Academic literature on the topic 'Train speed restrictions'
Create a spot-on reference in APA, MLA, Chicago, Harvard, and other styles
Consult the lists of relevant articles, books, theses, conference reports, and other scholarly sources on the topic 'Train speed restrictions.'
Next to every source in the list of references, there is an 'Add to bibliography' button. Press on it, and we will generate automatically the bibliographic reference to the chosen work in the citation style you need: APA, MLA, Harvard, Chicago, Vancouver, etc.
You can also download the full text of the academic publication as pdf and read online its abstract whenever available in the metadata.
Journal articles on the topic "Train speed restrictions"
1
Černiauskaitė, Laura, and Kazys Sakalauskas. "TECHNICAL AND ECONOMICAL PROBLEMS OF INTEGRATION OF IX B AND XI D INTERNATIONAL RAILWAY TRANSPORT CORRIDORS INTO EUROPEAN RAILWAY TRANSPORT NETWORK." TRANSPORT 18, no. 4 (June 30, 2003): 143–52. http://dx.doi.org/10.3846/16483840.2003.10414086.
Full textAbstract:
Technical and economical problems of train speed increment up to 160 km/h in existing IX B and IX D international railway transport corridors are analysed. Train speed restriction reasons, values of restrictions and their locations are estimated according to technical parameter characteristics of existing railway line infrastructure and according to the requirements for high-speed trains. The concept railway lines technical shape includes: plan, longitudinal profile, road upper construction and subgrade, besides quantitative and qualitative indices of elements. The most important indicator of railway lines technical shape is the permissible speed of trains. The radius oflying curves is taken as the most important investigation object in the analysis of geometry of railway lines plan. Computer programme „Trauka“ („Traction“) is used for the solution of problems of train speed increase. The programme is intended to calculate train speed and train driving time by evaluating the technical level of existing railway lines infrastructure. Great attention is paid to a complex analysis of road plan, longitudinal profile and upper road structure elements when railway lines infrastructure reconstruction is carried out. The application of these methods in practice allows the exact estimation of train speed increment possibilities when speed restriction reasons are eliminated.
2
Dorrian, Jillian, Gregory D. Roach, Adam Fletcher, and Drew Dawson. "The effects of fatigue on train handling during speed restrictions." Transportation Research Part F: Traffic Psychology and Behaviour 9, no. 4 (July 2006): 243–57. http://dx.doi.org/10.1016/j.trf.2006.01.003.
Full text
3
Shang, Hui, Christophe Bérenguer, and John Andrews. "Delayed maintenance modelling considering speed restriction for a railway section." Proceedings of the Institution of Mechanical Engineers, Part O: Journal of Risk and Reliability 231, no. 4 (June 22, 2017): 411–28. http://dx.doi.org/10.1177/1748006x17709200.
Full textAbstract:
The deterioration of track geometry depends on several factors of which the speed of the train is one. Imposing a speed restriction can slow down the track deterioration and allows a longer survival time before a serious condition is achieved. Preventive maintenance delays can be authorized during the survival time. However, speed restrictions also reduce the system throughput. On the other hand, a longer interval between preventive maintenance activities has a lower maintenance action cost and it also enables grouping the maintenance activities to save set-up costs as well as system downtime. If the repair delay is too long, it may cause unacceptable conditions on the track and lead to higher maintenance costs and accidents. Therefore, it is interesting to assess the effect of a speed restriction on the delayed maintenance strategies for a railway track section. We want to solve a maintenance optimization problem to find the optimal tuning of the maintenance delay time and imposition of a speed restriction. To this aim, a delayed maintenance model is developed, in which track deterioration depends on the train speed and the number of passing trains. The model is used to determine an optimal speed restriction strategy and a preventive repair delay for the optimization of the system benefit and unavailability. Coloured Petri Nets are adopted to model the maintenance and operation of the railway track section. The Coloured Petri Net model describes the gradual track deterioration as a stochastic process. Different speed restriction policies and maintenance delay strategies are modelled and activated by the observed component states. Monte Carlo simulations are carried out to estimate the maintenance cost, the system benefit and the system downtime under different policies. Numerical results show the maintenance decision variable trade-off.
4
Yin, Hao, Yu Qian, J. Riley Edwards, and Kaijun Zhu. "Investigation of Relationship between Train Speed and Bolted Rail Joint Fatigue Life using Finite Element Analysis." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 10 (July 1, 2018): 85–95. http://dx.doi.org/10.1177/0361198118784382.
Full textAbstract:
Reducing the allowable operating speed or imposing temporary speed restrictions are common practices to prevent further damage to rail track when defects are detected related to certain track components. However, the speeds chosen for restricted operation are typically based on past experience without considering the magnitude of the impact load around the rail joints. Due to the discontinuity of geometry and track stiffness at the bolted rail joints, an impact load always exists. Thus, slower speeds may not necessarily reduce the stresses at the critical locations around the rail joint area to a safe level. Previously, the relationship between speed and the impact load around the rail joints has not been thoroughly investigated. Recent research performed at the University of Illinois at Urbana-Champaign (UIUC) has focused on investigating the rail response to load at the joint area. A finite element model (FEM) with the capability of simulating a moving wheel load has been developed to better understand the stress propagation at the joint area under different loading scenarios and track structures. This study investigated the relationship between train speed and impact load and corresponding stress propagation around the rail joints to better understand the effectiveness of speed restrictions for bolted joint track. Preliminary results from this study indicate that the contact force at the wheel–rail interface would not change monotonically with the changing train speed. In other words, when train speed is reduced, the maximum contact force at the wheel–rail interface may not necessarily reduce commensurately.
5
Haahr, Jørgen Thorlund, David Pisinger, and Mohammad Sabbaghian. "A dynamic programming approach for optimizing train speed profiles with speed restrictions and passage points." Transportation Research Part B: Methodological 99 (May 2017): 167–82. http://dx.doi.org/10.1016/j.trb.2016.12.016.
Full text
6
Malvezzi, M., P. Presciani, B. Allotta, and P. Toni. "Probabilistic analysis of braking performance in railways." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 217, no. 3 (May 1, 2003): 149–65. http://dx.doi.org/10.1243/095440903769012867.
Full textAbstract:
To increase safety and efficiency in the management of railway traffic, a new speed control system, named SCMT, is currently being developed by RFI and Trenitalia for the Italian Railways. Other innovative speed supervision systems are being developed in Europe, such as the ETCS/ERTMS, which will also be installed on the new high-speed line Roma-Napoli. All traffic management systems are generally based on a set of supervision curves relating the allowed velocity of the train to the running distance, in order to ensure the respect of speed restrictions on the line by ‘soft’ or ‘hard’ intervention such as an acoustic and visual warning to the driver (soft) and/or service or emergency braking (hard) in the case of train velocity exceeding the permitted one. To elaborate this set of supervision curves, the on-board unit requires train deceleration depending on time and speed as basic information about the braking behaviour of the train. The implementation of a speed supervision system requires a preliminary definition of braking models that allow the conversion of the general parameters affecting the braking performances of trains (such as a braked weight percentage, goods/passenger brake position, brake equipment, train length, etc.) into a basic deceleration profile as a function of time, during the deceleration rise phase, and of speed, during fully developed braking. The deceleration used to evaluate braking curves is obtained by applying a proper safety margin to the nominal deceleration value (which depends on train characteristics). In this paper a probabilistic analysis of train deceleration is carried out, starting from probability distributions of parameters affecting the braking. For the major parameters, the probability distribution was determined on the basis of technical knowledge and experimental results. The aim of this work is to determine the probability that the real deceleration is lower than the nominal value multiplied by a given safety margin.
7
van der Kooij, Rimmert B. K., Andreas D. Landmark, Andreas A. Seim, and Nils O. E. Olsson. "The effect of temporary speed restrictions, analyzed by using real train traffic data." Transportation Research Procedia 22 (2017): 580–87. http://dx.doi.org/10.1016/j.trpro.2017.03.047.
Full text
8
Karasev, S. V., and A. D. Kalidova. "Modeling of train flow handling through a limiting single-track section of the route at the organization of high-speed operation using the existing infrastructure." Vestnik of the Railway Research Institute 77, no. 1 (February 28, 2018): 34–43. http://dx.doi.org/10.21780/2223-9731-2018-77-1-34-43.
Full textAbstract:
The article examines the problem of studying the process of handling the opposing train flows through a single track section of the route by modeling for the conditions of organizing high-speed operation while minimizing capital investments in infrastructure. The issue of saving capital investments in infrastructure is especially urgent with the small size of high-speed traffic on non-main lines, including feeder lines for high-speed routes. Significant savings can be ensured by using single-track fixed structures, as well as single-track distances in conditions where the construction of the second main track is associated with a significant increase in cost. However, in this case, an important question arises about the effect of high-speed traffic on the capacity of single-track sections and on the line as a whole. When operating a one-track or two-track section of the route, the issue arises on the adequacy of the capacity level of the junction points from two to one track (one-track section of the route, then the limiting element), and also the possible delays of trains. To investigate the conditions for passing trains through such sections of the route, the Barrier-1 program was developed, which makes it possible to estimate the capacity of the limiting element on the basis of the methods of queuing theory. The model implements an algorithm that does not impose any restrictions on the characteristics of the incoming train flow, which makes it possible to investigate the various conditions for trains to pass through the limiting element (in particular, the regularity or irregularity of the flow, the intervals between trains, the occupation times of the limiting element). The results of modeling the passing of counter traffic flows are displayed in numerical form, as well as in the form of the train traffic schedule, taking into account the increase in time on approaches to the limiting element. The model takes into account the peculiarities of passing the opposing train traffic and allows determining optimal way of passing high-speed and other trains through the limiting element of the route. The calculation is provided using the model and analysis of the capacity of a limiting element of the route for various options of the high-speed trains handling organization, as well as the conditions under which the maximum capacity with the minimum number and delay time (decrease) of trains on approaches to the limiting element.
9
Popov, A. F., and M. Fratu. "Calculation algorithm and method for optimizing electricity consumption for the railway traction system." IOP Conference Series: Materials Science and Engineering 1242, no. 1 (April 1, 2022): 012030. http://dx.doi.org/10.1088/1757-899x/1242/1/012030.
Full textAbstract:
Abstract This article presents a calculation algorithm for establishing the electricity demand consumed by the railway electric traction system on a railway section, as well as methods for lowering power consumption and cost. In order to conceive the calculation algorithm, the following variables are taken into account: the number of trains in circulation on the section, the slope of the section, the train speed and the speed restrictions. For factors that substantially increase electricity consumption, but can be controlled, optimal values are computed using specific equations in the MATLAB program. The optimal values are implemented using the train’s timetable or a railway control system (SCADA). A decrease in power consumption of 5% can be expected with this method.
10
Murray-Smith, DJ. "Development of an inverse simulation method for the analysis of train performance." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 5 (July 14, 2017): 1295–308. http://dx.doi.org/10.1177/0954409717720349.
Full textAbstract:
Conventional methods of computer-based simulation allow prediction of output variables, often as a function of time, for a given model of a physical system for a given set of initial conditions and input variables. In the case of train performance simulation models, the possible output variables include train speed or distance travelled, both expressed as functions of time. The corresponding input variables, also expressed as functions of time, are the tractive force or power levels for given train characteristics and route information such as gradients, track curvature and speed restrictions. Inverse simulation methods, on the other hand, allow selected model variables (such as the tractive force at any time instant) to be found from other specified model variables applied as input (such as the train speed or distance travelled versus time) for a given set of route conditions and train characteristics. The specific inverse simulation method presented in the paper is based on feedback principles. Illustrative results are used to verify this inverse simulation approach for train performance applications, and further cases are used to show that the inverse formulation provides an insight that is different from that obtained using more conventional forward simulation techniques.
Dissertations / Theses on the topic "Train speed restrictions"
1
(9776303), Sanjar Ahmad. "Ensuring track safety and reducing unnecessary train speed restrictions in hot weather by the application of a unified track stability management tool." Thesis, 2011. https://figshare.com/articles/thesis/Ensuring_track_safety_and_reducing_unnecessary_train_speed_restrictions_in_hot_weather_by_the_application_of_a_unified_track_stability_management_tool/13457612.
Full textAbstract:
"In this thesis, practices/procedures adopted by different railways to manage track stability have been collated and a gap analysis has been undertaken to help improve track stability. The analysis revealed that track stability management differs markedly/noticeably between railway companies, and that there is a need for a unified tool to determine the requirements of different preventive maintenance programs"--Abstract.
Conference papers on the topic "Train speed restrictions"
1
Dure, Davis. "Avoiding Increased Trip Times and Other Operational Impacts When Implementing Positive Train Control." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36260.
Full textAbstract:
Implementing safety systems on railroads and transit systems to prevent collisions and the risks of excess speeds often come at the price of lengthened trip time, reduced capacity, or both. This paper will recommend a method for designing Positive Train Control (PTC) systems to avoid the degradation of operating speeds, trip times and line capacities which is a frequent by product of train-control systems. One of the more significant operational impacts of PTC is expected to be similar to the impacts of enforcing civil speed restrictions by cab signaling, which is that the safe-braking rate used for signal-system design and which is expected to be used for PTC is significantly more conservative than the service brake rate of the train equipment and the deceleration rate used by train operators. This means that the enforced braking and speed reduction for any given curve speed restriction is initiated sooner than it otherwise would be by a human train operator, resulting in trains beginning to slow and/or reaching the target speed well in advance of where they would absent enforcement. This results in increased trip time, which can decrease track capacity. Another impact of speed enforcement is that it often results in “underspeeding.” In a cab-signal (and manual-train-operation) environment, it has been well documented that train operators typically operate two or three mph below the nominal enforced speed to avoid the risk of penalty brake applications. Target and location speed enforcement under PTC is likely to foster the same behaviors unless the design is prepared to mitigate this phenomenon. While the trip-time and capacity impacts of earlier braking and train-operator underspeeding are generally marginal, that margin can be very significant in terms of incremental capacity and/or resource for recovery from minor perturbations (aka system reliability). The operational and design methodology that is discussed in this paper involves the use of a higher unbalance (cant deficiency) for calculating the safety speed of each curve that is to be enforced by PTC, while retaining the existing maximum unbalance standard and existing speed limits as “timetable speed restrictions”. Train operators will continue to be held responsible for observing the timetable speed limits, while the PTC system would stand ready to enforce the higher safety speeds and unbalance should the train operator fail to properly control his or her train. The paper will present a potential methodology for calculating safety speeds that are in excess of the normal operating speeds. The paper will also calculate using TPC software the trip-time tradeoffs for using or not using this potential concept, for which there are some significant precedents. Other operational impacts, and proposed remedies, will be discussed as well. These will include the issues of total speed enforcement versus safety-speed enforcement, the ability of a railroad’s management to perform the speed checks required by the FRA regulations under normal conditions, and the operation of trains under occasional but expected PTC failures.
2
Mortlock, Edwin A., and Geoff Hubbs. "Implementing Optical Speed Measurement (OSMES) for Communications Based Train Control." In ASME/IEEE 2004 Joint Rail Conference. ASMEDC, 2004. http://dx.doi.org/10.1115/rtd2004-66016.
Full textAbstract:
New York City Transit is installing communications-based train control (CBTC) as part of its signal modernization program starting with the Canarsie Line. CBTC requires a higher accuracy of speed and distance measurement than conventional signal systems. An optical speed and position measurement system (OSMES) that is independent of the wheel-rail interface is being used on this project. An accelerated program to develop this system into a production device had to be undertaken as well as solving many application obstacles, including severe clearance and environmental restrictions. Implementing an unproven subsystem on an operating transit system with tight project budget and schedule constraints presents many challenges.
3
Alvarez-Legazpi, Paula, Marta Vargas-Mun˜oz, Jose´ Conrado Marti´nez-Acevedo, Joaqui´n Botella-Malago´n, and Manuel Rodri´guez-Ferna´ndez. "Cross Wind Protection Systems for High Speed Railway Lines." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36112.
Full textAbstract:
Higher operating rail speeds and lighter rolling stock means that cross wind, a factor that had not been considered for railway operations until recent times, has acquired vital importance in keeping adequate safety levels for railway transport of passengers. The overturn risk for a train circulating on a high speed line is determined by three key issues: • TRAIN: its aerodynamic and dynamic characteristics. • LINE: radius, azimuth, type of infrastructure, etc. • WIND: speed and angle with the train: – Wind statistics at the cross wind detection stations. – Wind models with spatial extrapolation for estimating average and actual wind on each section of the line. – Temporal forecast models at the cross wind detection stations. The combination of a certain rail line and a specific vehicle allows the determination of the criticality of each site. Once the authoritative safety target has been defined, according to this overturn risk, the adequate operating procedures must be defined. There are three possible types of protection systems: • Passive protection: protection walls or wind screens. • Active protection: short term (minutes) wind alert systems that impose restrictions to train speed when strong cross wind conditions are predicted. • Special procedures to regulate railway traffic under critical wind conditions. This paper presented hereby describes the studies to determine the susceptible sections to be protected, focus afterwards, specifically on active protection systems themselves, and main actions for its implementation.
4
Chy, John. "Application of Virtualization to Implement the Automatic Train Supervision System of a Communications Based Train Control System." In 2020 Joint Rail Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/jrc2020-8085.
Full textAbstract:
Abstract Capacity improvement and obsolescence management are the primary reasons for deploying Communications Based Train Control (CBTC) technology to replace conventional track circuit-based signaling systems like in New York City Transit (NYCT), Baltimore Maryland Transit Administration (MTA) or the San Francisco Bay Area Rapid Transit District (BART). Resignaling projects without stopping revenue operations are highly complex and are referred as brownfield train control projects. The Automatic Train Supervision (ATS) subsystem in a CBTC System is responsible for monitoring and regulating train operations. The ATS’ responsibilities include functions such as identifying trains, tracking and displaying trains, setting speed restrictions and work zones, automatic and manual routing capabilities. In addition, the ATS serves as the Human Machine Interface (HMI) between Train Controllers at the Operations Control Center (OCC). One of the challenges in brownfield train control projects is fitting a CBTC ATS subsystem into an already existing Operations Control Center (OCC). The console in the operating theater will need to host both the existing system and the new CBTC ATS workstation. Similarly, the technical rooms may already be at capacity but still need to accommodate the CBTC system in addition to the legacy system for the transition period. Transferring the OCC to a new building is often part of the modernization program and is the ideal method to mitigate space constraints. However, CBTC deployment is not always associated with transfer to a new larger building with a large OCC theater. Transfer to the new OCC with more space may be done before the CBTC deployment or at the same time as the CBTC revenue service. When there is no new larger OCC, solutions need to be investigated to accommodate both the legacy system and the new CBTC at the existing OCC. Advancements in virtual technology provides a more efficient solution that reduces the amount of physical space an ATS needs in the OCC without compromising communication and processing speed or capabilities. This paper describes the different equipment and functionalities of an ATS subsystem and the challenge of fitting each piece into an existing OCC while keeping the legacy system. The paper then discusses the basic technology behind networking, defining the concept of machine virtualization at a high level, and how all these technologies may be used to solve the ATS challenges faced during CBTC resignaling projects.
5
Wang, Jian, Weijie Tao, Federico Grasso Toro, Rangtai Baocai, Debiao Lu, and Jiang Liu. "GNSS-Based Train Trajectory Simulation System." In 2016 Joint Rail Conference. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/jrc2016-5801.
Full textAbstract:
Integrating Global Navigation Satellite System (GNSS) into railway application has a great potential because of its various advantages, such as lower cost, less trackside equipment, higher positioning accuracy, easier maintenance and so on. Railway system is a safety-critical system that requires high reliability, safety and real-time performance, so GNSS technology must be tested, verified and validated in railway system before putting into practical applications. However, due to the unavoidable restrictions and inconvenience of the railway field conditions, these tests cannot be accomplished on site. On this basis, this paper has developed a GNSS-based train trajectory simulation system which can provide GNSS data simulation of multi-train trajectory in multiple scenarios in order to support the tests and research of GNSS-based railway application, especially GNSS-based train localisation system and GNSS-based train control system. The GNSS-based train trajectory simulation system is based on the railway timetable (also called schedule), rolling stock information and digital track map. The paper firstly researches on the timetable that stores information of each train at each specified station, including arrival time, departure rime, track to be occupied, and connections to other trains. With the timetable simulation, the train’s trajectory can be generated using the information provided by the digital track map. The output trajectory data is mainly GGA sentence which is compliant with the National Marine Electronics Association (NMEA) 0183 standard. The paper also calculates the satellite visibility based on satellite ephemeris to simulate the number of visible satellites during the trajectory with changing time and space. All the information and data, such as timetable, speed/distance curve, distance/time curve, station track occupation state, can be visualized and updated in graphics and diagrams for better view. In addition, the train motion behavior of acceleration, cruising, coasting and braking can also be modelled in the system, as well as the driver’s behavior. The GNSS-based train trajectory simulation system has been realized using C# programming language in Microsoft Visual Studio 2010. And the field data of Shanxi coal railway transportation company railroad is used in the system. The simulation system is tested and the experimental results show that the developed simulation system can perform the expected functions, and provided data source for GNSS-based train localisation system. In addition, this simulation system has a good performance in compatibility and scalability.
6
Barbosa, Fábio C. "High Speed Intercity and Urban Passenger Transport Maglev Train Technology Review: A Technical and Operational Assessment." In 2019 Joint Rail Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/jrc2019-1227.
Full textAbstract:
Magnetic levitation (maglev) is a highly advanced technology which provides, through magnetic forces, contactless movement with no wear and friction and, hence, improved efficiency, followed by reduced operational costs. It can be used in many fields, from wind turbines to nuclear energy and elevators, among others. Maglev trains, which use magnetic levitation, guidance and propulsion systems, with no wheels, axles and transmission, are one of the most important application of the maglev concept, and represents the first fundamental innovation of rail technology since the launch of the railroad era. Due to its functional features, which replaces mechanical components by a wear free concept, maglev is able to overcome some of the technical restrictions of steel-wheel on rail (SWR) technology, running smoother and somewhat quieter than wheeled systems, with the potential for higher speeds, acceleration & braking rates and unaffected by weather, which ultimately makes it attractive for both high speed intercity and low speed urban transport applications. From a technical perspective, maglev transport might rely on basically 3 technological concepts: i) electromanetic suspension (EMS), based on the attraction effect of electromagnets on the vehicle body, that are attracted to the iron reactive rails (with small gaps and an unstable process that requires a refined control system); ii) Electrodynamic Levitation (EDL), which levitates the train with repulsive forces generated from the induced currents, resulted from the temporal variation of a magnetic field in the conductive guide ways and iii) Superconducting Levitation (SML), based on the so called Meissner Effect of superconductor materials. Each of these technologies present distinct maturity and specific technical features, in terms of complexity, performance and costs, and the one that best fits will depend on the required operational features of a maglev system (mainly speed). A short distance maglev shuttle first operated commercially for 11 years (1984 to 1995) connecting Birmingham (UK) airport to the the city train station. Then, high-speed full size prototype maglev systems have been demonstrated in Japan (EDL) (552 kph - 343 mph), and Germany (EMS) (450 kph - 280 mph). In 2004, China has launched a commercial high speed service (based on the German EMS technology), connecting the Pudong International Airport to the outskirts of the city of Shanghai. Japan has launched a low speed (up to 100 kph - 62.5 mph) commercial urban EMS maglev service (LIMINO, in 2005), followed by Korea (Incheon, in 2016) and China (Changsha, in 2016). Moreover, Japan is working on the high speed Maglev concept, with the so called Chuo Shinkansen Project, to connect Tokio to Nagoya, in 2027, with top speeds of 500 kph (310 mph). China is also working on a high speed maglev concept (600 kph - 375 mph), supported on EMS Maglev technology. Urban Maglev concept seeks to link large cities, with their satellite towns and suburbs, to downtown areas, as a substitute for subways, due to its low cost potential, compared to metros and light rail (basically due to their lower turning radius, grade ability and energy efficiency). High Speed Maglev is also seen as a promising technology, with the potential do provide high quality passenger transport service between cities in the 240–1,000 km (150–625 mi) distance range into a sustainable and reliable way. This work is supposed to present, based on a compilation of a multitude of accredited and acknowledged technical sources, a review of the maglev transport technology, emphasizing its potential and risks of the low and high speed (urban and intercity) market, followed by a brief summary of some case studies.
7
Greco, Joseph A. "Predict, Detect and React to Signaling and Train Control Failures With Improved Diagnostics Achieved With a Suite of Data Collection and Analysis Tools in a Maintenance and Diagnostic Center." In 2018 Joint Rail Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/jrc2018-6271.
Full textAbstract:
The highest level of automation may be achieved with traditional fixed block systems with numerous benefits. Diagnostic Data can be collected from wayside infrastructure and stored in a central depository. Diagnostics from the vehicle may also be collected, not typically in a dynamic fashion, and stored in a centralized depository. This data is not easily integrated or sequenced between the onboard and wayside. External systems are added to collect all data. This centralized system composes a Maintenance and Diagnostic Center. In addition, with CBTC systems, communication between the wayside and the vehicle include ATP information, Movement Authority, Speed Restrictions from the wayside to the vehicle and reports of train location, speed, travel direction and vehicles status. With ATO, data is also transferred between the train and wayside. Much of the vehicle reported ATO data includes vehicle and on-board controller alarms and events. This train and wayside communicated data is collected and stored in the MDC with the added benefit of being integrated between the on-board and wayside. This integrated data allows data mining to be performed to evaluate many operating aspects of the system. This presentation identifies some of the types of data collected and the analysis that may be performed on the data to identify improvements that are to be integrated in system operation, detect system components that are degrading to a point of failure to help schedule maintenance before failure and provide the capability to review events post mortem to identify the root cause of failures that occur in the system.
8
Kolli, Satish, Joshua Lilly, and Duminda Wijesekera. "Providing Cyber Situational Awareness (CSA) for PTC Using a Distributed IDS System (DIDS)." In 2018 Joint Rail Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/jrc2018-6142.
Full textAbstract:
American Railroads are planning to complete implementation of their Positive Train Control (PTC) systems by 2020 with the primary safety objectives of avoiding inter-train collisions, train derailments and ensuring railroad worker safety. Under published I-ETMS specifications, the onboard unit (OBU) communicates with two networks; (1) the Signaling network that conveys track warrants to occupy blocks etc. and (2) the Wayside Interface Unit (WIU) network, a sensor network situated on tracks to gather navigational information. These include the status of rail infrastructure (such as switches) and any operational hazards that may affect the intended train path. In order to facilitate timely delivery of messages, PTC systems will have a reliable radio network operating in the reserved 220MHz spectrum, although the PTC system itself is designed to be a real-time fail safe distributed control systems. Both the signaling and the WIUs communicate their information (track warrants, speed restrictions, and Beacon status) using software defined radio networks. Given that PTC systems are controlled by radio networks, they are subjected to cyber-attacks. We show a design and a prototype implementation of a PTC Cyber Situational awareness system that gathers information from WIU devices and Locomotives for the use of rail operators. In order to do so, we designed secure IDS components to reside on the On Board Units (OBU), signaling points (SP) and the WIUs that gather real-time status information and share them with the Back Office system to provide the cyber-security health of the communication fabric. Our system is able to detect and share information about command replay, hash breaking guessing and message corruption attacks.
9
Marti´nez Acevedo, J. C., and A. Mascaraque. "Energy Efficiency of Electric Traction Railways (“ELECRAIL” Project)." In 2011 Joint Rail Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/jrc2011-56127.
Full textAbstract:
With the general prospect of reducing energy consumption, the ELECRAIL project aims conduct a systematic analysis of energy consumption in metropolitan railway lines, suburban and high speed, with an assessment of the energy impact and the economic performance, including development of parameterized models and simulators for the analysis of strategies to reduce consumption through efficient design of train timetables and driving times. The project aims to systematically analyze all the ways to reduce electricity consumption in electric traction railways. The different possibilities and the study of each of the actions that are deemed most relevant have been identified: Timetabling, energy storage, supply system sizing, design and use of ancillary services, etc. Parameterized simulators and models have been developed for taking the more efficient decisions in each case, depending on existing restrictions. The project boundary is the transportation of passengers, stressing the segments where there are more traffic and investments. This presentation will be presented the main findings and conclusions of the project.
10
Pyrialakou, V. Dimitra, and Konstantina “Nadia” Gkritza. "Exploring the Opinions of Passenger Rail Riders: Evidence From the Hoosier State Train." In 2016 Joint Rail Conference. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/jrc2016-5778.
Full textAbstract:
Ridership on Midwest passenger rail lines has been steadily increasing over the past two decades. Between 2005 and 2014, there has been a growth of more than 65 percent, much higher than the national average (approximately 30 percent for the same years). Nevertheless, a number of lines have discontinued their services or are in danger of discontinuance. For example, Kentucky Cardinal, operating between Chicago, Illinois and Louisville, Kentucky was discontinued in 2003, and the Three Rivers train, operating between Chicago, Illinois and New York, New York was discontinued in 2005. The Hoosier State train running between Indianapolis, Indiana and Chicago, Illinois would have faced the same fate recently, if not for the financial support that the state and communities have been providing since 2013. As of October 1, 2013, the State of Indiana, local communities, and Amtrak reached an agreement to support the Hoosier State line for the following fiscal year (2013–2014), and the agreement has continued ever since. In the meantime, the Indiana Department of Transportation (INDOT) was the first nationally to announce a Request for Proposals to seek competing solutions from independent providers, as allowed by the Passenger Rail Investment and Improvement Act of 2008 (PRIIA), in order to obtain private-sector competitive bids for the operation of the Hoosier State train. Recently, after many unfruitful attempts and many obstacles, INDOT reached an agreement with Iowa Pacific Holdings. The company has been providing the locomotives for the line since August 2015, and collaborates with Amtrak to keep the train in service, with a shared vision to increase service frequency, improve speed and maintain a reliable schedule, and provide better on-board amenities. However, to ensure the financial viability of the system and support any improvement or expansion, an increase in ridership is necessary. To achieve this, it is essential that we understand the opinions of Indiana residents, passengers of the Hoosier State train, and advocates of the line towards passenger rail. This paper presents the results of a survey that was conducted on board the Hoosier State train to solicit information pertaining to the perceived ease of use and usefulness of the passenger rail services, riders’ opinions, and other factors that might affect behavior toward passenger rail transportation, as well as factors that affect an individual’s mode choice in general, such as habitual automobile behavior, or external impedance factors like schedule and route restrictions. The survey was endorsed by INDOT and approved by Amtrak and Iowa Pacific Holdings. In addition, this paper presents how opinions toward passenger rail differ among different groups based on socioeconomic and demographic characteristics, familiarity with passenger rail transportation in general and the Hoosier State train specifically, and usage. Furthermore, in order to prioritize service improvements that can foster an increase in the Hoosier State ridership, this paper explores mode choice decisions through the use of a multi-attribute attitude model. The results of this paper can guide policy and planning decision making that aims to foster an increase in passenger rail ridership through a mode shift from personal automobiles and competing mass transportation systems, such as airlines and intercity buses.