Wear rates in urban rail systems

A significant part of maintenance costs in urban rail systems (metro, tram, light rapid transit/light metro) is due to wheel-rail wear. Wear rates - measured for example as depth of wear per kilometre run (rolling stock) or per train passage (rails) - depend in a complex manner on several influence factors. Among the most important are key design factors of the rolling stock (wheel profiles, suspension characteristics), of the track (distribution of curve radii, characteristics of switches and crossings, rail profiles), of the wheel-rail interface (lubrication, materials in contact, ambient characteristics), and of operations (frequency of traction and braking, trainset inversion policy, maintenance policy etc.). When designing an urban rail system, all of these factors have to be under control in order to limit the costs due to wheel/rail reprofiling/grinding and replacement. The state of the art allows the calculation of wear rates given quantitative input regarding the above factors. However, it is difficult to find in the literature experimental values for calibration of wear models and indications on what is a reasonable state-of-the-art wear rate for any given type of urban rail system. In this paper we present a structured analysis of flange wear rates found in the literature and derived from the experience of the authors, for a variety of cases, including metros and mainline rail systems. We compare the wear rates and explain their relationship with the influence factors. We then relate the wear rates with the needs in terms of wheel reprofiling/replacement. We estimate ranges for the calibration coefficients of wear models. We present the results in a way as to allow the designer of urban rail systems to derive values for target wear rates according to their specific conditions without the need for complex simulations

Il contraddittorio preventivo nell'ambito delle indagini finanziarie

Necessità del contraddittorio preventivo nell'ambito delle indagini finanziarie, quale momento di confronto tra Fisco e contribuente, finalizzato alla determinazione della giusta imposizione e quindi all'ottimale attuazione del principio di capacità contributiva sancito dall'art.53 della Costituzione

Reference values for railway sidings track geometry

Railway sidings are operated at speeds much lower than those used on national railway lines; a typical speed is 6 km/h. In establishing reference values for maintenance of railway infrastructure in terms of the geometry for such operating conditions, it is noted that both national and European regulations do not provide specific information regarding railway sidings. The overall objective of the research is, therefore, the definition of possible reference values for track geometry, based on those adopted by European rail networks (European and national standards), which can guarantee the appropriate security level for low speed operation typical of railway sidings connected to the national network. The basic principle in defining these values is the maximization of technical-economic efficiency and the maintenance of the acceptability of the risk associated to railway operation. The research results can therefore provide useful information about the cost-effective management of maintenance and safe operation for railway sidings. For this purpose, the approach was inspired to that of Regulation 402/2013, which defines at European level a common safety method for risk analysis. Quantification of probabilities and damages should be based on simulation models because the available statistics do not allow significant results to be inferred. However, the research sector has not yet produced a consolidated modelling. For these reasons, and since it is not possible to quantify probabilities reliably, the proposals resulting from this research are based on the identification of situations where it can be shown that the hazard probability remains unchanged. The approach used to formulate possible reference values valid outside of national networks (railway sidings) is based on an understanding of the underlying principles of the codes of good practice, on the formulation of hypotheses conform to the same principles, and the proposals about mitigative measures of risk associated to the use of different reference values, such as to keep the risk of the railway within the limits of acceptability, acting conservatively so as to keep unchanged, or reduce, the probability of hazardous events.The assessment parameters, object of the first phase of the research referred to in this work and used here as an example, are longitudinal level and alignment of railway track. In the case of vehicles running at low speed, the study was conducted by varying the magnitude of the reference values by using values that belong to external intervals with respect to those in accordance with European and national codes of good practice, examining the corresponding effects on the physical quantities related to safety. The effects of their variations on the wheel-rail interaction forces were studied using a simple dynamic model (with one degree of freedom) and a random generated excitation given by track defectiveness and the corresponding random response in terms of vertical and lateral contact forces (Q and Y)

Virtualisation of the test environment for signalling

ERTMS is a well-known, well-performing technology applied all over the world but it still lacks flexibility when it comes to authorisation and certification procedures. The key of its success in the future lies as much in cost reduction as in simplification of placing in service procedures. This holds true for the implementation of a new subsystem and even more so for new software releases related to subsystems already in service. Currently the placing in service process of ETCS components and subsystems requires a large amount of tests due to the complexity of the signalling systems and the different engineering rules applied. The S2R Multi-Annual Action Plan states that the effort and time consumption of these onsite tests are at least 30% for any particular project. VITE research project (VIrtualisation of the Test Environment) aims at reducing these onsite tests to a minimum while ensuring that laboratory tests can serve as evidence for valid system behaviour and are accepted by all stakeholders involved in the placing in service process. This paper presents the first VITE results

Information Length and Localization in One Dimension

The scaling properties of the wave functions in finite samples of the one dimensional Anderson model are analyzed. The states have been characterized using a new form of the information or entropic length, and compared with analytical results obtained by assuming an exponential envelope function. A perfect agreement is obtained already for systems of $10^3$--$10^4$ sites over a very wide range of disorder parameter $10^{-4}<W<10^4$. Implications for higher dimensions are also presented.Comment: 11 pages (+3 Figures upon request), Plain TE

Average effort extended in person hours to complete an initial child study team evaluation

The purpose of this study was to determine the number of person hours necessary to complete a Child Study Team initial evaluation by School Psychologists and Learning Disabilities Teacher Consultants in a random sample of school districts in Southern New Jersey. Sixteen components of an initial evaluation were identified and respondents were asked to report the time in minutes devoted to each component. Thirty questionnaires were distributed and twenty-four were returned. On the basis of the responses, it was found that School Psychologists spend fourteen hours completing an initial evaluation, and Learning Disabilities Teacher Consultants spend ten hours completing an initial evaluation. The results have implications for staffing patterns necessary to provide quality services

Full-scale measurement and analysis of train slipstreams and wakes. Part 1: Ensemble averages

This paper describes a series of extensive and unique full-scale measurements of the slipstreams of trains of various types that were carried out as part of the EU-sponsored AeroTRAIN project, together with the analysis of the experimental data. These experiments were carried out with the fundamental aim of seeking to reduce the complexity of the current technical specifications for interoperability (TSI) testing methodology. Experimental sites in Spain and Germany were used, for a range of different train types - high-speed single-unit trains, high-speed double-unit trains, conventional passenger units and locomotive/coach combinations. The data that was obtained was supplemented by other data from previous projects. The analysis primarily involved a study of the ensemble averages of the slipstream velocities, measured both at trackside and above platforms. The differences between the flows around different train types were elucidated, and the effect of platforms on slipstream behaviour described. A brief analysis of the effects of crosswinds on slipstream behaviour was also carried out. Through a detailed analysis of slipstream velocity components, the detailed nature of the flow around the nose and in the near wake of the train was investigated, again revealing differences in flow pattern between different trains. Significant similarity in the far wake flows was revealed. These fundamental results form the basis for the detailed discussion of the proposed TSI methodology that will be presented in Part 2 of this paper. Overall the results enable the nature of the flow field around trains to be understood in far greater detail than before, and also allow the developments of a revised TSI methodology which is more efficient than current practice. © IMechE 2013 Reprints and permissions: sagepub.co.uk/journalsPermissions.nav

Bilingualism and Identity Processes

AbstractThe coexistence of people with different cultural backgrounds is an important issue for the social sciences.In particular, mixed couples could represent an interesting field of research in order to explore their representational framework in terms of bilingualism, biculturalism and identity processes.The aim of this study was to explore the attitudes that a group of mixed couples has on bilingualism and biculturalism. Specifically, it intends to test the hypothesis that there is a link between bilingualism/biculturalism, self-esteem and identification.Results revealed that mixed couples tend to harmonize cultural differences and the data confirmed our hypothesi

An Analysis of Physical Wellness During Pregnancy

There is a lack of proper physical wellness increasing in society. This qualitative phenomenological study explored physical wellness during pregnancy using the theoretic framework of Social Cognitive Theory to show perceptions and lived experiences of women who are pregnant or who have been pregnant in the past three years. Three research questions were the focus of this qualitative study. RQ1: what aspects of physical wellness are important to women who are pregnant? RQ2: what are women’s physical wellness experiences during pregnancy? RQ3: how are women who are pregnant educated about physical wellness? Ten women in central Florida who are pregnant or have been pregnant in the past three years were used for the sample size. Open-ended semi structured interview questions were used to collect data. The interview was conducted over virtual Teams meeting. The data collected was analyzed by using thematic analysis method for identifying, analyzing, and reporting patterns within data. The results from this study described similar women’s perceptions and experiences of physical wellness during pregnancy. This study is significant because it brings awareness to the importance of physical wellness during pregnancy. This study also adds to the gap in the literature on physical wellness during pregnancy

Limits and opportunities of risk analysis application in railway systems

Risk Analysis is a collection of methods widely used in many industrial sectors. In the transport sector it has been particularly used for air transport applications. The reasons for this wide use are well-known: risk analysis allows to approach the safety theme in a stochastic - rather than deterministic - way, it forces to break down the system in sub-components, last but not least it allows a comparison between solutions with different costs, introducing de facto an element of economic feasibility of the project alternatives in the safety field. Apart from the United Kingdom, in Europe the application of this tool in the railway sector is relatively recent. In particular Directive 2004/49/EC (the "railway safety directive") provides for compulsory risk assessment in relation to the activities of railway Infrastructure Managers (IMs) and of Railway Undertakings (RUs). Nevertheless the peculiarity of the railway system - in which human, procedural, environmental and technological components have a continuous interchange and in which human responsibilities and technological functions often overlap - induced the EC to allow wide margins of subjectivity in the interpretation of risk assessment. When enacting Commission Regulation (EC) No 352/2009 which further regulates this subject, a risk assessment is considered positive also if the IM or RU declare to take safety measures widely used in normal practice. The paper shows the results of a structured comparative analysis of the rail sector and other industrial sectors, which illustrate the difficulties, but also the opportunities, of a transfer towards the railway system of the risk analysis methods currently in use for the other systems