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1 Zug Strecke Fahrplan

2 Disruption In the event of disruptions, employees at the operating centre work closely with the specialist units to ensure normal operations are resumed quickly. This work is largely done manually. In future, the Traffic Management System will generate a new timetable very quickly in the event of a disruption. This will minimise the impact on customers for the majority of incidents. In the event of major disruptions, the system automatically suggests solutions, allowing normal operations to be resumed more quickly. This also enables us to provide customers with more reliable information.

3 Timetabling Planners channel their expertise into the timetabling process. They spend a large amount of their time finding and solving potential conflicts or critical situations in the timetable framework. To do so, they need to be familiar with up to 700 specifications in order to create a realistic timetable. The Traffic Management System will automatically create a feasible timetable in a matter of seconds. All of the desired transport chains are planned such that every connection can be reached. The Traffic Management System thus achieves a more stable and reliable timetable, allowing us to respond flexibly and quickly to our customers needs.

4 Construction site warning The head of safety and, depending on the circumstances, the lookout officer is responsible for safety on trackside construction sites. This is a very expensive process requiring a large number of staff. Since the head of safety and the lookout officer do not know the precise route of a train, trains are often announced on construction sites which do not even affect that site. Each of these warnings interrupts the work. While the head of safety will remain responsible for safety on construction sites, the lookout officer will no longer be required. Warnings before train journeys will be issued fully automatically by a system which knows the precise route of each train. This will increase efficiency and safety on construction sites.

5 Train sequence/moving block The train sequence is determined by fixed wayside and signal equipment. The length of sections varies and, in the best case, leads to gaps between trains of just 90 seconds. Updating the wayside equipment to shorten these gaps is time-consuming and expensive. Safely tracking the exact position of a train makes wayside equipment obsolete. The system calculates the necessary distance between each individual train, taking into account the effective braking distance, and controls the trains accordingly. This shortens the distances between successive trains, resulting in a notable increase in capacity on the existing track network.

6 Signal boxes Safety installations (points, signals, safety devices, etc.) are currently controlled by around 500 decentralised signal boxes. The signal boxes differ significantly depending on their age and the technology used. It is not always possible to update internal and external signal box systems once their optimal service life has come to an end. With the new Smartrail signal box, the mismatched set of decentralised signal boxes will be replaced by a central system. In future, this will allow the internal and external signal box systems to be controlled separately. It will then be possible to update individual components at the end of their optimal service life. This increases reliability while reducing costs.

7 Connectivity Network coverage for customers is still not good enough on some route. The current railway radio system is based on the 2G technology GSM-R, which is not sufficient for the planned digitalisation of the railways. In future, the entire rail network will have 5G coverage for both railway communications and the passenger service. Passengers will therefore benefit from this too and will be able to make uninterrupted phone calls and surf the Internet at a higher speed.

8 Automatic Train Operation The engine driver drives the train manually, drawing on their professional experience. The train safety system ensures that the train does not cross any red signals or exceed the speed limit if the driver is not paying attention. In future, engine drivers will have greater support in their work from additional information on the traffic situation and from autopilot applications. This will allow trains to pass one another smoothly, including when traffic is even busier. It will also optimise energy consumption. False journeys will be virtually eliminated.

9 Shunting When it comes to shunting, there is still no train safety system to prevent false journeys. In the first step, a warning mechanism will be triggered in the event of a false journey, promptly requesting the engine driver or shunter to stop. In the next step, shunting manoeuvres will be secured in the same way as train journeys, thus sharply reducing the risk of collisions or derailments.

10 Benefits Costs With, we will save CHF 450 million a year in costs by reducing the number of external installations, avoiding further expansion measures and saving energy through optimized driving. Punctuality With, transport chains will be complied with and customers will arrive at their destinations more punctually. Disruptions will be detected at an early stage and changes to the timetable will be optimised in a quick and straightforward process. Capacity With, the existing rail network will be used more efficiently as trains will be able to run closer together. This will relieve the strain on hubs such as Zurich and pave the way for a tighter timetable so that customers will still have a wide range of connections to choose from in future. Safety With, each movement is localised and planned. This means construction workers and shunting operations will be better protected and fewer accidents will happen.