Especially in developing countries such as Saudi Arabia, when considering an increase in rail lines it is vital to examine the freight sector’s sustainable development. The aim is to transfer freight from slow modes of transport (trucks) to the faster and more eco-friendly mode of rail. This paper predicts two economic impacts from the transfer: less wear on the pavement structure of the highways, and changes in terms of time, cost, infrastructure capacity, and so on, compared to shipment by heavy trucks. Using rail can prevent damage to roads and the costs relating to heavy trucks, as well as accidents and air pollution. Various parameters are considered, such as loading and the longitudinal tire forces of trucks, the materials used in the construction of roads (e.g. asphalt) and their thickness. In this case, a 950-km length of the Riyadh–Jeddah line is used as a case study, determining the cost and time taken both before and after introducing a freight rail system. This method can be applied to the military sector to move heavy haulage and to transport minerals all over Saudi Arabia. In this case, the just-in-time (JIT) or door to door (DTD) method of delivery services is adopted, as trucks still have to drive the first and/ or last few kilometers of each railway journey. It is based on a comparative model to calculate and compare total shipping costs and transport time for road and rail transport. As a result, the total cost of transporting military vehicles/freight by rail transport is about $11,423, resulting from $1,272, $8,695, and $1,456 of fuel, labor wages, and drivers’ wages, respectively, which is lower than by road transport of about $12,634, resulting from $606, $661, $8,695, and $2,672 for the fuel cost, road user charge/express tolls, labor wages, and drivers’ wage, respectively.
{"title":"SUSTAINABLE DEVELOPMENT OF FREIGHT TRANSPORT USING A FASTER AND MORE ECO-FRIENDLY MODE","authors":"H. Almujibah","doi":"10.2495/cr220181","DOIUrl":"https://doi.org/10.2495/cr220181","url":null,"abstract":"Especially in developing countries such as Saudi Arabia, when considering an increase in rail lines it is vital to examine the freight sector’s sustainable development. The aim is to transfer freight from slow modes of transport (trucks) to the faster and more eco-friendly mode of rail. This paper predicts two economic impacts from the transfer: less wear on the pavement structure of the highways, and changes in terms of time, cost, infrastructure capacity, and so on, compared to shipment by heavy trucks. Using rail can prevent damage to roads and the costs relating to heavy trucks, as well as accidents and air pollution. Various parameters are considered, such as loading and the longitudinal tire forces of trucks, the materials used in the construction of roads (e.g. asphalt) and their thickness. In this case, a 950-km length of the Riyadh–Jeddah line is used as a case study, determining the cost and time taken both before and after introducing a freight rail system. This method can be applied to the military sector to move heavy haulage and to transport minerals all over Saudi Arabia. In this case, the just-in-time (JIT) or door to door (DTD) method of delivery services is adopted, as trucks still have to drive the first and/ or last few kilometers of each railway journey. It is based on a comparative model to calculate and compare total shipping costs and transport time for road and rail transport. As a result, the total cost of transporting military vehicles/freight by rail transport is about $11,423, resulting from $1,272, $8,695, and $1,456 of fuel, labor wages, and drivers’ wages, respectively, which is lower than by road transport of about $12,634, resulting from $606, $661, $8,695, and $2,672 for the fuel cost, road user charge/express tolls, labor wages, and drivers’ wage, respectively.","PeriodicalId":23773,"journal":{"name":"WIT Transactions on the Built Environment","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2022-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"86770610","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The European Railway Traffic Management System (ERTMS) is intended to replace incompatible national rail traffic management systems in Europe and thus simplify cross-border rail traffic. A part of ERTMS is the European Train Control System (ETCS). ETCS is an automatic train protection system and can collaborate with an automatic train operation system (ATO). ATO can control and monitor the braking, traction and door system of a train. This collaboration is called ATO over ETCS. In this paper we describe the experiences gained in the integrated application of the model-based systems and architecture engineering method ARCADIA and the formal method Event-B to the system requirements of ATO over ETCS. A central part of the system requirements is related to the operational modes, mode transitions and mode properties of the ATO onboard unit (ATO-OB). Mode properties are system requirements that must be satisfied whenever the ATO-OB enters a mode or stays within a mode. Especially modes, in which the ATO-OB automatically drives the train, are of utter importance. The main goal of the analysis was to check consistency and completeness of the system requirements related to modes, mode transitions and mode properties. Within the ARCADIA phase “System Analysis” a so-called “Mode/State Model”, a special ARCADIA model, was systematically derived from the system requirements. In order to guarantee consistency, especially to guarantee that mode properties will not be violated by mode transitions, a formal Event-B specification was derived and formally analyzed. This analysis approach identified several critical inconsistencies of the system requirements.
{"title":"ATO OVER ETCS: MODEL-BASED SYSTEM AND ARCHITECTURE ANALYSIS WITH ARCADIA AND EVENT-B","authors":"R. Eschbach","doi":"10.2495/cr220201","DOIUrl":"https://doi.org/10.2495/cr220201","url":null,"abstract":"The European Railway Traffic Management System (ERTMS) is intended to replace incompatible national rail traffic management systems in Europe and thus simplify cross-border rail traffic. A part of ERTMS is the European Train Control System (ETCS). ETCS is an automatic train protection system and can collaborate with an automatic train operation system (ATO). ATO can control and monitor the braking, traction and door system of a train. This collaboration is called ATO over ETCS. In this paper we describe the experiences gained in the integrated application of the model-based systems and architecture engineering method ARCADIA and the formal method Event-B to the system requirements of ATO over ETCS. A central part of the system requirements is related to the operational modes, mode transitions and mode properties of the ATO onboard unit (ATO-OB). Mode properties are system requirements that must be satisfied whenever the ATO-OB enters a mode or stays within a mode. Especially modes, in which the ATO-OB automatically drives the train, are of utter importance. The main goal of the analysis was to check consistency and completeness of the system requirements related to modes, mode transitions and mode properties. Within the ARCADIA phase “System Analysis” a so-called “Mode/State Model”, a special ARCADIA model, was systematically derived from the system requirements. In order to guarantee consistency, especially to guarantee that mode properties will not be violated by mode transitions, a formal Event-B specification was derived and formally analyzed. This analysis approach identified several critical inconsistencies of the system requirements.","PeriodicalId":23773,"journal":{"name":"WIT Transactions on the Built Environment","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2022-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"78107426","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
56,000 km of high-speed rail lines have been built around the world, and another 74,000 km are being built or planned. During the extension of high-speed infrastructures, it is possible to design services that use high-speed lines and conventional lines, in relation to where high-speed has not yet been fully realized. In fact, there is potentiality in existing rail networks, not used for the realization of integrated services that although not of high speed, are better, in terms of travel time, than the conventional ones. An important example is the rail system in Italy, which covers the central and northern areas of the country with high-speed, but it is absent in the south and in Sicily, the large island separated from Italy by a maritime strait. The current services with their travel times from the metropolitan cities of Sicily to Rome, were analysed. An integration of the services is proposed in the hypothesis of no infrastructural changes to the railway lines and terminals and the use of trains and ships available. The results obtained are useful to public planners and technicians of national public departments and railway, as they are able to know what time reductions are possible without any investment. The method used can be applied in other countries where there are high-speed lines and it is possible to create services that use the existing high-speed network and the conventional one.
{"title":"POTENTIALITY OF RAIL NETWORKS: INTEGRATED SERVICES ON CONVENTIONAL AND HIGH-SPEED LINES","authors":"Massimo Di Gangi, F. Russo","doi":"10.2495/cr220091","DOIUrl":"https://doi.org/10.2495/cr220091","url":null,"abstract":"56,000 km of high-speed rail lines have been built around the world, and another 74,000 km are being built or planned. During the extension of high-speed infrastructures, it is possible to design services that use high-speed lines and conventional lines, in relation to where high-speed has not yet been fully realized. In fact, there is potentiality in existing rail networks, not used for the realization of integrated services that although not of high speed, are better, in terms of travel time, than the conventional ones. An important example is the rail system in Italy, which covers the central and northern areas of the country with high-speed, but it is absent in the south and in Sicily, the large island separated from Italy by a maritime strait. The current services with their travel times from the metropolitan cities of Sicily to Rome, were analysed. An integration of the services is proposed in the hypothesis of no infrastructural changes to the railway lines and terminals and the use of trains and ships available. The results obtained are useful to public planners and technicians of national public departments and railway, as they are able to know what time reductions are possible without any investment. The method used can be applied in other countries where there are high-speed lines and it is possible to create services that use the existing high-speed network and the conventional one.","PeriodicalId":23773,"journal":{"name":"WIT Transactions on the Built Environment","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2022-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"90290889","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
A new railway sector technical specification for the cybersecurity of railway applications was issued in July 2021 as CENELEC/TS 50701. Until now, the concept of development and design of railway applications related to safety have been based on conformity with functional safety standards such as IEC 62278, IEC 62279, and so on. In this paper, we discuss the new issues caused by the scope overlap of functional safety standards and the scope of CLC/TS and by the difference between the lifecycle span of CLC/TS and the functional safety standards argued from the configuration of some typical railway signalling applications. And it is described that CLC/TS requirements raise some new issues that may need some configuration reformation not only the separation of processing programs and its data and data preparation tools kits ( this is required by IEC 62279) but also it might need to make some configuration changes by manufacturer and its management method changes by infrastructure managers. In addition, we propose a reasonable validation measure based on functional safety and CLC/TS when railway applications have changed such as creating a preliminary plan to achieve satisfying both viewing points at the same time.
{"title":"STUDY FOR THE COMPATIBILITY OF BOTH CYBERSECURITY AND FUNCTIONAL SAFETY STANDARDS FOR RAILWAY SIGNALLING APPLICATIONS","authors":"J. Yoshinaga","doi":"10.2495/cr220031","DOIUrl":"https://doi.org/10.2495/cr220031","url":null,"abstract":"A new railway sector technical specification for the cybersecurity of railway applications was issued in July 2021 as CENELEC/TS 50701. Until now, the concept of development and design of railway applications related to safety have been based on conformity with functional safety standards such as IEC 62278, IEC 62279, and so on. In this paper, we discuss the new issues caused by the scope overlap of functional safety standards and the scope of CLC/TS and by the difference between the lifecycle span of CLC/TS and the functional safety standards argued from the configuration of some typical railway signalling applications. And it is described that CLC/TS requirements raise some new issues that may need some configuration reformation not only the separation of processing programs and its data and data preparation tools kits ( this is required by IEC 62279) but also it might need to make some configuration changes by manufacturer and its management method changes by infrastructure managers. In addition, we propose a reasonable validation measure based on functional safety and CLC/TS when railway applications have changed such as creating a preliminary plan to achieve satisfying both viewing points at the same time.","PeriodicalId":23773,"journal":{"name":"WIT Transactions on the Built Environment","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2022-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"84663212","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Many copper cables for supervision, trip, measurements and control commands are laid between the switchyard equipment and the control room in the conventional substation. Therefore, it is difficult to remove the existing cables when the equipment is renewed, and to arrange the cable pits when the equipment is newly installed. In addition, since a large number of cables are connected, there is a problem that the construction period becomes longer. Therefore, to update the equipment easily, we studied the system configuration and information exchange method by digital communication technology reducing the number of cables between the switchyard equipment and the control room. We developed a prototype system, and field tests were conducted for the practical application of inter-equipment optical digital communication in a substation of the East Japan Railway Company. In the field test, we evaluated the prototype system compared to the conventional system not only by the performance test such as operation and transmission, but also by noise resistance performance test, workability check, and weather resistance check. We applied optical fibre cables to connect among the developed protection relay unit and field unit, instead of copper cables. In the substation, we evaluated abnormalities in power supply voltage, transmission line, CPU, etc. in outdoor environment. Also, we confirmed that trip signals and VT information are properly acquired by simulating relay operation, and we evaluated the redundancy in system configuration and protection performance. In conclusion, by using optical fibre cables for control cables except power supplies such as equipment and lighting, we confirmed that it is possible to significantly reduce the number of cables, and that work would become more efficient. We also confirmed that there were no problems about noise resistance, redundancy, and weather resistance.
{"title":"STUDY FOR THE INTRODUCTION OF DIGITAL COMMUNICATION USING OPTICAL FIBRE CABLES BETWEEN CONTROL ROOMS AND SWITCHYARD","authors":"Daisuke Takaishi, Hideki Nakazawa, Takuya Takematsu, Naoki Yamanaka, Hideyuki Yoshioka, Y. Takemoto, Takamichi Endo","doi":"10.2495/cr220171","DOIUrl":"https://doi.org/10.2495/cr220171","url":null,"abstract":"Many copper cables for supervision, trip, measurements and control commands are laid between the switchyard equipment and the control room in the conventional substation. Therefore, it is difficult to remove the existing cables when the equipment is renewed, and to arrange the cable pits when the equipment is newly installed. In addition, since a large number of cables are connected, there is a problem that the construction period becomes longer. Therefore, to update the equipment easily, we studied the system configuration and information exchange method by digital communication technology reducing the number of cables between the switchyard equipment and the control room. We developed a prototype system, and field tests were conducted for the practical application of inter-equipment optical digital communication in a substation of the East Japan Railway Company. In the field test, we evaluated the prototype system compared to the conventional system not only by the performance test such as operation and transmission, but also by noise resistance performance test, workability check, and weather resistance check. We applied optical fibre cables to connect among the developed protection relay unit and field unit, instead of copper cables. In the substation, we evaluated abnormalities in power supply voltage, transmission line, CPU, etc. in outdoor environment. Also, we confirmed that trip signals and VT information are properly acquired by simulating relay operation, and we evaluated the redundancy in system configuration and protection performance. In conclusion, by using optical fibre cables for control cables except power supplies such as equipment and lighting, we confirmed that it is possible to significantly reduce the number of cables, and that work would become more efficient. We also confirmed that there were no problems about noise resistance, redundancy, and weather resistance.","PeriodicalId":23773,"journal":{"name":"WIT Transactions on the Built Environment","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2022-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"86469875","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
G. Novillo, Néstor Rivera, César Ricardo Soto-Ocampo, J. Mera
Vibration is a main factor in the driving comfort contribution and can affect the human body by being transmitted through the seats and backrests. The vibrations produced in transport are transferred to the human body, affecting passenger comfort in terms of physical health (amplitude, duration, frequency range) and psychological health (type of population, sex, age). Transport comfort is governed by evaluation tests, ISO 2631-1:1997 standard evaluates human exposure to vibrations, UNE EN 12299 standard is based on the previous one, allowing the evaluation of user comfort by calculating the average and continuous comfort index. Acquisition of acceleration data on the x,y,z axes is weighted in frequency with respect to its direction and weighting curves as a rule. Root mean square values (continuous comforts) are obtained, and the 50th and 95th percentiles for the subsequent calculation of mean comfort. The Sperling method obtains the ride quality and users comfort according to weights. The data has been extracted by the Freematics One+ device at various tram locations. The EN 12299 standard studies the acceleration behaviour (x,y,z), time, latitude, longitude, speed. It is possible to calculate the comfort index of the tram by means of norms and the Sperling method. The data was processed in Matlab obtaining favourable values in the two experimental trials, indicating that the tram in the city of Cuenca, Ecuador is very comfortable and the vibrations produced are slightly perceived by users.
振动是影响驾驶舒适性的一个主要因素，它可以通过座椅和靠背传递给人体。运输过程中产生的振动传递到人体，影响乘客在身体健康(振幅、持续时间、频率范围)和心理健康(人口类型、性别、年龄)方面的舒适度。运输舒适性由评估测试控制，ISO 2631- 1:20 97标准评估人体暴露于振动，UNE EN 12299标准是基于前一个标准，允许通过计算平均和连续舒适度来评估用户舒适度。在x,y,z轴上的加速度数据的采集频率相对于其方向和加权曲线进行加权。获得均方根值(连续舒适度)，以及随后计算平均舒适度的第50和第95百分位数。斯珀林法根据权重获得乘坐质量和用户舒适度。这些数据是由Freematics One+设备在不同的有轨电车位置提取的。en12299标准研究加速度行为(x,y,z)，时间，纬度，经度，速度。采用规范法和斯珀林法计算有轨电车的舒适度是可行的。在Matlab中对数据进行了处理，在两次试验中得到了较好的结果，表明在厄瓜多尔昆卡市的有轨电车非常舒适，产生的振动对用户来说是轻微的。
{"title":"ANALYSIS OF TRAM COMFORT USING THE UNE EN 12299:2010 STANDARD AND SPERLING METHOD (WZ)","authors":"G. Novillo, Néstor Rivera, César Ricardo Soto-Ocampo, J. Mera","doi":"10.2495/cr220011","DOIUrl":"https://doi.org/10.2495/cr220011","url":null,"abstract":"Vibration is a main factor in the driving comfort contribution and can affect the human body by being transmitted through the seats and backrests. The vibrations produced in transport are transferred to the human body, affecting passenger comfort in terms of physical health (amplitude, duration, frequency range) and psychological health (type of population, sex, age). Transport comfort is governed by evaluation tests, ISO 2631-1:1997 standard evaluates human exposure to vibrations, UNE EN 12299 standard is based on the previous one, allowing the evaluation of user comfort by calculating the average and continuous comfort index. Acquisition of acceleration data on the x,y,z axes is weighted in frequency with respect to its direction and weighting curves as a rule. Root mean square values (continuous comforts) are obtained, and the 50th and 95th percentiles for the subsequent calculation of mean comfort. The Sperling method obtains the ride quality and users comfort according to weights. The data has been extracted by the Freematics One+ device at various tram locations. The EN 12299 standard studies the acceleration behaviour (x,y,z), time, latitude, longitude, speed. It is possible to calculate the comfort index of the tram by means of norms and the Sperling method. The data was processed in Matlab obtaining favourable values in the two experimental trials, indicating that the tram in the city of Cuenca, Ecuador is very comfortable and the vibrations produced are slightly perceived by users.","PeriodicalId":23773,"journal":{"name":"WIT Transactions on the Built Environment","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2022-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"75352468","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The impacts of adverse weather conditions on railway systems can lead to large delays and cancellations across the entire network. In this paper, we aim to understand the relationship between weather and train disruptions (i.e. cancellations and large delays) across the entire Swedish railway network for the years 2011–2019. Using railway operations data and snow depth, temperature, precipitation, and wind data aggregated on a weekly level, we use visual graphical analysis to understand this relationship. The results indicate that the disruption shares increase with higher amounts of snow and rainfall, and wind speeds. Results show that disruptions increase dramatically both at cold temperatures, with high snow depths, and at high wind speeds. High temperatures and precipitation levels also correlate with increased disruptions, but less dramatically. With projected increases in temperatures and precipitation due to climate change, and an increased frequency of storms, some of these relationships are expected to become more significant, while winter-related problems are likely to decrease. The results highlight the importance of increasing the resilience of railways to adverse weather conditions and the need for appropriate adaptation strategies.
{"title":"WEATHER AND TRAIN DISRUPTIONS IN SWEDEN, 2011–2019","authors":"Michelle Ochsner, C. Palmqvist","doi":"10.2495/cr220101","DOIUrl":"https://doi.org/10.2495/cr220101","url":null,"abstract":"The impacts of adverse weather conditions on railway systems can lead to large delays and cancellations across the entire network. In this paper, we aim to understand the relationship between weather and train disruptions (i.e. cancellations and large delays) across the entire Swedish railway network for the years 2011–2019. Using railway operations data and snow depth, temperature, precipitation, and wind data aggregated on a weekly level, we use visual graphical analysis to understand this relationship. The results indicate that the disruption shares increase with higher amounts of snow and rainfall, and wind speeds. Results show that disruptions increase dramatically both at cold temperatures, with high snow depths, and at high wind speeds. High temperatures and precipitation levels also correlate with increased disruptions, but less dramatically. With projected increases in temperatures and precipitation due to climate change, and an increased frequency of storms, some of these relationships are expected to become more significant, while winter-related problems are likely to decrease. The results highlight the importance of increasing the resilience of railways to adverse weather conditions and the need for appropriate adaptation strategies.","PeriodicalId":23773,"journal":{"name":"WIT Transactions on the Built Environment","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2022-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"74724873","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Open science requires open-source tools that produce verifiable results. Nevertheless, a universal open-source tool in railway engineering is still missing. This paper presents an open-source tool for running time estimation to promote a change toward more open tools. Besides the tool’s implementation, the need for simple data formats and data sources is discussed. The tool was tested against a commercial tool and revealed variations in the computation. Nonetheless, the tool can already deliver valuable results for simple investigations.
{"title":"TRAINRUNS.JL: AN OPEN-SOURCE TOOL FOR RUNNING TIME ESTIMATION","authors":"Martin Scheidt, Max Kannenberg","doi":"10.2495/cr220221","DOIUrl":"https://doi.org/10.2495/cr220221","url":null,"abstract":"Open science requires open-source tools that produce verifiable results. Nevertheless, a universal open-source tool in railway engineering is still missing. This paper presents an open-source tool for running time estimation to promote a change toward more open tools. Besides the tool’s implementation, the need for simple data formats and data sources is discussed. The tool was tested against a commercial tool and revealed variations in the computation. Nonetheless, the tool can already deliver valuable results for simple investigations.","PeriodicalId":23773,"journal":{"name":"WIT Transactions on the Built Environment","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2022-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"72866401","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Koshiro Yanai, Mitsugu Tomioka, Hiroshi Ito, K. Sugiura
East Japan Railway Company is working to streamline its facilities as the number of workers decreases due to the declining birth-rate and aging population in Japan. The analysis of life cycle costs related to signalling equipment shows that the majority of the costs are for level crossing safety equipment. A new developing level crossing control system depending upon mobile networks and GNSS, will streamline the equipment and improve level crossing safety and reliability by reducing the train detecting sensors, which are usually equipped with track circuits, level crossing emergency signals, which inform danger at level crossings to the driver, and the dedicated cables. There are many issues to be addressed in order to use mobile networks and GNSS before applying to the train control system, and it is necessary to establish methods to ensure safety and required level of availability. In our previous paper, we conducted an FMEA/FTA analysis to identify hazardous events for this system. This paper proposes an advanced method for level crossing control including train speed control and suggests the ways to ensure the safety and reliability of the system according to the previous hazardous analysis. As the running test result of the prototype devices on the Hachiko Line, the probability of mobile network disconnection between the control server and the on-board device was 9.9 × 10 − 7 /h. Localization error rate using GNSS was calculated as 0.18% to the actual distance. The running test result showed that safety and reliability of the system meet the level required for revenue service. We are targeting to start using this system on the Hachiko Line in 2025 as first revenue service.
{"title":"DEVELOPMENT OF A NEW LEVEL CROSSING CONTROL SYSTEM UTILIZING COMMERCIAL MOBILE NETWORK AND GNSS","authors":"Koshiro Yanai, Mitsugu Tomioka, Hiroshi Ito, K. Sugiura","doi":"10.2495/cr220151","DOIUrl":"https://doi.org/10.2495/cr220151","url":null,"abstract":"East Japan Railway Company is working to streamline its facilities as the number of workers decreases due to the declining birth-rate and aging population in Japan. The analysis of life cycle costs related to signalling equipment shows that the majority of the costs are for level crossing safety equipment. A new developing level crossing control system depending upon mobile networks and GNSS, will streamline the equipment and improve level crossing safety and reliability by reducing the train detecting sensors, which are usually equipped with track circuits, level crossing emergency signals, which inform danger at level crossings to the driver, and the dedicated cables. There are many issues to be addressed in order to use mobile networks and GNSS before applying to the train control system, and it is necessary to establish methods to ensure safety and required level of availability. In our previous paper, we conducted an FMEA/FTA analysis to identify hazardous events for this system. This paper proposes an advanced method for level crossing control including train speed control and suggests the ways to ensure the safety and reliability of the system according to the previous hazardous analysis. As the running test result of the prototype devices on the Hachiko Line, the probability of mobile network disconnection between the control server and the on-board device was 9.9 × 10 − 7 /h. Localization error rate using GNSS was calculated as 0.18% to the actual distance. The running test result showed that safety and reliability of the system meet the level required for revenue service. We are targeting to start using this system on the Hachiko Line in 2025 as first revenue service.","PeriodicalId":23773,"journal":{"name":"WIT Transactions on the Built Environment","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2022-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"79745302","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Lower powertrain masses and new integration possibilities can be accomplished by using high-speed machines. Since a changed powertrain means a change of the overall system, the aim of this paper is to examine the effects on the system property passenger comfort. This is done using a simulative approach. First, a multi-body model of a Flexity Zurich, a low-floor vehicle that has been operating in Zurich since 2020, is created using the software Simpack. Subsequently, a run on line 9 is simulated and evaluated according to common methods for determining the passenger comfort of rail vehicles. In detail, these are the Sperling method and the Continuous Comfort method according to DIN EN 12299. In order to investigate how powertrains with high-speed machines affect passenger comfort, the model is modified. Machines and gearboxes are replaced by new components that lead to a significant reduction in the mass of the powertrain. It is shown that a concept that leads to a 13% reduction in the primary suspended mass does not have any significant impact on passenger comfort in the simulated vehicle on the specified route. Neither does a concept that leads to a 35% reduction in primary suspended mass and a 38% increase in unsprung mass. In order to gain an insight into the influence of the unsprung and primary suspended mass on passenger comfort, a series of simulations are carried out to investigate this relationship on a broadband basis on the above vehicle. The results show that there is no evidence of a correlation between the unsprung and primary suspended masses and passenger comfort in the lateral direction. However, there is a slight trend towards better comfort values in the vertical direction with lower unsprung and primary suspended masses.
使用高速机器可以实现更低的动力总成质量和新的集成可能性。由于动力总成的改变意味着整个系统的改变，本文的目的是研究对系统性能和乘客舒适度的影响。这是使用模拟方法完成的。首先，使用Simpack软件创建了Flexity Zurich的多体模型，Flexity Zurich是一款自2020年以来一直在苏黎世运营的低地板车辆。随后，根据确定轨道车辆乘客舒适度的常用方法，对9号线的一次运行进行了模拟和评估。具体来说，这些是根据DIN EN 12299的Sperling方法和连续舒适方法。为了研究高速车辆的动力系统对乘客舒适性的影响，对模型进行了修正。机器和变速箱被新部件取代，从而大大减少了动力系统的质量。结果表明，减少13%主悬挂质量的概念对模拟车辆在指定路线上的乘客舒适度没有任何显著影响。这一概念也不会导致主要悬浮质量减少35%，非簧载质量增加38%。为了深入了解非簧载质量和主悬架质量对乘客舒适性的影响，在宽频基础上对上述车辆进行了一系列仿真研究。结果表明，在横向上，非簧载和主悬架质量与乘客舒适度之间没有相关性。然而，在垂直方向上，随着非簧载质量和初始悬架质量的降低，舒适性值略有提高。
{"title":"INFLUENCE OF MODIFIED POWERTRAIN MASSES ON THE RIDE COMFORT OF A LIGHT RAIL VEHICLE","authors":"Lukas Leicht, Leonie Heckele, P. Gratzfeld","doi":"10.2495/cr220071","DOIUrl":"https://doi.org/10.2495/cr220071","url":null,"abstract":"Lower powertrain masses and new integration possibilities can be accomplished by using high-speed machines. Since a changed powertrain means a change of the overall system, the aim of this paper is to examine the effects on the system property passenger comfort. This is done using a simulative approach. First, a multi-body model of a Flexity Zurich, a low-floor vehicle that has been operating in Zurich since 2020, is created using the software Simpack. Subsequently, a run on line 9 is simulated and evaluated according to common methods for determining the passenger comfort of rail vehicles. In detail, these are the Sperling method and the Continuous Comfort method according to DIN EN 12299. In order to investigate how powertrains with high-speed machines affect passenger comfort, the model is modified. Machines and gearboxes are replaced by new components that lead to a significant reduction in the mass of the powertrain. It is shown that a concept that leads to a 13% reduction in the primary suspended mass does not have any significant impact on passenger comfort in the simulated vehicle on the specified route. Neither does a concept that leads to a 35% reduction in primary suspended mass and a 38% increase in unsprung mass. In order to gain an insight into the influence of the unsprung and primary suspended mass on passenger comfort, a series of simulations are carried out to investigate this relationship on a broadband basis on the above vehicle. The results show that there is no evidence of a correlation between the unsprung and primary suspended masses and passenger comfort in the lateral direction. However, there is a slight trend towards better comfort values in the vertical direction with lower unsprung and primary suspended masses.","PeriodicalId":23773,"journal":{"name":"WIT Transactions on the Built Environment","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2022-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"80698982","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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