scholarly journals The Impact of Rolling Stock Heterogeneity on Tram Stop Dwell Time

2021 ◽  
Vol 12 (1) ◽  
pp. 84
Author(s):  
Igor Majstorović ◽  
Maja Ahac ◽  
Saša Ahac ◽  
Silvio Bašić

The prediction of stop dwell time is a major issue in travel speed modeling, i.e., in the definition of travel time for high-frequency and high-ridership rail public transport. This is due to the numerous influential factors associated with stop dwell time, variable both in space and time, such as passenger flow, vehicle and stop design characteristics, and traffic organization. To investigate the impact of the heterogeneity of tram vehicles on stop dwell time, a survey was conducted regarding the tram network of the City of Zagreb. The dwell time at three consecutive island stops served by three different tram vehicle types was analyzed. The stops are located near the city center, in a separate tram corridor, at the far side of signalized intersections. Dwell time was determined and evaluated through the statistical analysis of observed, measured, and video-recorded data. The results show that at stops with up to 200 passengers per hour, the dwell time is around 15 s. For volumes of 20 passengers or less per tram, the dwell time is mostly affected by the tram door opening mechanism and opening/closing time. As the passenger volumes become higher, the number of doors per vehicle becomes more significant.

Dependability ◽  
2019 ◽  
Vol 19 (3) ◽  
pp. 40-46
Author(s):  
I. B. Shubinsky ◽  
A. M. Zamyshliaev ◽  
A. N. Ignatov ◽  
A. I. Kibzun ◽  
E. O. Novozhilov

Aim. According to the Russian freight car crash/derailment investigation records for the period between 2013 and 2016., derailments and crashes during train operations were mostly caused by rolling stock malfunctions, while about a third of such derailments were due to bogie solebar fracture. The average number of derailed units of rolling stock is 4.16 in case of derailment due to solebar fracture against 1.73 in case of derailments due to other rolling stock malfunctions. Previously, a method was developed that allows making decisions to discard a batch of solebars. On the other hand, solebars from batches exempt from discarding can be subject to fractures over time. In this context, it appears to be of relevance to develop a method that would enable timely uncoupling of a car for its submission to depot/full repairs in order to avoid solebar fracture. For this purpose, factor models of fracture hazard estimation should be considered. Such factors may include the number of kilometers travelled from the last maintenance depot (MD), as well as the number of kilometers and days until the next scheduled full/depot repairs. The probability of solebar fracture can be used as the quantitative characteristic of the hazard of solebar fracture. However, probability estimation in the form of, for instance, the frequency of solebar fracture is only possible when observation data is available on when fracture or critical defect of solebar did not occur, yet such data is not collected. Therefore, the hazard index of solebar fracture should be developed. As it is difficult to manage the frequency of car submission to MD, the hazard index must depend only on the number of days and kilometers to repairs. Using the constructed index, the ranges of (non) acceptable factor values must be defined in order to enable decision-making regarding car uncoupling and submission to repairs, should the MD car inspector have doubts regarding the necessity of uncoupling. Methods. Methods of mathematical programming were used in this paper. Results. Conclusions. An impact index was built that characterizes the probability of freight car solebar fracture depending on the number of days and kilometers until the next scheduled repairs of such car. Based on that index, two methods of definition of ranges of (non)acceptable factor values were proposed. The first method was based on the values of the impact index. The second one was based on the identification of some parameters of ranges of (non)acceptable factor values and selection – out of all ranges – of the best ones in terms the lowest hazard of solebar fracture. Such selection was made by solving problems of mixed integer programming with quadratic constraint.


2018 ◽  
Vol 77 (4) ◽  
pp. 191-199
Author(s):  
A. M. Brzhezovskiy

The largest part of operating fleet of EMU trains, operated on the railways of the JSC “Russian Railways”, belongs to the category “ЭП” - electric commuter trains for transporting passengers in suburban areas with a length of the turnover section not exceeding 200 km with a speed of up to 120 km/h. The category of “ЭП” electric trains is fully formed by the domestic rolling stock produced since 1993. After putting Safety Norms NB ZhT 03-98 into force in 1998 and subsequently entering Technical Regulations of the Customs Union - TR TS 001/2011 virtually all new or upgraded series of EMU trains of the category «ЭП» within the acceptance and certification tests were experimentally investigated by the Test Loop of the JSC “VNIIZhT” (ITs ZhT) for compliance with safety requirements from the conditions for ensuring normative level of indicators of interaction between rolling stock and the track. Main technical parameters were shown as well as design features of carriage part of EMU trains of the category “ЭП”. The following features were considered: comparative quantitative values and dependencies on the travel speed and the level of unbalanced accelerations of the experimental indicators of influence on the track of EMU train cars of the category “ЭП”, determined from the results of statistical processing of realizations of dynamic stresses in the throttle of rail sole and lateral forces; vertical and lateral (horizontal) forces transmitted from the wheels to the rail head; stability coefficients of assembled rails and sleepers from the transverse shift along the ballast, as well as the coefficients f of the transition from the axial stresses in the base of the rail to the stresses in the outer edge of the rail sole. The quantitative values of the impact indicators on the track of EMU train cars of the category “ЭП” with a design speed of 120 km/h, obtained from the results of complex certification and acceptance tests, are in the range of values regulated by the current regulatory documents. It is recommended to use the values of the impact indicators on the track to evaluate the design of the carriage part of EMU train cars at the design stage.


2017 ◽  
Vol 41 (2) ◽  
pp. 110-119 ◽  
Author(s):  
Laura DE GIORGI

One distinctive facet of Shanghai’s cosmopolitanism and openness to the outer world is the foreign presence in the city. Partially reviving the myth of the old pre-1949 Shanghai, in the last twenty years Shanghai has become again a pole of attraction for foreign migrants, and it actually hosts one of the most numerous community of residents of alien nationality in the People’s Republic of China. Drawing from sociological and ethnological literature, from official reports and media coverage of the topic, this paper overviews the impact of foreign communities in Shanghai and investigates how Shanghai local migration policies and media discourse shape the meaning of this phenomenon with respect to the definition of Shanghai’s identity as a globalizing and a Chinese metropolis as well.


2021 ◽  
Author(s):  
Natalie Ramtahal

This MRP will examine how food can be used as a tool for challenging traditional nation stories and growing notions of what it means to be Canadian. There is an opportunity to write and shape a Canadian narrative that is inclusive of its evolving demography while simultaneously reconciling its violent history by developing a Canadian culinary identity. Food is political, social and cultural. Food can bring people together and can provide a platform to have compelling discussions about what it means to be Canadian; who is included in the definition of Canadian; and, how we can develop a sense of Canadianness that speaks to an evolving population. Historically and at present, Canada’s story has often excluded or minimized the cultural, political and social contributions of Indigenous peoples and racialized immigrants. There remains a prevailing sense of Canadian identity being tethered to whiteness despite over a century of global immigration. However, the very idea of what defines Canadianness is relatively tenuous one. There are few traits, markers, or qualities that are seen as characteristically Canadian. This is even more true for Canada’s culinary identity. What exactly is Canadian food? Canada, as a nation, is a relatively new country without a clear culinary identity. Further, Canada is an expansive land mass covering different time zones, geographic regions, and climates. To further complicate matters, it is place for people from all over the world to immigrate. Nowhere is the impact of immigration and the diversity of people more evident than in Toronto. How the city has changed demographically is reflected in the diversification of it’s culinary landscape. The wide range of available foods reveals and affirms how the appetites and desires of those that live here have also changed. International foods, restaurants and markets are not only ubiquitous, but a defining characteristic of the city. Where, what and how people eat can provide insight into how historical systems of inequality and colonial narratives persist. Growing and developing Canadian culinary identity is a way of challenging the idea of whiteness as a prerequisite for being Canadian. It is a potential way to acknowledge and include immigrant contributions. Food is wrapped up in politics of inequality and injustice, just as much as it is in pleasure and desire. Mapping how food is used as a tool that furthers colonization and racist dogma is key for shifting food to a tool for education and understanding. Food has the power to open up conversation and reshape understandings of Canadian identity through developing and defining a distinct Canadian culinary position. If an understanding about Canadian culinary identity is inclusive of its complex and divergent cultural and political history, then perhaps there is an opportunity to rethink Canadian identity as a whole. The goal of this MRP is to establish that food can be used as an ideological intervention that examines, challenges and reimagines Canadian identity.


Author(s):  
Alexey Dubrovsky ◽  
Tamara Vereshchaka ◽  
Pavel Batin ◽  
Olesya Malygina

The article presents the results of studies on the adjustment of cadastral value using a new factor-the probability of an emergency or natural disaster. A new term, emergency geospatial, has been introduced for the spatial definition of an emergency. The analysis of the legal regime of lands subject to emergency situations is carried out. Conclusions are drawn about the legal definition of the geospatial boundary of the emergency situation and the impact of emergencies on real estate. The characteristic of emergency situations, as well as the probability of their occurrence is given. The connection between the emergency situation and the cadastral value of real estate is shown. The dependence of the value of real estate on their location in the geospatial probable emergency. The technological scheme of determination of cadastral value of real estate objects in the zone of manifestation of an emergency situation is developed. A geoinformation project was carried out on the territory of the city of Novosibirsk. The most probable emergencies are taken into account. The map of zones of possible manifestation of emergency situations is made. The comparison of the cost of real estate in emergency zones, with objects analogues, located outside the emergency zone. The values of the correction factor for adjusting the cadastral value are proposed. The map of distribution of correction factors for adjustment of cadastral value of real estate objects in zones of possible manifestation of emergency situations is made. Work on the adjustment of the cadastral value of real estate located in the areas of possible manifestations of emergency situations is promising. First, the zones must be taken into account in modern urban policy and as much as possible to protect real estate and the population from the manifestation of emergency situations. Secondly, the reduction of cadastral value and taxes will allow owners to invest in insurance funds and insure real estate.


2021 ◽  
Vol 2 (3) ◽  
pp. 224-234
Author(s):  
Matteo Giannettoni ◽  
Angelica Lo Duca ◽  
Andrea Marchetti

In 2020 a new pandemic, named COVID-19 has been spreading all over the world, causing a reduction of activities, including in the tourism sector. This paper tries to quantify the effects of COVID-19 on accommodations, with a particular focus on prices trend and accommodations availability. Experiments simulated more than 400 accommodation bookings over the period of time before, during and after the wave of the pandemic caused by COVID-19. The analysis is done for the city of Pisa, but it could be generalized to all the other cities, provided that there is an availability of data. The typology with the highest drop in availability was that of 2-star hotels with a maximum decrease of 66%. Even the 4 and 3-star hotels were clearly affected by the pandemic, recording maximum drops of 36% for 4-star hotels and 25% for 3-star hotels. Regarding the analysis of prices trend, the categories most affected by the pandemic were hotels, hostels and tourist villages, which recorded significant price increases. The major novelty of this paper involves the definition of a strategy which can be used to analyze the impact of COVID-19 on accommodations, as well as the release of the DOTApy software for the extraction of data. Doi: 10.28991/HIJ-2021-02-03-07 Full Text: PDF


2020 ◽  
Vol 6 (159) ◽  
pp. 173-177
Author(s):  
D. Lychov

The issue of increasing the efficiency of urban electric transport through the introduction of CASE-technologies based on SADT-methodology is considered. The performance of the system analysis of the operation of urban electric transport is given. The system of urban electric transport is considered not as an isolated system that solves only its problems - making a profit, but in connection with the problems of the city, the population that uses transport services, enterprises that employ people who transport. The proposed methodology will allow to create a computer functional model of operation of electric vehicles in the IDEF0 format using the software package BPWin. It is shown that the operation of transport is a complex process consisting of three subsystems: operation management, commercial and technical operation. Each of these subsystems has its own functional tasks, which require appropriate resources. Therefore, to ensure resource conservation in the operation of rolling stock, the following levels of development are presented and considered: the city transport system, urban electric transport enterprises, technological processes of passenger transportation, maintenance, maintenance and repair of facilities and equipment. Also operation of city electric transport includes maintenance of vehicles in depot. This article describes the features of the impact of the rolling stock of urban electric transport on energy consumption, taking into account the influence of factors such as passenger cabin occupancy, mileage of the mobile unit when operating on the routes of large cities, operating speed. A new methodology for evaluating the work of a city electric transport company is presented, which allows to combine several different, economically independent enterprises into one functional model. It is shown that the use of the proposed model will make it possible to create a system of accounting for electricity consumption by different types of urban electric transport.


2021 ◽  
Vol 2 (3) ◽  
pp. 317-326
Author(s):  
T. A. Komarov ◽  
V. P. Fyedorov

The current situation on the territory of Russian transport parks is considered, where the preference is given to the modernization of the existing rolling stock over the purchase of new transport. The analysis of modernization is carried out, the main stages and advantages of the improvement of tram cars are shown on the example of tram facilities in St. Petersburg and Izhevsk. A number of trends that have developed in modern market conditions are noted. The use of one of the oldest modes of transport — the tram — has proven its profitability, high carrying capacity, the ability to achieve high speeds, and the introduction of the latest technologies to reduce noise and vibration increases not only aesthetic appeal for urban residents, but also reduces the impact on environmental systems.It has been established that overhaul and refurbishment with complete modernization can extend the service life of the tram up to 15 years."Launching" a tram line on a concession basis in a small town can become an effective anti-crisis tool with an appropriate feasibility study and organizational issues. The tram as a public transport is more profitable for the city, since the lane allocated for it is more efficiently used, because a tram in a 2-3-car coupling carries more people than a trolleybus. Renewal of the tram fleet through modernization is a current trend.


1962 ◽  
Vol 9 (4) ◽  
pp. 379-386
Author(s):  
K. Hertz

The problem of adaptation of Protestantism to an urban civilization has occasioned a comprehensive study by the National Lutheran Council in the United States of the various facets of such an adaptation. The present article is a brief account of the general framework, aims and concepts of this study, as well as its effects on the efficacity of the Church in the city. Two distinct problems are in fact posed: that of the conditions of survival of institutions submitted to the impact of urban civilization; and that of clear definition of the signification to be given to the religious phenomenon and, consequently, to religious efficacity. This research poses problems both at the conceptual level and at that of pastoral strategy in the urban milieu.


Religions ◽  
2021 ◽  
Vol 12 (3) ◽  
pp. 165
Author(s):  
Izabela Sołjan ◽  
Justyna Liro

Pilgrimage centers are important elements of the spatial structure of cities and simultaneously factors influencing their transformations. The pilgrimage function of sanctuaries can lead to development of service zones around them focused mainly on serving visitors, i.e., pilgrims and tourists. They often perform functions complementary to sanctuaries. Here we present the results of studies of sanctuary service zones conducted at twenty six popular Catholic sanctuaries in Europe. In this paper, we discussed the influence of the sanctuary on city space on the macro, meso and micro scales. We proposed a definition of a sanctuary service zone, and developed a model approach to the different types: initial (slightly developed) zones, dispersed zones (integrated into the urban space, with their pilgrimage function coexisting with other urban functions), and compact zones—linear, or pilgrimage districts (with dominating pilgrimage function). The development of sanctuary service zones depends mainly on the rank of the pilgrimage center, as well as on the period in which it was founded, pilgrimage traditions, and the location of the pilgrimage center in the city. This paper is a continuation and extension of research into the impact of pilgrimage centers on city space transformations in the context of socio-cultural changes in the 20th and 21st centuries.


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