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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]

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]