Distance Passenger Research Articles

Metro Railway Safety: An Analysis of Accident Precursors

Fatalities due to railway accidents occur rarely and some railways identify risks from potential accident precursors. By lowering precursor frequency, the probability of more serious incidents and accidents may be reduced, following the idea of a reverse pyramid between precursors, top events, injuries and deaths. To assist in reducing such risks, a new safety maturity model (SMM) is proposed which aims to address not only the behavioural and/or attitudinal culture, but also technical, operational and methodological elements and actual achievements in terms of safety outcomes.This paper outlines the results of precursor analysis from 18 CoMET and Nova railways, all but two of which are metro (subway) operations, the other two being commuter railways. One of the commuter railways has mixed traffic including freight and long distance passenger trains, while four of the metro railways share lines with longer distance railways.The paper analyses precursors, top events, injuries and deaths as well as safety maturity and their relationships both to each other and to incidents and accidents for the set of the major global metro railways. The 27 precursors analysed, for the period 2002-2009, fall into six categories: human performance; technical failures; passengers; fires; malicious action and management action.To assess safety maturity, a model was developed based upon literature and metro experience. A questionnaire assessed the following safety maturity criteria for each metro: publication of safety reports; periodicity of safety monitoring; prioritisation of safety related incidents; efforts to mitigate risks and avoid incidents; description of safety procedures and monitoring of residual risks. The responses of each metro were scored to determine its aggregate safety maturity level.Statistical analysis indicates a positive correlation between injuries and top events as well as between injuries and precursors. The safety maturity score is correlated with injuries but not with precursors, top events or fatalities. Using these results, this paper proposes a number of measures to improve metro railways safety in each precursor category.

Cases Studies in Improving Interconnectivity between Passenger Transport Modes-the Context of the EU Transport Policy Objectives

The paper deals with the problem of interconnection between long and short distance passenger transport. Conclusions presented are results of research conducted within INTERCONNECT EU project (INTERCONNECTion Between Short- and Long-Distance Transport Networks, project co-funded by the European Commission within the Seventh Framework Programme, Theme 7 Transport (www.interconnect-project.eu). Synthetic analysis of solutions allowing for better integration of transport modes is presented. Specific real life cases provide examples how theoretical solutions could be adapted in practice, what actions are plausible and what barriers are faced. The particular focus are those journeys which might benefit from more effective interconnection between different modes and services, and those situations where effective interconnection is currently hampered by institutional barriers, lack of investment or failure to innovate. The topic of interconnection has particular relevance at the European level because the transport networks’ role is compromised by poor interconnectivity and because the next generation of European transport policies will have to be sensitive to the differences between short, medium and long-term transport markets and the market advantages of each transport mode. Moreover, the improvement of interconnectivity results in greater efficiency and reduced environmental impact of passenger transport by judicious encouragement of integration, co-operation and, where appropriate, competition in the provision of local connections. In the paper authors also present synthetic results of the analysis of the outcomes of the selected case studies at a European level in the light of EU strategic policies and their implications in the different scale of transport networks and modes.

Are rail charges connected to costs?

In rail pricing systems, variable charges and track usage or running charges are supposed to recover the costs that are most directly incurred as a result of operating a train service: the marginal costs of track renewal and maintenance.This paper studies a series of national charging systems to compare track usage costs and the charges that seek to recover those costs. It also examines the pricing levels applied to railway services to study the coherence between national charging systems and the charging principle on which they are based. The key conclusions are that, in general, the countries that adopt a full cost system recover more costs than those that adopt a marginal cost system. Moreover, the pricing system applied by “marginal cost system countries” varies, depending on the country and type of railway service provided. It has also been found that, no matter which charging principle is adopted, regional, local and suburban trains are the rail services on which more costs are levied, followed by long distance passenger trains and freight trains, with the latter making the lowest contribution to track costs. Another point in common among all countries is the small portion of costs recovered via charges. Finally, the study on coherence showed that some countries do not apply the charging principle of their choice coherently.

Analysis of PDR Passenger-Sharing Rate Based on Service Attributes

With safety, comfort, convenience, fast, economy, punctuality advantages and high service effectiveness, the introduction of passenger-dedicated line (PDL) will attract passenger volume assumed by other modes of long-short distance passenger transportation in terminal transportation system as part of its traffic component, named the transferred volume. Meanwhile, PDL will stimulate the potential travel demand to generate induced passenger volume. The volume of terminal passenger flow is of great significance in building PDLs, passenger railway stations, and transportation terminals. From the perspective of transportation mode service, by employing passenger-sharing rate model, Xi'an terminal is presented to estimate and analyze the long and short distance passenger transferred volume and the induced volume which it undertakes after introducing PDL.

Kahan Peningkatan Angkutan Pemadu Moda Di Bandara Samratulangi Manado

Manado as one of the many tourist ta11m 11isited ln; domestic and foreign tourists are in need ofsupport infrastructure and transportntion facilities are inadequate both in qun.lihj and quantih;. Transportationneeds to be organized in a syst.ern of integmt.ed smrices in order to improve senrices to usersof transport sentices, at Airport Mnnndo Sam dotplwtogmplry inter-modnl integration has not beenperforming 1rell so that utilization is still low modal transportation allotjng. Kejian This qualitativedescriptiz;e method ln; using priman; data and secondan; data. The results slunred the cause of thelow utility in the airport transport multimoda Sam dotplwtograpln; is because there is no agreement(MOU) between the Department of Transportation of the cih; of Manado with manager Sam RatulangiAirport just a good relationship between the Department of Transportation 11rith Pt (Persero) LAP. IManado, not yet integrated aircraft and schedules between hus Trans Kmmnun and based on publicperception antannodn facilities at Sam Rnhtlangi Airport of Mnnado is not good enough, this isbecause based on respondents' perception distance passenger exits the bus shelter Trans Kawanuastill far and is still quite difficult to get a bus Trans Kmvanua at the Airport and the respondentsagreed that if there is integration beni:een the aircraft ln; bus Trans Kmvanua.Keywords: Feeder Mode

Evaluating light rail as a short distance passenger transportation solution in a midsized town

European Union regards railways as a safe and environmentally friendly transportation mode. One target of EU transport policy is to shift long-distance road journeys and short-distance air journeys onto railways. In local passenger transportation, rail is currently used only in larger cities. This study evaluates light rail as a local passenger traffic solution for a midsized town. The evaluation is based on investment appraisal methodology. In the case studied, the functionality of alternative routes is explored using discrete event simulation. Based on the results, the infrastructure investment of operating network required plays a pivotal role in determining the profitability of light rail public transportation system. Interestingly, environmental issues cannot justify light rail investments alone, even if significant changes would appear in operating environment.

준고속 도시철도의 진동분석 및 저감대책

Subway electric trains need to be faster for accommodation of long distance passengers. The faster run of the existing trains results in deterioration of ride quality due to noise and vibration. To reduce the noise and vibration of the electric train, a running test of the electric train was performed and an ADAMS/Rail model was set up to verify the running test results. The experimental results show that the sources of the cabin noise and vibration basically comes from the irregularity of the railroad track and the deterioration of the connection part between cabin and bogie. Consequently for mitigation of noise and vibration of the electric train, the redesign of the center pivot with softer stiffness and the minimization of rail irregularity are necessary. the frequent maintenance of the train will lead to better comport.

Synthesis of pass-by railway noise

Pass-by railway noise is one of the main problems in the community. Typically pass-by railway noise is estimated using Leq or Lden in dB(A) and often these methods do not reflect the listener perceptual overview. It is therefore necessary to reduce the pass-by railway noise by synthesizing the noise characters into various segments. The segments could be based on the physical properties of rail vehicles like rolling, traction, pantograph, cooling system noise, etc. There are few other segments which are also based on the perceptual view of the pass-by railway noise like squeaking, rattling or beating (tadak, tadak). In this study only a few of the physical characteristics of the railway noises are examined. The idea of synthesization is to determine what segments in the noise characters are annoying. And thereby make a virtual pleasant pass-by railway sound. Several pass-by noises from Swedish rail vehicles were recorded using binaural technology according to ISO 3095. Recorded noise signals were then analyzed with the help of spectrogram analysis using Matlab. The results of the studies indicate that the rolling noise and broadband noise are most annoying for the long distance passenger rail vehicles.

Shared track—A new dawn?

Shared track is now a possibility in the United Kingdom; the Sunderland Metro will introduce lightweight vehicles on to the Railtrack network. On the other hand, some cities that pioneered the concept are now developing systems where light rapid transit (LRT) and heavy rail are kept separate. This paper examines the technical issues behind these developments. It also examines the scope in the United Kingdom for the wider applications being seen elsewhere in Europe. Innovative approaches are essential if rail systems are to continue to play a role in short distance passenger transport. Shared track could merge the best of heavy rail and tramway practice to create extremely attractive services, taking advantage of new traction options. The main technical challenge is to create vehicles that are both commercially attractive and meet the safety requirements that apply on those parts of the various systems where they might operate.

Structure and dynamics of non-suburban passenger travel demand in Indian railways

In this paper we derive long run structural relationships for all the three classes, viz. upper, second and ordinary second class, of non-suburban long distance passenger transport demand for Indian railways using annual time series data for 1970–1995. We employ some of the recent developments in multivariate dynamic econometric time series modeling including estimation of long-run structural cointegrating relationships, short-run dynamics and measurement of the effects of shocks and their persistence on evolution of the dynamic passenger transport demand system. The models are estimated using a cointegrating vector autoregressive (VAR) modeling framework, which allows for endogeneity of regressors. The demand systems are found to be stable for all the classes in the long run and they converge to equilibrium in a period of around 2–4 years after a typical system-wide shock. Any disequilibrium in the short-run is corrected in the long-run with adjustments in passenger transport demand and the price variable, i.e. real rate charged per passenger kilometer. Results show that travel demand in all classes would rise with income, although the rise is less than proportionate in the case of ordinary class. High price elasticity in long-run and short-run impulse responses indicate that passenger fare hike could lead to substantial decline in travel demand leading to decline in revenue earnings of the railways.

Intercity rail services: A nested logit stated choice analysis of pricing options

AbstractThere is a renewed interest in intercity and long‐distance rail services in many countries, with both new high‐speed rail services and improvements to conventional rail under review. The current study reports on an investigation using a stated choice experiment, of the demand for sleeper services between Sydney, Northern New South Wales (NSW) and Brisbane in Australia, a 12 to 14 hour trip, just after a decision by the NSW government to temporarily suspend sleeper services and introduce seating service only, pending an inquiry into the demand for such loss‐making services under alternative price and service levels. A matrix of direct fare elasticities within the rail mode and between rail and competing modes are obtained for concession and non‐concession travellers from a nested logit model. The empirical evidence extends our knowledge of the sensitivity of the long distance passenger market to a range of rails fares, distinguishing between classes of fares and levels of service.

BOARDING PLACE AND ACCESS MODE CHOICE ANALYSIS OF INTERCITY BUS PASSENGER

In Indonesia, the relocation of bus terminal caused more inconvenience to intercity passenger.This study revealed that the intercity bus boarding place and access mode choice model was reasonably successful in providing an understanding of their determinant factors. The policy variables affecting access mode is access travel time, while in the case of boarding place are out of vehicle time and difference in intercity bus time. Shorter distance passenger was found to have higher sensitivity to access travel time and difference in intercity bus time than their counterpart. Three policy implications have been analyzed to verify the usefulness of model.

Issues in Heavy Vehicles

The heavy vehicle industry includes medium-duty trucks, heavy-duty trucks, and buses. Vehicle size, driver location relative to the road, and duration of time in the vehicle distinguish heavy vehicles from the passenger car and light truck industry. During the past decade, the industry has been changing. Technological advances, as well as political, economic, and cultural forces, have combined to create a new environment. The driver has become more important in this new environment. A driver shortage and safety issues have heightened the interest in human factors and ergonomics in the heavy vehicle industry. The purpose of this symposium is to highlight some of the current human factors research in the field of heavy vehicles. While there are many possible topics to discuss, the first two papers will address vehicle design issues and the second two papers will address operational issues. Ms. Kinghorn will discuss a technique to estimate the current population of US Truck Drivers. She proposes that some of the shortcomings of the available data, such as changes in the population over the last decade and dimensions for which no data are available, can be overcome by estimating the current truck driver population from data on the general population. Mr. Reynolds will discuss the discrepancies observed between a design eyellipse location and actual driver eye locations in a small exploratory study. He will describe the primary contributor to the discrepancy, the H-point, and suggest several other potential contributors. Ms. Feyer will discuss a study on the effects of operational practices on driver fatigue. She will compare and contrast the operational practices of various segments of the long distance passenger and freight hauling industries. Her results indicate that different strategies must be applied to the passenger and freight industries to combat fatigue, even though the causes of fatigue are the same. Ms. Freund is from the US Federal Highway Administration's Office of Motor Carriers. She will discuss their plans for research concerning truck and bus driver operational regulation. Specific areas that are of interest include proficiency testing, fitness for duty, and substance abuse. She will elaborate on the program, addressing driver fatigue and loss of alertness.

A conceptual solution to the aircraft gate assignment problem using 0, 1 linear programming

The U.S. commercial airline movement to “hub” operations has increased rapidly over the past several years. This trend will grow with the introduction of the Wayport concept. These giant “people exchange” facilities will feature multiple runways and massive concourses. While the Wayport developers may automate the ground movement of passengers, the sheer size of the facilities and the anticipated close scheduling of flights will confront the passenger with a problem of new dimension in getting from arrival gate to departure gate. One thing that could help alleviate the situation would be “sensible” assignment of flights to gates - sensible in that the assignment would take into account the communion of interest of the passengers. Other things being equal, the positioning of incoming flights should take into account the distribution of passengers among connecting flights. The larger the number of passengers arriving on flight X for destination A, the closer flight X should be positioned to the flight departing for A. This inquiry looks conceptually at this problem, reducing the distance passengers must walk from gate to gate. The criterion selected is minimization of the total passenger-distance travel for a given arrival-departure cycle. The problem can be conveniently cast as a 0,1 Linear Programming (LP) problem. The author discusses derivation of problem parameters and then solves several representative problems. A unique feature of the LP approach is the availability with the optimal solution of cost factors and assignments for suboptimal solutions. Minor changes in the input data do not require reworking the problem. Although the solution is characterized as conceptual, some ideas are given for practical use of the solution methodology in a dynamic airport environment.

CHANGES IN THE SPATIAL PATTERNS OF PASSENGER FLOWS IN JAPAN, 1963_??_1977

The transportation phenomena are a collective expression of socio-economic activities and, therefore, can be viewed as flows in intra and inter-regional contexts. Flows of people goods, and information are an aspect of the transportation phenomena. Among these, the flow of people is especially important. The shares of passenger flows, among various modes appear to be influenced by socioeconomic relations and connections between regions. The objective of this paper is to undertake a disaggregated study of passenger transportation by mode (bus, railroad, private car, and air transportation) during 1963 and 1977 in Japan. These two years were selected because during the intervening years there was the expansion of high-speed' transportation facilities. The primary goal of this study is to clarify changes in the patterns of passenger flows by mode in Japan. Data used in this study are the inter-prefectural passenger origin and destination survey (46×46) of each mode by the Ministry of Transport in 1963 and 1977. The number of prefectures included in the survey was 46 for land transportation in 1963 and 1977. For air transportation, the number of prefectures was 29 in 1963 and 30 in 1977. Analyses of over 0.1% flows proportional to the total passenger flows in each mode were undertaken to ascertain relative changes in volume. The results of the analyses are as follows: 1. In land transport, the passenger flows between Tokyo, Osaka and their neighboring prefectures are conspicuous (commuting flows) in Japan. The percentage of bus passenger flows have increased from 1963 to 1977 between larger cities (Fig. 2-b). The reasons for the change are the appearance of high-speed transportation facilities and the entry of private railroad companies into the long distance passenger service. Further, the increase in the intercity flows of buses reflects the increased use of private passenger cars. The bus companies compensated for the decline in local passenger traffic and emphasized the long distance passenger traffic. Also, there was an increase in the passenger flows by railroad between larger cities and prefectures with regional centers and by direct linkage between larger cities and other prefectures (Fig. 3-b). The reasons for this change are the long distance travel with the construction of the Shinkansen (new main line trains), the electrification of railroads, and the spread of special express trains. In intrrregional flows, the increase of private cars is noticeable (Fig. 6-b). The use of private cars increased because of the widespread ownership of automobiles, the expansion and improvements of roads and increased income. Finally, interregional air passenger flows remain to be same between 1963 and 1977 on trunk line (Hokkaido-Tokyo-Osaka-Fukuoka). A comparison between air and railroad transportation during this period indicates that the relative share of passengers using air transportation declined in the flows between Tokyo and Osaka because of the competition from the Shinkansen line. The rates of air passenger flows between Tokyo and Hokkaido, Shikoku, Kyushu were higher in 1977 (Fig. 8-b). The phenomena resulted from the increase in personal income, expansion of air service to more locations, and the inexpensiveness of air fare in comparison with the first class train seat. 2. The development of high-speed transportation systems increased long distance passenger flows. This development focused the passenger flows on Tokyo. As indicated above, the relative share of air transportation declined between Tokyo and Osaka because of the competition from the Shinkansen line. 3. Changes in the railroad passenger rates between Tokyo and its neighboring prefectures are relatively high while those of private passenger cars are relatively low (Figs. 4 and 7).

Modal split considerations on long distance passenger traffic: Effects of different relative increase in transportation costs, caused by higher energy prices

The purpose of this paper is to develop a model explaining the relative distribution of long distance passenger traffic mainly on railway and air transport. Further it is shown how increased prices of energy influence the relative distribution. Data from Norway are used to estimate coefficients in a model based on the logistic curve. Increase in energy prices are shown for railways, air and passenger cars. Theoretical calculations indicate in a certain case a 40 per cent increase in railway traffic due to increased fares, whereas traffic counts show 36 per cent.