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Journal articles on the topic 'Railway freight operations'
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1
Macheret, D. A., and A. V. Kudryavtseva. "RETROSPECTIVE ANALYSIS OF EFFICIENCY OF RAILWAY FREIGHT OPERATIONS." World of Transport and Transportation 16, no. 4 (August 28, 2018): 102–15. http://dx.doi.org/10.30932/1992-3252-2018-16-4-8.
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ABSTRACT A detailed analysis of efficiency of operational work in conditions of reforming of the national economy and railways (1992-2017) is carried out. The need for a significant increase in efficiency based on implementation of technologically and economically sound innovative solutions in the long term to 2030 is emphasized. It is noted that freight transportation is the main income-generating business of the industry and, at the same time, a large part of the operating costs of railway transport is also falling on them, that is why the level of organization of work in cargo traffic is of crucial importance for economically efficient and sustainable operation of railways. It is concluded that in order to further enhance the efficiency of their operational activities, new dynamics of innovations in the framework of the general innovation-oriented development of the industry is required. Keywords: railway transport, innovation-focused development, efficiency of operational work, train weight, section speed, technical speed, train performance, coefficient of usefulness of train operation.
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Aoun, Joelle, Egidio Quaglietta, and Rob M. P. Goverde. "Investigating Market Potentials and Operational Scenarios of Virtual Coupling Railway Signaling." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 8 (June 23, 2020): 799–812. http://dx.doi.org/10.1177/0361198120925074.
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The new concept of virtual coupling (VC) envisages autonomous trains running in radio-connected platoons to significantly improve railway capacity and address the forecasted increase in railway demand. Such a concept will introduce radical changes to current train services, technologies, and procedures, which calls for a deeper understanding of the possible modes of operation and the impacts on the entire railway business. This paper investigates market potentials and operational scenarios of VC for different segments of the railway market: high-speed, main-line, regional, urban, and freight trains. The research builds on the Delphi method, with an extensive survey to collect expert opinions about benefits and challenges of VC as well as stated travel preferences in futuristic VC applications. Survey outcomes show that VC train operations can be very attractive to customers of the high-speed, main-line, and regional market segments, with benefits that are especially relevant for freight railways. In particular, customers of regional and freight railways are observed to be unsatisfied with current train services and willing to pay higher fares to avail of a more frequent and flexible service enabled by VC. Operational scenarios for VC are then defined by setting market-attractive service headways and by characteristics of the rolling stock, infrastructure, and traffic management. An analysis of strengths and weaknesses of such a concept together with business opportunities and threats is carried out. The defined VC future scenario is set to induce a sustainable shift of customers from other travel modes to the railways.
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Leonard, Edwin, and Lilian Macha. "The Effects of The Tanzanian Railway Network in the Performance of the Rail Freight Operations." International Journal for Innovation Education and Research 9, no. 4 (April 1, 2021): 91–109. http://dx.doi.org/10.31686/ijier.vol9.iss4.3024.
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The railway is the fundamental means of transport, especially for freight. It has a substantial contribution to the sustainable economy of the country and the region at large. However, some factors have been affecting the performance of rail operations; especially for freight, to the extent of reducing the modal share from rail to roads. This has been resulting in high road maintenance costs and underutilization of the available capacity in the railway. This research has studied the factors affecting the Tanzanian railway network in the performance of rail freight operations. The focus was on the corridor from Dar es Salaam to Isaka because it serves most of the landlocked countries such as Uganda, Burundi, Rwanda, and Eastern DRC. The study used the Performance Measurement theory with the Balanced Scorecard model. Data analysis was done by the Linear Regression statistical method with the aid of SPSS version 20. The results of the study show that derailments, washouts, and rail freight wagons maintenance capacity directly affect the performance of rail freight operations. TRC, therefore, needs to strategize measures for ensuring that derailments and washouts are very much reduced. A plan for quick recovery must be in place in case a derailment or washout happens. Also, TRC should enhance its capacity for maintaining the rail freight wagons to ensure its optimal availability. Railway should be viewed as a potential area for investment because it supports the growth of other sectors as well. If constraints are minimized in the railway system; the performance of rail freight operation will be high and many customers will be attracted to use the railway as a preferred mode of transport, hence, the modal share to the railway will increase.
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Poliński, Janusz, and Krzysztof Ochociński. "Digitization in Rail Transport." Problemy Kolejnictwa - Railway Reports 64, no. 188 (September 2020): 137–48. http://dx.doi.org/10.36137/1885e.
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Digital transformation in the railway industry is an important element in the development of railways and should benefit commuters, railway operators, infrastructure managers and rolling stock manufacturers. The process of digitization applies to two domains, i.e. customer service and railway companies’ operation. This paper aims to present previous eff orts regarding the use of digital technologies in customer relations and in the field of operations and maintenance, which translates into the quality of services provided. This paper highlights important concepts of this domain with respect to passenger and freight transport, infrastructure, railway rolling stock and railway traffic management. It is also argued that the process of digitization needs properly trained staff . Examples of innovative initiatives of Polish and European railway companies are covered. Keywords: railway transport, digitization, digitization of the railways
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Szaciłło, Lucyna, Marianna Jacyna, Emilian Szczepański, and Mariusz Izdebski. "Risk assessment for rail freight transport operations." Eksploatacja i Niezawodnosc - Maintenance and Reliability 23, no. 3 (June 1, 2021): 476–88. http://dx.doi.org/10.17531/ein.2021.3.8.
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The aim of this article is to assess the risk of performance of rail freight transport on the basis of an analysis of identified risk areas based on statistical data on the causes of accidents that occurred on the lines of railway transport in Poland. A critical review of selected scientific studies relating to the risk assessment process for identified areas of the railway system has been undertaken. Based on statistical data, the authors analysed the causes of accidents on railway lines in 2019 in Poland and determined the probability of occurrence of a given cause. In addition, the article calculates the probability of vehicle delays for different emergency situations occurring in the performance of rail freight transport operations. This enabled the authors of the article to carry out a risk assessment of freight train delays on railway lines.
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Lapshin, V. F., O. V. Cherepov, and I. G. Sorogin. "Control of safekeeping of railway cars at points of technical transfer." Herald of the Ural State University of Railway Transport, no. 1 (2023): 83–89. http://dx.doi.org/10.20291/2079-0392-2023-1-83-89.
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The article presents the analysis of damage of freight cars at transfer points for freight cars. The analysis of malfunctions of railcars stepping off the tracks of non-public use enabled us to determine that most of the railway cars have damages common for loading and unloading operations. It is possible to ensure the safety of railcars by applying, in particular, digital technologies, including when receiving freight cars from non-public railway tracks. It is noted that for the points of technical transfer of railcars (PTTW) as a subdivision of technical service points (TSP), the main form of internal primary accounting is the book VU-15 («Book of full-scale inspection of railway cars at technical transfer points»), the electronic format of which is only being introduced into the production process. The special significance of the transition to the electronic version of the VU-15 is manifested in enterprises with several PTTW, where railway cars transferred to the access railway through one point can be returned to the railway through other points. Often, the electronic form of the VU-15 greatly limits the capabilities of railcar inspectors when working on the tracks (operational search for data on railcar malfunctions, the possibility of photo and video recording of damage, the use of regulatory and reference information). The solution to these issues can be the use of mobile workstations (MWS) with additional functions for monitoring the safety of railway cars, which allow monitoring the technical condition of the freight cars before they are delivered to the non-public track and returning them to the infrastructure. Within the framework of the conceptual project, the AWS MWS PTTW structure for monitoring the technical condition of freight cars and the algorithm for processing information in the MWS PTTW for monitoring the safety of railway cars with the practical implementation of software in C# were developed.
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Sverdlov, Vadim Borisovich, and Vasiliy Fedorovich Lapshin. "Car fleet safety assurance on non-public railway tracks." Transport of the Urals, no. 4 (2021): 33–39. http://dx.doi.org/10.20291/1815-9400-2021-4-33-39.
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The paper considers problems connected with car fleet safety assurance, it highlights aspects that require a scientific solution. Special attention is paid to assessment of influence of railway transport structural reform on dynamics of damage growth of freight cars. The paper shows that the greatest amount of damage occurs during freight and shunting operation on non-public railway tracks while a technological level of organization and execution of freight operations on industrial enterprises can’t guarantee an exception of car damage risks. On the example of open-box cars unloading with the use of overhead vibration machines the authors have considered aspects of safety assurance that require a scientific justification. They have highlighted priority tasks that it is necessary to solve: revision of normative and technical documentation on freight car safety assurance, arrangement of interaction between car owners, a railway infrastructure owner and owners of non-public railway tracks, development of methodological basics for organization of car fleet safety assurance system.
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Li, Hongchang, and Xujuan Kuang. "Innovation of Express Freight Product for Chinese Railways." Journal of Systems Science and Information 3, no. 1 (February 25, 2015): 1–13. http://dx.doi.org/10.1515/jssi-2015-0001.
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AbstractIn early 2013, Ministry of Railways (MOR) is dismantled into administrative and business arms. To tackle with economic performance setbacks and huge financial debt, Chinese Railway Group Corporation (CRGC), who is in charge of business operations, determined to make product innovation for express freight so as to provide the market with value-added logistical services and increase its revenue. This paper aims to analyze the necessity and feasibility of developing innovative express product for CRGC. Under the condition of heavy accumulated debt pressure and continuous economic losses, it is imperative for Chinese railway to increase revenue through the introduction of novel express freight services. Based on complete transportation product theory, this paper summarizes the temporal-and-spatial characteristics of modern logistics, analyzes the prospect of supplying express freight services, and applies Express Freight Network Design Model to identify key factors for express freight product supply. In order to improve service quality of express freight product, it is necessary to optimize transportation organization, put forward market-oriented customized products, and improve informationization standard.
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Nugroho Utomo. "RAILWAY STRUCTURES PERFORMANCE DUE TO FREIGHT INTERMODAL SERVICE AT BOJONEGORO – KALITIDU ROUTE." CI-TECH 2, no. 01 (April 30, 2021): 30–36. http://dx.doi.org/10.33005/ci-tech.v2i01.30.
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Goods movement using container are quite efficiently assessed because it can carry a great amount of goods fit to container capacity. Freight transportations is a primary component of all supply-chain and logistics systems, but in contrary using a truck as its transportation means causing many problems such as air and noise pollutions, traffic congestions, road accidents and road damage. Depart from this facts, so government is looking for another means of freight transporter which more efficient with a bigger load capacity advantages. This options goes to train as a solutions of intermodal freight transportations lack. In order to supporting intermodal freight transportations, right now double track of railway is available for Jakarta – Surabaya route (Northern line route). By now, noted that freight transportation with double track railway frequency is potentially increase to 15 trip per days with capacity 500 TEU (Twenty feet Equivalent Units) per days and fuel consumptions (with truck) can be thrifted into 115 kl per days also reducing carbon monoxide emission amounts 350 tons per days. According with an official statements from Directorate General of Railways, Ministry of Transportations, explained that Jakarta – Bojonegoro route on double track railway is fully operated so this paper is conducted to determining feasibility of railway structure performance due to freight intermodal transportations at Bojonegoro – Kalitidu route. Railway structure performance feasibility is observed from loading distributions, rail strength, rail sleeper strength, and railway subgrade endurance to planned freight trains. As a result of this research obtained that tension force that occurred on rail is 830,10 kg/cm2 < permitted tension on rail (first class rail) 1325 kg/cm2. So, tension force that occurred on rail is safe. Moment force that occurred on rail bottom is 14521,25 kg.cm < permitted moment force (150.000 kg.cm) Moment force that occurred in the middle of rail sleeper is 58993,978 kg.cm < permitted moment force (93000 kg.cm). Tension force that occurred on above railway subgrade (σ2) is 4,17 kg/cm2 < qu (29,671 kg/cm2). It means that railway subgrade is capable to supporting load of freight transportation operations along Bojonegoro – Kalitidu route.
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Githaiga, Nancy Muthoni. "The Successes and Challenges of Kenya’s Mombasa-Nairobi Standard Gauge Railway Transport Operations: A Special Reference to the Users." Research in World Economy 12, no. 2 (March 2, 2021): 258. http://dx.doi.org/10.5430/rwe.v12n2p258.
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This article examined the successes and challenges of Kenya’s standard gauge railway for users in transport operations. The constrained operations in Kenya’s existing colonial railway system have contributed to connectivity barriers and inefficiencies in the transport sector. Standard Gauge Railway’s construction aimed to address these gaps and facilitate cargo and passenger transport operations in Kenya and across borders. This study used a descriptive research design in the form of a survey and adopted a mixed research method of qualitative and quantitative data with primary data collected through questionnaires and interviews. The population of interest was the train users (passengers and cargo transporters). The findings suggested that the railway has generally enhanced transport operations for passengers and freight through reduced travelling time, improved transport safety and security, and improved mobility and accessibility. While the SGR has led to reduced travel costs for passengers, the cost of freight transport remains relatively high.The SGR has provided an alternative for freight and passenger transport, but there are challenges such as logistical and administrative challenges in cargo clearance, ticketing issues, and passengers' “First mile and Last mile” challenges. While the improvement of physical transport infrastructure and connectivity is significant, these challenges should be transformed into enablers to realize the railway’s full potential. This research, therefore, recommends for; effective transfer of the cargo clearance and forwarding paperwork from Mombasa to Nairobi; development of a transport link between the railway and the two major cities to solve the “first mile” and “last mile” transport challenges for passengers, and to audit the ticketing system to identify and sanction cartels involved in ticketing malpractices. The overall conclusion is that generally, the railway has added value in Kenya’s transport sector; passengers now have a cheaper, reliable and safer mode of transport while cargo is transported in a more reliable and safer way. The SGR is thus a transformative infrastructural project for Kenya; it symbolizes a country on a pressing need to transform herself into a middle-income economy supported by modern infrastructure.
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Prokofieva, E. S., and V. V. Panin. "UNIFORM PRINCIPLES OF ORGANIZATION OF RAIL FREIGHT TRANSPORTATION OPERATIONS." World of Transport and Transportation 17, no. 5 (June 7, 2020): 186–98. http://dx.doi.org/10.30932/1992-3252-2019-17-5-186-198.
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Improving the operational efficiency of transport is one of the main catalysts for raising the quality of life and socio-economic development. The prevailing global trends are aimed at establishing logistic chains from producers to consumers. The cross-border movement of world production within the framework of globalization, the deepening of integration processes between countries highlight the issues of developing a methodology for planning and evaluating international transport corridors from various points of view, and economic, technical, social, environmental and other aspects. The urgent issue is the harmonization of the technical and regulatory framework for the organization of «seamless» transportation, the synchronization of the technological cycles of various modes of transport, including operation of multimodal transport hubs. A large number of studies are dedicated to the modelling and control of traffic flows, new methods of forecasting the transport situation using the results of computer dynamic transport modelling, analysis of existing infrastructure resources and elimination of bottlenecks in the existing railway system (including through the expansion of the railway network and innovative methods of traffic control).Hence the achievement of target parameters of efficiency of production activity of all participants in railway transportations is possible through qualitative changes in the system of the organization of transportation process, the objective of the research was to study technological aspects of improvement of quality of functioning of the transport system in relation to activity of the Russian railways.The research applied methods of system analysis of scientific and technical data and technical and economic indicators of complex systems.The issues of implementation of end-to-end principles of transportation process management are considered, the concept of «technological polygon of transportation process management» is expanded. The analysis and grouping of methods for improving the efficiency of railway transport was carried out with regard to improving the operation quality indicators and refined model of rolling stock management, increasing the efficiency of the use of traction equipment, profiling of railway itineraries in respect of the preferred types of traffic, establishing sections well-provided for safe passage of freight trains and synchronized with the operation ranges of locomotives, organizing freightage in wagons withincreased axle load, removing barriers and restrictions in the power supply sector, etc.The transition to the «polygon» model of the organization of the technological process, the unification and optimization of the use of available resources, and, as a result, the reduction of risks of losses from transportation, service provision and unplanned use of resources are effective tools to improve the quality of rail operations.
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Romenskiy, D. Yu, K. I. Shvedin, A. M. Nasybullin, and M. V. Romenskaya. "Criteria for the selection of railway stations for the placement of freight terminals for handling “Cold Express” container trains." VNIIZHT Scientific Journal 80, no. 2 (June 1, 2021): 100–107. http://dx.doi.org/10.21780/2223-9731-2021-80-2-100-107.
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An approach to the selection of locations for compact container sites at railway stations of main railway lines for carrying out freight operations with transit container trains is described on the example of an investment project of the JSC “Russian Railways” for organizing transportation by “Cold Express” trains. To ensure the possibility of organizing the motion of container freight trains with its reception at the station directly to the loading and unloading front, certain conditions listed in the article must be met. The approach is based on the principle of minimizing costs and maintaining the operational parameters of the reconstructed railway stations while implementing the principles of container logistics. It was concluded that the reference railway station for placing on it a container terminal specializing in handling container transport trains (including “Cold Express” trains) should be a station that has a little-used electrified receiving-departure track with a length of at least 1050 m, for which there is the possibility of receiving and departure trains in all directions and near which there is an open freight area with a hard surface with the possibility of approaching trucks. Also, conditions for the unimpeded operation of loading equipment should be ensured, i. e. there should be no obstacles in the form of pedestrian bridges and overhead catenary supports. On the pilot route Vladivostok—Moscow—St. Petersburg, 18 stations were selected, located in large cities or tend towards large cities. The analysis showed that in real conditions there are no stations that fully meet these criteria, from which it was concluded that it was necessary to carry out capital-intensive measures of various volumes associated with the achievement of the necessary parameters of the stations, such as electrification or lengthening of the track, reconstruction of the station necks, arrangement of the site, car entrances, as well as other measures.
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Petrov, S. V., I. V. Nazarov, and O. N. Nazarov. "Holistic model of the formation of requirements for freight cars on the example of the “Northern Latitudinal Railway” project." VNIIZHT Scientific Journal 79, no. 5 (November 10, 2020): 251–60. http://dx.doi.org/10.21780/2223-9731-2020-79-5-251-260.
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In the context of economic integration, an important factor is increasing the efficiency of rail transport. It depends both on the quality of the transportation process as a whole and on the quality of its individual elements. It is especially worth highlighting the rolling stock, and in particular freight cars, since it is with the car along the route that labor-intensive technological operations are performed, including shunting, technical and commercial maintenance, unscheduled repairs, as well as starting and finishing operations — loading and unloading. Therefore, the efficiency of freight transportation does not depend to a small extent on the quality of cars.In this regard, the article highlights the results of the development of a holistic model for the formation of requirements for freight cars that increase the efficiency of the transportation process, taking into account the features of specific transportation conditions. In this case, a holistic model is applied to the conditions for the export of freights from fields in Western Siberia along the routes of the Northern Latitudinal Railway project.A holistic model for the formation of requirements for the cars of the Northern Latitudinal Railway includes:• operational and functional model, containing the substantiation of the technical and economic parameters of the cars and the model of their operation ranges, taking into account the technological operations performed;• reliability model containing justification of the reliability indicators of cars and the parameters of the system of their maintenance and repair;• model for evaluating and confirming efficiency based on the results of calculating a complex of technical and economic indicators of cars.The holistic model makes it possible to formulate rational requirements for cars of different levels of specialization for specific operating conditions. The model also makes it possible to predict the effects of participants in the transportation process when using cars with given characteristics in specific transportation conditions. This contributes to the use of the principles of dynamic pricing of tariffs, depending not only on the type of freight and the region, but also on the route, distance of transportation and other parameters. As a result, the advantages and competitiveness of rail transport will be provided.
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Prokhorchenko, A., M. Kravchenko, and D. Gurin. "STUDY OF THE INFLUENCE OF FREIGHT TRANSPORT TECHNOLOGY ON TRAFFIC SCHEDULE ON MACRO INDICATORS OF THE RAILWAY SYSTEM OF UKRAINE." Collection of scientific works of the State University of Infrastructure and Technologies series "Transport Systems and Technologies", no. 36 (December 30, 2020): 184–98. http://dx.doi.org/10.32703/2617-9040-2020-36-19.
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The article examines the influence of freight transportation technology on special conditions according to the schedule of route trains on the quantitative and qualitative indicators of the operational work of the railway system of Ukraine. The calculations of the components of the freight car turnover are carried out. It was found that the strategy of routing, transportation by RRMP and coordination of loading and unloading terms significantly reduced the downtime of the car under freight operations. The analysis of indicators shows that the implemented technology of cargo transportation according to the RRMP allowed in 2019 to achieve a reduction within the busy flight of the number of technical stations from five stations in 2018 to 4.7 in 2019. The comparative analysis of technical and district speed is carried out and the speed coefficient is calculated. According to the analysis of the change in the speed factor, it can be stated that the ratio of precinct to technical speed remained unchanged in 2019 compared to 2018, which may indicate the lack of impact of transportation technology on dispatching, which was essentially unchanged for two years. Simulation according to the analytical approach of change of turnover of a freight car at increase in a share of transportations of freights under contracts on special conditions is executed. Calculations prove that with the increase of the share of cars of the working fleet, organized in the transportation of goods by RRMP in the element of car turnover - simple car at technical stations, can significantly reduce the overall turnover of the car. The influence of the technology of transportation according to the schedule on the reduction of the most significant element in the turnover of the car - the downtime of the car under freight operations.
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Hetman, H. K., and S. V. Arpul. "ASSESSMENT OF ENERGY EFFICIENCY OF MODULAR TRACTION." Science and Transport Progress, no. 1 (May 25, 2003): 41–44. http://dx.doi.org/10.15802/stp2003/21301.
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Pienaar, Wessel. "Railway corporate governance in a free-functioning freight transport market: a South African position." Corporate Ownership and Control 7, no. 3 (2010): 448–53. http://dx.doi.org/10.22495/cocv7i3c4p4.
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Defining the economic role of rail freight transport in the national transport system of South Africa should be one of the basic ingredients of both an economically rational transport policy and the effective functioning of Transnet Freight Rail. In the interest of the national economy and in its own commercial interest, Transnet Freight Rail must only specialise in those fields where it can provide services tailored to the needs of customers at prices which are competitive and defensible in terms of economic principles. The institutional framework governing Transnet Freight Rail’s operations should create an environment conducive to the management of its operations as a fully competitive and profit-oriented business by: fostering a competitive freight transport market; providing any required socio-economic rail services under special agreements; Transnet’s board of directors defining management objectives and granting real management autonomy to Transnet Freight Rail; and Transnet Freight Rail defining clear and adequate performance indicators for itself. On the basis of these conditions, this paper outlines a governance structure under which Transnet Freight Rail as a public corporation can operate within a climate of free and effective competition.
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G, Girish, and Resia Beegam.S. "Gati Shakti Multi-Modal Cargo Terminal- An Introduction to Indian Railways' New Initiative in Freight Operations." Commerce & Business Researcher 14, no. 2 (December 31, 2021): 69–77. http://dx.doi.org/10.59640/cbr.v14i2.69-77.
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Indian Railways play a pivotal role in transporting goods along the length and breadth of India. Obviously, Indian Railways occupies a lion's share in the supply chain network nationwide. Private parties are allowed to construct their own terminals for loading freight onto goods trains. But, as per railway policy, they are required to bear the entire expenses for construction at the take-off point even if the land on which it is constructed is owned by railways. The private parties are also required to undertake the maintenance of such terminals. It becomes a cumbersome exercise for private parties both in financial and technical terms to run a private freight terminal. Recently, the prime minister announced a policy to bring together all infrastructure projects in a single frame. The railways have introduced the Gati Shakti Multi-Modal Terminal, whereby all the expenditures are borne by the railways and private parties are free from the burden of bearing the expenditure. Since the concept was introduced recently and is gaining popularity, an attempt to measure the outcome is too early. Nevertheless, this article throws light on the major aspects of the Gati Shakti Multi-Modal Terminal policy implemented by Indian Railways.
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Wolek, Arthur Lester. "Maglev freight - one possible path forward in the U.S.A." Transportation Systems and Technology 4, no. 3 (November 2, 2018): 117–33. http://dx.doi.org/10.17816/transsyst201843117-133.
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Background: As high-speed rail and other transportation technologies are moving forward and gaining funding in the United States, the push for MagLev is not receiving the necessary support that would make it a viable alternative in the near future. Major changes in the approach to implementing MagLev could make a better case for it, specifically for carrying freight. One alternative that has been considered in the past is the modification of existing freight railways to support MagLev. For this to be economically feasible and practical, such a solution has to be able to support both conventional freight trains and MagLev freight.
Aim: The successful application of Partially Magnetically-Levitated Freight (PMLF) technology achieved by integrating superconducting MagLev technology with current railroad design and operations.
Methods: A MagLev freight system that is envisioned to use existing rail routes must be designed to be compatible with the existing railway infrastructure. To accomplish this, every component utilized by the railroads must be examined in detail to determine if and how it could be affected by the proposed PMLF. In addition, components that will need to be modified for PMLF operation must undergo a retrofit design and testing process. The design scope must also include an examination of all existing tasks and activities that are being performed by the railroads such as track maintenance and repair. Any procedures that affect or are affected by the addition of PMLF will need to be modified. Finally, superconducting MagLev technology must be optimized and advanced for application to PMLF.
Opinions and Discussions: The dual use of railway lines has substantial cost advantages when compared to building new dedicated MagLev freight corridors. In fact it could make the entire proposition very appealing if proven to be technically feasible. However, there are certain limitations and concerns that would cause policy makers to reject such a proposal unless such obstacles can be shown to be temporary and non-critical. Essential rail installations such as switches are presently difficult to modify in a way that would ensure reliable functionality for both MagLev and conventional freight trains, and grade crossings pose safety risks. It is difficult to envision the tremendous leap forward of merging MagLev with existing freight rail lines when much more basic technologies such as positive train control are not even fully implemented. Consequently, it is a challenge to advance MagLev in the United States where new dedicated freight corridors are considered to be cost-prohibitive and dual use railway lines pose uncertainties that railroad companies simply do not want to solve. However, there is one more solution has not been considered that would allow a MagLev freight train to navigate on existing railway infrastructure without disrupting traditional rail utilization. This solution is a partially magnetically-levitated freight train.
Results: After reviewing the fundamental components, systems and operations of the railways in the United States, it will be feasible and practical to introduce magnetic levitation technology to assist in moving freight on existing rail routes. PMLF trains will be able to take advantage of magnetic levitation on sections where the track has been upgraded to allow its use and much higher speed while still being able to travel on unmodified sections with the same speed as traditional trains.
Conclusion: Modifying existing freight rail with magnetic “quasi-lift” technology is a much lower cost alternative to building an entirely new MagLev infrastructure. This alternative will provide very important benefits including enhancing safety in the rail industry. In its first phase of implementation, the proposed PMLF system will levitate a significant portion of the weight of the train but still utilize the existing steel rails for traction and guidance. The most evident advantages of this approach include reduced wear on rail and other supporting elements, and a significant reduction in friction and energy use. Locomotives, freight cars and all other components could be made lighter and travel speeds will increase dramatically due to less impact and other effects. Later phases of implementation will focus on magnetic traction and guidance. The acceptance and success of this partially levitated system will eventually lead to fully levitated freight transport technology. Sometimes it is necessary to take smaller steps to achieve the desired future.
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Qobulov, Jamshid, and Jamshid Barotov. "Effective organization of technologies for speeding up freight transportation in railway transport." E3S Web of Conferences 389 (2023): 05042. http://dx.doi.org/10.1051/e3sconf/202338905042.
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The modern measures necessary to elihourate the stopping of cars during the delivery of cargo have been analyzed the regulatory and legal framework for the delivery of goods by rail. A mathematical model was developed for the relationship between the daily run of wagon consignments and the distance of transportation on the basis of drawing up a technological scheme that takes into account the entire sequence of operations performed with wagons along the route. This made it possible to deterhoure the impact of the delivery of goods “just in time” on operational standards, taking into account the features of technological processes of railway transport. The authors have developed a formula for determining the total number of operations from the train station to the specified stations, as well as the scheme of calculation of railway carriages from the waggages to the designated station.
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Spiroiu, Marius Adrian. "Reliability Analysis of Railway Freight Wagon Wheelset." Applied Mechanics and Materials 809-810 (November 2015): 1097–102. http://dx.doi.org/10.4028/www.scientific.net/amm.809-810.1097.
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The aim of this paper is to analyze the reliability of freight wagon wheelset on the basis on real field data, observed and collected in actual operations of freight wagons. The failure modes and their associated occurrence absolute frequencies are identified and a Pareto analysis is carried out.The Weibull probability distribution is used to determine the reliability mathematical model for railway wheelset. The probability law is linearized, allowing the use of linear regression to estimate, on the basis of empirical data, the˰̸̵̱̓̀˰̵̵̱̱̀͂̽̈́͂˰ڂ˰̴̱̾˰̸̵̈́˰̵̳̱̼̓˰̵̵̱̱̀͂̽̈́͂˰ڇ of Weibull distribution. The estimated reliability model is close to an exponential one, assuming a failure rate almost constant.The estimated reliability probabilistic model i̓˰̴̵̴̱̼̹̱͆̈́˰̲͉˰̵̶̷̹̀͂̿͂̽̾˰̱˰ڗ2 test to verify that the estimated theoretical reliability mathematical model fits the the empirical distribution.
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Hatzivasilis, George, Konstantinos Fysarakis, Sotiris Ioannidis, Ilias Hatzakis, George Vardakis, Nikos Papadakis, and George Spanoudakis. "SPD-Safe: Secure Administration of Railway Intelligent Transportation Systems." Electronics 10, no. 1 (January 5, 2021): 92. http://dx.doi.org/10.3390/electronics10010092.
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The railway transport system is critical infrastructure that is exposed to numerous man-made and natural threats, thus protecting this physical asset is imperative. Cyber security, privacy, and dependability (SPD) are also important, as the railway operation relies on cyber-physical systems (CPS) systems. This work presents SPD-Safe—an administration framework for railway CPS, leveraging artificial intelligence for monitoring and managing the system in real-time. The network layer protections integrated provide the core security properties of confidentiality, integrity, and authentication, along with energy-aware secure routing and authorization. The effectiveness in mitigating attacks and the efficiency under normal operation are assessed through simulations with the average delay in real equipment being 0.2–0.6 s. SPD metrics are incorporated together with safety semantics for the application environment. Considering an intelligent transportation scenario, SPD-Safe is deployed on railway critical infrastructure, safeguarding one outdoor setting on the railway’s tracks and one in-carriage setting on a freight train that contains dangerous cargo. As demonstrated, SPD-Safe provides higher security and scalability, while enhancing safety response procedures. Nonetheless, emergence response operations require a seamless interoperation of the railway system with emergency authorities’ equipment (e.g., drones). Therefore, a secure integration with external systems is considered as future work.
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Li, Weidong, and Olli-Pekka Hilmola. "Belt and Road Initiative and Railway Sector Efficiency—Application of Networked Benchmarking Analysis." Sustainability 11, no. 7 (April 8, 2019): 2070. http://dx.doi.org/10.3390/su11072070.
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In recent years, there has been a lot of attention paid to China’s Belt and Road Initiative (BRI), which aims to invest in better connecting China, South-East Asia, Central Asia, the Middle East and Europe. As countries that share the same continent, and are in many cases without proper sea connection (landlocked), the key mode of long-distance transportation is railways. However, numerous countries have different levels of past investments, labor productivity, transportation profile, and culture surrounding railways, and all of this leads to differences in overall efficiency. In this research, we apply well established and widely used data envelopment analysis (DEA) to evaluate the longitudinal efficiency of railway operations. This is the first time such an analysis is completed on the Belt and Road member countries. Efficiency itself hardly improved at all during the examination period, whether in passenger and freight or just freight transports. China itself represents an important benchmark for many countries, as its efficiency is all the time highest possible. In the network benchmarking analysis, it was shown that China, Estonia, Latvia, and Israel are often proposed benchmarks for the others to increase their efficiency in the future. From efficiency development perspective, Chinese railway sector is beneficial and more balanced to be benchmarked as compared to other significantly sized railway countries, like India or Russia.
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Tumanov, M. A. "FREIGHT RAIL CAR FLEET: ANALYSIS OF CONDITION AND PROSPECTS." World of Transport and Transportation 14, no. 1 (February 28, 2016): 158–65. http://dx.doi.org/10.30932/1992-3252-2016-14-1-16.
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[For the English abstract and full text of the article please see the attached PDF-File (English version follows Russian version)].ABSTRACT The article deals with main results of the restructuring of railways in Russian Federation, analyzes dynamics of performance of rail operations under the impact of relevant factors, international (European and North American) models of organization of freight rail transportation, Russian experience, possible guidelines for enhancement of business processes referring to management of freight rail car fleet. The author’s conclusion is that holding company Russian Railways has acquired a huge regulative basis and numerous technical and technological tools to organize efficient transportation process that provides for the requirements of all the actors within the country as well as in the world transportation and logistics market. Meanwhile it is necessary to create effective technological logistics within the market of freight rail transportation provided the conditions of existence of multiple owners of rolling stock and limited infrastructure capacity of the JSC Russian Railways. Keywords: railway, freight car fleet, privatization, productivity, idle hours, empty runs, management, technology, logistics. REFERENCES 1.Lemeshko, V.G., Shapkin, I. N. Innovative technologies in rail transport (theory, practice, prospects) [Innovacionnye tehnologii na zheleznodorozhnom transporte (teorija, praktika, perspektivy)].Moscow, VINITI RAS publ., 2012, 446 p. 2.Kuzhel, A.L., Shapkin, I.N., Vdovin, A.N.A new approach to management of car flows [Novyj podhod k upravleniju vagonopotokami].Zheleznodorozhnyj transport, 2010.Iss.10, pp.74-77. 3.Organization of transport and logistics unit of Deutsche Bahn «DB Schenker» [Organizacija raboty transportno-logisticheskogo bloka nemeckih zheleznyh dorog «DB Schenker»].Access: http://www.dbschenker.com/file/ ho-en/2503506/ynZtmcj6R5x1BEexvhjfjjWbJ oM/2503548/data/td_dbs_rail.pdf.Last accessed 16.07.2015. 4.Information Guide of US Railway Administration [Informacionnyj spravochnik Administracii zheleznyh dorog SShA].Access: https://www.fra.dot.gov/Page/P0362.Last accessed 16.07.2015. 5.Report of the European Railway Agency [Otchet ERA].Access: http://www.era.europa.eu/Document- Register/Documents/ECM-guide%20V1%20-%20ERA-GUI-100.pdf.Last accessed 16.07.2015. 6.Website of freight company «CSX» USA.Access: http://www.csx.com/index.cfm/customers/intermodal/.Last accessed 16.07.2015. 7.Information about the company Russian Railways Logistics, a subsidiary development strategy [Informacija o kompanii RZhD Logistika, strategija razvitija dochernej struktury].Access: http://www.rzdlog.ru/about/ responsibility/.Last accessed 16.07.2015. 8.Information on development of transport logistics unit of JSC Russian Railways [Informacija o razvitii transportno logisticheskogo bloka kompanii OAO «RZhD»].Access: ht tp://cargo.rzd.ru/stat ic/publ ic/ru? STRUCTURE_ID=5177.Last accessed 16.07.2015. 9.Kokin, A.S., Levikov, G. A. International freight forwarding [Mezhdunarodnaja transportnaja ekspedicija].Moscow.Delo publ., 2005, 448 p. 10.Heller, Robert J.Managing change.DK Publishing Inc.N.Y., 1998, 72 p. 11.Marchenko, V. M. Theory and methodology of management of transport systems in organization of transportation of import goods in transit [Teorija i metodologija upravlenija transportnymi sistemami pri organizacii perevozok importnyh tranzitnyh gruzov].Abstract of D.Sc.(Economics) thesis.Moscow, 2006, 48 p. 12.Gershvald, A. S. Research and development of optimization of operational management of freight transportation on the railways of Russia [Issledovanie i razrabotka problemy opt imizaci i operat ivnogo upravlenija processom gruzovyh perevozok na zheleznodorozhnom transporte Rossii].D.Sc.Eng.thesis.Moscow, 2001, 520 p . 13.White Paper Innovative Rail Freight Wagon 2030.Access: https://www.schienenfzg.tu-berlin.de/ fileadmin/fg62/Dokumente/Downloads/White_Paper_ Innovative_Rail_Freight_Wagon_2030.pdf.Last accessed 16.07.2015. 14.Federal law «Charter of Railway Transport of the Russian Federation» dated 10.01.2003 № 18-FZ (ed.06.04.2015) [Federal’nyj zakon «Ustav zheleznodorozhnogo transporta Rossijskoj Federacii» ot 10.01.2003 № 18-FZ (red. ot 06.04.2015)]. 15.Sharov, V.A., Borodin, A. F.Integrated technology of scheduled control of freight trains traffic [Integrirovannaya technologiya upravelniya dvizheniem gruzovyh poezdov po raspisaniyu].Zheleznodorozhnyi transport, 2010, Iss.8, pp.11-12. 16.Avetikyan, M. A.System of train traffic control in restructuring environment [Systema upravlenija dvizheniem poezdov v usloviyah strukturnyh preobrazovanij].Zheleznodorozhnyj transport, 2010, Iss.9, pp.8-16.
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Rählmann, Christian, and Ulrich W. Thonemann. "Railway crew scheduling with semi-flexible timetables." OR Spectrum 42, no. 4 (June 19, 2020): 835–62. http://dx.doi.org/10.1007/s00291-020-00592-y.
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Abstract We investigate the impact of coordinating the timetable and the crew schedule in an operational freight railway system. Usually, those problems are solved sequentially—resulting in suboptimal schedules for train drivers due to large idle times between two train rides. We seek to coordinate the timetable and the crew schedule on the operational level by adding flexibility to the timetable. We introduce small time windows that allow to shift entire trains forwards and backwards by discrete time periods. We present a mathematical model and solve it with a column generation heuristic. We test our model on three real datasets of a major European Freight Railway Operator and show that significant reduction in idle time and cost can be achieved.
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Tang, Tianbo, Jianxin You, Hui Sun, and Hao Zhang. "Transportation Efficiency Evaluation Considering the Environmental Impact for China’s Freight Sector: A Parallel Data Envelopment Analysis." Sustainability 11, no. 18 (September 18, 2019): 5108. http://dx.doi.org/10.3390/su11185108.
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The freight sector is an important component of China’s national economy. It is composed of multiple sub-sectors and has a complex internal structure. This internal structure can hide information on the freight sector’s operational performance. Previous studies on transportation operational performance made measurements based on the whole transportation sector, and all of these studies ignored the impacts that the internal structure of the sub-sectors have on performance, which leaves a gap in the research. To illustrate this structure, this study proposes a parallel slacks-based measure model to measure transportation efficiency, which can represent the freight sector’s operational performance. The efficiencies of transportation operations for the whole freight sector and its three sub-sectors are further measured, by treating the sub-sectors as parallel subunits. Then, the inefficiency sources from the sub-sectors can be identified by the proposed model. To detect the environmental impact on transportation operations, energy consumption and carbon dioxide emissions are also considered in the evaluation. On the basis of the proposed approach, an application of the Chinese freight sector from 2013 to 2017 is provided. The impacts of influential factors on transportation efficiency are also explored. The empirical findings can be illustrated as follows: (1) there exist significant disparities in regional transportation efficiencies in the freight sector and its sub-sectors; (2) the inefficient transportation performance of the Chinese freight sector mainly derives from the poor performance of the waterway sub-sector; and (3) freight volume and population density have positive impacts on the transportation efficiencies of the railway and highway sub-sectors. Finally, some policies for improving transportation efficiency are also provided.
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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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Shkurina, Lidia, Eugenia Maskaeva, and Stanislav Maskaev. "Consideration of quality change of railway transport maintenance operations in managing costs of goods transport." MATEC Web of Conferences 239 (2018): 03005. http://dx.doi.org/10.1051/matecconf/201823903005.
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the authors reviewed the quality of operational work of railway transport in the cost management system, presented methods for assessing the impact of the quality of rolling stock on the current costs of transportation activities, considered the issues of the impact of the quality of operational work on the formation of freight market demand and of financial result of the transport company - the owner of infrastructure and traction rolling stock, represented methods of assessing financial and economic efficiency of improving the quality of operational work for the company - a participant of the freight market.
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Öztürk, Zübeyde, and Turgut Öztürk. "A simplified approach to determine the optimum operating speed on high-speed railway lines." Canadian Journal of Civil Engineering 36, no. 2 (February 2009): 196–208. http://dx.doi.org/10.1139/l08-107.
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In this study, cost–speed relationship for high speed railways was examined and optimum economic speed was investigated. The Eskişehir–Ankara section of the İstanbul–Ankara railway line, which is still under construction, was taken as the sample. This section has been completed and test runs are being conducted. The new line is constructed parallel to the old railway line and the operation speeds and operation forms of the trains on this line are not yet finalized. It is not yet clear what the maximum operation speeds of the trains will be and whether the operation will be restricted to only high speed passenger trains or a combination of passenger and freight trains will be used. Therefore, cost changes associated with speed for both operations were examined in the study. The speed for the lowest cost was investigated for the benefit of the operating institute. The rail line is scheduled to begin operation in 2010, and as such demand estimation values for 2010 and unit cost values of Turkish State Railways (TCDD) were utilized. Only construction and operation costs were analyzed, societal costs were not included in the study. Several costs were formulated independent ofthe speed, whereas the majority of them were formulated and calculated based on speed. Finally, the contribution of each studied cost component, in the total cost, and variations in these costs and total cost for different speeds for both operation conditions were analyzed in this study. It was found that some cost components increased and some decreased as the speed increases. Total cost, which includes all the cost components studied, initially dropped off then rose up as the speed incrementally increases. Minimum cost occurred at 200 km/h in the case of operating with only passenger trains, while it occurred at the second speed level in combined operation (where passenger trains are at the speed of 200 km/h and freight trains are at the speed of 90 km/h).
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Isler, Cassiano A., Yesid Asaff, and Marin Marinov. "Designing a Geo-Strategic Railway Freight Network in Brazil Using GIS." Sustainability 13, no. 1 (December 23, 2020): 85. http://dx.doi.org/10.3390/su13010085.
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The sustainable development of geo-strategic transport networks plays a key role to meet the current expansion of the demand for commerce and economic growth. In this paper, a new geo-strategic railway network for freight services is designed with the purpose of meeting the needs of current and future demands for freight transport in the state of Santa Catarina, South Brazil. The freight flows of bulk cargo, containers, and refrigerated and liquid cargo observed in 2005 and 2015 and expected for 2023 have been analyzed and assigned to a fully connected railway network. The number of trains to meet all the demands has been identified. The links that would have a minimum number of daily trains running on them have also been identified and analyzed. New assignments are proposed and visualized using GIS. Next, location and technical specifications of specialized intermodal terminals focused on the customers’ and operators’ needs are discussed. The study shows that technological specifications for terminal operations play an important role when dealing with multiple freight types and contribute to better use of the existing infrastructure.
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Nutovich, V. E. "ANALYSIS OF CONTRAVENTIONS TO TRANSPORTATION PROCESSES AND TRANSPORTATION QUALITY MANAGEMENT." World of Transport and Transportation 16, no. 2 (April 28, 2018): 156–65. http://dx.doi.org/10.30932/1992-3252-2018-16-2-15.
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For the English abstract and full text of the article please see the attached PDF-File (English version follows Russian version). ABSTRACT The article outlines the main provisions of the methodology for analyzing the quality of transport services provided in the process of freight rail transportation. The methodology assumes the analysis in a fully automated way in the EASAPR SFTO system in interaction with adjacent corporate systems for all types of violations of transportation processes, both at the time of their detection, and regardless of the subsequent filing of claims. The result is a clarification of the effect of various factors and operating factors on the overall financial risks of JSC Russian Railways particularly in case of customers’ claims. The methodology is aimed at improving the quality of freight transportation, development of client focused operations and improvement of the image of JSC Russian Railways. Keywords: railway, cargo transportation, quality management, violation analysis, methodology, corporate systems.
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Ranjith, A., and S. P. Vijayaragavan. "Internet of Things (IoT) Based Automated Calamity Avoidance System for Railway Sectors." Journal of Computational and Theoretical Nanoscience 17, no. 12 (December 1, 2020): 5399–408. http://dx.doi.org/10.1166/jctn.2020.9433.
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Tanzania is the regional gateway for a number of landlocked neighboring countries. Zambia, Burundi, Malawi, Congo, Rwanda and Uganda all rely to certain extent on the countries transport network, linking them to the global network. Railways are found to be the most effective transport system in Tanzania after-road transport system and it is Critical to long-haul freight along the main transport corridors of Tanzania. Most of the operations at Tanzania Railway Sector are manual system. For instance closing and opening of the gates are not automatic resulting in calamities and delays in the train’s advent. An innovative method to enhance railway safety measures is proposed in this Paper. This research paper proposes mechanisms which operate automatically without any 600073 intervention. Internet of Things (IoT) can be used to increase different features of the rail system. Automation of railways can transform the current legacy approaches and help decrease the railway related accidents considerably. Many challenges are underscored and dealt with in the proposed research. To summate, this paper aims at enhancing rail safety, minimizing accidents at unmanned level crossings, introducing smart railway gates, preventing calamity, and incorporating digital transformation through the use of IoT.
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Bai, Zhuotong, Hui Wang, Lin Yang, Jiajie Li, and Huapu Lu. "A Rescheduling Approach for Freight Railway considering Equity and Efficiency by an Integrated Genetic Algorithm." Journal of Advanced Transportation 2023 (May 25, 2023): 1–22. http://dx.doi.org/10.1155/2023/8989644.
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Since unexpected event occurrences are inevitable, an efficient and effective rescheduling approach is critical in freight railway day-to-day operations. Represented by the minimal-delay objectives, the most commonly used efficiency-oriented approach ignores the role of train priority and poses equity problems in rescheduling. For equity, different train priority also reflects the preference in deciding train orders; i.e., the high-priority train is likely to be favorable. However, a conflict may be laid between reducing delays and emphasizing train priority. Hence, it is critical to decide the criteria in train order for freight railway, especially with heterogeneous priority in a competitive resource. To make a tradeoff between equity and efficiency, this paper makes train priority evolutionary and proposed the dynamic train priority considering delay time and static priority. We formulate an optimization model based on the rescheduling strategies such as retime, reorder, and retrack in a complex railway network containing single-track, double-track, and quadruple-track sections. An integrated two-dimension genetic algorithm (ITGA) approach is developed to reobtain an optimized timetable of sufficient quality while meeting the time requirements for real-time rescheduling. In the experiment, the effectiveness of the ITGA approach was employed in a simple case and a real-world case in the Netherlands freight railway. The result shows that there is a synergy between delay time and train priority, where the threshold to upgrade the evolutionary train priority plays an important role. The proposed approach is compared with the benchmark solution first-in-first-out (FIFO) approach in a real-world case to verify the performance and efficiency. Our work extends the rescheduling approach considering both equity and efficiency and provides auxiliary operation support for the dispatcher’s operation rescheduling.
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Maclachlan, Laura, Mikael Ögren, Elise van Kempen, Laith Hussain-Alkhateeb, and Kerstin Persson Waye. "Annoyance in Response to Vibrations from Railways." International Journal of Environmental Research and Public Health 15, no. 9 (August 31, 2018): 1887. http://dx.doi.org/10.3390/ijerph15091887.
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Rail transport is a key stepping stone in the EU’s transport policy and is pinpointed for investment and growth over the coming decades. This expanding infrastructure implies increased exposure to environmental stressors, such as noise and ground-borne vibrations. Little is known about the health impacts of exposure to these vibrations. The aim of this paper is to examine the association between annoyance from rail vibrations and the distance of residential dwelling from the railway. It reports the first results of a large epidemiological study, EpiVib, which was designed to investigate the long-term health effects of exposure to rail vibrations. The first part of this study examines a self-reported questionnaire. In total, 6894 individuals aged between 18 and 80 living within 1 km of a railway in west Sweden participated. Results presented here examine the association between distance to the railway and annoyance from vibrations and are stratified by train type. A positive association between closer distance and increased annoyance is seen. After adjustment for important modifiers, results showed that vibrations from freight trains and maintenance operations are reported to be moderately and highly annoying at distances of up to 400 m from the railway and diesel up to 300 m. Vibration from passenger and fast trains are significantly annoying up to 200 m from the track. Vibration from freight trains and maintenance operations were considered highly annoying up to 300 m from the track, diesel up to 400 m. Vibration from passenger and fast trains are not reported to be highly annoying after adjustment. Heavier, slower moving locomotives, in the form of diesel and freight trains, appear to be the source of annoyance at distances further from the railway compared to passenger and fast trains. This has implications in terms of property, transport, and infrastructure planning.
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Eliseev, S. Yu, and S. G. Volkova. "Interaction of Railway Stations with Cargo Terminals at the Places of Non-Public Use." World of Transport and Transportation 14, no. 4 (August 28, 2016): 188–200. http://dx.doi.org/10.30932/1992-3252-2016-14-4-18.
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The authors set a task, using clearly organized service information, to achieve optimization of the process of formation of multi-group assorted trains and freight deliveries at railway stations with a detailed selection of groups of cars by the specified criteria. The suggested model of control of local operations will remove inter alia the problems of spasmodic, uncoordinated delivery of cargo to transshipment points, will optimize the interaction of marshalling yards and freight terminals at the places of non-public use.
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Somà, Aurelio, Marco Aimar, and Nicolò Zampieri. "Simulation of the Thermal Behavior of Cast Iron Brake Block during Braking Maneuvers." Applied Sciences 11, no. 11 (May 28, 2021): 5010. http://dx.doi.org/10.3390/app11115010.
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In recent years, the interest in monitoring the operating conditions of freight wagons has grown significantly to improve the safety of railway vehicles. The railway research group of the Politecnico di Torino has been working for years on the development of solutions to effectively monitor the operating conditions of passenger and freight rail vehicles. As part of the national Cluster ITS Italy 2020 project funded by Italian ministry of education, university and research (MIUR), the Politecnico di Torino has collected a considerable amount of data thanks to the wired and wireless prototypes developed. The data obtained are used in this paper for the validation and calibration of a finite element (FE) model that simulates the temperature variation of a cast iron brake block due to braking operations of an intermodal freight wagon. The developed model can be a useful tool to predict the temperature at the wheel–shoe interface as a function of the current operating conditions since a direct measurement is not easy to perform.
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Li, Ying, Hongyi Cen, Pei-Ying Wu, Yi-Nuo Lin, and Yung-ho Chiu. "Impact Assessment of Internet Users on Chinese Railway Transportation." Transportation Journal 61, no. 4 (2022): 392–433. http://dx.doi.org/10.5325/transportationj.61.4.0392.
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Abstract With a total length of 35,000 kilometers, China has the world’s largest high-speed rail network. Due to the deepening of China’s “Internet +” strategy, new opportunities and challenges have emerged for China’s railway system. While railway transportation industry efficiency has been widely discussed, most previous studies have focused on railway transportation industry operations and have generally ignored the important influence of internet technology on the industry. Therefore, to go some way to filling this gap, this study took the number of Chinese internet users as an investment indicator and integrated big data and the Internet of Things (IoT) concepts into a dynamic directional distance function-data envelopment analysis (DDF-DEA) model to comprehensively measure the impact of internet technology on railway transportation industry efficiency in 31 Chinese provinces from 2011 to 2016. It was found that (1) when the internet influence was considered, the overall railway transportation industry efficiency in most regions significantly improved, with Heilongjiang Province having the largest increase; (2) the labor input, passenger traffic, freight volume, railway turnover, and freight turnover input efficiencies in most provinces were significantly higher when the internet influence was considered; and (3) the internet has had a positive impact on railway transportation.
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Makarkin, N. P., A. P. Gorina, and O. N. Alferina. "PLANNING THE OPERATIONS OF THE ORGANIZATION OF RAILWAY TRANSPORT AND ASSESSMENT OF THE IMPLEMENTATION OF THE PLANNED INDICATORS." Bulletin USPTU Science education economy Series economy 3, no. 33 (2020): 28–40. http://dx.doi.org/10.17122/2541-8904-2020-3-33-28-40.
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The most important task of modern economic infrastructure is to ensure the smooth functioning of all spheres of society's life, creating conditions for the development of production and the economy as a whole. In this transport, especially rail, acting as a basic component of the industrial and social infrastructure of Russia. Railway transport organizations carry out the transportation of goods and passengers, their maintenance on the way, loading and unloading of various goods, providing the necessary wagons, cleaning them and including them in the train, ensuring the transport process as a whole. The general management and operational management of this process is currently carried out by JSC «Russian Railways». Activities related to transportation by rail, in order to ensure safety and quality service, are strictly regulated and require a clear organization and constant improvement, therefore, its competent systematic planning is of particular importance. The article discusses certain aspects of the organization of transport planning, the structure of the transport plan and the procedure for its development. The qualitative indicators are presented, which are calculated when developing a plan for the current activities of a railway enterprise. At the same time, the features of planning the transportation of goods include multivariance, continuity and an indicative approach. Also, the authors conducted a study of the planned indicators of the activities of the organization of railway transport on the example of the operational locomotive depot Ruzayevka, an assessment of their implementation was given. The studied enterprise is a subdivision of the Kuibyshev Traction Directorate of the Russian Railways branch. Lacking legal independence, the company, on behalf of Russian Railways, carries out its activities in the field of transport services, providing freight and passenger traffic, and shunting operations. Based on the results of the analysis, it was concluded that there is a positive trend in the activities of the studied organization of railway transport - the Ruzayevka locomotive depot, as evidenced by the stable growth of traffic volumes and labor productivity, overfulfillment of the plan for these indicators, therefore, the enterprise has sufficiently stable prospects for further development.
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Smirnov, S. A., and O. Yu Smirnova. "Economic features of freight maglev transport." Transportation systems and technology 3, no. 1 (March 15, 2017): 108–18. http://dx.doi.org/10.17816/transsyst201731108-118.
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In the article considered the implementations of magnetic levitation technology (maglev) in the world, evaluated the advantages of implementation the maglev for all types of transportation. Introduction: Freight maglev transport is not implemented widely in the world transportation market yet. The most projects in the area of magnetic levitation are focused on passenger transportation. European, Asian and American specialists research, develop and implement technologies, which allow passenger transportation at highspeed, higherspeed and urban lines. Excellent operation and economics characteristics allow maglev to compete with railway transport in all areas: from highspeed to urban. Analysis: There is the evidence that freight maglev has an opportunity to change the transport logistics market radically in the nearest future. We consider the following approaches to provide it. The first, and main, approach is supposed growth of commodities circulation between Western Europe and South East Asian countries. It requires the stable transport corridor, like The Silk Road, connecting these wide apart regions. Maglev transport has an ability to transport mass cargo 3-5 times faster than railway transport or sea transport, which are the main transport modes for mass cargo transportation. Today there are 2 main transport corridors, which connect Western Europe and South East Asia: Deep Sea and Transsib. Transportation via Deep Sea takes 30-35 days (via alternative Northern Sea Route it is 25-35 days), and via Transsib it is up to 21 days. The second approach is that the demand in reducing the transaction costs caused by freezing of the floating capital in ‘goods in route’ that eventually influences all the areas of national economy. Results: The obvious economic advantages of freight maglev in comparison with conventional railway transport, accordingly to the calculations, are: capital expenses saving on the stage of infrastructure construction; operations sustainability; energy efficiency; freight transportation speed; investments recoupment and profitability; side effects appearing during operating of freight maglev. Conclusions: Today, as the world economics shows some crisis developments the basic economics notations are being revised. There is a strong belief that new economics model should be based on decreasing the transaction costs on all stages of production and consumption. The new logistic concept will be focused on increasing the speed of transportation with a use of freight maglev mainlines.
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Pienaar, Wessel. "Freight rail transport governance: An international issue." Corporate Ownership and Control 13, no. 4 (2016): 497–505. http://dx.doi.org/10.22495/cocv13i4c3p8.
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Since the economic deregulation of freight transport operations internationally, it has been necessary to have a workable knowledge and an understanding of the types of freight wagons that can help to be instrumental in the efficient and effective market participation of rail technology in the freight transport market. The article identifies and describes the most commonly used rail freight wagons for commercial purposes internationally. The investigation has indicated that subsequent to the economic deregulation of freight transport, there are nine rail wagon types manufactured and commonly used internationally. They are: (1) covered wagon/van; (2) refrigerated wagon/van; (3) flat wagon; (4) tank wagon; (5) container wagon; (6) open wagon; (7) hopper wagon; (8) side stanchion and centre partition wagon; and (9) motorcar wagon. The study revealed that the following three factors mainly dictate wagon design: (1) characteristics of the freight to be transported; (2) physical railway characteristics; and (3) the type of freight terminals and handling equipment necessary to efficiently and effectively accommodate and support rail freight transport.
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Rählmann, Christian, Felix Wagener, and Ulrich W. Thonemann. "Robust Tactical Crew Scheduling Under Uncertain Demand." Transportation Science 55, no. 6 (November 2021): 1392–410. http://dx.doi.org/10.1287/trsc.2021.1073.
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We analyze a tactical freight railway crew scheduling problem, when train drivers must be informed several weeks before operations about the start and end times and locations of their duties. Between informing the train drivers and start of operations, trip demand changes due to cancellations, new bookings, and reroutings of trains, which might result in mismatches between train driver capacity at a location and demand. We analyze an approach that incorporates uncertain trip demand as scenarios, such that the start and end times and locations of the duties of a crew schedule are recoverable robust against deviations in trip demand. We develop a column generation solution method that dynamically aggregates trips to duties and decomposes the subproblems into smaller, computationally tractable instances. Our model determines duty frames that cover duties in many scenarios, creating recoverable robust crew schedules. We test our model on three real data sets of a major European freight railway operator. Our results show that our schedules are considerably more recoverable robust than those of the nominal solution, resulting in smaller mismatches between train driver capacity and demand.
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Strelko, Oleh, and Oleh Pylypchuk. "Analysis of Klavdii Semyonovich Nemeshaev’s activities as the Minister of Railways of the Russian Empire." History of science and technology 11, no. 1 (June 26, 2021): 233–61. http://dx.doi.org/10.32703/2415-7422-2021-11-1-233-261.
Full textAbstract:
The article continues the series of publications devoted to the assessment of activities of the heads of the Ministry of Railways of the Russian Empire. In this article, the authors attempt to systematize and analyze historical data on the activities of Klavdii Semyonovich Nemeshaev as the Minister of Railways of the Russian Empire. There are numerous biographical studies devoted to K. S. Nemeshaev, but little is known about his activities as a minister, and to date the data are scattered and not systematized. The analysis of archival materials, scientific publications, memoirs of Nemeshaev's contemporaries and colleagues allowed us to conduct a detailed assessment of his activities and ministerial policy. It has been found that despite his short term of office, Nemeshaev's consistent policy and extensive managerial experience allowed him to carry out two significant reforms in a short time. The first one involved redistribution of the state-owned railway lines between separate local administrations and merging them into larger groups, which was important in terms of improving their operations and facilitating the cost efficiency, as well as speeding up freight traffic. In opinion of the authors of this article, another important achievement of Nemeshaev as the Minister of Railways was the establishment in 1906 of the central, local and district committees regulating mass transportation of goods. This was the first centralized measure aimed at managing the rolling stock. Nemeshaev's extensive managerial experience, high erudition and energy also led to prominent outcomes in some other areas of the Ministry operation. Attempts were made to create syndicates of shipowners in river transport. Modernization of river and sea vessels was carried out. Works on projects for the development of the Northern Sea Route has begun. The article also assesses the development and construction of railway network in the Russian Empire during Nemeshaev's office, in particular, of the Amur Line and Moscow Encircle Railway, as well as the increase in the capacity of the Trans-Siberian Railway. It has been found out that K. S. Nemeshaev paid great attention to various social aspects of railway employees’ activities. The article also highlights the legislative policy of the Ministry of Railways of that period. Nemeshaev's participation in the preparation of the French scientist’s Paul Pelliot and the Russian officer’s Carl Gustaf Mannerheim joint trip to China has been analyzed. Due to the mass replacement of light and worn-out rails on state-owned railways with heavier ones and the need to discharge a significant number of steam locomotives built in the 1850s and 1860s, an introduction of more powerful steam locomotives was expedient. The article discusses K. S. Nemeshaev's contribution to the development of technology and the introduction of a new type of freight steam locomotive for state-owned railways. Nemeshaev's political views have also been assessed.
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Kiritseva, Elena, Olha Kletska, Andrey Lyamzin, and Anatoliy Falendysh. "SIMPLIFIED APPROACH OF DETERMINATION OF THE MEASURE TO INCREASE THE EFFICIENCY OF RAILWAY TRANSPORT OF THE METALLURGICAL PLANT." Collected scientific works of Ukrainian State University of Railway Transport, no. 194 (October 5, 2021): 43–54. http://dx.doi.org/10.18664/1994-7852.194.2020.230093.
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The article proposes the approach for determining the measure to increase the efficiency of railway transport of the metallurgical plant. The analysis of scientific and normative works on the efficiency of railway transport at industrial enterprises showed that this issue is not fully covered and requires more detailed study. The work of the railway shop of the metallurgical enterprise is considered, namely, the turnover off right cars of different owners and the time of their stay on the factory tracks are determined. An analysis of statistical data was made, which showed that the time difference between the standard set at the enterprise and the actual time of stay of the freight car at the planthas a large discrepancy. This requires spending additional funds for the use of cars of different owners. For this purpose, a model for determining measures to minimize costs at the metallurgical enterprise was developed. The algorithm for its solution involves five stages of calculations. It is based on the model of managements science, which is presented as the approach of linear programming to determine the optimal means of allocating scarce resources in the presence of competing needs. Calculations were made, thanks to which the first stage of development of the model for determining the measure to improve the performance of railway transport was performed and the indicators that characterize it were determined. The total time of rolling stock at the enterprise is determined. Based on this, it is established that it is necessary to separate from the total time the time spent at each station according to the operations performed with the cars. Costs are determined operationally due to the received analysis of the stay and turnover of the freight car at the metallurgical enterprise. Installed stations, which are the most time-consuming freight cars, is there is an excess of payment for the down time of cars at these stations. Based on this, it was decided that it is necessary to study in more detail the operations performed with cars at theses stations and to identify "weaknesses" in the turnover of the freight car at the metallurgical enterprise.
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Nishat, Abu Jakaria, Shanjay Kumar Mukharjee, and Avakova Olga Victorovna. "Status of Service Delivery System of Bangladesh Railway: An Empirical Study." Advances in Social Sciences Research Journal 8, no. 8 (August 29, 2021): 426–37. http://dx.doi.org/10.14738/assrj.88.10650.
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The Bangladeshi Railway was given the name after the country gained independence in 1971. Even so, it had a history dating more than a century before that. By the turn of the century, it had just about 37 diesel-hydraulic and 231 diesel- electric locomotives. These ran about 100 coaches and 10900 freight wagons. This number has presently increased and it serves in a network of broad-gauges, dual-gauge and meter-gauge in around 440 railway stations. The public sector runs various transport modes like the Biman Bangladesh Airline, taxis, ferries, buses and other means that move freight around and out of Bangladesh. With a capacity to transport more than 60% of freight around Bangladesh, the public sector transport quite overshadows the BR, which suffers a number of challenges that cripple it to date. These challenges range in nature from lack of sufficient funds to operate the railway, to a poor railway network, part of which may be attributed to the Indo-Pakistan War that ground the services to a halt back between the 1960s and 1970s. Moreover, ongoing, coronavirus pandemic is proving to be another challenge that has grounded the normal operations at BR. The research has been conducted by a field survey using a structural and semi-structural questionnaires and face-to-face interview. A set of (---) questionnaires were given to (----) stakeholder at various levels at almost all the junctions in Mymensingh to observe the practical service delivery experiences of the railway sector. Over the survey a plethora of experiences have been gained which is givens as findings in this article and we have given some recommendations which will make this sector stronger.
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Aldanazarov, K., A. Toktamyssova, Y. Karsybayev, R. Korobiova, and D. Kozachenko. "Improving transport logistics of extractive industry products in the context of capacity constraints on the railways." Naukovyi Visnyk Natsionalnoho Hirnychoho Universytetu, no. 6 (December 25, 2022): 129–34. http://dx.doi.org/10.33271/nvngu/2022-6/129.
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Purpose. To improve the distribution methods of freight flows on the railway network under conditions of capacity constraints. Methodology. Methods of railway operation theory and operations research were used. The problem of cargo flow distribution on the railway network was solved as a multi-product (interchangeable cargoes) transport linear programming problem with capacity constraints in the network form. The average cost of freight transportation is established by the methods of probability theory. Findings. In the course of the research the methods of cargo traffic calculation on the railway network are improved. The proposed approach to the formalisation of the task makes it possible to take into account the presence of different cargoes to be transported, capacity constraints of some railway network sections, as well as non-linear nature of dependence between the volume and cost of transportation. To meet the requirement of consignors equal access to public carrier services, the method for calculating the cost of transportation for an individual consignor is improved. Originality. Scientific novelty of the paper consists in improvement of methods of cargo traffic distribution on the railway network and tariffing of cargo transportation services in conditions of restricted supply capacity of separate sections. Practical value. The extractive industries have a steady flow of goods. The main logistic tasks in this case are to ensure transportation of the given volume of cargo and reduce the cost of transport services. Using the proposed mathematical methods of optimization allows you to get higher-quality solutions compared to the method of technical-economic comparison of options, which provides an overall cost reduction for cargo transportation. The improved method of tariffication of transportation can reasonably allocate the savings from reducing the cost of transportation among cargo consignors and thus reduce their logistics costs.
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Pittman, Russell. "Railway Mergers and Railway Alliances: Competition Issues and Lessons for other Network Industries." Competition and Regulation in Network Industries 10, no. 3 (September 2009): 259–78. http://dx.doi.org/10.1177/178359170901000303.
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Freight railway enterprises in both Europe and North America are in the process of significant restructuring, with EC policy changes dictating new ownership, organization, and cooperation arrangements in Europe and a series of major mergers having already led to highly concentrated regional markets in the U.S. and Canada. Mergers, alliances, and organizational changes may raise important and complex issues regarding the level of competition facing goods shippers, with differing implications depending on the differing institutional contexts. This paper examines the competitive consequences of these developments in Europe and North America and suggests some lessons for other network industries.
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Nelson, David O., Eloy Martinez, and Stephen Bonina. "Commuter Rail." Transportation Research Record: Journal of the Transportation Research Board 2275, no. 1 (January 2012): 120–29. http://dx.doi.org/10.3141/2275-14.
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Federal regulators and passenger railways are both concerned about passengers with mobility impairments that limit their ability to use stairways. Federal policy and railway practice strongly encourage development of services that allow for level boarding and alighting from commuter rail trains. In addition to benefiting individuals who have trouble using stairs, level boarding can lead to significant improvements in service delivery for the rest of the public by reducing unproductive station dwell times, improving safety, and creating opportunities to improve crew efficiency. One obstacle to level boarding has been concerns presented by the freight railroads that operate over (and often own) trackage shared with the commuter trains. The freight operators wish to maintain a full horizontal clearance envelope allowing unrestricted operations. These concerns often limit the close door–platform interface necessary for level boarding. This paper summarizes current Federal Transit Administration policy on level boarding, discusses the benefits of level boarding, reviews the tension between freight clearance concerns and level boarding, and reviews the state of the practice in serving passengers with mobility impairments. On the basis of an industry review, it highlights three innovations that have been implemented or considered to expand the scope of level boarding among North American commuter railroads. Finally, it provides recommendations for further research.
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Shelekhan, H., and R. Suzak. "ANALYSIS OF EXPORT FREIGHT TRANSPORTATION OF UKRAINE IN THE RAILWAY AND SEA CONNECTION." Municipal economy of cities 3, no. 163 (June 29, 2021): 199–205. http://dx.doi.org/10.33042/2522-1809-2021-3-163-199-205.
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The paper analyzes the export transportation of goods by rail and transshipment in seaports of Ukraine using the methods of mathematical statistics. At present, the export of Ukrainian goods to the countries of the world in terms of traffic exceeds imports several times and is the most dynamically developing international trade sector. Despite the unstable political and economic, and since last year also the sanitary-ecological situation in Ukraine and in the world, exports still have a stable positive dynamics among the total volumes of international traffic. The analysis of export cargo with transshipment in seaports showed that for the sixth year in a row grain cargo ranks first among others in terms of exports. On the railway the key type of cargoes in transportations in recent years also became grain which rates of transportation increase annually. The export component of international trade is also based on ferrous metals, ores, oils, chemical and mineral fertilizers, and mechanical engineering products. The total share of the export component for the EU market as Ukraine's main international trading partner increased from 27.3% in 2008 to 37.3% in 2020. Among the problems hindering the further increase in transshipment in seaports is the still underdeveloped infrastructure, despite the available opportunities to increase technical capacity, and as a result - the limited range of cargo and types of vessels for service, and the use of outdated technologies of ship handling and cargo operations in ports. Ukraine's international trade development projects include attracting investors to port infrastructure through concession tenders in seaports, introduction of private locomotive traction on railways, measures to ensure safety of navigation and maintaining the necessary depths in ports, addressing the shortage of rolling stock on railways, infrastructure development port railway stations. The application of the Fourier analysis technique to detect cyclical fluctuations in transport processes made it possible to obtain a forecast function of grain cargo volumes in certain time intervals, which can be used to develop measures to smooth out uneven traffic flows and reduce uncertainties in transport.
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Nurzhaubayev, Meiram, Serhii Grevtsov, Ruslana Korobiova, Elshan Manafov, Sadratdin Abdukarimov, and Muratbek Arpabekov. "Optimization of track distribution of industrial railway stations between car designations." Naukovyi Visnyk Natsionalnoho Hirnychoho Universytetu, no. 3 (June 30, 2023): 131–36. http://dx.doi.org/10.33271/nvngu/2023-3/131.
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Purpose. To improve the method for distributing the tracks of industrial railway stations for the accumulation of car groups between separate assignments. The optimization problem is to find such a distribution of classification work between the industrial marshalling yard and freight stations, as well as such a distribution of marshalling yard tracks between individual destinations, which ensures the minimum time expenditures on shunting work. Methodology. The studies were carried out using the methods of the theory of railway operation, simulation modeling and dynamic programming. Findings. The optimization problem of distribution of sorting work between the marshalling yard and freight stations of an industrial enterprise, as well as searching for such a distribution of marshalling yard tracks between individual destinations, which ensures the minimum time expenditures for shunting work, has been solved. Originality. The paper proposes a method for formalizing and solving the problem of distributing the tracks of industrial railway stations for the accumulation of car groups between individual destinations as a dynamic programming problem. Unlike the existing methods, where the number of tracks is considered as a constraint, in the proposed method, the number of tracks is an objective function argument of minimizing the duration of shunting operations, which improves the quality of the solutions obtained. Practical value. The method proposed in the paper, due to the rational distribution of the existing track arrangement of railway stations, makes it possible to reduce the time expenditures on the making- and breaking-up the trains and shunting transfers and, due to this, increase the carrying capacity of the stations, as well as reduce the cost of production of enterprises.
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Sirina, N. F., and S. S. Yushkova. "Integrative management of infrastructure and traction equipment at the railway area." Vestnik of the Railway Research Institute 78, no. 6 (January 4, 2020): 328–39. http://dx.doi.org/10.21780/2223-9731-2019-78-6-328-339.
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Railway transport is in condition of preparation for fulfillment of the forecast increase of transportation. The level of effectiveness and quality of the railways operation is assessed by the period of delivery to the point of destination of required volume of transported freight, which growth increases intensity of infrastructure wear and tear, which requires breaks in trains movement for providing “gaps” for the track repair operations and inevitably results in the delivery time increase.The use of the best speed path of trains is an important component of ensuring energy effectiveness. Transition to the ground process of trains’ movement control allows JSC “RZD” to arrange rhythmic movement of the car traffic movement providing “gaps” in the single opening for the entire ground.Conducted SWOT-analysis determined the risks and potential results of use of the single infrastructure of the railway area in terms of possible additional expenses in the future. Control mechanism of operation costs was proposed, which allows analyzing actual direct expenses and comparing deviations with regard to the set values. Overall algorithm of the model of integrative control of infrastructure and traction resources was formalized, which is illustrated by the example of participants of transportation process at the railway area. The basis of their interaction is the results of integral assessment that generalized various quantity of indicators and assessment factors of transportation process.Mathematical support of procedures of establishing the cost price is implemented in the Intellectual system of control and handling of the locomotive fleet at the area of the railway production infrastructure. Obtained results are integrated in the Automated control system of operation of the single center of infrastructure control and are set for transformation, effective use of the industrial companies potential.Key trends of the geo-economic condition having direct relation to the transportation and logistic operation in Russia determine necessity of effective management of traction resources by means of arrangement of the uniform process of transportation operation of JSC “RZD”, which results in the best use of transportation infrastructure, balanced increase of the volumes of loading and attraction of investments to the railways.
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Kryachko, Kateryna, Anna Shramko, and Vladislav Kovriga. "Rationalization of Joint Work of Railways Stations in the Node." Central Ukrainian Scientific Bulletin. Technical Sciences 1, no. 7(38) (2023): 10–15. http://dx.doi.org/10.32515/2664-262x.2023.7(38).1.10-15.
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In this work the variants of rational technology for the redistribution of the sorting and shunting work between sorting and freight stations in the formation of the gear trains, taking into account possible detailed the selection of individual groups of cars for specific cargo fronts .This gives the possibility of optimal use of screening devices and shunting locomotives as sorting and freight stations, as well as the reduction of the length of time of local cars during the execution of the basic technological operations in the railway node. The studies of the structure of volumes with the processing of coming to the sorting stations, it was found that of the total local traffic volume ranges from 7% to 12% and the accumulation time of trains gear trains – up to 8 hours or more. Given that the time for the completion of the formation of these compounds through an slide in the rail yard for much less than freight (depending on the number of groups of wagons ) and that the cost of recycling of one car on the yard and station at 5 – 6 times less than the cargo, was asked to undertake the completion of the formation to the exactions of railway freight fronts in the rail yard, especially at this time when the reduction in the total amount of work sorting slides have sufficient reserve processing capacity. The dependences for determining the number of groups of wagons with defined assignment freight station in trains transfer trains, as well as finding the average number of uncoupling , which determines the amount of shunting work on the exhaust paths.