision of 1 km double track for a year". Additional parameters are determined to ensure a reasonable comparability. The results show that the prolongation of service life caused by under sleeper pads reduces the environmental impact per year significantly. Thus, this type of superstructure can be considered the most environmentally friendly, whereas wooden track shows the highest environmental impact. [ABSTRACT FROM AUTHOR]

The loads on wheelsets, resulting from torsional vibrations have to be considered in the dimensioning of the axles and press fits. The evaluation of these loads is generally done by extensive test runs and measurement of the respective stresses on the axle. With the proposed process and system analysis it will become possible to predict the maximum torques on the basis of analytical methods. The first part handles the system and model description, illustrating the required quality and complexity of the models for an adequate prediction of the system behaviour. In part two, the physical analysis and safety considerations will be described. In a later paper, a comprehensive description is given for a more general understanding of the complex issue, together with a simplified assessment method for the criticality of a product concerning torsional vibrations. The published articles are written on behalf of Bombardier Transportation Switzerland AG. [ABSTRACT FROM AUTHOR]

The requirements of availability of SBB infrastructure elements are among the highest of mixed traffic railways. It is shown, that there is no alternative to low, non-restrictive intervention limits in case of traditional asset management, without intelligent procedures which supports the calculation of trends, especially the prog¬ nosis of track behavior. The approach of low, non-restrictive intervention limits has the great disadvantage, that the focus of the systematic track maintenance is replaced by focus and managing only of local track irregularities. In case of low limits it is obvious, there are the limits exceeded in many parts of the network. Conversely, railways with lower availability require¬ ments can provide higher, more restrictive limit values, which, if exceeded, can provide an repair intervention but also use speed restrictions immediately. The approach of higher but restrictive limit provides space systematic track maintenance and these is reducing the density of track irregularities. SBBs department of track asset management has calculated, ana¬ lyzed and compared the expected quantity of the approaches of old and new intervention limits. The results are the amount of cumulative length distribution of track repair (tamping) based on the local prognosis over the next 1.5 years The paper shows the additional costs due to the statistical reli¬ ability of the prognosis. These are the costs which are opposed to availability requirements. [ABSTRACT FROM AUTHOR]

By intelligent control on the control levels between the traction controller, the train bus in multiple traction and the wheel sets of the locomotive, an optimum with respect to performance, availability, wear and energy efficiency can be achieved. The paper presents the control strategies in multiple traction with different trainbusses (ZMS, WTC UIC etc.) in mixed configurations, control methods in the vehicle and adhesion control of Bombardier TRAXX locomotives. Measurement results of track tests visualize the achieved results. [ABSTRACT FROM AUTHOR]