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In the last two decades, flight and expulsion have emerged as critical topics in contemporary German literature and culture, with authors exploring narrative modes in literary texts that open transnational perspectives. Reinhard Jirgl’s Die Unvollendeten (2003) and Sabrina Janesch’s Katzenberge (2010) are examples of such texts, dealing with traumatic experiences of displacement in the aftermath of the Holocaust and Second World War, while challenging exclusionary narratives. Both novels employ the railway journey, including places and objects associated with it such as the platform and the station, tracks and railcars, as a central motif. In the following, I will show the degree to which this motif allows for “multidirectional” (Rothberg) modes of “postmemory” (Hirsch) that transcend national borders and memory discourses. The railway provides a link between generations in both of the texts discussed. However, it also interlinks the traumatic displacement of ethnic Germans and Poles at the end of the Second World War with the experience of Holocaust victims. Can modes of postmemory in Jirgl and Janesch therefore be read as multidirectional, or do they simply equate distinct experiences, blurring distinguishing features of different groups’ suffering and historical contexts?

This study compared the effects of High-intensity interval training (HIIT) and moderate-intensity continuous training (MICT) on blood lactate clearance. 21 adult males were equally and randomly assigned to the HIIT and MICT groups, and completed 8 weeks of training. Before the training intervention, after 4 weeks and 8 weeks of training, all subjects were tested for blood lactate levels between 0 and 55 min after the same high-intensity test. The results show that after 8 weeks, blood lactate levels were significantly lower than pre-tests in both the HIIT and MICT groups at "0-55 min" after high-intensity test (p < 0.05), and the blood lactate clearance percentage at15-min and 30-min in both groups were significantly higher than the pre-tests (P < 0.01). The blood lactate levels in the HIIT group were significantly lower than those in the MICT group at 15 min and 30 min after test (P < 0.05), and the blood lactate clearance percentage at 30 min in the HIIT group was significantly higher than those in the MICT group (P < 0.05). In conclusion, both HIIT and MICT enhance blood lactate clearance in adult males post high-intensity test, with HIIT demonstrating superior effectiveness, making it a viable alternative to MICT. [ABSTRACT FROM AUTHOR]

The frequency domain measurement of radiated emissions from electric railways (from 9 kHz up to 150 kHz) has been omitted from the main part of the relevant standard (lack of repeatability and reproducibility of the results is mentioned as the reason). This paper describes the radiated emissions measured from three electric trains to emphasize the importance of the suitable time length selection (by comparing specific durations of the recorded data: 1 min and 5 min) and the influence of calculation methods of the resultant spectrum in frequency domain (RMS, mean, and Max of spectrum). The results revealed the requirement of unique definitions for pre-, during-, and post-measurement factors so that the repeatable and reproducible results could be achieved. The prerequisites for having less uncertain results are as follows: (1) pure background measurement (in energized and de-energized state of the catenary); (2) precoordinated operation mode, speed, and power of the train during the measurement; (3) precise details of the analysis step. A unique analysis method is required (to be clearly elaborated in the relevant standards) to obtain comparable results between different working groups engaged with the radiated-emission measurements from a train in a frequency range of 9 kHz to 150 kHz. [ABSTRACT FROM AUTHOR]

Copyright of Urban Mass Transit is the property of Urban Mass Transit Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Urban Mass Transit is the property of Urban Mass Transit Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

In densely populated cities, the increasing popularity of railways and urban rail transit interchange hubs has led to the extensive use of land resources and raised concerns about the environment, especially the inevitable noise and vibration impact. This study aims to identify the propagation patterns of roof structure vibrations in railway complexes through experimental research, with the premise of maintaining normal train operation and safety, in order to lay a foundation for developing vibration mitigation strategies and optimizing functional layout. The results found that the train-induced vibrations are strongest at track level, but decrease as they move vertically and horizontally. Vibrations from passing trains are most noticeable within a single floor slab and beams, with minimal transmission at the base of columns. [ABSTRACT FROM AUTHOR]

The vibration mechanism of railways and urban rail transit is highly intricate, particularly within the railway environment. This study employs a variety of vertical stiffness damping pads to develop an integrated damping system for a floating slab. Through optimization of damper stiffness and arrangement, the modal characteristics of the floating slab are analyzed, resulting in a reduction of the inherent frequency of the track structure and attenuation of vibration transmission. Subsequently, this damping system is implemented in an actual engineering project to assess its effectiveness. The findings indicate that lower stiffness in the vibration isolation pad corresponds to a smaller inherent frequency for the floating slab, thereby enhancing its damping efficacy. Utilizing elastic supports for vibration isolation pads within the track structure can mitigate upper structure vibrations induced by trains. [ABSTRACT FROM AUTHOR]

As electricity demand increases, especially in transportation, renewable sources such as solar energy become more important. The direct integration of solar energy in rail transportation mostly involves utilizing station roofs and track side spaces. This paper proposes a novel approach by proposing the integration of photovoltaic systems directly on the roofs of trains to generate clean electricity and reduce dependence on the main grid. Installing solar photovoltaic (PV) systems on train rooftops can reduce energy costs and emissions and develop a more sustainable and ecological rail transport system. This research focuses on the Milan Cadorna-Saronno railway line, examining the feasibility of installing PV panels onto train rooftops to generate power for the train's internal consumption, including lighting and air conditioning. In addition, it is a solution to reduce the power absorbed by the train from the main supply. Simulations conducted using PVSOL software 2023 (R7) indicate that equipping a train roof with PV panels could supply up to almost 10% of the train's auxiliary power needs, equating to over 600 MWh annually. Implementing the suggested system may also result in a decrease of more than 27 tons of CO2 emissions per year for one train. To optimize the performance of PV systems and maximize power output, the gravitational search algorithm (GSA) as an evolutionary-based method is proposed alongside a DC/DC boost converter and its performance is compared with two other main maximum power point tracking (MPPT) methods of perturb and observe (PO), and incremental conductance (INC). The accuracy of the suggested algorithm was confirmed utilizing MATLAB SIMULINK R2023b, and the results were compared with those of the PO and INC algorithms. The findings indicate that the GSA performs better in terms of accuracy, while the PO and INC algorithms demonstrate greater robustness and dynamic response. [ABSTRACT FROM AUTHOR]

Copyright of Urban Mass Transit is the property of Urban Mass Transit Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Urban Mass Transit is the property of Urban Mass Transit Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Urban Mass Transit is the property of Urban Mass Transit Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The platform–train interface (PTI) is one of the most complex spaces in metro stations. At the PTI, the interaction of boarding and alighting causes a high number of passengers to be present, affecting the boarding and alighting time, among other variables related to safety and efficiency. This research was performed to develop a multidimensional level of service for passengers by means of observing existing stations. The methodology included five dimensions of the level of service (passenger behaviour, train design, passenger characteristics, train operation, and platform built environment), and detection techniques based on a tracking system. The stations are operating urban services in Valparaiso Metro (Chile). The results show that there is a relationship between the speed of passengers and the detected passengers, among other variables. In addition, the dispersion of passengers is analysed at the PTI. Further research will include other types of stations and conditions. [ABSTRACT FROM AUTHOR]

Copyright of Urban Mass Transit is the property of Urban Mass Transit Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Urban Mass Transit is the property of Urban Mass Transit Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Urban Mass Transit is the property of Urban Mass Transit Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Urban Mass Transit is the property of Urban Mass Transit Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Jia Zhang,1,&ast; Xi Liu,2,&ast; Jin Huang,3 Songbin Huang,1 Zuolian Zhang4 1Department of Nursing, Heyuan People’s Hospital, Heyuan, Guangdong, People’s Republic of China; 2Department of Neurology, Heyuan People’s Hospital, Heyuan, Guangdong, People’s Republic of China; 3Department of Cardiovascular Medicine, Heyuan People’s Hospital, Heyuan, Guangdong, People’s Republic of China; 4Department of Neurosurgery, Heyuan People’s Hospital, Heyuan, Guangdong, People’s Republic of China&ast;These authors contributed equally to this workCorrespondence: Jia Zhang, Email 562232317@qq.comObjective: To analyze research trends, frontiers, and hot topics in specialty nurse training over the past 20 years, and provide a reference for researchers to understand the current research landscape in this field.Methods: Studies from the core collection of Web of Science were used. Furthermore, CiteSpace 6.3 R3 was utilized to analyze information on country, institution, authors, keywords and burst words.Results: A total of 296 articles were included in the analysis. The United States had the highest number of articles, and there was limited cooperation between authors and institutions. The research hotspots in this field included “clinical education models for specialist nurses”, “APN role training”, and “interprofessional education”.Conclusion: The future research trend is to explore the effective integration of training models suitable for different regions and cultural backgrounds and cross-professional education models. It is suggested that researchers pay attention to the innovation and development of specialized nursing clinical practice under different cultural backgrounds, and strengthen international exchanges and cooperation.Keywords: specialty nurse, train, bibliometric analysis, CiteSpace, data visualization

Objective The diverse and complex operating environment of axle box bearings makes it challenging for bearing fault diagnostic methods to achieve satisfactory results with the single sensor. To address this issue, research is conducted on train bearing fault diagnosis based on convolutional temporal-spatial mutual fusion network. Method A multi-sensor fusion approach is adopted, applying the proposed CTS-MFN (a convolutional temporal-spatial mutual fusion network) for bearing fault diagnosis upon horizontal and vertical vibration datasets. The ECA module (efficient channel attention), LSTM (long short-term memory network), and similarity distance constraints are introduced to the convolutional autoencoder, enabling the model to extract temporal-spatial attention features that include inter-modal interaction information. An MLP (multilayer perceptron) is then used to fuse and infer temporal-spatial features from each modality. Result & Conclusion Comparative experiments, ablation studies, and generalization performance analysis demonstrate the effectiveness of the proposed model.

Objective The typical train nose aesthetic design method generally relies on the subjective experience and intuition of designers, and can no longer meet the design and production needs of rapid iteration and mass customization. Therefore, aiming at the aesthetic design problem of train nose, a generative design method of which combining shape grammar and interactive genetic algorithm is proposed. Method The shape feature lines at different levels of the train nose are analyzed and extracted, and the feature lines of the design elements are abstractly created in combination with shape grammar. An interactive genetic algorithm is used to encode design features. Considering the ambiguity of users' aesthetic cognition in the scheme evaluation process, a fuzzy assignment method is used for the fitness to achieve intelligent and diversified selection of the vehicle nose design. The design of maglev train nose is used as an example for verification. Result & Conclusion Compared with the accurate assignment of traditional interactive genetic algorithms, using Gaussian membership functions for fuzzy representation of the fitness values of evolving individuals can reduce the psychological burden of users in the evaluation process. The train nose generative design method combining shape grammar and interactive genetic algorithm can effectively improve conceptual scheme quality and enhance design efficiency. In the interactive evaluation process, with the increase of evolutionary algebra, the average user's interactive evaluation time for the scheme gradually decreases, which reflects the gradual understanding of the scheme by users, and also shows that the interactive generation technology method conforms to the user's cognitive mode.

Objective The process of a stainless steel train body derailment accident in urban rail transit in 2015 is simulated, reproducing the direct cause and process of the car body damage in the complex accident scene. Method Based on the investigation of the accident scene and the stainless steel car body structure and characteristics, the finite element method is used to reconstruct the accident model and analyze the changes of the speed, acceleration and energy of the train. Result & Conclusion Simulation results show that the intermediate cars climbing, snaking and colliding with each other caused by huge energy and rugged ground at the time of the accident forms the main reason for the fracture failure of stainless steel car body structure in the accident. The car body fractures mainly locate at the connections between the cab frame and the under-frame, the end wall and the roof, the under-frame and the side wall, as well as the under-frame and the end wall.

Objective At present, CBTC (communication based train control) precise train positioning technology is prone to high cost of engineering construction and reconstruction, positioning errors and etc. Therefore, it is necessary to upgrade the existing train positioning method. Method The current commonly used technologies for train positioning are described. Based on the feature that the train is equipped with radar protection devices under TACS (train autonomous control system), a train mileage algorithm based on radar speed measuring integral is proposed. The principle of train autonomous positioning based on mileage mark is introduced. On this basis, a train real-time positioning function based on "speed measuring radar and electronic map" under TACS is put forward, and a real-time positioning method with radar speed measuring matching the electronic map is established. The above system is verified by the simulation platform. Result & Conclusion Simulation tests verify the effectiveness of the train real-time positioning function based on "speed measuring radar and electronic map" under TACS.

Objective Data interconnection and interaction are realized through ATP (automatic train protection) system in most of the existing train speed and distance measuring technologies. However, the implementation process is complicated, and the train positioning is failure prone caused by timing sequence problems. It is necessary to explore a more reliable and effective technical method to realize real-time and accurate train positioning. Method The function realization flows of the speed and distance measuring system at single end of the train, and the redundant speed and distance measuring system at both ends of the train based on CAN (control LAN) bus are introduced. The differences of the data processing flow between the above two systems are further compared. Calculation models for train running speed and distance are established in terms of the redundant speed and distance measuring system at both ends of the train. On this basis, the train speed and distance correction models are also established considering the train length factors and the delay in data transmission and processing process between the train ends. A train operation simulation system is built to simulate the fault condition of the train head-end positioning equipment, and analyze the validity of the data under the above fault condition after switching between redundant speed and distance measuring systems at train head-end and tail-end. Result & Conclusion The system can continuously output valid speed and distance measuring data in the event of train head-end positioning equipment failure, accurately describing the train speed and position information.

In Vladimir Nabokov’s novel Mary (1926), the train is an integral image. It is a metaphor, a symbol, and a leitmotif that generates or attracts many other images. The methods of motif and hermeneutic-interpretative analyses revealed that the train is a phantom that extends onto the characters and the entire artistic reality. The phantom train manifests itself in the interior of the houses where Russian emigrants live, in the city where the fate brought them to, in their own appearances, names, words, and actions. The phantom personages are shadows in a postmortem existence while Berlin is wrapped in smoke, clouds, and vapor. In this duality, Russia is as ghostly as Berlin in the main character’s memories. Initially, Russia and Mary are light and weightless, but the gloomy phantom train gradually penetrates into these memories. The end of the novel is ambiguous. Probably, it correlates with Nikolai Gumilev’s poem The Lost Tram. Besides, Nabokov liked to clash mutually exclusive plot developments. Apparently, the main character both leaves the phantom reality and stays in it as he boards the train that takes him away from Berlin and his past love.

Objective During the operation of urban rail transit trains, incidents such as collisions, derailments and overturning may occur. It is essential to study the dynamic behavior of trains and the technology to prevent overturning under these conditions. Method Combining the actual vehicle windshield structure and vehicle dynamic envelope during operation, a scheme is proposed to install safety belt ropes as an inter-vehicle anti-overturning device, and the structure and interface position of the device are explained elaborately. A corresponding dynamics simulation model is established based on the dynamics parameters of urban rail transit trains. Considering the actual conditions of vehicle overturning scenarios, dynamics simulation analysis is conducted for trains with and without anti-overturning device, and the anti-overturning device is set up at appropriate positions. The effectiveness of the anti-overturning device is verified through dynamics simulation software, and the static strength of the anti-overturning device mounting seat is checked by calculation. Result & Conclusion The safety belt rope anti-overturning device installed between vehicles can effectively reduce vehicle rolling angle under overturning forces, preventing the carbody from overturning due to the excessive rolling angles, thereby meeting design requirements. Under maximum tensile force action, the static strength of the safety belt rope anti-overturning device mounting seat does not exceed allowable stress, and its structural strength meets the requirements specified in relevant standards.

Objective Most urban rail transit trains use PWM (pulse width modulation) variable frequency drive system, which often leads to bearing corrosion problems due to the excessive bearing voltage and bearing current during operation. Therefore, it is necessary to conduct in-depth research on the problem of excessive traction motor bearing voltage and bearing current considering whole-train grounding conditions. Method The formation mechanism of traction motor bearing voltage and bearing current is briefly analyzed. The bearing current paths of two typical vehicle models adopting different grounding schemes are analyzed separately. Based on this, a high-frequency equivalent circuit model containing vehicle grounding loop and traction system is established. The characteristics of bearing voltage and bearing current under two grounding schemes are simulated and analyzed. The effectiveness of different measures to suppress bearing voltage and bearing current is compared, and a circuit optimization design scheme is proposed from the perspective of whole-train grounding. Result & Conclusion The grounding system optimization scheme effectively reduces the grounding cable lengths, thereby diminishing the cable inductance. This optimization scheme can not only avoid the impact of electrostatic shielding method on traction motor efficiency and the impact of carbon brush grounding method on protective grounding, but also be compatible with the internal optimization schemes for these two traction drive systems. Simulation results verify that this optimization scheme can effectively reduce bearing voltage and bearing current while improving the return flow and potential of carbody.

Objective When the urban rail transit train with designed speed of 120 km/h passes through a tunnel at high speed, rear door howling problem of the tail car often occurs, seriously affecting passenger ride comfort. Thus the cause of this problem is studied in depth, and countermeasures are proposed. Method Taking the trains with serious howling in Zhengzhou-Xuchang City Railway as the research project, the causes of train door howling problem are analyzed from the aspects of door howling mechanism, vehicle internal and external pressure difference, and problems with the door itself. Aiming at the cause of door howling, targeted optimization measures are formulated from aspects of the blocking ratio between train and tunnel, the structure of door sealing rubber strip, and the compression amount of sealing rubber strip and so on. Stamping test is carried out by mounting doors with/without optimization on the same air-tight test bench. Result & Conclusion Door stamping test shows that under the same air intake volume, the maximum vehicle interior pressure increases from 1 400 Pa to 2 200 Pa after door optimization, and the door sealing performance is improved significantly, completely solving the problem of door howling.

Objective Selection of basic braking device (abbreviated as BBD) may affect the braking performance, running performance and operating cost of urban rail transit trains. Targeting the characteristics of wide variety, different interface specifications and low generalization in terms of BBD in China, the reasonable type selection of BBD for urban rail transit trains is particularly important. Method An analysis of BBD is conducted from aspects such as the calculation of friction pairs heat load, the checking of air brake and parking brake capacities, the checking of bogie interface and installation space. The simplified unification of BBD for type A and type B trains with the design speed of 80 km/h and 120 km/h respectively is completed, and the main parameters of the braking actuator of serialized Chinese standard urban rail transit trains are given. Result & Conclusion The unification scheme of serialized Chinese standard urban rail transit trains can provide reference for the selection of BBD.

Transportation has significant role in urban life. Commuting students in universities in Semarang have several options in transportation modes. This study aimed to examine student preferences for train and airplane transportation modes and factors influencing it. Data of 110 students at several Semarang City Universities compiled by purposive sampling were then analyzed using descriptive statistics method. The results showed that most students prefer train transportation modes rather than airplanes. Regarding the level and quality of service, trains provide better services at cheaper, faster, and more practical prices. Meanwhile, based on the quality of service, aircraft transport offers better safety and comfort than Train transport. Although there are differences in the level and quality of comfort, students preferred to use train since the differences are not significant.

• Survey study (N = 1011) on sign messaging and design for pedestrian-rail crossings. • Action-conveying and emotionally-motivated more effective than information signs. • Square and black on yellow signs perceived as most effective in conveying safety. • Pedestrians who frequently cross railroad tracks exhibit higher risk-taking tendencies. • Relationship between likelihood to walk across tracks and risk-taking propensity. Introduction : Train-pedestrian conflicts result in a substantial number of serious and fatal injuries annually. Signs indicating safe and permissible behaviors near railroad rights of way are commonly relied upon to mitigate collisions. However, the effectiveness of these signs in preventing accidents often depends on clarity and interpretation of the sign. The objective of this study was to evaluate the (1) effectiveness of sign messaging strategies and designs at pedestrian-railroad crossings, and (2) effects of context and risk-taking propensity on decisions to cross tracks. Method : A survey study (N = 1011) was conducted comparing likeliness to cross for a variety of pedestrian-railroad scenarios. The DOSPERT scale was included to estimate an individuals' risk-taking. Results : Findings reveal that action-conveying and emotionally-motivated signs are more effective in discouraging railroad crossing in high-risk situations (i.e., train present, crossing gates down, or warning lights flashing), compared to information-only signs. However, decisions to cross are primarily influenced by the presence of a train and crossing gates' status, followed by sign type. MaxDiff analysis show that yellow signs with black symbols and square shaped signs are perceived as the clearest in conveying safety information, compared to black on white, red on white, and circular signs. Additionally, individuals who cross railroad tracks as pedestrians more frequently exhibit higher risk-taking tendencies, while there is no relationship between driving across tracks and risk-taking propensity. Males and younger individuals also have higher risk-taking tendencies. Conclusions and Practical Applications : These findings have implications for policy and practice, such as revising manuals to incorporate more effective sign designs and targeted educational campaigns for high-risk groups. It is also crucial to conduct ongoing monitoring of implemented interventions, which could follow the framework presented in this paper. The study emphasizes collaboration across sectors to improve overall safety at pedestrian-railroad crossings, contributing to safer transportation infrastructure for all. [ABSTRACT FROM AUTHOR]

Usually, the ground vibrations caused by the movement of the train on the railway are spread inside the ground. In some areas, there are buildings in the vicinity of the line, where the mentioned vibrations cause the building to vibrate. In our country, many buildings near railway lines are made of building materials. One of the influencing factors on the amount of vibration of the building adjacent to the rail is the speed of the passing trains. According to the plan of the Ministry of Roads and Urban Development in the construction and development of railway routes with the priority of high-speed trains, the results of the research will be useful. In order to investigate the vibrations caused by the movement of trains on buildings with construction materials, first the buildings with construction materials adjacent to the Tehran-Mashhad railway line, which is in the high-speed train plan, with a radius of 20 meters, were listed based on Google Maps. Then, the background of the technical literature of the subject has been investigated. In the continuation of the background of the subject, with the brainstorming method, buildings with building materials adjacent to railway lines have been further investigated. At the end, the results of the technical literature reviews are presented in the form of a table and overview. [ABSTRACT FROM AUTHOR]

Migration provides an adaptive strategy to improve fitness by allowing individuals to exploit gradients of resources and changes in predation risk. In recent decades, the extent and prevalence of migration has declined in numerous ungulate species including many populations of elk (Cervus canadensis). Resident elk are often more closely associated with human activity, are more readily involved in agricultural conflicts and may contribute to overgrazing on some ranges. We evaluated migratory trends, survival rates, and causes of mortality in a partially migratory elk population in southeastern British Columbia, Canada, and compared these parameters with data from a 1982–1996 study from the same area. Analysis of 201 animal‐years (n = 78 collared cow elk) between 2016 and 2022 showed a ratio of 52% migratory to 48% resident elk, similar to what was found during the 1982–1996 study (55% migratory to 45% resident; n = 40 cows). Among the migrants, 55% were standard migrants (traveling moderate to longer distances and changing little in elevation), 35% elevational, and 10% mixed/atypical. We detected a 14% yearly switching rate between migratory and resident strategies. We recorded 30 mortalities: 47% from human causes, predominantly elk‐vehicle/train collisions (33% of mortalities), apparent starvation/old age (17%), and predation (17%). Notably, while mortality from natural causes was similar between strategies, human‐caused mortality was nearly twice as high in resident elk. Signs of nutritional stress and lower pregnancy rates indicated potential forage limitations. Migrants had higher average survival rates (0.90) compared to residents (0.83), a shift from the 1982–1996 study that recorded higher resident survival rates (0.98), the same migrant survival rate (0.90), and fewer elk‐vehicle/train collisions. Cow elk in our study made fewer and shorter movements into upper mountain tributaries and greater use of mine properties than observed during the 1982–1996 study. Wildlife managers should consider opportunities to enhance elk forage within traditional high‐elevation summer ranges and mitigations to reduce elk‐vehicle/train collisions. Further research is needed to quantify reproductive success, monitor calf survival, and determine relative forage quality among summering areas between migratory strategies, and determine winter ranges of long‐distant migrants. [ABSTRACT FROM AUTHOR]

Objective Linear eddy current braking device is one of the key technologies for maglev trains, but this technology is still not mature enough. It is of great theoretical significance and application value to study the eddy current braking technology. Method A model of linear eddy current braking device for medium-low speed maglev trains is established, and the formula for calculating the total eddy current braking force F is derived. To verify the deceleration efficiency of the designed eddy current braking device, an eddy current physical device is developed and a test bench experiment is carried out. A model of electromagnetic eddy current braking torque control system is established, and based on open-loop control, PID (proportional-integral-derivative) control, and fuzzy control three control algorithms, the respective medium-low speed maglev train braking force characteristic curves are obtained. The electromagnetic eddy current braking efficiency of medium-low speed maglev trains is then thoroughly analyzed. Result & Conclusion Comparing the simulation results with the experimental measurements, the changing trends of the train braking force are almost identical, indicating a high credibility of the derived mathematical model. The open-loop control algorithm exhibits significant overshooting, while the fuzzy control algorithm outperforms the PID control algorithm.

[Objective] The T2T (train to train) communication train control system in urban rail transit is a new type of signal system, and it manages and controls trackside equipment through resource management. To verify the superiority of the system, it is necessary to analyze the train operation efficiency under this system. [Method] In view of the characteristics of the resource management and safety protection principles for T2T train control system, the originally interlocking controlled double action switch is transformed into two single action switches, and ATP (automatic train protection) is achieved based on train precise self-positioning under reversal working conditions. The utilization capacity of line resources in the turnout area is improved. Under tracking conditions in line sections and stations, the train tracking interval is further reduced by utilizing the principle of relative speed safety protection and by inter-transmitting the real-time information of speed, acceleration, and position between the front and rear trains. Through the technological innovation in the above two aspects and based on the actual data from urban rail transit lines, operation scenarios such as reversal on scissors crossover behind the station, reversal on single crossover in front of the station, tracking in line sections and stations are simulated and calculated. The capacity of the T2T train control system in train reversal and line section tracking is determined. [Result & Conclusion] Compared to the traditional CBTC (communication-based train control system), the T2T has significant improvement in reversal and tracking capacity and other aspects, which enables it to be more suitable for urban rail transit lines with super large traffic volume. The T2T train control system is also particularly suitable for urban rail transit renovation projects as it has a simple architecture and requires less trackside equipment.

[Objective] A large number of tunnel diseases usually occur during the operation of urban rail transit, and the main cause of the diseases is the wheel-rail force. Therefore, it is necessary to study the method of measuring the wheel-rail vertical force without affecting the normal train operation. [Method] With the descending section between Chadianzi Station and Yipintianxia Station of Chengdu Metro Line 7 as the research object and based on the moment difference theory, a finite element model of steel rail under static load and dynamic load is established by using ANSYS software, and a numerical simulation analysis is conducted on it. The calibration test on a 2-meter-long, 3-span rail is carried out in the laboratory. [Result & Conclusion] The numerical simulation analysis of the static load shows that the rail measuring points can be chosen on both sides of the upper surface edge of the rail bottom in the middle of the rail span. When the vertical load is applied to the middle of the span, the strain at the measuring points along the rail direction is the largest, and the strain increases linearly with the vertical load. The calibration coefficient measured by calibration test is 0.626 0×106 kN, while that obtained by numerical simulation is 0.644 1×106 kN. The deviation between the two is only 2.8%. Therefore, the calibration coefficient can be determined by static load calibration test. The measurement method of the wheel-rail vertical force can better evaluate the safety of track structure and train operation. The hidden hazards can be timely detected and corresponding measures be taken for repair and improvement.

[Objective] In the actual operation process, the noise generated by medium-low speed maglev trains is a key factor affecting the quality of train service. Therefore, it is necessary to analyze the noise in medium-low speed maglev trains. [Method] The testing scheme for noise in medium-low speed maglev trains is introduced. Taking a certain medium-low speed maglev vehicle as example, the train maglev noise, suspension frame vibration, and linear motor current under train typical operating conditions are analyzed, and corresponding noise reduction measures are proposed. [Result & Conclusion] The noise frequency at 9# motor measuring point is mainly concentrated in the low-frequency band below 50 Hz, with significant noise at 1000 Hz and its multiplications. The vertical vibration acceleration of the suspension frame is mainly concentrated between 0 to 1.5 g (g as gravitational acceleration), and the vertical acceleration during braking is significantly higher than that during acceleration. The high-frequency vibration component of the suspension frame vertical acceleration is mainly concentrated at 1 000 Hz and its multiplications. The harmonic electromagnetic excitation force caused by the 1 000 Hz harmonic current leads to electromagnetic excitation of vehicle bottom mechanical structure, resulting in high-frequency noise from the maglev train bottom. Noise reduction measures such as adjusting switching frequencies and installing filters can effectively reduce the operating noise of medium-low speed maglev trains.

AbstractOut of the various forms of commercial transport among the working class in Ghana’s capital city, Accra, the least patronized is train. This is due to its perceived unavailability, unreliability and unattractiveness. The excessive increase of transport prices in Ghana arising from an upsurge in the global fuel prices have tremendously increased railway patronage, making it the preferred means of transport among the city’s working class who use public transport and have access to it. This study assessed the positive factors that underscore the use of train, the underlying negative factors and the possibility of sticking to train by urban dwellers. Within the qualitative methodology approach of a grounded theory, a total of thirty-five in-depth interviews were conducted and analysed. The results indicate train is an economic life saver and also serves as an excellent alternative to the other competing transport services even though the coaches overcrowded, the technology used is outmoded and travelling with it makes commuters uncomfortable. The moment creates an opportunity for urban commuters to turn to train as a new norm for urban transport during high inflationary periods. It also presents an opportunity for urban authorities, government and other stakeholders to reconsider expanding the urban rail system to make it a viable transport alternative.

Copyright of Urban Mass Transit is the property of Urban Mass Transit Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Urban Mass Transit is the property of Urban Mass Transit Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Urban Mass Transit is the property of Urban Mass Transit Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The platform–train interface (PTI) is one of the most complex spaces in metro stations. At the PTI, the interaction of passengers boarding and alighting reaches high density, affecting the boarding and alighting time, among other variables related to safety and efficiency. Developing research was performed to study the effect of seat layout on the interaction of passengers by means of experiments in a controlled environment. The laboratory facility included a mock-up of a train carriage and its adjacent platform. The train was representative of urban services in the Valparaiso Metro (Chile). The results showed that seat layout changed the patterns of interaction of passengers inside the train carriage. If seats were parallel to the movement of the train, then wider corridors inside the train were generated, and therefore, the number of passengers using this space could increase up to three times. However, in urban services, passengers were located closer to the train doors to be prepared for alighting, and therefore, the passenger numbers at the central hall remained the same with the seat layout. In addition, most passengers always used seats even if they were in a different position due to the aforementioned reasons. Further research will include passengers with reduced mobility and remaining inside the train while others are alighting to identify the effect of the space used on the interaction of passengers inside the train. [ABSTRACT FROM AUTHOR]

Copyright of Urban Mass Transit is the property of Urban Mass Transit Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Introduction: Suboptimal work design of maintenance tasks in railway industries often leads to adverse health effects for workers. This study aimed to determine the ergonomic risk levels and assess the extent of musculoskeletal symptoms associated with train maintenance tasks in the Indonesian railway industry. Methods: The study involved 34 workers responsible for the daily handling of locomotive components within a railway maintenance workshop in Indonesia. A musculoskeletal symptom survey was conducted using the Indonesian version of the Nordic Musculoskeletal Questionnaire to determine the prevalence and severity of such adverse health effects. Ergonomics assessments were conducted using the Rapid Entire Body Assessment (REBA) to evaluate the risk level and contributing risk factors associated with the investigated maintained tasks. Results: Participants predominantly experienced musculoskeletal symptoms in the lower back (100%), followed by shoulders (91%), and knees (88%), while the highest severity was also observed in these regions. The ergonomics assessments revealed that over 50% of the maintenance tasks were categorized as either high or very high risk, with higher REBA section scores noted in the neck, leg, and trunk compared to those of the lower arm, wrist, and upper arm. Conclusion: Workers performing train maintenance tasks experience a high prevalence and moderate severity of musculoskeletal symptoms. Additionally, most maintenance tasks performed were considered risky. Prompt interventions are necessary to address these findings.

Summary: Background: The Toronto Transit Commission (TTC) operates the public transit system in Toronto, Canada. From 1954 to 1980, there were 430 suicide deaths/attempts on the TTC subway system. In 2011, TTC implemented Crisis Link, a suicide helpline to connect subway passengers with counsellors. Upstream factors such as media reporting about suicide incidents may also influence suicidal behaviour. Our objectives were to investigate how Crisis Link and media reports about TTC suicide incidents influenced suicide rates. Methods: Suicide data were obtained from the TTC and Coroner, with Crisis Link data provided by Distress Centres of Greater Toronto (1998–2021). Media articles were identified through a database search of Toronto media publications. Interrupted time-series analysis investigated the association between Crisis Link calls, media articles, and quarterly suicide rates on the subway system. Findings: There were 302 suicides on TTC’s subway system from 1998 to 2021. The introduction of Crisis Link was associated with a large but non-significant decrease in TTC-related suicide rate in the same quarter (IRR = 0.64, 95% CI = 0.36–1.12). Each subsequent post-Crisis-Link quarter experienced an average 2% increase in suicide rate (IRR = 1.02, 95% CI = 1.004–1.04). Furthermore, for each TTC-related media article in the previous quarter, the suicide rate on the TTC increased by 2% (IRR = 1.02, 95% CI = 1.004–1.04). Interpretation: The Crisis Link helpline was associated with a large but non-significant short-term decrease in suicide rates. However, this outcome was not sustained; this may, in part, be attributable to media reporting which was associated with increased suicides. This should inform suicide prevention policies in Canada and worldwide. Funding: No funding.

Introduction. Unsteady train movement causes abrupt changes in the traction magnitude with oscillating and sometimes shocking relative movements of the cars. Under these conditions, the automatic couplers are subjected to stress, which leads to their breakage. The research is intended to determine the magnitudes and nature of changes in longitudinal dynamic inter-car forces arising when the train pulls off and pulls off without holding the time of full brake release (with braking forces acting in the tail section).Materials and methods. Calculation of the longitudinal forces occurring when the train pulls off applies numerical modelling. The digital multi-mass model of each train is a system of solid bodies connected by elastic ductile bonds. The author developed a simplified model of the automatic coupler that takes into account the stiffness and ductility of the draft gear as well as the clearances in the shock and traction devices.Results. The researcher performed numerical experiments of the three operation modes: train pulling off; train pulling off without holding the time of full brake release of the last car (with the last car assumed stationary); train pulling off without full brake release in the last third of the train under variable braking forces. Modelling for each type of virtual experiment established the nature and magnitude of changes in the longitudinal inter-car forces: in the steady-state motion and in the transient, the most loaded mode of train operation.Discussion and conclusion. The trains under consideration show that the maximum inter-car loading when pulling off with the last car stationary is, on average, twice as high as the maximum inter-car loading when a train pulls off after full brake release. The author determined that incomplete brake release in the last third of the train under selected conditions increases the maximum longitudinal loading by 2.22–6.23%.

The traditional bundle relaying scheme rarely utilizes the impact of selfish nodes in Vehicular Delay Tolerant Networks (VDTNs) that may not be able to transmit messages to other nodes because of limited resources in the road transport system. Here the Railway Transport System (RTS) is used to transfer the data from one end to another end into the network. In RTS, the proposed approach utilizes stationary nodes deployed along the railway tracks (usually at railway stations) with a large memory size, known as Track Side Units (TSUs), and mobile nodes which are trains equipped with devices having large buffer capacity and message relaying capability. In this paper, the VDTN scenario is developed using RTS in which all nodes have high buffer capacity and power availability hence storage and transfer of message bundles will be done through all nodes. Further, this paper proposed a novel model for transmitting data in VDTN environment using an Efficient Deterministic Bundle Relaying Scheme with Bulk Bundle Release (DBRS-BBR). To validate this, a mathematical model of queuing processes, M/G/1: FIFO/ $\infty /\infty $ , is applied at the TSUs and mobile units, and a Deterministic Scheduling technique is applied for relaying the bundles. To evaluate the proposed DBRS-BBR scheme, different performance measures are used, including Mean Queueing Delay, Mean Transit Delay, and Mean End-To-End Delay. This proposed scheme has the potential to improve message bundle transmission in remote areas and it outperforms the existing Probabilistic Bundle Relaying Scheme with Bulk Bundle Release (PBRS-BBR) in terms of various performance measures.

Objective: Transurethral resection of bladder tumor is one of the most common everyday urological procedures. This kind of surgery demands a set of skills that need training and experience. In this review, we aimed to investigate the current literature to find out if simulators, phantoms, and other training models could be used as a tool for teaching urologists. Methods: A systematic review was performed according to the Preferred Reporting Items for Systematic reviews and Meta-Analyses statement and the recommendations of the European Association of Urology guidelines for conducting systematic reviews. Fifteen out of 932 studies met our inclusion criteria and are presented in the current review. Results: The UroTrainer (Karl Storz GmbH, Tuttlingen, Germany), a virtual reality training simulator, achieved positive feedback and an excellent face and construct validity by the participants. The inspection of bladder mucosa, blood loss, tumor resection, and procedural time was improved after the training, especially for inexperienced urologists and medical students. The construct validity of UroSim® (VirtaMed, Zurich, Switzerland) was established. SIMBLA simulator (Samed GmbH, Dresden, Germany) was found to be a realistic and useful tool by experts and urologists with intermediate experience. The test objective competency model based on SIMBLA simulator could be used for evaluating urologists. The porcine model of the Asian Urological Surgery Training and Education Group also received positive feedback by the participants that tried it. The Simulation and Technology Enhanced Learning Initiative Project had an extraordinary face and content validity, and 60% of participants would like to use the simulators in the future. The 5-day multimodal training curriculum “Boot Camp” in the United Kingdom achieved an increase of the level of confidence of the participants that lasted months after the project. Conclusion: Simulators and courses or curricula based on a simulator training could be a valuable learning tool for any surgeon, and there is no doubt that they should be a part of every urologist's technical education.

[Objective] Multiple incidents of overvoltage chopping IGBT (insulated gate bipolar transistor) faults are observed during train main line operation of Chongqing Rail Transit Line 2, significantly impacting the line normal operation. It is aimed to analyze the root causes of these faults and put forward resolution measures. [Method] Based on the overvoltage chopping principle, the fault phenomena and mechanisms are analyzed, fault causes are further obtained, and a physical test unit is built to validate the identified causes through tests, thus targeted resolution measures are proposed. [Result & Conclusion] The reported OVT-IGBT faults are traced back to breakdowns in driver board, adapter board and chopper IGBT. Furthermore, the overvoltage chopping circuit remained in conducting state due to the IGBT breakdown, leading to prolonged service time and damage of overvoltage absorption resistor at elevated temperature, triggering GR (ground relay) faults. Test results further confirm that the peak voltage generated at the instance of chopper shutdown is the primary cause of IGBT faults. Improvement measures include optimizing the active discharge function of the overvoltage absorption circuit to reduce the working frequency of overvoltage absorption circuit chopper; enhancing VVVF (variable voltage variable frequency) control program by introducing the fault logic of chopping without current, the fault logic with current but no chopping, and immediate isolation of the faulty unit logic once a fault occurs; optimizing relevant parameters of driver board to reduce the switching frequency of IGBT. The practical results demonstrate that these improvement measures can effectively resolve the OVT-IGBT fault issues, leading to significant reduction in traction faults and ensuring the normal operation of Chongqing Rail Transit Line 2.

The frequency domain measurement of radiated emissions from electric railways (from 9 kHz up to 150 kHz) has been omitted from the main part of the relevant standard (lack of repeatability and reproducibility of the results is mentioned as the reason). This paper describes the radiated emissions measured from three electric trains to emphasize the importance of the suitable time length selection (by comparing specific durations of the recorded data: 1 min and 5 min) and the influence of calculation methods of the resultant spectrum in frequency domain (RMS, mean, and Max of spectrum). The results revealed the requirement of unique definitions for pre-, during-, and post-measurement factors so that the repeatable and reproducible results could be achieved. The prerequisites for having less uncertain results are as follows: (1) pure background measurement (in energized and de-energized state of the catenary); (2) precoordinated operation mode, speed, and power of the train during the measurement; (3) precise details of the analysis step. A unique analysis method is required (to be clearly elaborated in the relevant standards) to obtain comparable results between different working groups engaged with the radiated-emission measurements from a train in a frequency range of 9 kHz to 150 kHz.

Vortex generators (VGs) have shown the potential to mitigate the train's operational instability issues caused by strong wind. Numerical simulations are used to predict the flow structures around a train with VGs of different heights. The improved delayed detached eddy simulation (IDDES) hybrid modeling method is adopted to predict the trailing vortices on the leeward field. The numerical method is validated by reproducing wind tunnel test results. The study results reveal that VGs are capable of reducing the rolling moment coefficient around the leeward rail of a train by about 5% ~ 15% while keeping the drag of the train still lower than its operational drag without crosswind. The control mechanism lies on that the streamwise vortices generated by VGs are attracted to the large-scale trailing vortices, resulting in the pressure on the leeward wall rising. The differences in the domain frequencies between VGs and Baseline cases in POD modes indicate that the VGs changed the periodicity and symmetry of the vorticity fluctuation. This study provides a new method to improve the safety of trains under crosswinds. [ABSTRACT FROM AUTHOR]