A case study on the noise effects of elevating existing train tracks

When modeling rail noise on an elevated track, there are several adjustments that need to be considered relative to modeling at-grade operations. These adjustments include the effects of re-radiated noise from the track and support structure, reduced ground attenuation due to an elevated noise source and a reduction in the potential for shielding from adjacent rows of buildings. These adjustments are built into the model as a part of the design of a project. This case study examines a unique situation where a project involved elevating existing at-grade tracks to eliminate a bottleneck related to an at-grade crossing of two perpendicular train tracks. The project elevated one main track over the other and shifted the track closer to noise sensitive receivers. The US Federal Transit Administration and Federal Railroad Administration guidance, which were used to assess noise impacts, produced unexpected results during the initial assessment due mainly to the assumptions regarding the changes in shielding and ground attenuation with the elevated structure. This presentation will discuss the initial assumptions used in the project, the limitations of the model relative to changes in shielding and ground attenuation, and the solutions that were implemented to obtain reasonable results for the impact assessment.

Bicycling crashes on streetcar (tram) or train tracks: mixed methods to identify prevention measures

Background Streetcar or train tracks in urban areas are difficult for bicyclists to negotiate and are a cause of crashes and injuries. This study used mixed methods to identify measures to prevent such crashes, by examining track-related crashes that resulted in injuries to cyclists, and obtaining information from the local transit agency and bike shops. Methods We compared personal, trip, and route infrastructure characteristics of 87 crashes directly involving streetcar or train tracks to 189 crashes in other circumstances in Toronto, Canada. We complemented this with engineering information about the rail systems, interviews of personnel at seven bike shops about advice they provide to customers, and width measurements of tires on commonly sold bikes. Results In our study, 32 % of injured cyclists had crashes that directly involved tracks. The vast majority resulted from the bike tire being caught in the rail flangeway (gap in the road surface alongside rails), often when cyclists made unplanned maneuvers to avoid a collision. Track crashes were more common on major city streets with parked cars and no bike infrastructure, with left turns at intersections, with hybrid, racing and city bikes, among less experienced and less frequent bicyclists, and among women. Commonly sold bikes typically had tire widths narrower than the smallest track flangeways. There were no track crashes in route sections where streetcars and trains had dedicated rights of way. Conclusions Given our results, prevention efforts might be directed at individual knowledge, bicycle tires, or route design, but their potential for success is likely to differ. Although it may be possible to reach a broader audience with continued advice about how to avoid track crashes, the persistence and frequency of these crashes and their unpredictable circumstances indicates that other solutions are needed. Using tires wider than streetcar or train flangeways could prevent some crashes, though there are other considerations that lead many cyclists to have narrower tires. To prevent the majority of track-involved injuries, route design measures including dedicated rail rights of way, cycle tracks (physically separated bike lanes), and protected intersections would be the best strategy.

Bicycling crashes on streetcar (tram) or train tracks: mixed methods to identify prevention measures

Background Streetcar or train tracks in urban areas are difficult for bicyclists to negotiate and are a cause of crashes and injuries. This study used mixed methods to identify measures to prevent such crashes, by examining track-related crashes that resulted in injuries to cyclists, and obtaining information from the local transit agency and bike shops. Methods We compared personal, trip, and route infrastructure characteristics of 87 crashes directly involving streetcar or train tracks to 189 crashes in other circumstances in Toronto, Canada. We complemented this with engineering information about the rail systems, interviews of personnel at seven bike shops about advice they provide to customers, and width measurements of tires on commonly sold bikes. Results In our study, 32 % of injured cyclists had crashes that directly involved tracks. The vast majority resulted from the bike tire being caught in the rail flangeway (gap in the road surface alongside rails), often when cyclists made unplanned maneuvers to avoid a collision. Track crashes were more common on major city streets with parked cars and no bike infrastructure, with left turns at intersections, with hybrid, racing and city bikes, among less experienced and less frequent bicyclists, and among women. Commonly sold bikes typically had tire widths narrower than the smallest track flangeways. There were no track crashes in route sections where streetcars and trains had dedicated rights of way. Conclusions Given our results, prevention efforts might be directed at individual knowledge, bicycle tires, or route design, but their potential for success is likely to differ. Although it may be possible to reach a broader audience with continued advice about how to avoid track crashes, the persistence and frequency of these crashes and their unpredictable circumstances indicates that other solutions are needed. Using tires wider than streetcar or train flangeways could prevent some crashes, though there are other considerations that lead many cyclists to have narrower tires. To prevent the majority of track-involved injuries, route design measures including dedicated rail rights of way, cycle tracks (physically separated bike lanes), and protected intersections would be the best strategy.

School Management Training as an Effort to Create a Quality Culture in the Revolutionary Era 4.0

The background of this community service activity is that the implementation of school management is not optimal so that schools cannot realize a school with a quality culture. The purpose of this service is to increase the principal's understanding of quality management in order to create a quality school. The solution given is to provide training to school principals on quality management to realize schools in theoretical and practical forms. Theoretically, the resource persons provide material about school management, school development plans, and school quality culture. Meanwhile, in practice, train principals in implementing school management, provide training in designing school development plans, and train tracks to create a quality cultured school. The school principals were very motivated and enthusiastic in participating in the training activities coupled with reliable resource persons. They really hope this activity can be carried out in a sustainable manner in the form of cooperation. So that there is an increase in the ability of school principals in various aspects.

GNSS/IMU/Odometer based Train Positioning

<p>Usually train positioning is realized via counting wheel rotations (Odometer), and correcting at fixed locations known as balises. A balise is an electronic beacon or transponder placed between the rails of a railway as part of an automatic train protection (ATP) system. Balises constitute an integral part of the European Train Control System, where they serve as “beacons” giving the exact location of a train. Unfortunately, balises are expensive sensors which need to be placed over about 250 000 km of train tracks in Europe.</p><p>Therefore, recently tremendous efforts aim on the development of satellite-based techniques in combination with further sensors to ensure precise train positioning. A fusion of GNSS receiver and Inertial Navigation Unit (IMU) observations processed within a Kalman Filter proved to be one of potential optimal solutions for train traction vehicles positioning.</p><p>Today several hundreds of trains in Austria are equipped with a single-frequency GPS/GLONASS unit. However, when the GNSS signal fails (e.g. tunnels and urban areas), we expect an outage or at least a limited positioning quality. To yet ensure availability of a reliable trajectory in these areas, the GNSS sensor is complemented by a strapdown IMU platform and a wheel speed sensor (odometer).</p><p>In this study a filtering algorithm based on the fusion of three sensors GPS, IMU and odometer is presented, which enables a reliable train positioning performance in post-processing. Odometer data are counts of impulses, which relate the wheel’s circumference to the velocity and the distance traveled by the train. This odometer data provides non-holonomic constraints as one-dimensional velocity updates and complements the basic IMU/GPS navigation system. These updates improve the velocity and attitude estimates of the train at high update rates while GPS data is used to provide accurate determination in position with low rates. In case of GNSS outages, the integrated system can switch to IMU/odometer mode. Using the exponentially weighted moving average method to estimate of measurement noise for odometer velocity helps to construct measurement covariance matrices. In the presented examples an IMU device, a GPS receiver and an Odometer provide the data input for the loosely coupled Kalman Filter integration algorithm. The quality of our solution was tested against trajectories obtained with the software iXCOM-CMD (iMAR) as reference.</p>