scholarly journals Resilience of Railway Transport to Four Types of Natural Hazards: An Analysis of Daily Train Volumes

2021 ◽  
Vol 6 (12) ◽  
pp. 174
Author(s):  
Vigile Marie Fabella ◽  
Sonja Szymczak
Keyword(s):  
Natural Hazards ◽  
Natural Hazard ◽  
Negative Binomial ◽  
Mass Movements ◽  
Reverse Causality ◽  
Railway Network ◽  
Railway Traffic ◽  
Railway Infrastructure ◽  
Data Regression ◽  
Traffic Volumes

A crucial step in measuring the resilience of railway infrastructure is to quantify the extent of its vulnerability to natural hazards. In this paper, we analyze the vulnerability of the German railway network to four types of natural hazards that regularly cause disruptions in German rail operations: floods, mass movements, slope fires, and tree falls. Using daily train traffic data matched with various data on disruptive events, we quantify the extent to which these four types of natural hazard reduce daily train traffic volumes. With a negative binomial count data regression, we find evidence that the track segments of the German railway network are most vulnerable to floods, followed by mass movements and tree-fall events. On average, floods reduce traffic on track segments by 19% of the average daily train traffic, mass movements by 16%, and tree fall by 4%. Moreover, when more than one type of natural hazard affects the track segment on the same day, train traffic on that segment falls by 34% of the average train traffic. Slope fires have an ambiguous and nonrobust effect on train traffic due to the reverse causality due to its triggering factors. This is the first study that attempts to rank different natural hazards according to their impact on railway traffic. The results have implications for the selection of resilience strategy and can help prioritize policy measures.

scholarly journals Die Schutzfunktion in Windwurfflächen

2015 ◽  
Vol 166 (3) ◽  
pp. 168-176 ◽  
Author(s):  
Peter Bebi ◽  
Jean-Marie Putallaz ◽  
Marius Fankhauser ◽  
Ueli Schmid ◽  
Raphael Schwitter ◽  
...  
Keyword(s):  
Natural Hazards ◽  
Forest Regeneration ◽  
Natural Hazard ◽  
Mass Movements ◽  
Roughness Effect ◽  
Stem Resistance ◽  
Natural Forest Regeneration ◽  
Terrain Roughness ◽  
Term Analysis

Protection against natural hazards on windthrow areas We give an overview on natural hazard processes on windthrow areas during the first 20 years after the winterstorm Vivian (1990). This overview is based on 1) repeated pulling experiments and a long-term analysis of stem movements in the uncleared winthrow area Cavorgia/Disentis, 2) the assessment of avalanche protection function of 26 windthrow areas, and on (3) StorMe cadastral data of natural hazard events on windthrow areas. The effective heights and stem resistance of lying logs have been reduced to ca. 40% of the original values on average in the uncleared winthrow area Cavorgia/ Disentis. In particular on very steep (>45°) and rocky slopes, some of the stems have moved several meters. Most of the 26 investigated windthrow areas did not fulfill any of the considered criteria to effectively protect against avalanches. Nevertheless, very few avalanches and rockfall events were observed on Vivian areas. The relatively large number of shallow landslides in the years after the windthrow could, however, be a sign of a certain time with increased landslide susceptibility. Our results and observations suggest that the increased terrain roughness after Vivian largely compensated for the decreased protection effects against avalanche and rockfall of former stands structures during the first years after the storm. After 20 years, the terrain roughness effect has strongly decreased and reliable protection against mass movements depends in most cases on a sufficiently advanced natural forest regeneration or on additional post-windthrow plantations. It is important to consider specific conditions on the level of single slopes when planning measures against natural hazards in windthrow areas.

scholarly journals State of railway traffic in Vojvodina after the attitudes and the postal development

2020 ◽  
Vol 54 (1) ◽  
pp. 405-426
Author(s):  
Aleksandar Blagojević
Keyword(s):  
World War Ii ◽  
World War I ◽  
Peace Treaty ◽  
World War ◽  
Railway Network ◽  
Railway Traffic ◽  
Railway Infrastructure ◽  
The World ◽  
Railway System

Railway in Vojvodina have been built since 1856.According to a peace treaty it became a part of a railway network of a new country in 1918.Rails on that territory were not as destroyed in Vojvodina as they were in Serbia during the World War I but they were damaged and had barely any transporting ability. After the annexation of Vojvodina to Serbia, the existing rails were reconstructed, new rails and railway infrastructure were built and some new rules regarding railway traffic were introduced. During the first couple of years railway system in a new country was not centralized and it was controlled by five different regional sections, one of which was located in Subotica for territory of Backa, Banat and Baranja. In the period from 1923/24 to the World War II the railway system was centralized. Regarding the difficulties and problems that the new country had encountered, the development and the results of a management between the two World Wars were satisfying

scholarly journals Efficiency of Planning the Reconstruction of Railway Facilities Using BIM

2021 ◽  
Vol 18 (4) ◽  
pp. 98-107
Author(s):  
B. A. Volkov ◽  
D. A. Boyarinov
Keyword(s):  
Dynamic Programming ◽  
Net Present Value ◽  
Dominant Role ◽  
Production Capacity ◽  
Economic Assessment ◽  
Dynamic Programming Method ◽  
Railway Network ◽  
Industrial Enterprises ◽  
Railway Infrastructure ◽  
Traffic Volumes

The development of industrial enterprises and the growth of the logistics market require a new approach of planning the construction and reconstruction of railway infrastructure facilities. For the efficient functioning of the transport system, it is necessary to balance the infrastructure capacity and the needs of the freight and passenger transport market. Uneven growth in traffic volumes applies an extra load to the railway network.Reconstruction of an infrastructure facility can be considered as a phased increase in the production capacity of an enterprise, considering the indicators of net present value (NPV) and labour costs based on the dynamic programming method.The article analyses the issue of using BIM‑modelling in planning the reconstruction of railway infrastructure facilities. The concept of a digital railway is considered as an example since digital railway projects are the main drivers of the economy of many countries.Reconstruction of railways in the context of a lack of information about the existing infrastructure facility is an urgent problem for the design organization when conducting surveys in difficult conditions, agreeing on the list of engineering networks and linking the infrastructure of the design object with external asset holders.The objective of the article is to consider the dominant role of BIM for the infrastructure reconstruction projects using a method for economic assessment of investment options based on dynamic programming according to NPV indicator.

Digital standard interfaces in railway traffic control systems

2020 ◽  
Vol 131 ◽  
pp. 17-29
Author(s):  
Paweł Wontorski ◽  
Magdalena Dzierżak
Keyword(s):  
Research And Development ◽  
Control Systems ◽  
Traffic Control ◽  
Essential Feature ◽  
Background Information ◽  
Coherent System ◽  
Railway Network ◽  
Railway Traffic ◽  
Functional Aspects ◽  
Railway Infrastructure

The article presents the issue of digital standard interfaces of railway traffic control systems. The digitization and standardization of interfaces are digital rail elements, an essential feature of integrating various devices, facilities, and processes in one coherent system. The authors described the problems of connecting computer systems, starting from the interface's definition, including technical and functional aspects. Examples of interface types selected problems resulting from connecting incompatible devices and attempts to solve them are presented. It then provides background information on the project to develop a digital interface standard for selected rail traffic control systems. The project described in this article, under the name of "Standardization of selected interfaces of railway traffic control equipment and systems" POIR.04.01.01-00-0005/17, has been created as part of the BRIK (Research and Development in Railway Infrastructure) program and has been cofinanced both by the NCBiR (The National Centre for Research and Development), as well as the PKP Polskie Linie Kolejowe S.A. (PKP PLK - Polish State Railways). The project's goal is to develop, through research, specifications, and requirements for interfaces used in railway traffic control systems, which will become a standard enabling linking of systems from different manufacturers. The project results will be dedicated to using on the railway network managed by PKP PLK (and potentially also by other infrastructure managers) and documentation containing descriptions of standards, guidelines for the application and design of these interfaces.

scholarly journals Experimental Strain Measurement Approach Using Fiber Bragg Grating Sensors for Monitoring of Railway Switches and Crossings

Sensors ◽  
2021 ◽  
Vol 21 (11) ◽  
pp. 3639
Author(s):  
Abdelfateh Kerrouche ◽  
Taoufik Najeh ◽  
Pablo Jaen-Sola
Keyword(s):  
Fiber Bragg Grating ◽  
Experimental Tests ◽  
Cost Effective ◽  
Measuring Method ◽  
Bragg Grating ◽  
Railway Network ◽  
System Failures ◽  
Railway Infrastructure ◽  
Train Speed ◽  
And Control

Railway infrastructure plays a major role in providing the most cost-effective way to transport freight and passengers. The increase in train speed, traffic growth, heavier axles, and harsh environments make railway assets susceptible to degradation and failure. Railway switches and crossings (S&C) are a key element in any railway network, providing flexible traffic for trains to switch between tracks (through or turnout direction). S&C systems have complex structures, with many components, such as crossing parts, frogs, switchblades, and point machines. Many technologies (e.g., electrical, mechanical, and electronic devices) are used to operate and control S&C. These S&C systems are subject to failures and malfunctions that can cause delays, traffic disruptions, and even deadly accidents. Suitable field-based monitoring techniques to deal with fault detection in railway S&C systems are sought after. Wear is the major cause of S&C system failures. A novel measuring method to monitor excessive wear on the frog, as part of S&C, based on fiber Bragg grating (FBG) optical fiber sensors, is discussed in this paper. The developed solution is based on FBG sensors measuring the strain profile of the frog of S&C to determine wear size. A numerical model of a 3D prototype was developed through the finite element method, to define loading testing conditions, as well as for comparison with experimental tests. The sensors were examined under periodic and controlled loading tests. Results of this pilot study, based on simulation and laboratory tests, have shown a correlation for the static load. It was shown that the results of the experimental and the numerical studies were in good agreement.

Regional Perspective of Safety Performance Functions and Their Application to Florida Intersections in Suburban Residential and Urban General Context Classification Categories

2021 ◽  
pp. 036119812110084
Author(s):  
Ghalia Gamaleldin ◽  
Haitham Al-Deek ◽  
Adrian Sandt ◽  
John McCombs ◽  
Alan El-Urfali
Keyword(s):  
Negative Binomial ◽  
Regression Tree ◽  
Influential Factors ◽  
Safety Performance ◽  
General Context ◽  
Boosted Regression Tree ◽  
Safety Performance Functions ◽  
Traffic Volumes ◽  
Intersection Types ◽  
The Individual

Safety performance functions (SPFs) are essential tools to help agencies predict crashes and understand influential factors. Florida Department of Transportation (FDOT) has implemented a context classification system which classifies intersections into eight context categories rather than the three classifications used in the Highway Safety Manual (HSM). Using this system, regional SPFs could be developed for 32 intersection types (unsignalized and signalized 3-leg and 4-leg for each category) rather than the 10 HSM intersection types. In this paper, eight individual intersection group SPFs were developed for the C3R-Suburban Residential and C4-Urban General categories and compared with full SPFs for these categories. These comparisons illustrate the unique and regional insights that agencies can gain by developing these individual SPFs. Poisson, negative binomial, zero-inflated, and boosted regression tree models were developed for each studied group as appropriate, with the best model selected for each group based on model interpretability and five performance measures. Additionally, a linear regression model was built to predict minor roadway traffic volumes for intersections which were missing these volumes. The full C3R and C4 SPFs contained four and six significant variables, respectively, while the individual intersection group SPFs in these categories contained six and nine variables. Factors such as major median, intersection angle, and FDOT District 7 regional variable were absent from the full SPFs. By developing individual intersection group SPFs with regional factors, agencies can better understand the factors and regional differences which affect crashes in their jurisdictions and identify effective treatments.

Pipeline Vulnerability to Natural Hazards

2015 ◽  
Author(s):  
José Vicente Amórtegui
Keyword(s):  
Stress State ◽  
Risk Analysis ◽  
Natural Hazards ◽  
Natural Hazard ◽  
Weather Conditions ◽  
Monitoring Systems ◽  
System Vulnerability ◽  
Preventive Actions ◽  
Strength And Stiffness ◽  
External Forces

The strength and stiffness of the pipelines allow them to tolerate the effects of natural hazards for some period of time. The amount of time depends on the strength and deformability, the stress state, the age, the conditions of installation and operation of the pipeline and their geometric arrangement with regard to the hazardous process. Accordingly, some of the hazards due to weather conditions and external forces would not be time independent. In consequence the designing of monitoring systems to predict the behavior of the pipelines against natural hazards is required in order to carry out the preventive actions which are necessary to avoid failure of the pipes due to the exposition to those hazards. In this paper a method for assessing the transport system vulnerability is developed, a function for risk analysis is proposed (which is determined by the probability of the natural hazard, the pipeline’s vulnerability to the hazard and the consequences of the pipe rupture). The elements that are part of that evaluation are presented and illustrated by means of examples.

scholarly journals Landscape analysis for multi-hazard prevention in Orco and Soana valleys, Northwest Italy

2015 ◽  
Vol 15 (9) ◽  
pp. 1963-1972 ◽  
Author(s):  
L. Turconi ◽  
D. Tropeano ◽  
G. Savio ◽  
S. K. De ◽  
P. J. Mason
Keyword(s):  
Natural Hazards ◽  
Natural Hazard ◽  
Thematic Maps ◽  
Italian Alps ◽  
Alpine Environment ◽  
Natural Risk ◽  
Mountainous Regions ◽  
Morphological Studies ◽  
Field Evidence ◽  
Different Types

Abstract. The study area (600 km2), consisting of Orco and Soana valleys in the Western Italian Alps, experienced different types of natural hazards, typical of the whole Alpine environment. Some of the authors have been requested to draw a civil protection plan for such mountainous regions. This offered the special opportunity (1) to draw a lot of unpublished historical data, dating back several centuries mostly concerning natural hazard processes and related damages, (2) to develop original detailed geo-morphological studies in a region still poorly known, (3) to prepare detailed thematic maps illustrating landscape components related to natural conditions and hazards, (4) to thoroughly check present-day situations in the area compared to the effects of past events and (5) to find adequate natural hazard scenarios for all sites exposed to risk. The method of work has been essentially to compare archival findings with field evidence in order to assess natural hazard processes, their occurrence and magnitude, and to arrange all such elements in a database for GIS-supported thematic maps. Several types of natural hazards, such as landslides, rockfalls, debris flows, stream floods and snow avalanches cause huge damage to lives and properties (housings, roads, tourist sites). We aim to obtain newly acquired knowledge in this large, still poorly understood area as well as develop easy-to-interpret products such as natural risk maps.

scholarly journals Assessing the risk posed by natural hazards to infrastructures

2016 ◽  
Author(s):  
Unni Marie Kolderup Eidsvig ◽  
Krister Kristensen ◽  
Bjørn Vidar Vangelsten
Keyword(s):  
Quantitative Analysis ◽  
Natural Hazards ◽  
Natural Hazard ◽  
Quality Level ◽  
Quantitative Methodology ◽  
Cascading Effects ◽  
Natural Event ◽  
Ranking Criteria ◽  
Adverse Weather ◽  
Restoration Effort

Abstract. This paper proposes a model for assessing the risk posed by natural hazards to infrastructures. The model prescribes a three level analysis with increasing level of detail, moving from qualitative to quantitative analysis. The focus is on a methodology for semi-quantitative analysis to be performed at the second level. The purpose of this type of analysis is to perform a screening of the scenarios of natural hazards threatening the infrastructures, identifying the most critical scenarios and investigating the need for further analyses (third level). The proposed semi-quantitative methodology considers the frequency of the natural hazard, different aspects of vulnerability including the physical vulnerability of the infrastructure itself and the societal dependency on the infrastructure. An indicator-based approach is applied, ranking the indicators on a relative scale according to pre-defined ranking criteria. The proposed indicators, which characterize conditions that influence the probability of an infrastructure break-down caused by a natural event, are defined as 1) Robustness and buffer capacity, 2) Level of protection, 3) Quality/Level of maintenance and renewal, 4) Adaptability and quality in operational procedures and 5) Transparency/complexity/degree of coupling. Further indicators describe the societal consequences of the infrastructure failure, such as Redundancy and/or substitution, Restoration effort/duration, Preparedness, early warning and emergency response and Dependencies and cascading effects. The aggregated risk estimate is a combination of the semi-quantitative vulnerability indicators, as well as quantitative estimates of the frequency of the natural hazard, the potential duration of the infrastructure malfunctioning (depending e.g. on the required restoration effort) and the number of users of the infrastructure. Case studies for two Norwegian municipalities are presented where risk posed by adverse weather and natural hazards to primary road, water supply and power network is assessed. The application examples show that the proposed model provides a useful tool for screening of potential undesirable events, contributing to a targeted reduction of the risk.

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