European Railway Comparisons – Company Profiles

This work was undertaken as part of a project sponsored by the British Railways Board entitled `European Railway Comparisons'. The aims of this project are as follows: (i)To compare the current efficiency of European railway operators and examine recent trends at both aggregate and disaggregate levels. (ii)To assess the effects of economies of scale and economies of density on European rail operations. (iii)To make an exploratory assessment of the potential for further disaggregation by market type (InterCity, Commuter, Freight) in order to make detailed comparisons of market shares. The main methods employed to carry out this study are as follows: (i)A review of the literature on railway cost and productivity analysis. Preliminary findings are given in Working Paper 354 and a paper presented to the World Conference on Transport Research (Nash, C.A. and Preston, J.M. (1992) "Assessing the Performance of European Railways"). (ii)Collation of published data for 13 European State Railway Operators. (iii)Face to face interviews with managers at the 13 State Railway companies in order to check our understanding of published data sources, gain more infomation at a disaggregate level (administered by a self completion questionnaire) and obtain an understanding of the institutional background. This report summarises some of the background information that was obtained from the interviews undertaken in the summer of 1992. A company profile is developed for each operator under four main headings: Objectives and Management, Finance, the Freight Market and the Passenger Market

European Railway Comparisons: Final Report

The Institute for Transport Studies (ITS), University of Leeds and the British Railways Board (BRB) carried out a major comparative study of Western European railways in the late 1970s (BRB and University of Leeds, 1979). Follow-up work was carried out by ITS financed by the Social Science Research Council and reported by Nash (1985). It was deaded to revive this work at ITS for a number of reasons: It is over ten years since the last set of comparisons (for 1981) were made at ITS and therefore a review of the changes in costs and productivity may be timely. There has been a number of technical developments that make the use of statistical cost analysis more promising. These developments include the use of more flexible functional forms such as the translog, and the development of comprehensive total factor productivity indices (see, for example, Dodgson, 1985 and, more recently, Hensher and Waters, 1993). There is increasing interest in the organisational structure of railway industries as a result of the 1988 Transport Act in Sweden, the EC directive 91/4-40 and the publication of proposals for privatising British Rail in July 1992 (see, for example, ECMT, 1993). Given the explosion in information technology, there were some hopes that data availability would have improved. (Continues..

Systems of State-Owned Enterprises: from Public Entrepreneurship to State Shareholding

This thesis outlines a new analytical perspective on state ownership through the original concept of systems of state-owned enterprises (SOSOEs). It is argued that the SOSOEs concept adequately captures the evolution of state-owned enterprises (SOEs) in modern capitalist economies, challenging and enriching existing economic theories as well as contributing to reinstate the policy instrumentality of state ownership. The concept is defined from a comparative case study analysis of two distinct SOSOEs, operating within the same national context in different time periods. The first case concerns the Istituto per la Ricostruzione Industriale (IRI), Italy’s former and most relevant state holding company, that played a central role in the Country’s post-WWII economic development. This thesis advances an interpretation of IRI’s economic function based on an original empirical investigation of its archival and documentary sources, focusing on its main public policy missions and on its display of industrial entrepreneurship features. The second case examines the current Italian system of SOEs, assessing the still relevant presence of SOEs in the Italian national context and evaluating the overall governance of the system through a set of interviews with leading executives. Despite the similarity in size and sectoral diversification, the two SOSOEs differ significantly in terms of their operating configurations. In fact, they could be assimilated to two dichotomous ideal types: the IRI SOSOEs represents a template for the policy-oriented and dynamic ‘public entrepreneurship’ model, while the current Italian SOSOEs resembles the policy-neutral and passive ‘state shareholding’ variant. Implicit in these results is the opportunity for current SOSOEs to embrace a public entrepreneurship configuration, in order to exploit the full policy potential of state ownership in driving economic change. The thesis concludes with a proposal for reforming Italy’s current SOSOEs via the creation of a state holding company

A New Form of Interlocking Developing Technology for Level Crossings and Depots with International Applications

There are multiple large rail infrastructure projects planned or currently being undertaken within the United Kingdom. Many of these projects aim to reduce the continual issue of limited or overcapacity service. These projects involve an expansion of Rail lines, introducing faster lines, improved stations in towns and cities and better communication networks. Some major projects like Control Period 6 (CP6) are being managed by Network Rail; where projects are initiated throughout Great Britain. Many projects are managed outside Great Britain e.g., Trans-European Transport Network Program, which is planning for expansion of Rail lines (almost double) for High-Speed Rails (category I and II). These projects will increase the number of junctions and Level Crossings. A Level Crossing is where a Rail Line is crossed by a road or a walkway without the use of a tunnel or bridge. The misuse from the road users account for nearly 90% of the fatalities and near misses at Level Crossings. During 2016/2017, the Rail Network recorded 6 fatalities, about 400 near-misses and more than 77 incidents of shock and trauma. Accidents at Level Crossings represent 8% of the total accidents from the whole Rail Network. Office of Rail and Road (ORR) suggested that among these accidents at Level Crossings 90% of them are pedestrians. Such high numbers of accidents, fatalities and high risk have alarmed authorities. These authorities found it necessary to invest time and utilise given resources to improve the safety system at a Level Crossing using the safer and reliable interlocking system. The interlocking system is a feature of a control system that makes the state of two functions mutually independent. The primary function of Interlocking is to ensure that trains are safe from collision and derailment. Considering the risk associated with the Level Crossing system, the new proposed interlocking system should utilise the sensing system available at a Level Crossing to significantly reduce implementation cost and comply with the given standards and Risk Assessments. The new proposed interlocking system is designed to meet the “Safety Integrity Level- SIL” and possibly use the “2oo2” approach for its application at a Level Crossing, where the operational cycle is automated or train driver is alarmed for risk situations. Importantly, the new proposed system should detect and classify small objects and provide a reasonable solution to the current risk associated with Level Crossing, which was impossible with the traditional sensing systems. The present work discusses the sensors and algorithms used and has the potential to detect and classify objects within a Level Crossing area. The review of existing solutions e.g Inductive Loops and other major sensors allows the reader to understand why RADAR and Video Cameras are preferable choices of a sensing system for a Level Crossing. Video data provides sufficient information for the proposed algorithm to detect and classify objects at Level Crossings without the need of a manual “operator”. The RADAR sensing system can provide information using micro-Doppler signatures, which are generated from small regular movements of an obstacle. The two sensors will make the system a two-layer resilient system. The processed information from these two sensing systems is used as the “2oo2” logic system for Interlocking for automating the operational cycle or alarm the train drive using effective communication e.g., GSM-R. These two sensors provide sufficient information for the proposed algorithm, which will allow the system to automatically make an “intelligent decision” and proceed with a safe Level Crossing operational cycle. Many existing traditional algorithms depend on pixels values, which are compared with background pixels. This approach cannot detect complex textures, adapt to a dynamic background or avoid detection of unnecessary harmless objects. To avoid these problems, the proposed work utilises “Deep Learning” technology integrated with the proposed Vision and RADAR system. The Deep Learning technology can learn representations from labelled pixels; hence it does not depend on background pixels. The Deep 3 | P a g e Learning technology can classify, detect and localise objects at a Level Crossing area. It can classify and differentiate between a child and a small inanimate object, which was impossible with traditional algorithms. The system can detect an object regardless of its position, orientation and scale without any additional training because it learns representation from the data and does not rely on background pixels. The proposed system e.g., Deep Learning technology is integrated with the existing Vision System and RADAR installed at a Level Crossing, hence implementation cost is significantly reduced as well. The proposed work address two main aspects of training a model using Deep Learning technology; training from scratch and training using Transfer Learning techniques. Results are demonstrated for Image Classification, Object Detection and micro-Doppler signals from RADAR. An architecture of Convolutional Neural Network from scratch is trained consisting of Input Layer, Convolution, Pooling and Dropout Layer. The model achieves an accuracy of about 66.78%. Different notable models are trained using Transfer Learning techniques and their results are mentioned along with the MobileNet model, which achieves the highest accuracy of 91.9%. The difference between Image Classification and Object Detection is discussed and results for Object Detection are mentioned as well, where the Loss metrics are used to evaluate the performance of the Object Detector. MobileNet achieves the smallest loss metric of about 0.092. These results clearly show the effectiveness and preferability of these models for their applicability at Level Crossings. Another Convolutional Neural Network is trained using micro-Doppler signatures from the Radar system. The model trained using the micro-Doppler signature achieved an accuracy of 92%. The present work also addresses the Risk Assessment associated with the installation and maintenance of the system using Deep Learning technology. RAMS (Reliability, Availability, Maintainability and Safety) management system is used to address the General and Specific Risks associated with the sensing system integrated with the Deep Learning technology. Finally, the work is concluded with the preferred choice, its application, results and associated Risk Assessment. Deep Learning is an evolving field with new improvements being introduced constantly. Any new challenges and problems should be monitored regularly. Some future work is discussed as well. To further improve the model's accuracy, the dataset from the same distribution should be gathered with the cooperation of relevant Railway authorities. Also, the RADAR dataset could be generated rather than simulated to further include diversity and avoid any biases in the dataset during the training process. Also, the proposed system can be implemented and used in different applications within the Rail Industry e.g., passenger census and classification of passengers at the platform as discussed in the work

Evolution and Diffusion of ICTs in the Indian Railways: A Historical Analysis

The Indian Railway system is one of the largest socio-technical systems in the world. It has existed for over 160 years, starting from the British Colonial times. It continues to play a critical role in present-day India. It’s continued functioning is dependent not only on the personnel who are employed in the railways, but also the technologies that go into the system. A critical technology in the functioning of the railway system is information and communications technologies (ICTs). ICTs are deployed in almost every facet of the railway system. But these ICTs did not manifest themselves recently. They have been continuously deployed in some form or other since the inception of the railways. The systems and technologies have evolved, and there has been continuous diffusion of these technologies over the entire system. Their evolution has been based on the political economy, societal needs and pressures, and have thus been socially constructed. The technologies developed within one area of the railway system have been diffused and adapted into other areas. In this paper we study and analyze the adoption, adaptation, evolution, and diffusion of ICTs within the Indian Railway system over a period of 160 years. Our study shows that ICT evolution and diffusion in large socio-technical system is continuous and cyclical, and dictated by political exigencies, societal needs, regional politics, as well as resistance and public-relations considerations. The flow of power was often, if not always, bi-directional. These considerations have affected ICT evolution in Indian railways even more than the sophistication of the technologies themselves. Our study also shows how the adoption of ICTs follow cycles of rise and fall, even as they continue to grow in size overall, and offers lessons for other emerging economies on issues related to ICTs in large socio-technical systems

Stability and change in large technical systems: the privatisation of Great Britain's railways

Established infrastructure systems, such as telecommunications, energy and transportation, play an important economic and social role in the societies they support. Recent infrastructure privatisations and restructurings provide opportunities for improving our understanding of how change occurs in well-established mature systems. Some outcomes, including accidents and failures, have taken system-builders and policy-makers alike by surprise. This research seeks to improve understanding of infrastructure system change by studying a momentum changing event: the privatisation and restructuring of Great Britain’s railway system. The Multi-Level Perspective (MLP) and Large Technical Systems (LTS) theory are used together to examine system development before, during and after restructuring. A novel method is developed using LTS theory to structure data generation from contemporarily written archive sources. Two empirical studies are conducted. The first study analyses the gradual development of this mature system; it highlights the importance of the installed system in development and identifies several system-builders. The second study considers changes in system development that occurred across system privatisation and restructuring; it finds that changes emerged in actors and in activity within the socio-technical regime and it highlights some critical changes linked to later system failure. This work provides three contributions to existing research. (1)The method developed provides a systematic approach to studying established LTS across the broad scope and long periods necessary to capture change; it has the potential to be applied in other studies and could facilitate cross-sector and cross-study comparisons. (2)An extension of LTS theory is proposed that improves its application to the cases of established infrastructure systems and can enhance understanding of the way they change. (3)In considering potential system transformation of the system privatisation, the use of LTS and MLP framework is advocated. LTS theory is used to operationalise the socio-technical regime concept to address some of the limitations of the MLP framework.Open Acces

Tenth Workshop and Tutorial on Practical Use of Coloured Petri Nets and the CPN Tools Aarhus, Denmark, October 19-21, 2009

This booklet contains the proceedings of the Tenth Workshop on Practical Use of Coloured Petri Nets and the CPN Tools, October 19-21, 2009. The workshop is organised by the CPN group at the Department of Computer Science, University of Aarhus, Denmark. The papers are also available in electronic form via the web pages: http://www.cs.au.dk/CPnets/events/workshop0