Risk assessment of the spanish national railway system

The principal risks in the railway industry are mainly associated with collisions, derailments and level crossing accidents. An understanding of the nature of previous accidents on the railway network is required to identify potential causes and develop safety systems and deploy safety procedures. Risk assessment is a process for determining the risk magnitude to assist with decision-making. We propose a three-step methodology to predict the mean number of fatalities in railway accidents. The first is to predict the mean number of accidents by analyzing generalized linear models and selecting the one that best fits to the available historical data on the basis of goodness-offit statistics. The second is to compute the mean number of fatalities per accident and the third is to estimate the mean number of fatalities. The methodology is illustrated on the Spanish railway system. Statistical models accounting for annual and grouped data for the 1992-2009 time period have been analyzed. After identifying the models for broad and narrow gauges, we predicted mean number of accidents and the number of fatalities for the 2010-18 time period.

Sistema supervisor central de eventos en entorno ferroviario

En el campo del ferrocarril es necesaria tecnología avanzada que ayude en la seguridad de los trenes y de los pasajeros, en caso de viajes comerciales. Para ello en los pasos a nivel es necesario tener mecanismos que detallen cualquier incidencia, o cualquier anomalía respecto a las vías, bajadas de vayas, etc. Aquí toma vida esta aplicación llamada SCSE (Sistema Supervisor Central de Eventos en Entorno Ferroviario), que ofrece una cantidad importante de información. Esta aplicación recoge en el momento toda la información de los distintos pasos a nivel; y nos dice dónde está fallando el paso, si hay un error en la subida/bajada de vayas, si el semáforo no ha cambiado de color a tiempo... y lo hace visual en la pantalla. Con esta aplicación se pretende ofrecer una mayor eficacia en seguridad, una mayor rapidez en reparación de incidencias y una organización dentro de la empresa para poder ver sobre que se está trabajando.---ABSTRACT---In the field of rail technology is needed to assist in the safety of trains and passengers in case of commercial travel. To do this on level crossings is necessary to have mechanisms that detail any incident or any matter relating to rails etc. Here comes alive this application called SCSE (Central Events Supervisor System Environment Railway), which provides a significant amount of information. This application collects in the moment all the information of the different level crossings; and it tells us where it is failing level crossing, if there is an error in the up / down, if the light has not changed color in time ... and makes visual on the screen. With this application is intended to provide more effective security, a faster repair incidents and organization inside the company to see on which they are working.

Measurement of Distributed Antenna Systems at 2.4 GHz in a Realistic Subway Tunnel Environment.

Accurate characterization of the radio channel in tunnels is of great importance for new signaling and train control communications systems. To model this environment, measurements have been taken at 2.4 GHz in a real environment in Madrid subway. The measurements were carried out with four base station transmitters installed in a 2-km tunnel and using a mobile receiver installed on a standard train. First, with an optimum antenna configuration, all the propagation characteristics of a complex subway environment, including near shadowing, path loss,shadow fading, fast fading, level crossing rate (LCR), and average fade duration (AFD), have been measured and computed. Thereafter, comparisons of propagation characteristics in a double-track tunnel (9.8-m width) and a single-track tunnel (4.8-m width) have been made. Finally, all the measurement results have been shown in a complete table for accurate statistical modeling.

Alta velocidad ferroviaria en California(USA): quinta parte (V) LAV San Francisco–Sacramento (Bay Crossing Alternative) = High speed railway in California (USA): fith part (V) HSRL San Francisco–Sacramento (Bay Crossing Alternative)

Implantación de la Red de Alta velocidad Ferroviaria en California. Tramo San Francisco-Sacramento. Este artículo de la serie “Alta velocidad Ferroviaria en California (CHSRS), se ocupa de la línea San Francisco– Sacramento “Bay Crossing Alternative”, que cierra la red de alta velocidad ferroviaria del Estado de California, permitiendo en la terminal HSR de Sacramento, conectar con la línea Fresno–Sacramento, en coincidencia de trazados para en el futuro prolongar la red californiana de alta velocidad ferroviaria hasta su entronque con la del Estado de Nevada, vía Tahoe Lake–Reno. La línea San Francisco–Sacramento “Bay Crossing Alternative”, consta de tres trayectos: El primero de ellos “San Francisco urbano” va desde la terminal HSR “San Francisco Airport”, donde termina la alternativa “Golden Gate” de la línea Fresno–San Francisco, hasta el viaducto de acceso al Paso de la Bahía, que constituye el segundo trayecto “San Francisco–Richmond”, trayecto estrella de la red, de 15,48 Km de longitud sobre la Bahía de San Francisco, con desarrollo a través de 11,28 Km en puente colgante múltiple, con vanos de 800 m de luz y 67 m de altura libre bajo el tablero que permite la navegación en la Bahía. El tercer trayecto “Richmond–Sacramento” cruza la Bahía de San Pablo con un puente colgante de 1,6 Km de longitud y tipología similar a los múltiples de la Bahía de San Francisco, pasa por Vallejo (la por plazo breve de tiempo, antigua capital del Estado de California) y por la universitaria Davis, antes de finalmente llegar a la HSR Terminal Station de Sacramento Roseville. This article of the series “California High Speed Railway System”(CHSRS) treats on Line San Francisco–Sacramento “Bay Crossing Alternative” (BCA). This line closes the system of California high speed state railway, and connects with the line Fresno–Sacramento “Stockton Arch Alternative”, joining its alignments in the HSR Terminal of Sacramento Roseville. From this station it will be possible, in the future, to extend the Californian railway system till the Nevada railway system, vía Tahoe Lake and Reno. The BCA consists of three sections: The first one passing through San Francisco city, goes from HSR San Francisco Airport Terminal Station (where the line Fresno–San Francisco “Golden Gate Alternative” ends), up to the Viaduct access at the Bay Crossing. The second section San Francisco–Richmond, constitutes the star section of the system, with 15,48 Km length on the San Francisco Bay, where 11,28 Km in multi suspension bridge, 800 m span and 67 m gauge under panel, to allow navigation through the Bay. The third section Richmond–Sacramento crosses the San Pablo Bay through another suspension bridge of similar typology to that of San Francisco Bay crossing; pass through Vallejo (the ancient and for a short time Head of the State of California) and through Davis, university city, to arrive to the HSR Terminal Station of Sacramento Roseville.

Static Pressure Impact on Aerodynamics of High Speed Railway Tunnels

A pressure wave is generated when a high speed train enters a tunnel. This wave travels along the tunnel back and forth, and is reflected at the irregularities of the tunnel duct (section changes, chimneys and tunnel ends). The pressure changes are associated to these waves can have an effect on passengers if the trains are not suitably sealed or pressurized. The intensity of the waves depends mainly on the train speed, and on the blockage ratio (train-section-to- tunnel-section area ratio). As the intensity of the waves is limited by regulations, and also by the effects on passengers and infrastructures, the sizing of the tunnel section area is largely influenced by the maximum train speed allowed in the tunnel. The aim of this study is to analyse the increase in cost in a tunnel due to the existence of this difference in ground level, and evaluate the increase of construction costs that this elevation might involve.

Alta velocidad ferroviaria en California(USA): cuarta parte (IV) Fresno-Sacramento (Roseville) = High speed railway in California (USA): fourth part (IV) Fresno-Sacramento (Roseville)

Implantación de la Red de Alta velocidad Ferroviaria en California. Tramo Fresno-Sacramento. El presente articúlo es la cuarta parte de la serie "Alta Velocidad Ferroviaria en California (CHSRS)". Recoge la Alternativa "Stockton Arch", que el Proyecto FARWEST presenta a la prevista por la Authority (CHSRA), para la Línea HSR Fresno-Sacramento, en programación y en trazado. Éste discurre, desde la gran Terminal de Fresno (implantada en las afueras al suroeste de la ciudad) por el segmento sur del "mar interior" (que en el Terciario Superior ocupaba el actual Valle Central), hasta Stockton, y por el segmento norte, hasta Sacramento. El Paet de Ripperdan (~ pK 40) queda conectado por carretera con el PAET de Oroloma de la Línea HSR Fresno-San Francisco (Golden Gate Alternative). La última parte del trazado de la Línea HSR Fresno-Sacramento (Stockton Arch Alternative), coincide en alineación y rasante con la Línea HSR San Francisco-Sacramento (Crossing Bay Alternative) a la altura de Roseville, donde se emplaza la gran terminal norte de la red de California, desde la que se unirá ésta con la de Nevada, por Reno. This article forras the fourth part of the series entitled "High Speed Railway in California (CHSRS)". It addresses the "Stockton Arch" alternative, which the FARWESTProjectpresents in scheduling and in alignment as to that provided for by the Authority (CHSRA) for the Fresno-Sacramento HSR Line. The latter runs from the grand Fresno Terminal (located in the outskirts to the southwest ofthe city) through the south segment ofthe "inland sea" (which oceupied the current Central Valley in the Upper Tertiary) to Stockton and through the north segment to Sacramento. The Ripperdan TSAP (post ofpassing and stabling trains), — kilometer point 40, conneets with the Oroloma TSAP ofthe Fresno-San Francisco HSR Line (Golden Gate Alternative) by road. The last part of the Fresno-Sacramento HSR Line alignment (Stockton Arch Alternative), coincides in alignment and grade with the San Francisco-Sacramento HSR Line (Crossing Bay Alternative) at Roseville, where the great north terminal ofthe California network is located, from which the latter will be linked with Nevada s network through Reno.

LTE as the future railway communication system: benefits and challenges

In this paper the main challenges associated with the migration process towards LTE, will be assessed. These challenges comprise, among others, the next key topics: Reliability, Availability Maintainability and Safety (RAMS) requirements, end to end Quality of Service (QoS) requirements, system performance in high speed scenarios, communication system deployment strategy, and system backward compatibility as well as the future system features for delivering railway services. The practical evaluation of the LTE system capabilities and performance in High Speed Railway (HSR) scenarios, require the development of an LTE demonstrator and an LTE system level simulator. Under this scope, the authors have developed an RF LTE demonstrator, as well as an LTE system level simulator, that will provide valuable information for the assessing of LTE performance and suitability in real HSR scenarios. This work is being developed under the framework of a research project to evaluate the feasibility of LTE to become the new railway communication system. The companies and universities involved in this project are: Technical University of Madrid (UPM), Alcatel Lucent Spain, ADIF (Spanish Railway Infrastructure Manager), Metro de Madrid, AT4 Wireless, the University of A Coruña (UDC) and University of Málaga (UMA).