Fig. 22 Comfort for passengers for a floor evalu<strong>at</strong>ion,when <strong>the</strong> <strong>vehicle</strong> model has nonlinear membersFig. 23 Comfort for passengers for a standing position evalu<strong>at</strong>ion,when <strong>the</strong> <strong>vehicle</strong> model has nonlinear membersAcknowledgementThe work was supported by <strong>the</strong> Scientific Grant Agency <strong>of</strong><strong>the</strong> Ministry <strong>of</strong> Educ<strong>at</strong>ion <strong>of</strong> <strong>the</strong> Slovak Republic and <strong>the</strong> SlovakAcademy <strong>of</strong> Sciences in <strong>the</strong> project No. 1/3169/06 “PropertiesResearch <strong>of</strong> Rail Vehicles in Movement with Emphasis on <strong>the</strong>Solution <strong>of</strong> a Wheel and Rail Contact <strong>at</strong> <strong>the</strong> Wheel<strong>set</strong> Rolling in <strong>the</strong>Rail via Computer Simul<strong>at</strong>ion“ and in <strong>the</strong> project No. 1/4119/07:”Investig<strong>at</strong>ion <strong>of</strong> a dynamical properties <strong>of</strong> a <strong>vehicle</strong>“.References[1] ENV 12299: 1999E Railway Applic<strong>at</strong>ions – Ride Comfort for Passengers – Measurement and Evalu<strong>at</strong>ion, European Prestandard, February1999.[2] GERLICI, J., LACK, T.: Methods for Vehicle Vibr<strong>at</strong>ion Analysis in Time Domain, Prace naukowe Politechniki Warszawskiej, Z. 63,Transport, 2007, pp. 71–81. Publishing House <strong>of</strong> <strong>the</strong> Warsaw University <strong>of</strong> Technology, ISSN 1230-9265, Warszawa 2007.[3] GERLICI, J., LACK, T.: Survey <strong>of</strong> Ride Comfort for Passengers (in Slovak), Acta Mechanica Slovaca, Kosice 4-B/2006, pp.155–162, Optimiz<strong>at</strong>ion <strong>of</strong> Mechanical Systems, vol. 10, ISSN 1335-2393, Kosice, 2006.[4] GERLICI, J., LACK, T., ONDROVA, Z.: Evalu<strong>at</strong>ion <strong>of</strong> Comfort for Passengers <strong>of</strong> Railway Vehicles. Communic<strong>at</strong>ions – ScientificLetters <strong>of</strong> <strong>the</strong> University <strong>of</strong> Zilina, 4/2007, pp. 44–49, ISSN 1335-4205, EDIS – Publishing house <strong>of</strong> University <strong>of</strong> Zilina, 2007.[5] LACK, T.: The Dynamic Properties Analysis <strong>of</strong> Vehicles from <strong>the</strong> Point <strong>of</strong> View <strong>of</strong> Ride Comfort (in Slovak), Habilit<strong>at</strong>ion Work, pp.176, Faculty <strong>of</strong> Mechanical Engineering University <strong>of</strong> Zilina, 2007.[6] LACK, T., GERLICI, J.: Vehicles Dynamical Properties Analysis from <strong>the</strong> Point <strong>of</strong> View <strong>of</strong> Comfort for Passengers, Archives <strong>of</strong> Transport,1-2/2007, pp. 91–110, ISSN 8066-9546, Warszawa 2007.[7] LACK, T., GERLICI, J.: The Programme System DELTA Exploit<strong>at</strong>ion for Numerical Analysis Performances (in Slovak), Proc. <strong>of</strong> 18thIntern<strong>at</strong>ional Conference “Current Problems in Rail Vehicles – PRORAIL 2007” – Part II., pp. 11 22, EDIS, ISBN 978-80-89276-07-3, Zilina, 2007.[8] LACK, T., GERLICI, J., HLAVNA, V.: Evalu<strong>at</strong>ion <strong>of</strong> Ride Comfort for Passengers, pp. 9–13, Horizonty dopravy, ISSN 1210-0978,5/2006, Special Edition, Transport Research Institute, Zilina 2006.[9] LACK, T., GERLICI, J., HLAVNA, V.: The Vehicle Comfort, Case study, Maintenance and Reliability 2006, ISSN 1507-2711,4(32)/2006, pp. 89–91, Polskie Naukowo-Techniczne Towarysztwo Eksplo<strong>at</strong>acyjne Warszawa, 2006.[10] MSC.ADAMS/Rail: A Model <strong>of</strong> ERRI Coach Wagon for Programme System Verific<strong>at</strong>ion.[11] POLACH, O.: Rail Vehicles Analysis, Transport Means – Comput<strong>at</strong>ional Methods, Textbook, University <strong>of</strong> Zilina, ISBN 80-8070-476-7, EDIS–Publishing house <strong>of</strong> University <strong>of</strong> Zilina, 2005.[12] prENV 12299: 2006 Bahanwendungen – Fahrkomfort für Fahrgäste – Messung und Auswertung, 2006.18 ● COMMUNICATIONS 3/2008
Jaromir Siroky *SYSTEMATIC TIME TABLES – MODELLING OF TRAINS’ PATHSBY USING GENETIC ALGORITHMSOne <strong>of</strong> construction possibilities <strong>of</strong> a time table is <strong>the</strong> implement<strong>at</strong>ion <strong>of</strong> system<strong>at</strong>ic timetabling. In system<strong>at</strong>ic timetabling, <strong>the</strong> trains’ p<strong>at</strong>hsare ordered regularly (thus system<strong>at</strong>ically). In cargo transport <strong>the</strong>re exist a range <strong>of</strong> possibilities <strong>of</strong> using an “integr<strong>at</strong>ed tact timetable”, whichensures time and space sequences among individual services, forwarders or o<strong>the</strong>r kinds <strong>of</strong> transport. A net-system <strong>of</strong> service is used in intermodaltransport trains, which ensures a net-wide service <strong>of</strong> each intermodal terminal in <strong>the</strong> network. The Hub and Spoke system (H&S) isused <strong>the</strong> most. The intermodal train model <strong>of</strong> route loc<strong>at</strong>ion in a chosen network is presented in this article. The methods <strong>of</strong> genetic algorithmwere used for finding <strong>the</strong> result. The modelling <strong>of</strong> trains’ p<strong>at</strong>hs lies in <strong>the</strong> minimiz<strong>at</strong>ion <strong>of</strong> intermodal unit transhipment times in intermodaltransport ranges.1. IntroductionA prerequisite for effective functioning <strong>of</strong> <strong>the</strong> intermodal systemin Europe is a system <strong>of</strong> shuttle or multiple-section trains regularlyoper<strong>at</strong>ing among intermodal terminals or ports oriented on technologiessuch as Night Jump (Nachtdprung in German) or Just inTime (with guaranteed term <strong>of</strong> delivery), as described by Lindner[19] and Panda [22].An important part <strong>of</strong> an intermodal train’s travelling time is<strong>the</strong> reloading time in node terminals. Th<strong>at</strong> is why routes <strong>of</strong> tho<strong>set</strong>rains must be coordin<strong>at</strong>ed on a track and in a terminal. Th<strong>at</strong> isalso a dominant <strong>the</strong>me <strong>of</strong> this paper. Emphasis on a system<strong>at</strong>icapproach is <strong>the</strong> key to <strong>the</strong> solution. This solution will use findingswhich are described in Caprara [3], Nielsen [20], Sevele [23] orSchmitt [24]. Results <strong>of</strong> our paper will contribute to better timeand space sequence <strong>of</strong> intermodal trains in node terminals. Ourapproach will increase <strong>the</strong> quality <strong>of</strong> railroad cargo transport.2. System<strong>at</strong>ic time tablesSystem<strong>at</strong>ic timetabling is one <strong>of</strong> <strong>the</strong> possibilities for a timetableconstruction. Its principle is in a periodically repe<strong>at</strong>ed structure <strong>of</strong>passenger and goods trains so th<strong>at</strong> during <strong>the</strong> day <strong>the</strong> same groups<strong>of</strong> trains are repe<strong>at</strong>ed. According to distance among those groupswe have a lag timetable or pulse timetable.In railroad transport we have a household word – lag timetable.Its characteristic is a constant time period among trains. Therefore,we can find one-hour, two-hour, three-hour or eventuallyfour-hour pulses, as described by Bar [1] and Ferchland [7].On a higher quality level <strong>the</strong>re exists an integr<strong>at</strong>ed lag timetable(fur<strong>the</strong>r only ILT). It system<strong>at</strong>ically coordin<strong>at</strong>es lag timetablesamong more train p<strong>at</strong>hs or o<strong>the</strong>r means <strong>of</strong> transport. More basicinform<strong>at</strong>ion about ILT can be found in Diermeier [6].Bar [1] and Hesse [12] suggest <strong>the</strong> most important requirementsfor ILT:● Offer <strong>of</strong> lag transport during every day <strong>of</strong> <strong>the</strong> week,● Offering each train p<strong>at</strong>h in a basic pulse (passenger trains oneor two hours, intermodal trains – 4, 6, 12 or 24 hours),● Ensuring train services for passengers from 5am to 10pm, combinedwith intermodal transport in continuous oper<strong>at</strong>ion,● Ensure good connection in node st<strong>at</strong>ions among system<strong>at</strong>ic trainsand o<strong>the</strong>r types <strong>of</strong> trains,● Increase standard <strong>of</strong> quality for passengers and customers incargo transport,● Ensure maximum accuracy <strong>of</strong> trains (following <strong>the</strong> time table).Ano<strong>the</strong>r important aspect <strong>of</strong> lag timetabling is axis <strong>of</strong> symmetry.It is an instant <strong>of</strong> time when trains on <strong>the</strong> same train routeare crossing (on <strong>the</strong> single track line) or meeting (on double trackline). Hesse [12] found th<strong>at</strong> an important requirement for ILT is<strong>the</strong> same symmetry time for all train routes. If we observe th<strong>at</strong>principle it leads to a mirrored timetable. So th<strong>at</strong> for each train indirection A–B we have a train in direction B–A with <strong>the</strong> same lagtime, similar reloading time and block speed. In standard practice<strong>the</strong> so-called zero symmetry is <strong>of</strong>ten used. It means th<strong>at</strong> one symmetrytime is right <strong>at</strong> <strong>the</strong> beginning <strong>of</strong> an hour. For example, ifone train arrives to <strong>the</strong> st<strong>at</strong>ion in <strong>the</strong> 54 th minute (60 6), <strong>the</strong>n<strong>the</strong> train on <strong>the</strong> same route in <strong>the</strong> opposite direction will arrive in6 th minute (60 6).* Jaromir SirokyDepartment <strong>of</strong> Transport Technology and Control, Jan Perner Transport Faculty, University <strong>of</strong> Pardubice, Czech Republic,E-mail: jaromir.siroky@upce.czCOMMUNICATIONS 3/2008 ●19
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REVIEWIvana Olivkova *PASSENGER INF
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BOOK REVIEWKavicka, A., Klima, V.,