Railway Track Allocation – Models and Algorithms
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Late Neogene Extension in the Vicinity of the Simplon Fault Zone (Central Alps, Switzerland)
Late Neogene extension in the vicinity of the Simplon fault zone (central Alps, Switzerland) Autor(en): Grosjean, Grégory / Sue, Christian / Burkhard, Martin Objekttyp: Article Zeitschrift: Eclogae Geologicae Helvetiae Band (Jahr): 97 (2004) Heft 1 PDF erstellt am: 11.10.2021 Persistenter Link: http://doi.org/10.5169/seals-169095 Nutzungsbedingungen Die ETH-Bibliothek ist Anbieterin der digitalisierten Zeitschriften. Sie besitzt keine Urheberrechte an den Inhalten der Zeitschriften. Die Rechte liegen in der Regel bei den Herausgebern. Die auf der Plattform e-periodica veröffentlichten Dokumente stehen für nicht-kommerzielle Zwecke in Lehre und Forschung sowie für die private Nutzung frei zur Verfügung. Einzelne Dateien oder Ausdrucke aus diesem Angebot können zusammen mit diesen Nutzungsbedingungen und den korrekten Herkunftsbezeichnungen weitergegeben werden. Das Veröffentlichen von Bildern in Print- und Online-Publikationen ist nur mit vorheriger Genehmigung der Rechteinhaber erlaubt. Die systematische Speicherung von Teilen des elektronischen Angebots auf anderen Servern bedarf ebenfalls des schriftlichen Einverständnisses der Rechteinhaber. Haftungsausschluss Alle Angaben erfolgen ohne Gewähr für Vollständigkeit oder Richtigkeit. Es wird keine Haftung übernommen für Schäden durch die Verwendung von Informationen aus diesem Online-Angebot oder durch das Fehlen von Informationen. Dies gilt auch für Inhalte Dritter, die über dieses Angebot zugänglich sind. Ein Dienst der ETH-Bibliothek ETH Zürich, Rämistrasse 101, 8092 Zürich, Schweiz, www.library.ethz.ch http://www.e-periodica.ch 0012-9402/04/010033-14 Eclogae geol. Helv. 97 (2004) 33-46 DOI 10.1007/S00015-004-1114-9 Birkhäuser Verlag, Basel, 2004 Late Neogene extension in the vicinity of the Simplon fault zone (central Alps, Switzerland) Gregory Grosjean, Christian Sue & Martin Burkhard Key words: Central Alps. -
Joint Taiwan-Canada Workshop on Construction Technologies
TUNNELLING IN SWITZERLAND: FROM LONG TRADITION TO THE LONGEST TUNNEL IN THE WORLD Andreas HENKE1 ABSTRACT Switzerland, where the main north-south European traffic streams cross the Alps, is called up to provide adequate transportation routes. The necessity to cross the mountains originated a great tradition in tunnel construction. Since the second half of the 19th century, through several eras, very long and deep traffic tunnels have been built. They were, for a long time, the longest tunnels in the world, like the Simplon rail tunnel, 20 km, opened to traffic in 1906, the Gotthard road tunnel, 17 km, opened to traffic in 1980, as well as the longest traffic tunnel in the world so far, the Gotthard Base Tunnel, 57 km, presently under construction and scheduled for operation in 2015. Viewing back on the long rail tunnels of the late 19th and early 20th century, the Gotthard, 15 km, the Simplon, 20 km and the Lötschberg, 14,6 km, we recall some interesting aspects of the related excavation techniques and the use of equipment and manpower. During the early 60ties the first generation of the important alpine road tunnels has been realized (Grand St. Bernard, 5,8 km, San Bernardino, 6,6 km), during the same time as the Mont Blanc Tunnel (11,6 km) in the West, between France and Italy. They were followed, 15 years later, by the classical highway tunnels along the main north-south highway route, the Seelisberg Tunnel (double tube of 9,3 km each) and the Gotthard Tunnel (17 km), both opened to traffic in 1980. -
Gotthard Basetunnel: Aspects of Long Tunnels
TBM Tunnelling in the Himalayan Region, Kathmandu, Nepal, January 27, 2011 FUTURE CIRCULAR COLLIDER WORKSHOP 13. / 14. FEBRUAR 2014, GENEVA Gotthard Basetunnel Aspects of Long Tunnels presented by: M.Sc. F Amberg Amberg Engineering Ltd., Regensdorf, Switzerland FCC Workshop, 13. / 14. February 2014, Geneva Content 1. Introduction 2. NEAT and Gotthard Basetunnel: From Concept to Completion 3. Gotthard Basetunnel: Some Constructional Aspects 4. Risk and Risk Mitigation 5. FCC and Gotthard Basetunnel FCC Workshop, 13. / 14. February 2014, Geneva Introduction Main Challenges of Long (and Deep) Tunnels . Tunnel length leeds to long construction time . Mechanization / automation of procedures, trend to the use of TBM in order to increase performance . Intermediate points of attack (if feasible) to cut construction time . Geological variety, (high overburden) . Investigations . Not possible / reasonable over the entire length . Higher remaining risks compared to other projects . Logistics . Long transport distances . Access shafts and galleries . Muck treatment, material deposits FCC Workshop, 13. / 14. February 2014, Geneva Content 1. Introduction 2. NEAT and Gotthard Basetunnel: From Concept to Completion 2.1 Background 2.2 Contractual and Organisational Aspects, Communication 2.3 Costs 3. Some Constructional Aspects Gotthard Basetunnel 3.1 Investigation, Logistics, Excavation, TBM 3.2 Environment, Muck Treatment 3.3 Safety, Fire Prevention and Control, Ventilation 4. Risk and Risk Mitigation 5. FCC and Gotthard Basetunnel FCC Workshop, 13. / 14. February 2014, Geneva More and More People and Goods Cross the Alps (Source: GBT, der längste Tunnel der Welt, Die Zukunft beginnt, Hrsg. R.E. Jeker Werd Verlag Zürich, 2002) FCC Workshop, 13. / 14. February 2014, Geneva Traffic Crossing the Alps, Estimated Increase between 1991 and 2020 (Source: www.alptransit .ch) FCC Workshop, 13. -
U&U Ghent Proceedings
U&U GHENT PROCEEDINGS U&U - GHENT Proceedings 3 U&U - 9th International PhD Seminar in Urbanism and Urbanization / 7-9 February 2018 Department of Architecture and Urban Planning, University of Ghent After successful editions in Leuven, Venice, Barcelo- na, Paris, Delft, Lausanne, the next edition of the PhD seminars in urbanism and urbanization will be hosted in Ghent, Belgium. Like previous editions, the seminar seeks to bring together students writing their PhD thesis in urbanism, working within very different dis- ciplinary traditions, combining historical research, de- sign research and different forms of urban research. The community supporting this seminar series over the years shares an interest in work that tries to speak across the divide between urban studies and the city-making disciplines, seeking to combine the interpretation of the process of urbanization with the commitment and care for the urban condition in all its manifold manifestations, and bring together urban theory and the theoretical grounding of urbanism. The seminar welcomes all PhD students working in this mixed fi eld. The call for papers of each edition foregrounds a set of themes that will be given special attention. We invite students to respond to these the- matic lines, however, papers addressing other themes and concerns will also be taken into consideration. 4 On Reproduction1 : talist production and uneven capital accumu- lation (Harvey, Castells, Préteceille, …). Beyond Re-Imagining the Political the ideological critique, starting from questions Ecology of Urbanism of social reproduction is also an invitation to think alternative urbanisms and imaginaries to this dominant story of uneven development, dispossession, gentrifi cation and environmental Each period of urbanization comes with its injustice. -
“Econome-Railway”
12th Congress INTERPRAEVENT 2012 – Grenoble / France Conference Proceedings www.interpraevent.at “ECONOME-RAILWAY” A NEW CALCULATION METHOD AND TOOL FOR COMPARING THE EFFECTIVENESS AND THE COST-EFFICIENCY OF PROTECTIVE MEASURES ALONG RAILWAYS Michael Bründl1, Cornelia Winkler2 and Reto Baumann3 ABSTRACT Limited financial resources require the evaluation of mitigation measures against natural hazards concerning their effectiveness and their economic efficiency. In Switzerland, the online calculation tool “EconoMe” allowing for analysing the benefit-cost-ratio of mitigation measures is in operational use since the beginning of 2008. Since specific requirements to risk assessments along railway are not completely fulfilled by “EconoMe”, several railway companies in Switzerland decided to develop “EconoMe-Railway”. In this paper we present the general concept and the methodologies implemented in “EconoMe-Railway” and show its application by an example. The results of the presented case study indicate, that risk to persons are contributing to the overall risk at most, while economic factors like e.g. interruption costs have a less significant influence on the results of a risk analysis. However, this conclusion might be case-specific and cannot be transferred to other examples. Keywords: risk assessment, benefit-cost-analysis, railway INTRODUCTION Public money is used to finance the protection of human life, of material assets and of the environment against natural hazards. This limited resource should be used in a way that achieves the maximum possible effect by minimizing as many risks as possible. Hence, every decision-maker faces the question as to the areas in which resources should be used. Cost-benefit analyses (CBA) are recognized instruments for determining the economic efficiency of investments and mitigation measures. -
Sustainable Transportation a Challenge for the 21St Century
On Track to the Future Sustainable Transportation A Challenge for the 21st Century www.thinkswiss.org Swiss – U.S. Dialogue “We think it is an excellent time to have a dialogue on public transportation as awareness is growing in the U.S. and in Switzerland. Based on the Swiss experi- ence, I strongly believe that public transportation only works with a strong public commitment.” Urs Ziswiler Swiss Ambassador to the United States of America “The project of the Embassy of Switzerland initiated a promising exchange and a dialogue on sustainable transportation. On behalf of the American Public Trans- portation Association and our colleagues in the United States, we look forward to building upon this relationship to further the goals of mobility and sustainability in both of our countries as we head into the 21st century.” Michael Schneider Co-Chair APTA Task Force on Public-Private Partnerships “With an excellent public transportation network, Switzerland makes a contribu- tion toward reducing CO2 emissions. The investments in railroad modernization constitute an important pillar of the economy. As a transit country in the heart of the old continent, we help Europe to grow closer together through good transpor- tation infrastructure.” Max Friedli Director of the Swiss Federal Office of Transport ThinkSwiss: Brainstorm the future. The ThinkSwiss program is under the auspices of Presence Switzerland, the Swiss State Secretariat for Education and Research (SER) and the Swiss Federal Department of Foreign Affairs. For more information, please visit www.thinkswiss.org. Concept and Author Partners Edition Embassy of Switzerland This brochure was created in collab- Printed in an edition of Office of Science, Technology oration with the Swiss Federal Office 10,000 copies. -
Finished Vehicle Logistics by Rail in Europe
Finished Vehicle Logistics by Rail in Europe Version 3 December 2017 This publication was prepared by Oleh Shchuryk, Research & Projects Manager, ECG – the Association of European Vehicle Logistics. Foreword The project to produce this book on ‘Finished Vehicle Logistics by Rail in Europe’ was initiated during the ECG Land Transport Working Group meeting in January 2014, Frankfurt am Main. Initially, it was suggested by the members of the group that Oleh Shchuryk prepares a short briefing paper about the current status quo of rail transport and FVLs by rail in Europe. It was to be a concise document explaining the complex nature of rail, its difficulties and challenges, main players, and their roles and responsibilities to be used by ECG’s members. However, it rapidly grew way beyond these simple objectives as you will see. The first draft of the project was presented at the following Land Transport WG meeting which took place in May 2014, Frankfurt am Main. It received further support from the group and in order to gain more knowledge on specific rail technical issues it was decided that ECG should organise site visits with rail technical experts of ECG member companies at their railway operations sites. These were held with DB Schenker Rail Automotive in Frankfurt am Main, BLG Automotive in Bremerhaven, ARS Altmann in Wolnzach, and STVA in Valenton and Paris. As a result of these collaborations, and continuous research on various rail issues, the document was extensively enlarged. The document consists of several parts, namely a historical section that covers railway development in Europe and specific EU countries; a technical section that discusses the different technical issues of the railway (gauges, electrification, controlling and signalling systems, etc.); a section on the liberalisation process in Europe; a section on the key rail players, and a section on logistics services provided by rail. -
Federal Constitution of the Swiss Confederation of 18 April 1999 (Status As of 1 January 2021)
101 English is not an official language of the Swiss Confederation. This translation is provided for information purposes only and has no legal force. Federal Constitution of the Swiss Confederation of 18 April 1999 (Status as of 1 January 2021) Preamble In the name of Almighty God! The Swiss People and the Cantons, mindful of their responsibility towards creation, resolved to renew their alliance so as to strengthen liberty, democracy, independence and peace in a spirit of solidarity and openness towards the world, determined to live together with mutual consideration and respect for their diversity, conscious of their common achievements and their responsibility towards future generations, and in the knowledge that only those who use their freedom remain free, and that the strength of a people is measured by the well-being of its weakest members, adopt the following Constitution1: Title 1 General Provisions Art. 1 The Swiss Confederation The People and the Cantons of Zurich, Bern, Lucerne, Uri, Schwyz, Obwalden and Nidwalden, Glarus, Zug, Fribourg, Solothurn, Basel Stadt and Basel Landschaft, Schaffhausen, Appenzell Ausserrhoden and Appenzell Innerrhoden, St. Gallen, Graubünden, Aargau, Thurgau, Ticino, Vaud, Valais, Neuchâtel, Geneva, and Jura form the Swiss Confederation. Art. 2 Aims 1 The Swiss Confederation shall protect the liberty and rights of the people and safeguard the independence and security of the country. AS 2007 5225 1 Adopted by the popular vote on 18 April 1999 (FedD of 18 Dec. 1998, FCD of 11 Aug. 1999; AS 1999 2556; BBl 1997 I 1, 1999 162 5986). 1 101 Federal Constitution 2 It shall promote the common welfare, sustainable development, internal cohesion and cultural diversity of the country. -
Learning from Swiss Transport Policy
Learning from Swiss transport policy LEARNING FROM SWISS TRANSPORT POLICY AUTHOR: Lydia Alonso Martínez TUTORS: Andrés López Pita and Panagiotis Tzieropoulos 0 Learning from Swiss transport policy INDEX 0.1. INTRODUCTION 3 0.2. OBJECTIVES 4 0.3. ACKNOWLEDGEMENTS 5 1. VENI 6 1.1. COUNTRY’S CONTEXTUALISATION 7 1.1.1. INTERNATIONAL DETERMINANTS. 7 1.1.2. GEOGRAPHICAL DETERMINANTS 8 1.1.3. POLITICAL DETERMINANTS 9 1.1.4. SOCIOECONOMIC DETERMINANTS. 10 1.2. NATIONWIDE MOBILITY'S CONTEXTUALISATION 14 1.2.1. INFRASTRUCTURE AND RAILWAY EXPLOITATION MARKET’S CONTEXTUALISATION 18 1.2.2. BRIEF HISTORICAL REVIEW OF SWISS TRANSPORT POLICY 19 1.3. RAIL 2000 – BAHN 2000 – FERROVIA 2000 23 1.3.1. INTRODUCTION 23 1.3.2. HISTORY 26 1.3.3. CONSEQUENCES CONCERNING THE TRANSPORT SUPPLY 35 1.3.3.1. Impact on infrastructure 36 1.3.4. CONSEQUENCES CONCERNING THE DEMAND 39 1.3.4.1. Impact on travels demand 39 1.3.4.2. Impact on mobility patterns 44 1.3.5. CONSEQUENCES CONCERNING THE SOCIETY 47 2. VIDI 49 LEARNED CONCLUSIONS 50 2.1 . Plan the services first, then the infrastructure 50 2.2 . Social involvement with the environment 51 2.3 . Supply’s approach: system of systems 53 2.3.1 The resulting product: a new service door-to-door 53 2.3.2 New transport’s market perception: economies of scope 55 2.3.3 New production chain perception: time of intangible aspects 56 2.4 . Demand’s approach 57 2.4.1 Intermodal competition 57 2.4.2 Internalisation of externalities 57 2.4.3 Land uses and road pricing 60 2.5 . -
The Gotthard Base Tunnel Project in Switzerland – Construction of the World’S Longest Railway Tunnel
THE GOTTHARD BASE TUNNEL PROJECT IN SWITZERLAND – CONSTRUCTION OF THE WORLD’S LONGEST RAILWAY TUNNEL Jens Classen ABSTRACT The Gotthard Base Tunnel with its length of 57km will be the longest rail tunnel in the world when construction finishes in 2017. He is part of the New Rail Link through the Alps (NRLA) which will help to cope with the increasing transalpine freight traffic. The project consists of five lots, two of which are constructed by the Consortium TAT, a joint venture of leading companies from Switzerland, Germany, Italy and Austria. Two 9,4m diameter TBM’s are used to excavate the running tunnels while drill and blast methods were used to create the multifunctional station in the Faido lot. INTRODUCTION The fund is financed by three major components: Like any other country in central Europe, Switzerland has to deal with increasing traffic, - Tax on oil products (approx. 25%) most of which is created by trucks passing from - Rise of one tenth of a percent of Value Added Germany to Italy and back. Today this traffic is Tax (approx. 10%) handled by various highways and the 130-years- - Heavy-vehicle tax for trucks passing Switzerland old Gotthard railroad which all have come to their on highways (approx. 65%) limits. Currently more than 150 trains per day pass the Gotthard route. Forecasts predict a rise from 20 million tons per year to more than 40 million tons in the next 20 years. To resolve the oncoming problems the Swiss government proposed to the Swiss electorate the establishment of a special fund to finance four major -
One Hundred Years of Swiss Railways (SBB) As Seen Through Stamps
One hundred years of Swiss Railways (SBB) As seen through stamps ZNr. 191 ZNr. 192 ZNr. 193 ZNr. 668/669 A glance at the history of Swiss All Swiss stamps issued over the past one People Railways as reflected in the pages of hundred years have probably been used The series of railway stamps of direct rele- a stamp album reveals the mingling to prepay letters or parcels that were vance to the SBB starts with faces, in the of many themes. The miniature for- transported to their destination by Swiss form of three portrait stamps featuring mat of stamps requires designers to Railways. Seen from that angle, all of leading public figures which were issued concentrate the content in a way that them were suitable and relevant for SBB to mark the 50th anniversary of the generalizes the subject. Swiss stamp use. Gotthard Railway in 1932. motifs with an SBB link can be However, the issues dedicated specifically grouped in a variety of ways. And to Swiss Railways, its history and achieve- The self-taught engineer and building that’s exactly what collectors do, ments are easier to survey. This article contractor Louis Favre (1826–1879) classifying these little works of art focuses on a few examples which, while (ZNr. 191) not only lost his life through in categories such as people, land- representative, do not claim to be building the Gotthard Tunnel but also his scapes, bridges, tunnels and rolling exhaustive. fortune. Later, the management of the stock, to name but a few. Gotthard Line voluntarily settled a life- long pension of CHF 10 000.– a year on Author: Favre’s impoverished daughter, Mrs. -
CAPRES Network Capacity Assessment for Swiss North-South
Computers in Railways VII, C.A. Brebbia J.Allan, R.J. Hill, G. Sciutto & S. Sone (Editors) © 2000 WIT Press, www.witpress.com, ISBN 1-85312-826-0 CAPRES network capacity assessment for Swiss North-South rail freight traffic L. Lucchini, R. Rivier, D. Emery Institute of Transportation Planning Swiss Federal Institute of Technology, Lausanne Abstract CAPRES model (Railway Network Capacity Assessment System) has been developed to help planners to design timetables at the network level and to saturate them, making it possible through the process to evaluate the capacity of the network. The model has been developed by ITEP (Institute of Transportation Planning of the EPFL, the Swiss Federal Institute of Technology in Lausanne) in partnership with the Swiss Federal Railways. During the timetable saturation process, CAPRES takes into account infrastructure, rolling stock, and operations characteristics; then, it proceeds according to user-defined strategies that involve train succession rules and priorities allocation, especially concerning the use of available capacity, for the various train categories [1]. CAPRES has been used to analyse implementation alternatives for the North- South railway crossing through the Swiss Alps [2]. Those applications clearly showed the effect of integrating high-performance lines with the existing network. It has been possible to verify the feasibility of planned timetables, to pinpoint bottlenecks, and to assess effects on capacity of various infrastructure and service alternatives. Thus, it has been possible to evaluate, for the next 20 years, the various scenarios for the development of service in the North-South rail corridor. CAPRES methodology and results have been certified by the Swiss government and by the major Swiss railway companies.