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Critical Path Analysis: Ladbroke Grove Case Study
Published in Paul M. Salmon, Neville A. Stanton, Michael Lenné, Daniel P. Jenkins, Laura Rafferty, Guy H. Walker, Human Factors Methods and Accident Analysis, 2014
Paul M. Salmon, Neville A. Stanton, Michael Lenné, Daniel P. Jenkins, Laura Rafferty, Guy H. Walker
A schematic representation of the Ladbroke Grove incident is presented in Figure 7-1. A light commuter train (represented by the headcode IK20 on the signaller’s screen, hereafter referred to as train one) had erroneously passed a red signal labelled SN109 on the track out of Paddington station as if signal SN109 was set to green, indicating that the train may proceed safely. A high speed train (represented by the headcode 1A06 on the signaller’s screen, hereafter referred to as train two) was approaching Paddington from the opposite direction (see arrows depicting both trains’ direction of travel in Figure 7-1). The Ladbroke Grove rail junction has six tracks, three of which are illustrated in Figure 7-1. The tracks are divided into segments, called track circuits, which indicate the position of the train. Train one travelled through track circuits GD, GE (passing signal 109 – the red signal), GF and GG as indicated by the arrow going left in Figure 7-1, whilst train two travelled through track circuits MX, MY and MZ as indicated by the arrow going right in Figure 7-1.
Cause-specific investigation of primary delays of Wuhan–Guangzhou HSR
Published in Transportation Letters, 2020
Chao Wen, Zhongcan Li, Ping Huang, Javad Lessan, Liping Fu, Chaozhe Jiang
There are two types of data: 1) simulation data from train operation simulator tool, and 2) real data from command system of monitoring train operation. Usually, simulation data is more accessible than real data, since it is easier to obtain, though with many restrictive assumptions. In this regard, automatic calibration of disturbance parameters, which are used to generate stochastic disturbances in simulation tools, is developed with the support of the reinforcement learning technique (Cui, Martin, and Zhao 2016). A data-mining approach was used for analyzing rail transport delay chains, with data from passenger train traffic on the Finnish rail network, but the data from the train running process limited one month’s data (Wallander and Makitalo 2012). Aggregation of train operation data on track circuit is obtained based on limited real-world data too (Richter 2012). Delay dependencies due to resource conflicts and train connections are analyzed from the macroscopic perspective (Flier et al. 2009). R.M.P Goverde and I. Hansen are among the pioneers in analyzing daily train operation data using a tool named TNV-Prepare. TNV-Prepare derives detailed information of event times associated to train services data obtained from the Dutch train describer systems (Goverde and Hansen 2000). The data of each train event contain signaling and interlocking information of entire traffic control area were used, including train description steps, section entries and clearances, signals, and point switches (Toriumi, Taguchi, and Matsumoto 2014).
Dynamics of a railway vehicle on a laterally disturbed track
Published in Vehicle System Dynamics, 2018
Lasse Engbo Christiansen, Hans True
The location can today be defined accurately by a GPS system. On the Copenhagen S-train system [2] the wheel revolutions and the passage between the track circuit zones were monitored and used for the determination of the location of the fault. The uncertainty was 5 m. An inspector then had to find the accurate position and the type of fault. As to the state of the vehicle DSB at that time had conventional S-trains with ordinary München–Kassel bogies and Linke–Hoffmann–Busch train sets with Professor Friedrich's steered single-axle bogies. The measurements of the accelerations in three mutually orthogonal directions were performed in the car body above a bogie. The results were qualitatively independent of the type of the vehicle and the mileage covered since the last revision. Only vehicles that satisfied the safety and comfort requirements were used.
Application of multifractal detrended fluctuation analysis in fault diagnosis for a railway track circuit
Published in HKIE Transactions, 2018
Zicheng Wang, Yadong Zhang, Jin Guo, Lina Su
The type ZPW-2000 track circuit consists of a transmitter, SPT digital signal cables, matching unit, electrical insulated joint and rail line. The equivalent circuit of type ZPW-2000 track circuit in shunt state is shown in Figure 1. The digital signal cables are used to connect the indoor and outdoor equipment. The accordant connection of rails and cables is achieved through the matching unit. The electrical insulated joint is used to realise isolation with adjacent track circuit and it consists of tune unit BU1, BU2, air core coil SVA and part of the steel rails. is the connection impedance of electrical insulated equipment and steel rail. is the connection impedance of the electrical insulated equipment and the matching unit. is the equivalent resistance of the train wheel. is the compensation capacitor which is used to enlarge the propagation distance of track signal. is the spacing distance of two adjacent compensation capacitors.