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Brenner Base Tunnel, construction lot Mules 2–3. Production management and site logistics organization
Published in Daniele Peila, Giulia Viggiani, Tarcisio Celestino, Tunnels and Underground Cities: Engineering and Innovation meet Archaeology, Architecture and Art, 2020
S. Citarei, M. Secondulfo, D. Buttafoco, J. Debenedetti, F. Amadini
In the maximum expansion of the project a main control station will have to manage a flow of about 50–60 trains a day. Traffic management is carried out by means of a traffic signaling system controlled directly by the control station, which constantly displays the position of each train on a monitor and plans the route of the trains, moving the electrical switches. This system is being implemented during the exploratory tunnel excavation to become fully operational at the start of the two main TBMs.
Design of Unpowered Railway Vehicles
Published in Simon Iwnicki, Maksym Spiryagin, Colin Cole, Tim McSweeney, Handbook of Railway Vehicle Dynamics, 2019
Anna Orlova, Roman Savushkin, Iurii (Yury) Boronenko, Kirill Kyakk, Ekaterina Rudakova, Artem Gusev, Veronika Fedorova, Nataly Tanicheva
Freight train consists can reach up to 48,000 t in total weight and up to 320 wagons, limited by locomotive capabilities and the landscape of the railway, to achieve maximum efficiency (see heavy-haul freight train example in Figure 3.2). Efficiency of the individual wagon is determined by its mass capacity and volume capacity that indicate the possible maximum mass of the cargo and the absolute maximum volume of the cargo that it can carry. The minimum possible mass of the wagon is its tare mass (when totally empty), and the maximum mass is the fully laden mass (tare plus the capacity) that should not exceed the limitation for the axle load.
Brenner Base Tunnel, construction lot Mules 2–3. Production management and site logistics organization
Published in Daniele Peila, Giulia Viggiani, Tarcisio Celestino, Tunnels and Underground Cities: Engineering and Innovation meet Archaeology, Architecture and Art, 2019
S. Citarei, M. Secondulfo, D. Buttafoco, J. Debenedetti, F. Amadini
In the maximum expansion of the project a main control station will have to manage a flow of about 50–60 trains a day. Traffic management is carried out by means of a traffic signaling system controlled directly by the control station, which constantly displays the position of each train on a monitor and plans the route of the trains, moving the electrical switches. This system is being implemented during the exploratory tunnel excavation to become fully operational at the start of the two main TBMs.
Real-time collision handling in railway transport network: an agent-based modeling and simulation approach
Published in Transportation Letters, 2019
Poulami Dalapati, Abhijeet Padhy, Bhawana Mishra, Animesh Dutta, Swapan Bhattacharya
The simulation is coded using JAVA in UNIX platform of personal computer with 2.90 GHz processor speed and 4GB memory. Proposed approach is compared against the existing centralized approach and with various other similar approaches (Lin Junting and Xiaoming 2014; Wang et al. 2017; Wu et al. 2015; Zhao and Ioannou 2015) in JADE environment – a Java-based agent development framework.1 The algorithms have been tested with varying number of trains, stations and junctions, taking real-time data-set from existing railway system. In this setup, all the trains are currently standing either at stations or running on tracks throughout the railway network. The speed of trains varies from 40 to 220 km/hr depending upon train category. Accordingly their braking distances also vary. For simplicity we assume, every running train maintains a fixed speed during its journey time (in ideal case). Headway distance of 200 m is taken to provide collision-free separation between trains at any time throughout the journey. System efficiency is defined as a percentage proportion of number of all possible collision detected by the system and number of collision avoided by the proposed approach under specified configuration and within 24 h time period. Here, the efficiency of the railway system is a measure of how efficiently it can handle collision scenario (i.e. avoid a detected collision by exchanging information).
Modelling, simulation and evaluation of ground vibration caused by rail vehicles*
Published in Vehicle System Dynamics, 2019
David J. Thompson, Georges Kouroussis, Evangelos Ntotsios
In common with feelable vibration, ground-borne noise can be controlled at different levels at the source (train-track-soil interaction), in the transmission path, or at the receiver. Sometimes, for example with a new building near an existing railway, it is necessary to introduce base isolation within the building itself [172]. This is especially necessary in sensitive spaces such as concert halls and theatres. In the present discussion, mitigation measures in the transmission path such as vibration screening and at the receiver (building) such as base isolation of buildings or box-in-box arrangement of rooms will not be considered further. The focus is placed on the dominant mechanism of vibration excitation and of interaction between the track and the ground.