Research on the System Safety Management in Urban Railway

Nowadays, rail transport has become one of the most widely utilised forms of transport thanks to its high safety level, large capacity, and cost-effectiveness. With the railway network's continuous development, including urban rail transit, one of the major areas of increasing attention and demand is ensuring safety or risk management in operation long-term remains for the whole life cycle by scientific tools, management of railway operation (Martani 2017), specifically in developed and developing countries like Vietnam. The situation in Vietnam demonstrates that the national mainline railway network has been built and operated entirely in a single narrow gauge (1000mm) since the previous century, with very few updates of manual operating technology. This significantly highlights that up to now, the conventional technique for managing the safety operation in general, and collision in particular, of the current Vietnamese railway system, including its subsystems, is only accident statistics which is not a scientific-based tool as the others like risk identify and analyse methods, risk mitigation…, that are already available in many countries. Accident management of Vietnam Railways is limited and responsible for accident statistics analysis to avoid and minimise the harm caused by phenomena that occur only after an accident. Statistical analysis of train accident case studies in Vietnam railway demonstrates that, because hazards and failures that could result in serious system occurrences (accidents and incidents) have not been identified, recorded, and evaluated to conduct safety-driven risk analysis using a well-suited assessment methodology, risk prevention and control cannot be achieved. Not only is it hard to forecast and avoid events, but it may also raise the chance and amount of danger, as well as the severity of the later effects. As a result, Vietnam's railway system has a high number of accidents and failure rates. For example, Vietnam Rail-ways' mainline network accounted for approximately 200 railway accidents in 2018, a 3% increase over the previous year, including 163 collisions between trains and road vehicles/persons, resulting in more than 100 fatalities and more than 150 casualties; 16 accidents, including almost derailments, the signal passed at danger… without fatality or casual-ty, but significant damage to rolling stock and track infrastructure (VR 2021). Focusing and developing a new standardised framework for safety management and availability of railway operation in Vietnam is required in view of the rapid development of rail urban transport in the country in recent years (VmoT 2016; VmoT 2018). UMRT Line HN2A in southwest Hanoi is the country's first elevated light rail transit line, which was completed and officially put into revenue service in November 2021. This greatly highlights that up to the current date, the UMRT Line HN2A is the first and only railway line in Vietnam with operational safety assessment launched for the first time and long-term remains for the whole life cycle. The fact that the UMRT Hanoi has a large capacity, more complicated rolling stock and infrastructure equipment, as well as a modern communica-tion-based train control (CBTC) signalling system and automatic train driving without the need for operator intervention (Lindqvist 2006), are all advantages. Developing a compatible and integrated safety management system (SMS) for adaption to the safety operating requirements of this UMRT is an important major point of concern, and this should be proven. In actuality, the system acceptance and safety certification phase for Metro Line HN2A prolonged up to 2.5 years owing to the identification of difficulties with noncompliance to safety requirements resulting from inadequate SMS documents and risk assessment. These faults and hazards have developed during the manufacturing and execution of the project; it is impossible to go back in time to correct them, and it is also impossible to ignore the project without assuming responsibility for its management. At the time of completion, the HN2A metro line will have required an expenditure of up to $868 million, thus it is vital to create measures to prevent system failure and assure passenger safety. This dissertation has reviewed the methods to solve the aforementioned challenges and presented a solution blueprint to attain the European standard level of system safety in three-phase as in the following: • Phase 1: applicable for lines that are currently in operation, such as Metro Line HN2A. Focused on operational and maintenance procedures, as well as a training plan for railway personnel, in order to enhance human performance. Complete and update the risk assessment framework for Metro Line HN2A. The dissertation's findings are described in these applications. • Phase 2: applicable for lines that are currently in construction and manufacturing, such as Metro Line HN3, Line HN2, HCMC Line 1 and Line 2. Continue refining and enhancing engineering management methods introduced during Phase 1. On the basis of the risk assessment by manufacturers (Line HN3, HCMC Line 2 with European manufacturers) and the risk assessment framework described in Chapter 4, a risk management plan for each line will be developed. Building Accident database for risk assessment research and development. • Phase 3: applicable for lines that are currently in planning. Enhance safety requirements and life-cycle management. Building a proactive Safety Culture step by step for the railway industry. This material is implemented gradually throughout all three phases, beginning with the creation of the concept and concluding with an improvement in the attitude of railway personnel on the HN2A line. In addition to this overview, Chapters 4 through Chapter 9 of the dissertation include particular solutions for Risk assessment, Vehicle and Infrastructure Maintenance methods, Inci-dent Management procedures, and Safety Culture installation. This document focuses on constructing a system safety concept for railway personnel, providing stringent and scientific management practises to assure proper engineering conditions, to manage effectively the metro line system, and ensuring passenger safety in Hanoi's metro operatio

A new approach to the development and maintenance of industrial sequence logic

This thesis is concerned with sequence logic as found in industrial control systems, with the focus being on process and manufacturing control systems. At its core is the assertion that there is a need for a better approach to the development of industrial sequence logic to satisfy the life-cycle requirements, and that many of the ingredients required to deliver such an approach are now available. The needs are discussed by considering the business case for automation and deficiencies with traditional approaches. A set of requirements is then derived for an integrated development environment to address the business needs throughout the control system life-cycle. The strengths and weaknesses of relevant control system technology and standards are reviewed and their bias towards implementation described. Mathematical models, graphical methods and software tools are then assessed with respect to the requirements for an integrated development environment. A solution to the requirements, called Synect is then introduced. Synect combines a methodology using familiar graphical notations with Petri net modelling supported by a set of software tools. Its key features are justified with reference to the requirements. A set of case studies forms the basis of an evaluation against business needs by comparing the Synect methodology with current approaches. The industrial relevance and exploitation are then briefly described. The thesis ends with a review of the key conclusions along with contributions to knowledge and suggestions for further research

Proceedings of the 2nd Conference on Production Systems and Logistics (CPSL 2021)

Proceedings of the CPSL 202

Learning, innovation and technical change

Meeting: Research and Policy Workshop on Technology Problems for the Caribbean, November 13-December 10, 1983, Runaway Bay, JMTitle supplied by cataloguerLIBHAS: 1-2, 5-6, 8, 11-16, 18, 20-22, 24, 27, 29-32, 34, 36-38, 40-43, 46-48, 51, 53-65, 67-69, 7

Winona Daily News

https://openriver.winona.edu/winonadailynews/2286/thumbnail.jp

Cultivating the civic scientist: Science communication & tertiary biotechnology education

Biotechnology is one of the most rapidly growing industries of the 21st Century and governments worldwide have invested significant funds to support research and development in this area. The belief that the commercialisation of biotechnology will offer significant social and economic benefits to the communities investing in this industry, however, is not a universally accepted view. Surveys of attitudes towards biotechnology in a number of countries have indicated that there are widespread concerns about the risks presented by the industry and the application of biotechnology products (Smith, 2001). These public concerns have resulted in a stronger focus being placed on the mechanisms by which biotechnology is communicated with non-scientists (Gregory, 2003).ln particular, improving the level of scientists\u27 participation in public engagement has been afforded high priority (FASTS, 1999). Yet despite increasing calls for scientists to become more involved in this area, the perception that scientists are unwilling or unable to communicate persists (Stocklmayer, Gore, & Bryant, 2001). In response, the provision of quality science communication training for scientists and science students has been recommended (Royal Society, 2006b). This training should provide a fundamental support for improving scientists\u27 ability to act as civic scientists by engaging with the public. Using an Australian biotechnology degree program as a case study, this doctoral study examines how biotechnology education at the tertiary university level prepares science graduates for a civic science role. Qualitative and quantitative data were generated from 343 questionnaires and 36 interviews of key stakeholders in the chosen biotechnology program, including undergraduate and doctoral students, lecturers, postgraduate supervisors, and early-career biotechnologists recently graduated from the program. Additional interview data were also obtained from 10 science communicators and science communication lecturers