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In order to calculate, simulate, and optimize the energy demand of train runs, the running resistances have to be modeled. Mostly, simplified - e.g. the Davis equation - or approximated formulas for part resistances are used. This also applies for the aerial resistance: for cw value, effective surface area, air density, and relative air speed, either approximate or norm values are used in general. Contrariwise, aerodynamic investigations show that the aerial resistance does not decay with the cosine of the increasing yaw angle as the use of relative air speed indicates; in contrast, the aerial resistance increases up to a yaw angle of 60°. In this paper, a numerical model including this phenomenon is presented; moreover, wheel flange contact occurrence as consequence of side wind forces is discussed. The presented case studies confirm that the wind and its yaw angle may have a relevant influence on the energy demand. [ABSTRACT FROM AUTHOR]

This paper discusses a proposal for a simplistic reference system for railways, which is intended to promote a common basic operational understanding and contribute to operational interoperability. Railways are obtained in quite constrained and discrete space leading to an incomparity with that of a road or pedestrian system as a person cannot participate in its operation as an individual. Beginning with a simplified railway system, which includes simplified vehicles and elements of infrastructure, individual vehicle movements are analyzed in a fictive environment. In this case, it is determined that an extensive infrastructure need is required for an individual driving behavior. To run a railway system under good economical conditions, control and signaling technology is in use. Taking this into consideration a simplistic reference system can be defined, in that substantial system characteristics and functional aims are considered. This allows a delimitation of railway against other transport systems. [ABSTRACT FROM AUTHOR]

The German Railway Industry is committed to the objectives of digitization of rail transport and the necessary digital innovations. The main objectives are more climate protection, more comfort and more efficiency. These objectives and the ways to achieve the goals like innovation promotion, digitization of infrastructure and intelligent maintenance are described in the paper. [ABSTRACT FROM AUTHOR]

As announced at the last Congress in Graz, in the group wide project “Identification of the wear reduction potential of the ÖBB-fleet locomotives" some prototypes have been tested for one year and the measured data was analysed. In this paper the vehicle based measures like the special bogie equipment, the monitoring of the wheel wear and the accomplished test runs for investigation of the traction force are presented. Additionally the infrastructural measures like building the specific measuring site in Schwechat, the monitoring of the dynamic forces and the test runs over other measuring sites are introduced. [ABSTRACT FROM AUTHOR]

The EcoTrain project aims at developing a serial hybrid railcar for the Erzgebirgsbahn. A standard class 642 rail vehicle is going to be converted into an innovative hybrid railcar. Three different approaches to hybridization are explained in conjunction with their respective advantages and disadvantages. Furthermore the simulation tool IVIsion which was used to dimension the train components is explained along with the achieved simulation results. The paper concludes with an introduction to the so-called energy management module (EEM). This module predicts the vehicle's movement along the track and calculates recommendations for energy flow and driving style based on the schedule and current position. [ABSTRACT FROM AUTHOR]

As part of the 7th EU Framework Programme, the research project SPIDER PLUS (Sustainable Plan for Integrated Development through the European Rail Network - Projecting Logistics and Mobility for Urban Spatial Design Evolution] was carried out between 2012 and 2015. The goal was to develop a passenger and freight mobility vision for 2050 encompassing seamless transportation, where electrified rail has the central role, and to identify ways in which the objectives defined by the European Commission in the “White Paper“ in March 2011 can be achieved. Starting from the project concept mainly the impact on the railway sector will be presented. This includes the integration of national rail systems into a European grid, elimination of infrastructure gaps and simplified homologation processes for vehicles and other railway equipment in order to achieve seamless, international rail traffic at a high quality level. Moreover respective framework conditions have to be set up by the politics and a broad market uptake has to be ensured. [ABSTRACT FROM AUTHOR]