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1
Heisinger, Brent, and Steven Reich. "Different Trains." American Music 10, no. 1 (1992): 109. http://dx.doi.org/10.2307/3052152.
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Adamu, A., J. Zhang, F. Gidado, and F. Wang. "An Investigation of Influence of Windshield Configuration and Train Length on High-Speed Train Aerodynamic Performance." Journal of Applied Fluid Mechanics 16, no. 2 (February 1, 2023): 337–52. http://dx.doi.org/10.47176/jafm.16.02.1433.
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The aerodynamic performance of four train models with different windshield configurations (i.e., internal and/or external) in three train marshalling modes (i.e., 3, 6 and 8-car groups) was numerically investigated in this study. The train's airflow characteristics at Re=2.25×106 were determined using the shear stress transport (SST) k- turbulence model. The results were validated by comparing the pressure distributions and drag forces on the streamlined heads with experimental data. The difference in windshield configuration and train length has a substantial influence on the train’s flow field and surface pressure distribution. For the trains with internal windshields, due to non-uniform geometry, the flow is separated and vortices are formed at the windshield area. The boundary layer profile increases with the increased train length, and its thickness varies with windshield configurations. Asymmetric vortices are formed in the wake at a distance close to the tail car’s nose, except for trains with external windshields. The reduction of the flow velocity as the train length increases causes a reduction of the low pressure near the tail car’s streamline transition, thus causing a decrease in the tail car’s drag and lift forces. Consequently, for trains with external windshields, the head car’s drag increases, whereas the total train drag reduces significantly as the train length increases. Therefore, employing external windshields in all the inter-carriage gap sections, irrespective of the train length, demonstrates a good ability to reduce future train’s aerodynamic drag.
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Fox, Christopher. "Steve Reich's ‘Different Trains’." Tempo, no. 172 (March 1990): 2–8. http://dx.doi.org/10.1017/s0040298200061076.
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Steve Reich's Different Trains is a 27–minute work for string quartet and tape, written in 1988 to a commission from the Kronos Quartet. It has already enjoyed a wide circulation: the Kronos have toured it extensively (in Britain they premièred it in the Queen Elizabeth Hall, a performance that was recorded for a subsequent television broadcast) and recorded it for Nonesuch. Reich's reputation has never been confined to ‘serious’ new music circles and the combination of. his (so-called) ‘crossover’ credentials with those of the Kronos (and the pairing on record of Different Trains with Reich's Electric Counterpoint, written for the equally cultish Pat Metheny) is the stuff of record company executives' wilder dreams. If one assumes that the meaning of any musical work owes as much to the means of its production and dissemination as to the sounds themselves, then Different Trains is a contemporary cultural phenomenon whose significance is quite different from that of most new music and almost certainly unique amongst new works for string quartet. The present article is an attempt to explicate that significance, not so much through a note-to-note analysis of the music as through an analysis of the ideas the music articulates.
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Prokhorchenko, Andrii, Dmytro Gurin, Iryna Lahuta, and Viktoriia Sunytska. "IMPROVEMENT OF THE PROCEDURE FOR SEARCHING RATIONAL TIME RESERVES FOR RECOVERY OF TRAIN MOVEMENT OF DIFFERENT CATEGORIES." Collected scientific works of Ukrainian State University of Railway Transport, no. 193 (October 5, 2021): 44–53. http://dx.doi.org/10.18664/1994-7852.193.2020.229812.
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This article improves the procedure for finding rational time reserves for theresumption of trains of different categories depending on the number of detained trains on the basisof the epidemiological SIR-model. A modified epidemiological SIR-model has been implemented forthe experimental railway line, which allows to take into account the interaction of trains of differentpriorities in the train schedule and the possibility of resumption of delayed trains due to the set timereserve. The adjustment of the delay rate transfer coefficients on the real data of train delays at theline has been performed. The solution of the system of differential equations of the SIR-model isproposed to be performed by the numerical Runge-Kutta method of the 4th order. Experimentalstudies of the impact of passenger train delays on the reliability of the regulatory schedule havebeen conducted. Experimental studies of the impact of passenger train delays on the reliability ofthe regulatory schedule have been conducted. The dependences of the number of detained trains ofdifferent categories on the change in the amount of time reserve for the resumption of trains ofdifferent categories are obtained. Rational time reserves for passenger, suburban and freight trainshave been established. These results were expertly assessed and confirm the adequacy of theobtained decisions in the practice of developing a regulatory schedule of trains at JSCUkrzaliznytsia. The application of the proposed approach will automate the complex process offinding rational values of compensation time in the threads of trains of different categories on therailway line and, as a consequence, increase the level of reliability of the regulatory train schedule.
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Peng, Sairong, Xin Yang, Hongwei Wang, Hairong Dong, Bin Ning, Haichuan Tang, Zhipeng Ying, and Ruijun Tang. "Dispatching High-Speed Rail Trains via Utilizing the Reverse Direction Track: Adaptive Rescheduling Strategies and Application." Sustainability 11, no. 8 (April 19, 2019): 2351. http://dx.doi.org/10.3390/su11082351.
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This paper studies the train rescheduling problem on high-speed railway corridor in the situation where contingencies occur and lead to sudden deceleration of some trains. First, we develop an adaptive rescheduling strategy (AR-S) which allows normal trains to use reverse direction track to overtake front decelerating trains based on delay comparison under different path choices. Second, the traditional rescheduling strategy (TR-S) which does not allow any trains to switch tracks is mentioned as a sharp contrast to AR-S. Furthermore, a performance evaluation criterion is designed to evaluate the effectiveness of the train rescheduling approaches. Finally, numerical experiments carried out on Beijing-Tianjin intercity high-speed railway show that AR-S can reduce the total delay of trains up to 24% in comparison with TR-S.
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Niu, Ji-qiang, Xi-feng Liang, Dan Zhou, and Yue-ming Wang. "Numerical investigation of the aerodynamic characteristics of a train subjected to different ground conditions." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 10 (April 27, 2018): 2371–84. http://dx.doi.org/10.1177/0954409718770345.
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Due to the rapid development of high-speed railways and the increasing speed of trains, the aerodynamic phenomenon caused by moving trains could be affected. Therefore, the scaled model test has been widely used to simulate the aerodynamic performance of the stationary train in wind tunnel. However, it is difficult to disregard the influence of the ground effect on the aerodynamic performance of trains. In this study, the delayed detached eddy simulation based on the shear stress transport κ–ω turbulence model is used to investigate the aerodynamic performance of trains on three ground conditions (stationary floor + stationary ballast, stationary ground + stationary ballast, and stationary ballast). The numerical method used in this paper is verified by a wind tunnel test. The way the three ground conditions influence the flow field around the train is also analyzed. The results show that the ground condition affects the thickness of the ballast boundary layers without a train, thickness of the train boundary layers, train drag, distribution of pressure and velocity along the train, and the size of the wake region; however, the ground condition had a little effect on the flow structures around the train tail. These findings can help in designing the wind tunnel experiment.
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Shao, Jing Jing, Lei Shan Zhou, Zi Xi Bai, and Yong Feng Shang. "Determination of the Minimum Departure Interval between Trains with same High-Speed at the Relatively Initial Station." Applied Mechanics and Materials 587-589 (July 2014): 1737–40. http://dx.doi.org/10.4028/www.scientific.net/amm.587-589.1737.
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Chinese high-speed railway is in a boom and making train diagram with high-density trains to relieve capacity intense and improve operational efficiency has become the research focus. Different kinds of station intervals between adjacent trains are the basis for the train diagram. According to the situation in which trains with different speed run on the same line and the proportion of high-speed trains is much larger than that of middle-speed trains, this paper raises principles and methods to determine the minimum departure interval between trains with same speed at the relatively initial station. The minimum departure interval between trains with same speed at the relatively initial station is a necessary and sufficient condition for making train diagram since there is no overtaking between same-speed trains.
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Qiao, Rui Jun, Xiao Ning Zhu, and Wei Yan. "Optimized Utilization of Station Arrival and Departure Tracks for Passenger Dedicated Lines." Advanced Materials Research 468-471 (February 2012): 2450–54. http://dx.doi.org/10.4028/www.scientific.net/amr.468-471.2450.
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For running trains according to timetable, it is very important to arrange appropriate arrival and departure tracks to trains transacted by passenger dedicated line station. Builds optimized model of arrival and departure track utilization, the optimization objective is maximizing the sum of weights of trains using tracks, and having the most balanced utilization schedule. For constraints, it is different from existing railway station that the two turnaround trains share the same train-set must be arranged to the same arrival and departure track, and this paper considers the constraint seriously. Taking Beijing South Railway Station inter-city yard as an instance, use the method put forward in this paper to calculate the arrival and departure track utilization schedule. Compared with existing schedule, the result calculated makes the arrival and departure track utilization more balanced.
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Mathias, James, and Dal Hyung Kim. "Cost-Effective, Time-Efficient Passenger Rail System for the Eastern United States." Journal of Advanced Transportation 2019 (July 8, 2019): 1–12. http://dx.doi.org/10.1155/2019/4364162.
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A program was developed using a genetic algorithm and automated lookup features to design an efficient passenger rail system for the eastern-half of the United States connecting large cities, metropolitan populations greater than two million, with overnight rail service. The results of the program predicted a passenger starting at the farthest point of the system boards the train at 16:02 on average and arrives at a different point of the system at 07:57 on average the following day, assuming the train travels an average speed of 70 mph. The design used actual distances by train track where possible. The system was modeled with six trains that meet at a hub and exchange passengers and continue on to their destination. The optimal solution had a total one-way minimum distance of 4334 km (2693 miles). Assuming the same ridership that currently exists on a popular train route, ticket prices would average $62 (USD) for a one-way ticket. For this system to be feasible, the government would need to own or lease one set of tracks for all the routes determined, build a hub for passengers to transfer trains near Charleston, WV, and ensure the trains are unimpeded by other trains. Installing tracks that go around cities that the trains do not stop at would be a great benefit also. With advances in communication, GPS, and train control technology, this article points out the benefits of publically available tracks to form a transportation network similar to that found in road, air, and water traffic.
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Gao, Guoqiang, Tingting Zhang, Wenfu Wei, Yi Hu, Guangning Wu, and Ning Zhou. "A pantograph arcing model for electrified railways with different speeds." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 6 (December 20, 2017): 1731–40. http://dx.doi.org/10.1177/0954409717747754.
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Pantograph arcing is an unavoidable phenomenon in electrified railways, which not only causes damage to the carbon strip and the catenary contact line but also results in voltage surge and electromagnetic interference. In recent years, there are more cases of pantograph arcing due to the increase in speed of trains. Therefore, it is essential to understand the basic electrical characteristics of pantograph arcing at different running speeds of trains. In this work, a pantograph arcing model was proposed, which considers the effects of the speed of a train on the arc-dissipated power. An overall electrical model, concerning the traction power system and the traction drive system, was further established. The results indicated that the running speed of trains significantly influenced the arcing voltage, duration of arcing, and the zero-crossing time. A qualitative relation between the average power of the arc and the speed of the train was also presented. Finally, field tests were carried out, and comparisons between the field testing data and the calculated results were made, which validate the accuracy of the developed model.
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Liu, Pei, and Baoming Han. "Optimizing the train timetable with consideration of different kinds of headway time." Journal of Algorithms & Computational Technology 11, no. 2 (January 18, 2017): 148–62. http://dx.doi.org/10.1177/1748301816689685.
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The train timetable is a crucial document for organization of railway traffic. A high-quality train timetable is not only implementable in operational environment, but also efficient in terms of capacity utilization of railway infrastructure. In this paper, we try to solve the train timetabling problem of a double track high-speed railway line with heavy traffic and trains with different operational speeds are operated. In order to obtain a feasible timetable with high efficiency, different kinds of headway time are distinguished in the process of train timetabling. With a time expanded graph describing train movements, an integer linear programming is formulated. A branch and price algorithm is proposed to solve the model. The case study shows that more trains will be scheduled when different kinds of headway time considered.
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Dick, C. Tyler, Ivan Atanassov, F. Bradford Kippen, and Darkhan Mussanov. "Relative train length and the infrastructure required to mitigate delays from operating combinations of normal and over-length freight trains on single-track railway lines in North America." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 233, no. 7 (November 19, 2018): 731–42. http://dx.doi.org/10.1177/0954409718809204.
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Distributed power locomotives have facilitated longer heavy-haul freight trains that improve the efficiency of railway operations. In North America, where the majority of mainlines are single track, the potential operational and economic advantages of long trains are limited by the inadequate length of many existing passing sidings (passing loops). To alleviate the challenge of operating trains that exceed the length of passing sidings, railways preserve the mainline capacity by extending passing sidings. However, industry practitioners rarely optimize the extent of infrastructure investment for the volume of over-length train traffic on a particular route. This paper investigates how different combinations of normal and over-length trains, and their relative lengths, relate to the number of siding extensions necessary to mitigate the delay performance of over-length train operation on a single-track rail corridor. The experiments used Rail Traffic Controller simulation software to determine train delay for various combinations of short and long train lengths under different directional distributions of a given daily railcar throughput volume. Simulation results suggest a relationship between the ratio of train lengths and the infrastructure expansion required to eliminate the delay introduced by operating over-length trains on the initial route. Over-length trains exhibit delay benefits from siding extensions while short trains are relatively insensitive to the expanded infrastructure. Assigning directional preference to over-length trains improves the overall average long-train delay at the expense of delay to short trains. These results will allow railway practitioners to make more informed decisions on the optimal incremental capital expansion strategy for the operation of over-length trains.
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Ye, Kun, and Ren Xian Li. "The Analysis of Aerodynamic Characteristics of the High-Speed Train in Different Railway Conditions under Crosswinds." Advanced Materials Research 774-776 (September 2013): 58–63. http://dx.doi.org/10.4028/www.scientific.net/amr.774-776.58.
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The numerical calculation models of the high-speed train in the straight and different radius curve railway are established. Author calculated transverse forces (moments) acting on the three sections (first train, middle train and rear train). At the same time, under with the shelter wind wall and without the wall, the change trends of side forces coefficients and rolling moments coefficients of trains with the train speed and the transverse wind speed are analyzed. Results show that, in the straight railway and curve railway, transverse loads coefficients increase with the increase of the transverse wind speed and decrease with the increase of the train speed. The transverse forces (moments) of the three sections of the train with the shelter wind wall are opposite to that without the wall. Traffic safety under crosswinds focuses on the rear train with the shelter wind wall and focuses on the first train without the wall. At the same train speed and transverse wind speed, side forces and rolling moments of trains in curve railway is greater than that of trains in straight railway. Absolute values of transverse loads coefficients decreased gradually with the increase of the radius of the curve, and their relationship basically is the linear relation.
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Shkurnikov, Sergey, and Olga Morozova. "On interaction of a rolling stock and geometrical parametres of high-speed networks’ route." Bulletin of scientific research results, no. 3 (October 17, 2017): 96–104. http://dx.doi.org/10.20295/2223-9987-2017-3-96-104.
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Objective: Due to the lack of global experience of holding on one track high-speed passenger trains (moving at a speed up to 400 km/h), high-speed passenger trains (moving at a speed up to 250 km/h) and special freight trains (accelerating to a speed of more than 200 km/h), the only possible way of studying the influence of a train on a track is computer simulation modeling. The analysis of the existing computer programs was carried out and the most effective programme for the solution of combined train movement was selected. Methods: Simulation modeling was applied. On the basis of the obtained model the possibility of “Universal mechanism” software practical application was considered. Results: A test simulation model of a high-speed train carriage was developed in “Universal mechanism” software application. Preliminary results showed the possibility of its usage for the study of a high-speed train and track interaction. Practical importance: Modern computer technologies make it possible to solve the tasks of dynamic interaction with a high degree of accuracy. Among the variety of software used for the study of dynamic behavior of a railway vehicle in Russia, “Universal mechanism” software application is of wide popularity and may be used for the study of dynamic behavior of different types of trains on railway tracks of different plans and profiles.
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Yang, Junxia, and Youpeng Zhang. "Adaptive Cooperative Control of Multiple Urban Rail Trains with Position Output Constraints." Algorithms 15, no. 5 (April 21, 2022): 138. http://dx.doi.org/10.3390/a15050138.
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This paper studies the distributed adaptive cooperative control of multiple urban rail trains with position output constraints and uncertain parameters. Based on an ordered set of trains running on the route, a dynamic multiple trains movement model is constructed to capture the dynamic evolution of the trains in actual operation. Aiming at the position constraints and uncertainties in the system, different distributed adaptive control algorithms are designed for all trains by using the local information about the position, speed and acceleration of the train operation, so that each train can dynamically adjust its speed through communicating with its neighboring trains. This control algorithm for each train is designed to track the desired position and speed curve, and the headway distance between any two neighboring trains is stable within a preset safety range, which guarantee the safety of tracking operation of multiple urban rail trains. Finally, the effectiveness of the designed scheme is verified by numerical examples.
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Somaschini, Claudio, Tommaso Argentini, Elia Brambilla, Daniele Rocchi, Paolo Schito, and Gisella Tomasini. "Full-Scale Experimental Investigation of the Interaction between Trains and Tunnels." Applied Sciences 10, no. 20 (October 15, 2020): 7189. http://dx.doi.org/10.3390/app10207189.
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This works focuses on a series of experimental tests carried out to investigate overpressures in tunnels due to train crossings. Although the above-mentioned topic is well known and also defined in European standards, in the literature full-scale data are lacking, which are useful to validate the numerical codes required in the certification process and are used in train structural dimensioning. In this respect, an extensive full-scale experimental campaign was planned for observing as many test conditions as possible, such as single passages of different trains, two train crossing, different tests speed, and different tunnel characteristics. In detail, the understanding of the pressure wave generation and transmission is deeply enhanced by studying the pressure evolution both on board and at trackside, considering both single train passages or two trains crossings and having the possibility to compare aerodynamic loads on sealed and unsealed trains. Furthermore, the position of sensors, the speed of the train, and the initial conditions within the tunnel have been proven to be fundamental parameters for properly estimating the pressure loads on trains.
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Wlodarski, Amy Lynn. "The Testimonial Aesthetics of Different Trains." Journal of the American Musicological Society 63, no. 1 (2010): 99–141. http://dx.doi.org/10.1525/jams.2010.63.1.99.
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Often praised as an exceptional artistic response to the Holocaust, Steve Reich's Different Trains adopts a documentary approach to Holocaust representation in which Reich assembled short excerpts from three survivor testimonies and published transcriptions of their accounts in his libretto for the work. This article explores the consequences that arise when fragments from very emotional testimonies are recast as purportedly unmediated documentary. The authority attributed to this sort of historical narrative has come under scrutiny in the field of Holocaust studies, in which it is called “secondary witness”—an intellectual interpretation of survivor testimonies advanced without the author revealing his or her own subjective standpoint or scholarly agenda. I argue that Reich's use of the voices of the survivors, Paul, Rachel, and Rachella, constitutes a form of secondary witness. Analysis of the original sources reveals that as Reich worked with extracts from the testimonies, in some cases his composition took on the aesthetics of the original testimonies, yet in other cases, he altered meaning and tone and even misheard certain phrases, producing transcription errors that reframed key moments by substituting his account of the Holocaust for that of the primary witness. Such revelations prompt reevaluation of the moral and political success that has been claimed for Different Trains, since the compositional process could never have been as objective and self-effacing as Reich and his critics suggest.
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Frosh, Stephen. "Different Trains: An Essay in Memorializing." American Imago 74, no. 1 (2017): 1–22. http://dx.doi.org/10.1353/aim.2017.0000.
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Mizsey, Peter, and Esmond Newson. "Comparison of different vehicle power trains." Journal of Power Sources 102, no. 1-2 (December 2001): 205–9. http://dx.doi.org/10.1016/s0378-7753(01)00802-3.
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Wiesmeyr, Christoph, Martin Litzenberger, Markus Waser, Adam Papp, Heinrich Garn, Günther Neunteufel, and Herbert Döller. "Real-Time Train Tracking from Distributed Acoustic Sensing Data." Applied Sciences 10, no. 2 (January 8, 2020): 448. http://dx.doi.org/10.3390/app10020448.
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In the context of railway safety, it is crucial to know the positions of all trains moving along the infrastructure. In this contribution, we present an algorithm that extracts the positions of moving trains for a given point in time from Distributed Acoustic Sensing (DAS) signals. These signals are obtained by injecting light pulses into an optical fiber close to the railway tracks and measuring the Rayleigh backscatter. We show that the vibrations of moving objects can be identified and tracked in real-time yielding train positions every second. To speed up the algorithm, we describe how the calculations can partly be based on graphical processing units. The tracking quality is assessed by counting the inaccurate and lost train tracks for two different types of cable installations.
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Fayad, Ahmad, Hussein Ibrahim, Adrian Ilinca, Sasan Sattarpanah Karganroudi, and Mohamad Issa. "Energy Recovering Using Regenerative Braking in Diesel–Electric Passenger Trains: Economical and Technical Analysis of Fuel Savings and GHG Emission Reductions." Energies 15, no. 1 (December 21, 2021): 37. http://dx.doi.org/10.3390/en15010037.
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Rail transport, specifically diesel–electric trains, faces fundamental challenges in reducing fuel consumption to improve financial performance and reduce GHG emissions. One solution to improve energy efficiency is the electric brake regenerative technique. This technique was first applied on electric trains several years ago, but it is still considered to improve diesel–electric trains efficiency. Numerous parameters influence the detailed estimation of brake regenerative technique performance, which makes this process particularly difficult. This paper proposes a simplified energetic approach for a diesel–electric train with different storage systems to assess these performances. The feasibility and profitability of using a brake regenerative system depend on the quantity of energy that can be recuperated and stored during the train’s full and partial stop. Based on a simplified energetic calculation and cost estimation, we present a comprehensive and realistic calculation to evaluate ROI, net annual revenues, and GHG emission reduction. The feasibility of the solution is studied for different train journeys, and the most significant parameters affecting the impact of using this technique are identified. In addition, we study the influence of electric storage devices and low temperatures. The proposed method is validated using experimental results available in the literature showing that this technique resulted in annual energy savings of 3400 MWh for 34 trains, worth USD 425,000 in fuel savings.
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Kravchenko, Mykhailo Anatoliyovych, Elizaveta Mykhailivna Stebnytska, Andrii Vladimirovich Prokhorchenko, Andrii Mykolayovych Kiman, and Artem Yevhenovych Kirienkov. "STUDY OF STABILITY OF TRAIN FLOWS ON HEAVILY USED FREIGHT RAILWAY REGION." Collected scientific works of Ukrainian State University of Railway Transport, no. 199 (June 10, 2022): 99–113. http://dx.doi.org/10.18664/1994-7852.199.2022.258820.
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The article examines the stability of freight trains in different periods of traffic at the landfillof the regional branch of "Odessa Railway" JSC "Ukrzaliznytsia", which is a "bottleneck" of the railway systemwith the largest seaports in Ukraine. It is offered to analyze the consolidated daily operational indicators onthe main routes of train flows: density at the train station (traffic density per 1 km, tons); average daily speedof trains (km / h); the number of freight trains that have passed (train). For a comprehensive analysis ofchanges in operational indicators in the low (I-III quarter) and high season (IV quarter) of traffic summarizedindicators in the sequence of train flows. This allowed us to identify the most influential train stations for thestability of train traffic. Regularities of influence of operational indicators on the general duration ofmovement of train streams are revealed. Based on the correlation analysis, the influence of passenger trafficon the duration of freight trains on differentroutes has been proved numerically. Correlations can be describedas strong and significant. The interaction of changes in operational indicators on different routes of train flowsat the investigated landfill was revealed. Significant impact on the stability of train flows occurs at trainstations, where sorting stations operate. Increasing the share of scheduled departures in 2019 and working toextend the service in 2020 has reduced the gap between the total duration of trains on the routes to acceptablevalues. A cluster diagram of the relationship between the impact of passenger traffic on the duration of freighttrains on different routes, which allows a comprehensive analysis of the interdependence of operationalperformance of sections in terms of changes in traffic intensity and redirection of trains on parallel lines.
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WANG, Y. B. "ESTIMATION OF THE DISTANCE BETWEEN STATIONS OF OVERTAKING TRAINS WHEN ORGANIZING A MIXED HIGH-SPEED, PASSENGER AND FREIGHT TRAFFIC ON A RAILWAY LINE." Transport systems and transportation technologies, no. 21 (August 15, 2021): 5. http://dx.doi.org/10.15802/tstt2021/237619.
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Purpose. This paper presents the calculation method and result of reasonable station spacing in the organization of mixed high-speed passenger and freight transportation, at different speed combinations and different types of train schedules.
Methodology. By using the principle of the shortest distance between stations, this paper analyzes the possible layout of passenger and freight trains running at different speeds between Brest and Moscow, and work out the optimal distance between overtaking stations. According to the shortest distance between stations, the blocking method with four-digit automatic should be used when the maximum speed of the passenger train is 250 km/h. The crossing scheme for different types of trains is determined, and the train schedule period (TDS) of each scheme is determined. Calculate the appropriate distance between stations that had been passed through with different trip intervals according to the characteristics of the passing passenger and freight trains. By adopting simulation analysis, the influence of different number of trains and their composition on the station spacing is simulated to work out the reasonable railway station spacing for passenger and freight train with a speed of 250 km / h.
Findings. In the case of passenger and freight traffic with the speed of 250 km / h, the optimal distance for stations between Brest and Moscow should be around 35 km. In order to make effective use of the existing infrastructure and achieve maximum transit capacity of the railway, it is recommended to increase the speed of the low priority trains.
Originality. The distance between stations on a line will affect the number of stations on the entire line, as well as the maximum train speed and the number of train pairs. Excessive or insufficient station spacing will affect the transportation capacity and efficiency. Therefore, reasonable station spacing will determine the number of trains and the maximum speed of each train for both passenger and freight.
Practical value. This paper proposes a method to estimate the reasonable spacing between crossing stations, which can ensure the effective utilization of the capacity of railway sections when high speed passenger trains on existing lines are running at speeds of up to 250 km/h.
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Soper, David, and Chris Baker. "A full-scale experimental investigation of passenger and freight train aerodynamics." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 5 (May 6, 2019): 482–97. http://dx.doi.org/10.1177/0954409719844431.
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The movement of a train creates a disturbance to the air through which it passes, known as a slipstream. Such disturbances are characterised by changes in pressure, notably around the vehicle nose/tail, and a highly turbulent boundary growth along the vehicle side with an increasing slipstream velocity magnitude. Although these characteristic features occur in some form for all trains, the flow development associated with various train types can often be very different. Variability in train type makes it difficult to accurately characterise the aerodynamic effects of each individual train. In this paper, a detailed set of tests are undertaken to assess the aerodynamic flow development created around various train types common to the UK railway network. A comparison of the analysed data from different passenger and freight trains was made. The variability of freight train results was larger in comparison to the passenger trains examined, because of the large flow separations around the bluff freight train. Although the speed was lower for freight trains, the slipstream velocity and pressure magnitudes were larger than those observed for passenger trains. Passenger trains could be divided aerodynamically into two main types: long distance passenger trains and commuter trains. Longer train lengths were shown to increase the boundary layer growth: an important feature for long distance passenger trains as it creates an increase in the slipstream velocity peak magnitude at the train tail. Boundary layer stabilisation is not observed as in previous studies. The coupling of two carriage sets together, creating a large V-shaped region at the centre of the train, led to a clear step slipstream velocity peak coinciding with the change in pressure at the coupling region. Cross-correlation of results from measuring positions within the characteristic turbulent length scale range appeared to show similar results to autocorrelation time scales for larger scale separation of turbulent structures from the bogie and inter-carriage regions.
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Du, Jian-Ming, Qian Fang, Gan Wang, Jun Wang, and Jian-Ye Li. "Aerodynamic Effects Produced by a High-Speed Train Traveling through a Tunnel Considering Different Car Numbers." Symmetry 14, no. 3 (February 26, 2022): 479. http://dx.doi.org/10.3390/sym14030479.
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The geometrical configurations of high-speed trains and tunnels are symmetric. However, the aerodynamic pressure acting on tunnel walls induced by high-speed trains passing through is unsymmetric. The study of the aerodynamic effects produced by high-speed trains traveling through tunnels can be treated as the theoretical basis for safety evaluations of tunnel structures and operational trains. There is still no consensus regarding the use of three or four cars, as opposed to eight, in evaluations aerodynamic effects. To solve this problem, three-dimensional simulations were conducted to evaluate the effects of car number on the aerodynamic pressures of the tunnel lining and micropressure waves due to tunnel portals. The input parameters of our simulation were verified by comparing with field monitoring data obtained by other researchers. The results indicate that the root cause of the differences in the aerodynamic pressures of the tunnel lining and the micropressure waves of tunnel portals according to car number is that the wave diagrams of different car numbers inside tunnels present significant differences. The differences in the maximum positive and negative pressure peaks experienced by the tunnel lining between a three- and an eight-car model are 11.70% and 44.0%, respectively, while the differences in the same scenario are as high as 48.6% and 46.4% after train tail leaves the tunnel. When the car number increases from three to eight, the time to reach the maximum negative pressure peak of the micropressure wave is periodically delayed. The delay period can be defined as T = loc/v (loc: single train carriage length, v: train speed).
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Wang, Wanqi, Yun Bao, and Sihui Long. "Rescheduling Urban Rail Transit Trains to Serve Passengers from Uncertain Delayed High-Speed Railway Trains." Sustainability 14, no. 9 (May 9, 2022): 5718. http://dx.doi.org/10.3390/su14095718.
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This paper develops a multi-objective mixed-integer linear programming model for the problem of robust rescheduling for capacitated urban rail transit (URT) trains to serve passengers from delayed high-speed railway (HSR) trains. The capacity of each extra train is not assumed to be unlimited in this paper. Robust passenger assignment constraints are developed to ensure that delayed passengers can board the URT trains under different random delay scenarios of HSR operations. Robust dispatching constraints of URT trains are designed for a stable disrupting number of URT trains across different scenarios. The multi-objective model is used to maximize the number of expected transported passengers and minimize the number of extra trains and operation-ending time of all extra trains. An iterative solution approach based on a revised version of the epsilon-constraint method combined with the weighted-sum method is designed for the computation of the multi-objective model. Computational experiments are performed on the Beijing URT lines and the Beijing-Shanghai HSR line. We evaluate the impact of the robustness constraints of passenger assignment and the number of extra trains to ensure that the number of trains are maintained and the passengers can successfully take the trains during different delayed scenarios.
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Kotenko, Alexey, Iosyph Kokuryn, Vladimir Belozerov, and Vyacheslav Tymchenko. "Evaluation method of reconstructed railway line train-handling capacity based on simulation modeling." Proceedings of Petersburg Transport University, no. 2 (June 20, 2017): 372–80. http://dx.doi.org/10.20295/1815-588x-2017-2-372-380.
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Objective: To improve prediction estimate of traffic volume development on reconstructed railway lines. Methods: The study is dedicated to the development of simulation modeling method, statistical data processing method, as well as probability theory and method for determination of capital investments’ economic efficiency were also applied in the research. Results: A simulation modeling method of train-handling capacity estimation on a reconstructed railway line, including the validation of a reconstructed railway line modeling limits, the assessment of track possession approval, account of freight traffic characteristics and matching probability calculation of a modeled and required train-handling capacity of a railway line. A simulation modeling method of train handling on a reconstructed railway line was developed, including the procedure of assessment of train delays at stations and track possession approval, as well as checking procedure of track possession approval for the given number of freight trains. It was shown that, on the basis of simulation modeling of train handling on a reconstructed railway line data processing with track possession approval, different “categories” of freight trains handling and the duration of tracks’ occupation, matching probability of a modeled and required train handling capacity of a railway line may be assessed. Practical importance: The suggestions stated in the study will allow design engineers of organizations to assess the delay level at the stations from track possession approval when handling freight trains of different lengths and bulk, in the process of calculation of train handling capacity of railway lines.
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Huang, Qihuan, Yian Wang, Guido Luzi, Michele Crosetto, Oriol Monserrat, Jianfeng Jiang, Hanwei Zhao, and Youliang Ding. "Ground-Based Radar Interferometry for Monitoring the Dynamic Performance of a Multitrack Steel Truss High-Speed Railway Bridge." Remote Sensing 12, no. 16 (August 12, 2020): 2594. http://dx.doi.org/10.3390/rs12162594.
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With the continuous expansion of the high-speed railway network in China, long-span railway bridges carrying multiple tracks demand reliable and fast testing procedures and techniques. Bridge dynamic behavior analysis is a critical process in ensuring safe operation of structures. In this study, we present some experimental results of the vibration monitoring of a four-track high-speed railway bridge with a metro–track on each side: the Nanjing–Dashengguan high-speed railway bridge (NDHRB). The results were obtained using a terrestrial microwave radar interferometer named IBIS-S. The radar measurements were interpreted with the support of lidar point clouds. The results of the bridge dynamic response under different loading conditions, including high-speed trains, metro and wind were compared with the existing bridge structure health monitoring (SHM) system, underlining the high spatial (0.5 m) and temporal resolutions (50 Hz–200 Hz) of this technique for railway bridge dynamic monitoring. The detailed results can help engineers capturing the maximum train-induced bridge displacement. The bridge was also monitored by the radar from a lateral position with respect to the bridge longitudinal direction. This allowed us to have a more exhaustive description of the bridge dynamic behavior. The different effects induced by the passage of trains through different tracks and directions were distinguished. In addition, the space deformation map of the wide bridge deck under the eccentric load of trains, especially along the lateral direction (30 m), can help evaluating the running stability of high-speed trains.
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Sotnikov, Evgeniy A., and Pavel S. Kholodnyak. "Changes in the carriage and traffic capacity along highly busy routes in case of traffic scheduling for permanently linked multiple trains." Vestnik of the Railway Research Institute 78, no. 5 (December 23, 2019): 259–65. http://dx.doi.org/10.21780/2223-9731-2019-78-5-265.
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The increase in transportation volume through the railroad network requires novel less capital-intensive methods for increasing the carriage capacity with respect to the busy routes that operate at traffic capacity levels of 0.8 and higher. One proposed method is the traffic scheduling of permanently linked multiple trains. Because the existing lines were constructed without considering the usage of permanently linked multiple trains, special preparation of various sections, especially for enhancing the electric power supply system, as well as additional development of stations are required. Compared with single trains, the increase in the length of the linked trains reduces the traffic capacity, affecting the carriage capacity. Further, the peculiarities of interval changes, including the succession times at sections, arrival spacing, and train departure from a station while scheduling linked train traffic on a permanent basis on busy lines, were analyzed. This served as the basis for determination of parameters for the changing traffic and carriage capacity of single and double tracks or traffic routes in general. All the aforementioned intervals increased on the double-track lines, which reduced their traffic capacity. Furthermore, the section occupation duration increased for the linked trains on single-track lines; accordingly, a traffic scheduling period can be established for determining the reduction in traffic capacity. The main station intervals of the single-track traffic schedule of not simultaneous train arrival with the stop and the opposite train without stop are not changed. Some calculation options were introduced for altering the traffic and carriage capacity of the busy lines for different running speeds of trains, shares of linked trains in the total amount of freight transportation, and shares of traffic capacity with respect to passenger traffic. Further, calculations were performed by considering that all the technical infrastructure facilities and rolling stock satisfy the system requirements for arrangement of the linked train traffic on a permanent basis. The usage of this method increases the capacity of the busy routes, reduces the traffic capacity by 1%-6% and increases the carriage capacity by 4%-27% for linked trains with the share from 5% to 40%. This indicates that the method for permanent scheduling of the linked train traffic is a novel method for increasing the carriage capacity along the busy routes.
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Li, Wei, Chunyang Chen, Hui Li, Kai Wang, Liang Xie, and Wenlu Zhang. "Analysis of the different locomotive wireless multi-traction synchronous control systems for heavy-haul combined trains and their performance." Transportation Safety and Environment 2, no. 3 (September 2020): 202–15. http://dx.doi.org/10.1093/tse/tdaa025.
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Abstract This paper looks at the heavy-haul combined train composed of different types of locomotives and its distributed power control system with a combination of 800 MHz and TD-LTE wireless communication. It analyses some key characteristic parameters that affect the synchronism and communication of the differential wireless multi-traction synchronous control systems for heavy-haul combined trains. At the same time, in order to reduce the latency of instruction and information transfer between different types of locomotives, improve the time-limit certainty of wireless transmission and optimize the control quality of multi-traction control systems for heavy-haul combined trains, a synchronism optimization strategy based on the Markov decision process on the basis of Petri networkconstruction is proposed. Relevant experiments and tests are carried out to verify the effectiveness of the synchronism optimization of the control system, which provides a guarantee for improving the differential wireless multi-traction synchronous control system for combined trains and optimizing train control.
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Pan, Yujun, and Lihong Yang. "Research on The Combined Operation Mode of Express-local Train in Urban Railways." Frontiers in Business, Economics and Management 3, no. 3 (May 12, 2022): 103–9. http://dx.doi.org/10.54097/fbem.v3i3.355.
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The applicability of the combined operation mode of express-local train trains is analyzed. The express-local train without overrun scheme and the express train overrun scheme are studied. The influence of different express-local train schemes on the line capacity is analyzed. The setting method of express train non-stop and express train overrun station is determined. Finally, taking the Wenzhou Rail Transit Line S1 as an example, combined with the actual passenger flow data and travel plan data, the express-local train operation plans under different express and local train ratios are determined. It provides a reference for enterprises to operate express-local train trains.
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Noorbasha, Fazal, K. Hari Kishore, P. Phani Sarad, A. Renuka, SK Meera Mohiddin, K. Jagadeesh Babu, B. V S. Phanindra, and M. Manasa. "A VLSI implementation of train collision avoidance system using Verilog HDL." International Journal of Engineering & Technology 7, no. 2.8 (March 19, 2018): 386. http://dx.doi.org/10.14419/ijet.v7i2.8.10468.
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Now a days we see many train accidents that occur in railways. These accidents occur mainly due to cracks in the track, human errors and not identifying the opposite train at the right time. When the train meets with the accident lot of people lose their lives and huge amount of railway property is destroyed and it also takes lot of time to hold back to the normal situations. Most of the accidents happen due to human error and due to lack of communication between the trains and irregularity of Train Traffic Control System. Normally to prevent these accidents we place sensors on either side of the platform to identify the train at right time and to receive traffic signals at the platform properly. Here we came with some different approach which is easy to manage and implement and cost effective. Normally collision occurs when two trains approaching in opposite directions on same track. So, if we manage to prevent two trains travel on the same track then collision can be avoided. Here in this project we have implemented Verilog code to solve this problem. The purpose of this project is to write a Verilog code to detect the opposite train and deviate the train based on priority of the trains thus avoiding collision. In this project we have chosen four different types of trains namely Goods, Passenger, Superfast, Express and we have implemented train collision avoidance using Verilog code by giving priority to each type of train and preference is given to one train to avoid collision.
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Cantone, L. "Simulation of freight trains with up to three traction units in radio communication." IOP Conference Series: Materials Science and Engineering 1214, no. 1 (January 1, 2022): 012039. http://dx.doi.org/10.1088/1757-899x/1214/1/012039.
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Abstract Paper reports the main results of a systematic study on longitudinal train dynamics (LTD) of long freight trains, equipped with radio communication. The simulation results have been used to prepare an experimental test campaign to test the Distributed Power System (DPS) technology. The simulations refer to up/down and level track and they compare the LTD of trains with and without DPS, for different train operations and radio link conditions. The DPS technology is proved (by simulations and test) to be a very effective way to increase the efficiency of future freight trains.
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Cumming, Naomi. "The Horrors of Identification: Reich's "Different Trains"." Perspectives of New Music 35, no. 1 (1997): 129. http://dx.doi.org/10.2307/833682.
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Kim, Chul Su, Gil Hyun Kang, and Seung Ho Jang. "A Study on the Development of the Korean Gauge-Adjustable Wheelset System for Freight Train." Advanced Materials Research 199-200 (February 2011): 337–40. http://dx.doi.org/10.4028/www.scientific.net/amr.199-200.337.
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To reduce the cost and the time of transport in Eurasian railroad networks such as TKR(Trans-Korea Railway), TCR(Trans-China Railway) and TSR(Trans-Siberia Railway) owing to the problem of different track gauges (narrow/standard/broad gauge), it is important to develop the gauge-adjustable wheelset (GAW) system to adapt easily to these gauges. The GAW system in the transcontinental railway represents a more effective way in comparison with other techniques for overcoming difference in track gauges. Freight trains having the GAW system will be passing various curved tracks in railroad networks. In this study, it was performed to evaluate contact stress and fatigue life of locking parts during freight trains' service in the curved track, respectively. Moreover, the safety of Korean GAW system at running track was verified by rig tests according to UIC 510-4 code.
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Fontaine, Bertrand, Victor Benichoux, Philip X. Joris, and Romain Brette. "Predicting spike timing in highly synchronous auditory neurons at different sound levels." Journal of Neurophysiology 110, no. 7 (October 1, 2013): 1672–88. http://dx.doi.org/10.1152/jn.00051.2013.
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A challenge for sensory systems is to encode natural signals that vary in amplitude by orders of magnitude. The spike trains of neurons in the auditory system must represent the fine temporal structure of sounds despite a tremendous variation in sound level in natural environments. It has been shown in vitro that the transformation from dynamic signals into precise spike trains can be accurately captured by simple integrate-and-fire models. In this work, we show that the in vivo responses of cochlear nucleus bushy cells to sounds across a wide range of levels can be precisely predicted by deterministic integrate-and-fire models with adaptive spike threshold. Our model can predict both the spike timings and the firing rate in response to novel sounds, across a large input level range. A noisy version of the model accounts for the statistical structure of spike trains, including the reliability and temporal precision of responses. Spike threshold adaptation was critical to ensure that predictions remain accurate at different levels. These results confirm that simple integrate-and-fire models provide an accurate phenomenological account of spike train statistics and emphasize the functional relevance of spike threshold adaptation.
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Lim, Kwang-Kyun. "Estimating a New Fare for Sightseeing Trains Based on Willingness to Pay." Promet - Traffic&Transportation 32, no. 6 (November 10, 2020): 773–87. http://dx.doi.org/10.7307/ptt.v32i6.3379.
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Since high-speed train operation in 2004 in Korea, the revenue of conventional trains has been rapidly declining. To overcome the circumstance even a little, sightseeing trains have been introduced along ten competitive routes since 2013, which helped to reduce the loss rate from 3.0 to 2.5 compared to the existing conventional trains. Such accomplishment was based on the existing fare system fitted to conventional trains, not reflecting the value of the unique service that only the sightseeing train provides. The understanding of the Willingness To Pay (WTP) has largely remained unexplored in the railway transportation literature, and further no contributions in the sightseeing train industry. The paper aims to estimate the economic value of various types of service for sightseeing trains in the contexture of the WTP postulates using open-ended question survey data and a Tobit censored regression with four different statistical structures. The normal distribution model replicates the WTPs best fitted over entire service types, and the WTPs vary by different type of train services such as recreational activities, slow-moving operation, seating type, tourist commentary and locally connected tour service. The highest value 13.3~24.2% in room typed seats compared to observable seats has been observed. Applying the demand elasticities to price, the revenue maximizing is observed at a 6% hike for a standard seat and a 22% hike for a designated seat, and the revenue rises by 0.33% to 3.54%. This study expects that the result can be used as an appropriate guideline in determining a new fare fitted to sightseeing trains.
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Lin, H.-T., and S.-H. Ju. "Three-dimensional analyses of two high-speed trains crossing on a bridge." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 217, no. 2 (March 1, 2003): 99–110. http://dx.doi.org/10.1243/095440903765762841.
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This paper investigates the dynamic characteristics of the three-dimensional vehicle-bridge system when two high-speed trains are crossing on a bridge. Multispan bridges with slender piers and simply supported beams were used in the dynamic finite element analysis. A response ratio (RR) was defined in this study to represent the ratio of the vehicle-bridge interaction of two-way trains to that of a one-way train. The finite element results indicate that this ratio increases significantly when two-way trains run near the same speed, and the maximum value is approximately equal to or smaller than two for the vertical dynamic response. This means that the maximum dynamic response of the two-way trains is at most twice that of the one-way train. When the two-way train speeds are sufficiently different, the response ratio approaches one on average, which means that the dynamic effect of the two-way train is similar to that of the one-way train. Finite element results also indicate that the averaged response ratio in the three global directions is about 1.65 when the two-way trains run at the same speed.
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Krylov, V. V. "Spectra of Low-Frequency Ground Vibrations Generated by High-Speed Trains on Layered Ground." Journal of Low Frequency Noise, Vibration and Active Control 16, no. 4 (December 1997): 257–70. http://dx.doi.org/10.1177/026309239701600404.
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Increase in speeds of modern railway trains is usually accompanied by higher levels of generated ground vibrations. In the author's earlier paper [V.V. Krylov, Applied Acoustics, 44, 149–164 (1995)], it has been shown that especially large increase in vibration level may occur if train speeds v exceed the velocity of Rayleigh surface waves in the ground cR., i.e., v > cR. Such a situation might arise, for example, with French TGV trains for which speeds over 515 km/h have been achieved. The present paper investigates the effect of geological layered structure of the ground on ground vibrations generated by high-speed trains. It is shown that, since Rayleigh wave velocities in layered ground are dispersive and normally increase at lower frequencies associated with deeper penetration of surface wave energy into the ground, the trans-Rayleigh condition v > cR may not hold at very low frequencies. This will cause a noticeable reduction in low-frequency components of generated ground vibration spectra. Theoretical results are illustrated by numerically calculated frequency spectra of ground vibrations generated by single axle loads travelling at different speeds and by TGV or Eurostar high-speed trains.
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Juraška, Mindaugas, and Tomas Magyla. "INVESTIGATION OF FUEL CONSUMPTION OF NON‐SCHEDULED TRAINS THERMAL TRACTION." TRANSPORT 19, no. 5 (October 31, 2004): 230–35. http://dx.doi.org/10.3846/16484142.2004.9637982.
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This article deals with the calculation of fuel consumption of trains with unpredicted scheduling (non‐scheduled trains). The need for such investigation was stimulated by the fact that because of many operational and technical reasons when trains lag behind their original schedule and further train routing becomes unscheduled and unpredicted, quite considerable amount of fuel is lost for unexpected train stopping and speeding to reach the previous original running speed. Theoretical approach is presented in this article with the estimation of train‐track interaction and resistance factors. The object of this research has typical characteristics of an ordinary train with a thermal locomotive 2T310M which weights 276 tons and 50 wagons, each of them weighting 40 t. Calculated results are presented for different running scenarios.
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Su, Huanyin, Wencong Tao, and Xinlei Hu. "A Line Planning Approach for High-Speed Rail Networks with Time-Dependent Demand and Capacity Constraints." Mathematical Problems in Engineering 2019 (March 17, 2019): 1–18. http://dx.doi.org/10.1155/2019/7509586.
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In high-speed rail networks, trains are operated with high speeds and high frequencies, which can satisfy passenger demand with different expected departure times. Given time-dependent demand, this paper proposes a line planning approach with capacity constraints for high-speed rail networks. In this paper, a bilevel optimization model is formulated and the constraints include track section capacity per unit time, train seat capacity, and the gap between the number of starting trains and that of ending trains at a station. In the upper level, the objective is to minimize train operational cost and passenger travel cost, and the decision variables include the line of each train, carriage composition of each train, train stop patterns, train start times, and train arrival and departure times at stops in the line plan. In the lower level, a schedule-based passenger assignment method, which assigns time-varying demand on trains with seat capacity constraints by simulating the ticket-booking process, is used to evaluate the line plan obtained in the upper level. A simulated annealing algorithm is developed to solve the model in which some strategies are designed to search for neighborhood solutions, including reducing train carriages, deleting trains, adding trains, increasing train carriages, and adjusting train start times. Finally, an application to the Chinese high-speed rail network is presented. The numerical results show that (i) the average time deviations between the expected departure times and the actual boarding times of passengers are within 30 min, (ii) the unserved passengers are less than 200, and (iii) the average load factors of trains are about 70%. Hence, line plan solutions meet time-dependent demand well and satisfy the capacity constraints for high-speed rail networks.
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MACKENZIE, SCOTT, and GRAHAM MILLS. "SCHEDULING A HETEROGENEOUS SET OF TRAINS OVER A SINGLE LINE TRACK USING LAGRANGIAN RELAXATION." ANZIAM Journal 50, no. 2 (October 2008): 266–81. http://dx.doi.org/10.1017/s1446181108080322.
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AbstractThere is increasing interest in the cost of railway infrastructure access as a variety of private companies operate trains with different lengths over a common rail network. It is important to have a method for evaluating the cost of adding an additional train to a railway timetable. This is particularly so for single line track with occasional passing loops. The concept of a fixed loop capacity is extended to one that is dependent on the trains. We develop a model for scheduling a heterogeneous set of trains on single line systems with loops. Our method minimizes the total weighted delay. A Lagrangian relaxation technique is used that relaxes the capacity constraints for track segments and super segments. We measure the delay for each train and the total weighted delay for the heterogeneous set of trains. Our model allows us to investigate the robustness of the weighted delay to variation in the departure time of individual trains. The paper demonstrates that a Lagrangian relaxation heuristic provides optimal train schedules for instances of small heterogeneous train sets. The method is used primarily to check the effectiveness of heuristic algorithms commonly used to find schedules for practical problems.
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Zhou, Wenliang, Junli Tian, Jin Qin, Lianbo Deng, and TangJian Wei. "Optimization of Multiperiod Mixed Train Schedule on High-Speed Railway." Discrete Dynamics in Nature and Society 2015 (2015): 1–14. http://dx.doi.org/10.1155/2015/107048.
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For providing passengers with periodic operation trains and making trains’ time distribution better fit that of passengers, the multiperiod mixed train schedule is first proposed in this paper. It makes each type of train having same origin, destination, route, and stop stations operate based on a periodic basis and allows different types of train to have various operation periods. Then a model of optimizing multiperiod mixed train schedule is built to minimize passengers generalized travel costs with the constraints of trains of same type operating periodically, safe interval requirements of trains’ departure, and arrival times, and so forth. And its heuristic algorithm is designed to optimize the multiperiod mixed train schedule beginning with generating an initial solution by scheduling all types of train type by type and then repeatedly improving their periodic schedules until the objective value cannot be reduced or the iteration number reaches its maximum. Finally, example results illustrate that the proposed model and algorithm can effectively gain a better multiperiod mixed train schedule. However, its passengers deferred times and advanced times are a little higher than these of an aperiodic train schedule.
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Rho, Hag Lae, Seong Ho Han, and Gang Seog Kim. "Evaluating New Track Construction Costs of Two Different Options: Conventional Trains vs. Tilting Trains." International Journal of Railway 5, no. 3 (September 30, 2012): 103–13. http://dx.doi.org/10.7782/ijr.2012.5.3.103.
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Kim, Hyoung June. "Determination of Necessary Subsidiary Track According to Train Operation Frequency in a Heterogeneous Train Pattern." Applied Sciences 10, no. 12 (June 17, 2020): 4164. http://dx.doi.org/10.3390/app10124164.
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In this study, a genetic algorithm was used to calculate the scheduled waiting time according to the train operation frequency of heterogeneous trains operating on one track. The acquired data were then used to determine the appropriate subsidiary track at which high-speed trains can load or release cargo away from low-speed trains. A metaheuristic genetic algorithm was applied and implemented using Javascript/jQuery. Six cases were investigated, which provided values of subsidiary track that vary according to the operation frequencies of different types of trains, and solutions were derived through 100 simulations using a stochastic method. The analysis results showed that the train overtaking frequency was the highest at the third intermediate station within the simulation, suggesting that this particular station requires a subsidiary track, even if the operating frequency of each train differs across the entire track considered in this study. The results of this study are expected to facilitate objective and practical planning during railway construction.
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Xie, Zihao, Zhenfeng Wu, Longhui Zhu, and Wangcai Ding. "The effect of different marshalling forms on the aerodynamic performance of the freight train under crosswind." Archives of Transport 59, no. 3 (September 30, 2021): 57–71. http://dx.doi.org/10.5604/01.3001.0015.0093.
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Different types and quantities of freight cars will affect the marshalling forms of freight trains. In order to investi-gate the influence of the marshalling forms on the aerodynamic performance of freight trains under crosswind, three types of freight cars such as box cars, gondola cars and tank cars, were selected to marshal with locomo-tives. This paper used Detached Eddy Simulation method (DES) based on the SST k ω turbulent model to simulate the aerodynamic performance of the freight train under crosswind. The wind speed, wind angle and train running speed were set as 25m/s, 45° and 100km/h respectively. The influence of different marshalling forms on the aerodynamic performance of the freight train such as aerodynamic drag and lateral force were calculated and compared. The results showed that the marshalling forms have significant effect on the aerody-namic drag and the maximum difference of the aerodynamic drag can reach 20.5%. Furthermore, the variations of the lateral force of the whole train and the locomotive are not apparent. The maximum difference is only 4.3% and 4.1% respectively. However, the changes of marshalling forms have obvious influence on the lateral force of each carriage. The maximum difference of the lateral force of the box car, gondola car and tank car is 17%, 20.1% and 24.1% respectively. The essential reason why the marshalling forms has a significant impact on the aerodynamic performance of the freight train is that there are obvious differences in the volume and shape struc-ture of each railway carriage. The large volume of box cars and the cavity structure of gondola cars make their position a key factor affecting the aerodynamic performance of freight trains. Among the six different marshalling forms selected in this paper, the best marshalling form is: locomotive--gondola car--box car--tank car. Both the aerodynamic drag of the train and the lateral force of the boxcar are the smallest by taking this marshalling form.
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Sterling, M., C. J. Baker, S. C. Jordan, and T. Johnson. "A study of the slipstreams of high-speed passenger trains and freight trains." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 222, no. 2 (March 1, 2008): 177–93. http://dx.doi.org/10.1243/09544097jrrt133.
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As the speeds of both passenger and freight trains increase, there is increasing concern that the unsteady gusts generated in train boundary layers and wakes will become more of for a risk to passengers waiting on platforms and for trackside workers. In addition, the demands of interoperability make this a problem of growing relevance to railway operators across Europe. A number of model scale and full-scale experiments have been carried out in recent years that have provided robust experimental data to quantify these flows. This paper considers all the available datasets for high-speed passenger trains and container freight trains, and in making a comparison between them, arrives at a number of conclusions concerning the characteristics of train slipstreams. It is concluded that the identification of a number of distinct flow regions in earlier work is generally valid and forms a useful framework for the consideration of the problem. The flow characteristics are different in each region, and, depending upon the train type, the measurement distance from the train and height above ground, the observed peak gusts for a train may occur at any time during the train passage or in its wake. It is also concluded that results obtained from measurements around small scale moving models are in good agreement with the full scale measurements and reproduce all the important flow features.
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Pilipenko, O., D. Kolesnik, A. Berezniak, V. Kohan, and O. Pankul. "MEANS, STANDS AND MACHINES FOR TESTING GEAR WHEELS AND GEAR TRAINS OF HELICOPTER REDUCTION TRAINS." Наукові праці Державного науково-дослідного інституту випробувань і сертифікації озброєння та військової техніки, no. 9 (December 3, 2021): 97–117. http://dx.doi.org/10.37701/dndivsovt.9.2021.13.
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The production and repair of such high-tech and important products as helicopters‟ reduction trains is impossible without comprehensive testing of these products, starting with the manufacture of their individual parts and assemblies and ending with the delivery of reduction trains to the customer.
Various means for testing of gear wheels‟ rims and gear trains of helicopter‟s reduction trains, which have found application in testing equipment, are presented. Devices, testers, stands and machines for various tests are considered in order to control the characteristics of gear trains of aviation reduction trains after certain periods of their operation and repair, aimed at achieving better performance during further operation.
The considered traditional metrological means of control of gear rims, gear measuring machines and complexes, some stands and machines for testing of reduction trains, pulse controllers and roll machines give an idea of various methods and means of control of gear wheels and gear trains of helicopters‟ reduction trains.
The main method of experimental research of gear trains of reducers is stand tests both on movable gear wheels and on roll machines.
Until recently, the most common method for monitoring and diagnosing gear trains has been vibrography, however, existing techniques do not give an accurate picture of the train condition, especially the contact surface of the teeth. During the operation of the gear train as a part of the helicopter‟s reduction train, signals from other sources (rotors, blades, shafts, bearings) are superimposed on the vibration signal generated by the gear train which significantly complicates the extraction and processing of the desired vibration signal.
One of the most effective methods for monitoring and diagnosing the technical condition of kinematic chains of different complexity, which includes gear trains of helicopters„ reducers is kinematometry. The disadvantage of traditional kinematometry is the need to use high-precision sensors for the frequency and phase of the rotor rotation.
Control of vibration from the early 1990s to the present time is the most advanced control, the means and methods of which are well developed in the aviation industry.
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Agunov, Alexander, Valeriy Varentsov, and Denis Sokolov. "The specificities of power loss calculation in electric traction network with allowance for movement of power consuming devices." Proceedings of Petersburg Transport University, no. 4 (March 20, 2019): 491–97. http://dx.doi.org/10.20295/1815-588x-2018-4-491-497.
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Summary Objective: To study the specificities of average currents and power loss calculation in electric traction networks in conditions of constantly changing load. Methods: Probabilistic methods of calculation were applied. Results: Occurrence probability of a certain number of trains in an inter-substation zone was calculated on the basis of train schedule analysis. Calculations of currents and power loss in different elements of a traction energy system with a fixed number of trains in an inter-substation zone were given. It was found that the obtained values of currents and power loss correspond with their occurrence probability depending on the number of trains in an inter-substation zone. For reasons given, a conclusion was made that average values of currents and power loss in traction network elements may be considered as expectation values. Due to the presence of trains with different weight in an inter-substation zone, the method of reducing the currents of these trains to averaged values based on occurrence probabilities of the currents in question was shown for trains with relevant weight range as well as their expectation values. Practical importance: Due to constant electric traction load displacement in an inter-substation zone, and uneven current consumption as well as the presence of a different number of trains, the conducted calculations based on probabilistic methods are the most applicable for determination of energy consumption and power loss in traction energy systems.
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Hwung, Hwung-Hweng, Wen-Son Chiang, and Shih-Chun Hsiao. "Observations on the evolution of wave modulation." Proceedings of the Royal Society A: Mathematical, Physical and Engineering Sciences 463, no. 2077 (August 2006): 85–112. http://dx.doi.org/10.1098/rspa.2006.1759.
Full textAbstract:
A series of laboratory experiments on the long-time evolution of nonlinear wave trains in deep water was carried out in a super wave flume (300×5.0×5.2 m) at Tainan Hydraulics Laboratory of National Cheng Kung University. Two typical wave trains, namely uniform wave and imposed sideband wave, were generated by a piston-type wavemaker. Detailed discussions on the evolution of modulated wave trains, such as transient wavefront, fastest growth mode and initial wave steepness effect, are given and the results are compared with existing experimental data and theoretical predictions. Present results on the evolution of initial uniform wave trains cover a wide range of initial wave steepness ( ) and thus, greatly extend earlier studies that are confined only to the larger initial wave steepness region ( ). The amplitudes of the fastest growth sidebands exhibit a symmetric exponential growth until the onset of wave breaking. At a further stage, the amplitude of lower sideband becomes larger than the carrier wave and upper sideband after wave breaking, which is known as the frequency downshift. The investigations on the evolution of initial imposed sideband wave trains for fixed initial wave steepness but different sideband space indicate that the most unstable mode of initial wave train will manifest itself during evolution through a multiple downshift of wave spectrum for the wave train with the smaller sideband space. It reveals that the spectrum energy tends to shift to a lower frequency as the wave train propagates downstream due to the sideband instability. Experiments on initial imposed sideband wave trains with varied initial wave steepness illustrate that the evolution of the wave train is a periodic modulation and demodulation at post-breaking stages, in which most of the energy of the wave train is transferred cyclically between the carrier wave and two imposed sidebands. Meanwhile, the wave spectra show both temporal and permanent frequency downshift for different initial wave steepness, suggesting that the permanent frequency downshift induced by wave breaking observed by earlier researchers is not permanent. Additionally, the local wave steepness and the ratio of horizontal particle velocity to linear phase velocity at wave breaking in modulated wave group are very different from those of Stokes theory.