Rail Transport—Systems Approach

This original study investigates comprehensively the effects on longitudinal dynamics of short trains determined by usual combinations of different brake types that currently equip passenger railcars in operation: disc brake in fast-action and cast iron brake block system in fast high power action mode. The interest on such research is determined by the differences between the braking characteristics determined by two major aspects: the specific dependency of friction coefficient between wheel and cast iron blocks, respectively, brake discs and pads on velocity and normal forces applied on frictional couples, as well as by the brake cylinders air pressure evolution during the process. Preliminary studies and results of numerical simulations performed on single railcars submitted to braking constitute reasonable qualitative argumentation of the present research. Taking into account certain assumptions in order to eliminate, as much as possible, any aspect potentially disturbing the direct influence of braking characteristics, an original longitudinal dynamics simulation program was developed. The filling characteristics of air brake distributors were experimentally determined on static computerized testing system in the Braking Laboratory of the Faculty of Transports in University POLITEHNICA of Bucharest. The data files were adequately implemented into the simulation program. The results of numerical simulations indicate that braking characteristics have major influence on longitudinal dynamics of the train. We identified three patterns of in-train force evolutions, depending on the configuration of the braking systems featuring each vehicle of the train. Regarding operational aspects, the arrangement of railcars with different brake systems in the train composition affects the longitudinal dynamic reactions. We recommend measures to increase traffic safety and passengers comfort.

This paper studies the AC 25 kV 50 Hz traction power supply system, which is used, in particular, in the Czech Republic. Nowadays, railway operation is very complicated and sophisticated, both from the viewpoint of railway infrastructure and means of transport. New technologies, devices and standards bring new problems for rail operation, including coupling to surrounding elements in the traction power supply system, transient effects during the recuperation mode of traction vehicles, the influence of neighboring track contact lines when disconnecting contact lines, etc. The main findings of these problems are detailed in this paper.

Improving the efficiency of modern electric locomotives calls for new approaches to design. At the design stage, the dynamic properties of the mechanical parts and the behavior of electrical equipment and control systems in various modes of operation (e.g., start and acceleration, traction regime, coasting movement, wheel-slide protection) must be evaluated. These objectives can be achieved using a systems approach to the analysis of electromechanical processes in asynchronous traction electric locomotives. To solve these problems, a complex computer model based on the representation of an traction drive with Alternating Current (AC) induction motors as a controlled electromechanical system is developed. A description of methods applied in modeling of traction drive elements (traction motors, power converters, control systems), as well as of mechanical parts and of “wheel–rail” contact, is given. The control system provides individual control of the traction motors, and focuses on the results of dynamic processes modeling in various modes of electric locomotive operation. Mathematical modeling methods were used to investigate the dynamic characteristics of the electric locomotive EP20 under various conditions: movement in a straight line, in curves and in the turnouts.

Electrical locomotives made in Russia, Czechoslovakia and Ukraine have been used primarily in the railways of the former Soviet Union. Russian companies have manufactured the TEM1 and TEM2 diesel-electric shunting locomotives and the TEP-60 and TEP-70 passenger locomotives, while the 2M62 freight locomotives have been manufactured in Ukraine. The ČME2 and ČME3 shunting diesel-electric locomotives, manufactured in Czechoslovakia, were manufactured with analogous control systems of the entire powertrain and electric drive, which have many deficiencies, the most important of which is high fuel consumption. Reducing power transmission losses from the primary power source—the diesel engine—to the wheel sets is critical. JSC Lietuvos geležinkeliai, who owns a fleet of TEM2 and ČME3 typical shunting locomotives, 2M62 freight locomotive and TEP-70 passenger locomotive, made the decision to modernize them. To this end, JSC Lietuvos geležinkeliai established a subsidiary company, Vilniaus lokomotyvų remonto depas UAB, where locomotives were modernized and new locomotives were manufactured for JSC Lietuvos geležinkeliai and railways abroad during the period 2005–2015. Modernization was performed together with scientists from Vilnius Gediminas Technical University (VGTU). Companies participating in the modernization effort included Vilniaus lokomotyvų remonto depas UAB, Czech company CZ Loko a.s., CJSC TMHB Transmashholding, the Briansk machine building plant (Russia), Transmashholding, Caterpillar, MTU, and the Hungarian company Woodward-Mega Kft, among others.

A basic criterion of locomotive maintenance system optimization in rail transport is the ability to provide the required volume of transportation and safety at the lowest cost. Early investigations into locomotive maintenance did not touch on problems encountered in modern rail engineering. Within the context of railway reform efforts in Ukraine, this has highlighted the practical necessity of actually making optimization of the locomotive maintenance system the top priority. The reforms carried out on Ukraine’s rail transport system include considerable changes, both qualitative and quantitative, in locomotive repair plants, their rearrangement by certain criteria to distinguish between repair and maintenance, and the formation of repair clusters oriented to service a certain type of locomotive operating on a certain rail site. The current study deals with the development of a virtual maintenance, service and repair system for rolling stock which takes into account the type of locomotive, state of repair depots and plants, and a method for assessing the organizational and technical level of a locomotive repair plant.

A big challenge for European train companies in the next year will be upgrading large parts of interlocking and signaling to enable Europe-wide train transport. Additional transitions having heavy impact on infrastructure development, including the transition from conventional to high-speed trains and the application of new operation patterns in rail freight aimed at increasing the share of rail in the freight market. The main aspect in accomplishing this transformation is the development and deployment of new technology, but focusing only on technology will fail, since many other organizational components are involved in this transformation. This chapter proposes a holistic approach, starting with gathering customers’ requirements, while also respecting development of the organization as a whole and the personal development of employees. This chapter extends various earlier works of the authors and shows how extending the principles of systems engineering to other domains can help to manage this transformation successfully. The conclusion presents a reference process for service development that can be used as a blue print for participating companies.

This chapter analyzes the train traffic control systems for 1435- and 1520-mm railway gauges, as well as their compatibility issues. The British Rail Traffic control system is analyzed. European train control systems (ETCS) and ETCS levels are described. Differences between European train control systems in 1435- and 1520-mm railway gauges related technical problems and proposed solutions are presented with regard to ETCS implementation in the Baltic states. The existing train control systems do not meet requirements of traffic safety in light of increased train speeds.

This article presents a discussion of railway track section closures and loss of traffic. A method for rational planning and optimal coordination of track closures is introduced, along with estimations of traffic smoothness, including a few example calculations.

The aim of this chapter is to analyze economic trends in rail freight volume in Poland, based on the analysis of data from the years 2009–2013, for evaluating decisions on planned investments in railway infrastructure envisioned by Poland and the EU at the time the EU was founded. The theoretical analysis presents a trend of functional Polish railways and its impact on investment decisions. In addition, it shows the long-term plans for railway transport in Poland from both the Polish government and the EU perspectives. An analysis of the current investment to support the development of railways in Poland is also elaborated. The research part of the chapter presents an analysis of statistical data on rail freight. Forecasts are precisely presented of selected transport parameters made by the Bayesian network method and Holt-Winters double exponential smoothing using an artificial immune system to determine parameters and initial conditions.

A major direction in the development of modern world transport systems involves the concentration of freight and traffic flows within international transport corridors and transport nodes in terminals and hubs. The changing role of rail transport is taking place under these conditions. Increased structural complexity and irregularities in cargo and railcar traffic volumes have been observed, despite the higher levels of transport equipment and technology standardization, the increased container transport volumes and consequent reduction in the cost of intermodal operations, and the interaction between different modes in transport nodes. This is largely due to the increasing need for cargo owners to lower logistics and warehouse costs, which is achieved by reducing the size of freight shipments and ensuring their uniform delivery. Moreover, privatization of the railway industry in certain countries and the sale of rolling stock to operating companies have made the coordinated management of rail fleets more difficult. The demand for improved efficiency of railcar traffic volume management in the case of complex structures is especially relevant for large railway nodes, particularly the transport systems of industrial enterprises. Here, the application of traditional approaches to the management of transportation processes involving individual elements of traffic flow (trains, railcars, locomotives) and transport infrastructure (railway stations, loading areas, rail hauls) leads to additional transport costs as a result of the increased length of time that railcars are located at the railway node. The aim of this study, therefore, is to provide improved methods for the management of RTVs at complex railway nodes based on a systematic review of RTVs in conjunction with transport infrastructure and traffic control systems. The authors review the case of a systematic approach to the organization and management of railcar traffic volumes, both for mainline rail transport and at railway nodes and industrial rail transport. This study investigates the impact of irregular railcar traffic volumes on railway node functioning by applying a dynamic simulation model of the transport system of a large metallurgical enterprise. The application of the original methodology for assessing the amount of information in the operational management system for rail transportation allowed us to estimate the effect of structural complexity and railcar traffic volume irregularities on the efficiency of the dispatch control system. The authors propose a new system of parameters and indicators for assessing railcar traffic volumes, taking into account factors of complexity and irregularity, and provide a comprehensive assessment of its effectiveness for railcar traffic volume management. For this purpose, a method of dynamic optimization of these parameters (dynamic programming) is selected. The main hypothesis of the study is that improved accuracy in parameter optimization for irregular railcar traffic volumes is achieved by adjusting the duration of the base periods which constitute the optimization period in the dynamic problem. In this study we have formulated a mathematical model for dynamic parameter optimization of railcar traffic volume on the basis of base periods of variable duration, with an algorithm for model implementation as well. Experimental verification of the effectiveness of the developed model and algorithm is conducted on the constructed process-centric railway node simulation model. Three series of experiments are conducted: without railcar traffic volume optimization, and with dynamic optimization of railcar traffic volume with the application of base periods of constant and variable duration. The experimental results demonstrate increased optimization accuracy with the use of the proposed model, reducing transport costs (time of railcar traffic volume handling) at the railway node by 11% on average. For the realization of the model and algorithm, a method is proposed for their integration in information management and intellectual transport systems.