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Regulatory framework and railway safety approval procedures in a bi-national context – the example of the Montcenis base tunnel
Published in Daniele Peila, Giulia Viggiani, Tarcisio Celestino, Tunnels and Underground Cities: Engineering and Innovation meet Archaeology, Architecture and Art, 2020
The Brenner link covers the 64 km from Tulfes to Fortezza and it includes a 55-km-long tunnel connecting the village of Fortezza in Italy with the city of Innsbruck in Austria. It consists of two main tubes using ERTMS level 2 as the signalling system. Passenger trains will be able to run at a maximum project speed of 250 km/h and freight trains at 120 km/h.
Regulatory framework and railway safety approval procedures in a bi-national context – the example of the Montcenis base tunnel
Published in Daniele Peila, Giulia Viggiani, Tarcisio Celestino, Tunnels and Underground Cities: Engineering and Innovation meet Archaeology, Architecture and Art, 2019
The Brenner link covers the 64 km from Tulfes to Fortezza and it includes a 55-km-long tunnel connecting the village of Fortezza in Italy with the city of Innsbruck in Austria. It consists of two main tubes using ERTMS level 2 as the signalling system. Passenger trains will be able to run at a maximum project speed of 250 km/h and freight trains at 120 km/h.
Monitoring the dynamic response of track formation with retaining wall to heavy-haul train passage
Published in International Journal of Rail Transportation, 2022
Guishuai Feng, Liang Zhang, Qiang Luo, Tengfei Wang, Hongwei Xie
where is the velocity coefficient. By performing linear regression analysis, we obtained αm = 2.1‰ for the mean value and αu = 1.0‰ for the upper inner fence. Corresponding dynamic amplification coefficients Φd at 100 km/h are 1.21 (mean value) and 1.10 (upper inner fence), respectively. According to the Code for Design of Railway Earth Structure (TB 10001–2016) [29], the design values of α are prescribed as 3‰, 4‰, and 5‰ for a seamless rail passenger train, freight train, and conventional rail line with seams, respectively. The current code used in China has not differentiated heavy-haul railway from common freight railways in terms of the requirement of velocity coefficient.
Evolution of load conditions in the Norwegian railway network and imprecision of historic railway load data
Published in Structure and Infrastructure Engineering, 2019
Gunnstein T. Frøseth, Anders Rönnquist
Since passenger and freight trains differ in axle loads, geometry, design and operation, the response in a structural detail from passenger trains will be different from the response from freight trains. The effect of the difference in response from the two train types on the fatigue damage introduced in the structure will depend on both the specific detail under investigation and the rolling stock of the period. First consider a structural detail with a relatively short influence length compared to the axle distance in wagons. This structural detail will be loaded and unloaded by each passing axle, and each axle introduces a stress range proportional in size to the axle load magnitude. A freight train will then tend to introduce more fatigue damage in this detail than a passenger train because of higher axle loads and axle count. Next consider Figure 13, which shows the moment at midspan of a simply supported beam with length 13 m to a sequence of freight and passenger wagons from the period 1930–1960, see Table 3.
What is the market potential for on-demand services as a train station access mode?
Published in Transportmetrica A: Transport Science, 2023
Nejc Geržinič, Oded Cats, Niels van Oort, Sascha Hoogendoorn-Lanser, Serge Hoogendoorn
To analyse the potential impact of on-demand services on passenger train station choice, a stated preference survey is carried out in which both access mode choice and station choice are evaluated. The design of the survey is outlined in Section 2.1. Several choice models are then estimated, to gain an understanding of the respondents’ travel behaviour preferences, as described in Section 4. Finally, the data collection is presented in Section 2.3.