H. Al Bitar, A. Tobie, M. Puccitelli, L. Marradi, G. Galgani, R. Guidi, D. Lopour
The railway signalling system in Europe is currently undergoing a major change, converging towards interoperability and safety to be ensured by the ongoing deployment of the European Rail Traffic Management System (ERTMS). However, at present, ERTMS does not envisage the use of GNSS positioning technology for safety relevant train localization. Introduction of GNSS is an opportunity to contribute towards increasing of both safety and security or simplifying and reducing trackside equipment. It can also contribute to reducing overall signalling system costs which is instrumental especially for keeping the rural capillary lines competitive with other modes of transport. To enable such benefits and to contribute toward green and sustainable transport services the European Commission and European Union Agency for the Space Program (EUSPA) are collaborating with the main rail and space stakeholders on the inclusion of GNSS into the future evolution of ERTMS. This paper presents the TRENI railway GNSS receiver and antenna development, to be used directly or integrated in a train multi-sensor safe positioning platform, suitable for railway safety-related applications.
{"title":"SAFE DUAL-FREQUENCY EGNSS RECEIVER FOR RAILWAYS: THE TRENI PROJECT","authors":"H. Al Bitar, A. Tobie, M. Puccitelli, L. Marradi, G. Galgani, R. Guidi, D. Lopour","doi":"10.2495/cr220141","DOIUrl":"https://doi.org/10.2495/cr220141","url":null,"abstract":"The railway signalling system in Europe is currently undergoing a major change, converging towards interoperability and safety to be ensured by the ongoing deployment of the European Rail Traffic Management System (ERTMS). However, at present, ERTMS does not envisage the use of GNSS positioning technology for safety relevant train localization. Introduction of GNSS is an opportunity to contribute towards increasing of both safety and security or simplifying and reducing trackside equipment. It can also contribute to reducing overall signalling system costs which is instrumental especially for keeping the rural capillary lines competitive with other modes of transport. To enable such benefits and to contribute toward green and sustainable transport services the European Commission and European Union Agency for the Space Program (EUSPA) are collaborating with the main rail and space stakeholders on the inclusion of GNSS into the future evolution of ERTMS. This paper presents the TRENI railway GNSS receiver and antenna development, to be used directly or integrated in a train multi-sensor safe positioning platform, suitable for railway safety-related applications.","PeriodicalId":23773,"journal":{"name":"WIT Transactions on the Built Environment","volume":"46 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2022-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"84126466","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}
Achila Mazini, M. Samra, Lei Chen, M. Blumenfeld, G. Nicholson
Testing train control systems is a crucial task to ensure their reliable and safe performance. Although testing systems and strategies for ETCS Level 2 are in place, as moving block/ETCS Level 3 systems are specified, the necessity to appropriately minimise the reliance on on-site tests, in light of increased testing scenarios, highlights the need to extend current testing capabilities to enable the operational paradigm shift of moving block. This paper, which reports on the results of the MOVINGRAIL project funded by the Shift2Rail programme, presents a testing solution for moving block systems to serve as a baseline for increasing the reliability of current laboratory and test practices. To obtain a good understanding of stakeholders’ needs and requirements, a workshop was held with key stakeholders from industry and academia who are involved in railway signalling systems to discuss the current capabilities and the challenges that the transition from ETCS Level 2 to moving block may raise in the testing domain. Based on the outputs from the workshop, three important requirements for successful moving block testing formed the foundational assumptions used to define a modular and extensible architecture for testing moving block signalling systems. The components and interfaces of an integrated test system that is backwards compatible, i.e., it applies to all levels of ETCS, including future virtual coupling, regardless of system supplier, are then defined.
{"title":"SPECIFICATION AND DESIGN OF A MODULAR AND EXTENSIBLE ARCHITECTURE FOR TESTING MOVING BLOCK SYSTEMS","authors":"Achila Mazini, M. Samra, Lei Chen, M. Blumenfeld, G. Nicholson","doi":"10.2495/cr220131","DOIUrl":"https://doi.org/10.2495/cr220131","url":null,"abstract":"Testing train control systems is a crucial task to ensure their reliable and safe performance. Although testing systems and strategies for ETCS Level 2 are in place, as moving block/ETCS Level 3 systems are specified, the necessity to appropriately minimise the reliance on on-site tests, in light of increased testing scenarios, highlights the need to extend current testing capabilities to enable the operational paradigm shift of moving block. This paper, which reports on the results of the MOVINGRAIL project funded by the Shift2Rail programme, presents a testing solution for moving block systems to serve as a baseline for increasing the reliability of current laboratory and test practices. To obtain a good understanding of stakeholders’ needs and requirements, a workshop was held with key stakeholders from industry and academia who are involved in railway signalling systems to discuss the current capabilities and the challenges that the transition from ETCS Level 2 to moving block may raise in the testing domain. Based on the outputs from the workshop, three important requirements for successful moving block testing formed the foundational assumptions used to define a modular and extensible architecture for testing moving block signalling systems. The components and interfaces of an integrated test system that is backwards compatible, i.e., it applies to all levels of ETCS, including future virtual coupling, regardless of system supplier, are then defined.","PeriodicalId":23773,"journal":{"name":"WIT Transactions on the Built Environment","volume":"23 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2022-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"76751297","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 literature search on the length, mass and speed of passenger and freight trains revealed a close connection; particularly high speeds seem to be allowed only trains whose mass is distributed over a correspondingly large length. The product of mass per length (t/m) and speed (m/s) appears in the dimension (t/s) to represent a kind of stress or footprint for the infrastructure of the tracks and bridges. Resonances caused by air flow around the successive vehicles within the train at the same distance can be avoided by the surface design. Resonances caused by wheel–rail vibrations can be damped by unsymmetric chassis such as those under the Talgo and AGV. High board walls prevent containers from detaching from the train due to vibrations. Derailments due to speed that is too high for the track geometry (e.g. track arches that are too narrow, transition arches that are too short) can at least be partially prevented by particularly large wheelbases, semi-permanent couplings between bogies and lateral buffers. In this way, the vehicle frames would be connected by a separable Jacobs bogie, which would transmit rolling torques along the train and prevent individual axles from climbing up. Unfortunately, despite all the safety systems, there are still collisions between trains. The proposed container train is very long for its mass, with only one high-cube container 40 ft per wagon and with a large wheelbase. This length can act like a built-in brake bumper in the event of a collision. In the event of a collision, the container load is protected by shortening the train as necessary. The development of the new high-speed container train is to be supported with data from our own simulations and measurements as well as from previous literature.
{"title":"ARTICULATED TRAIN OF DEEP WELL CARS FOR HIGH-SPEED CONTAINER TRANSPORT","authors":"F. Haferkorn","doi":"10.2495/cr220111","DOIUrl":"https://doi.org/10.2495/cr220111","url":null,"abstract":"A literature search on the length, mass and speed of passenger and freight trains revealed a close connection; particularly high speeds seem to be allowed only trains whose mass is distributed over a correspondingly large length. The product of mass per length (t/m) and speed (m/s) appears in the dimension (t/s) to represent a kind of stress or footprint for the infrastructure of the tracks and bridges. Resonances caused by air flow around the successive vehicles within the train at the same distance can be avoided by the surface design. Resonances caused by wheel–rail vibrations can be damped by unsymmetric chassis such as those under the Talgo and AGV. High board walls prevent containers from detaching from the train due to vibrations. Derailments due to speed that is too high for the track geometry (e.g. track arches that are too narrow, transition arches that are too short) can at least be partially prevented by particularly large wheelbases, semi-permanent couplings between bogies and lateral buffers. In this way, the vehicle frames would be connected by a separable Jacobs bogie, which would transmit rolling torques along the train and prevent individual axles from climbing up. Unfortunately, despite all the safety systems, there are still collisions between trains. The proposed container train is very long for its mass, with only one high-cube container 40 ft per wagon and with a large wheelbase. This length can act like a built-in brake bumper in the event of a collision. In the event of a collision, the container load is protected by shortening the train as necessary. The development of the new high-speed container train is to be supported with data from our own simulations and measurements as well as from previous literature.","PeriodicalId":23773,"journal":{"name":"WIT Transactions on the Built Environment","volume":"10 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2022-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"79896748","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}
Experts anticipate a significant increase in the globally transported rail freight volumes for years to come. A promising solution approach to this challenge is to implement the European Train Control System (ETCS) at level 3. In this way, the distances between trains would no longer depend on infrastructural fixed block sections and thus trains could follow at shorter intervals one after the other. For this approach to increasing the capacity of tracks, a demanding challenge is to realise a continuous train integrity monitoring system (TIMS) especially for freight trains, as there is no continuous electrical line in many of those trains. Within this challenge, the purpose of our publication is to present the methodical approach and the results of a publication analysis of approaches and concepts for TIMSs. For this goal, we researched and analysed intellectual property right documents (patents, utility models, patent application documents, etc.), scientific and business publications, etc. During our project work as part of smartrail 4.0 for Swiss Federal Railways SBB in 2018 and 2019, we contributed results first to the report Zwischenbericht Technologie PoC Lokalisierung as a part on safe train length and train integrity based on the research of in total 609 publications. Building on this, we have classified and enhanced the results. The solution concepts found cover fields like axle counters and track circuits as well as the main brake pipe, a continuous electrical line and coupling concepts. Furthermore, we researched concepts based on global navigation satellite systems, distributed acoustic sensing (DAS), optical systems or wireless data transmission. In conclusion, we have identified three promising solution classes for the future: digital automatic coupling, DAS and end-of-train device. Since we could not find a comparable publication, we contribute with this publication an up-to-date overview of concepts for TIMSs and in particular a corresponding classification.
{"title":"PUBLICATION ANALYSIS OF CONCEPTS FOR TRAIN INTEGRITY MONITORING SYSTEMS","authors":"R. Rüdiger, Uwe Becker","doi":"10.2495/cr220021","DOIUrl":"https://doi.org/10.2495/cr220021","url":null,"abstract":"Experts anticipate a significant increase in the globally transported rail freight volumes for years to come. A promising solution approach to this challenge is to implement the European Train Control System (ETCS) at level 3. In this way, the distances between trains would no longer depend on infrastructural fixed block sections and thus trains could follow at shorter intervals one after the other. For this approach to increasing the capacity of tracks, a demanding challenge is to realise a continuous train integrity monitoring system (TIMS) especially for freight trains, as there is no continuous electrical line in many of those trains. Within this challenge, the purpose of our publication is to present the methodical approach and the results of a publication analysis of approaches and concepts for TIMSs. For this goal, we researched and analysed intellectual property right documents (patents, utility models, patent application documents, etc.), scientific and business publications, etc. During our project work as part of smartrail 4.0 for Swiss Federal Railways SBB in 2018 and 2019, we contributed results first to the report Zwischenbericht Technologie PoC Lokalisierung as a part on safe train length and train integrity based on the research of in total 609 publications. Building on this, we have classified and enhanced the results. The solution concepts found cover fields like axle counters and track circuits as well as the main brake pipe, a continuous electrical line and coupling concepts. Furthermore, we researched concepts based on global navigation satellite systems, distributed acoustic sensing (DAS), optical systems or wireless data transmission. In conclusion, we have identified three promising solution classes for the future: digital automatic coupling, DAS and end-of-train device. Since we could not find a comparable publication, we contribute with this publication an up-to-date overview of concepts for TIMSs and in particular a corresponding classification.","PeriodicalId":23773,"journal":{"name":"WIT Transactions on the Built Environment","volume":"34 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2022-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"73111307","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}
Real-time train arrival time prediction is crucial for providing passenger information and timely decision support. The paper develops methods to simultaneously predict train arrival times at downstream stations, including direct multiple output liner regression (DMOLR) and seemingly unrelated regression (SUR) models. To capture correlations of prediction equations, two bias correction terms are tested: (1) one-step prior prediction error and (2) upstream prediction errors. The models are validated on high-speed trains operation data along the Swedish Southern Mainline from 2016 to 2020. The results show that the DMOLR model slightly outperforms the SUR. The DMOLR’s prediction performance improves up to 0.32% and 24.03% in term of RMSE and R 2 respectively when upstream prediction errors are considered.
{"title":"PREDICTION OF REAL-TIME TRAIN ARRIVAL TIMES ALONG THE SWEDISH SOUTHERN MAINLINE","authors":"Kahyong Tiong, Zhenliang Ma, C. Palmqvist","doi":"10.2495/cr220121","DOIUrl":"https://doi.org/10.2495/cr220121","url":null,"abstract":"Real-time train arrival time prediction is crucial for providing passenger information and timely decision support. The paper develops methods to simultaneously predict train arrival times at downstream stations, including direct multiple output liner regression (DMOLR) and seemingly unrelated regression (SUR) models. To capture correlations of prediction equations, two bias correction terms are tested: (1) one-step prior prediction error and (2) upstream prediction errors. The models are validated on high-speed trains operation data along the Swedish Southern Mainline from 2016 to 2020. The results show that the DMOLR model slightly outperforms the SUR. The DMOLR’s prediction performance improves up to 0.32% and 24.03% in term of RMSE and R 2 respectively when upstream prediction errors are considered.","PeriodicalId":23773,"journal":{"name":"WIT Transactions on the Built Environment","volume":"1 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2022-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"89784699","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}
As changes in the wheel and rail profiles strongly affect vehicle dynamics, running stability and safety, maintenance operations such as wheel turning and rail grinding are necessary. The availability of numerical models for wear prediction can be a huge support to optimize the scheduling of such operations. Thanks to the computational power of modern computer architectures, allowing parallelization and co-simulation, the typical strategy is based on a dynamic module performing the vehicle dynamics simulation, usually developed in commercial multibody (MB) software packages, and on a wear module for the calculation of the worn material. The latter can be implemented in the same MB code or in a separate software, such as Matlab/Simulink, which exchanges data with the MB code. Wear modules rely on wear laws relating the amount of worn material to the normal load and sliding distance or to the energy dissipated at the contact interface. Both types of law can be applied locally, calculating the worn depth in each cell of the discretized contact patch from the contact pressures and sliding speeds, or globally, hence calculating the worn volume or mass starting from the global forces and creepages. In the latter case, the worn material is calculated on the whole contact patch rather than only on the slip zone, and a proper distribution is required to relate the worn depth to the worn volume. The present work aims to further investigate the differences between the two approaches in the computed worn profiles in a specific case study in terms of reference vehicle and track, carrying out the dynamic simulations through the Simpack MB code. The paper is intended to highlight the differences in both the numerical results and computational efforts, comparing the wear computed by a local model with the outputs of the Simpack wear module.
{"title":"STUDY ON THE INFLUENCE OF THE MODELLING STRATEGY IN THE CALCULATION OF THE WORN PROFILE OF RAILWAY WHEELS","authors":"N. Bosso, M. Magelli, Nicolò Zampieri","doi":"10.2495/cr220061","DOIUrl":"https://doi.org/10.2495/cr220061","url":null,"abstract":"As changes in the wheel and rail profiles strongly affect vehicle dynamics, running stability and safety, maintenance operations such as wheel turning and rail grinding are necessary. The availability of numerical models for wear prediction can be a huge support to optimize the scheduling of such operations. Thanks to the computational power of modern computer architectures, allowing parallelization and co-simulation, the typical strategy is based on a dynamic module performing the vehicle dynamics simulation, usually developed in commercial multibody (MB) software packages, and on a wear module for the calculation of the worn material. The latter can be implemented in the same MB code or in a separate software, such as Matlab/Simulink, which exchanges data with the MB code. Wear modules rely on wear laws relating the amount of worn material to the normal load and sliding distance or to the energy dissipated at the contact interface. Both types of law can be applied locally, calculating the worn depth in each cell of the discretized contact patch from the contact pressures and sliding speeds, or globally, hence calculating the worn volume or mass starting from the global forces and creepages. In the latter case, the worn material is calculated on the whole contact patch rather than only on the slip zone, and a proper distribution is required to relate the worn depth to the worn volume. The present work aims to further investigate the differences between the two approaches in the computed worn profiles in a specific case study in terms of reference vehicle and track, carrying out the dynamic simulations through the Simpack MB code. The paper is intended to highlight the differences in both the numerical results and computational efforts, comparing the wear computed by a local model with the outputs of the Simpack wear module.","PeriodicalId":23773,"journal":{"name":"WIT Transactions on the Built Environment","volume":"96 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2022-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"79181748","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}
Safe train positioning is a challenging task that boosts the traffic capabilities and the quality of train localization and integrity information, but above all enables cost reductions in infrastructure train detection systems such as balises and track circuits. Prominent technologies, namely, global navigation satellite system and inertial measurement unit sensors are arising to incorporate in train positioning. Typically, trains run on harsh railway environments including interference, insufficient satellite availability and signal blockages in specific areas like tunnels and urban canyons or due to meteorological conditions changes. Currently, these problems are solved with the use of balises for full supervision modes and drivers for staff responsible/shunting modes. However, autonomous trains with fully automatic driving and without drivers will need to deal these issues. Simultaneously localization and mapping algorithms based on radar and/or lidar sensors have shown great potential of being candidate positioning solutions for future train transportation. This paper presents a state of the art on these techniques and a testing architecture as part of a study on the feasibility of candidate sensors for safe autonomous train positioning in order to assess the viability of absolute positioning without need on infrastructure devices.
{"title":"ENHANCE RAILWAY DIGITAL MAP FOR SLAM: FEASIBILITY STUDY","authors":"Nadia Chouchani, Iban Lopetegi Zinkunegi","doi":"10.2495/cr220211","DOIUrl":"https://doi.org/10.2495/cr220211","url":null,"abstract":"Safe train positioning is a challenging task that boosts the traffic capabilities and the quality of train localization and integrity information, but above all enables cost reductions in infrastructure train detection systems such as balises and track circuits. Prominent technologies, namely, global navigation satellite system and inertial measurement unit sensors are arising to incorporate in train positioning. Typically, trains run on harsh railway environments including interference, insufficient satellite availability and signal blockages in specific areas like tunnels and urban canyons or due to meteorological conditions changes. Currently, these problems are solved with the use of balises for full supervision modes and drivers for staff responsible/shunting modes. However, autonomous trains with fully automatic driving and without drivers will need to deal these issues. Simultaneously localization and mapping algorithms based on radar and/or lidar sensors have shown great potential of being candidate positioning solutions for future train transportation. This paper presents a state of the art on these techniques and a testing architecture as part of a study on the feasibility of candidate sensors for safe autonomous train positioning in order to assess the viability of absolute positioning without need on infrastructure devices.","PeriodicalId":23773,"journal":{"name":"WIT Transactions on the Built Environment","volume":"57 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2022-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"83101000","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 grounding of M/V Ever Given in the Suez Canal for six days led to an unprecedented perturbation to the supply chain of the maritime sector. Specifically, the sudden closure of the canal resulted in the delay of hundreds of vessels and subsequently to enormous claims and even, in some cases, loss of cargo. The M/V Ever Given was later impounded by Egyptian authorities for an initial claim of $916 million and was released after three months when the Egyptian government and the managing company reached an agreement for compensation. This paper aims to assess the most prominent causes of the accident, locate the causa proxima that directly led to the accident and evaluate the impact of the relevant legislation under which the vessel was operated. Initially, the material facts regarding the state of the vessel, the canal, and external factors will be explored, and each action that possibly led to the accident will be analysed. The outcome of this analysis will provide the causa proxima of the accident, and then an evaluation will be made regarding the liabilities of each stakeholder. The analysis will continue with evaluating the impact of the national and international legal provisions that were in effect during the crossing of M/V Ever Given from the Suez Canal and with the assessment of a possible limitation of liability of the most liable party. The analysis will be based on the legal doctrine, evaluating relevant legislation and previous court decisions. Finally, in conclusion, measures will be proposed to be implemented, aiming to prevent the repetition of such accidents in the future.
{"title":"M/V EVER GIVEN: LEGAL ASSESSMENT OF THE CAUSES AND CONSEQUENCES OF THE ACCIDENT","authors":"M. Boviatsis","doi":"10.2495/umt220161","DOIUrl":"https://doi.org/10.2495/umt220161","url":null,"abstract":"The grounding of M/V Ever Given in the Suez Canal for six days led to an unprecedented perturbation to the supply chain of the maritime sector. Specifically, the sudden closure of the canal resulted in the delay of hundreds of vessels and subsequently to enormous claims and even, in some cases, loss of cargo. The M/V Ever Given was later impounded by Egyptian authorities for an initial claim of $916 million and was released after three months when the Egyptian government and the managing company reached an agreement for compensation. This paper aims to assess the most prominent causes of the accident, locate the causa proxima that directly led to the accident and evaluate the impact of the relevant legislation under which the vessel was operated. Initially, the material facts regarding the state of the vessel, the canal, and external factors will be explored, and each action that possibly led to the accident will be analysed. The outcome of this analysis will provide the causa proxima of the accident, and then an evaluation will be made regarding the liabilities of each stakeholder. The analysis will continue with evaluating the impact of the national and international legal provisions that were in effect during the crossing of M/V Ever Given from the Suez Canal and with the assessment of a possible limitation of liability of the most liable party. The analysis will be based on the legal doctrine, evaluating relevant legislation and previous court decisions. Finally, in conclusion, measures will be proposed to be implemented, aiming to prevent the repetition of such accidents in the future.","PeriodicalId":23773,"journal":{"name":"WIT Transactions on the Built Environment","volume":"46 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2022-11-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"86652638","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}
Pollution sources of environmental noise are most extensive in the transport sector. Unlike other transport modalities, ship noise is given marginal importance in the scientific community and the public. External airborne ship noise is not yet categorized as an entity of environmental pollution but rather as a threat to passengers and crew in navigation and industrial noise in the port. Results of the research analysis indicate that official noise regulation in the maritime sector is modest, neglected, and outdated at the international and national levels. However, professional associations and agencies recognize the external airborne noise from ships as a significant source of environmental pollution that affects health, quality of life, and economy, respectively, a socio-economic component altogether. Croatia adopted a legal frame based on the Maritime Code that, although indirectly from the safety at work perspective, also regulates noise from ships. It is the only national, official document, especially concerning airborne ship noise as a significant source of pollution. A deficiency of the legal basis for measuring, locating, and identifying noise sources in this industry’s sector implicates that vessels cannot be penalized according to the polluter pays principle, nor can ships with lower noise emissions be favored. It is necessary to close this regulation gap enabling the protection measures application following the sustainability principles in maritime transport.
{"title":"SIGNIFICANCE AND CURRENT REGULATIONS OF EXTERNAL AIRBORNE NOISE FROM SHIPS","authors":"L. Vukić, I. Peronja, N. Mandić","doi":"10.2495/umt220121","DOIUrl":"https://doi.org/10.2495/umt220121","url":null,"abstract":"Pollution sources of environmental noise are most extensive in the transport sector. Unlike other transport modalities, ship noise is given marginal importance in the scientific community and the public. External airborne ship noise is not yet categorized as an entity of environmental pollution but rather as a threat to passengers and crew in navigation and industrial noise in the port. Results of the research analysis indicate that official noise regulation in the maritime sector is modest, neglected, and outdated at the international and national levels. However, professional associations and agencies recognize the external airborne noise from ships as a significant source of environmental pollution that affects health, quality of life, and economy, respectively, a socio-economic component altogether. Croatia adopted a legal frame based on the Maritime Code that, although indirectly from the safety at work perspective, also regulates noise from ships. It is the only national, official document, especially concerning airborne ship noise as a significant source of pollution. A deficiency of the legal basis for measuring, locating, and identifying noise sources in this industry’s sector implicates that vessels cannot be penalized according to the polluter pays principle, nor can ships with lower noise emissions be favored. It is necessary to close this regulation gap enabling the protection measures application following the sustainability principles in maritime transport.","PeriodicalId":23773,"journal":{"name":"WIT Transactions on the Built Environment","volume":"35 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2022-11-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"89687763","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 FIRESAFE study from EMSA revealed that 90% of all ro-pax ship fires are initiated in the carried cargo (vehicles and cargo units), which can be everything from brand new to poorly maintained, rebuilt, or unsafe. Today, all cargo (except dangerous goods) is loaded without consideration to the hazards they pose, leaving much room for fire prevention. This paper focuses on the analysis of available historical data related to fire accidents produced inside ships. The objective is to find out what the main causes and their origins are. The methodology includes the following steps: (1) the compilation of information from several maritime sources, (2) the corresponding homogenization based on preliminary outcomes of LASH FIRE (H2020 funded project, Grant Agreement #814975, in which this publication is framed), (3) a brief overview on the design of the underlying database which supports the analysis and finally, (4) the main conclusions. The analysis considers not only the type of ship and cargo (classified as dangerous or non-dangerous goods, if it is transported in a vehicle or not and, in that case, what type of vehicle, etc.) but also the ro-ro space where it was located. The resulting information is used to identify patterns in the root causes (electrical, mechanical, overheating, etc.) in order to create knowledge that can be further used for the development of innovative solutions for the implementation of fire hazard management.
EMSA的FIRESAFE研究显示，90%的无船火灾是由运载货物(车辆和货物单元)引发的，这些货物可能是全新的、维护不善的、重建的或不安全的。今天，所有的货物(除了危险货物)装载时都不考虑它们所构成的危险，这给防火留下了很大的空间。本文主要对船舶内部发生的火灾事故的历史数据进行分析。目的是找出主要原因及其根源是什么。该方法包括以下步骤:(1)汇编来自多个海事来源的信息，(2)根据LASH FIRE (H2020资助项目，资助协议#814975，本出版物的框架)的初步结果进行相应的均质化，(3)简要概述支持分析的底层数据库的设计，最后，(4)主要结论。分析不仅考虑船舶和货物的类型(分类为危险货物或非危险货物，是否用车辆运输，在这种情况下，是什么类型的车辆等)，而且还考虑了它所在的滚装空间。由此产生的信息用于识别根本原因(电气，机械，过热等)的模式，以便创建可进一步用于开发实施火灾危险管理的创新解决方案的知识。
{"title":"MAIN CAUSES OF CARGO FIRE INCIDENTS IN RO-RO SPACES: AN ANALYSIS OVER THE LAST 25 YEARS","authors":"Á. Marrero, Paco Gasparin, F. Rodero, Pablo Sanz","doi":"10.2495/umt220141","DOIUrl":"https://doi.org/10.2495/umt220141","url":null,"abstract":"The FIRESAFE study from EMSA revealed that 90% of all ro-pax ship fires are initiated in the carried cargo (vehicles and cargo units), which can be everything from brand new to poorly maintained, rebuilt, or unsafe. Today, all cargo (except dangerous goods) is loaded without consideration to the hazards they pose, leaving much room for fire prevention. This paper focuses on the analysis of available historical data related to fire accidents produced inside ships. The objective is to find out what the main causes and their origins are. The methodology includes the following steps: (1) the compilation of information from several maritime sources, (2) the corresponding homogenization based on preliminary outcomes of LASH FIRE (H2020 funded project, Grant Agreement #814975, in which this publication is framed), (3) a brief overview on the design of the underlying database which supports the analysis and finally, (4) the main conclusions. The analysis considers not only the type of ship and cargo (classified as dangerous or non-dangerous goods, if it is transported in a vehicle or not and, in that case, what type of vehicle, etc.) but also the ro-ro space where it was located. The resulting information is used to identify patterns in the root causes (electrical, mechanical, overheating, etc.) in order to create knowledge that can be further used for the development of innovative solutions for the implementation of fire hazard management.","PeriodicalId":23773,"journal":{"name":"WIT Transactions on the Built Environment","volume":"15 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2022-11-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87280942","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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