bluuebunny/crossref_metadata_2025_split huggingface dataset:
Implementing New Automated Ticketing Technology at Virginia Railway Express
Authors: Henry Chris , Grant Steven 
Published: July 2013

Virginia Railway Express (VRE) is at a crossroads at a key time with its current technology. In the near future, VRE will be required to replace its existing Automated Fare Collection (AFC) system. While this may not initially sound so different from what all rail agencies must eventually go through, ensuring that the system can be integrated into its neighboring Washington Metropolitan Area Transit Authority’s (WMATA) impending New Electronic Payments Program (NEPP) is a completely different story, and for many reasons.
VRE is a key regional partner of WMATA and, as such, the two work hand-in-hand to ensure the interoperability between the two systems is maximized for the passengers who ride both services. Key to this is NEPP as an eventual replacement of WMATA’s SmarTrip® program. Since the majority of VRE’s ridership is Federal employees who carry PIV (Personal Identity Verification)/CAC (Common Access Card) cards and are making their way into the nation’s capital from Virginia and Maryland, the SmarTrip® program has been a major focus for VRE.
While the NEPP program has several years before it goes live, it presents VRE with a valuable opportunity to review its current AFC system and use the interim to implement various concepts of operations for a future system. As such, VRE has become a willing partner for WMATA as a host for technology proof-of-concepts that will aid both VRE and WMATA in the long term.
VRE is looking into hosting various technology options to pilot at key stations that may include mobile ticketing, Near Field Communication (NFC), or PIV/CAC cards as forms of payment, as well as proof of payment. As an open-gated system, VRE must tackle the problem of fare evasion, so looking to maximize its proof-of-payment capabilities with the latest technology is key.
VRE would like to share with the rail community its thoughts and ideas for proof-of-concepts to utilize the latest payment technologies, as well as discuss its plans on interoperability with WMATA to assist agencies with similar challenges.
Emissions Testing of an Intercity Passenger Locomotive Operating on B20 Biodiesel Fuel
Authors: Shurland Melissa , Deitchman Roy , Smith Wade 
Published: July 2013

The emissions of a GE P-32 passenger locomotive was not adversely impacted by the use of B20 biodiesel blended fuel. Amtrak, with the support of the Federal Railroad Administration operated a P-32 passenger locomotive in revenue service for a period of 12 months, operating on a blend of 20% pure biodiesel and 80% #2 ultra low sulfur diesel (ULSD) fuel. The P-32 locomotive used in the biodiesel demonstration was a Tier 0 12-cyclinder engine, built in 1991. The locomotive was operated on the Heartland Flyer route, providing passenger train service between Oklahoma City, OK and Fort Worth, TX. The biodiesel test locomotive maintained the Heartland Flyer train schedule 331 times by providing one roundtrip daily between the two cities, for a total of 410 miles.
Following the in-service trial, the locomotive underwent emissions testing at the GE Transportation’s locomotive emissions test facility in Erie, PA. The locomotive was tested according to the US Code of Federal Regulation (CFR) Title 40 Part 92. The test results show that operating the P-32 passenger locomotive on B20 biodiesel blended fuel for 12 months did not adversely affect the emissions of the locomotive. The paper will outline the procedure and results from the emissions testing of the B20 fuel in a passenger locomotive engine, after having used B20 fuel for 12-months in revenue service. The paper will show that the locomotive B20 emissions for hydrocarbons (HC), carbon monoxide (CO), oxides of nitrogen (NOx) particulate matter (PM), and smoke opacity were not adversely affected, and were well below the EPA locomotive emissions limit.
Due to warranty issues, GE permitted use of B20 for this study however GE does not approve use of B20 under its warranty provisions.
Preserving and Protecting Freight Infrastructure and Routes
Authors: Meitzen Mark E. , Loftus-Otway Lisa , Grow Robert J. , Hutson Nathan M. , Bruening Ari D. , Phillips Ron 
Published: July 2013

A smoothly functioning freight transportation network is part of the nation’s critical infrastructure and is essential to the operation of the U.S. economy. Rail is a significant component of this infrastructure. There are serious threats to American’s freight rail system caused in large part by intrusion of incompatible land uses, especially in America’s burgeoning megapolitans. Population growth, rising incomes, and other aspects of economic growth have all led to increased competition for the land resources around the freight rail network. Incompatible land uses around freight rail corridors and facilities often results in conflicts between those uses and barriers to efficient freight transportation.
This paper discusses the research results from Transportation Research Board (TRB) Project NCFRP 24 that developed a website, www.EnvisionFreight.com, and a report outlining tools and strategies for better planning and design of residential and other structures in proximity to freight corridors and facilities. The paper initially discusses the benefits and importance of an integrated multimodal freight system, and the value of a smoothly functioning freight transportation network. This includes discussion of the freight rail network’s part in the nation’s critical freight transportation infrastructure. The paper then reviews the conflicts and barriers that often occur between incompatible land uses and freight rail assets. Case studies that were conducted during the research are also utilized to show current practices in planning for freight. Finally the paper discusses strategies for preserving and evolving the network of freight rail corridors and access points, which requires foreseeing future areas of conflict and acting proactively in an economically rational manner.
Our research found four areas of tools and preservation and protection strategies to minimize and resolve conflicts between freight and other land uses: long-range planning, zoning and design, mitigation, and education and outreach. The research found that tremendous potential exists to significantly affect decision making that impacts freight. With the likely emergence of freight mega-regions that do not respect state or even national boundaries, a new planning dialogue is required to prepare for the next generation freight system to support these regions. Planning decisions that will be made over the next decade will be critical to our future transportation system efficiencies and regional competitiveness. Local and regional freight planning in this context will require highly skilled freight transportation planners, new planning strategies and tools, community support, longer-term regional visioning, and legislative authority.
Developments in Traction Transformer
Authors: Sarkar Subhas 
Published: July 2013

Mass transit systems are gaining increased attention and popularity in the country. With this increased activity, more and more lines are getting added under public transit systems in more and more cities. One of the essential elements in the transit system is the traction transformer which powers the trains. With the emphasis on reliability, there is also increased awareness of the energy efficiency required of the traction substation equipments and the transformer in particular.
Traction transformers are not ordinary power or distribution transformers. They have to meet several special requirements, including parameters like voltage regulation, impedance, commutation, short circuit withstand, operation with rectifiers, harmonic losses, wide fluctuation of load currents depending on the cyclic nature, etc. The reliability criteria are stringent and the traction transformers have to be properly designed, manufactured and tested, including short circuit testing for validation.
Use of modern design tools like electric and magnetic field mapping and estimation of forces and stresses are helpful in computing them accurately.
With the extensive use of vacuum circuit breakers, the subject of interaction of transformers and breakers have come to the foreground. New standards (like IEEE C57.142) have come into existence, which recommend methods to mitigate such effects. The author of this paper and his team has successfully applied these techniques in real life situations to solve problems.
Work is in the final stages for preparation of a standard specifically for Traction Power Rectifier Transformers for transit applications (IEEE draft standard 1653.1) under the IEEE Vehicle Standards Committee.
Positive Train Control: Where Are We, and What Next?
Authors: Patel Dilip M. , Callen Joshua C. 
Published: July 2013

Positive Train Control (PTC) must be up and running by December 2015. Railroads have already submitted their Implementation Plans, identifying the type of PTC system each plans to use. Every one of these systems must have Type Approval from FRA before being placed in service. To date, three different systems have gained Type Approval. Others are at various points in the Type Approval process.
This paper will provide the train control background, starting with where we were and how we got where we are with PTC mandate. The paper will survey the systems that have been approved or are in the process. For each, an overview of the technology will be provided, along with an assessment of the current state of development and the work that is needed to get to the finish line. Issues of interoperability and radio spectrum use will be highlighted.
Finally, an assessment of the “big picture” will be offered, including the roles of railroads, suppliers, and regulators.
Moving Away From Diesel and Towards All-Electric Locomotives in North America: Planning and Logistics of Ultra-Capacitor/Battery Technology
Authors: Boozarjomehri E. , Morrison E. , Roth I. , Lovegrove G. 
Published: July 2013

This paper analyzes alternatives to carbon-based fuels, including ‘clean’ electric locomotive technology. Electrification of the North American railway network leaves many questions to be researched, such as: sufficient power capacity, ‘clean’ sources, distribution costs, infrastructure costs, logistics issues, legislative barriers, and resulting changes to business practises. A comprehensive review of incentives, logistics, and barriers was done to shed some light on emerging research needs to fill knowledge gaps in time to sustain industry competitiveness, and to meet the demands of a more sustainable future for North American freight, commuter, and tourism rail.
Given prohibitively high costs and logistics of rail electrification, North American researchers have started focusing on ultra-capacitors and batteries. Previous research suggests that a hybrid capacitor/battery equipped locomotive would work, all within the existing envelope of locomotive chassis, and with much lower infrastructure costs. The transition in NA would be faster, at a much lower cost, including high speed passenger rail. However, no one has yet done the necessary research to verify this hypothesis.
The Role of Oxidation in Railroad Wheels
Authors: Dedmon Steven L. 
Published: July 2013

On-tread braking generates high heat and often results in temperatures on the tread surface in excess of 400C (750F). Temperatures this high result in rapid oxidation of the tread surface. High temperature oxidation for steel generally follows a parabolic rate law: the time to generate a given weight or thickness of an oxide layer increases proportionately to the square of the weight or thickness of that oxide layer. The decrease in the rate of generation of new scale thickness results from the longer time it takes for oxygen to diffuse through an increasingly thicker layer of oxide. However, wheel/rail contact and abrasive action from the brake pad often erodes the oxide layer as it forms, accelerating the rate of formation of the oxide. Further, as the oxide forms, cold worked tread material from rolling contact forces is removed thereby reducing the beneficial residual stresses and higher hardness layer that may have protected the tread surface from further plastic deformation. Environmental factors may also aggravate oxidation losses sufficiently to make it a primary rather than a secondary cause of wear.
High temperature oxidation can contribute to an accelerated rate of shelling, which can result from oxide forming within tread cracks. Tensile stresses at the crack tip are caused by expansion when the oxide forms.
Compressive stresses in the oxide are usually minimal, as expansion is not constrained in the scale growth direction. Volume constraints within a crack when the oxide forms generates compressive stresses in the newly formed oxide, which results in wedging forces at the crack tip.
Oxidation of the tread surface may permit debris to adhere to the tread surface creating a defect called “built-up tread”. Although built-up tread defects require other factors in order to become a problem, oxidation of the tread surface appears to be an initiating mechanism.
Results from experimentation and Finite Element Analyses are used to support this work.
Results From the 2011 Hiawatha Service Passenger Study
Authors: Sperry Benjamin R. , Morgan Curtis A. 
Published: July 2013

The Hiawatha Service is an Amtrak intercity passenger rail service operating a 90-mile route between Milwaukee, Wisconsin and Chicago, Illinois. The route has experienced a steady growth in ridership in recent years, carrying more than 815,000 passengers during the 12-month period ending September 2011. Owing to the route’s trip-time competitiveness with the automobile, frequent daily service, an intermodal connection with the airport in Milwaukee, and the multi-state funding partnership between the states of Wisconsin and Illinois, the Hiawatha Service is a model of how passenger rail can be an integral part of the multimodal transportation system in an intercity corridor. In January 2011, researchers from the Texas Transportation Institute (TTI) passenger rail research group, with financial support from the University Transportation Center for Mobility (UTCM) and in partnership with the Wisconsin Department of Transportation (WisDOT), initiated a research project to examine the mobility impacts of the Hiawatha Service intercity passenger rail route. One of the major elements of this research project was an on-board survey of Hiawatha Service passengers, implemented in Spring 2011.
This paper reports a summary of selected findings from the 2011 TTI/WisDOT Hiawatha Service passenger survey. The survey obtained valuable information about the current passengers, including data on passenger trip purpose, activities before and after the rail trip, travel alternatives to the Hiawatha Service if the route was not available, motivations for choosing rail for the trip, the impact of potential service changes on increasing ridership, and demographic profile data. A majority of passengers traveling on weekdays were regular commuters or business travelers while personal trips are dominant on weekends. Nearly 70 percent of passengers would drive if the rail service was not available, suggesting that the Hiawatha Service plays a critical role in relieving highway congestion in the region. The results of this study can be used by public agency planning staff and policymakers to guide the development of new intercity passenger rail services in similar corridors across the U.S.
Rail Transportation Energy Efficiency-Oriented Technologies
Authors: Alexander Pamela E. 
Published: July 2013

Rail transportation is playing a very important role in the effort to keep the world’s expanding major cities safe and mobile. Travel by rail can move people and cargo with higher levels of energy efficiency, greater safety, lower cost and greater reliability than any other mode of transportation. On average, trips by train can generate between one third and one fifth of the carbon dioxide (CO2) produced by the equivalent automobile or airplane travel. Environmental awareness plus reduced operating costs are primary considerations in decision making for new transit programs around the globe.
Energy consumption is a major part of rail operation costs and has been at the focus of rail systems sustainability initiatives. The majority of energy consumed by metropolitan and urban rail systems is used to move the trains. In recent years, energy saving technologies for rail vehicle power systems have been implemented on many rail systems worldwide. Improving railway energy efficiency results in not only a reduction in energy consumption and cost, but also a reduction in pollution due to power generation. In an effort to promote environmental quality and energy efficiency, energy usage in rail systems is analyzed to identify new technologies, developments, and procedures for increased efficiency. This paper provides an overview of the various strategies and solutions used to increase energy efficiency in rail systems and highlights the key technologies needed for their implementation.
Potential Sources of High-Speed Rail Civil Infrastructure Cost Reduction
Authors: Zicha Jan H. 
Published: July 2013

High-speed rail infrastructures support the fastest and safest passenger ground transportation mode in existence. Since these infrastructures represent a major achievement of human ingenuity, they are expected to be exceptional. However, the cost of high-speed rail infrastructure does not have to mirror such exceptional status under all circumstances. Well documented yet underutilized civil engineering concepts and features exist that carry considerable cost reduction potentials. They are based on experience with strategic project structuring, appreciation of dynamic track/train interaction trends that control high speed movement, maintenance experience, and component testing. Their utilization is often contingent upon engineering necessary to perform adjustments due to specific conditions, and on availability of verification testing to overcome the established status quo.
This article is based on practical consulting and operational experience. The presented issues include concepts of cost-effective positioning of civil engineering subsystems in a high-speed rail project, detection and avoidance of cost-rising zones by alignment selection, trackwork geometries and structural features justifying major reductions of horizontal radii, cost-effective selection and use of slabtrack, and cost minimization steps recommended in high-speed rail tunnel design. Supportive theoretical backgrounds exist; however, their presentation would require several papers.
Warrants for Active Warning Devices at Low-Volume Highway-Rail Grade Crossings
Authors: Kunisetty Jaya Lakshmi , Weissmann Angela Jannini , Weissmann Jose , Yang Mijia , Venglar Steven P. 
Published: July 2013

The main objective of this research is to reduce the number of crashes between vehicles and trains at low-volume passive highway-rail at grade crossings by developing a revised safety index and warrants for active warning devices in the state of Texas. The research is focused only on low-volume crossings because most high-volume crossings in the state of Texas have already received improvements in terms of traffic control devices as the existing Texas priority index prioritizes high-volume crossings.
This technical paper will describe and provide the most up-to-date preliminary results for warrants of the first year study in a two year Texas Department of Transportation (TxDOT) 0-6642 project called “Developing Warrants for Active Warning Devices at Low-Volume Highway-Rail Grade Crossings.” In order to prioritize the crossings that meet warrants a priority index should be used. The current Texas priority index places more emphasis on high-volume crossings with crash history and it doesn’t include several important variables. In order to address the issues of the current Texas priority index a new Texas Passive Crossing Index was developed based on a different concept — instead of using numeric thresholds, cumulative percentiles of the relevant variables are used.
A Human Factors Investigation Into the Unavailability of Active Warnings at Railway Level Crossings
Authors: Gildersleeve Matthew , Wullems Christian 
Published: July 2013

This paper discusses human factors issues of low cost railway level crossings in Australia. Several issues are discussed in this paper including safety at level railway crossings, human factors considerations associated with the unavailability of a warning device, and a conceptual model for how safety could be compromised at railway level crossings following prolonged or frequent unavailability.
The current paper summarises and extends pertinent literature that must be considered for effective interventions to improve safety and to advance our theoretical understanding of human behaviour at level crossings. Although the results of our research are not presented, we describe our experimental approach to progress the current lack of knowledge in this area. In particular we highlight where we can improve previous research methodology (independent & dependent variables) when investigating right-side failure at level crossings, which can produce results with greater validity and meaning. Our research aims to quantify risk to motorists at level crossings following right-side failure using a Human Reliability Assessment (HRA) method, supported by data collected using an advanced driving simulator. This method aims to identify human error within tasks and task units identified as part of the task analysis process. It is anticipated that by modelling driver behaviour the current study will be able to quantify human reliability. Such a risk assessment for the impact of right-side failure at level crossings is currently absent in the literature. Therefore it is crucial to offer quantification of success and failure of this intricate system. The task analysis allows human error identification for the precursors to risky driving to be achieved. If task analysis is not employed the error reduction method may be unsuitable and eventually unsuccessful.
Our aim is also to determine those contexts that allow the system to operate successfully with the smallest probability of human error. Human behaviour during complex tasks such as driving through a level crossing is fundamentally context bound. Therefore this study also aims to quantify those performance-shaping factors that may contribute to vehicle train collisions by highlighting changes in the task units and driver physiology. Finally we consider a number of variables germane to ensuring external validity of our results. Without this inclusion, such an analysis could seriously underestimate risk.