scholarly journals Reconstruction and modernization of railway line Stalać – Kraljevo - Rudnica: Option analysis

2021 ◽  
Author(s):  
Ljiljana Milić Marković ◽  
Ljubo Marković
Keyword(s):  
Social Environment ◽  
International Agreements ◽  
Single Track ◽  
Railway Network ◽  
Railway Line ◽  
Rail Network ◽  
Design Speed ◽  
Technical Solutions ◽  
Double Track ◽  
The Eu

Serbia is upgrading its Core Railway Network in line with international agreements with a view to reaching the EU standards of interoperability. It aims to revitalise and develop the railway network giving priority to Pan-European Corridor X, which is the backbone of the system, and to SEETO routes 10 and 11 (as part of Indicative Extension of TEN-T Core rail network) on which the Stalać-Kraljevo-Rudnica line is located. The overall objective of Reconstruction and modernization of the railway line Stalać-Kraljevo-Rudnica is to safeguard the functionality by aligning it with the relevant standards as specified in the TEN-T regulations and TSI requirements. The purpose of this paper is to define the options for each of the proposed parameters (Single-track or Double-track, Axle load, Design speed, Technical solutions for structures (tunnels, bridges, underpasses and overpasses), Electrification, Signalling, Telecommunications and management, Stations, Environmental protection and Social Environment) and select the desired option.

scholarly journals Operational criteria in the justification of electrification of railway lines

2018 ◽  
Vol 180 ◽  
pp. 06005
Author(s):  
Andrzej Massel
Keyword(s):  
Rolling Stock ◽  
The Political ◽  
Economic Factors ◽  
Single Track ◽  
Railway Network ◽  
Railway Line ◽  
Passenger Traffic ◽  
Post War ◽  
Operational Criteria ◽  
Double Track

The process of electrification of the Polish railways took place from 1936 till early 1990s. Despite the political constraints of the post-war times, the decisions on electrification of particular sections of the railway network were usually based on economic factors. In 1970s and 1980s so called electrification thresholds were used to justify the need for electrification of railway line in question. They took into the number of tracks (single-track lines, double-track lines), terrain conditions (flat terrain, upland terrain) and the traffic structure (the share of passenger traffic) into account. In the framework of National Railway Program till 2023 (KPK) the realization of electrification projects have been undertaken again. The present paper deals with importance of the operational criteria in the decision-making concerning justification of electrification of railway lines. These criteria include the shortening of the journey times on particular sections, shortening of stops on the stations with the change of the type of traction, the savings of train operating companies resulting from the traction unification (change of demand for rolling stock and for workshops for its servicing), improvement of reliability and punctuality of services.

scholarly journals Railway Planning Double-Double Track (Case Study of Bekasi Station km 26 + 652 - Jatinegara Station km 12 + 050

2020 ◽  
Vol 4 (1) ◽  
pp. 12-21
Author(s):  
Ido Prasetio ◽  
Andri Irfan Rifai
Keyword(s):  
Human Error ◽  
Urban Land Use ◽  
Single Track ◽  
Train Track ◽  
Railway Line ◽  
Railway Planning ◽  
Physical Changes ◽  
Double Track ◽  
The Impact

Increasing the number of population and the development of activities will cause a growing need for space every day, this will result in physical changes and urban land use and can cause increased intensity of population movement from Megapolitan cities such as Bekasi, Bogor and Tangerang to the Metropolitan city (DKI Jakarta). Some people have now started to move from private vehicles to use public (mass) transportation such as buses, transjakarta, and electric rail trains or commonly known as KRL Commuter Line that serve Jabodetabek routes. The impact of crossing also causes buildup at each station. Train track with a single track (single track) is considered ineffective and inefficient and vulnerable to train accidents due to human error. It is necessary to develop or develop a double track to become a double-double track Bekasi Station km 26 + 652 - Jatinegara Station km 12 + 050. The research location is on the railway line from Bekasi Station to Jatinegara Station. The length of the train track is around 16 km and has 7 stations that are traversed, 5 of which are active (stop) and 2 passive stations.

Improving Punctuality of Train Traffic on Western Main Line of Swedish Railway Network: Simulation Approach

2009 ◽  
Author(s):  
Nilesh Anand ◽  
Michel Anayi
Keyword(s):  
High Speed ◽  
Robustness Analysis ◽  
Simulation Software ◽  
Main Line ◽  
Railway Network ◽  
Factors Affecting ◽  
Capacity Enhancement ◽  
Railway Line ◽  
Rail Network ◽  
Line Section

Western main line is one of the most important railway lines in Sweden. The line section from Stockholm to Katrineholm, which connects the largest cities of the Sweden i.e. Stockholm, Gothenburg and Malmo¨, is studied. This line has heterogeneous train traffic consisting high-speed, regional, freight and commuter trains. This paper attempts to study different factors affecting punctuality on this railway line concentrating on traffic problem around Gnesta station and commuter train turn-back scenario — a bottleneck — at the same station. Simulation of existing and modified timetable is done using train traffic simulation software “Railsys”. Experiments including examining effect of rescheduling train timings, capacity enhancement and infrastructure changes in rail network are conducted and investigated. Robustness analysis is performed from the results of simulation and investigation of the consequences of delays and comparison of how different features in the timetables affect the robustness is done.

Impedances of a Single-Phase AC Railroad Electric Traction Network

2021 ◽  
pp. 35-44
Author(s):  
vgeniy P. FIGURNOV ◽  
◽  
Alexander L. BYKADOROV ◽  
Yury I. ZHARKOV ◽  
Leonid A. GERMAN ◽  
...  
Keyword(s):  
Equivalent Circuit ◽  
Single Phase ◽  
Contact System ◽  
Single Track ◽  
Rail Network ◽  
Traction Network ◽  
Simplified Method ◽  
Electric Traction ◽  
Double Track

In calculating traction network impedances, the greatest difficulties arise due to the need to take into account mutual inductive couplings between different wires of the multiwire contact system, between the rails, between the wires and rails, and between the contact systems of different tracks. However, no matter how accurate the methods of accounting these couplings are, numerous assumptions and uncertainties result in impossibility to guarantee the calculation of these impedances with an error of less than 5-10%. In taking into account mutual inductive couplings, it is convenient to use a simplified method, in which, instead of considering each pair of conductors, an average dependence for each multiwire network as a whole or an average dependence between two networks are considered. This approach produces virtually no effect on the accuracy of determining the resulting traction network impedances, yet it dramatically simplifies the calculations. A multiwire network can be represented as a set of "conductor-ground" loops. Equations for determining the impedance of the resulting loops are given, in which multiwire contact or rail networks behave as a conductor. On the basis of such loops, it is possible to determine the inductively decoupled impedances of the contact and rail networks for single-track and double-track sections, which are used for drawing up a traction network equivalent circuit. In doing so, the current leak from rails to ground must be taken into account for a rail network, which can be performed by introducing a special coefficient for inductively decoupled rail network impedance. A methodology for calculating this coefficient is presented.

scholarly journals Review of the project of reconstruction of the existing and reconstruction of the second track on the section Hrvatski Leskovac - Karlovac

2021 ◽  
Author(s):  
Dražen Vinšćak ◽  
Neven Popovački ◽  
Stjepan Kralj ◽  
Frane Burazer Iličić
Keyword(s):  
Environmental Impact ◽  
Impact Study ◽  
Core Network ◽  
Single Track ◽  
Railway Line ◽  
Environmental Impact Study ◽  
Contracting Phase ◽  
The Republic ◽  
Track Line ◽  
The Eu

The Hrvatski Leskovac - Karlovac section is located on the M202 Zagreb GK - Rijeka railway line, which is part of the Mediterranean corridor of the EU core network. The section is currently a single-track line, and represents a bottleneck in terms of infrastructure capacity. The project envisages the reconstruction of the existing and construction of the second track with the reconstruction of the existing stations in order to meet the conditions of interoperability, the transformation of individual stations into stops, and the reconstruction of existing stops. Some of the existing railway-road crossings will be delevelled by constructing crossroads in two levels (underpasses and overpasses), some will be eliminated with the construction of connection roads and some will be reconstructed. The project is currently in the contracting phase of works and supervisions. In the period from 2017 until today, the Ministry of Environmental Protection and Energy (MZOE) Decision was published on the Environmental Impact Study, the Location Permit was obtained, and the Feasibility Study was completed and approved by the JASPERS Mission in the Republic of Croatia.

scholarly journals Track-quality index and degradation of railway track structure: The construction track doubling project of northeast line from thanon chira junction to khon kaen station, Thailand

2018 ◽  
Vol 192 ◽  
pp. 02022
Author(s):  
Thawatchai Phanyakit ◽  
Thaned Satiennam
Keyword(s):  
Quality Index ◽  
Road Transport ◽  
Railway Track ◽  
Track Structure ◽  
Single Track ◽  
Railway Network ◽  
New Construction ◽  
Project Data ◽  
Double Track ◽  
Track Quality

In the past, the railway network has not been developed, and new construction added has been mostly degraded caused by long useful life, and lack of maintenance due to a budget constraint. Currently, 93% of railway in Thailand is single track which results in delays due to low capacity and low average speeds, delayed train on a single track will also delay the train passing it. In some areas of the network, the amount of travel and transportation exceeds the capacity received, so delays in travel and transportation is quite high. Due to this above reason, the service of railway is not effective in terms of convenience and speed of service. Punctuality and cost is high compared with road transport. The biggest challenge that railways faces is the insufficient number of tracks and outdated or old trains. Most the trains cannot travel at their optimum speed because they do not get clearances on time. Thai government has a policy to develop railway track network and services to improve transportation efficiency and save fuel energy used in the transportation sector of the country. Thus, it is necessary to develop the rail transportation system from the existing network as a single track to the current double track network. This study focuses on investigating the degradation of the existing railway structure during the construction track doubling Project. Data were inspected by Track Inspection Car EM120N before the commencement of construction for analysing the condition with the Track Quality Index / TQI) in order to predict the degradation of the railway to plan maintenance and further renewal of the railway. The study found that the TQI value of the existing track structure during the two years of the doubling track construction (2017-2018) has changed significantly.

Typical Portal Structure for Single Track High Speed Railway Tunnel in Rugged Mountainous Area with High and Abrupt Slope

2014 ◽  
Vol 716-717 ◽  
pp. 342-346
Author(s):  
Xiao Jun Zhou ◽  
Bo Jiang ◽  
Yue Feng Zhou ◽  
Yu Yu
Keyword(s):  
High Speed ◽  
Southwest China ◽  
Earth Pressure ◽  
Mountainous Area ◽  
Single Track ◽  
Railway Tunnel ◽  
High Speed Railway ◽  
Railway Line ◽  
Bridge Abutment

On the basis of different landform and multifarious topography in rugged mountainous area in southwest China, typical tunnel portals for single track tunnels in a new high speed railway line have been presented in the paper. The portal comprises headwall, shed tunnel, bridge abutment and its support. Portal with headwall is suitable for tunnel to resist front earth pressure on high and abrupt slope. Shed tunnel is placed in front of headwall so as to prevent rockfall; its outward part is built into a flared one. Meanwhile, the installation of bridge and its abutment are also included in the portal according to landform in the paper.

scholarly journals Infrastructure costs and benefits of European high-speed rail

2021 ◽  
Vol 1 (2) ◽  
pp. 47-53
Author(s):  
Nedžad Branković ◽  
Aida Kalem
Keyword(s):  
High Speed ◽  
New Technologies ◽  
Operational Parameters ◽  
Negative Effects ◽  
Railway Network ◽  
High Speed Rail ◽  
Rail Network ◽  
High Speed Trains ◽  
Conventional Rail ◽  
Ecologically Sustainable

The development of new technologies has significantly influenced railways modernization and has caused the appearance of high-speed rail which represent a safe, comfortable and ecologically sustainable way of transportation. The high-speed rail present a big step in a relation to conventional railways, where the biggest difference is speed which even entails a change of other organizational and operational parameters, better utilization of trains, higher performance of manpower and better service to users.  That is visible in many cities around the world where high-speed trains are used by billions of users. In the EU there is no unique high-speed railway network, besides that in many EU member countries various operational models are applied. The future of the high-speed railways market depends on political, economical and technical factors and challenges as high infrastructure costs, various rates of return on investment and the negative effects of economic crises. The main objective of the paper is to analyze infrastucture costs of high-speed rail in Europe and benefits such us  time savings, higher reliability, comfort, safety, reducing pollution and the release of capacity in the conventional rail network, roads and airport infrastructure.

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