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Engineers rise to viaduct challenge A
railway revival is taking place in France today. And it’s starting with the country’s first inter-regional TGV (train à grande vitesse or high-speed train) railway line. This new line, the LGV (ligne à grande vitesse or high-speed line) Rhine-Rhône, promises to introduce significant time savings for rail travellers inter-regionally as well as internationally.
The line will link medium-sized towns in the Dijon-Mulhouse corridor; it will also comprise a strategic link between southern Germany, parts of Switzerland and the south of France. Currently under construction as part of the Rhine-Rhône railway project is the Viaduc de la Savoureuse, or Savoureuse viaduct.
Of the 13 viaducts that will be part of the railway project, the Savoureuse viaduct is the second largest. This impressive structure will eventually span
Photos showing work on the viaduct by Bernd Schumacher
passing trains traveling at speeds of up to 350 km/h (210mph).
Savoureuse viaduct construction began in May 2007; it is estimated it will ultimately cost 52 million euros excluding taxes.
A Unique Project with Unique Challenges
The Savoureuse valley is a densely populated, semi-urban area and the Savoureuse viaduct itself will straddle a canal, a river and a freeway. The landscape elevation is relatively low, with the maximum height of the viaduct above the small, slightly embanked valley reaching only 30m.
850m of the eastern branch of the Rhine-Rhône line between Montbeliard and Belfort. When
complete, the viaduct will regularly bear the substantial structural demand of two
Tough workers, tough tools R
ail system efficiency is based on service and maintenance - if everything along the system isn’t working properly, you can’t deliver on those two promises.
Let’s look at the main challenges of railway service and maintenance work. First, the work has to be performed day and night, typically outdoors, in all conditions. The workers have to be tough – and so do their tools.
Second, accuracy is paramount. The consequences of an error are too serious to allow inaccuracy.
Third, communication is critical. Workers must be able to interact
with supervisors or a central office.
And finally, portability is a necessity. Workers and their tools are always on the go and have to put in long shifts.
The ideal work tool for railway service and maintenance workers has to be a rugged, efficient communication tool portable enough to go anywhere and work all day or night in any conditions.
Those attributes define the revolutionary category of rugged handheld computers that packs incredible performance into tools that fit in a hand. They have high- speed processors, run the most popular software programs plus
32 | rail technology magazine Dec/Jan 11
customized project software and communicate wirelessly from virtually anywhere.
They’re built to withstand water, dust and extreme temperatures and their batteries can work a full shift and more.
Handheld Group of Sweden is one of the most successful and fastest-growing suppliers of rugged mobile computers in today’s marketplace with more than 20 years of experience, a global client base and a strong presence in the public transportation field.
Handheld Group’s versatile lineup of state-of-the-art rugged handhelds feature GPS
functionality, advanced wireless communication capabilities, long-life batteries, sunlight- readable screens and high ratings against water, dust, vibrations, drops and extreme temperatures.
As the handheld supplier for Swedish Rail (SJ) on-board crews, the company understands the needs of public transport.
Handheld’s products are developed for harsh environments and can withstand water, dust, temperature changes, high altitude, and vibration and drops. Their versatility and rugged performance deliver increased efficiency in the field and lower total cost of ownership.
It is expected that construction will be finished by the end of 2010, with the opening of the line planned for the beginning of the year 2012. The Rhine-Rhône, with its elegant Savoureuse viaduct, will substantially change Europe’s entire railway geography.
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