Passenger Trains Research Articles

Development of a framework for assessing train passengers' post‐boarding behaviours based on their perceptions

AbstractWhile existing literature has focused on modelling pedestrian movement on platforms, there is a lack of understanding of passengers' perceptions, motivations, and influential factors that shape their on‐board behaviours and choices. This study developed a conceptual framework to assess passengers' post‐boarding behaviours and perceptions, specifically focusing on their actions and choices inside the train carriages. The conceptual framework was tested through survey data of 429 passengers in Melbourne, Australia. The result shows that door access is the most influential factor when passengers choose where to stand or sit on board, followed by comfort, safety, privacy, and random factors. Furthermore, the study explores the relationship between the post‐boarding behaviour variables and travellers’ personal and trip characteristic variables. The analysis shows that carrying large items has a more significant effect on many post‐boarding behaviour variables. Gender, age group, travel frequency, waiting time, and carrying small items also play significant roles. However, variables such as travel time and frequency of group travel have lesser effects. These novel findings offer valuable insights, laying the groundwork for future modelling activities. Moreover, the understanding derived from passenger perceptions can guide transport agencies and operators in shaping strategies to improve onboard services.

Commuter Experience: An Assessment of Metro-Train Comfort Amidst Operational Vibroacoustic Conditions

This study investigates the impact of different passenger rolling stock structures and train configurations on vibrations and noise generated during operation. Vibroacoustic measurements were performed during acceleration, constant speed, and braking phases to analyze the effects using statistical analysis according to the relevant standards, revealing a statistically significant relationship between the equivalent noise level and vibration dose. In the context of the expanding Warsaw metro network, which is adding new lines and modern rolling stock, trends in the development of metro rolling stock were analyzed using five different types of metro vehicles, from the oldest to the newest designs. Vehicle performance was ranked in the context of ride comfort using standards and combined vibration and noise measures. The research results allowed for a collective comparative assessment of the construction of individual types of passenger rolling stock in terms of vibroacoustic phenomena, thanks to which it is possible to assess the impact of modern solutions and the justification for investing in modern rolling stock. Newer trains generally record significantly lower vibration and noise levels. The difference between the oldest and the most modern vehicle types is 57% for the vibration acceleration level (0.08 ms−2 RMS) and 66% for the noise level (2.2 dB LAeq).

Behavior-Adaptive Sync-Flow Framework: Integrating frequency setting and passenger routing in oversaturated urban rail transit networks

Urban rail transit (URT) networks serve a large amount of travel demand in metropolitan areas. One of the fundamental challenges in URT demand management is the dynamic interaction between train frequencies and passenger routing behaviors, which becomes even more complicated in oversaturated scenarios. Introducing the behavior-adaptive sync-flow (BASF) framework, this study holistically addresses the tactical frequency settings (train flows) for URT networks and the responsive route choice behaviors of passengers (passenger flows). The proposed integrated model incorporates a schedule-based passenger assignment within space–time networks to model passengers’ routing behaviors based on time-dependent route travel costs. In addition to travel time, the often-overlooked factors such as in-train congestion, number of passengers being left behind, and number of transfers are considered as components influencing travel costs and, consequently, routing behaviors at an individual level. A gradient descent-based heuristic iterative solution approach is developed to address the integrated model by dividing it into three sub-problems. In this iterative process, passengers respond according to a logit-based route choice model based on time-dependent route travel costs, while frequencies are updated using a gradient descent-based strategy. Central to the proposed BASF framework are the mutual adaptations between URT line frequencies and passenger route choices. Numerical examples and a case study of the Beijing URT network highlight the effectiveness and scalability of the model framework in tackling complex, large-scale URT networks, particularly in oversaturated conditions, thus revealing the significance of supply–demand matching.

Динамічні якості пасажирського поїзда зчленованої конструкції

The importance of this work stems from the need for renewing the home rolling stock and integrating it into the European market of transport services. The introduction of speedy train operation calls for increased attention to theoretical studies aimed at ride performance improvement. The analysis of passenger traffic safety for home and European tracks of different and geometries calls for assessing the ride performance of passenger trains. In doing so, steady and transient traffic conditions must be considered. This approach to theoretical studies allows one to improve the safety indices of speedy passenger trains. This paper presents the results of theoretical evaluation of the ride performance of an articulated and a standard passenger train. The cars of both trains are equipped with wheels of different profiles used on the Ukrainian and European railways. An assessment of the predicted dynamic performance of the articulated passenger train shows that its cars demonstrate a better ride performance, thus improving passenger comfort and train operating safety throughout the allowable speed range in normal conditions. It is undesirable for such trains to move in curves of small and medium radius. In addition, the articulated train cost is lower than the traditional train one because of a lower number of trucks. The ride performance is also assessed for cars whose wheels are compatible with different rail profiles, which allows them to be used both on the Ukrainian and on the European railways. As shown by calculations, the universal wear-resistant wheel profile does not impair the car ride performance of the trains considered. better ride performance.

Aerodynamic study of high-speed railway tunnels with variable cross section utilizing equivalent excavation volume

High-speed railway tunnels, being critical components of transportation infrastructure, are subject to various aerodynamic effects that can impact train operations and passenger comfort. To address these challenges, the concept of tunnels with variable cross sections offers a promising solution, allowing for non-uniform adjustments to tunnel geometry along its length. By employing the notion of equivalent excavation volume, this paper aims to provide a comprehensive aerodynamic analysis of variable cross section tunnels, focusing on different rates of cross section variation (CR). The simulation of high-speed trains (HSTs) passing through tunnels is conducted using the compressible, unsteady Reynolds-Averaged Navier–Stokes model, and the accuracy is confirmed through experimental validation. The transient pressure and peak distribution, slipstream characteristics, micro-pressure waves, and aerodynamic loads acting on trains are fully evaluated. The results indicate that variable cross section tunnels can alleviate the negative pressure on train surface, particularly with streamlined heads and tails exhibiting superior effects, whereas its influence on positive pressure is minimal. The mitigation of both positive and negative pressures on the tunnels is promising, with the maximum peak-to-peak pressures exhibiting a quadratic decrease as the CR increases, resulting in a maximum relief of 17.7%. However, variable cross section tunnels have certain adverse effects on slipstreams and transient loads when HSTs passing through front junctions. Therefore, it is necessary to choose an appropriate CR to control these effects during design process. The findings of this research contribute novel insight for optimizing tunnel design and engineering practices to enhance operational efficiency and passenger comfort.

Robust dynamic train regulation integrated with stop-skipping strategy in urban rail networks: An outer approximation based solution method

In dense urban rail networks with high passenger demands, uncertain disturbances occur frequently, and the resulting train delays will likely spread over the whole network rapidly, hence degrading the service quality offered to passengers. To cope with the uncertainties of frequent disturbances in urban rail networks, this paper proposes a robust train regulation strategy based on the information gap decision theory, which allows the operators to adjust the conservativeness of adjustment schemes flexibly by varying system performances but without the need for prior knowledge of uncertain disturbances. Specifically, considering the coupling relationship between train dynamic flows and passenger dynamic flows, a mixed integer quadratically constrained programming (MIQCP) model is constructed for the robust train regulation problem to generate solutions with immunity against disturbance uncertainties, in which the envelope-bound model is used to characterizing the uncertain sets of disturbances. To meet the real-time requirements of train operation adjustment, a tailored outer approximation algorithm incorporating a two-phase heuristics method is devised to effectively solve the developed robust train regulation model, thereby quickly generating high-quality solutions. Moreover, the warm start technique and domain reduction technique are carefully developed to accelerate the solving procedure. Numerical experiments based on the Beijing metro network illustrate the robustness of the proposed train regulation strategies and the effectiveness of the designed solution approach.

Odour and indoor air quality hazards in railway cars: an Australian mixed methods case study

PurposeThis case study aimed to diagnose the cause(s) of a seasonal, and objectionable odour reported by travellers and drivers in the railway cars of Australian passenger trains. The research questions were to: (1) identify whether significant microbial colonisation was present within the air handling system of trains and causing the odours; to (2) identify other potential sources and; (3) remedial options for addressing the issue.MethodsA mixed-methods, action research design was used adopted. Sections of the heating, ventilation, and air conditioning (HVAC) systems from odour-affected trains were swabbed for bacteria and fungi and examined for evidence of wear, fatigue and damage on-site and off-site. Insulation foam material extracted from the walls of affected trains was also subjected to a chemical assessment following exposure to varying humidity and temperature conditions in a climate simulator. This was accompanied by a qualitative sensory characterisation.ResultsUpon exposure to a variety of simulated temperature and humidity combinations to recreate the odour, volatile chemical compounds released from the insulation foam by water were identified as its likely cause. In addition, a range of potentially serious pathogenic and odour-causing microbes were cultured from the HVAC systems, although it is considered unlikely that bacterial colonies were the odour source.ConclusionThe research has implications for the sanitising and maintenance policies for HVAC systems on public transport, especially when operating in humid environments. The sanitary imposition, especially in the wake of COVID-19 may be required to ensure the safety of the travelling public and drivers.

The close complementarity of museums and theme parks as a tourist package in European capital cities

PurposeThe purpose of this paper is to analyse museums and theme parks as a tourist package and how the proximity of airports to the city and public transport influence the development of this tourist package to stimulate tourism demand in cities.Design/methodology/approachQualitative and quantitative indicators have been applied in our methodology to measure the most visited European theme parks and museums from 2012 to 2022. Moreover, the localisation of airports has allowed us to address the importance of theme parks and museums in cities and their regional economies.FindingsThe results suggest that the location of the city, entertainment complementary activity, airport proximity, intermodal passenger transport, air and train accessibility, tourism demand and supply, and a high concentration of population in cities have a high influence on the development of a tourist package that includes museums and theme parks to stimulate the tourism demand in European urban cities. London and Paris are two of the most visited cities in the world, and these are the most attractive European cities for tourists in terms of efficiency because tourists can optimize much better their space and time to visit the city’s tourist attractions during their holidays. Another important finding is that the public transport service plays an important role in museums and theme parks’ visits and the optimization of space-time for tourists when they are visiting a city and its tourist attractions on holidays, especially subways, trains and buses. Although time-space measures of accessibility in public transport in cities must be improved to optimize the time of the native population and tourists.Originality/valueThis research shows the complementary role of museums and theme parks as an attractive tourist package and an entertainment, cultural and educational activity to improve the quality of tourism supply and redistribute tourist flows in European countries. Moreover, there are limited studies that tackle the theme of parks and museums in a tourism context.

Interlayer damage evolution of CRTS III slab track under passenger and freight train loads

To study the interface damage in CRTS III slab tracks under the concurrent interactions of temperature and mixed passenger and freight train loads, a refined fatigue cohesive zone model (F-CZM) considering the stiffness, strength, and energy fracture degradation factors was presented. Utilizing this model, a finite element model (FEM) of the CRTS III slab track was developed. The interface fatigue damage between the track slab and self-compacting concrete (SCC) under various adhesive strengths and mixed operation modes was calculated. The interface characteristic degradation and stress change of door-type steel bars were revealed. Results show that good performance is ensured within the design service life with intact interface adhesion. The interface damage develops from the slab corner to the edge and then into the inner. The diminished interfacial tangential adhesive strength causes two patterns of interfacial damage procession. Enhanced freight train ratio escalates interface damage. During the development of interface damage, the door-type steel bars act as a safety margin.

An integrated approach of timetable and train ratio optimisation based on event-driven model with express/local mode

Express/local mode is an innovation combined with both express train and local train in metro system, which can offer conventional service for every station and rapid service for selected stations. The traditional operation planning for express/local mode is often carried out sequentially, leading to sub-optimality in the overall scheme and even an inability to match passenger demand. This paper aims to propose an integrated optimization approach of timetable and train ratio in express/local mode. An event-driven model and a ratio decomposition method are introduced to facilitate modeling of the problem. Then, a Two-stage Active Set Method is designed to solve the proposed model. The approach is verified through an example from Guangzhou Metro Line 14, revealing the correlation between train ratio and passenger waiting time. The results indicate that the approach can effectively allocate capacity resources of trains, leading to a significant 19.2% reduction in passenger waiting time.

Comprehensive risk assessment of Pakistan railway network: A semi-quantitative risk matrix approach

Pakistan Railway (PR) is vital to the country's transportation infrastructure, facilitating passenger and freight transportation. However, the growing number of accidents associated with PR has raised concerns about its overall safety. In addition, there have been limited research efforts to investigate PR accidents and their underlying causes The present study conducts a comprehensive risk assessment and safety management of PR using a semi-quantitative risk matrix approach. The study combines historical accident data and expert evaluations to assess the likelihood and consequences of different railway accident types and potential contributing factors. The descriptive statistics analysis has revealed varying degrees of severity for different types of railway accidents in Pakistan. For instance, accidents like passenger and goods train derailments and collisions at unmanned level crossings were identified as extreme and intolerable, whereas train fire accidents were categorized as high and undesirable. Moreover, accidents attributed to human error are classified as extreme and intolerable, while those caused by negligence of road users and track defects are classified as high and undesirable. The study utilized the risk matrix approach and identified critical risk areas that can help the decision-makers prioritize effective risk mitigation strategies. In light of the present study's findings, policy implications, such as investment in infrastructure to mitigate risks associated with aging or deteriorating tracks, bridges, and tunnels, and human resource development for railway personnel to improve their skills, decision-making abilities, and awareness of safety protocols, are recommended.

Development of New Passenger and Freight Train Load Models for Dynamic Assessment of Railway Bridges

The dynamic response of a bridge to a train crossing needs to be assessed when planning new railway bridges on tracks with a line speed above or equal 120 km/h and when recalculating existing bridges for new train configurations planned to put into operation or when increasing the locally permissible line speed. In the assessment, the model trains HSLM-A and HSLM-B need to be applied as a sequence of moving loads on two- or three-dimensional mechanical models of the bridge structure as defined in Eurocode EN 1991-2. However, these load models were developed in the 1990s while in the last 25 years many new trains have been developed and put into operation with different configurations compared to the normative model trains in terms of axle distances and axle loads. As a result, the dynamic bridge response for actually operating trains can significantly exceed the permissible values, in particular the vertical bridge acceleration. The normatively regulated model trains HSLM-A and HSLM-B are therefore no longer adequate for the dynamic assessment of railway bridges, and there is an urgent need to develop new load models for passenger and freight trains, to cover the trains currently operating on the European railway network. For the reasons mentioned above, an international consortium consisting of TU Darmstadt, KU Leuven, AIT and REVOTEC was commissioned by the German Centre for Rail Transport Research (DZSF) in 2019 to develop new dynamic passenger and freight train load models for the dynamic calculation of railway bridges. This article presents the development steps carried out, the optimization methods used herein, as well as the validation of the newly developed load models on a large set of existing railway bridges.

Identification of optimal accelerometer placement on trains for railway switch wear monitoring via multibody simulation

Accelerometers play a crucial role in the railway industry, especially in track monitoring. Traditionally, they are placed on the railway tracks or often on bridges to monitor the health and condition of the infrastructure. Recently, there has been an increased focus on using regular trains to monitor the condition of railway infrastructure. Often, the sensors are placed based on certain assumptions without much scientific evidence or support. This paper utilizes the multibody simulation software GENSYS to identify the optimal placement of accelerometers on a passenger train for monitoring railway switch wear. Switch wear profiles were generated systematically and used as input for the simulations, studying acceleration at a total of 93 locations distributed among the wheelsets, bogies, and carbody. Based on both time and frequency domain analyses, optimal sensor locations were identified, generally close to the first bogie or wheelset at the leading carbody. Accelerations generated by the wheelset passing the switch can also be captured in the carbody, but it is important to note that these are several orders lower in magnitude compared to the acceleration on the wheelset. If accelerometers are to be placed in the carbody, correct sensitivity must be chosen, and a high-pass filter should be applied to capture the acceleration signals associated with switch wear. The study confirms that there is a direct correlation between the depth of switch wear and the magnitude of the acceleration. It remains effective even under various curve radii and train speeds.

Effects of train speed and passenger capacity on ground vibration of underground suburban railways

This study aims to explore the optimal driving speed for ground vibration in suburban railway underground sections. We focused on the ground surface of suburban railway underground sections and developed a 3D finite element dynamic coupling model for the tunnel–soil system. Subsequently, considering factors such as train speed and passenger load, we analyzed the propagation characteristics of ground vibration responses in urban railway underground sections. The research results indicate a significant amplification phenomenon in the peak power spectrum of measurement points near the tunnels in underground sections. The high-frequency components of the power spectrum between measurement points are noticeably higher between the two tunnels. Furthermore, as the train speed increases, this amplification phenomenon becomes more pronounced, and the power spectrum of each measurement point mainly concentrates on several frequency bands, with the amplitude of the power spectrum near the prominent frequencies also increasing. However, when the train speed is between 100 and 120 km/h, the impact on the amplitude of the power spectrum at measurement points above the running tunnel is minimal. Additionally, the amplitude of the middle-to-high frequency components in the power spectrum increases with the increase in passenger numbers. The impact on the peak acceleration amplitude at each measurement point is minimal when the train speed is 80 km/h or below. However, once the train speed exceeds 80 km/h, the peak acceleration amplitude above the running tunnel rapidly increases, reaching its maximum value at 113 km/h, and then gradually decreasing.

A Time Headway Control Scheme for Virtually Coupled Heavy Haul Freight Trains

Abstract Virtual coupling of railway trains is an emerging technology that has the potential to significantly increase railway operational efficiency by reducing the train following distance from absolute braking distances to relative braking distances. Current research in this topic is mainly focused on passenger trains and uses distance-based headways. This paper studied virtual coupling for heavy haul freight trains and demonstrated that the distance headway scheme was challenging and sometimes impractical for heavy haul trains to achieve virtual coupling. A time-based headway scheme was then proposed to set the follower train to be a certain time behind the schedule of the leader train rather than a distance headway. The time-based headway required the follower train to reproduce the leader train's operational status at the same track location. This also allowed the follower train to copy any optimized train driving strategies from the leader train. Demonstrative simulations were carried out without the consideration of communication errors and train localization errors. The results show that a conventional distance headway simulation had maximum distance and speed errors of 716 m (36%, reference 2 km) and 24 km/h (66%, reference 36 km/h), respectively. A time-based headway simulation reduced the maximum distance and speed errors to 0.07 m (0%, reference 2 km) and 0.1 km/h (9%, reference 1.18 km/h), respectively.

Train Rescheduling of Urban Rail Transit Under Bi-Direction Disruptions in Operation Section

As urban rail transit systems expand rapidly and passenger volumes grow, disruptions in operations increasingly occur, leading to adverse effects such as train delays and passenger retention. This paper introduces an organizational scheme to address train rescheduling in urban rail transit during bidirectional operational disruptions. It uses crossovers for short-turning services on either side of the disruption. Train rescheduling following a disruption is categorized into three stages: the disruption response phase, the disruption duration phase, and the recovery phase. This study presents a cooperative adjustment model for the network train timetable with the optimization objectives of reducing total passenger waiting time and the penalty time incurred from exceeding train capacity. The model considers the interrupted line and other lines connected to the interrupted line, employing a genetic algorithm for solution. Real operational data from a local subway line in a city are used as an example to adjust the train operation of urban rail transit with the bidirectional interruption. The results show that the short-turning strategy can better ensure the service level under the urban rail transit disruptions. Furthermore, the network train timetable collaborative adjustment model outperforms strategies that only modify the timetable of the disrupted line, effectively reducing both total passenger waiting time and penalty time for exceeding train capacity. This approach enhances operational efficiency and service levels in urban rail transit.

Практические рекомендации по снижению шума на рабочем месте машиниста вагона-электростанции восстановительного поезда

Electric power cars are a special type of energy and further powering of additional lighting and auxiliary equipment. There are many different types of electric power cars for freight, passenger, and recovery trains. Electric power cars of recovery trains have several features: a large number of high-capacity diesel generator sets to ensure faultless operation of equipment and their formation based on postal and baggage cars employed earlier. On the basis of previous studies, it has been concluded that vibroacoustic characteristics inside the power car exceed maximum permissible values. Air and structural components are specific for such exceedances. Based on the analysis of experimental data, special multilayer flooring and the lining of internal partitions with sound-insulating and sound-absorbing sandwich panels have been proposed. The results of the implementation of a set and engineering measures have been considered. According to the recalculation by the «time-protection» formula, it has been detected that the noise must be reduced by 8–10 dB. As a result of the implementation of a set of measures, graphs for comparison containing maximum permissible levels, noise exceedance curve considering the «time-protection» recalculation, and the actual spectrum obtained after the implementation of measures have been provided. Based on the data obtained, it can be concluded that the sanitary norms of noise at the workplaces of power car drivers are successfully observed.

Evaluation of Commuter Train User Mapping in the Sidoarjo – Indro Department

The mobility of people from Sidoarjo to Gresik for various purposes requires commuter train as an efficient transportation mode. There is a fundamental need to map the distribution of potential commuter train users whose destination is Gresik area. In this study, the researcher chose Sidoarjo - Indro commuter train route as it intersects with a road and its vehicular traffic. This research method examined the population, number of people using commuter service, vehicle mode selection, and problems encountered while travelling between Sidoarjo and Gresik. Data collection methods used were surveys and questionnaires. Data processing used was tabulation. The mapping results show that the purpose of the passengers’ trip is predominantly for work using motorbike which delivered access as far as 4 km (30%) and online motorbike taxi as far as 4 km (43%). It is known that the distribution of commuter train passengers is dominated by those who start from Gubeng Station and stop at Sidoarjo Station. The mapping of the distribution is important to create fundamental reference that is further used in transportation modelling for areas that are not yet served by Commuter Train services, considering that commuter train services are not evenly distributed throughout the region. It is also essential to evaluate based on commuter train travel behavior mapping.

Devising a method for improving pedestrian traffic safety when crossing railroad tracks by implementing an information system with a fixed warning time

The object of research is pedestrian safety when crossing railroad tracks at pedestrian crossings. A method for improving the safety of pedestrian traffic when crossing railroad tracks within the area approaching the railroad pedestrian crossing has been developed, by introducing an information system for warning pedestrians about train movement with a fixed warning time. Experimental measurements of the speed of the rolling stock were carried out in the area approaching the pedestrian crossing over the railroad track. With the mixed movement of trains, it was found that the lowest speed of the train was 67.46 km/h, and the highest was the passenger train – 131.9 km/h. At the same time, the speed of freight trains ranged from 74 to 79 km/h. Such data are needed to determine the speed of the rolling stock on the approach to the crossing or transition, which will allow the light and sound signal to be turned on in time when the movement of a pedestrian across the track will be dangerous. The methodology for calculating the length of the approach section to the pedestrian crossing, depending on the speed of the rolling stock, has been given. It was established that the speed of the rolling stock has a significant effect on the length of the approach section. At the lowest measured speed of the train – 67.46 km/h, the length of the approach section was 317.46 m, and when the passenger train was moving at a speed of 131.9 km/h – 620.68 m. For a single-track section of the railroad, a fixed time has been established for warning pedestrians about the approach of a train to the crossing. It is a constant value that is included in the warning information system on a single-track section, and after it, a complex light and sound alarm with an information board is activated, which will warn the pedestrian about the movement of the train. The method for improving the safety of pedestrian traffic with a fixed time of the pedestrian’s anticipation of the train movement could be used at crossings with pedestrian traffic, as a supplement to the crossing signaling subsystem in railroad transport. It can also be used at equipped pedestrian crossings over railroad tracks in urbanized areas. The advantage of introducing such a method is a fixed time to warn the pedestrian, in each specific case of the train approaching the crossing

Track Irregularity Identification Method of High-Speed Railway Based on CNN-Bi-LSTM.

Track smoothness has become an important factor in the safe operation of high-speed trains. In order to ensure the safety of high-speed operations, studies on track smoothness detection methods are constantly improving. This paper presents a track irregularity identification method based on CNN-Bi-LSTM and predicts track irregularity through car body acceleration detection, which is easy to collect and can be obtained by passenger trains, so the model proposed in this paper provides an idea for the development of track irregularity identification method based on conventional vehicles. The first step is construction of the data set required for model training. The model input is the car body acceleration detection sequence, and the output is the irregularity sequence of the same length. The fluctuation trend of the irregularity data is extracted by the HP filtering (Hodrick Prescott Filter) algorithm as the prediction target. The second is a prediction model based on the CNN-Bi-LSTM network, extracting features from the car body acceleration data and realizing the point-by-point prediction of irregularities. Meanwhile, this paper proposes an exponential weighted mean square error with priority inner fitting (EIF-MSE) as the loss function, improving the accuracy of big value data prediction, and reducing the risk of false alarms. In conclusion, the model is verified based on the simulation data and the real data measured by the high-speed railway comprehensive inspection train.