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Automation of the rail—removing the human factor?
Published in Stein Haugen, Anne Barros, Coen van Gulijk, Trond Kongsvik, Jan Erik Vinnem, Safety and Reliability – Safe Societies in a Changing World, 2018
ERTMS has many similarities with CBTC (Communication-Based Train Control), which is the preferred signalling solution for automated subways and metros. One difference is that ERTMS is standardized, while CBTC is supplier specific. CBTC is a signalling system making use of telecommunication between train and track equipment (wayside) for traffic management. By making more exact positions of each train, the system makes it possible reduce time intervals between trains. The main objective is increased capacity.
Hyperloop transport technology assessment and system analysis
Published in Transportation Planning and Technology, 2020
The claimed higher intrinsic safety of Hyperloop in comparison with airplanes and trains is not evident, because the risks of a possible failure of the extremely high emergency braking rates on the integrity of all vehicles operating and on the braking system itself have been underestimated. The integration of the propulsion system into the vacuumed tubes and the vaguely described speed supervision system cannot guarantee that the capsules can be accelerated to speeds that, according to Musk (2013), are safe in each section The elimination of risks through human control error or unpredictable weather is insufficient, unless safe headway distances, speed and acceleration supervision are continuously assured by an automatic vehicle operations control system with the same functionality as for existing automatic train operation (ATO) systems (Yin et al. 2017) like communications-based train control (Siemens Trainguard MT, Seltrac Thales CBTC] on modern driverless metro trains (e.g. in Lille, Paris, London, Singapore).
Real-time measurement of track curvature based on vehicle attitude perception
Published in Vehicle System Dynamics, 2023
Shiqiao Tian, Xiangping Luo, Chunyu Xiao, Jinsong Zhou
The core technology of Route 2 is the precise positioning of the vehicle and the establishment of a digital map or track line information database. The track curvature can be easily obtained after the vehicle position information is known. This method has been widely used in the field of autonomous automotive driving [16,17]. Generally, the GPS-based vehicle positioning accuracy is within 10 m, and signal loss may occur in tunnels. To improve the positioning accuracy and reduce the interference of the environment on the positioning process for rail vehicles, additional trackside auxiliary equipment is required. Therefore, the current positioning accuracy of subway trains with communications-based train control (CBTC) can reach 1 m [18,19].
Closed form models to assess railroad technology investments
Published in Transportation Planning and Technology, 2020
Raj Bridgelall, Denver D. Tolliver
PTC is a communications-based train control technology that can stop a train automatically before accidents due to human error can occur (GAO 2010). PTC uses signals and sensors along the track to communicate train location, speed restrictions, and moving authority. Manufacturers designed PTC to prevent train-to-train collisions, derailments due to excessive speed, unauthorized entry into established work zone limits, and the movement of a train through an improperly lined switch (Badugu and Movva 2013). Hence, the system must be able to precisely determine train speed and location, warn operators about potential issues, and control the train within a few seconds if the operator fails to respond to warnings (FRA 2018c). A typical PTC system contains more than 20 major components. Figure 1 shows the typical architecture of a PTC system. Most of those components were not available prior to the introduction of PTC, and designs are still evolving to assure interoperability. The installation of a PTC system involves the following three segments (AAR 2018b): Locomotive: contains on-board computers, a location tracking system, and a digital data link to manage train speed.Wayside: contains devices that monitor signals, track switches, track circuits, and lamps, among other things. These devices communicate with the train via radio towers to authorize movement; the devices also communicate with the central office systems over 220 MHz (PTC 220) radios, Wi-Fi, cellular, or Ethernet to provide system status.Central Office: contains dispatcher interfaces and computers that store and act on information from train systems, wayside systems, and maintenance personnel. These systems exchange messages over both wired and wireless connections.