Model Based System Engineering for Safety of Railway Critical Systems Pengfei Sun
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Selected Problems in Railway Vehicle Dynamics Related to Running Safety
THE ARCHIVES OF TRANSPORT ISSN (print): 0866-9546 Volume 31, Issue 3, 2014 e-ISSN (online): 2300-8830 DOI: 10.5604/08669546.1146984 SELECTED PROBLEMS IN RAILWAY VEHICLE DYNAMICS RELATED TO RUNNING SAFETY Ewa Kardas-Cinal Warsaw University of Technology, Faculty of Transport, Warsaw, Poland e-mail: [email protected] Abstract: The paper includes a short review of selected problems in railway vehicle-track system dynamics which are related to the running safety. Different criteria used in assessment of the running safety are presented according to the standards which are in force in Europe and other countries. Investigations of relevant dynamic phenomena, including the mechanism of railway vehicle derailment, and the resulting modifications of the running safety criteria are also discussed. Key words: railway vehicle, dynamics, running safety, derailment 1. Introduction and a great development in the field of modeling of Among the first problems that have emerged in the the railway vehicle-track systems and simulations early development of the railways was guidance of of their motion, remain valid and are still used in the railway vehicle along the track and the the analysis of the dynamics of such systems. associated excessive wear of wheel flanges. Solution to both problems was achieved in the 2. Investigations of railway vehicle dynamics second and third decades of the nineteenth century The first realistic model of railway vehicle by the introduction of a conical wheel tread and a dynamics was proposed by Frederick W. Carter – a clearance between wheel flange and the rail head. British engineer who graduated in mathematics at This was primarily the result of empirical the University of Cambridge. -
PROVÁDĚCÍ NAŘÍZENÍ KOMISE (EU) 2019/773 Ze Dne 16
27.5.2019 CS Úřední věstník Evropské unie L 139 I/5 PROVÁDĚCÍ NAŘÍZENÍ KOMISE (EU) 2019/773 ze dne 16. května 2019 o technické specifikaci pro interoperabilitu týkající se subsystému „provoz a řízení dopravy“ železničního systému v Evropské unii a o zrušení rozhodnutí 2012/757/EU (Text s významem pro EHP) EVROPSKÁ KOMISE, s ohledem na Smlouvu o fungování Evropské unie, s ohledem na směrnici Evropského parlamentu a Rady (EU) 2016/797 ze dne 11. května 2016 o interoperabilitě železničního systému v Evropské unii (1) a zejména na čl. 5 odst. 11 uvedené směrnice, vzhledem k těmto důvodům: (1) Článek 11 rozhodnutí Komise v přenesené pravomoci (EU) 2017/1474 (2) vymezuje konkrétní cíle pro vypracování, přijetí a přezkum technických specifikací pro interoperabilitu (TSI) železničního systému v Unii. (2) Podle čl. 3 odst. 5 písm. b) a f) rozhodnutí (EU) 2017/1474 by TSI měly být přezkoumány s cílem zohlednit vývoj železničního systému Unie a souvisejících činností v oblasti výzkumu a inovací a aktualizovat odkazy na normy. (3) Podle čl. 3 odst. 5 písm. c) rozhodnutí (EU) 2017/1474 by TSI měly být přezkoumány s cílem uzavřít zbývající otevřené body. Je třeba zejména vymezit rozsah otevřených bodů týkajících se provozu a rozlišit mezi příslušnými vnitrostátními předpisy a pravidly vyžadujícími harmonizaci prostřednictvím práva Unie s cílem umožnit přechod na interoperabilní systém a vymezit optimální úroveň technické harmonizace. (4) Dne 22. září 2017 Komise v souladu s čl. 19 odst. 1 nařízení Evropského parlamentu a Rady (EU) 2016/796 (3) požádala Agenturu Evropské unie pro železnice (dále jen „agentura“), aby připravila doporučení pro provedení výběru konkrétních cílů stanovených v rozhodnutí (EU) 2017/1474. -
Review and Summary of Computer Programs for Railway Vehicle Dynamics (Final Report), 1981
9( <85 W f Review and Sum m ary of U.S. D epartm ent of Transportation Computer Programs for Federal Railroad Administration Railway Vehicle Dynam ics Office of Research and Development Washington, D.C. 20590 FRA/ORD-81/17 February 1981 Document is available to the U.S. Final Report public through the National Technical information Service, Walter D. Pilkey and Staff Springfield, Virginia 22161 School of Engineering and Applied Science University of Virginia 03 - Rail Vehicles at Charlottesville, V A 22901 Components NOTICE This document is disseminated under the sponsorship of the U.S.Department of Transportation in the interest of information exchange. The United States Government assumes no liability for the contents or use thereof. NOTICE The United States Government does not endorse products of manufacturers. Trade or manufacturer's names appear herein solely because they are considered essential to the object of this report. Technical Report Documentation Page 1. Report No. 2. Governm ent A c c e s s io n N o. 3. R e c ip ie n t 's C a t a lo g No. FRA/0R&D-81/17 . 4. Title and Subtitle 5. R e p o rt D ate REVIEW AND SUMMARY OF COMPUTER PROGRAMS FOR RAILWAY February 1981 VEHICLE DYNAMICS . Q. 6. Performing Organization Code 8. Performing Orgoni zofion Report No. 7. A u th o r's) UVA-529162-MAE80-101 Walter D. Pilkey 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) School of Engineering and Applied Science, University of Virginia 11. Contract or Grant No. -
Influence of Train Control System on Railway Track Capacity
DAAAM INTERNATIONAL SCIENTIFIC BOOK 2012 pp. 419-426 CHAPTER 36 INFLUENCE OF TRAIN CONTROL SYSTEM ON RAILWAY TRACK CAPACITY HARAMINA, H.; BRABEC, D. & GRGIC, D. Abstract: The basic advantage of the train control methods based on the moving block technology compared to the fixed blocks where the headways of the slower trains, regarding their longer blocking times affects negatively the line capacity, lies in the fact that the position and the length of the moving blocks adapts to the position, dynamic characteristics, and actual speed of the successive train. Regarding a higher possibility for influence on the train movement characteristic during the moving block train operation, better traffic fluidity with more regular traffic flow can be achieved. Considering this fact an amount of regular recovery and buffer times needed for railway timetable stability can be decreased and thus more train paths in a particular dedicated time window can be added. In this way the moving block technology can increase the capacity of a railway line, especially in case of high density lines with significant heterogeneity of traffic. Key words: train control system, railway infrastructure capacity, moving block Authors´ data: Dr. Sc. Haramina, H[rvoje]; dipl.ing. Brabec, D[ean]* Dr. Sc. Grgić, D[amir]**; *University of Zagreb, Faculty of Transport and Traffic Sciences, Vukelićeva 4, Zagreb, Croatia, **Hrvatske željeznice, Mihanovićeva 12, Zagreb, Croatia; [email protected], [email protected], [email protected] This Publication has to be referred as: Haramina H[rvoje]; Brabec, D[ean] & Grgić, D[amir] (2012). Influence of Train Control System on Railway Track Capacity, Chapter 36 in DAAAM International Scientific Book 2012, pp. -
Kitsch, Irony, and Consumerism: a Semiotic Analysis of Diesel Advertising 2000–2008
AUTHOR’S COPY | AUTORENEXEMPLAR Kitsch, irony, and consumerism: A semiotic analysis of Diesel advertising 2000–2008 CHRIS ARNING Abstract Diesel advertising poses a conundrum for semiotics practitioners. Diesel ads are thought-provoking and seem to interrogate prevailing social mores as well as impugning fashion and consumerism. Each season’s Successful Living campaign is semiotically rich with a high connotative index. Teasing out these polysemic meanings is not a straightforward task, however. This article examines in detail six Diesel campaigns from 2000 to 2008. The ar- ticle focuses on the rhetorical devices and representational tropes that form the grounds for a Diesel approach to advertising. These include both a kitsch aesthetic and a camp sensibility. The author argues that the same brand constructs twin codes — one that positions Diesel as a scurrilous and insightful countercultural observer with key objections to our consumer- ist culture, and the other a nihilistic and ludic mischief maker that invites smart decoders into a realm of irony and textual bliss. The analysis applies a toolkit approach to semiotics that amalgamates theoretical grounding with pragmatism. Keywords: advertising; double-coding; irony; kitsch; consumerism. Advertisements are one of the most important cultural factors molding and reflecting our lives today . Advertisements are selling us something else besides consumer goods: in providing us with a structure in which we, and those goods are interchangeable, they are selling us ourselves. —Judith Williamson (1978: 11, 13) Text of pleasure: the text that contents, fills, grants euphoria; the text that comes from cul- ture and does not break with it. Text of bliss: Semiotica 174–1/4 (2009), 21–48 0037–1998/09/0174–0021 DOI 10.1515/semi.2009.027 6 Walter de Gruyter AUTHOR’S COPY | AUTORENEXEMPLAR AUTHOR’S COPY | AUTORENEXEMPLAR 22 C. -
BACKTRACK 22-1 2008:Layout 1 21/11/07 14:14 Page 1
BACKTRACK 22-1 2008:Layout 1 21/11/07 14:14 Page 1 BRITAIN‘S LEADING HISTORICAL RAILWAY JOURNAL VOLUME 22 • NUMBER 1 • JANUARY 2008 • £3.60 IN THIS ISSUE 150 YEARS OF THE SOMERSET & DORSET RAILWAY GWR RAILCARS IN COLOUR THE NORTH CORNWALL LINE THE FURNESS LINE IN COLOUR PENDRAGON BRITISH ENGLISH-ELECTRIC MANUFACTURERS PUBLISHING THE GWR EXPRESS 4-4-0 CLASSES THE COMPREHENSIVE VOICE OF RAILWAY HISTORY BACKTRACK 22-1 2008:Layout 1 21/11/07 15:59 Page 64 THE COMPREHENSIVE VOICE OF RAILWAY HISTORY END OF THE YEAR AT ASHBY JUNCTION A light snowfall lends a crisp feel to this view at Ashby Junction, just north of Nuneaton, on 29th December 1962. Two LMS 4-6-0s, Class 5 No.45058 piloting ‘Jubilee’ No.45592 Indore, whisk the late-running Heysham–London Euston ‘Ulster Express’ past the signal box in a flurry of steam, while 8F 2-8-0 No.48349 waits to bring a freight off the Ashby & Nuneaton line. As the year draws to a close, steam can ponder upon the inexorable march south of the West Coast Main Line electrification. (Tommy Tomalin) PENDRAGON PUBLISHING www.pendragonpublishing.co.uk BACKTRACK 22-1 2008:Layout 1 21/11/07 14:17 Page 4 SOUTHERN GONE WEST A busy scene at Halwill Junction on 31st August 1964. BR Class 4 4-6-0 No.75022 is approaching with the 8.48am from Padstow, THE NORTH CORNWALL while Class 4 2-6-4T No.80037 waits to shape of the ancient Bodmin & Wadebridge proceed with the 10.00 Okehampton–Padstow. -
Shapwick Heath National Nature Reserve (NNR) Management Plan
Shapwick Heath National Nature Reserve (NNR) Management Plan 2018 - 2023 Site Description 1: Description 1.1: Location Notes Location Shapwick Heath NNR lies 12 km from M5 Junction 23 between the villages of Westhay and Shapwick. Its central entrance lies on Shapwick Road, which intersects the site, approx. 7 km west of the town of Glastonbury. County Somerset District Sedgemoor and Mendip District Councils Local Planning Somerset County Council: Authority Sedgemoor District Council and Mendip District Council National Grid ST430403 Centre of site Reference See Appenix 1: Map 1 Avalon Marshes 1.2: Land Tenure Area Notes (ha) Total Area of NNR 530.40 Freehold 421.93 Declared an NNR in 1961 and acquired in stages: 1964/ 1984/ 1995 / 2006. Leasehold 108.47 Leased from Wessex Water plc S 35 Agreement S16 Agreement Other Agreements 137.81 A 10 year grazing licence with Mrs E R Whitcombe is in place until 30th April 2021. This includes use of farm buildings and infrastructure. This land is also subject to a Higher Level Stewardship agreement expiring on the same date. Legal rights of See Map 2 – Shapwick Heath NNR Landholdings access Access rights granted to Natural England by the Environment Agency Other rights, Natural England own access, mineral, sporting and covenants, etc. timber rights over all freehold land Notes Copies of leases and conveyances are held at 14-16 The Crescent Taunton TA1 4EB See Appendix 2: Map 2 Shapwick Heath NNR Landholdings 1.3: Site Status Designation Area Date Notes (ha) Special Area of Conservation (SAC) Special Designation: 1995 Part of the Somerset Levels & protection Area Moors SPA (SPA) Ramsar Designation: 1995 Part of the Somerset Levels & Moors Ramsar site NNR 452.4 Declarations: NNR and SSSI boundaries are No.1 1961 similar but not the same. -
Next Generation Train Control (NGTC): More Effective Railways Through the Convergence of Main-Line and Urban Train Control Systems
Available online at www.sciencedirect.com ScienceDirect Transportation Research Procedia 14 ( 2016 ) 1855 – 1864 6th Transport Research Arena April 18-21, 2016 Next Generation Train Control (NGTC): more effective railways through the convergence of main-line and urban train control systems Peter Gurník a,* aUNIFE – The European Rail Industry, 221 avenue Louise, B-1050 Brussels, Belgium Abstract The main scope of Next Generation Train Control (NGTC) project is to analyse the commonality and differences of required functionality for mainline and urban lines and develop the convergence of both European Train Control System (ETCS) and Communication Based Train Control (CBTC) systems, determining the level of commonality of architecture, hardware platforms, and system design that can be achieved. This will be accomplished by building on the experience of ETCS and its standardised train protection kernel, where the different manufacturers can deliver equipment based on the same standardized specifications and by using the experience the suppliers have gained by having developed very sophisticated and innovative CBTC systems around the world. The paper focuses on the analyses of the already produced NGTC Functional Requirements Specifications and is summarizing other project activities on various train control technology developments suitable for future train control systems. © 2016 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (©http://creativecommons.org/licenses/by-nc-nd/4.0/ 2016The Authors. Published by Elsevier B.V..). PeerPeer-review-review under under responsibility responsibility of Road of Road and Bridgeand Bridge Research Research Institute Institute (IBDiM) (IBDiM). Keywords: Railways; signalling; automation; ERTMS / ETCS; CBTC; ATO; ATP; ATS; FRS, SRS; Moving Block; IP Radio Communication; GNSS * Corresponding author. -
Principles of Accountancy 18UCC101
KONGUNADU ARTS AND SCIENCE COLLEGE (AUTONOMOUS) [Re-accredited by NAAC with ‘A’ Grade 3.64 CGPA-(3rd Cycle)] Coimbatore – 641 029 DEPARTMENT OF B.COM CA KASC-Commerce CA QUESTION BANKS SUBJECTS S.No Name of the Subject 1. C. P: 1 – Principles of Accountancy 2. C.P: 2 – Introduction to Information Technology 3. C.P: 5 – Cost Accounting 4. C.P: 6 – Direct Tax 5. C.P: 7 – Principles of Marketing 6. C.P: 8 – Database Management System 7. Allied. C: 1- Executive Business Communication 8. SBS: 1 – Managerial Economics 9. C.P: 12 – Principles of Auditing 10. C.P: 13 – Management Accounting 11. C.P: 14 – Financial Management 12. C.P: 15 – Programming in Visual Basic 13. E.l.P: 1 - Business Research Methods 14. SBS: 3 – Human Resource Management 15. Allied Paper: 3 – Accounting and Export Management 16. Allied Paper: 1 - Business Accounting KASC-Commerce CA Principles of Accountancy 18UCC101 SECTION- A 1 MARKS UNIT-I 1. The First and foremost step of accounting is (a) Recording (b) Summarizing (c) Classifying (d) Interpreting 2. According to the Going concern concept, a business entity is assumed to have (a) Short life (b) Limited life (c) Indefinite life (d) Long life 3. Which account is an account of a person? (a) Personal (b) Real (c) Nominal (d) Impersonal 4. Debit all the expenses and losses it is a rule of (a) Real A/C (b) Nominal A/C (c) Personal A/C (d) Expenses A/C 5. Return outwards are deducted from (a) Purchase (b) Rent (c) Sales (d) Wages 6. -
ERTMS/ETCS - Indian Railways Perspective
ERTMS/ETCS - Indian Railways Perspective P Venkata Ramana IRSSE, MIRSTE, MIRSE Abstract nal and Balise. Balises are passive devices and gets energised whenever Balise Reader fitted on Locomo- European Railway Traffic Management System tive passes over it. On energisation, balises transmits (ERTMS) is evolved to harmonize cross-border rail telegrams to OBE. Telegram may consist of informa- connections for seamless operations across European tion about aspect of Lineside Signal, Gradients etc., nations. ERTMS is stated to be the most performant Balises are generally grouped and unique identifica- train control system which brings significant advan- tion will be provided to each balise. It helps to detect tages in terms of safety, reliability, punctuality and the direction of train. There four types of balises ex- traffic capacity. ERT.MS is evolving as a global stan- ist based their usage - Switchable, Infill, Fixed and dard. Many countries outside Europe - US, China, Repositioning balises. Switchable balises will be pro- Taiwan, South Korea and Saudi Arabia have adopted vided near lineside signals and they transmit aspect ERTMS standards for train traffic command and con- of lineside signal, permanent speed restrictions, gra- trol. dient information etc., Infill balises are provided in advance of signals to convey aspect of lineside signals earlier than Switchable balises. Fixed balises convey 1 Introduction information in regard to temporary speed restrictions and Repositioning balises provides data corrections. Signalling component of ERTMS has basically Balises transmit data in long or short telegrams four components - European Train Control System and those pertaining to direction. They are of two (ETCS) with Automatic Train Protection System, types - standard and reduced. -
Archaeological Geophysical Prospection in Peatland Environments
Archaeological geophysical prospection in peatland environments Kayt Armstrong Dissertation submitted in partial fulfilment of the requirements for the degree ‘Doctor of Philosophy’, awarded by Bournemouth University 2010 Volume 1 of 2 This copy of this thesis has been supplied on the condition that anyone who consults it is understood to recognise that copyright rests with its author and due acknowledgement must always be made of the use of any material contained in, or derived from, this thesis. Abstract Waterlogged sites in peat often preserve organic material, both in the form of artefacts and palaeoenvironmental evidence as a result of the prevailing anaerobic environment. After three decades of excavation and large scale study projects in the UK, the sub- discipline of wetland archaeology is rethinking theoretical approaches to these environments. Wetland sites are generally discovered while they are being damaged or destroyed by human activity. The survival in situ of these important sites is also threatened by drainage, agriculture, erosion and climate change as the deposits cease to be anaerobic. Sites are lost without ever being discovered as the nature of the substrate changes. A prospection tool is badly needed to address these wetland areas as conventional prospection methods such as aerial photography, field walking and remote sensing are not able to detect sites under the protective over burden. This thesis presents research undertaken between 2007 and 2010 at Bournemouth University. It aimed to examine the potential for conventional geophysical survey methods (resistivity, gradiometry, ground penetrating radar and frequency domain electromagnetic) as site prospection and landscape investigation tools in peatland environments. -
Time to Change!
Time to Change! “Railway Time” With the introduction of the railway, travel became faster. With every station keeping its own local mean time, the need for a synchronized time arose. The first railway company to implement a common time for all stations, appropriately named “Railway Time,” was the Great Western Railway in November 1840. By 1847, most railways were using “London Time,” the time set at the Royal Observatory in Greenwich. In 1847, the Railway Clearing House, an industry standards body, recommended that Greenwich Mean Time (GMT) be adopted at all stations as soon as the General Post Office permitted it. On December 1, 1847, the London and North Western Railway, as well as the Caledonian Railway, adopted “London Time,” and by 1848 most railways had followed. Unofficial GMT By 1844, almost all towns and cities in Britain had adopted GMT, though the time standard received some resistance, with railway stations keeping local mean time and showing “London Time” with an additional minute hand on the clock. In 1862, the Great Clock of Westminster, popularly known as Big Ben, was installed. Though not controlled by the Royal Observatory at Greenwich, it received hourly time signals from Greenwich and returned signals twice daily. Standard Time Adopted However, it was not until 1880 that the British legal system caught up with the rest of the country. With the Statutes (Definition of Time) Act (43 & 44 Vict.), Greenwich Mean Time was legally adopted throughout the island of Great Britain on August 2, 1880. Images of original British Railways South Region Clocks at Bat & Ball Station Above – Clock circa 1950 ex Ashford Station Below – Clock circa 1949 ex Dartford Station .