Professional Documents
Culture Documents
3 2015
3 2015
PROCEEDINGS VOL 3
24-27.06.2015
VARNA, BULGARIA
SCIENTIFIC TECHNICAL UNION OF MECHANICAL ENGINEERING
24-27.06.2015
Varna Bulgaria
EVALUATION OF AIRCRAFT PASSENGER CABIN FIRE SAFETY AND MEASURES FOR IMPROVEMENT
Leonid Vinogradov Master Sc. Eng., Yuri Sologubov, Master Sc. Eng ............................................................................................................ 30
TECHNOLOGICAL STRUCTURE OF OPERATIONAL FILES IN REGIONAL BUS TRANSPORT FOR THE NEEDS OF THE
TENDER FOR CARRIERS
Ing. Vít Janoš, Ph.D., Ing. Karel Baudyš, Ph.D. ................................................................................................................................................ 33
IMPROVING THE EFFICIENCY off-line HEAT PUMP SYSTEM FOR HEATING RURAL HOUSE IN THE COLD DAYS
Ass.Prof. Sydykov Sh., Ass.Prof. Umbetkulov E., Dr.PhD Аlibek N. .............................................................................................................. 45
PROSPECTS FOR THE DEVELOPMENT OF IMPORTED FOREST MACHINES MAINTENANCE IN THE RUSSIAN
FEDERATION
Prof. Dr. Eng. Shilovsky V., Prof. Dr. Eng. Pitukhin A., Ass. prof. Dr. Eng. Kostyukevich V. ....................................................................... 53
DETERMINE THE OPTIMAL ROUTE OF THE ROUTING OF THE SINGLE WAGONS METHOD CPM ON THE NETWORK
ŽSR
doc. Ing. Dolinayová A. PhD.1, Ing. Ľoch M. ................................................................................................................................................... 71
MODERN METHODS FOR THE TEACHING OF VEHICLES CONTROL AND DIAGNOSTICS SYSTEMS
M.Sc. Dižo J. PhD., M.Sc. Galliková J. PhD., M.Sc. Blatnický M. PhD., Assoc. prof. M.Sc. Dalibor Barta, PhD. ........................................ 75
CARPOOLING AS A MEASURE FOR ACHIEVING SUSTAINABLE URBAN MOBILITY: EUROPEAN GOOD PRACTICE
EXAMPLES
MSc.Eng. Parezanović T., Petrović M. PhD., Bojković N. PhD., Prof. Pejčić Tarle S. PhD. ........................................................................... 82
DETERMINATION OF OIL SPILL PARAMETERS IN THE PROCESS OF OIL AND OIL PRODUCTS SPREADING ON THE
WATER SURFACE
Dr. eng.Tsetskhladze R., Assoc.Prof. Chogovadze J., Assoc.Prof. Lomidze A., Assoc.Prof. Mardaleishvili N. .............................................. 86
ANALYZING AND MODELING THE IMPACT OF TRANSPORT SERVICE RELIABILITY ON PASSENGERS BEHAVIOR
Silviya Krasteva .................................................................................................................................................................................................. 95
БЕЗОПАСНОСТ НА ЕЛЕКТРОМОБИЛИТЕ
Assoс. Prof. Eng. Dragneva N. PhD, .................................................................................................................................................................. 99
THE ROLE OF BATUMI STATE MARITIME ACADEMY IN TRAINING OF THE FUTURE SEAFARERS IN ACCORDANCE
WITH THE MODERN REQUIREMENTS
Dr. Eng. Tsetskhladze M., Prof. Dr. Kochadze T. ............................................................................................................................................ 104
STUDYING OF SOIL SURFACE SUBSIDENCE UPON LONG LENGTH UNDERGROUND PIPELINES PENETRATION
Prof. Dr. Eng. Janat Musayev, PhD. Algazy.Zhauyt ........................................................................................................................................ 112
THE PROVIDING OF THE POWER SAVING CONTROL OF ONE OUTPUT VALUE WITH TWO CONTROLLING
CHANNELS HAVING DIFFERENTEFFECTIVENESS AND COST OF THE CONTROLLING RESOURCE
Prof. Zhmud V., PhD., Prof. Dimitrov L., PhD. ............................................................................................................................................... 118
BLAST LOADING ON STRUCTURES FROM THE EXPLOSIONS NEAR THE GROUND SURFACE
M.Sc. Hutov I. PhD., Assoc. Prof. M.Sc. Ganev R. PhD., M.Sc. Petkov Y. ................................................................................................... 127
ENVIRONMENTAL MANAGEMENT SYSTEM REQUIREMENTS IN PUBLIC PASSENGER TRANSPORT ISO 14001 : 2004
economist eng. doctorand Bratu V., associate professor Mitran G. ................................................................................................................. 141
SYSTEM REQUIREMENTS FOR SAFETY AND HEALTH MANAGEMENT AT WORK IN THE PUBLIC PASSENGER
TRANSPORT UNDER OHSAS 18001 :2007
economist eng. doctorand Bratu V., associate professor Neagu E., Ph.D. Prof. Nicolae V. E. ....................................................................... 143
1. Introduction
3. Basis for determining the number of ticket
Integrated transport system (ITS) allows passengers to use one machine
ticket by travelling with all transport modes in integrated area. The
important question by the ITS is to solve problems with service Methodology for calculation to required number of marking
system of passengers. Service system of passenger can be in several machines is based on the theory of modelling the transport systems
forms. One of the ways to ensure passenger expedition is located in passenger transport. The modelling the transport system imposes
the ticket machines to vehicles. When ticket machines are located in requirements for the relocation of persons, i.e. transport elements –
vehicle, we create conditions for Self-Service System in public passengers. The bases for determining the required number of
transport. Carrier has not ensured a conductor that will be validating marking machines are:
the travel ticket. When carrier is using Self-Service system,
• Transport network of integrated area
passenger must validate the travel ticket in ticket machines after
• Distance matrix.
entry into the vehicle. The advantage for carrier, which is using of
Self-Service system, is low economic burden (personal costs).
3.1 Transport network of integrated area
2. Self-Service system Transport network of integrated area is composed of a finite set
of nodes and edges (Fig.3). Edges on the transport network (marked
One form of Self-Service system is based on the location of
by green colour) create oriented connections between two nodes.
ticket machines in vehicles. The most frequent place, when the
On these edges are moving ensembles. Ensembles are moveable
ticket machines are located is the place near to door of vehicle.
objects in the transport process (for example train is ensemble).
(Fig. 1).
4
4. The calculation the required number of marking
machines
The exact number of marking machines, which will be
equipped ensembles in the integrated area, depends on the following
factors:
• the design of the door on the set,
• composition sets (train composition),
• the number of sets. Fig. 5 Technical solution of double doors
5
Calculation formula is: beginning of calculation it is necessary to pre-calculate proportion
of travel time, cleaning time and the waiting time for the next
(4) performance. Consequently, the cruising (traveling) speed is
multiplied with this factor that results in a turnover rate of
where: ensembles.
Th train hours [train.hours-1], The following formulas are:
Voe the rate of turnover ensembles [km.h-1].
[km.h-1] (9)
Turnover rate of ensemble depends on the length of line
section, travel time and well time in the station. In terminal station
[-] (10)
(terminus) it is needed to calculate with an additional time of
operational preparation of vehicle (cleaning, refilling of water, etc.)
and the waiting time for the next performance (Fig. 6). [km.h-1] (11)
where:
Vts travel speed of ensembles [km.h-1],
Ktt coefficient of timetable [-].
The total amount of ensembles is set as the ratio of the train
hours and operating time on the line section. It is very important to
take in consider the reserve of value 15% in case of disturbances
(disorders, reparations etc.)
The formula is:
[total amount of ensembles] (12)
where:
Ne total amount of ensembles,
Th train hours [train hours],
t operation time [hour],
R reserve [%].
Total number of ticket marker in vehicle it is provided on the
base number of vehicle (train consist structure), number of doors,
coefficient doors and total amount of vehicle.
The formula is:
where:
Fig. 6. The ensembles turnover period
average of ensembles,
Formula for calculating the rate of turnover follows: average of capacity ensembles,
average of capacity sets.
[km.h-1] (5)
(14)
(6)
where:
(7) Ntm number of ticket marker [number],
ND number of doors in ensembles [number],
CD coefficients technical solution of doors:
[min] (8) single door CD = 1,
One and half size CD = 1,
where: double doors CD = 2.
Voe the rate of turnover ensembles [km.h-1],
S long distance [km], 5. Conclusion
tt travel time [min], Determination of marking machines depends on composition of
τr, τz margin to start and stop [min], ensembles, their numbers and technical constructions of doors in
top the time of operational preparation of ensembles [min], sets (vehicles).
Wt the waiting time for the next performance [min],
∑Ts sum time stay [min], Coefficients technical solutions of doors were determinate
n number of nodes, according to construction of doors on the vehicle. They also were
ts times stay[min]. determinate based on the operation of vehicle in different types of
transport (long distance, regional and sub-urban). These coefficients
Turnover rate of ensembles can also be calculated using a were used to calculation to the number of marking machines, which
traveling speed. However, in this case, the time of operational are located in the vehicles.
preparation of vehicle and waiting times is not considered. At the
6
Carrier is obliged to provide transport performance based on the
order by public authority, with own ensembles (vehicles), on the
whole integrated area. Proportion of these values (based on train
and seat kilometres) gives the average capacity of the ensembles
(trains).
The number of ensembles (trains) is based on the train hours
and return speed of set. These values determines of time period
transport serviceability of the territory. Faster transport
serviceability of the integrated area we achieve with increasing of
return speed of sets.
Acknowledgement
The paper is supported by the KEGA č. 026ŽU-4/2015
Innovative approaches in system of teaching management in the
study program Railway transport with a focus on application the
dynamic quality models in the railway transport.
References
[1]Knižka, J. a kol.: Základy železničnej dopravnej prevádzky,
page 63, ISBN 978 – 80 – 554 – 0120 – 1
[2] Knižka, J. a kol.: Základy železničnej dopravnej prevádzky,
page 64, ISBN 978 – 80 – 554 – 0120 - 1
7
ELECTRIC MOBILITY IN THE BALTICS
Prof. Berjoza D. Dr. sc. ing.1, Asoc. prof. Jurgena I. Dr. oec.2
Faculty of Engineering - Latvia University of Agriculture dainis.berjoza@llu.lv1
Faculty of Economics and Social Development - Latvia University of Agriculture inara.jurgena@llu.lv2
Abstract: The Baltic States have no fuel resources needed for internal combustion engines. Oil products are imported. Internal
combustion automobiles make a negative effect on the surrounding environment, as they produce toxic emissions and noises. One of the ways
how to use electric energy – a resource produced in the Baltic States – is the exploitation of electric vehicles. The use of electric vehicles in
the Baltic States began in 2010. Since this year, the best infrastructures for electric vehicles and their charging have been created in Estonia.
The paper analyses the quantitative and qualitative specifics of electric vehicles and their infrastructures in the Baltic States as well as
reviews the development prospects.
8
where NEV – number of electric vehicles in the analysed region;
Nissan ENV200
NCP – number of charging stations in the analysed region
Volkswagen e-Golf [6].
Porche Panamera e-Hybrid
This indicator is important until the moment when a sufficient
Toyota Prius Plug-In number of electric vehicle charging stations is available in the
Peugeot iON Estonia Latvia country.
Renault Zoe An analysis of electric mobility may be performed employing
Citroen C-Zero
indicators such as number of electric vehicles per charging station
and per charging spot, population per charging station, availability
BMW i3 ratio for charging stations and the average number of charging spots
Mitsubishi Outlander PHEV per station, but an analysis of such characteristics is available in
another research study by the authors of the present research [6, 7].
Opel Ampera
Micro-Vett Fiorino 5. Calculation results and analysis of the
Tesla S characteristics of electric mobility
Tazzari Citysport The data used for the calculations are summarised in Table 1.
Polaris Ranger
Table 1: Characteristics used for the calculations.
Mitsubishi i-MiEV Latvia Lithuania Estonia
Indicator
Mia Electrics Number of electric
194 69 1163
vehicles
0 5 10 15 20 25 30 35 40 Number of charging
15 14 165
Number of electric automobiles stations
Area, km2 64589 65303 45226
Fig. 2. Distribution of electric automobiles, purchased under the
government support schemes, by mode Main roads, km 1653 6667 3993
Distance to the nearest
260 180 50
4. Algorithm for calculating the characteristics of charging station, km
electric mobility Average electric vehicle
130
range, km
An algorithm for calculating various comparable
indicators has to be created to perform a comparative analysis of The density of charging stations in the analysed region are
electric mobility in the Baltics. The number of charging stations in presented in Figure 3.
an analysed region may be calculated as follows:
5000.0 4664.5
4613.5
S
NS = 4500.0
N CP , (1) 4000.0
region.
The number of charging stations on main roads may be 2500.0
calculated according to the formula: 2000.0
Lmag 1500.0
N 'L =
N CP , (2) 1000.0
500.0 274.1
where Lmag – length of the analysed main roads, km.
0.0
The smaller this indicator is, the better quality infrastructure is
Latvia Lithuania Estonia
available outside cities and charging stations are available within
shorter ranges.
Fig. 3. Density of charging stations
The efficiency of introduction of electric vehicle charging
stations is expressed by the number of the stations constructed per An analysis of the number of charging stations per area shows
year: that the situation in Lithuania and Latvia is similar – a charging
station per 4.6 thousand square kilometers, – which is quite
nCP
N CP / Y = insufficient. In Estonia, its network of charging stations fully
T , (3) ensures travelling over the entire territory, with a charging station
per 274 km2.
where nCP – number of electric vehicle charging stations
constructed in the analysis period, units; The numbers of charging stations on main roads are presented
T – analysis period, usually measured in years. in Figure 4.
The ratio of the number of charging stations to the number of
An analysis of the locations of stations in relation to the main
electric automobiles or the number of electric automobiles per
roads is not very objective, as the total length of motor roads in
charging station:
Latvia is the shortest, and only one charging station is available on
N EV motor roads outside cities. If calculated per total length of main
I EV = motor roads, the best situation is in Estonia – one station per
N CP , (4) distance of 24 km.
9
large – almost 13 electric automobiles. There is only one fast-
600.0 charging station in Latvia that can serve more than 20 electric
automobiles a day. Although the number of charging stations in
500.0 476.2 Estonia is large, the number of electric automobiles serviced a day
considerably exceeds the demand in this country, as fast-charging
400.0
stations are used that can service 6600 automobiles a day.
Distance, km
Conclusions
300.0
1. Under various government support schemes, 18 electric
200.0 automobiles of various models were purchased in Latvia and
118.1
Estonia. The key factor in the choice of vehicles was the simple
way of purchasing the particular model and its popularity, as well as
100.0
its price.
24.2
0.0 2. In Latvia, Volkswagen e-Up (135 EV) was the most popular
Latvia Lithuania Estonia model purchased under the government support scheme, while in
Estonia it was Nissan Leaf (266 EV).
Fig. 4. Density of charging stations on main roads 3. A classification of energy replenishment stations for electric
The efficiencies of introduction of electric vehicle charging vehicles and a scheme for their exploitation, depending on the
stations are expressed by the number of the stations constructed per location of a station, were developed.
year and are shown in Figure 5. 4. In Estonia, one charging station is available per territory of
274.1 km2, which ensures a full coverage of charging stations. In
90.0
82.5
Latvia and Lithuania, these indicators are, on average, 17 times
lower.
80.0
5. Any analysis of charging stations in relation to the total
Charging stations per year
70.0
length of main motor roads is not very objective, as the charging
60.0
stations are mostly concentrated in the largest cities, and the total
50.0 lengths of main motor roads in the analysed countries significantly
40.0
differ and do not correlate with the area of the country.
References
1. Elektrotransporta tirdzniecība. [online] [25.03.2015.]. Available
12.93
6.00
4. Elmo – Estonian electromobility programme [online]
4.00 [31.01.2015]. Available at: http://elmo.ee/elmo/.
5. Reģistrēto transportlīdzekļu sadalījums pēc degvielas veida.
2.00 [online] [10.02.2015.]. Available at:
http://www.csdd.lv/lat/noderiga_informacija/statistika/transportlidzekli/
0.00
?doc=528 (In Latvian)
Latvia Lithuania Estonia
6. Berjoza D. Jurgena I., Analysis of the distribution of electric
charging station in the Baltic. In: Proceedings of International Scientific
Conference „Engineering for Rural Development”, May 20 – 22, 2015.
Jelgava: LUA.
Fig. 6. Number of electric vehicles per charging station 7. Berjoza D. Jurgena I., Vartukapteinis K. Research in electro and
internal combustion engine motor vehicle energy costs. In: Proceedings
In Latvia, the number of electric automobiles is relatively large of International Scientific Conference „Engineering for Rural
(194), while the number of charging stations is small. For this Development”, May 24 – 25, 2012. Jelgava: LUA, pp. 331 – 337.
reason, the number of electric automobiles per charging station is
10
AN ONLINE MEASUREMENT SYSTEM OF TRANSPORTATION SAFETY AND
COMFORT
Prof. M.Sc. Dogruel M. PhD.
Department of Electrical and Electronics Engineering, Faculty of Engineering, Marmara University, Istanbul, Turkey
mdogruel@marmara.edu.tr
Abstract: In this work an arm based microprocessor system is designed to implement the algorithm recently developed for a ride comfort
measurement for transportation. To obtain an effective online measurement, the rapidly changing transport comfort index signal is passed
from a proper digital low pass filter so that previous data is combined with the newly coming values. The system uses an on board digital
acceleration sensor, a graphical LCD touch screen, and a computer interface through USB port. The measured data can be displayed,
recorded, and reported for future evaluation. The device is used on transportation vehicles such as cars, buses, trams, and planes. The
resulting graphs of these sample trials are provided.
Keywords: RIDE COMFORT, ACCELERATION, ACCELERATION SENSORS, DIGITAL FILTERING, MICROPROCESSORS
2. Description of the Method where TCIC represents the (low pass filtered) current value of the
In [10], a novel method is presented in detail for providing a transport comfort index assessment. The low pass filter rate could
proper measure for ride comfort of human transportation. In be chosen with the cut-off frequency of 0.05 Hz, which will make
summary, the corresponding equations are used to obtain an average the measurement smooth enough having a time constant of 3.2
measurement for Transport Comfort Index (TCI): seconds. Therefore the parameter γ is chosen to be 0.997.
11
double Pxb=0.0; // Pre Filtered acceleration before Px = lpfb*Px + lpfcoefx*((double)lisx+(double)lisxb);
double Pxbb=0.0; // Pre Filtered acceleration before before
double Qx=0.0; // Filtered acceleration (q) value //Band Pass Filtering
double Qxb=0.0; // Filtered acceleration (q) value before Qxbb=Qxb;Qxb=Qx;
double Qxbb=0.0; // Filtered acceleration (q) value before before Qx=1.6656*Qxb-0.6823*Qxbb+0.1326*(Px-Pxbb);
double Clbx=56.0; // typical calibration constant
double lpfcoefx; // Low pass filter b coefficient Qsqrx = Qx*Qx;
double Esumx=0.0; // Sum of Qsqr Esumx = Esumx + Qsqrx;
double Qsqrx=0.0; // Qx^2
double Ecx=0.0; // TCI current filter variable // TCI Current filter with 0.05 Hz cut off frequency
double Ecmaxx=0.0; // Ec max value Ecx = 0.997*Ecx + 0.003*Qsqrx;
double TCITx=0.0; // TCI Total (Mean)
double TCICx=0.0; // TCI Current // TCI Minimum
double TCIMinx=0.0; // TCI Minimum if (Ecmaxx<Ecx) {
const double lpfb=0.7265; // pre LPF value Ecmaxx=Ecx; // Ec max value
TCIMinx = 100.0*exp(-1000.0*Ecmaxx); }
//Initial values
lisreadno=0; Esumx=0.0; Ecx=0.0; Ecmaxx=0.0; // TCI Total (Mean)
TCITx= 100.0*exp(-1000.0*Esumx/lisreadno);
//LIS302DL Configuration
LIS302DL_Init(); // Initilize I2C // TCI Current
LIS302DL_Write(0x20,1,0x47); TCICx= 100.0*exp(-1000.0*Ecx);
// Write to CTRL_REG1 (XYZ enabled, ODR 100 Hz, +-2g)
//Read registers to clear overrun // Display Results
LIS302DL_Read(OUTX,1); } // end of lis read cycle
} // end of for (;;)
for (;;) { /* Main Loop */ } // end of main
/**************************************************/
// Read status register
LIS302DL_status=LIS302DL_Read(0x27,1);
Pxbb=Pxb;Pxb=Px;
if (lisreadno==1) { // this is to prevent jump for the HPF
Px=(double)lisx/Clbx;Pxb=Px;Pxbb=Px;
lisxb=lisx;}
12
a)
b)
c)
d)
Fig. 2 TCI measurements for various test cases: a) Gentle driving, b) Tough driving, c) Unacceptable driving, d) Actual airplane landing.
13
Table 2: TCI Average and TCI Min Average values.
4. Measurement Results Trips TCI TCI Min
60-second driving tests are carried out using different styles as Averages Averages
shown in Fig. 2. Figures (a) to (c) are corresponding to gentle, 1 84.4 55.8
tough and unacceptable driving. As seen from the plots, the
algorithm stably and quickly tends to the correct levels as expected. 2 82.6 52.9
Fig. 2(d) shows a sample of an actual airplane landing. As seen
3 84.9 55.7
from the graph, the landing is at normal comfort level.
4 80.7 50.5
Other driving tests are carried out for actual public bus trips in
Istanbul, Turkey. In Fig. 3, total of 338-minute trip is reported. The 5 85.5 52.4
average TCI is 93.37, and, the average TCI min 77.94 for this case.
Table 1 summarizes the detailed values for different trip times. In 6 85.1 57.7
Fig. 4, on the other hand, a 212-hour test is reported. It is calculated
7 86.3 59.8
that 66.1 hour of this time (31.2%), the bus was actually moving.
The average TCI is 85.2, and, the average TCI min is 55.8 for the 8 86.0 57.7
working times, and, Table 2 summarizes the detailed values for
different trip blocks.
5. Conclusions
As seen from the measurement results, the proposed system
provides a useful measure to compare different transportation
vehicles and drivers for human transport comfort. TCI average
gives a single number for evaluation of the whole trip. TCI min
indicates values for the worst times during the trip. TCI current
value, on the other hand, gives an on-line measure for an
assessment of the current value (about last 10 seconds but weighted
higher for the recent times) which may be shown on a display for
the passengers to continuously observe the driving comfort.
The proposed system can be employed for the purpose of
checking and improving the driving quality, therefore assuring the
proper operation of the vehicles and the satisfaction of the
passengers. The drivers can be evaluated for each trip by
automatically recording and displaying the average, current and
minimum values of TCI. This may be very useful for public
transport vehicles as well as for private company cars since the
evaluation of driving skills will lead to the improvement of drivers’
quality in transportation.
Fig. 3 TCI measurement for a public bus trip.
References
Table 1: TCI Average and TCI Min Average values.
Trip Times TCI TCI Min [1] R.A. Lee, W.F. Lins, “Comfort Level Measuring Device,”
(Minutes) Averages Averages United States Patent 3,828,170, 1974
[2] M.L. Stewart, R.K. Young, A. J. Healey, “Ride Quality
9-39 90.44 70.07 Ratings as a Function of Sensory Input,” Ergonomics 22 (4),
75-109 89.58 70.96 pp. 399 - 405 1979
[3] J. D. Leatherwood, T. K. Dempsey, S. A. Clevenson, “A
121-171 92.28 74.14 design tool for estimating passenger ride discomfort within
186-244 91.63 73.50 complex ride environments,” Human Factors 22, pp. 291-312,
1980
245-311 93.23 77.47 [4] Mechanical Vibration and Shock-Evaluation of Human
316-331 92.41 74.79 Exposure to Whole-Body Vibration, Part I: General
requirements, International Standardization Organization, ISO
2631/1:1997(E)
[5] Z. Jiang, D. A. Streit, M. El-Gindy, “Heavy vehicle ride
comfort: literature survey”, International Journal of Heavy
Vehicle Systems 8 (3/4), 2001
[6] M.C. Gameiro da Silva, “Measurements of comfort in
vehicles,” Measurement Science and Technology, 13 (6), R41-
R60, 2002
[7] M.H. Kargarnovin, D. Younesian, D. Thompson, C. Jones,
“Ride comfort of high-speed trains travelling over railway
bridges,” Vehicle System Dynamics 43 (3), pp. 173 – 197,
2005
[8] S. Rutzel, B. Hinz, H.P. Wolfel, “Modal description—A better
way of characterizing human vibration behavior”, Journal of
Sound and Vibration 298 (2006) 810–823
[9] M. Dogruel, “Seyahat Konformetresi (Transportation
Comfortmeter),” Turkish Patent 01762, 2008.
[10] S. Gagula-Palalic, T. Namas, M. Dogruel, “Acceleration-based
ride comfort measure for transportation”, submitted to Turkish
Fig. 4 TCI measurement for a public bus trip. Journal of Electrical Engineering & Computer Sciences, 2015.
14
PARAMETRIC ANALYSIS OF THE SHIP CAPSIZE PROBLEM
Assoc. Prof. Dr. Deleanu D.
Faculty of Naval Electro mechanics - Maritime University of Constanta, Romania
dumitrudeleanu@yahool.com
Abstract: The non-linear ship capsize equation derived by Thompson et al., that incorporates both direct and parametric excitation, is
examined numerically in an attempt to deepen our understanding on the influence of the parameters involved in the final ship’s response.
Because our interest is focused on the binary outcome of capsize-non-capsize, no remark of the steady-state onto which a non-capsize motion
may settle is made. The four-dimensional phase-control space includes the non-dimensional damping coefficient, the ratio between wave
frequency and ship’s natural frequency, and the direct and parametric forcing amplitudes. All the computed boundaries between capsizing
and non-capsizing regions in bi-dimensional projections of control parameter space show fractal features.
Keywords: TRANSIENT SHIP CAPSIZE, BEAM SEA, FRACTAL BOUNDARY, PARAMETRIC STUDY
0.4
the ratio between wave frequency and ship’s natural frequency, and 0.2
0
dx/dt(0)
0 -0.5
-0.2
-0.4
transient ship capsize. We will not make any reference to the long -0.8
-0.8 -0.6 -0.4 -0.2 0
x(0)
0.2 0.4 0.6 0.8
-2
-1 -0.8 -0.6 -0.4 -0.2
x(0)
0 0.2 0.4 0.6
15
T = 2π / ω ). For a specified set of parameters β , ω , G , and Second, for large ω the danger of capsizing is lower for
variable F, the system (1) evolves to a limit cycle for small forcing shallow waters ( G / F < 1 ) than for deep waters ( G / F ≅ 1 ) or
amplitude F or goes out in the phase plane, like a spiral with oblique waves ( G / F > 1 ). Third, boundaries between capsizing and
extending amplitude, for sufficiently large values of F. The second non-capsizing regions show fractal shapes.
case corresponds to capsize (see Fig. 1).
These conclusions are more clearly shown in Fig. 3, where the
3.1. Influence of the ratio of the forcing magnitudes on parameter plane (G, F) is presented for fixed ω values near and far
capsizing from resonance.
We tested first the effect of ratio G/F on the ship capsizing. β = 0.1, ω = 0.9 β = 0.1, ω = 1.8
0.2 3
were slowly increased as follows. For a given ω between 0.4 and 0.14
2
0.12
• 0.1 1.5
F
F
2.0, F =0.0 and equilibrium conditions, x(0) = x(0) = 0 , equation 0.08
1
G=-5F G=5F
(1) has been integrated for the time interval [0, 10 T ] . If at the end
0.06
0.04
0.5
of this process the solution does not diverge, then the pair 0.02
0 0
β = 0.1, G = F 1 1
β = 0.1, G = 0.2 F
2
1.8
0.8 0.8
2
1.6
0.6 0.6
F
F
1.4
1.5
1.2
0.4 0.4
1
F
F
1 0.8
0.2 0.2
0.6
0.5 0 0
0.4 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8
ω ω
0.2
0 0
(a) (b)
0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
ω ω
1
1.2
Another perspective on the influence of damping on capsizing is
0.8
1
revealed in Fig. 5, where the parameter plane ( β , F ) is presented
instead, for fixed ω , and G/F. It is worth to note again the fractal
0.8
F
0.6
F
0.6
0.4
0.4
boundaries between capsizing and non-capsizing regions.
0.2 ω = 0.9, G = 5F ω = 1.8, G = 5F
0.2 0.18 1.4
0.16
0 0 1.2
0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
ω ω 0.14
1
0.12
0.08
0.6
β = 0.1, G = - F β = 0.1, G = - 0.2F
2.5
0.06
0.4
0.04
2.5
2 0.2
0.02
2
0 0
0.05 0.1 0.15 0.2 0.25 0.05 0.1 0.15 0.2 0.25
1.5
β β
1.5
F
F
1
1
(a) (b)
Fig. 5 Examples of ( β , F ) parameter control planes for G / F = 5 and
0.5
0.5
0
0.4 0.6 0.8 1 1.2
ω
1.4 1.6 1.8 2
0
0.4 0.6 0.8 1 1.2
ω
1.4 1.6 1.8 2 different non-dimensional frequencies: a) ω = 0.9 ; b) ω = 1.8
(e) (f)
3.3. Influence of the initial conditions on capsizing
Fig. 2 Examples of (ω , F ) parameter control planes for β = 0.1 and
•
various relationships between forcing amplitudes: a) G / F = 0.2 ; b) The role played by initial conditions ( x(0), x(0)) on capsizing
G / F = 1 ; c) G / F = 5 ; d) G / F = −5 ; e) G / F = −1 ; f) G / F = −5
has been intensively studied in the literature by building the so-
16
called basins of attraction (formed by all initial conditions that do frequencies for capsizing are those near the resonance. Far from
not lead to capsize). Here, we consider two sets of initial conditions, resonance, the probability of capsizing is higher for deep water and
namely (0, 0) and (- 0.3, 0), and integrate equation (1) for ten cycles oblique waves than for shallow water;
of forcing, β = 0.1 , ω ∈ {0.9, 1.8} , and different G and F. If both
b) The system behaves much better in terms of capsizing for
initial conditions are safe, a black rectangle is drawn in (G, F) plane larger damping coefficients;
around the considered pair of forcing amplitudes. If only first set is
safe, the rectangle is colored in red, while it is colored in grey if the c) Initial conditions and transient length affect somewhat the
second set is safe. For unsafe pairs, the rectangle remains white. safe area in the parameter space but the changes only occur in the
Our findings are shown in Fig. 6. It seems that initial conditions border area, which is better to be avoided;
significantly affect the safe area, especially at the boundary with d) The boundaries between capsizing and non-capsizing
unsafe area. regions in bi-dimensional projections of control parameter space
0.18
β = 0.1, ω = 0.9
2
β = 0.1, ω = 1.8 show fractal features.
1.8
0.16
1.6
0.14
Literature
1.4
0.12
1.2
0.1
1
F
F
0.08
0.8 1. Thompson J.M.T. Chaotic phenomena triggering the
escape from a potential well. Proc. R. Soc. Lond. A, 421,
0.06
0.6
0.04
1989, p. 195-225.
0.4
0.02 0.2
0 0
In all the numerical simulations described above we considered 5. Deleanu D. On a geometric approach of safe basin’s fractal
the transient motion of no more than ten cycles of the forcing. If erosion. Application to the symmetric capsize problem.
capsizing not occur within this time period then it is likely that it Constanta Maritime University Annals, 22, 2015, p. 121-
will not occur in the next cycles. The last numerical results we 126.
report in the paper refer just to this assumption. Equation (1) was 6. Spyrou K. J. A Basis for Developing a Rational Alternative
numerically integrated with zero initial conditions for the same sets to the Weather Criterion: Problems and Capabilities. Fluid
of system parameters as given in the previous sub-section. This Mechanics and its Applications, 97, 2011.
time, the integration was done for 10, respectively 30, cycles of
forcing, and the obtained results were compared. Fig. 7 shows our 7. Vassalos D. et al. Numerical and physical modelling of
results. The black small rectangles correspond to those pairs (G, F) ship capsize in heavy seas: State of the art. 6th Int.
that remain safe for 30 cycles, while the red ones are for those pairs Conference Stability’ 97, Athens, Greece, 1997.
that are safe for 10 cycles but unsafe for 30 cycles. Again, the
8. Oh I.G., A.H. Nayfeh, T. Mook. A theoretical and
difference occurs only in the border area between capsizing and
experimental investigation of indirectly excited roll motion
non-capsizing regions and the percentage of red rectangles is small
of ships. Phil. Trans. J. Soc. Lond. A, 358, 2000, p. 1731-
compared to that of black ones (less than 5 %).
1781
β = 0.1, ω = 0.9 β = 0.1, ω = 1.8
0.18
0.16 1.8
0.14
1.6
Future. Int. Conf. on Stability of Ships and Ocean
0.12
1.4
1.2
Vehicles, Glasgow, 1975.
0.1
0.08
0.8
0.06
0.6 Astern Seas. J. Soc. Naval Arch. Japan, 177, 1995, p. 207-
217.
0.04
0.4
0.02 0.2
17
ON APPROXIMATING THE PERIODIC SOLUTIONS OF CAPSIZE EQUATION
Assoc. Prof. Dr. Deleanu D.
Faculty of Naval Electro mechanics - Maritime University of Constanta, Romania
dumitrudeleanu@yahool.com
Abstract: The motion of a ship in long beam seas could be described by a second-order non-linear differential equation, having the roll
angle as variable and depending on four parameters. With the direct forcing amplitude as bifurcation parameter, the dynamical system
exhibits either periodic or chaotic behaviour, the route to chaos being realized by a period doubling sequence of periodic motions. Some
accepted indicators, like bifurcation diagrams, phase planes and Poincare sections have been computed and they confirm the transition from
order to chaos. In the main part of the paper, the harmonic balance method is used to obtain approximate solutions for the periodic motions
and to predict the period doubling bifurcations by a stability analysis.
Keywords: SHIP CAPSIZE, DIRECT AND PARAMETRIC EXCITATION, ORDER AND CHAOS, PERIODIC SOLUTIONS
( )
•• •
1. Introduction (1) x + β x + x − x 2 (1 + G cos ω t ) = F sin ω t
Capsizing is the most disastrous situation in which can find a where
sailing ship, since it leads to heavy losses of human lives and ship.
It primarily affects the fishing boats and small vessels, but in certain θ ωf Ak ω 2
circumstances large ships may suffer too, although they satisfy all (2) x= ,ω = ,F =− , G = −Ak
θV ωn θV
the existing rules concerning the risk of capsizing [1]. This is why
the stability against capsizing is a fundamental requirement when
Here, θ represents the roll angle, θ V the angle of vanishing
designing a ship. Unfortunately, despite an extensive experimental
and theoretical research during the last decades, this undesirable stability, β the non-dimensional damping coefficient, ω f the
complex phenomenon is not fully understood yet. wave frequency, ω n the natural frequency of the boat, A the wave
The efforts of researchers have been focused on several height, and k the wave number. The forcing amplitudes F and G
directions. First, it was found that the majority of capsizing events stand for direct and parametric excitation, respectively. Finally, a
occur in astern seas, as a result of pure loss of stability, parametric dot denotes differentiation with respect to time. The details about
resonance, broaching, cargo shift, water on deck and wind [2]. Eq. 1 can be found in [8], where some preliminary numerical
Second, mathematical models, following an increasing studies for ω = 0.85 and β = 0.1 are presented.
sophistication and capable of predicting well enough the ship
dynamics for some given environment conditions, have been As a continuation of their work, in the present paper we address
proposed. Most of these approaches consider only the ship’s rolling a different area of frequencies, namely we set ω = 1.8. Other
motion, but models with two, three and even six degrees-of- constant values used are β = 0.1 , and G = 5 F . With the direct
freedom have been developed. A generally accepted model has not forcing amplitude F as bifurcation parameter, it was found that the
yet been established [3, 4]. Finally, some innovative concepts as analyzed system exhibits either periodic or chaotic behavior, the
transient safe basins, transient capsize diagram, index of capsized route to chaos being realized by a doubling sequence of periodic
resistance, and the recent theoretical developments in the dynamical motions. A sense of the rich dynamical behavior which system (1)
non-linear systems seem to lead to an improved understanding of displays can be gleaned from the bifurcation diagram F – x in Fig.1.
the ship capsize process [5, 6].
ω = 1.8
•• •
0.4
0.2
x
•
0.1
-0.1
-0.3
beam seas, with both direct and parametric excitation, the latter 0.58
0.5
for the periodic orbits, given by fast Fourier transform and
0.48
harmonic balance method, are obtained. We close with a short
summary and conclusions in Section 5. 0.46
0.44
2. Capsize equation F
18
To construct this diagram, we started from equilibrium 0.6
F = 0.282
F = 0.282
• 0.5
0.3
0
cycle with the same phase angle. The first 200 cycles were 0.2
-0.1
dx/dt
aj, bj
0.1
0 -0.2
-0.1
-0.2
-0.4
-0.4
-0.4 -0.2 0 0.2 0.4 0.6 0.8 1
-0.5
0 2 4 6 8 10 12
x j
( )
It is obvious that the agreement between the solution obtained by
the FFT method and the numerical integration is excellent, in what (4) a 0 (1 − a 0 ) − 0.5 a 12 + b 12 + a 22 + b 22 + a 1 G (0.5 − a 0 ) +
when one is superimposed over the other they are practically
indistinguishable. + 0.5 a 2 G − 0.5 G (a 1 a 2 + b 1 b 2 ) = 0
0.05
F = 0.1
0.012
F = 0.1
(5) a 0 G (1 − a 0 − a 2 ) − 0.5G 2 a 12 + a 22 + b 22 + a 1 1 − ω 2 − 2 a 0 + ( ) ( )
+ b 1 ω β − (a 1 a 2 + b 1 b 2 ) = 0
0.04 0.01
0.03 0.008
( )
0.02 0.006
(6) − a 1 ω β + b 1 1 − ω 2 − 2 a 0 − (a 1 b 1+ a 0 b 2 )G + b 1 a 2 − b 2 a 1= F
0.004
0.01
dx/dt
0.002
aj, bj
( )
-0.01
a 1 G (0.5 − a 0 ) + a 2 1 − 4ω 2 − 2 a 0 + 2b 2 ω β −
-0.002
-0.02
-0.03
-0.004
-0.006
(7)
( )
-0.04 -0.008
-0.05
-5 0 5
x
10 15 20
-3
x 10
25
-0.01
0 0.5 1 1.5 2
j
2.5 3 3.5 4
− a 1 a 2 G − 0.5 a 12 − b 12 = 0
( )
Fig. 2 Phase plane plots and the Fourier spectra for capsize equation (1)
with F = 0.1. (8) b 1 G (0.5 − a 0 ) + b 2 1 − 4ω 2 − 2 a 0 − 2 a 2 ω β −
F = 0.25
−a 1 b 1 + b 1 b 2 G = 0
F = 0.25
0.45
0.5
0.4
0.4
0.35
This system has been solved for different forcing amplitudes F,
0.3
0.2
0.3 equally spaced between 0 and 0.22, using Newton-Raphson method
0.1
0.25
and the findings are displayed in Fig. 6.
dx/dt
aj, bj
0.2
0
0.15
-0.1
0.015
0.1
-0.2
-0.3 0.05
0.01
-0.4 0
0.005
-0.5 -0.05
-0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5 0.6 0 1 2 3 4 5 6 7 8
x j
a0, a1, a2, b1, b2
-0.005
Fig. 3 Phase plane plots and the Fourier spectra for capsize equation (1) -0.01
a0
a1
with F = 0.25. a2
b1
-0.015
b2
F = 0.27
0.6
F = 0.27 -0.02
0.45 0 0.05 0.1 0.15 0.2 0.25
0.5 F
0.4
0.4
0.35
0.3
0.2
0.3 Fig. 6 Amplitudes a 0, a 1, a 2, b 1 and b 2 for different forcing amplitudes
0.25
dx/dt
0.1
aj, bj
0
0.15
-0.2
0.05
-0.3
-0.4 -0.05
0
phase plane (the asterisks) are shown in Fig. 7, along with the
-0.4 -0.2 0 0.2 0.4 0.6 0.8 1 -0.5 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5
x j
solution obtained by numerical integration (the continuous black
curve). It could be seen that the agreement between the two
Fig. 4 Phase plane plots and the Fourier spectra for capsize equation (1)
with F = 0.27.
solutions is good, with some notable differences at peaks and
19
troughs of time history plot. Starting with F ≅ 0.232 , the equation (1) has a solution of the
x 10
-3 F = 0.1
0.05
F = 0.1 form x (t ) , which includes the perturbation δ x given by (10).
25 Num Num
20
Apx
0.04
Apx
Replacing it into (1) and balancing the harmonic terms, the
0.03
0.02
following algebraic non-linear system of nine equations is obtained:
( )
15
dx/dt
10
0
x
-0.01
[ ( ) ]
5
0 -0.03
-0.04
( )
-5
+ a 1 a 3 / 2 + a 3 / 2 a 2 + b 3 / 2 b 2 ) + G [0.5 (a 1 / 2 + a 3 / 2 − a 1 / 2 a 2 − b 1 / 2 b 2 −
Fig. 7 Time history and phase plane for capsize equation with F = 0.1.
Magenta asterisks stand for approximate solution given by harmonic
balance method, while black curves represent numerical solution. − a 1 a 3 / 2 − a 3 / 2 a 2 − b 3 / 2 b 2 ) − (a 0 a 1 / 2 + a 0 a 3 / 2 + a 1 / 2 a 1 )] = 0
Continuing to grow the forcing amplitude F above 0.22 will
come a time when the period – T solution becomes unstable and a (
(14) − 0.5 β ω a 1 / 2 + b 1 / 2 1 − 0.25ω 2 − 2 a 0 − (a 1 / 2 b 1− b 1 / 2 a 1+ )
period 2T- orbit will replace it. To investigate this bifurcation one
considers a perturbed solution of the form x (t ) = x (t ) + δ x(t ) . + a 1 b 3 / 2 + a 3 / 2 b 2 − b 3 / 2 a 2 ) + G [0.5 (− b 1 / 2 + b 3 / 2 − a 1 / 2 b 2 + b1 / 2 a 2 +
Replacing the perturbed solution into (1) and noting that x(t) + a 1 b 3 / 2 + a 3 / 2 b 2 − b 3 / 2 a 2 ) + (a 0 b 1 / 2 − a 0 b 3 / 2 − a 1 / 2 b 2 )] = 0
verifies the same equation, we get the following linearized
variational equation (15) ( )
a 1 1 − ω 2 − 2 a 0 + β ω b 1+ 0.5 b 12/ 2 − a 12/ 2 − (a 1 / 2 a 3 / 2 + ( )
•• •
(9) δ x + β δ x + (1 − 2 x )(1 + G cos ω t )δ x = 0 + b 1/ 2 b 3 / 2+ a 1 a 2 ) + G [a 0 (1 − a 0 ) + 0.5(a 2− a 12/ 2− b 12/ 2− a 32 / 2− b 32 / 2−
Fig. 3 shows us that the perturbation δ x must be chosen as
)
− a 22 − b 22 − a 1 / 2 a 3 / 2 + b 1 / 2 b 3 / 2 − 0.25 3a 12 + b 12 − a 0 a 2 = 0 ( ) ]
ωt 3ω t 3ω t ωt
(10) δ x = a 1 / 2 cos
2
+ b 1 / 2 sin
2
+ a 3 / 2 cos
2
+ b3 / 2 sin
2
( )
(16) − β ω a 1+ b 1 1 − ω 2 − 2 a 0 − (a 1 / 2 b 1 / 2 + a 1 / 2 b 3 / 2 − b 1 / 2 a 3 / 2 ) +
( )
homogeneous linear algebraic system is obtained. In matrix form, it
is written as (17) a 3 / 2 1 − 2.25ω 2 − 2 a 0 + 1.5β ω b 3 / 2 − (a 1 / 2 a 1+ a 1 / 2 a 2 −
( )]
-4
( )
-8
-10
(20) − 2 β ω a 2 + b 2 1 − 4ω 2 − 2 a 0 − (a 1 / 2 b 3 / 2 + b 1 / 2 a 3 / 2 + a 1 b 1 ) +
-12
+ G [0.5(b 1− a 1 / 2b 1 / 2 + b 1 / 2 a 3 / 2 − a 3 / 2 b 3 / 2 ) − (a 0 b 1+ a 1 b 2 )] = 0
-14
0.22
-16
0 0.05 0.1 0.15 0.2 0.25
F
Further, for a brief interval of forcing amplitudes’ values the 0.5 0.4
0.3
0.3
0.2
0.1
x
0
0
-0.1
-0.1
F = 0.234 F = 0.234 -0.2
-0.2
0.1 -0.3
-0.3
0.06
-0.4 -0.4
0 2 4 6 8 10 12 14 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5 0.6
0.05 t x
0.04
0
Fig. 10 Time history and phase plane for capsize equation with F = 0.25.
dx/dt
0.02
x
0
-0.05
Magenta asterisks stand for approximate solution given by harmonic
-0.1
-0.02
balance method, while black curves represent numerical solution.
-0.04
-0.02 0 0.02
x
0.04 0.06 0.08 655 660 665 670 675
t
680 685 690 695 The Newton –Raphson procedure did not work for the system
(12-20) due to the important difference between a 0 and b 1/ 2 on
Fig. 9 Time history and phase plane for capsize equation with F = 0.234. one hand, and the other unknowns.
20
However, neglecting the small terms like a 1/ 2 a 2 , we were APPENDIX
able to estimate the solution of system (12 – 20). The results for The elements m i j ,1 ≤ i, j ≤ 4 of matrix M in (11) are defined as
F = 0.25 are shown in Fig. 10. Again, the agreement between the
follows:
harmonic balance solution and the numerical one is good enough,
the notable differences being associated to the first derivative, P 1= 1 − 2 a 0 − a 1 G − 0.25ω 2, P 2 = 0.5 (1 − 2 a 0 − a 2 )G − a 1,
dx / dt . The period – 2T motion loses quickly its stability (around
F ≅ 0.26 ) and, after a new transition stage, turn into a period – 4T P 3 = −b 1− 0.5 b 2 G, P 4 = 0.5 β ω , P 5 = a 2 + 0.5 a 1G,
motion. The mathematics involved by harmonic balance method
becomes from now on quite cumbersome. P 6 = −b 2 − 0.5 b 1G, P 7 = 1 − 2 a 0 − a 1G − 2.25 ω 2 , P 8 = 0.5 a 1G,
Literature
1. … The specialist Committee on Stability: Final report and
Recommendations to the 22th ITTC. In Proceedings of the
22th ITTC Conference, Seoul and Shangai, 1999.
2. Hinz T. Mathematical models in description of capsizing
scenarios. Archives of Civil and Mechanical Engineering,
7, 2007, p. 125-134.
3. Kan M., H. Taguchi. Capsizing of a ship in quartering seas.
J. Soc. Naval Architects Japan, 171, 1992, p. 229-244.
4. Oh I.G., A.H. Nayfeh, T. Mook. A theoretical and
experimental investigation of indirectly excited roll motion
of ships. Phil. Trans. J. Soc. Lond. A, 358, 2000, p. 1731-
1781.
5. Rayney, R.C.T., J.M.T. Thompson. The transient capsize
diagram-A new method of quantifying stability in waves.
JSR, 35 (1), 1991, p. 315-324.
6. Deleanu D. On a geometric approach of safe basin’s fractal
erosion. Application to the symmetric capsize problem.
Constanta Maritime University Annals, 22, 2015, p. 121-
126.
7. Cardo A. A. Francescutto, R. Nabugoj. Nonlinear rolling
response in a regular sea. International Shipbuilding
Progress, 28, 1991, p. 204-209.
8. Thompson J.M.T., R.C.T. Rayney, M.S. Soliman.
Mechanics of ship capsize under direct and parametric
wave excitation. Phil. Trans. R. Soc. Lond. A., 338, 1992,
p. 471-490.
9. Szemplinska-Stupnicka W., J. Bajkovski. The ½ sub-
harmonic resonance and its transition to chaotic motion in
a non-linear oscillator. Int. J. of Nonlinear Mechanics, 25
(5), 1986, p. 401-419.
21
THERMAL COMFORT ASSESSMENT USING HUMAN SUBJECTS
PhD Student Danca P., Lecturer PhD Vartires A.
CAMBI Research Centre, Technical University of Civil Engineering Bucharest, Faculty of Building Services
66, Pache Protopopescu Blvd, sector 2, 021414, Bucharest, Romania
danca.paul09@gmail.com,vartires2@gmail.com
Abstract: The objective of the present study is to experimentally investigate the thermal comfort inside a car cabin. During the
experimental campaign the occupants filled out questionnaires on the thermal sensation vote. The questionnaire contained questions about
the local and global state of comfort and were performed according to ISO 14505-3 / 2006 and ISO 10551 / 2001. Each experimental session
lasted 30 minutes and each occupant completed four questionnaires as follows: a questionnaire at the entrance in the car cabin, and
afterwards one questionnaire every 10 minutes.
Keywords: THERMAL COMFORT, AUTOMOTIVE, HUMAN SUBJECTS (PASSENGERS), QUESTIONNAIRES, THERMAL
ENVIRONMENT
22
Fig. 3: Photos of Renault Duster prototype
23
3. Results and discussions Please indicate how acceptable you find this
thermal environment
Regarding the subjects surveyed, 67% are males and 33% are
females, with ages between 20 and 40 years.
Although outside temperature was slightly over 0°C and air
temperature control button, from heating and ventilation console,
0 Acceptable
was on a neutral position, the passengers thermal sensation vote for
the whole body was +3 (hot) in a proportion of 20% (Fig. 5, 7). 44%
56% 1 Unacceptable
2% 1%
4%
20% `+3 Hot
a)
18% `+2 Warm
Over 50% of the interviewed persons votes, thermal
`+1 Slightly environment is acceptable, but dissatisfied, desiring a cooler
warm
`0 Neutral environment (Fig. 8a, b).
`-1 Slightly cool Please indicate how satisfied you are with this
`-2 Cool thermal environment
24% 31%
1 Dissatisfied
Please rate on the scale how you would like to be 58%
now in vehicle
1% 2% +3 Much warmer
9% 10% +2 Warmer
b)
+1 Slightly warmer
24
Driver place - min 0 Front right place - min 30
Whole
Whole body body
Nape
3 Head Nape
3 Head
Session 1
1 Session 1 2
Ankle Front torso Ankle Front torso Session 2
-1 Session 2 1
Session 3
Session 3
Foot -3 Back torso Foot 0 Back torso
Session 4 Session 4
Session 5
Back lower Session 5
Back lower leg Arms Arms
leg
Session 6
Front lower Session 6
Front thighs
Front lower leg Front thighs leg
Back thighs
Back thighs
a) b)
Driver place - min 30 Fig. 10: TSV evolution for passenger 2 a) at minute 0;
b) at minute 30
Whole body
3
Nape Head
4. Conclusion
1 Session 1
This paper is focused on the transient non-uniform environment
Ankle Front torso
Session 2
-1 inside the automotive passenger compartment. The thermal
Session 3 sensation of an automotive passenger is affected by the surrounding
Foot -3 Back torso
Session 4
environment. The major characteristics of the automobile
environment that complicate the determination of passenger thermal
Session 5 comfort are the transient nature and non-uniformity of the passenger
Back lower leg Arms
Session 6 compartment thermal/fluid conditions as well as the necessity of
large windows which allow the variability of the exterior solar
Front lower leg Front thighs
radiation conditions to have a significant influence. These are in
Back thighs
addition to the psychological as well as physiological differences
among passengers that also play a significant role.
b)
Fig. 9: TSV evolution for passenger 1 a) at minute 0;
b) at minute 30 Acknowledgements
The graphs in Fig. 9-10 highlights expressed subjective This work was supported by a grant of the Romanian National
character of thermal sensation of every occupant. Are presented the Authority for Scientific Research, CNCS, UEFISCDI, project
global thermal sensation of the passengers from the front of vehicle number PN-II-PT-PCCA-2013-4-0569.
at the beginning and at the end of the measurement sessions. Be
observed that one passenger has expressed a positive thermal
sensation global and local on scale for most tests, except for the first
session when measuring thermal sensation it was mainly cold. References
Place from front right of the car was the worst place in terms of
thermal sensation felt. Right from the beginning of measuring [1] DIRECTIVE 2009/33/EC of the European Parliament and of
sessions the local and global thermal feeling was expressed the Council of 23 April 2009 on the promotion of clean and energy-
(-2 ... 0), and from session 4 thermal sensation was felt strongly efficient road transport vehicles
purporting to +3 because of the influence of direct sun radiation. [2] Alahmer A., Omar M., Mayyas A.R., Qattawi A., Analysis
of vehicular cabins’ thermal sensation and comfort state, under
relative humidity and temperature control, using Berkeley and
Front right place - min Fanger models, Building and Environment 48, 2012, pp. 146-163
Whole body [3] ISO 7730:2005 - Ergonomics of the thermal environment-
Nape
3 Head
Analytical determination and interpretation of thermal comfort
using calculation of the PMV and PPD indices and local thermal
1 Session 1 comfort criteria.
Ankle Front torso
a)
25
TRANSIT ROUTES FOR TRANSPORTATION OF DANGEROUS GOODS IN THE
CITY OF BRATISLAVA
Ing. Vrabel, J., PhD.1, doc. Ing. Jagelcak, J.,PhD.1, Ing. Sarkan, B., PhD. 1, Ing. Skrucany, T.1, PaedDr. Seliga, A.,PhD.1
University of Zilina, Slovakia 1
jan.vrabel@fpedas.uniza.sk
Abstract: National and international transport of dangerous goods in Slovakia is exercised by the European Agreement concerning the
International Carriage of Dangerous Goods by Road (ADR). All shipments covered by this agreement remain subject to national and
international road traffic regulations, international road transport and international trade.
Keywords: DANGEROUS GOODS, ADR, TRANSIT WAY FOR CITY BRATISLAVA,
26
Rusovce. Although the border crossing Rusovce ¬– Rajka is
restricted to vehicles with maximum weight of 3.5 tonnes, it is not
suitable to keep following the route to Hungary along this road, but
to divert it to the highway ahead of the village Rusovce. Water
resources Šamorín is far enough from the road I/63 passing from
Bratislava to Šamorín.
27
dolina) ↔ D2 Lafranconi Bridge ↔ D2 – Highway Lamačská (road nr. I/2) ↔ D2 (direction CZ)
border crossing to HU D1 from the direction Senec ↔ Prístavný most (D1) ↔
Alternatively routes Senec – A/HU Road nr. I/61 (Dolnozemska) ↔ Road III/00246 ↔ a
HighwayD1 from the direction Senec ↔ Prístavný Bridge feeder D2 or D4 Highway border crossing to AT or HU
↔ Road nr. I/2 (Dolnozemská cesta) ↔ Road nr. Highway form the direction Senec (D1) ↔ D1 Pristavny
Senec - A
Senec - A/HU III/00246 ↔ a feeder to D2 or a feeder to D4 ↔ Highway Bridge ↔ Cesta I/61 (Einsteinova) ↔ Road nr. I/61
up to 3,5 t
D4 ↔ Highway border crossing to A (Viedenská) ↔ Road border crossing to AT (up to 3,5 t)
↔ Highway D2 ↔ Highway border crossing to HU D1 from the direction Senec ↔ Prístavný most (D1) ↔
Senec - HU
D2 from the direction Malacky ↔ Road nr. I/2 (Lamačská Road nr. I/2 (Dolnozemská) ↔ Continued Rusovce Road
up to 3,5 t
cesta) ↔ Crossroad Patrónka ↔ Road nr. I/2 (Mlynská nr. I/2 ↔ Road border crossing to HU (do 3,5 t)
dolina) ↔ Lafranconi Bridge ↔ Road nr. I/61 D2 from the direction Malacky ↔ Lamačská cesta (Road
CZ - A/HU
(Einsteinova) ↔ Road nr. I/2 (Dolnozemská cesta) ↔ nr. I/2) ↔ Crossroad Patrónka ↔ Road nr. I/2 (Mlynská
Road nr. III/00246 ↔ a feeder D4 ↔ Direction D4 CZ-A dolina) ↔ Road near the river Danube ↔ SNP Bridge
Austria or D2 Hungary ↔Road I/2 (Dolnozemska) ↔ Road III/00246 ↔ a feeder
D1 from the direction Senec ↔ Road nr. I/61 (Rožňavská) D4 ↔ D4 – Highway border crossing to A
Bypass D1
↔ Road nr. I/61 (Bajkalská) ↔ Highway D1 D2 from the direction Malacky ↔ Lamačská (Road nr.
I/2) ↔ Crossroad Patrónka ↔ Road nr. I/2 (Mlynská
dolina) ↔ Road near the river Danube ↔ SNP Bridge
4. Transit routes for transportation of cargo which CZ-HU ↔Road I/2 (Dolnozemska) ↔ Road III/00246 ↔ a feeder
D2 Road near the river Danube ↔ SNP Bridge ↔Road
may cause water pollution
I/2 (Dolnozemska) ↔ Road III/00246 ↔ D2 – Highway
Transportation of dangerous cargo that may pollute the border crossing to HU
environment, especially water, is more complicated than Alternatively routes
transportation of other dangerous goods, as it should be to diverted from Roadd nr. I/61 (Einsteinova)↔ via Panonska road
via Petržalka
from highways D1 and D2 because of entry bans into the areas with ↔ Road nr. I/2 (Dolnozemska)
location of water resources for the city Bratislava (Pečniansky les). D1 from the direction Senec ↔ Road nr. I/61 (Rožňavská)
Bypass D1
In Figure N.4 there are blue marked recommended routes for ↔ Road nr. I/61 (Bajkalská) ↔ Highway D1
transportation of cargo that may cause water pollution, green and The passage of trucks carrying cargo which may cause
orange are alternative routes for these cases. When driving to the water pollution on the road III/00246 in the direction from
Czech republic from the direction of Senec, it is recommended to Bratislava to Austria and Hungary.
use the highway D1, along Einsteinova and “Most SNP”, then by
Given that there is no other possible way for such vehicles to
the local road along the Danube embankment, across Mlynská
transit, a problem arises when passing the road III/00246 toward
dolina to Lamačská and finally connecting to the highway D2 (D1,
Austria and Hungary because in our opinion, this is contrary to §39,
I/61, I/2, D2). Suggested route for the direction to Austria or
section 4 and 5 of the Law N. 8/2009 Collection of Acts on Road
Hungary coming from Senec shall be Prístavný most, Dolnozemská
Traffic and on amendments to certain laws and refill where it is
cesta, III.class road with connection to the highway D2 to Hungary
defined that driving on the III. class road is prohibited to a vehicle
or D4 to Austria ((D1, I/2, III/00246, D4 or D2). When coming
with a maximum permissible weight exceeding 12 000 kg or to
from the Czech republic we suggest the route D2, Lamačská cesta,
vehicle combinations with a maximum permissible weight
Mlynská dolina, local road along the Danube embankment, “Most
exceeding 12 000 kg, except of motor vehicles and combinations of
SNP”, Panónska, Dolnozemská, the road III/00246 connecting to
vehicles:
the highway D2 to Hungary or D4 to Austria ((D2, I/2, MK, I/2,
III/00246, D2 or D4). Alternate routes for these routes are given in a) which ensure loading or unloading of goods or other
the Table N.3. cargo, repair, maintenance services, municipal services and the like
on the III. class road or in a place to which access is possible only
by this road,
b) whose drivers or operators are residents or possess a
garage or operating structure in a place accessible only by this road
c) whose passage or transport is carried out for repair,
servicing, technical inspections, emission checks, originality check
of the vehicle or the passing OBU
d) which drive on the III.class road or in a place accessible
only by this road as training vehicles for driving schools or due to
the aptitude test for participants
Under the Law on Road Traffic, §39 section 5, driving ban does
not apply (as for sec.4) for vehicles listed in section 3, as mentioned
in letters a), b), c) and from f) to l).
Exemption from the prohibition, as provided for in § 5, section
3, does not apply to driving vehicles carrying dangerous goods (as
in letter e) sec.3 §39, or for vehicles carrying substances that may
pollute water sources, thus respecting this provision would not be
Fig. 4 Routes for the vehicles, which may cause water pollution. Source: possible to transit these substances by vehicles and vehicle sets with
Authors a gross weight of over 12 tonnes by the direction from the city
Table 3: The recommended and alternate route for the vehicles, which may territory of Bratislava to Austria and Hungary.
cause water pollution. Source: Authors
Recommended routes for vehicles carrying water 5. Conclusions
From – To
pollutants
D1 from the direction Senec ↔ Road nr. I/61 Einsteinova The analysis of the road network in Bratislava with reference to
Senec - CZ ↔ SNP Bridge ↔ Road near the river Danube ↔ Road the possible transport of dangerous goods has shown a large number
nr. I/2 (Mlynska dolina) ↔ Crossroad Patrónka ↔ of higher category roads leading through the populated areas of the
28
city with a lot of intersections and a high frequency of bus stops.
The main transit route is made of highways D1 and D2, which in
most cases are optimal for transporting all kinds of goods. In the
city of Bratislava, however, both highways are crossing water
sources Pečniansky les and therefore can not be used to its full
length in the city goods transport that may pollute water. In
addition, the D2 highway passes through the tunnel Sitina, which is
categorized as E, and therefore is excluded from the transportation
of dangerous goods. Trucks should avoid the tunnel on the road I /2.
Another factor that complicates planning the transport routes of
these cargoes is the fact that in Bratislava is a large number of no
entry signs for trucks (especially in the city). Suggested routes are
then kept as much as possible on first class roads and motorways.
As this was no longer possible for alternate routes, it is appropriate
to use these routes in such cases where a shipment can not be
carried out on the recommended route.
_______________________________________
REFERENCES
[1] ADR European Agreement concerning the International
Carriage of Dangerous Goods by Road
[2] Tranzitné trasy ADR v Bratislave / Ján Vrábel, Juraj
Jagelčák. In: Truck & business - ISSN 1337-897X. - Roč.
7, č. 2 (2014), s. 28-31.
[3] http://www.minv.sk/swift_data/source/policia/
dopravna_policia/zakony/UZ%209_2009%20k%201.1.20
14.pdf
[4] http://www.cdb.sk/files/documents/cestna-
databanka/vystupy-cdb/2014/prehlad_udajov_ck_kraj-
okres_01-01-2014.pdf
[5] http://www.minv.sk/swift_data/source/
policia/dopravna_policia/zakony/UZ%209_2009%20k%2
01.1.2014.pdf
[6] http://www.vuvh.sk/download/dok/Seminar_Problemy_oc
hrany_vod/Trancikova_Ohrozenie_vodarenskych_zdrojov
.pdf
_______________________________________
29
EVALUATION OF AIRCRAFT PASSENGER CABIN FIRE SAFETY AND
MEASURES FOR IMPROVEMENT
Leonid Vinogradov Master Sc. Eng.
Education: Riga Technical University Institute of Civil Aviation
1 Lomonosova street, LV 1019, Riga, Latvija
phone (+371) 29462835. E-mail: leonids.vinogradovs@rtu.lv
Yuri Sologubov, Master Sc. Eng
Education: Riga Aviation Engineering Higher Military College
Phone (+371) 29810200. Email: juris.sologubovs@rtu.lv
ABSTRACT: This research has been carried out on aircraft passenger cabin fire safety problem. The pathways of decreasing the fire
danger are considered. The algorithm of fire safety implementation was presented. Risk management would decrease the state of danger in
the cabin as the subject of the research, therefore, increase the safety to the maximum level available today.
KEYWORDS: Aviation incident and/or accident, fireproof structural and decoration materials, fire safety, fire risk, fire dangerous
stress/load, passenger cabin fire danger decrease.
1. General In the table below are shares of fires on aircraft structural elements.
Ensuring safety of any object requires ability to employ methods [2]
and practices of protection against dangers in force. Hence why Share of
Nr Types of fires on aircrafts
analysing fire safety problems it is necessary to evaluate two terms: totals
Danger and Safety. Both of them are interconnected by the term of 1 Fires on fuel spills/leaks located on one and 55%
Risk. Thus a linkage between interconnected events Danger - Risk - both sides of a/c
Safety is established, where the most questionable term is the Risk. 2 Fires and burnings on power plants 25%
Here is the most popular definition: Risk – a probable danger of 3 Fires and burnings inside passenger cabins 12%
any failure caused by actions undertaken, also, the actions as they 4 Fires and burnings on landing gears 5-6%
are if leading to failure of the results anticipated. From the middle 5 Other fires and burnings 2-3%
of the XX century one of the risks on air transport had become the
fire risk. It is often possible to make forced landing after fire is The results of a series of fire tests prove that one of the major
emerged on board yet the conditions for passengers in the cabin causes of heavy injuries made to human beings in passenger cabin
remain sustained at safe levels. However such cases have collateral fires of aircrafts [3] are intoxications with fully or partially burned
victims who lose their lives after landing because of flame and fire products. The results of analysis made on air samples taken
smoke penetrated into cabin. The fires in cabins and under their during fire tests indicated that after 2-3 minutes from the start of a
floors generate extreme stress factors and along the delay of the flamed burning lethal concentration levels reached:
crew actions may lead to a catastrophe. • Carbon oxide
Forecasted by ICAO yearly world increase of pax transportation • Hydrocyanic/Prussic Acid
volume by 4-7% meanwhile the safety remaining at the same level • Acronitryl
will lead to yearly 4% increase of deaths caused by fires.[1] • other toxic substances.
According to statistics around 75% of air accidents happen at take- By the 3rd minute of burning the oxygen concentration decreased to
off, landing and approach stages of flight, i.e. within airport vicinity 6%, and the carbon concentration rose up to 12% per volume.
and one of the major causes of human deaths is emergency Concentration like that is lethal to human beings.
aftermath fires. Up to 40% of passengers’ deaths happen due to their intoxication
by toxic products of burning decoration materials in cabins, thermal
2. Aircraft passenger cabin fire risk levels traumas and evacuation procedure problems. The heavy
consequences concerned (including those with losses of humans)
The epicentres of fire in an aircraft might be: determine the problem actuality and therefore require effective
• Aero engine measures to enhance fire safety of passengers on air transport.
• Fuel system
• Electric power network The major fac5-tors of danger during fires inside passenger cabins
• Passenger cabin are:
• Crew cockpit • great speed of fire propagation and high temperature of
• Service compartments - cargo/baggage, technical/crew flame;
• quick accumulation of burning toxic products and loss of
Fires inside cabins are related to fires in confined spaces. They visibility;
feature high density smokes, small burning spots, great • situational panic.
At fires inside cabins the temperature along height rises rapidly.
gradient of temperatures along the cabin height, low temperature of The tests showed the temperature at floor level may remain at 50°C
fire (comparing with external fires), also, great concentration of while can reach 250°C at 1.30..1.50 metres above the floor.
highly toxic substances in burning products. Burning may start as a The burning occurs on the surfaces of walls, ceiling, passenger
result of reckless care to fires, short cuts in electrical wiring of an armchairs, however may also take place in the cabins’ volume due
aircraft, carrying flammable substances and materials by passengers to burning drops of molten plastics flowing down from passenger
and other causes. cabin and cockpit decorations and structures. When fire gets
through the cabin walls to the core structures (stringers, bulkheads
and the skin) the temperature in the cabin top rapidly increases (up
to 900°C) and open flames spread. Very high temperature can melt
and start burning of some types of passenger armchairs made with
magnesium alloys. That would hinder and compromise killing the
fire.
30
As soon as at fires inside passenger cabins the factors of danger A fire risk calculated value could be found as a maximum value of
increase rapidly and the conditions become ultimately fatal it is the fire scenarios considered:
utterly vital to evacuate human beings in a fast and safe manner. QВ=max{QВ,1,...QВ,i... QВ,N},
Taking into account the safety of evacuation process as the major where QВ,i – calculated value of a fire risk for the i-th scenario, N –
condition the evaluation of fire risk is verified. number of fire scenarios considered.
The factors of fire danger inside the passenger cabins are the The fire scenario is deemed as a variant of a fire progression taking
following: into account the place of it’s start and character of it’s development,
• presence of fire sources; when the worst conditions for human beings take place.[10]
• massive fire load;
• limitations of evacuation feasibility; A fire risk calculated value for the i-th scenario is found in
• absence of smoke removal system; accordance with the formula:
• high concentration of human bodies across the volume. QВ,i= Qn,i *(1-Kan,i)*Pnp,i * (1-PЭ,i) *(1-Kn,э,i),
At present various polymer materials are widely used in decoration where Qn,i– a fire events’ frequency per year period is found using
of cockpits, passenger cabins and cargo compartments of modern statistical data. When statistics are not available it is allowed to
aircraft designs. At start of a fire all of them burn easily and use as Qп = 4⋅10-2;
produce great amount of heat and noxious fumes. These are the Kan,i – a coefficient for automatic fire extinguishing equipment. It is
main reasons of deaths there. allowed as Kan,i=0,9 because in this particular case it is not
The amount of fire load in structural and decorative polymer necessary;
materials in passenger cabins may comprise about 2 to 3.5 metric Рпр,i – a probability of human presence in the aircraft, found from
tons, which in case of a fire would become not only a source of air the proportion Рпр,i = tфункц,i /24, where tфункц,i – a time period of
contamination, but also the carriers of toxic volatile compounds.[4] human presence in the aircraft, in minutes;
Great volumes of fire prone polymer materials used for decoration Рэ,i – a probability of evacuation for passengers;
and trim in modern aircraft designs are determining to the fire risks, Kп.з,i – a coefficient for automatic fire protection equipment which
thus creating the requirement to apply thermally stabile is used for safe evacuation of humans at fire is in accordance with
compounds.[5-6] legal requirements.
Introduction of fire safe materials to aircraft interiors should extend
the time period of the so called “safe” evacuation of humans from The probability of evacuation is calculated as per following
2…4 minutes at present till 10 minutes. formula [9]:
0,8t бл − t р
3 Aircraft passenger cabin fire safety , если t < 0,8t < t + t и t ≤ 6 мин;
t р бл р нэ ск
improvement directions. нэ
Р = 0,999, если t + t ≤ 0,8t и t ≤ 6 мин;
э р нэ бл ск
Evaluation of aircraft passenger cabin fire safety level greatly
depends on calculation of the fire risk. This is a process of complex 0,000, если t ≥ 0,8t или t > 6 мин ;
р бл ск
calculation which is based on accounting of the evacuation time,
floorplan, dangers and fire risks, protective equipment available.
where tр – calculated time for evacuation, in minutes;
The risk determinating methodical approaches are the following: tнэ - time period of evacuation since the beginning of the fire, in
• direct assessment based on data processing; minutes;
• model analysis, setting various events’ probabilities’ tбл - time period since the beginning of the fire till the exits become
interconnection; blocked due to fire dangerous factors with the ultimate tolerable
values come into force, in minutes;
• technical analysis.
tск – time period when humans are blocking the evacuation paths
In order to perform the fire risk analysis the collection of aircraft
(human flow density in the evacuation paths is above 0.5 value), in
specification data is required. It would encompass:
minutes;
• specific design features;
• thermo-physical characteristics of the materials used for Blocked exits time period tбл is found by calculating the time till
furnishes, structures, equipment mountings; fire dangerous factors reach the ultimate tolerable values in the
• types, quantities and disposition of fire prone substances paths of evacuation at different moments of time.
and materials;
• number and probable locations of humans; The coefficient for automatic fire protection equipment which is
• fire protection, aural warning systems and evacuation used for safe evacuation of humans at fire is in accordance with
control. legal requirements Kп.з. can be found by the following formula:
At the same time into account are being taken the below mentioned Kп.з = 1-(1- Kобн* KСОУЭ) *(1- Kобн* KПДЗ),
factors: where Kобн - a coefficient for automatic fire protection equipment
• possible fire progression dynamics; which is used for safe evacuation of humans at fire is in accordance
• composition and characteristics of the fire protection with legal requirements;
system; KСОУЭ - a coefficient for fire warning and evacuation control
• possible effect of the fire on human beings and structures. systems are in accordance with legal requirements;
KПДЗ - a coefficient for smoke expelling system is in accordance
The frequency of actual fire situations equals the number of fires with legal requirements. [9]
happened on the protected facility during a yearly period. The
evaluation of frequency parameters of possible fire events could be Conclusions
performed upon statistical data.[8] The analysis accomplished here has shown that the average value
of a fire risk could be calculated if based on the fire scenario
A risk of a fire is deemed as acceptable when: modelling. The risk of a fire is calculated for the specific aircraft
QB ≤ QBH , design, either existing or proposed, and also for the specific
conditions of the accident followed by a fire. The risk of a fire is as
where QBH – is a normalised value of a fire risk, which is set as one
required and is not higher than one of a million per year period
of a million per calendar year, i.e. QВН=10-6 year -1; and where QВ
even while a human being is located as far as possible from the
– calculated value of a fire risk.
cabin exit point.
31
Reference literature list:
1. ICAO Assembly – 38th Session 24 September to 4 October
2013 A38-WP/2201, TE/90_ 3/9/13, Revised 12/9/13
2. Рогачёв А.А. (Rogachev A.A.) Эффективность тушения
пожаров воздушных судов на земле / А.А.Рогачёв //
Проблемы безопасности полётов.-1987.-№8. Flight safety
problematics.
3. Center for Chemical Process Safety Guidelines for Hazard
Evaluation Procedures, with Worked Examples (2nd Edition
ed.). Wiley-American Institute Of Chemical Engineers.1992
ISBN 0-8169-0491-X
4. Decadal Survey of Civil Aeronautics: Foundation for the
Future/ Steering Committee for the Decadal Survey of Civil
Aeronautics, National Research Council. – 2006. -212
5. Барботько С.Л., Воробьёв В.Н. (Barbotjko, Vorobyev)
Пожаробезопасность авиационных материалов и
элементов конструкций: справочник –ред.Е.Н.Кабалова.-
ВИАМ,2007.-543 с.
6. Асеева Р.М., Заиков Г.Е. Горение полимерных
материалов.-М.: Наука, 1981.-280 с.
7. Full-Scale Test Evaluation of Aircraft Fuel Fire Burn through
Resistance Improvements // DOT/FAA/AR-98/52.-41
8. Брушлинский Н. Н. (Brushlinsky N.N.) Основы теории
пожарных рисков и ее приложения / Н. Н. Брушлинский,
С. В. Соколов, Е. А. Кленко и др. — М. : Академия ГПС
МЧС России, 2012. — 192 с.
9. Методика определения расчетных величин пожарного
риска в зданиях, сооружениях и строениях различных
классов функциональной пожарной опасности:
приложение к Приказу МЧС России от 30.06.2009 г. №
382; зарегистр. в Минюсте РФ 06.08.2009 г., per. № 14486
[Электронный ресурс]. — Режим доступа:
http://www.mchs.gov.ru.
10. Брушлинский Н.Н (Brushlinsky N.N.). Основы теории
пожарных рисков и её приложения / Н.Н.Брушлинский,
С.В.Соколов.
32
TECHNOLOGICAL STRUCTURE OF OPERATIONAL FILES IN REGIONAL
BUS TRANSPORT FOR THE NEEDS OF THE TENDER FOR CARRIERS
Ing. Vít Janoš, Ph.D., Ing. Karel Baudyš, Ph.D.
Czech Technical University in Prague, Faculty of Transportation Sciences, Czech Republic
E-mail: janos@fd.cvut.cz; E-mail: baudys@fd.cvut.cz
Abstract: In the regional bus transport in the Czech Republic is currently ending a period, in which contracts with the bus
carriers have been concluded directly - without a tender, before the effect of European Regulation 1370/2007. Main contractors
of public transport are currently solving questions, how to define the structure of operational files in regional bus transport, so
that these files were technologically functional, operationally homogeneous and that the price of transport performance in these
files was economically viable. This situation requires new and innovative approach in the field of transportation technology.
KEYWORDS: PUBLIC TRAFFIC, TRANSPORT TECHNOLOGY, BUS TRANSPORT, TIMETABLE DESIGNING, TRANSPORT
EFFICIENCY, TRANSPORT PLANNING, TENDER FOR CARRIERS, VEHICLE CIRCULATION
33
2.2. Configuration the operational file 2.3. Definition the operational file
In the particular regions there is very heterogeneous structure Principle definition of the operational file was at the orderers,
of transport performance. On one hand, the connection can be who have in bus transport already tendered, or are only preparing
found, their peak occupancy amounts typically up to 100 the tenders, primarily such, that they were primarily based on the
passengers, on the other hand can be found connections whose geographical clustering. By the geographic clustering is
peak occupation does not exceed the of 20 passengers. These generally easier to comply with local catchment area, transport
extremes are going in principle across the whole territory of the
links and axes of regular commuting.
Czech Republic. In terms of the size of buses required we move
from the minimum size of a bus for regional traffic with a length When defining the operating files themselves, were in the
of 8.5 meters to 3-axle 15 m buses or articulated buses. proposals removed the obvious disadvantages of geographical
It is obvious that a larger number of operational files (i.e. the clustering - i.e. primarily too high demand on the variability of
areas defined by one contract) must be each operational file in a sizes and types of buses. This clustering principle was so
certain way homogeneous, graspable, coherent and compact. This extended by two additional factors:
homogeneity can be in principle regarded geographically or
operationally. - the maximum allowable size of operation file
Typical geographical clustering to the operational files would - limiting allowable number of vehicle types
be necessary to copy administrative boundaries, eg. former In smaller operational files for lower number of vehicles is
districts, or there may be cases where the territory is limitong of allowable number of vehicle types essential, because
geographically isolated by a natural barrier. it reduces the real cost of uptime, maintenance of the fleet of
The advantage of the geographical clustering of the territory buses and reduces the diversity of necessary technical
on operational files is high operational ability of the carrier (on background. Limiting the number of vehicle types can be solved
all lines in this area operates just one carrier, any advances and either by lump sum (strict determination of the type of vehicle,
operational vehicles can be concentrated in one "central" point which is required at the busiest link by passanger frequency on
etc.). Geographical clustering would have been 100% successful strongest line in the operating file), or by using the properties of
but only in such theoretical case, that the territorial boundaries the elements of operational clustering. The very strict definition
were "impenetrable" by the regular public transport, ie. there of just one type of vehicle would lead to excessive overhangs of
would be no lines connecting neighboring regions. This principle offered capacity on most of the connections in the area. The
was applied in many cases at a time, when organization of authors of this article recommended to the orderers of public bus
regular public transport fell under the district offices (very small services, to balance factors of geographical and operational
regions) - in many places in the Czech Republic can be still on clustering, by using of two types, as permissible limit of the
line planes seen, that the lines do not go behind the former number and types of buses operating in the file.
district border and "ignore" aims on "other side". In many ways it The result is a geographical clustering with the very high
is so apparent lack of connection quality between medium sized emphasis on operational efficiencies and with limited spatial
regional centers. overlaps.
However, because often there are strong linkages between
regional centers, is perfect geographic clustering not reachable.
There will always interregional connection lines, which must be 3. Technological structure of traffic
allocated in one or in the other operational file, and so there will performance in operational file
be possible, that more carriers will operate in single areas.
The specific content of each operating file are concrete lines,
Conversely, operationally perfect clustering of the territory their timetables and the resulting number of vehicles, which is
would not be after lines, but after individual links, respectively necessary to ensure the required transport performance .
groups of circulation plans of single vehicle types. Each
operational file would have been formed by numerous circulation Before assigning single lines to single operational files it is
plans on the same type of vehicle. These circuits would be usually appropriate to revise leading of lines, not only for
designed for maximum operating efficiency and maximum transportation reasons, but also for operational reasons. In the
operating use of buses and personnel. Clustering into such current conditions of Czech Republic, there´s line management
operational files would be based on the assumption of a single in many cases "historic" and in many cases was in regional bus
bus-fleet, uniform technical background, identical vehicles and transport not changed eg. 30 years, regardless of economic,
identical traffic backups. The maximum operating efficiency in socio-economic and demographic trends.
many cases would be leading to a large spatial overlap between Based on the review of known facts of the various transport
operational files, which would run at maximum driving time for relations should be applied methods of line-planning leading to
drivers and limits on buses refueling. Strictly operatinal maximizing of the number of direct-travelling passengers, with
clustering would have the major advantage, that the vast majority the following modifications:
of links would be ensured by such bus, its capacity meets real
demand and would minimize excess of offered capacity. • unification lines given to a balanced use of vehicle
capacity (some lines were rearranged into another
operational areas and vice versa), all busses in the area
have newly the same passenger capacity
• with regard to the balanced use of vehicles was
necessary to determine the permissibility of carriyng of
standing passengers; taking into account the sharpness
of the morning peak hour is usually not possible to
avoid deterioration of transport (regular standing
34
passengers) in school connections - account the vehicle
capacity on the school board would lead to excess
capacity for the rest of the day;
• increasing the number of diametric lines, diametrical
line without mutual strengths transport relations
between the endpoints are operatively mutually
rerouting so, that the time-length of the line, including
half turnover times in both endpoints, approaching an
integer multiple of half of the period (interval)
After creating the line leading follows usually next step -
forming a timetable. Within the framework of changes and
modifications in operational concepts in regional bus services,
there´s slowly more and more enforcing principle of periodic (or
integrated perioc) timetable (IPT). They are defined IPT-nodes,
transfer / changing nodes and intended length intervals for the
peak- and off-peak hours. Fig. 1: Bus fix costs (depreciation) by average daily mileage
The standard follow-up step after creating a timetable would Currently, the regional bus services in the Czech Republic
be to create cycles of vehicles and personnel. In this case, it is has held daily vehicle mileage normally about 60-130 km. From
then also possible to use well-known optimization methods to the above figure it is apparent, that the cost curve is broken in the
minimize the number of deployed vehicles. space daily performance of 200-300 km, which corresponds to an
annual mileage of a vehicle about 70 000 to 100 000 km.
The author´s team new approach is, that already when the
timetable proposal is created, combines the operational concept In no operational file are these limit values reached in the
with cycles of vehicles, in mutual repeating iteration steps. beginning. It is natural, since the beginning sort of performance
into operational files is usually made by current timetables,
After designing of the line-network and basic structure of the which has been usually no optimized before. It is certainly not
periodic timetable and IPT-junctions were made minor changes without interest, that for example in Region Ústí nad Labem,
in the raster of periodic timetable. In the morning peak hours where they are generally the most experience with tenders in
were separately taken into account the requirements of the local regular public bus transport, there are always in all operational
time (starting times by significant employers, beginning of files reached values from 70 to 100 thousand vehicle-km annual
school hours) and the structure of IPT was often partially mileage. The main subject of rationalization it is usually the
deflected. At the same time, during the morning peak hours was maximum reduction of the number of vehicles necessary to
usually a structure of IPT preserved primarily in the main ensure the demanded transport performance, and only after this
transport directions and main change linkages, while in the step, at the optimized number of vehicles can be considered a
opposite direction (contrary to a major transport streams) were possible rise in transport performance.
used differing routes, atypical crossings between the lines, as
well as pragmatic time positions, which led to the minimization Currently, in conditions in the Czech Republic in the field of
of the number of vehicles in the morning peak hour of the bus prices, fuel prices and the drivers' cost, we can very simply
workday. It is just a morning peak hour of the working day, state, that if an operational optimization saves 1 bus in
which determines the number of vehicles. operational file, it is a cost equivalent of 60-70 kilometers daily
transport performance, of which we can improve transport
Approach to the timetable creatimg is as follows: services.
1) defining IPT nodes and intervals, calculate the number of In relation to how the orderers are increasingly understand
vehicles for "basic periodical operation" the relationship between structure and scope of the transport
performance in relation to its cost, there are requirements for
2) defining a specific operation in the morning peak hours and
structuring the prices of transport performance into fixed and
minimizing the number of vehicles in this period; ideally for the
variable components. By changing the traffic performance during
number required in previous point 1
the execution of the contract remains fixed component fixed and
3) after the arrival of school busses, as soon as possible variable component reflects truly realized extent of the traffic
"timetable transition" to defined structure of periodical timetable performance
4) operational optimization and ensuring operational efficiency Application of these principles is fully reflected in the
(breaks for drivers, refueling buses...) operation costs. For example, in the Region Ústí nad Labem, in
the operational file "Dolní Poohří", have the authors of this
5) adaptation of timetables in the evening hours (to minimize the
article achieved continuously optimizing condition, that the
number of vehicles, reduction of total working time of drivers)
number of vehicles has been reduced from 30 to 25 and the
The aim is to ensure maximum operational efficiency within a annual mileage of one bus currently amounts 90 000 km yearly
defined operational file. mileage.
The following figure expresses the fixed costs of the bus relative
to the average daily performance.
35
4. Conclusion while preservating and no increasing of the original level of
operating compensation from public money.
The necessity of holding tenders for the bus carrier in a
regular public transport in the Czech environment, fundamentally
changes the relationship between the orderer and the carrier in
public transport.
REFERENCES
The first major change is, that in the regional bus services the
public orderer can not conclude a contract with a carrier directly, 1. Janoš, V.: Using Gravity Model in Regional Rail Transport
although this orderer is satisfied with carriers´s services and pays Planning. In Advances in Applied and Pure Mathematics.
the normal und usual price of transport performance, and under Athens: WSEAS Press, 2014, p. 436-441. ISSN 2227-4588.
ISBN 978-960-474-380-3
normal circumstances there would be not any reason to change
the carrier. 2. Janoš, V. - Baudyš, K.: TRANSPORT PLANNING ON
THE LIBERALIZED MARKET OF PUBLIC SERVICES.
The second, more fundamental change is the fact, that the In trans&MOTAUTO´14 XXII INTERNATIONAL
public orderer by preparing a tender for the carrier, has to ensure CONFERENCE PROCEEDINGS. Sofia: Scientific-
a wide range of activities, previously carried out by the carrier. technical union of mechanical engineering, 2014,
While the direct award of traffic performance rises in the ISSN 1310-3946.
interaction orderer - carrier, and the carrier himself watches 3. Janoš, V. - Baudyš, K. - Sitora, D. - Coufal, L.: Segregation
operational productivity of the negotiated services, so at the of the Olomouc region for operational files for the needs of
competition is the situation different. The orderer of public the tender for carriers in bus transport. 2014
services defines the operational concept and all requirements. 4. Janoš, V. - Baudyš, K.: Transport Planning of Public
Any technological error concerning in the tender documentation Services. In Proceedings of the 11th European Transport
can not be removed in consultation with any carrier who wants to Congress. Praha: České vysoké učení technické v Praze,
participate in the tender. Such error or hidden unproductivity Fakulta dopravní, 2013, . ISBN 978-80-01-05321-8
increases the cost of transport performance, and orderer will it 5. Janoš, V. - Baudyš, K.: Development of Periodic Timetable
subsequently pay. Full operational optimization - timetables, in the Czech Republic. In Road and Rail infrastructure II.
cycles of vehicles, personnel demands etc. must be well thought Zagreb: University of Zagreb, 2012, p. 869-873. ISBN 978-
953-6272-49-5
out by the orderer already in the formulation of the operational
file and operating requirements in the tender. In the Czech 6. Janoš, V. - Baudyš, K. - Vichta, F.: Financing the Public
Republic, this situation ordering parties generally chew very Transport in the Sphere of Regulated Competition. In
Sborník konference Euro Traffic 2006. Praha: ABF a.s.,
slowly, and often have a tendency to underestimate the situation.
2006, s. 7. ISBN 80-86905-15-2.
The situation is in many ways even for new by bus operators
participating in the tenders too, because the demands on the
operational concept and quality are predetermined from the
orderer. The carrier has already no possibility to optimize (or
partially) operational concepts according to its operational needs.
The role of carriers in this regard is already seemingly passive -
however numerous carriers orient already in the new
circumstances and focus their activities on the rationalization
measures that allow them to cope with the prescribed
requirements at the lowest cost. After the carriers have no
opportunity to enter timetable preparation and requirements
during the tender, they are focusing on typical operating area
(suitable dislocation vehicles and personnel for contract
performance, minimizing of empty rides, placement of technical
and technological background, optimal mode of refueling buses,
reduction of personnel time losses etc.)
This current situation is a great challenge for us - academics -
too, as we are by the orderers increasingly asked to perform a
variety of operational and technological optimization of
operational concepts in preparation of the structure of operational
files, in order to achieve the lowest cost of transport performance
by fixed transportation requirements
On the example of the Region Ústí nad Labem shows, that a
good and thorough preparation of a tender in public regional bus
transport can reduce the unit cost of transport performance by up
to 20%, with a further price reduction due to a competitive
environment. From the original average price of the transport
performance of about 35, - CZK / km came the orderer after
tender to an average value of about 28, - CZK / km transport
performance. The Region Ústí nad Labem, as the orderer of
public services, so could significantly extend the range of
connections and improve the quality of public transport services -
36
EKOMPAKT, A NEW TECHNOLOGY FOR OBTAINING ENERGY FROM BIOMASS
Prof. DSc. PhD. Lech J. Sitnik, PhD. Anna Janicka, PhD. WojciechWalkowiak, PhD. RadoslawWrobel, PhD. MSc. Monika Andrych.
The Division of Vehicle Engineering, Faculty of Mechanical Engineering, Wroclaw University of Technology, Poland
lech.sitnik@pwr.edu.pl, anna.janicka@pwr.edu.pl, wojciech.walkowiak@pwr.edu.pl, radosław.wróbel@pwr.edu.pl,
monika.andrych@pwr.edu.pl
Abstract: In the Division of Vehicle Engineering ,Wroclaw University of Technology, there is realized the grant which aim is to work out the
innovative compact EKOMPACT module- the installation of electric energy generation from biomass renewable resources by new technolo-
gy. Research results (primarily simulation) provide necessary data for any modification of the installation in a way that the implementation
of a new solution will be possible in diverse locations which are characterized by different working conditions.
37
which all system elements will be integrated in one standard con- tented by project authors relying on catalytically ac-
tainer. tive substance introduction into the inside of engine
The results of demonstrative installation researches will provide combustion chamber ( on a special, optimized mover)
necessary data for any process installation modification in order to what enables
make the implementation of a new solution in various locations, Shortening of ignition delay of biogas
characterized by different working conditions, possible. and air mixture in engine, r
Expected economic effects result from introducing the new product Carcinogenic emission reduction.
into the market and they are supposed to enable the multiple turn of • Thermal characteristics of devices studies: Researches with
outlays borne for B+R workings in five years from the project the use of thermo vision cameras and apparatus for heat in-
beginning. spection which are among the equipment belonging to The
After finishing the project, the demonstrative installation will be Division of Vehicle Engineering, Wroclaw University of
used for pursuing further B+R working which aim will be, among Technology.
others, obtaining synthetic fuels from biomass. o Evaluation of process pursuing parameters and ther-
mal characteristics of devices in the container.
4. Research tasks expected for fulfilling in the project • Numerical simulations: MES- computer calculating programs
which use the MES method in static, dynamic, modal analysis
The key research tasks includes the verification of: issue.
• Installation working on the basis of biomass wastes, which o Durability calculations of device and units elements
will produce electric energy for sale ( positive energy balance) and their numerical optimization
and selling solid product ( installation will work without o Numerical CFD simulations, calculations of: turbulent
wastes), flow, stationary and non stationery, multi phase: flows
• Construction of the reactor for biomass from wastes gasifica- with cavitations
tion, which produces medium caloric gas and fluid that after o Heat flow modeling
conditioning will be suitable for feeding engine of unit gener- o Combustion processes calculations,
ating electric current , • Proliferation of pollution indicating- flow with constant
• Internal combustion engine modification in a way allowing it phase.
to work efficiently and stably while powering it by condi- o Calculations of gas ang heat flow inside device and its
units with numerical optimization of these processes.
tioned gas regardless the type of biomass that empowers the
gasifying reactor, o Numerical simulations CHEM-CAD: numerical mod-
eling of chemical reactions which take place during
• Unit of biomass dosing and unit of purifying exhaust gases in
gasification phase and engine combustion.
a way allowing them to be efficient during working of instal-
Process optimization according to chem-
lation empowered by different types of biomass,
ical reaction process in gasification and
• Unit of separating and packaging of wastes from products, to
combustion process of mixture of
make them obtain solid form which will be possible for trans-
known quality and quantity composi-
ferring it to the natural environment,
tion, in order to develop device working
• Piloting-measurement system to make possible the semiauto- mode.
matic, optimal installation working with remote control of its o Numerical simulations MBS (Multibody Symula-
exploitation. tions): numerical kinematic-dynamic modeling.
Optimal packaging of devices and units
5. Description of researching methods and techniques in container.
applied in the project. • Vibrant acoustic analyses:
o Acoustic object researches: assignment of pressure
Within the frames of fulfilling the project, the following researching level and acoustic power, location of sound sources
methods have been applied: with the use of probe and acoustic holography.
• Chemical analyses ( among them chromatographic ones): o Object vibration research: spectral analysis, modal
chromatographic (GC-FID, GC-MS), spectrometric, useful- analysis. In the researches there is planned making use
ness of biogas as engine fuel, waste after gasification process. of application for non stationary acoustic holography,
The analyses will be performed with the use of devices from impulse hummer of strength detectors, accelerometers
Pracowni Badań Emisji PWR equipment 3-axial PCB-ICP, multichannel dynamic signal ana-
o Quality and quantity parameters evaluation: biogas, lyzer, low frequency microphones, sound level meter
fumes, process wastes with G filter.
o Toxicological analyses concerning cytotoxicity of o Optimizing of device according to minimizing noise
fumes emitted from EKOMPACT device (according and vibrations emission.
to PN-EN ISO10993-5). For the researches the line of
cell from human lungs lining ((ATCC CCL185). 6. Conclusions
• Evaluation of fumes toxicity by the use of equivalent toxicity
quotient methods, Module EKOMPACT will be a total novelty in the world market.
o Toxicity evaluation of fumes emitted form installation This module, currently, does not have any equivalent which would
(actual toxicity) enable the high yield of electric energy together with providing, at
o Evaluation of systems for fumes purification efficien- the same time, huge possibility of installation modification for each
cy. of users, in order to its optimal adaptability for requirements of
• Researches over engine roller performance tester: Engine localization and charge. There will be implemented the series of
studies on unique, complexly equipped roller performance totally innovative conceptions and solutions, which will cause the
tester location dedicated to studies of engines empowered by creation of new market for new product.
gas fuel with the system of analyzers based on reference In development workings it is also predicted the use of gathered
methodology. experiences for creating future installation generating synthetic,
o Methodology of matching engine to EKOMPACT de- hydrocarbon fluid fuels from biomass gasification ( according to
vice. new synthesis processes).
o Authorial methodology of internal catalyst of combus-
tion process implementation according to method pa-
38
Predicted economic effects, connected with introduction of a new
product in the marker, enable the multiple turn of outlays borne for
B+R workings in five years from the project beginning.
The implementation of new technology confirms the inception of
new, stable work places for high qualified people in the European
Union.
7. Literature:
[1]http://www.energetische-
biomasse-
nutzung.de/fileadmin/user_upload/Optmierung_Achental/Dokumen
te/SNG-Stand_der_Technik.pdf
[2]http://www.ieatask33.org/app/webroot/files/file/country_reports/
IEA_Task33_UK_CReport_June_2006.pdf
[3]http://www.xylowatt.com/
[4]http://hogild.dk/
[5]http://www.aht-pyrogas.de/de/component/content/category/86-a-
h-t-auf-deutsch/
[6]http://www.thermogenics.com/
[7]http://www.thermogenics.com/
39
ACTUAL ACCELERATION, VELOCITY AND TRAVELED DISTANCE PROFILES
OF VEHICLES IN URBAN ENVIRONMENT AS DOMINANT MICROSCOPIC
TRAFFIC FLOW PARAMETERS
Ass. Prof. Aleksandar Kostikj, PhD 1, Prof. Milan Kjosevski, PhD 1, Prof. Ljupcho Kocarev, PhD 2
Faculty of Mechanical Engineering, Ss. Cyril and Methodius University in Skopje, Republic of Macedonia 1
Faculty of Computer Science and Engineering, Ss. Cyril and Methodius University in Skopje, Republic of Macedonia 2
aleksandar.kostikj@mf.edu.mk
Abstract: In this paper we have presented a methodology used to determine actual acceleration, velocity and traveled distance profiles of
vehicles of different categories in urban environment, as dominant microscopic traffic flow parameters. The tests have been done on
representative arterial road in the city of Skopje. Within a period of one month, we have been observing the traffic on the subject arterial
road and have determined the average traffic flow during different day periods. The structure of the traffic flow has also been analyzed. In
the experiment we have used a probe vehicle equipped with adequate measuring system to follow more than 130 vehicles of different
categories on the observed arterial road, imitating i.e. reproducing their behavior as much as possible. The final goal to determine the
domains of these microscopic traffic flow parameters in specific velocity intervals, regarding different vehicle categories was reached. These
results have shown to be very useful as input parameters in the single lane urban traffic flow simulator that we have developed.
Keywords: TRAFFIC FLOW, MICROSCOPIC TRAFFIC FLOW PARAMETERS, ACCELERATION PROFILES, VELOCITY
PROFILES, TRAVELED DISTANCE PROFILES.
40
Dava~ 1 Dava~ 2
[m/s2]
3
Acceleration
0
0 100 200 300 400 500 600 700
-1
-2
-3
-4
Time
Vr eme [s][s]
Fig. 3 Fifth wheel and a sensor for velocity measurement Fig. 5 Acceleration of followed vehicle (Astra-G)
25
[m/s]
15
Br zi na [m/s]
adaptation of the electric scheme of the velocity sensor we have 10
Velocity
split (doubled) its output signal. In this way, one signal was used for 5
velocity measurement and the other was used for travelled distance 0
measurement. -5
0 100 200 300 400 500 600 700
Time
Vr eme [s][s]
The calibration process of the measuring system is performed
with known physical properties which are applied on the sensors in Fig. 6 Velocity of followed vehicle (Astra-G)
the system. The accelerometers are calibrated according the ±g
method, regarding their orientation in vertical direction. The
6000
velocity sensor is calibrated according to the frequency that
corresponds to fifth wheel's angular velocity of 2π rad/s, and its 5000
distance [m]
rolling radius.
3000
The above described sensors are passive sensors. Therefore, we
have used a HBM measuring amplifier, type SPIDER-8, for their Traveled 2000
power supply and amplification of their output signals (Fig. 4). For 1000
] ]
2
2
[m/s
[m/s
1 1
During the following process with the probe vehicle, we have
Acceleration
Acceleration
0 0
measured their acceleration, velocity and travelled distance. Of the 70 90 110 130 150 170 190 200 250 300 35
41
Yugo 45/55/65/Koral/Tempo-Tico-Spark-Matiz-101-128-Felicia-Samara Astra F - Astra G - Golf 1HX0 - Golf 1J - Golf 6 - Escort - Focus DB3…
The velocity and distance traveled profiles of the vehicle are in Punto 176 - 188 - 199 - Corsa B - Corsa (S-D) - Fiesta JH1-206-Kalos-Polo 6KV Mondeo BA7 - Passat 3C - E (124) - E (210) - Vectra B-Octavia 1U-Passat 3B
0
line with the acceleration profile. Parallel analysis shows whether -0,5
0- 5 5- 7 7- 9 9 - 11 11 - 13 13 - 13.9 13.9 - 15 15 - 17 17 - 19 19 - 21 21 - 23 23 - 25 25 - 27 27 - 29 > 29
[m/s2]
the acceleration happens in the phase of start, stop, or during -1,5
-1
adopting of the speed of the vehicle. This analysis shows also the
Acceleration
-2,5
-3,5
VelocityI ntintervals
er val i na br zi na [m/s]
[m/s]
velcity. This diagram is the basis to define maximum acceleration
and deceleration of the vehicle in different intervals of its velocity Fig. 12 Maximum decelerations of the vehicles of M1 category systematized
(Fig. 10). in groups
4
ACC. MAX FINAL Doblo-Berlingo-Partner-Kangoo-Express M1/N1 ACC. MAX FINAL Transit - Transporter - Sprinter - Ducato-Rival-Boxer-Jumper-35-8H-Vito-Ceres N1
3 4
2
]
3,5
2
[m/s
[m/s2]
Zabr zuvanje [m/s ]
2
3
1
2
2,5
0
Acceleration
2
-1
1,5
-2 1
-3 0,5
0
-4
0- 5 5- 7 7- 9 9 - 11 11 - 13 13 - 13.9 13.9 - 15 15 - 17 17 - 19 19 - 21 21 - 23 23 - 25 25 - 27 27 - 29 > 29
0 5 10 15 20 25
Velocity [m/s]
Br zi na [m/s]
VelocityI nt intervals
er val i na br zi na [m/s]
[m/s]
[m/s2]
2
-1
Zabr zuvawe [m/s ]
2
0
Acceleration
0-5 5-7 7-9 9 - 11 11 - 13 13 - 13.9 13.9 - 15 15 - 17 17 - 19 19 - 21 21 - 23 -2
-1
-2,5
-2
-3
-3
-3,5
-4
-4
I nt er val i na br zi na [m/s]
Velocity intervals [m/s] I nt er val i na br zi na [m/s]
Velocity intervals [m/s]
Fig. 10 Maximum values of acceleration and deceleration of followed Fig. 14 Maximum decelerations of the vehicles of N1 category systematized
vehicle (Astra-G) in different velocity intervals in groups
This analysis has been done for each of 131 vehicles being Systematic processing of the results leaded to the range of the
tested. In order to draw generalized conclusions, the results received maximum accelerations and decelerations in different speed
by described measurements are systematically processed in the intervals. In order to make results more precise, the vehicle velocity
categories the vehicles belong. In some categories this has been is divided into intervals with relatively small size. First interval is
done in groups of vehicles. The category M1 has been divided in between 0 and 5m/s. Other intervals are with a size of 2 m/s. The
four groups depending of their dimensions and performances. First interval between 13 and 15 m/s has been additionally divided into
group is formed by vehicle models Yugo, Koral, Tempo, 101, 128, two subintervals: from 13 to 13.9 m/s, and from 13.9 to 15m/s. This
Tico, Spark, Matiz, Felicia and Samara. Second group is formed is done on the basis of the maximum functional speed of low speed
from vehicle models Punto, Corsa, Fiesta, Kalos, 206 and Polo. following systems (13.9m/s), as defined in the standard ISO22178.
Third group includes vehicle models Astra, Golf, Escort, and Focus,
and the fourth group takes the vehicle models Mondeo, Passat, Fig. 15, Fig. 16, Fig. 17, Fig. 18, Fig. 19, Fig. 20, Fig. 21, Fig.
Vectra, Ostavia and E class. 22, Fig. 23, Fig. 24, Fig. 25 and Fig. 26 show the range of
maximum accelerations and decelerations related to the speed
The maximum accelerations and decelerations of the vehicles of intervals measured on followed vehicles, representatives of the
M1 category systematized in described groups are shown on Fig. 11 actual vehicle category.
and Fig. 12.
4,5
4,0
The vehicles of N1 category are divided in two groups based on
3,5
]
3,0
2
1,5
Sprinter, Ducato, Rival, Boxer, Jumper, 35-8H, Vito and Ceres. 1,0
0,5
The maximum accelerations and decelerations of the vehicles of 0,0
N1 category systematized in described groups are shown on Fig. 13 0- 5 5- 7 7- 9 9 - 11 11 - 13 13 - 13.9 13.9 - 15 15 - 17 17 - 19 19 - 21 21 - 23 23 - 25 25 - 27
I nt er val na br zi na [m/s]
and Fig. 14. Velocity intervals [m/s]
Yugo 45/55/65/Koral/Tempo-Tico-Spark-Matiz-101-128-Felicia-Samara
Astra F - Astra G - Golf 1HX0 - Golf 1J - Golf 6 - Escort - Focus DB3…
Punto 176 - 188 - 199 - Corsa B - Corsa (S-D) - Fiesta JH1-206-Kalos-Polo 6KV
Mondeo BA7 - Passat 3C - E (124) - E (210) - Vectra B-Octavia 1U-Passat 3B
Fig. 15 Range of the maximum acceleration of the vehicles of the category
4,5
M1 related to the interval of the speed
4
[m/s2]
3,5
3
Zabr zuvawe [m/s ]
2
2,5
Acceleration
1,5
0,5
0
0- 5 5- 7 7- 9 9 - 11 11 - 13 13 - 13.9 13.9 - 15 15 - 17 17 - 19 19 - 21 21 - 23 23 - 25 25 - 27 27 - 29 > 29
I nt er val i na br zi na [m/s]
Velocity intervals [m/s]
42
0,0 4
0- 5 5- 7 7- 9 9 - 11 11 - 13 13 - 13.9 13.9 - 15 15 - 17 17 - 19 19 - 21 21 - 23 23 - 25 25 - 27
-0,5 3,5
-1,0 3
[m/s ] ]
2
2 2]
Zabr zuvawe[m/s
-1,5
2
[m/s
2,5
Zabr zuvawe [m/s ]
-2,0
Acceleration
2
Acceleration
-2,5
1,5
-3,0
1
-3,5
0,5
-4,0
-4,5 0
0- 5 5- 7 7- 9 9 - 11 11 - 13 13 - 13.9 13.9 - 15 15 - 17 17 - 19 19 - 21 21 - 23 23 - 25
-5,0
I nt er valintervals
Velocity na br zi na [m/s]
[m/s]
I nt erintervals
Velocity val na br zi [m/s]
na [m/s]
0
3,5 0- 5 5- 7 7- 9 9 - 11 11 - 13 13 - 13.9 13.9 - 15 15 - 17 17 - 19 19 - 21 21 - 23 23 - 25
-0,5
3,0
-1
[m/s ] ]
2
Zabr zuvawe[m/s
] ]
2
2,5
2
-1,5
[m/s
Zabr zuvanje [m/s
2
Acceleration
2,0 -2
Acceleration
1,5 -2,5
1,0 -3
-3,5
0,5
-4
0,0
I nt er val na br zi na [m/s]
0- 5 5- 7 7- 9 9 - 11 11 - 13 13 - 13.9 13.9 - 15 15 - 17 17 - 19 Velocity intervals [m/s]
I nt er valintervals
Velocity na br zi na [m/s]
[m/s]
Fig. 22 Range of the maximum deceleration of the vehicles of the category
Fig. 17 Range of the maximum acceleration of the vehicles of the category N1 related to the interval of the speed
M2 related to the interval of the speed
0,0
0- 5 5- 7 7- 9 9 - 11 11 - 13 13 - 13.9 13.9 - 15 15 - 17 17 - 19 2,5
-0,5
] ]
2
[m/s
2
]
2
2
-1,0
[m/s
2
]
Acceleration
Zabr zuvawe [m/s
-1,5 1,5
Acceleration
-2,0 1
-2,5
0,5
-3,0
0
-3,5 0- 5 5- 7 7- 9 9 - 11 11 - 13 13 - 13.9 13.9 - 15 15 - 17 17 - 19 19 - 21
I nt er val na br zi na [m/s]
I nt er val na br zi na [m/s]
Velocity intervals [m/s] Velocity intervals [m/s]
Fig. 18 Range of the maximum deceleration of the vehicles of the category Fig. 23 Range of the maximum acceleration of the vehicles of the category
M2 related to the interval of the speed N2 related to the interval of the speed
5 0
4 -0,5
]
[m/s ] ]
2
2
3,5
[m/s
Zabr zuvawe[m/s
2
-1
]
2
3
Zabr zuvawe [m/s
Acceleration
Acceleration
2,5
-1,5
2
1,5
-2
1
0,5
-2,5
0
0- 5 5- 7 7- 9 9 - 11 11 - 13 13 - 13.9 13.9 - 15 15 - 17 17 - 19 19 - 21
-3
I nt er valintervals
Velocity na br zi na [m/s]
[m/s] I nt er val na br zi na [m/s]
Velocity intervals [m/s]
0
0- 5 5- 7 7- 9 9 - 11 11 - 13 13 - 13.9 13.9 - 15 15 - 17 17 - 19 19 - 21 3,5
-1
3
] ]
2 2
[m/s
] ]
-2
2
2,5
[m/s
Zabr zuvawe [m/s
2
Zabr zuvawe [m/s
Acceleration
-3 2
Acceleration
1,5
-4
1
-5
0,5
-6
I nt er valintervals
na br zi na [m/s] 0
Velocity [m/s] 0- 5 5- 7 7- 9 9 - 11 11 - 13 13 - 13.9 13.9 - 15 15 - 17 17 - 19 19 - 21
I nt er val na br zi na [m/s]
Velocity intervals [m/s]
Fig. 20 Range of the maximum deceleration of the vehicles of the category
M3 related to the interval of the speed Fig. 25 Range of the maximum acceleration of the vehicles of the category
N3 related to the interval of the speed
43
0
0- 5 5- 7 7- 9 9 - 11 11 - 13 13 - 13.9 13.9 - 15 15 - 17 17 - 19 19 - 21
6. References
-0,5
[1] Aleksandar Kostikj, “Application Of Intelligent Transport
[m/s 2
]
-1
Acceleration
44
IMPROVING THE EFFICIENCY off-line HEAT PUMP SYSTEM FOR HEATING
RURAL HOUSE IN THE COLD DAYS
Ass.Prof. Sydykov Sh., Ass.Prof. Umbetkulov E., Dr.PhD Аlibek N.
Kazakh National Agrarian University, Department of Energy Saving and Automation, Almaty, Kazakhstan
e-mail: shuhrat.27@mail.ru
Summary: This article presents methods and means of increasing an efficiency of heat pump system and hot water supply for residential houses on the base of using
of the heat pumps «air-water», solar collector of energy and ground heat exchangers. The technological scheme of energy saving heat pump system of the rural house
taking into account local climatic conditions is described. The study determines typical temperature parameters hybrid heat pump system’s elements at cold days in
heating season. The expediency of use of solar energy and heat of ground for preliminary heating of the cold external air arriving to the thermal pump «air-water» is
proved.
KEYWORDS: HEATING, THERMAL PUMP, AIR SOLAR COLLECTOR, SOIL HEAT EXCHANGER, WARMTH
ACCUMULATION.
1. Introduction СОР =
Qн ,
W
Distinctive feature of agricultural objects of Republic of
Kazakhstans is their rather small individual capacity and significant where Qн – received useful heat, J;
dispersion on extensive territory that creates the certain difficulties W - power consumption, J.
in construction of the effective centralized systems of heating and
hot water supply (HHWS). At the same time local climatic TPAW, as a rule, have optimum values СОР = 3,5 … 4,0 at
conditions of this country favour to development of independent temperature of external air t=2 °C [1]. With increase in temperature
hybrid systems HHWS with use of renewed energy sources (RES), of a source of low-potential heat and reduction of temperature of
in particular, to energy of the Sun, a wind and heat of a ground. The heating factor СОР increases and can reach 4, 5 and more values.
last provides use of popular thermal pumps (TP) or their Fall of temperature of air during winter time considerably reduces
combination with other types of power sources. The choice of СОР and leads to an inefficiency of use TPAW.
updating of TP depends on climatic conditions of the district and Key question on which efficiency of application of TP
technical and economic indicators of the equipment. The solution of substantially depends, the question of temperature increase of a
questions of a choice of TP type, scales and areas of their rational source of low-potential heat, that is the air arriving in TPAW is.
use in the different countries is far not equivalent. As a rule, Considering short duration of the coldest days in the southern and
geothermal TP «water-water» were extended in the northern western regions of Kazakhstan (10-15 days) for achievement of the
countries, and in southern - TP «air-water». The price of the last for specified purpose in rural areas it is possible to find separate ways
30-40 % is cheaper than geothermal TP at comparability of capacity and means. For example, previously to pass cold external air
and quality of the equipment. This difference essentially increases at through the adapted economic constructions, cellars, etc.
carrying out difficult earthwork, drilling of wells (by depth of 60- At a complete set of hybrid HPHS for rural houses of
100 m) and a laying of geothermal probes [1]. Kazakhstan, first of all, it is necessary to consider use of solar
In the majority of regions of Kazakhstan it is more energy (especially in the afternoon). It gives essential reduction of
preferable to use low-potential warmth of atmospheric air, that is to consumption of electric energy TPAW with 25 to 15 % from the
apply to HHWS of rural houses the thermal pumps «air-water» general development [3,4].
(TPAW). Wide circulation of TPAW is connected with relative Irrespective of a geographical arrangement of the republic,
simplicity of installation and low cost concerning other types of resources of solar energy in the country are stable and accepted,
thermal pumps. Weakness of TPAW is reduction of thermal thanks to favourable dry climatic conditions. The quantity of a
capacity at decrease in temperature of external air lower – 15 °С [2]. sundial makes 2200-3000 hours in a year, and energy of sunlight of
Considering that decrease in temperature of external air 1300-1800 kW on metre a year. Total day radiation under various
(below – 15 °С) in the majority of regions of Kazakhstan is conditions on the republic makes 3,8-5,2 kWh/sq.m. Average
observed rather short time (10-15 days of the winter period), arises monthly temperature of external air, for example, in Almaty area
practical interest to search of possibility of increase of overall during winter time does not decrease below – 11 °C. In some cases
performance of heat pump system of a heat supply (HPHS) of rural this temperature can decrease to – 25 °С (in a current of 3-5 days).
houses during this period of time taking into account use of local In rural areas of the majority of regions of Kazakhstan and
resources. attractive use of warmth of soil as its temperature, on depth of 1,3-
In this article it is offered some ways of increase of overall 1,5 metres, practically do not change and keeps in limits 7-10 °C
performance of HPHS of rural houses in cold days at the expense of heat is available. When laying soil air lines on this depth and the
preliminary heating of the external air arriving in TPAW, by means admission through them cold external air from the subsequent
of the thermal blocks accumulating warmth of solar energy (in the giving in TPAW it is possible to increase in addition efficiency of
afternoon) and soil air lines (at night). its work in cold days.
Considering stated in this article one of ways of increase of
2. Materials and research methods efficiency of TPS of the rural house at the expense of preliminary
2.1 Preconditions of use of solar energy and warmth of soil heating of the external cold air arriving in TPAW, in the heat
for HHWS of the rural house. The main indicator of overall exchangers accumulating solar heat and warmth of soil is offered.
performance of TP is the factor of transformation of the thermal
pumps COP (coefficient of preformance) which is defined by the
relation of capacity of received useful heat to the capacity spent for 2.2 Block diagramme of the HHWS hybrid system.
a drive of the compressor [1,2]. Widespread devices for transformation
For calculation of COP the formula [1] is used: solar energy in thermal are concentrating and directly absorbing a
solar stream - solar collectors and absorbers or panels. As solar
45
collectors serves гелиосистема, including a transparent roof from
the metal plate established under it with the wavy profile which
outer side is painted by a selective absorbing covering.
For increase of efficiency of use of solar radiation
гелиосистема it can be supplied with the heatheat-sink design
accumulating warmth of solar energy. Use of the accumulators
charged in the minimum power consumption and discharged in the
maximum requirement, essentially increases reliability and overall
performance of HPHS. By means of such set of heliosystem the
heat-carrier temperature in primary contour of solar absorbers and in
a contour of the evaporator of the thermal pump during the winter
period can be raised to 3 … 7 wasps in relation to temperature of
external air.
Heliothermal pump installation can work in two modes -
summer and winter. In the summer period (April-October) hot water
Picture 2 - The experimental module of thermal point attached to
supply of a house becomes covered completely by the warmth
the rural house
received from solar collectors. The thermal pump as the additional
power source, can work in cloudy days and, if necessary, at night.
The top part of thermal point contains a transparent roof
During the winter period thermal loading for heating of a house
from cellular polycarbonate in thickness δ = 10,0 mm, and under it
becomes covered by heatpump installation which uses as a source of
the absorbing plate with the wavy profile "П" of a figurative form is
low-potential energy warmth of external air warmed-up with solar
established.
absorbers and a heatheat-sink design.
Feature of thermal point is that all elements of system of
We developed the hybrid HPS of the rural house consisting
collecting low-potential heat are built in TP and through it automatic
of air solar collectors, the soil heat exchanger and the warmth
control of consumed warmth in heating systems depending on
accumulator which can be used for preliminary heating of the cold
change of temperature of external air is carried out.
external air arriving in evaporator TPAW.
In a roof and the southern facade of TP the inclined and
In the picture 1 the block diagramme of energy saving HPS
vertical air solar collectors consisting of a tight, heatisolated metal
of the rural house which includes evaporator TPAW (1), the
or wooden frame and a black metal plate, absorbing warmth take
compressor (2), the condenser (3), a throttle dilator (4), system of
place. From above this frame is blocked by a transparent covering:
heating (5), the circulating pump (6), an inclined solar collector (7),
glass or two-layer cellular polycarbonate. Properly sized square of a
a vertical solar collector (8), the heataccumulator (9), soil the heat
collector should be not less than 1,0 sq.m. The relation of length of a
exchanger (10), a heated room (11) and thermal point (12) is
collector to its width should be in a range 5:1 … 3:1.
presented.
In the lower part of thermal point external block TPAW of
From picture 1 follows that basic elements for preliminary
the Toshiba Estia brand (HWS-803XWHM3-E) is attached to the
heating of the external air arriving in a contour of evaporator
general wall heated a room. The hydroblock (HWS-803H-E) of the
TPAW, are: the air solar collectors integrated into a roof and the
thermal pump is connected to a heat-insulated floor and the heating
southern facade of thermal point, the soil heat exchanger (air line)
devices bringing and taking-away pipelines. Management of modes
and the warmth accumulator.
of heating is carried out from the panel (HWS-AMS11E).
For effective use of the RES thermal resources the system of
The offered design of the soil heat exchanger has the fan
collecting low-potential heat takes place indoors which is attached
which takes away used in a contour of evaporator TPAW the heat-
to a heated building as thermal point (TP).
carrier (air) and banishes it through the pipes of the soil heat
exchanger laid in a trench. Soil the heat exchanger is given in the
picture 3 also represents the heat exchanger executed from two-layer
goffered polyethylene, external diameter of a pipe of 110 mm, laid
in a trench depth of 1,6 m and in the length of 66 m on perimetre of
the rural house.
46
line. Measurements were carried out according to a technique [5].
In the picture 5 dynamics of change of temperatures in the
HPHS various elements of the rural house (Kargala's settlement of
Almaty area) during cold time is shown (on December 8, 2014).
47
Literature
1 Горшков Г.В. Тепловые насосы, аналитический обзор
// Справочник промышленного оборудования.-2004.-№2. С.47-
80
2 Попов А.В. Анализ эффективности различных типов
тепловых насосов //Проблемы энергосбережение.-2005.- №2.
С.17-22.
3 Митина И.В. Сравнительный анализ воздушных
систем отопления с тепловым насосом и солнечным
подогревом хладагента //Возобновляемые источники энергии:
материалы пятой всероссийской научной молодежной школы. –
М. - 2006 г. – С.75-78.
4 Петросян Л.А. Использование солнечной энергии и
тепловых насосов для теплоснабжения жилых зданий // Сб.
научн. трудов Ереванского государственного университета
архитектуры и строительства. Ереван, 2003.- Т. 2. - С.122-124.
5 ГОСТ Р 54856-2011. Теплоснабжение зданий.
Методика расчета энергопотребления и эффективности
системы теплогенерации с солнечными установками.
М.: Стандартинформ, 2012.- 38 с.
48
ИЗМЕРВАНЕ И ЕКОЛОГИЧЕН КОНТРОЛ НА ЗАМЪРСЯВАНЕТО НА
АТМОСФЕРАТА С ТОКСИЧНИ АЗОТНИ ОКИСИ
veselinlt@abv.bg
Abstract: The basic method for measuring and controlling the level of air pollution with nitrogen oxides is based on the principle of
chemiluminescence. It has long been recognized as the best practical analytical method for the detection of NOx in a wide range of
applications. Nitrogen dioxide (NO2) is a highly poisonous gas. It irritates the mucous membranes of the eyes and respiratory system,
causing shortness of breath. Concentration greater than 0,4 mg / dm3 lethal for adult. Using highly advanced photodiodes with Brand-Gaus
technology based on chemiluminescence enables detection and measurement of NOx particles in PPT (parts per trillion ). Semiconductor
sensors are more reliable, more economical and with smaller dimensions than delicate Photomultiplier tubes, high voltage power supplies
and thermally sensitive electronics. Main sensor unit is the instrument S8785. It contains a thermoelectrically cooled high sensitivity Si
photodiode with wide spectral range and high precision FET operational amplifier. The photodiode developed for low-light-level detection
and used as a primary sensor for converting light into electric signals.
49
транзистори на входа за неговото усилване. Схемата е показана q × µ 8 × 10 −13 [C ]
на фиг. 1.
(2) Ip = = = 80[ µA]
t 10 × 10 −9 [ s ]
Ако товарното съпротивление или входния импеданс Z на
прилежащия усилвател е 50 Ω , то изходния импулс има пиково
напрежение :
(3) Vo = Ip[ µA] × Z [Ω] = 80[ µA] × 50[Ω] = 4[mv]
50
Табл. 1 Максимални характеристики.
51
6. Заключение. Литература:
Основно качество на уреда е, че в неговата конструкция е 1. H A M A M A T S U “Measuring silicon photodiodes with
използван съвременен фотодиод специализиран за preamplifier and TE-cooler”
измервателни приложения. Тези фотодиоди притежават висока http://www.hamamatsu.com/resources/pdf/ssd/s9295_series_ks
чувствителност, широка спектрална характеристика, много pd1064e02.pdf
добра линейност, нисък ток на тъмно, висока квантова 2. T a s h e v V., M a n e v A. Методи за измерване на
ефективност и непретенциозно захранване. По този начин ултравиолетови светлинни потоци с много нисък интензитет “
уреда става компактен, с малки размери здрав корпус и годен
за мобилни приложения.
52
PROSPECTS FOR THE DEVELOPMENT OF IMPORTED FOREST MACHINES
MAINTENANCE IN THE RUSSIAN FEDERATION
ПЕРСПЕКТИВЫ РАЗВИТИЯ ТЕХНИЧЕСКОГО СЕРВИСА ЗАРУБЕЖНОЙ ЛЕСОЗАГОТОВИТЕЛЬНОЙ
ТЕХНИКИ В РОССИИ
Prof. Dr. Eng. Shilovsky V.1, Prof. Dr. Eng. Pitukhin A.1, Ass. prof. Dr. Eng. Kostyukevich V.1
Institute of Forestry, Engineering and Building Sciences 1, – Petrozavodsk State University, Russia
Abstract: The article considers the issues of imported forest machines maintenance technology and knowledge management in the North-
West of the Russian Federation. The paper proposes a structure of technological instruction to restore parts by welding and building up.
Basic requirements for the work-site arrangement are formulated. Theoretical statements are accompanied by calculated reliability
assessment of forest machines. The assessment is based on the research of details durability of forest machinery John Deere 1010 and 1410.
The research was carried out for four years and included 16 forest machines. The main objects of the research were details of processing
equipment (manipulator), hydraulic system, and engine fuel system of forwarder John Deere 1010 D. The efficiency criteria of
multicomponent reserve delivery of spare parts and consumables are formulated.
53
• The map of a welder’s work organization; This example shows the necessity of an effective system
• The machine-tool attachments; organization of spare parts supply as this plays a significant role in
• Technical and technological documentation; the FM maintenance.
• Health and safety requirements. The effectiveness of diversified spare parts (SP) and operating
materials (OM) stock delivery can be described by the objective
2. Data and Methods function of the following form [3]:
manipulator log-normal 2314 1231 0.532 where mi – i-th SP and OM weight, kg.;
shackle M j – tonnage of j-th vehicle used for delivery, kg.;
RE518088 – Weibull 2691 794 0.295
vi – the physical volume of i-th SP and OM, м ;
3
High pressure Weibull 2972 1248 0.420
V j – volume of j-th vehicle used for delivery, м .
3
fuel pump
F064910 – normal 496 198 0.398 The vehicle with specific characteristics M j , V j , β i is chosen
High pressure normal 568 119 0.210
hose to the from the existing fleet of vehicles according to the conditions (3,4).
rotation of Logging companies are geographically dispersed users of
the rotor logging equipment. The process efficiency of the SP distribution
gripper among storage facilities can be assessed by the following function
F06520 – normal 903 233 0.258 of time loss when eliminating failures (general view):
High pressure log-normal 998 117 0.117 T * ( X i ) = ∑ min T ( X i ), (5)
hose on the i
The most relevant to the data obtained law of operating time pieces ( m = 0, M ).
distribution between maintenances was a log-normal law with The total loss of time on the supply of distributed FM can be
parameters µ = 5.514 and σ = 0.066 in the investigated represented by the objective function:
enterprises for forwarder «John Deere» 1010 [2]. Tx = t i , j + t1i ,m , j + t 2 i → min,
i
(7)
54
where t i , j – amount of time required for delivery of i-th SP, located 5. References
directly on j-th FM operating site, h.;
t1i ,m , j - the time required to deliver the necessary i-th SP, located at 1. Pitukhin, A. V., Shilovsky, V.N., Skobtsov, I.G.,
Kyalvilyaynen, V.A., (2012) ‘Improvement of Forest Machines
the nearest storage facility «m» from the j-th failed FM, h.;
Maintainability’, Petrozavodsk: PSU, PetroPress, 240 p.
t2 i - amount of time required for delivery of the i-th SP from an 2. Salivonik, A.V. (2006) ‘Improving of forest machines operating
external source, h. efficiency through optimal reservation of spare parts and
The mathematical model for determining the number of materials (with specific reference to «John Deere» Forest
reserved spare parts in each storage facility “m” is based on Machines)’, Abstract of PhD Thesis. Petrozavodsk: PSU, 19 p.
discrete-event simulation modeling representing system model 3. Shilovsky, V.N. (2006) ‘Theoretical bases and strategies of
development with time and implementing the approach of “time marketing and management organization of geographically
advance from event to event” [5]. distributed machines and equipment maintenance’. Monograph.
Petrozavodsk: PSU, 2001. 324 p.
4. Conclusions 4. Shilovsky, V.N., Pitukhin, A.V., Serebryanskiy, N.I., Egipti,
A.E. (2005) ‘Technology management of machinery and
1. Development of imported FM maintenance in Russia is possible equipment maintenance’, Textbook. Petrozavodsk: PSU, 2005.
through expansion of corporate maintenance and repair in 232 p.
specialized enterprises, developing and implementing the 5. Shilovsky, V.N. (2012) ‘Marketing and management
technology of repair and restoration of FM parts and components. development of forest machines maintenance’, Textbook.
Petrozavodsk: PSU, 2012. 268 p.
2. Implementation of a cost-effective operation maintenance system
and SP and OM supply chain will expand markets for FM, generate
more profit for manufacturers of forest machines and reduce
service, maintenance and repair costs for consumers.
55
IMPORTANCE OF TRAFFIC SAFETY AND ENVIRONMENTAL PROTECTION
IN SERBIA
Associate prof. Dr Tomić-Petrović N.
Abstract: This paper is devoted to traffic safety and environmental protection in Serbia. Unfortunately the level of air pollution i.e.
the level of emission of carbon dioxide in the world is still raising. Additional actions are needed in order to limit the effect of climate
changes in the following years. People ask why electric vehicles aren’t main-stream? It seems that price has a lot to do with it. The Road
Traffic Safety Agency with its systematic and responsible activities set clear guidelines for the monitoring and improvement of road safety in
Serbia. In the Republic of Serbia from 1981 till 2013 in the traffic accidents 41.718 persons were killed. In the same period 632.936 persons
were seriously injured. Republic of Serbia on the 16th of November 2011 began to commemorate the World’s Day of memory on victims in
the traffic accidents. Law on road traffic safety came into effect in the Republic of Serbia in 2009. and brought many changes in our legal
order. Majority of those changes meant harmonization with European Union regulation in the area of traffic safety. Changes made by the
new Law on infractions (“Officaial Gazette of the Republic of Serbia“, no. 65/13) in application from March the 1st 2014. show the increase
of penalties for unscrupulous drivers, but drivers complain on to many regulations and difficulties to get documents for motor vehicle use. In
this paper there are mentioned the most efficient hybrids we can buy today. In Serbia “FIAT automobiles of Serbia” is still the leading
exporter on the list of 15 biggest Serbian exporters, according to the data of the Serbian Ministry of Finances. In April 2015 at New York
Auto Show will be possible to see all new accomplishments in auto-moto industry all over the world.
3
Data show that 59% of people on the front, and only 3%
World car market will grow 3.5% per year, while the highest growth during 2014 is of people in the back seat of the vehicle use safety belts.
expected in China to 8.8%, while in Europe it will reach 6.4%. Otherwise, in China
by 2020, average annual growth in car sales will amount to 5% and 6% in Brazil.
(According to a Reuters report, reports Tanjug). In the last 10 years 290 children were killed in the traffic
in Republic of Serbia, while as many as 18.000 were injured. The
4
French “Renault” with “Daymler” on the platform of “Smart” has made “Twingo” of authorities quote that nine children died in traffic accidents the year
third generation. The car is functional, nimble, real urban hit with the driving 2013 .
characteristics suitable for the city and will be a great rival to popular models of this
class. Also announcements from the "Renault" on racing versions of the car, "Sport"
and "Gordini" seems to have not just a publicity stunt.
56
With the aim that no child is killed in Serbia in year 2020, for this small city car, which is known since its appearance in 1998,
pupils in our schools will learn more on the traffic safety. 5 as a reliable, high quality and agile and small consumer. We should
Unfortunatelly, the secondary school pupils receive no tuition on also mention the car "Toyota Corolla", as well as several versions of
the topic of traffic. Therefore, the newly formed governmental body small cars "Kia Rio", "Kia Soul" and "Kia Forte", then the car
for coordination of road traffic safety gave the initiative for the "Mazda 3" (it gets great fuel economy) that isn’t a hybrid or a
introduction of new classes in schools and now the final decision on diesel, then “Hyundai Elantra” and despite these also auto “Subara
that will be made by the Ministry of Education, because there is a Impreza”, good car for us and for those who live where the snow
need for change in teaching program, as well as the preparation of often falls.
the textbooks and polygons for education of pupils. We believe that
the new contents will be available in the Serbian schools from In April 2015. at New York Auto Show will be possible
September 2015. to see all new accomplishments in auto-moto industry all over the
world. Great deals, going fast. So, we have to be in trend. For
The results of the research conducted by the Ministry of example, Dodge was iconic car of the last century. But “Dodge
Sport and Youth show that most pupils in secondary schools have Grand Caravan“ and “Ford SVT Raptor“ won’t be around for 2015,
up to 5 hours of leisure time daily. All of them would like to go to either, they’re likely to come back for the 2016 model year.
driving-schools, but mastering driving skills is as expensive as “Chevrolet“ mild hybrids will be a thing of past after 2015 too.
learning a foreign language. “Toyota FJ cruiser“ was going to be a one generation vehicle and in
Toyota wanting to focus on fuel cell technology.
The Road Traffic Safety Agency with its systematic and
responsible activities set clear guidelines for the monitoring and It is already 21 years of the “Vauxhall Corsa”-e and of
improvement of road safety in Serbia. “Ford 10 Mondeo”, a “Honda Civic type R Concept” is seen (and
new “Honda” HR-V SUV) at the 2014 Paris Motor Show too, while
Republic of Serbia on the 16th of November 2011 began “Mazda M-X 5“ of the fourth generation 11 was real hit at Paris
to commemorate the World’s Day of memory on victims in the Motor Show. We have to write down about the remarkable history
traffic accidents. 6 of the 91 year of “Volvo” too.
Law on road traffic safety (“Official Gazette RS“, no. At the 2015 Detroit Auto Show there were different
41/09, 53/10, 101/11) came into effect in the Republic of Serbia in models, from eco cars of the future to bonkers pick-up trucks. In the
2009. and brought many changes in our legal order. Majority of meantime the 2015 New York Auto Show was held in April and
those changes meant harmonization with European Union 2015 Chicago Auto Show too.
regulation in the area of traffic safety. Changes made by the new
Law on infractions (“Officaial Gazette of the Republic of Serbia“, People ask why electric vehicles aren’t main-stream? I
no. 65/13) in application from March the 1st 2014. show the increase think that price has a lot to do with it.
of penalties for unscrupulous drivers, but drivers complain on to
many regulations and difficulties to get documents for motor Although at the Paris Motor Show in 2014 were presented
vehicle use. 83 mpg “Porsche Cayenne S E Hybrid“ set /especially prepared for
Paris 2014/, and “Mercedes AMG GT“ edition first leaked ahead of
3. Actual eco-trends in Serbia and in the world Paris, Lamborghini’s new 200 mph hybrid, new Volkswagen Passat
and roofless “Ferrari 458 Speciale A“ unleashed too, always being
During 2014 “FIAT automobiles of Serbia” 7 was still the sought “Alfa Romeo Giullieta“ right now "dragon" in the Italian
leading exporter on the list of 15 biggest Serbian exporters, style “1,4 tb 170 ks –potenca“, this is the type of Eu 5, with a six-
according to the data of the Serbian Ministry of Finances. In the speed manual transmission, reservoir with a maximum of 60 liters
first eight months of this year it exported cars for 947, 2 million and developing maximum speed of 218 kilometers / per hour.
euros. "Big Fića" 8 is not giving up, and in 2013 in Kragujevac it
was produced 117.000 of "Big Fića" and almost the entire that In Germany still in 2012, a conference was held with
contingent went to Europe (80%) and United States (20%). representatives of the "Platform for Electric Mobility" in charge to
However, the production of a more robust model "500-X" is not evaluate and coordinate the German strategy for electric vehicles.
realized, as the responsible of the group "Fiat-Craysler" decided that Will the planned target of one million electric cars on the roads of
this model will be produced in another country, and not in Serbia. Germany until the 2020s be achieved? This is a complex task that
requires the cooperation of the automobile constructors, battery
A toll payment per kilometer in Serbia could for about manufacturers, subcontractors and other actors in the production
half a year be replaced by vignette, that is labels that allow chain. Previously, we could not imagine "BMW" with the three-
unlimited use of roads in a given time period (usually seven days, cylinder engine, and with front-wheel drive, but now when the
month or year). future began, now, "BMW and 8", with three-cylinder engine under
the hood, if necessary, will have the help of an electric motor.
For the new, fourth generation "Toyota Yaris" 9 it was
spent about 85 million euros to redesign more than 1,000 positions The most efficient hybrids you can buy today are:
57
- “Toyota Prius“ plug in - 95 MPGE, “Toyota Prius C“ biodiversity, forests, mineral resources and renewable energy
– 50 MPGE, Toyota’s baby hybrid. The Prius has sources), protection from different factors of risk effects for the
come a long way since its US introduction in 2000; environment (climate changes and damage of ozone layer, waste,
- “Ford Fusion Energi / C“ – Max Energi – 88 MPGE; chemicals, accidents, ionizing and non- ionizing radiation, noise
- “Chevrolet Volt“ – 98 MPGE; and natural disasters), protection from factors of risk for the
- “Honda Accord Hybrid“- 47 MPG, “Honda Accord environment effect in different economic sectors (industry, mining,
plug in -115 MPGE achieves the highest fuel energetic, agriculture, forestry, hunting and fishing, transportation
economy, drivers are able to travel a total of 570 and tourism), are given as well as introduction of cleaner
miles before filling or charging up. “Honda Civic production.
Hybrid“- 45 MPG, still remains one of the more It is neccessary to stress in media and inform wider public on
efficient hybrids on the market, besting the “Ford the importance of environmental aspects of traffic taking into
Fusion Hybrid“, “Toyota Carmy Hybrid“, “Kia consideration the well known fact how much cars reduce air quality
Optima Hybrid“, and even „Lincoln MKZ Hybrid“. by emission of harmful gases.
Also we can mentioned “Toyota Avalon“ the
hybrid’s 2,5-liter four cylinder with an electric During 2011. the Ministry of Environment, Mining and Space
motor. And at least the “Tesla Model S“ that is a Planning allowed the subvention for purchasing hybrid cars in our
great four-door luxury sporty car that happens to be country. As the final result all cars with emission of carbon dioxide
electric, with its optional 85 kWh battery, that can less than 100 g per kilometer ran will have certain privileges i.e.
travel between 180 and 225 miles per charge. there will be additional benefits for all those who drive “green“ cars.
Owners of the ecologically “suitable“ cars get ECO Friendly licence
Among green cars we can mention too Bradley GT II in the form of certificate on the occasion of vechicle purchasing. In
Electric, Nissan leaf, Toyota RAV4 EV and a Fisker Serbia all owners of cars with CO2 emission less than 100 g per
Karma too. kilometer ran will enjoy certain privileges, like more favorable
insurance package, provision of free parking, more favorable
conditions of financing. However, they are not exempted from
At the 2015 Detroit Motor Show i.e. North American customs duties, as it was announced.
International Auto Show are shown in eco cars of the future. For
example, “Acura NSX“ uses a new twin-turbocharged hybrid
powertrain and also “Volkswagen Cross Coupe GTE Concept“ with Increase of vehicles using natural gas happened because of
the four-wheel drive plug-in hybrid. Really they were eco-warriors, economic benefit for consumers, but they were certainly urged also
beacuse Detroit has everything. Although, “Chevrolet-s mild by ecological interests. It is very important that the number of
hybrids“ will be a thing of past after 2015. So, .....putting an end to “green“ vehicles constantly increases.
all “Chevrolet mild hybrids.“
5. References
4. Conclusion
We should remind on duties and constant care for the 1. Autosjedalica uvijek i bez iznimke, Roda, Roditelji u
environment we live in. Unfortunately the level of air pollution i.e. akciji, Nacionalni program sigurnosti cestovnog
the level of emission of carbon dioxide in the world is still raising. prometa, 5. dopunjeno i prošireno izdanje, Zagreb,
Additional actions are needed in order to limit the effect of climate 2014.
changes in the following years. Earth Day is an annual global event 2. Law on infractions, “Officaial Gazette of the
that occurs every April 22-nd, and this year 2015 it passed in the Republic of Serbia“, no. 65/13.
sign of the struggle against pollution and climate changes. In this 3. Law on Road Traffic Safety, “Official Gazette RS“,
paper there are mentioned the most efficient hybrids we can buy no. 41/09, 53/10, 101/11.
today, eco-conscious cars and in that way show support for the 4. National Strategy of sustainable development,
environment. "Official Gazette of RS", no. 57/2008.
5. Overview of project methods for monitoring of the
traffic safety indicators and their importance for the
“Volkswagen Golf“ is 2015 North American Car of the
strategic traffic safety management, Republic of
year and in April 2015, at New York Auto Show it was possible to
Serbia, Road Traffic Safety Agency, February 2014.
see all new trends in auto-motor industry all over the world.
6. N.Tomić-Petrović, ”New trends in environmental
safety in Serbia“, “trans&MOTOAUTO ’13“,
In the Constitution of the Republic of Serbia from year “International virtual journal for science, technics
2006 it is predicted that Republic of Serbia regulates and provides and innovations for the industry, MTM – Machines,
for sustainable development 12 and Council for sutainable technologies, materials“, year VII, Issue 4/2013,
development was established by Decision on establishing of ISSN 1313-0226, published by Scientific Technical
Council for sutainable development as expert and advisory body of Union of Mechanical Engineering, page 21-23.
the Government of Republic of Serbia.
12
See: article 97. of the Constitution of the Republic of Serbia, “Official Gazette RS“,
no. 98/2006.
13
Official Gazette of RS", no. 57/2008.
58
USAGE OF FESTO SIMULATOR FOR MARINE SYSTEMS
Naval Academy “N.Vaptsarov”, Varna
eng.M.Vasilev, phd
Е-mail: milenvas2003@yahoo.com
Abstract: Two simulators of ship automation systems are realized by means of FESTO didactic elements and software. They are applied into
syllabus for marine students and naval cadets. The analysis and advantages will be discussed between real and simulated systems.
Key words: FESTO simulator, ship’s systems, automation, algorithms.
59
37 – lamp for “Discharge” indication from main PLC.
38 – lamp for “Fuel admit” indication from main PLC.
39 – Push button „Automatic operation”.
40 – Push button „Discharge test”.
41 – Push button „Emergency stop”.
42 – Push button „Automatic STOP”
43 – Push button „Alarm reset”.
44 – Push button „Sound alarm reset”.
V. CONCLUSION
These two simulators have established already their possibilities in
Fig.4. ME RC system for MAN B&W S80-90MC engine the education trainings with students and cadets. They have been
used for post-graduated courses with ship engineers and also for
Stand assembling requires a proper choice of pneumatic, hydraulic specialized pneumatic and hydraulic trainings. The simulators were
and electric elements to be created more realistic scheme. good scope from collaboration between lecturers, students and
The main elements used for are: naval cadets.
- Pneumatic cylinders – single and double acting.
- Distributors 3/2 and 5/2 type. REFERENCES:
- Logic function valves „AND“ and „OR“. [1.] Operating Manual, Mitsubishi Selfjector Genius-Series.2014,
- Non-return valves. Japan.
- lamps and buzzers for alarm signals. [2.] Documentation of PLC Festo FEC, Compact.2008, Germany.
The diagram is divided at five main units: [3.] An Introduction to Statement List Programming, Festo. Revised
1. Turning gear. 1999.
2. Remote control. [4] MAN B&W S80-90MC HANDBOOK, 2003
3. Reversing mechanism.
4. Air starting mechanism.
5. Simulating of output power – ship propeller shaft.
60
CHALLENGES OF BLENDED LEARNING
Prof. M.Sc. Marunić G. PhD., M.Sc. Glažar V. PhD.
University of Rijeka Faculty of Engineering – Rijeka, Croatia
gmarunic@riteh.hr
Abstract: The nature of blended learning is expressed through dynamic educational process streaming towards perfect match of teaching
and technology. That alone represents a blended learning strength for both, academic and business world. In higher education blended
learning has been not a new term, but has intensively attached the importance owing to rapid development of available digital and social
media that have been utilised for adequate learning environments. This paper identifies core issues and points to the challenges of this
delivery mechanism in higher educational context. Some experience in the development of engineering graphics blended course is presented
along with few directions for future course redesign and research.
Keywords: BLENDED LEARNING, ENGINEERING GRAPHICS BLENDED COURSE
61
Fully Integrated instruction, but primarily as integrated and complementary learning
with certain implementation of two environments advantages [8, 11,
Mostly in person Mostly online learning;
13].
learning; in-person and in-person and online In this paper the attention is paid to a course level blending that
online learning activities learning activities are is very frequent and well elaborated in literature [2, 8, 11]. It
are fully integrated fully integrated
encompasses separate face-to-face and online parts of the course
In that both, overlap in time or not.
Online
person The survey in the report by Clayton Christensen Institute [14] gives
Mostly in person Mostly online learning;
learning; in-person and in-person and online more detailed distribution of blended learning methods. In Fig. 4,
online learning learning activities are blended learning methods are positioned related to the location that
activities are minimally minimally integrated determines specific model of learning. Rotation Model and Flex
integrated Model are accomplished predominately on brick-and mortar
location, while A La Carte Model and Enriched Virtual Model
represent entirely online learning. Starting from four models, the
Distinct first one Rotation Model is subdivided into additional four
models: Station Rotation, Lab Rotation, Flipped Classroom, and
Fig. 2 Variations of blended learning [11]. Individual Rotation.
In order to accomplish the balance between online and face-to –
face components of blended learning, important issue is how to Entirely online course is taken by A La Cart Model that can be
blend. The challenge is to include the strengths and exclude the accomplished either on the brick-and-mortar location or off-site.
weaknesses of each learning environment (Fig. 3). The desirable Students have the possibility to take some courses A La Carte and
amount of face-to-face and online learning varies for every course. others face-to-face at a brick-and- mortar location. Enriched Virtual
The decision about the ratio of blending components depends on the Model differs from the Flipped Classroom and fully online course
nature of instructional goals, student characteristics, instructor because the students have seldom face-to-face learning every
background, and online resources [3]. weekday and the face-to-face learning parts are required.
The report about experimental comparisons of learning by The engagement of new technologies and new pedagogical
means of meta-analysis was performed by U. S. Department of approaches for the development of blended learning are rapidly
Education [12]. It was concluded that blended instruction is more changing the blended learning models and the relationships among
effective than conventional face-to-face one. Furthermore, “when them.
used by itself, online learning appears to be as effective as
conventional classroom instruction, but no more so”. BRICK-AND-MORTAR ONLINE LEARNING
Strenghts of Environment
BLENDED LEARNING
Flipped
Classroom
Weaknesses of Environment
Individual
Fig. 3 Challenges to choose strengths and to avoid weaknesses of each Rotation
environment [5]
Fig. 4 Models of blended learning [14].
2. Models and Levels of Blended Learning In [15], blended learning is defined as a big concept that
comprises four models (Fig.5): Flipped Classroom, Station Rotation
The development of blended learning by combining two modes Model, Lab Rotation Model, and Flex Model. In Station Rotation
of learning, face-to-face and online may occur at different Model, students rotate through different learning stations where
organizational levels. In [5], blended learning examples are face-to-face learning might include various forms (small group or
presented that arise at four different levels: activity level, course full-class instruction, group projects, individual, tutoring, pencil-
level, program level, and institutional level. The blending occur
powered either by the learner at institutional or program levels, or
by the designer/instructor developing the blended learning at the
The Flipped
course or activity levels. Classroom
Two ways to categorise models are given in [11]: by Model
considering the amount of time spent online versus a time spent for The Station The
Rotation
face-to-face learning, and by evaluating the relative extent to which FlexModel
Model
these two learning environments are integrated. Fig. 2 shows that The Lab
each blended learning model is therefore represented as specific Rotation
combination. Model
Some authors alert that blended course should be not viewed
just through certain percentage of online and face-to-face Fig. 5 Models of blended learning [15].
62
and - paper assignments). The definition of Lab Rotation model positively effects on both, students’ final course success and
differs from the previous Online Lab model as students rotate positive attitude towards learning.
between the classroom and computer lab. The meaning of Flex
Model is the same for the citied authors regardless of temporal 4. Blended Learning Model of Engineering
distance. One of the most implemented and recent blended learning Graphics Course
Online Driver model, is widely known as Flipped Classroom Model
and the learning method as “flipping” [2, 14]. The students learn At the University of Rijeka Faculty of Engineering, Croatia
online delivered course material at their own pace, and in the (afterwards Faculty of Engineering) considerable progress has been
classroom the emphasis is given to learning that provides individual obvious in the first decade of this century as regards the acquisition
help and improves student-lecturer interaction. and utilization of recent hardware and software. These intentions
and possibilities have been crucial for the development of up-to-
3. Blended Learning in Higher Education date engineering curriculum, as this necessity was recognised
earlier but the realisation was limited by the circumstances. The
The challenges of blended learning in higher education are favourable environment coincided with the transformation of
numerous and their emergence is encouraged permanently based studies through the Bologna process and the development of new
upon the innovative technological developments and interaction curricula.
through traditional learning environments, which emphasises
blended learning transformational force. The studies of Mechanical Engineering and Naval Architecture
as well as newer study of Computer Engineering at the Faculty of
For higher education courses blended learning has become the Engineering, all included the course dealing with engineering
reality characterized by continuous investigation and debates of the graphics, although not covered with equal course hours. Until the
benefits, potential and effectiveness to transform and improve the year 2008 when the curricula according to the Bologna process
learning process. New, highly interactive, meaningful and student- were implemented, engineering graphics course involved traditional
centred blended learning environments have been developed teaching form where the classroom face-to-face teaching was
fostered by the current and advanced technologies. The combined with exercises based upon the use of computer and
convergence of traditional face-to-face and distributed learning adequate commercial engineering software. The efforts were made
environment that were sharply separated in the past has been in primarily to keep this basic hardware and software always up to
progress by developing blended learning environment. Different date, and to include new contents too, in spite of the inability to
media/method combinations and the needs of different audiences accordingly redesign the course.
have enabled the approach of face-to-face practiced in a lecturer- Along with available resources progress, engineering graphics
centred environment and person-to-person classroom activities, and course redesign has occurred going towards student-centred
distance learning system based on self-paced learning. environment. The changes embraced the method and media for
Numerical indicators cited by the authors, support the fact that delivery followed by adequate modification of course content and
blended learning has been embedded through higher education. In starting from the course goals/objectives consistent with Blooom´s
2005 [16], was found that 93% of doctoral programs and 89% of taxonomy.
master´s programs, but only 50% of baccalaureate programs offered The course management system MudRI [18] was adopted at the
blended learning classes. In [6], a short section is given considering University level that allows certain course designer to choose the
online course frequency and going from 2003 when roughly 10% range of possibilities offered by the system that best corresponds to
students in higher education took an online course, to 2014, when the course nature and objectives.
was projected that 50% of all post-secondary students would take The students approach the system by the allotted electronic
at least one class online. identity [19] and the corresponding course password. A blended
learning sequence consists of face-to-face lectures and laboratory
Christensen et al. [17] predicted that by 2019, 50% of all high exercises complemented by available on line resources that are not
school courses would be delivered online. limited to the course management system.
Through the course management system students can access to
Dzuiban et al. [8] believe that “the transformational nature of
general information about the course, the course content, and the
blended courses creates complicated interactions among many
additional text guides and examples related to the assignments and
components of the university similar to those found in the literature
all forms of assessment (home works, projects, final exam). The
regarding complex and social system theories.” The primary
created environment with the course content on-line gives the
changes in the roles and expectations of faculty, students, and
opportunity to make insight into the content that will be the coming
administrators are presumed. As regards the student population, the
one through face-to-face learning, and enables the self-paced
learning environment drastically differs from face-to-face one. The
learning. A certain content regarding the development of
student is forced to approach with more responsibility towards
engineering graphics documentation is completely delivered on line
blended courses with continuous and active involvement.
and removed from the classroom.
The presented results of research into blended learning in The final student’s scores cover the results of different
undergraduate studies have considered different methods of assessment forms that are performed during the semester
teaching and the applied recent technology. In the authors’ opinion (attendance and activities at lecture and laboratory classes,
[4], the use of new information and communication technologies homework, projects) and the exam at the end of semester.
along with face-to-face learning and the developed new learning The course management system has considerably improved the
environment, demand serious and intensive examination of the communication and the interaction velocity relating both, lecturer-
effect upon student´s learning. The research was performed in two student(s) and student(s)-student(s), by means of forum and/or e-
steps. First step dealt with the effect of involved blended learning mail.
on the obtained outcomes that was examined based on the dropout As engineering graphics courses run through the first year of
rate and the proportion of exam passes in the considered classes. study that is characterised by high student numbers, a blended
Secondly, the students´ experience of the process was analysed course facilitates the delivery of course material and improves the
through three aspects of their perception: the gained benefits, the communication. In the same time huge student population requires
effect on their learning experience and the derived satisfaction an extra effort to adopt proper ratio of face-to-face and on line
degree. Therefore, two outcome measures were combined, an instruction through the course management system in order to
objective measure regarding the final exam, and a subjective develop balanced and effective blended course.
measure expressing perception of the applied blending learning. The intended future efforts would be small steps in the course
The conclusion was that the implementation of blended learning redesign firstly towards more effective communication and
interaction based upon the increase of on line instruction and
63
possibility for more face-to-face activities, and secondly the [4] Lopez-Perez, M.V., Lopez-Perez, M.C., Rodrigez-Ariza, L.
implementation of emerging technology possibilities. In [5] some of Blended Learning in Higher Education: Students´ Perceptions
complementary strengths and weaknesses are separated that impact and Their Relation to Outcomes – Computers & Education,
class discussions as mostly used instructional method. As the Vol. 56, 2011, pp 818-826.
strengths of computer mediated environment, the flexibility [5] Bonk, C. J., Graham, C. R., Cross, J., Moore, M. G., in:
regarding the time and place, the possibility of 100% participation Handbook of Blended Learning: Global Perspectives, Local
and depth of reflection are mentioned, versus human connection and Designs, San Francisco, Wiley & Sons, 2005.
spontaneity of class discussions. The absence of spontaneity and [6] Heik, T. 6 Types of Blended Learning, 2012, Available from:
human connection are in the same time disadvantages of computer http://www.teachthought.com/learning/6-types-of-blended-
mediated environment, and for face-to-face environment these are learning/, Accessed on: 2015-03-20.
the decreased participation and the lack of flexibility. [7] Hijazi, S., Crowely, M., Smith, M. L., Shafer, C., in:
Some factors of influence are to be more weighted than others Proceedings of the 2006 ASCUE Conference, June 11-15,
that are set without the possibility of intervention and regulation. 2006, pp 67-73.
First of all it is the number of students that are engaged at the
[8] Dzubian, C. D., Hartman, J. L., Moskal, P. D. Blended
courses under consideration and the corresponding number of
Learning - EDUCAUSE Review, Vol. 7, 2004, pp 1-12.
classes needed. As the courses belong to the first year of study, the
question of student’s motivation and the achieved final success is
[9] Buckley, D. P. In Pursuit of the Learning Paradigm: Coupling
Faculty Transformation and Institutional Change -
crucial for both, the courses reputation and studies credibility.
EDUCAUSE Review, Vol.37(1), 2002, pp 29-38.
Today’s environment is promising for the acquisition and
engagement of new technologies that are essential driver for the [10] Driscoll, M. Blended Learning: Let´s Get Beyond the Hype,
course redesign which can certainly redraw students attention and IBM Global Services, Available from: https://www-
improve their motivation. In order to benefit from, the required 07.ibm.com/services/pdf/blended_learning.pdf,
resources have to be provided. Accessed on: 2015-03-20.
Another issue that is not less important concerns the [11] Millichap, N. & Vogt, K. 2012, Building Blocks for College
reconsidering of course management system possibilities in relation Completition: Blended Learning, Available from:
to additional or other ways of student’s assessment. http://net.educause.edu/ir/library/pdf/ng1235.pdf, Accessed on:
The intention is to evaluate possible expected improvement of 2015-03-20.
learning efficiency obtained through redesigned blended course by [12] U.S. Department of Education, Evaluation of Evidence–Based
collecting data that concern variety of aspects. Practices in Online Learning: A Meta-Analysis and Review of
Online Learning Studies, 2010, Available from:
5. Conclusion https://www2.ed.gov/rschstat/eval/tech/evidence-based-
practices/finalreport.pdf, Accessed on: 2015-03-20.
The strength of blended learning built in its basic and mostly [13] Cross, J., in: Handbook of Blended Learning: Global
used definitions comes out of the combined face-to-face and online Perspectives, Local Designs, San Francisco, Pfeiffer
teaching methods into one integrated instructional approach. Publishing, 2006.
Numerous benefits of blended learning have been reported [14] Clayton Christensen Institute, Blended Learning Definitions
based on its possibility to take advantage of certain environment and Models, Available from:
strength and to avoid less effective elements. http://www.christenseninstitute.org/blended-learning-
definitions-and-models/, Accessed on: 2015-03-20.
Osguthorpe and Graham [3] listed and described six goals that [15] The Four Important Models of Blended Learning Teachers
might be expected when developing blended environments: Should Know about, 2014, Available from:
pedagogical richness, access to knowledge, social interaction, http://www.educatorstechnology.com/2014/04/the-four-
personal agency, cost effectiveness and ease of revision. important-models-of-blended.html , Accessed on: 2015-03-20.
In [5] three reasons are extracted and elaborated that foster the [16] Arabasz,P.&Baker,M.B. Evolving Campus Support Models for
attractiveness of blended learning spreading: improved pedagogy, e-Learning Course, Educause Center for Applied Research,
increased access/flexibility and increased cost effectiveness. 2003, Available from:
https://net.educause.edu/ir/library/pdf/EKF/ekf0303.pdf,
Many works explicitly indicate the benefits of blended learning, Accessed on: 2015-03-20.
such as: class goals that can be easily met, redesigned courses with [17] Christensen, C., Curtis, W. J., Horn, M. B. Disrupting Class,
easily measured educational outcomes, students can collaborate on Expanded Edition: How Disruptive Innovation Will Change
their own time, enhanced computer literacy of students and the Way the World Learns, Mc Graw-Hill, 2010.
lecturers, temporal independence of student, improved [18] University of Rijeka, IT Academy, e-Learning Internet and a
communication, the reduced rates of drop, fail and withdraw. Learning Management System (LMS) MudRi (based on free
The achieved benefits of blended learning model and its impact source e-learning software Moodle), 2013, Available from:
on the learning effectiveness improvement, depend on how are face- https://mudri.uniri.hr, Accessed on: 2015-03-20.
to-face and computer mediated instructions blended, i.e. how [19] Infrastructure of Ministry of Science, Education and Sports of
successfully the peculiarities of actual environment through which the Republic of Croatia, Available from:
blended learning is developed are taken into consideration. http://www.aaiedu.hr/stanje.html, Accessed on:2015-03-20.
5. Literature
[1] Pankin, J., Roberts, J., Savio, M. Blended Learning at MIT,
Blended Learning White Paper sponsored by the MIT Training
Alignment Team (TAT), 2012, pp 1-3.
[2] The Definition of Blended Learning, 2013, Available from:
http://www.teachthought.com/blended-learning-2/the-
definition-of-blended-learning/, Accessed on: 2015-20-03.
[3] Osguthorpe, R.T. & Graham, C.R. Blended Learning
Environments Definitions and Directions - The Quarterly
Review of Distance Education, Vol. 4(3), 2003, pp 227-233.
64
INNOVATIVE APPROACH TO THE SERVICE QUALITY IN RAILWAY FREIGHT
TRANSPORT
doc. Ing. Eva Nedeliaková, PhD.1, Ing. Jana Sekulová 1, Ing. Ivan Nedeliak, PhD.2
Faculty of Operation and Economics of Transport and Communications – Žilina University of Žilina, the Slovak Republic 1
Railway Company Cargo Slovakia, Inc., the Slovak Republic 2
eva.nedeliakova@fpedas.uniza.sk
Abstract: This article describes the results of research focused on service quality after transportation by railway freight transport.
Importance of these services completes final quality of services and it has crucial importance in customer considering on the future use of
railway transport. Processes filling the customer demands and output quality assessment were defined as a part of the research. In this
contribution is introduced the map of quality planning and the algorithm of applied methodology.
Keywords: QUALITY OF SERVICES, RAILWAY FREIGHT TRANSPORT, MAP OF QUALITY PLANNING
low. In that case there arise opportunity for transporter, who can Future product,
future process
exceed expectations and leave the impression of good quality and
high competences in solving problems and after ending Characteristics of
the product
transportation.
65
Reality = temporal, spatial and informational security of the utilization railway freight transport and purpose-built units structure
phase after transportation, including ensuring the intactness of the formally organized railway company.
consignment after transportation.
The individual railway stations and opportunities of fulfillment
Flexibility = speed of handling complaints in case other services quality were assessed through point rating scale, which
additional customer requirements after transportation, including uses 101 points, from 0 to 100, to measuring "micro pushing" level
exact invoicing of fees for transportation. of quality processes filling requests of customer. (Poliak, 2010)
This scale for phase of transportation chain after transportation is
Customer care = reinsurance of operations related with mentioned in Table 1. Every railway station could reach a
unloading of consignment in destination station, solution the maximum of 100 points, and each process needed to ensure quality
problems that arise after the end of the transportation. service was worth 10 points.
Understanding and knowledge of customer = help and support Table 1: Rating scale1.
customer needs, knowledge of customer needs. Number of points Quality level
within application of the methodology in real conditions of the 21 - 40 partially suitable quality
transport market.
41 - 60 standard
Quality of services
after the 61 - 80 over standard
transportation
81 - 100 fully suitable target quality
66
EVALUATION OF THE EFFECTIVENESS OF LIBERALIZATION OF THE RAIL
FREIGHT MARKET IN SLOVAKIA
67
o solvability for the rendition of transport services railway undertaking must have a safety certificate. Safety certificate
o solvability is checked out annual accounts is issued by Transport Authority on the base of railway undertaking
request.
• Indication of network or lines where the applicant wishes to
provide transport services 3. Comparison of the development of traffic
• Type and volume of traffic at what applicant ask for licence performance on the railway network ZSR
• Data on the number and type of operating rail vehicles The aim of the liberalization of the rail transport market is to
increase the competitiveness of rail transport to road transport. This
• Description transport line and time table [8] aim should be to help on change of railway infrastructure charging
An applicant who meets the requirements of § 11 of the Act on system, which significantly reduced the charges for the use of
Railroad Traffic has the right to issue licenses. A license to provide railway infrastructure, mainly for through trains. The following
rail services granted by the licensing authorities of other EU figures show a comparison of transport performance in passenger
Member State is valid in the Slovak Republic as well as the license and freight transport on the railway network ZSR. [1-4]
granted by the licensing authority under this Act.
40000
The following table shows number of valid license for freight 35000
transport in selected European countries.
30000
thousand train.km
Table 1: The number of valid license per country 25000
Number of licenses 20000
Country
New Amended Suspended Revoked
15000
Germany 58 40 0 19
Poland 57 33 2 30 10000
Czech Republic 46 4 0 1 5000
Hungary 29 6 0 15 0
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Slovak Republic 27 1 0 1
Italy 22 5 0 5 passenger traffic goods traffic
Lithuania 13 1 16 1
Spain 13 6 0 0 Fig. 1 Development of traffic performance in train-km
Sweden 13 7 0 9
Austria 12 0 0 0 30000
Source: ERADIS
25000
Railway companies have to conclude Contract on the access to
gross tonne-km
the railway infrastructure of ŽSR after obtaining the license. This 20000
contract contains the terms and conditions for providing transport
services on the railway network. 15000
• path capacity has been allocated to the train operator, or the passenger traffic goods traffic
train operator is providing the transport services for a person, to
whom the path capacity was allocated, Fig. 2 Development of traffic performance in gross tone-km
68
100 4. Modal split
90 The main actors in the transport market include freight carriers,
80 haulers, state and forwarding organizations. Each of the entities
70 located in this market follows its interests. Hauler requires the
60 transport with high quality at a reasonable price, carriers and
50 forwarders organizations require a reasonable profit, the state role
of the state is the tendency of sustainable mobility. [9]
40
30 The following figures shows the modal split in the Slovak
20 republic. Figure 5 shows the modal split before the full
10 liberalization of the rail freight market. [5, 12]
0
2009 2010 2011 2012 2013 2014
3%
ZSSK Cargo Slovakia other railways companies 35%
Railway transport
Fig. 3 Share of the transport operators on the traffic performance - number
of train Road transport
Road transport
Fig. 4 Share of the transport operators on the traffic performance - train-km
69
5. Result and discussion 6. Conclusion
Comparative analysis showed that the liberalization of the One of the aims of European transport policy and Slovak
railway market as well as the change of the charging scheme of transport policy too is improving competitiveness of railway
railway infrastructure in Slovakia has not yet produced the desired transport in the transport market. In the Slovak republic has been
effect. Performance of goods rail traffic is volatile downward trend, realized a number of measures from full liberalization of freight
whereas the average annual decrease since 2001 is more than 3%. In railway transport to change charging schemes of railway
contrast, the performance of road freight transport recorded after a infrastructure since 2001. Despite these measures the share of the
slight dip in 2009, in 2011 increase again and move to the level of railway transport in the transport market didn’t increase.
2008 and it increase continually since.
In the market economy freight transport it is part of the logistics
The main reason of this decrease can defined as follows: management, which plays an important role in safeguarding
corporate activities and affects the quality of processes. The role of
• Change of productions in the national economy the carrier is to know customer needs and respond on them to
• Low flexibility of providing transport services supply of needed transport services. Nowadays, the companies in
• Low portfolio of additional transport services Slovak republic consider the price as a major factor which influence
choose of transport mode.
• Problems with interoperability railway vehicles as soon as
train crews and drivers This paper is supported by the VEGA Agency by the Project
1/0701/14 “The impact of the railway freight transport market
• Dependence on manager of infrastructure
liberalisation on the social transport costs”
• High capital and running costs
• Challenging maintenance of rail vehicles References
• Closing of line to traffic of manager of infrastructure [1] Annual Repoort ZSR, 2003. Available from: http://
• Norms of weight or length train in the regional line is not www.zsr.sk/buxus/docs/vyrSpravy/VyrocnaSprava2003.pdf
enough [2] Annual Repoort ZSR, 2008. Available from: http://
• Longer term of delivery compare to road transport www.zsr.sk/buxus/docs/vyrSpravy/VyrocnaSprava2008.pdf
• High cost during transport small number of wagons in the [3] Annual Repoort ZSR, 2010. Available from: http://
train www.zsr.sk/buxus/docs/vyrSpravy/VyrocnaSprava2010.pdf
• High costs of operation, maintenance and managements of
[4] Annual Repoort ZSR, 2014. Available from: http://
railway siding
www.zsr.sk/buxus/docs/vyrSpravy/VyrocnaSprava2003.pdf
• Need for professional employees with specific skills etc.
[5] Current data on transport. SU SR, 2013. Available from:
We are realized the pilot research in the some selected industrial https://slovak.statistics.sk/wps/portal
companies with a view to find out what influence costumers when
choosing a mode of transport. The research was realized through [6] Dolinayová, A., Ľoch M.: Comparative analysis of charging
personal questioning in the largest companies in two region with schemes for rail infrastructure and performance of railway
different economic level. Choice of regions was done designedly undertaking in SR. In: EURO - ŽEL 2014. 22nd international
with a view to find out differences between economically developed symposium "Recent challenges for European railways" 3rd-4th
and economically weaker regions. June 2014, Žilina, Slovak Republic. Symposium proceedings.
Brno: Tribun EU 2014. ISBN 978-80-263-0700-6.
The majority of addressed companies carries their product to
medium and longer distances. Half of these companies used the [7] Guide for candidates before entering the network ZSR.
services of road haulage operator, 33% of rail freight traffic and Available from: http://www.zsr.sk/slovensky/zeleznicna-
17% of companies have own vehicles. dopravna-cesta/marketing/informacie-pre-
dopravcov/prirucky.html?page_id=3125
We determined these factors based on previous research:
[8] Licensing Practices, Regulatory Authority, 2014 Available
• Price from:http://drahy.nsat.sk/povolenia-a-licencie-na-
• Speed of transport zeleznicnych-drahach/licencie-na-prevadzkovanie-dopravy-
na-zeleznicnych-drahach/postup-pri-udelovani-licencie/
• Meeting delivery terms
• Safety [9] Nedeliaková, E., Nedeliak, I., Halás M.: Sustainability of
european system in the context of transport policy measures
• Environmental aspect impact In: EURO - ŽEL 2014. 22nd international symposium
• Providing additional services "Recent challenges for European railways" 3rd-4th June 2014,
Žilina, Slovak Republic. Symposium proceedings. Brno:
The companies considered the price as the most important Tribun EU, 2014. ISBN 978-80-263-0700-6.
factor when choosing a mode of transport for transportation of their
products and the least important factor was environmental aspect in [10] Network Statement 2015, ZSR Available from:
the both regions. Different results were only at two factors – speed http://www.zsr.sk/anglicky/railwaysinfrastructure/marketing/n
of transport and meeting delivery terms. The companies in the etwork-statement.html?page_id=1047
regions with higher economic level considered speed of transport
[11] Report from ERADIS database, 2015. Available from:
more important than meeting delivery terms and in the companies in
https://eradis.era.europa.eu/safety_docs/licences/statistics_ru.
the region with lower economic level it was other way round.
aspx
[12] Statistical Yearbook 2012.VEDA, SAV Bratislava 2012.
ISBN 978-80-224-1266-7
70
DETERMINE THE OPTIMAL ROUTE OF THE ROUTING OF THE SINGLE
WAGONS METHOD CPM ON THE NETWORK ŽSR
71
contains regulations of the freight wagon transport routing. The
wagon consignments transport is regulated by the directive of ŽSR
SR 70 – Transport points classifier of the Slovak railway network
according to attachment 1 and the directive D16. The cargo routing
in the freight stations is based on the Routing book which is
designed for every station.
The single wagon routing is based on the train formation plan of
the freight transportation which analyzes and regulates every step
according to the requirements of the commercial department. It is
done on the basis of the part A – formation of the relational cargo
Fig. 4 – The example of the rim assessment chart
from the routing stations according to cargo table depicted in figure
3. Step 3:
• Drawing a table for the “project” tendering period
calculation itself by means of the calculation sheet,
creation of the table in the Excel, or via software
application,
Step 4:
• Calculation and allocation of the critical route
72
Table 1: The characteristic of the variants CPM calculation. In this case, the individual activities are assessed
by the tendering period in minutes.
1st Variant
The wagon load transport route Plaveč - Košice – Žilina –
Bratislava – Štúrovo is considered in the first variant. This wagon
load will be revised in every train formation station on the route.
The kilometer distance represents 656 km.
2nd Variant
The route Plaveč – Košice – Lenártovce – Zvolen – Levice – Fig. 6 The chart of the wagon consignment transport activity
Štúrovo is considered in the second variant. The wagon The next step for the CPM calculation is to create the table of
consignment is recasted in two ways. Firstly, the wagon the activities which follow up one after another during the wagon
consignment is directly transported by a transversal freight train to consignment transport from the station of the departure to the
Zvolen, and secondly, it is carried out by recasting in the railway station of the destination. The following up activities are depicted
station Košice. The distance is 450 km, and it represents the saving the table 2.
of 206 km in comparison to the first variant.
Table 2: Description of the activities during the goods transport
3rd Variant
Description of the Tendering Previous
Activity
The route Plaveč – Košice – Margecany – Zvolen – Levice – activity period [min.] activity
Štúrovo is considered in the third variant. The wagon consignment A Single wagon transport 678 -
will be recasted in the each station. The distance is the same as in
the second variant, 450 km, thus it also represents the saving of 206 B Single wagon transport 336 -
km in comparison to the first variant.
C Single wagon transport 967 B
Identification of the essential activities
D Single wagon transport 1 000 B
Identification of the essential activities is the basic step for the
calculation application of CPM on the network of ŽSR. Within the E Single wagon transport 573 B
wagon current optimization, these activities consist of individual F Single wagon transport 204 A,B,D,E,F,
freight train routes which follow one after another after the wagon
consignment is recasted in the train formation station or in the G Single wagon transport 369 A,B,D,E,F,G
shunting yard. While we are solving the selected relation Plaveč –
Štúrovo, the activities involve the transport by the transversal H Single wagon transport 204 B,C,
freight trains or manipulation freight trains. The activities are I Single wagon transport 302 B,C,I,
divided as follows: [5]
A. The single wagon transport Plaveč – Zvolen,
The application calculation of the CPM was based on the
B. The single wagon transport Plaveč – Košice, definition of the essential activities and the table in the spreadsheet
C. The single wagon transport Košice – Žilina, applicationExcel.
D. The single wagon transport Košice – Zvolen,
E. The single wagon transport Košice – Margecany – Zvolen,
F. The single wagon transport Zvolen – Levice,
G. The single wagon transport Levice – Štúrovo,
H. The single wagon transport Žilina – Bratislava,
I. The single wagon transport Bratislava – Štúrovo.
73
The chart consists of the several parts. The circles represent optimization of the single wagon consignment routing. We
individual stations on the transport route, where the variant of the compared three variants of the transport on the selected relation and
transport route is depicted by the connection of the following we found out that it is possible to achieve time saving of 1594
activities. The circles are divided into three parts and their minutes and to decrease the running time of the wagon consignment
description is characterized in the following figure. by 206 km when all the activities follow one another.
To increase the competitiveness of the rail freight transport, it is
necessary to create an effective system of the wagon currents
Junction organization, which will take into an account economic criteria of
the carriers and simultaneously it will consider the capacity of the
infrastructure manager.
Contribution is processed in terms of solving grant problem
VEGA 1/0707/14 “The impact of the railway freight transport
The earliest The latest market liberalisation on the social transport costs“which is being
possible possible solved at Department of Railway transport, Faculty of operation
beginning beginning and economics of transport and communications, University of
Žilina.
5. Conclusion
There is a possibility to achieve time-saving of the single wagon
delivery from the place of the departure to the place of the
destination and also cost saving for the customers and the carrier. It
may be achieved by the optimization of the wagon currents with the
usage of the optimization methods and identification of the
restrictive criteria.
Based on the calculations by means of the CPM, which is
enlisted among the optimization methods, it is possible to achieve
considerable time saving of the consignment delivery by the
74
MODERN METHODS FOR THE TEACHING OF VEHICLES CONTROL AND
DIAGNOSTICS SYSTEMS
M.Sc. Dižo J. PhD.1, M.Sc. Galliková J. PhD.1, M.Sc. Blatnický M. PhD.1, Assoc. prof. M.Sc. Dalibor Barta, PhD.1
Faculty of Mechanical Engineering – University of Žilina, Slovak Republic1
jan.dizo@fstroj.uniza.sk, jana.gallikova@fstroj.uniza.sk, miroslav.blatnicky@fstroj.uniza.sk, dalibor.barta@fstroj.uniza.sk
Abstract: The development of microelectronics intervened greatly in the automotive industry, therefore this fact cannot be ignored in the
education. In today’s teaching absent methods, special classrooms and didactic tool, that allow to know the operating principle, processes
understanding and also diagnostics of vehicle electronic systems. The project, which is realising at the University of Žilina intended for the
modern education of several study programs is presented in this paper.
This project will influence on professional qualifications of project investigators. They will improve their knowledge by means of
professional training. New knowledge they will transfer subsequently in the education.
The strategic goal of the project is “Reconcile the needs of the knowledge society and the labour market in higher education in the field of
automotive technology”.
75
university employees in research and development and doctoral Presented teaching tool is able to fully generate real action and
students who will participate in the execution of project activities. real electronic signals of a particular vehicle. To ensure high
comfort and economy of teaching is a feature of some mechanical
The project will create specialized classrooms with modern components, e.g. mechanics of combustion engine emulated by the
teaching aids based on the most advanced systems of diagnostic electronics and control unit for the heading to “feel” in the real
panels that will simulate controllers and other functional activities environment and allows you to perform all the functions flawlessly
within the operation of vehicles. inside (on board) and parallel pin diagnostics. Teaching material is
Analysis of all processes, lessons learned result in an controlled by a PC and PC teacher students. Both computers have
adjustment of existing curricula and create new learning materials different rights and information. Computer teacher allows you to
for students of compulsory subjects and many other optional generate a large number of disorders, while working student is
subjects. provided with a diagnostic means.
It is expected to increase interest in younger age groups to study The HD Elektronika Company prepares the description of
the issue to the creation of highly sophisticated experimental simulated waveforms. It offers various types of diagnostic panel:
teaching simulation-based electronic educational panels.
• VEP500/motor – diagnostic panel “Motor”,
The present project follows the requirements of the activities in
• VEP500/BSI – diagnostic panel “Central electronics
the field of strategic importance for the further development of
BSI”,
economy and society and is consistent with the long-term aim of
University of Žilina. • VEP500/ABS – diagnostics panel “ABS”,
Achievement of project objectives and challenges manage to get • VEP500/AIR BAG – diagnostics panel “AIR BAG”,
a flexible and fast-adapting graduates whose inclusion san and the
labor market due to meeting market requirements will help develop • VEP500/KL – diagnostics panel “Air Conditioner”,
the region and ensure that such companies to greater prosperity and
• VEP500/KE1 – diagnostics panel “Comfortable
a better quality of life [1].
electronics”,
3. Project management, involvement of partners • VEP500/KE2 – diagnostics panel “Comfortable
The project is led by the Department Transport and Handling electronics”,
equipment for the Faculty of Engineering. Department focuses on For VEP500 Škoda Fabia 1.4 16V components are used.
tackling vehicle safety against derailment, wheel/rail contact, theory
and design of rail vehicles and track maintenance machines, testing
braking systems.
The Department develops the theory and application of
maintenance of rolling stock as well as machinery and equipment in
general, deals with the problems of reliability and development of
new systems maintenance, management of maintenance processes
using the most advanced software in the field of project
management and computerized maintenance management system. It
continues also in the traditional areas of research as drive traffic,
traffic vehicles and their quality and environmental parameter, with
emphasis on reducing noise and vibration.
The Department is also aimed at addressing the various issues
of theory and design of reciprocating internal combustion engines
and virtual modeling, dedicated to the problems of the
environmental burden of energy units equipped with combustion
engines, cars and other means of transport.
For the management and implementation of the project the
project team corresponds. Its foundation is a combination of internal Fig. 1 Diagnostic panel “Motor” (VEP500/motor) [2]
and external team staff team. The project team consists of: Project
manager, coordinator of professional activity, Clerk, Personnel
Worker, publicity manager, accountant, financial manager, to public
procurement, monitoring manager and project participants [1].
76
Functional panel electronics powerplant car with computer –
controlled fault simulator – we propose to built a fully functional
panel electronics powerplant operated and extensile through the
CAN bus, which will be supplemented by computer-controlled
simulator disorders.
77
Students involved in the project will be able to use new knowledge
in practice in the labor market as well as any further education.
The basic benefits of the project can be included:
- use of knowledge and results, in cooperation with
professional experience and the professional community,
- addressing common challenges in new partnerships
(automotive production, diagnostics),
- processing of technical publications, technical papers,
- development and promotion of professional development
of young researchers at a higher quality level,
- increasing the quality of the practical vocational training
students for 1st, 2nd and 3rd education degree,
- coordination of further development of HighTech in
Fig. 8 Simulated waveforms [2] industry in Slovakia,
- professional participation in global and international
forums and conferences,
Škoda Fabia – real functioning didactic interactive system. It
consists of: - implementation of activities that will contribute to
increase the motivation of young people to study technical
- Two panels “Powerplant” and “BSI”, disciplines.
- Functions of engine drive (RPM, camshaft, crankshaft) are Conclusion
completely emulated microprocessor,
On completion of project activities is expected to be full
- Functions of chassis (measurements of velocity) are utilization of the project results in the form of operation of the
emulated microprocessor, dedicated classrooms for simulation of electrical management
- All BSI components and functions are operational, processes for vehicles and engines. An important indicator of
sustainable will create learning materials (textbooks, scripts), which
- Test points for diagnostics are labeled in conformity with will be recording the results of the analysis of labor market needs in
the service documentation of Škoda Fabia, the field of automotive technology and the use of innovative models
in practice.
- Properly working control loop between the combustion
engine and the control unit ECU. The ECU does not detect After completion of the project we will continue to expand
any error resulting from a malfunction engine, opportunities for studying at our university and ensure the
development and progress of the school. This follow-up activity
- Complete On Board (serial) diagnostics,
after the project we want to finance from its own resources,
- Excellent four channel Pin Diagnostics “Diana”, subsidies, if necessary EU resources in the form of projects or
trought sponsorship.
- Computer control station teacher is equipped with
sophisticated intuitive software. Using this software the
teacher can guide the didactic devices. Creating new
challenges for teaching and create about a million error Acknowledgement
combinations that students can solve. Error combinations This contribution is the result of the project implementation:
represents cases of actual practice. “Modern methods of teaching of control and diagnostic systems of
- Student stations are equipped with special software, which engine vehicles”, ITMS code 26110230107, supported by the
stimulates activity and creativity of students. Using this Operational Programme Education.
software, the student learns the theoretical and practical
principles of operation of automotive components and
their cooperation. Students can also learn how to
implement and PIN On Board Diagnostics,
- Special instruction increases the activity of the teacher and
updated knowledge of students.
78
INTERNET AND SEO METHODS BY ROAD TRANSPORT BUSINESS
Príspevok vznikol v nadväznosti na riešený projekt spolufinancovaný zo zdrojov EÚ s názvom „Kalita vzdelávania a
rozvoj ľudských zdrojov ako piliere vedomostnej spoločnosti na Fakulte PEDAS Žilinskej univerzity v Žiline“, ITMS
kód projektu 26110230083“, riešeného na Žilinskej univerzite v Žiline.
This paper is prepared with the support of the project "Education quality and human resources development as the
pillars of a knowledge society at the Faculty PEDAS, University of Žilina in Žilina.“, ITMS project code 26110230083,
University of Žilina.
79
offered by multiple companies, such as RaalTrans.sk, Timocom.sk, accessibility, speed, visibility. This serves to identify the steps
Trans.eu and others. necessary to long-term improvement of its position, improvement of
the online visibility, creation of the so called back links and
Use of webpages sometimes also to increase the activities on blog and social
networks. A strategy of complex optimization is prepared; this can
The use of webpages is an important part of company's last a couple of months based on the clients' preferences and its
informatics and a strong marketing tool. Webpage is – in a way – is results are measurable. [4], [5].
a space, a folder on a server that is publicly accessible and includes
information (text, graphic) to be published in the form of hypertext In Slovakia, SEO is offered by multiple companies, for
documents. A solid and prosperous company in particular should example:
represent itself on its own domain, the title of the web. The content
of the webpages should serve to present the company for the public, • Pizza SEO (www.pizzaseo.com)
to prospective clients, as well as for communication with them. A • H1 Slovakia (www.h1slovakia.sk)
current requirement is that the webpages are dynamic, allowing the
clients to send queries, orders or to fill in a form. Webpages that are • Seocentrum www.seocentrum.sk
too slow are a great deficiency; this is often caused by a graphic • Internet Partners (www.internetpartners.sk)
presentation that is too demanding on the connection speed; this
may discourage the visitors and the company may lose a
prospective client. Trying to save the money, companies sometimes Some companies also deal with the creation and management of
places their pages on public servers that are free of charge, social network pages and e-shops.
however, this increases the risk of inaccessibility, slow download
speed, loss of data or appearance of improper advertisement.
Webpages can be run on an own server place either in the
company or in a data centre, on a rented server or through a
webhosting. In the case the company decides to outsource the
running of its information system (use a hosting), it should ensure
that it hires a trustworthy and capable provider. [1]. The provider
may use a virtual server, when the server fulfils the function of web
and/or e-mail server for multiple client companies.
SEO – Search Engine Optimization What factors influence the Google search?
SEO is an aggregate of methods and tools to achieve a Looking for answer to the question which factors mostly
prominent placement in the search engine results, leading to influence the final search results in Google, multiple quantitative
increased website visits and increased number of customers. and qualitative characteristics were followed. (6 quantitative and 8
Today's Internet user is impatient and looks only at a few first qualitative) [2], [3].
search results. So, if the link is to be found lower on the list of
results, it is likely to get overlooked. According to the statistics The analysis shows that creation of own local webprofile on
published at www.iprospect.com, 68% of users only read the first the Google map that can be viewed in the contact section by a
page of results, 17% of users read also the second page and only 8% potential customer, has the greatest impact on the improvement of
of users read three or more pages. the company's website in the order of search results.
Unlike the directly paid advertisement, the SEO requires highly The second factor is having the key word in the name of the
professional skills and knowledge from the field of informatics; this profile. The companies that have the searched key word in its name
is why the SEO is usually outsourced. achieve better results in the search.
Companies offering SEO outsourcing usually offer complex The only quantitative factor that influences the search results is
services, starting with detailed input analysis of the web site – a the number of references of the company in the Google search
Web Presence Audit. The website is analysed from different engine, i.e. the number of search results with the same data on the
perspectives: content, source code with key words, hyperlinks, company, such as the phone number and address. [2], [3].
80
We have verified the results of this research on the case of key static and not updated for a long time. It suggests that these
words "road cargo transportation" and "cargo transportation" in the companies do not pay enough attention to the use of online
Google search engine. In both cases the results were comparable. In communication. This could be the reason for a worse search engine
searching for "road cargo transportation" , the search engine offered position.
mostly websites of offices and institutions, or, more precisely,
documents published by them dealing with road transport The parameter "number of company references" was not
(ministries, district offices, laws, regulations).This is why we examined, but our previous research does not suggest that it has
examined the search results for companies offering road cargo such and effect as the above-mentioned qualitative parameters.
transportation with the seat in Žilina or Žilina region. The search
was carried out in three consecutive days on different computers, Conclusions
but the differences in results were negligible, that is why average The results of our enquiry show that if a company wants to
results are presented below. improve it Google search results, it should create its own local
Google offered 91 600 results while searching for "cargo profile on Google maps and it should include the object of its
transportation Žilina“ ("A" from now on) and 312 000 results while activity in its title or in the keywords on its website. Investment
searching for "cargo transportation" ("B" from now on). The devoted in the creation, management and updating of websites,
prominent results offered directly paid advertisement of companies preferably in cooperation with a company specializing in complex
located close to the city of Žilina, even without searching for internet marketing, covering search engine optimization, design and
"Žilina". First five pages of results of each search were examined. management of pay-per-click campaigns, usability and accessibility
In the "A" case, the paid advertisements were to be found on the services, as well as social network marketing and reputation
first page 11 times on average. On the next pages it was 7, 3, 1, and management, brings benefits in the form of increased number of
1 times. In the "B" case, the paid advertisements were to be found 9, customers and improved economic results.
6, 3, 3 and 3 times respectively. The advertisements were used
mostly by larger freighters and transportation databases, e.g. LKW References:
Walter or Timocom. [1.] Knutelská, M., Šusteková, D.: Internet v službách
We identified 4 companies that always placed on the prominent znalostnej ekonomiky = Internet in the services of
positions (apart from the advertisement). They all had their own knowledge-based economy. In: Znalosti pro tržní praxi
local profile on the web on Google maps. 2013 = Knowledge for market use 2013. Olomouc:
Societas Scientiarium Olomucensis II, 2013. ISBN 978-
80-87533-05-5. – p.. 115-120.
[electronic resource:
http://knowledgeconference.upol.cz/proceedings/ ]
81
CARPOOLING AS A MEASURE FOR ACHIEVING SUSTAINABLE URBAN
MOBILITY: EUROPEAN GOOD PRACTICE EXAMPLES
MSc.Eng. Parezanović T.1, Petrović M. PhD.1, Bojković N. PhD.1, Prof. Pejčić Tarle S. PhD.1
Faculty of Transport and Traffic Engineering – University of Belgrade1, Belgrade Serbia
82
• Real time carpooling (instant, ad-hoc or dynamic In Debrecen (Hungary), one of the largest university towns in
carpooling): emerged from the flexibilisation of working Hungary, carpooling was an innovative solution. With the
times. Service providers offer real-time matching: participation of university student organizations and the use of their
commuter’s demand is instantly matched with a intranet, a service for pairing driving was created. The service was
compatible offer in order to keep waiting times as short as promoted by local television and radio stations, leaflets and the
possible. university intranet. After completion of the implementation of this
system in 2008, there were 100 registered users and 204 ads placed
Generally, carpooling can happen in a spontaneous way, as is - information about sharing rides. Given that it was a completely
the case with common household members trips or friends and new project, the efficacy is obvious.
colleagues travelling together. Accordingly, carpooling can be
differentiate as internal or external [2], whereby the internal one As well as in Debrecen, the city of Krakow in Poland, began
appears in the above described situations. It is characterized by a with the implementation of this system primarily for the needs of
high degree of confidence between carpoolers. On the other hand, universities and students, but the ultimate goal was the inclusion of
the external carpooling happens when there are no specific relation all residents of Krakow. During the first year of implementation, the
or previous communication between carpooling members. This kind project under the name Let's ride together attracted 700 users, while
of carpooling is therefore more demanding in terms of organization. the number of registered monthly trip varied from 30 to 50.
This is not only because of possible resistance and mistrust, but also However, two key barriers in the application of carpooling were
because of the need to determine the location of the carpooling detected - the fear for personal safety and the unwillingness of
checkpoints. Additionaly, the origins and destinations of driver and sharing rides with strangers.
carpoolers or carpoolers themselves may be different, which implies In the city of Rome, the primary objective of carpooling system
the need for complex organization from external sources. was reducing congestion in the central city area, as well as
Table 1 summarizes some forms of travel arrangements within a promoting more efficient ways of using the car. In order to
carpooling concept. determine the characteristics of travel in the project area, the
extensive research with about 100 000 questionnaires was
Table 1: Some characteristics of carpooling conducted. A simulation model designed to manage carpooling
High household memebrs services was developed and installed. The results of the application
friends, colleagues, neighbours, of these measures were encouriging: a total of 1 180 carpooling
Degree of connection Medium users were registered, while the occupancy vehicles raised to 75%.
etc.
Low unrelated people The concept of carpooling in Perugia (Italy), was primarily
intended for students and staff at the University of Perugia. During
matching the implementation the specific prototype-gate was developed. It
O
non-matching was able to verify the number of people in the vehicle before
Origin/destination entering the parking space designed for carpoolers, by reading
(O/D) matching occupant's smart cards (prepaid cards for carpooling). Vehicles with
D three or more passengers were allowed to access the parking lot.
non-matching
Thus, car owners were enforced toincrease the occupancy of their
spontanious vehicles.
Travel organising pre-arranged In Toulouse (France) carpooling Association Covoituval
operated within the existing mobility center established by the
dynamic
operators of public transport Tisséo who granted it official status.
household budget savings Within two years (2005-2007), the number of registered users
Financial aspects increased from 194 to 1 866, where as many as 17% of users shared
individual travel costs savings drive on a daily basis. For this period, about 1 600 000 kilometers
were avoided, with a saving of 340 000 kg of carbon dioxide
equivalents.
3. Carpooling in Europe – good practice examples Within CIVITAS II project in the German city of Stuttgart,
A number of studies and initiatives promote the concept of carpooling application is tested for the purpose of major sporting
sustainable mobility. One of them is the CIVITAS initiative whose and other events in the city, or in cases where there is a high
aim is to support financing sustainable mobility projects and demand for transport to the same place at the same time. Existing
provide the platform for knowledge exchange. The CIVITAS system-portal for registration and booking driving Pendlernetz
initiative put emphasize on measures that favour efficient and Stuttgart was adapted to travel for the purpose of attending sport
environmentally less harmful transport. events, concert, etc. The promotion of this system in particular has
contributed to the football club Stuttgart and VfB Stuttgart, for
Together with other initiatives that promote sustainable mobility example through the club newsletter and stadium display screens.
like EPOMM 2 (European Platform on Mobility Management) or Also, more than 45 major companies in Stuttgart participated in the
KonSult 3 (Knowledgebase on Sustainable Urban Land use and organization of promotional campaigns, creating presentations,
Transport), CIVITAS project eventually became important posters and flyers to their employees presented this new system. As
knowledge database in this area. Based on practical application, the a result of the measure, the demand for carpooling system
policy makers have gained valuable insight and evidence on increased: the number of hits rides on the carpooling portal
performance for many soft policy measures whose potentials are increased from around 200 000 in 2005 to more than 800 000 in
often questionable. By now, more than 200 cities across Europe 2008. The fact that more than 120 companies and about 40
joined CIVITAS. They are committed to test innovative urban municipalities in the region promote the link Stuttgart Pendlernetz
mobility measures and exchange good practice. Since 2002, Portal confirms the growth of public awareness.
CIVITAS initiative has realized a number of carpooling measures in
many different cities. A brief overview of some of them is presented In many other cities across Europe the idea of avoiding solo
below [5]. driving is appearing. For example, the carpooling system in
Belgrade still does not exists in the way it is intended to be - for
commuters and regular daily rides. Instead, there are recently
2
www.epomm.eu
introduced systems of sharing rides mainly across country and for
3
http://www.konsult.leeds.ac.uk/ one-time purpose, which can accordingly be rather considered as
83
ridesharing concept. The information about them is available on the always easy to achieve, and which is also the subject of change.
web platforms, www.blablacar.rs and srbija.timskavoznja.com. That is why large companies should be active participants in the
implementation of the concept. In order to encourage companies
However, there is no evidence about the share of carpooling and enhance their interest to act proactively carpooling should be
traveling within the city of Belgrade. Anyhow, the carpooling
considered as a part of their overall environmental performance. If
concept still has no media attention and the citizens are generally the environmental benefits are attributed to the company that has
poorly informed about it. introduced carpooling, it will be one way to enhance their
motivation.
4. Obstacles and potentials for implementation of Based on these observations and evidence from practice, the
SWOT analysis (Figure 1) of carpooling can be a useful tool for
carpooling policy makers and other stakeholders.
An efficient use of carpooling system requires the involvement
• lower congestion, • low drivers'
of all stakeholders: government, the ministries, local authorities, motivation
emissions,...
state institutions, big and small-size companies, employers, all • travel costs savings • low level of trust
citizens. For the introduction of carpooling, it is necessary to define • sharing infrastructure • lack of
capacities institutional
the basic parameters affecting the proposed system. The starting support
point for the application of this concept would be the research about
the attitudes and knowledge of the carpooling benefits, thereafter
the survey on willingness to accept it. STRENGHTS WEAKNESSES
84
rather to be planned as a part of joint effort to achieve sustainable
urban mobility.
6. References
[1] Galizzi, M., 2004. The economics of carpooling: a survey for
Europe. Workshop, University of Bergamo, Italy.
[2] Vanoutrive, T., Vijver, E.V.D., Malderen, L.V., Jourquin, B.,
Thomas, I., Verhetsel, A., Witlox, F., What determines carpooling
to workplaces in Belgium: location, organisation or promotion?.
Journal of Transport Geography 22, 2012, 77-86.
[3] Abrahamse, W., Keall, M., Effectiveness of a web-based
intervention to encourage carpooling to work: A case study of
Wellington, New Zealand. Transport Policy 21, 2012, 45-51.
[4] Handke, V., Jonuschat, H., Flexible ridesharing - new
opportunities and service concepts for sustainable mobility.
Springer, Berlin, 2013.
[5] Civitas Initiative – Clean and Better Transport in Cities,
Sustainable mobility highlights 2002-2012, Available from:
http://www.civitas.eu/sites/default/files/documents/file/2013_car-
independent_car-pooling.pdf
[6] Slavulj, M., Grgurević, I., Golubić, J., Analysis of possible risk
in introducing congestion charging and carpooling measures in
Zagreb. In: Longhurts, J.W.S., Brebbia, C.A., editors. Urban
Transport XVIII: Urban transport and the environment in the 21st
century, WIT Press, 2012, 433-445.
Acknowledgements
This paper is a part of the project “Critical infrastructure
management for sustainable development in postal, communication
and railway sector of Republic of Serbia”, funded by the Ministry of
Education and Science of the Republic of Serbia, Project number:
TR36022.
85
DETERMINATION OF OIL SPILL PARAMETERS IN THE PROCESS OF OIL AND
OIL PRODUCTS SPREADING ON THE WATER SURFACE
ОПРЕДЕЛЕНИЕ ПАРАМЕТРОВ НЕФТЯНОГО ПЯТНА В ПРОЦЕССЕ РАСТЕКАНИЯ НЕФТИ И
НЕФТЕПРОДУКТОВ ПО ВОДНОЙ ПОВЕРХНОСТИ
Dr. eng.Tsetskhladze R., Assoc.Prof. Chogovadze J., Assoc.Prof. Lomidze A., Assoc.Prof. Mardaleishvili N.
Akaki Tsereteli State University, Kutaisi, Georgia
jumberi54@gmail.com
Abstract: The growing marine pollution by oil strengthens the interest not only in the methods of combating their causes, but in
methods of their forecasting as well on the basis of modeling and calculation of spreading oil spreading on the sea for some reason or other.
The paper dwells on a mathematical model of calculating the area of oil spill spreading. The developed methodology for calculating
change in the radius and area of oil spill is represented by function of three arguments: oil product density ρo, spillover volume V and
spreading time t.
The proposed model allows forecasting the initial stages of oil spreading. The given methodology enables to determine transit time of
the process of oil spill spreading from the first phase to the second one, and from the second to the third one, and the radius and area of oil
spill spreading.
KEY WORDS: MATHEMATICAL MODELING, POLLUTION, WATER AREAS, OIL. OIL PRODUCT; SEA.
86
Table 1. Variation time (min) of oil spill spreading phases
Spillover volume , m3
25 50 100 200 300
Name
t1 t2 t1 t2 t1 t2 t1 t2 t1 t2
Fuel oil 13,9 22,8 17,5 36,2 22,1 57,5 27,8 91 31,8 119
Oil (hard) 10,5 30,2 13,3 47,9 16,7 77,0 21,0 120 24,9 158
Diesel oil 9,68 32,8 12,2 52,0 15,4 82,6 19,4 131 22,2 171
Petrol 8,4 38,0 10,5 60,2 13,3 95,6 16,7 151 19,1 198
A peculiarity of the selected methodology is the necessity At the accidental spillover volumes 25m3-100m3, duration
of determining the transfer time from the first stage of spreading of the gravitational viscose phase of oil spreading may vary from
(inertial one) to the second one (gravitational-viscose), and from 38 min to 95,6 min dependent on the type of oil products.
the second one – to the third one (surface tension forces phase). At large accidents with spreading of oil and oil products in
A moment of transfer time (t1) in the calculations of oil the volume of 100 m3, the transit time from the gravitational-
radius according to Fay methodology from the first stage of oil viscose stage of spreading to the phase of surface tension forces is
spill spreading to the second one is determined by the formula approximately 119,6 min for the most dense oil product (fuel oil)
−
1 and exceeds 198,9 min at spreading of petrol.
ρ 3 −
1 1
(4) t1D= 2,6173 ⋅ V 1 − o ⋅ g ⋅ν 3 .
3
ρ w
4. Results and discussion
Actually, in response to accidental spill spreading of oil
A moment of transfer time (t2) in the calculations of oil and oil products spill in t he areas of Georgian ports the time from
radius according to Fay methodology from the second stage of oil the moment of oil dumping to the beginning of works on gathering
spill spreading to the third one is determined by the formula the oil-watery mixture is not less than 38 min, i.e. in future, the
1
first stage of spreading may be excluded from consideration (1).
2
ρ 3 −
1
1,02 ⋅ V ⋅ 1 − o ⋅ν 3 ⋅ ρ w
3 Figures a and 2 show the dependence on the variation time
(5) t2 D= ρw .
of the radius (R) of spill spreading and area on the example of oil
with density of 870 kg/m3.
σ
Time required for reaching the maximum oil spill in the
surface tension phase (third phase) is determined by the following
formula:
[( )( )] .
1
(6) tmax D= Rmax
4
⋅ ρ w2 ⋅ν w / K 4 ⋅ σ 2 3
where, К=2,3.
Maximum radius of oil spill for τmax is calculated by the
formula:
V
(7) Rmax D= .
π ⋅ hmin
At a certain stage, surface tension changes its sign, and
spreading is stopped. As the observations have shown, that occurs,
when the thickness of oil slick is reduced to 0,00003 – 0,0001 (m).
The thickness of oil slick (h) dependent on spreading time
is calculated by the following formula:
(8) h=V/(πR2)
By using above mentioned formulas, there have been
carried out the model calculations of time variation (t), radius (R)
of oil spill spreading and the area. Basic amount of spreading oil
and oil products are in volumes 25m3 , 50m3 100m3, 200m3 and
300m3 (Table 1).
The current radius of oil spill at an initial stage of gravity
and inertia forces for 0<t<t1 is determined by formula (1).
The current radius of oil spill in the gravitational-viscose
phase (second one) of oil spill spreading for t1<t<t2 is
determined by formula (2).
The current radius of oil spill in the third phase of surface
tension for t2<t<tmax is determined by formula (3).
Table 1 presents the calculated magnitudes of transit time
(min) of oil spill spreading process from the first phase to the
second (t1), and from the second one to the third one (t2).
Analysis of calculations carried out has shown that
maximum time (Table 1) of oil spill spreading by phases at the Fig. 1 Dynamics of oil spill in the first-second (a) and third (b)
same power of point source depends essentially on the type of oil phases: 1 - V=25 m3; 2 - V=50 m3; 3 - V=100 m3; 4 - V=200 m3; 5
and oil products and spillover volumes. - V=300 m3
87
The analysis of these diagrams (Fig. 1) has shown the 5. Conclusion
nature of change of the radius of oil spill dependent on density and
The proposed model allows forecasting the initial stages of
volume is the same. Change of the magnitude of oil spill radius
oil spreading. The given methodology enables to determine transit
mainly depends on its density and volume.
time of the process of oil spill spreading from the first phase to the
second one, and from the second to the third one; the radius and
area of oil spill spreading; to assess the required means of oil spill
localization, in particular – the length of boom containments.
6. References
1. Гамзаев Х. М. Моделирование растекания нефтяной
пленки по поверхности моря. Прикладная механика и
техническая физика. 2009. Т. 50, № 3.
2. Иванов А. В., Макаров К. Н. Математическая модель
динамики разлива нефтепродукта. Известия Сочинского
государственного университета, 2012. №3(21).
3. Пушкарь И.Ю. Моделирование процесса разлива нефти в
Черном море. Материалы IV международной научно-
технической конференции студентов, аспирантов и
молодых ученых. – Донецк, ДонНТУ – 2013, Том 1).
4. Яковлев В. В. Нефть. Последствия аварийных ситуасий,
СПб, 2003.
5. Альхименко А. И. Авариийные разливы нефти в море и
борьбе с ними. СПб, 2004.
6. Venkatesh, S. The oil Spill Behaviour Model of the Canadien
Atmosferic Enviroment Service Theory and model
Fig.2. Dependence of the area of oil spill (m2) on spillover Evaluation / S. Venkatesh-Atmosferic Enviroment Service
volume (1…100 m3) and time of diesel fuel spreading 4905 Dufferin Street. Downsview,Ontario.
88
A MOBILE APPLIKATION OF REGIONAL TOURIST ROUTES
Abstract: It is impossible even imagine tourism development without using modern innovative technologies. The modern WEBGIS and
Mobile systems allow putting in an absolutely new light the country’s tourist potential.
The tourist routes, tourist facilities and infrastructures indicated on the digital interactive geo-information map (GIS) with textual
and visual (photo, video) information, which are integrated on the tourist web-portal and in the touch-screen devices (cell phones, graphics
pads, smart-phones) make the mentioned information available in any country of the world.
The Center of Geographic Information of Georgia has developed a mobile application “TravelGIS” for the mobile devices operating
on the platform of Android and IOS, which have no analog in the world. The mentioned application is designed in three languages
(Georgian, English, Russian) and represents the information-communicative means for tourist organizations (companies and tour
operators), tourist destinations and for promoting the whole country’s tourist potential. Any interested person can find and select on his own
cell phone the information by any desired criteria – country, region, Tourist Company, infrastructure unit, type of tourist services, duration
and complexity).
1. Introduction
Development of the world tourist market fosters search of necessary, even to map an optimal route. When necessary, it is
ways foe effective development of tourism. At present stage, the possible to fly over the territory at a specified height and speed,
information technology and software tools become far more measure the distance, work with GPS and create our own map by
widespread in tourist industry. The activities on forming, promoting laying the own objects on the original map ofGoogle Earth.
and marketing of tourist product become impossible without the There are available on the Internet the interactive maps of
adequate information management. some cities, and we shall note that some of them are prepared at a
GIS – is a modern computer technology for mapping and very high level, but most of them still leave much to be desired. The
analysis of real-world objects, as well as developments that took GISs play a special role when developing the projects of long-term
place on this planet. This technology allows combining the work planning of tourism development in the region. A peculiarity of
with a database, for example, the query and statistical analysis with geo-informational approach in working out the programs for
the opportunity of a full-fledged visualization and geographical regional tourism development is creation of a uniform intellectual
analysis provided by the maps. These opportunities set GIS apart system, which keeps together: geo-data base, actual non-uniformly
from other information systems and present unique opportunities for scaled digital mapping bases and satellite imageries of the average
its use in tourism. and high solution, as well as materials of video-observations;
The GISs vary in data domain of information modeling, for methods and technologies of the automatic spatial-temporal analysis
instance, urban GIS, environmental GIS and so on; among them of monitoring and modeling; modern geo-portal solutions ensuring
the land information systems are widely used. The problem the publication and internal use of spatial information through the
orientation of GIS depends on those problems (scientific and WEB-technologies [3].
applied) which are solving within it, including inventory of Combination of rich cultural and historical heritage of the
resources (including cadastre), analysis, assessment, monitoring, Imereti region of Georgia with its natural-resource potential
management and planning, and support for decision-making. The promotes the development of various types of tourism in the region:
integrated GISs combine the functional capabilities of GISs and the mental-patriotic; rural; agrarian-ethnographical; children’s and
digital image processing systems (remote sensing data) in a uniform youth; business and scientific; eventful; winter tourism; spa and
integrated environment [2]. health tourism and so on.
The development of tourism in the Imereti region is largely
dependent upon the effectiveness of government regulation and
2. Preconditions and means for resolving the problem support of travel industry. For the use of tourism as one of the
directions of structural economic conversion, it is necessary to
The GIS technologies are used in various fields of man’s increase the effectiveness of regional policy in the field of tourism,
activity: geodesy, land resources management, urban management, strategic planning of tourism development on the basis of systems
assessment inventory, planning of forest resources, landscape approach, use of the program-target, design methods of
ecology, and fire probability. management, and mechanisms of the state-private partnership. We
GIS helps to improve the quality of life through the use of believe that, at present tourism did not reach the required level of
desktop mapping application of the GGP Systems Company. The development for influencing the economy of the regions.
Project enables to estimate a quantity and availability of the existing One of the topical issues of tourist activities in the regions is
recreation areas in the open air. an organizationof recreational spaces in the suburban zone for urban
At the present stage, the GIS technologies are actively used residents during weekends and public holidays. In this context, it is
in touristic designing and when organizing exploitation of tourist necessary to offer the scientifically justified programs for
resources and tourist industry venues. The Google Earth service distribution of visitors on the territory of suburban zone.
allows traveling by interactive map of the planet, which is created Geographical Information System, which contains information on
from the ideally “sewn” to each other satellite imageries with a capabilities and peculiarities of a particular territory, should allow
detailed three-dimensional visualization. On the interactive world creating the project of exploitation of suburban recreation zones.
map it is possible to study any section and find any point (including Information provided by Geographical Information System should
by searching), look more closely at the area around it, and, if be divided into the layers dependent on lines of its application:
89
natural-landscape, historical-cultural, transport, lodging facilities integrate it in the world geo-information system of tourism. The
services and so on [2]. regional GIS system should contain the actual objects of tourism
The conducted analysis of GISs developed in various shown on the tourist geo-information map with the appropriate geo-
regions of the country enables us to conclude that at present in information data, as well as with visual and textual information.
Georgia, the scientific-practical activities on introduction and In accordance with the regional economic policy and on the
application of geo-information systems in the field of tourism for basis of integrated territorial planning, the investment projects of
planning and monitoring of activities is not developed yet. With tourism development in the regions should be accompanied by
creation of prospective development programs in Georgia’s regions, implementing complex measures, and first of all, by the creation of
the technologies should become the essential foundation of a the effective geo-information map containing the map material, the
uniform tourist-recreation system of Georgia. objects of the world’s cultural heritage, conservation areas, national
There is established in Georgia a non-governmental parks, road conditions, lodging objects, internal transport and so on.
organization Geo-Information Center of Georgia (TravelGIS), The wide application of geo-information technologies
which is aimed at promoting the development of tourism should significantly foster the expansion to the required level of
infrastructure [3, 4]. The main direction of the activities include as territorial planning, and therefore to foster the increasing validity of
follows: creation of the National Geo-Information System of made management decisions, including related to the tourism
Tourism; the continuous safety monitoring system of the group and development [1].
individual tourist routes across Georgia by using the GIS and GPS
technologies; organization of virtual trips on the country’s tourist 3. Conclusion
routes for domestic and foreign travelers.
The modern GIS technologies allow creating the geo-tourist In this context, it would be advisable to develop the
GISs, in other words, the mass integrated data of tourism for program of the recreation tourism development in the Imereti region
organizing the tourist activities. Each traveler by using the materials on the basis of using the geo-information technologies, which
of such GIS will be able to quickly accept any information in the should envisage:
form of maps, digital models, graphs, diagrams and other modes of - study of natural monuments and other tourist attractions
visualization. The specialized tourism GIS optimally has four in the region;
databases: tourist resources, service characteristics, tourist statistics, - designing of new tourist routes with use of geo-
and geographical information. The development of the project of a information systems of tourism;
particular GIS is carried out, as a rule, by the group of various- - the establishment of the continuous monitoring system
profile specialists engaging in work the additional executives at throughout the territory of the Imereti region with the use
different stages. These stages comprise: formulation of goals and of modern information technologies;
specification, determining the organizational resources and - optimizing the process of choosing the tourist routes;
restrictions, generation and assessment of alternative projects, - issuance of information materials on tourism;
integral estimation of costs and profit. - organization of trainings, seminars, exhibitions, contests
Threemaindevelopmentstages: and conferences;
– evaluation of the goal and resources (description of the - participation in creating and improving the legal
goal and consumer needs, description and assessment of required framework on tourism.
data and methods of gridding, inventory of sources and The development of the program of the recreation tourism
specification of data files, evaluation of the system’s specification); development in the Imereti region on the basis of using the geo-
– generationandassessmentofalternativeprojects information technologies should enable us to carry out the analysis,
(descriptionoftherequirementsofequipmentandmathematicalsupport, define the territories suitable for organizing a particular type of
feasibilityandcostsevaluation, tourism, and identify the relationships between various parameters.
descriptionandassessmentoflegalandpoliticalaspects); The establishment of tourism-oriented GIS of the Imereti
– integral estimation of the systems’ specification (final region of Georgia will enable us to make spatial requests and carry
assessment of profit, costs and impact). out the analysis, define the territories suitable for the required
Aggregate of control means (a command menu, toolbars, activities, and identify the relationships between various
pictograms, buttons, dialog boxes, etc.), which are used for parameters. Information placed on the map of resorts, their
interaction of user with the geo-information system, forms the user disposition plans, quality of service, photos of rooms, beaches,
interface of GIS. By using these control means, the user carries out names of local cuisine dishes and other information will provide the
certain functions, runs applications, adjusts the required mode of tourism companies having access to this GIS with the considerable
operation (for example, selects the unit of measurement) and so on. advantages.
With the purpose of promoting the tourist resources of the
country’s regions, the Geo-Information Center of Tourism has 4. Literature
developed an application of tourist routes TravelGIS for the
Android and IOS mobile phones. The mentioned application is
1. A.V. Vasilyev. The design problems of tourist clusters
designed in three languages (Georgian, English, Russian) and it can
and modern technologies for their modeling. // problems
be used for choosing the required tour by some parameters – visited
of modern economy. – 2012. - № 3 (43). – pp. 329–332.
country, Tourist Company, type of tour and others. The tour chosen
2. E.V. Vishnevskaya. Actual problems of using GIS in the
in such a way “opens’ on the electronic map on the display of your
development of regional tourism in the Belgorod region //
smart-phone in the form of linear object. The tourist resources (the
E.V. Vishnevskaya, M.I. Litvinova, I.V. Bogomazova //
monuments of cultural heritage, natures, museums, etc.) as well as
Basic researches. – М., 2012. – № 3. – pp. 177–180
the objects of tourist infrastructure (hotels, food-service objects,
3. S. Tsiramua, G. Tsiramua. Geo-information technologies
camping and picnic sites, etc.) are designated on the electronic map
in tourism II International Scientific-Practical Conference
in the form of point objects. After pressing any of them on the
“Tourism: economy and business” Batumi, 2011
smart-phone display, there will “open’” the photo of this particular
4. K. Abuladze, S. Tsiramua, G. Tsiramua. A mobile
object and displays textual information. Here, on the electronic
application of tourism “TravelGIS”. V International
map, by using the GIS technology, you will be able to detect
Scientific-Practical Conference “Tourism: economy and
precisely your location and thereby to exclude the possibility of
business” Batumi, 2014.
deviation from the route, and to ensure tour safety. The publication is made under support of Shota Rustaveli
At present, the market of geo-information services is National Science Foundation.
actively developing. It is necessary to create the national geo-
information system on the basis of regional GIS systems, and to
90
HOW IS THE ARTIFICIAL INTELLIGENCE USED IN APPLICATIONS FOR
TRAFFIC MANAGEMENT
Keywords: PERCEPTRON, ARTIFICIAL INTELLIGENCE, NEURAL NETS, FEED FORWARD NEURAL NET, UNMANNED
Príspevok vznikol v nadväznosti na riešený projekt spolufinancovaný zo zdrojov EÚ s názvom „Kalita vzdelávania a
rozvoj ľudských zdrojov ako piliere vedomostnej spoločnosti na Fakulte PEDAS Žilinskej univerzity v Žiline“, ITMS
kód projektu 26110230083“, riešeného na Žilinskej univerzite v Žiline.
This paper is prepared with the support of the project "Education quality and human resources development as the
pillars of a knowledge society at the Faculty PEDAS, University of Žilina in Žilina.“, ITMS project code 26110230083,
University of Žilina.
Information technologies usage became inherent component of John L. Gordon: The aim of Artificial Intelligence is to create
“human“ development. Ability to effectively process and use intelligent machines and through this, to understand the principles
information and knowledge became one of the most important parts of intelligence. At the moment, we can settle for creating less stupid
of economic growth and prosperity. In transportation, the still machines.
changing environment of many participants, special attention should According to these definitions we can say that AI systems are
be paid to artificial intelligence – progressive information characterized by:
technology.
They think like people
They act like people
They think reasonably (rational)
91
For their implementation is the necessary to get information and solution for current situation, perhaps even predict following
knowledge and using information and knowledge to achieve the situation. These complicated problems are partially solved by
goal or solution neural networks utilizing knowledge about data organizing and
administration in human brain.
2.1. Main reasons for successful growing of AI at present
3.1. Artificial neural nets definition
However AI theory is developing some decade years already its
using had to wait for progress in IT technologies area. Including AI Artificial neural nets can be defined as massive parallel
in transport machines or systems requires: computing system open to saving and following execution of
information while simulating human brain in collecting data during
The huge development of IT technologies. learning process and saving of these data using inter-neural
The development of computer components – mainly speedy connections.
processors, high capacity memory devices etc. Artificial neural nets are one of the options in situations
Digitalization of sound and image – for inputs. where there are no strict rules according to which it is possible to
simulate result of the situation or where these rules are too complex
Computer networks creation and growth as wireless nets, or incomplete. Statistical methods, multi-agent systems or adaptive
logistic systems, Internet are. computing systems are further alternatives. It is suitable to use
Satellite and mobile nets. standard AI methods when rules are known.
Thanks to this current technical progress Artificial Intelligence Perceptron is a neural model which receives input signals X =
contains ways and means to be used in transportation such as neural (x1,x2,..., xn+1) through synaptic weights (in neurobiology synapse is
nets, AI planning, evolution algorithms, knowing and expert connection between two neural and a power acting in synapse is a
systems, fuzzy logic, multi-agent systems, vector regression, data synaptic weight) creating weight vector W=(w1,w2,...wn+1). Input
mining, optimizing techniques, etc. vector is called sample or pattern. Components of input vector can
gain real or binary values.
2.2. Main areas of AI using in transportation
Perceptron output is defined as:
AI at present provides instruments and allows solving problems
in each kind of transport and their interaction (air, road, railway and o = f(net) = f(W*X) = f(∑𝑛+1 𝑛
𝑗=1 𝑤𝑗 * xj) = f(∑𝑗=1 𝑤𝑗 * xj -Θ)
water transport) and is used in areas such as: (1.1)
Real time transport managing where variable net assigns weight sum of inputs – dot product
of weight and input vector. Function f is called activation function
Design, operation, time schedule and administration of of perceptron, , Θ is excitation threshold value of perceptron, o is
logistical systems and freight transport perceptron output.
Transport policy, planning, projecting and managing
Questions related to environment, toll – roads, reliability and
safety
w
Transport systems operation
Usage and administration of new technologies
Fig. 1 Perceptron
Travel demands analysis, predictions and transport organization
Perceptron at picture 1 has n+1 inputs. (N+1) input value is
Travel information systems and services always -1 and Wn+1 = Θ which is excitation threshold value of
Transport and surroundings intelligence technologies perceptron.
Pedestrian and herd behaviour analysis and simulations If there are only feedforward connections between neural these
nets are called feedforward neural nets. Each neural of each layer
City planning of sustainable mobility send signals to each neural of following layer. Backward
Service oriented architecture of vehicles and vehicles in connections don’t exist.
communication infrastructure It is not necessary to know solved problem model when using
Transport technology review and evaluation artificial neural nets. Suitable training set and suitable net
architecture offer enough information to train designed neural net
Artificial transport systems and simulations and together with backward error spread set parameters (weights
and thresholds) of net to receive acceptable result. Solution can be
AI techniques allow using applications for entire transport also obtained by simulations or experiments instead of rigorous and
system managing – vehicle, driver, infrastructure and the way in formal problem solving.
which these components dynamically offer transport services. All-
purpose AI instruments and their power are suitable for complicated 4. Examples of tasks solvable by neural nets
and diversified transport systems.
Neural networks (NN) applicability comes from some basic
3. Artificial neural nets using in transportation features of NN. The most important one is that NN are universal
function approximator. According to the fact that many problems
According to diversity of AI and to its growing usage I am only
cannot be described with known functions, NN usage would grow
able to describe in this article neural networks use in some areas of
in short time. The only decelerator is very high computing
road transport.
technique requests which on the other hand change rapidly with
Nowadays IT era force us to handle more and more information high performing computing systems development.
in very short time. That is why it is inevitable to construct and use
Neural networks generally can be used in following areas:
such technical devices which are able to sort out important
information from quantity and according to its design suitable Function approximation problem
92
Category classification, situation classification 5. Some neural nets application description in road transport
Prediction problem solving The following section describes some important and interesting
applications of neural networks in a road transport and explains NN
Signal transformation using in these solutions.
Association problems, memory simulation
5.1. Driving of unmanned vehicles or computer controlled
4.1. Advantages of using neural nets in transportation cars
Following advantages and disadvantages of using neural nets One of the most valid successes at present is using artificial
applies broadly as well as in road transport. For this reason I am neural nets in the road transport. When appeared vehicles on the
mentioning them in this article: road without steering wheels of a man for the first time they aroused
a wave of interest. Simply because it is amazing to see how the car
Neural nets allow parallel data processing and by using passes several thousand kilometres without a driver and no crash.
appropriate hardware it is possible to allocate calculations on more
parallel processors. Currently is their development in full drift and they have
already driven more than a half million kilometres. In one US state
This capability of NN is essential for example to construct there is a law allowing unmanned vehicles on the roads. Unmanned
unmanned vehicle due to a processing a huge number of inputs vehicles controlled by computer covered many different transport
from surroundings during driving the vehicle. situations without an incident.
Neural net doesn’t need any information about process Unmanned vehicles development is related to development of
structure to which it is implicated, it learns and does not to be Automatic Transport Systems ATS. These systems use only
reprogrammed. electric vehicles and different transport organization as usual. Main
Instead of it is possible use just suitably chosen training set and feature is using only unmanned vehicles and eliminating other
appropriate network architecture. Train with back propagation of drivers from limited ATS area what will bring more discipline and
errors set the parameters (weights and thresholds) of network so that less accidents in the transport. Only electric vehicles are planned in
we get acceptable solution. The solution can be finalized by this project to clear away exhaust fumes and to enrich environment.
simulations and experimentation rather than rigorous and formal Such projects are currently realized in some countries, in others is
approach to the problem. its development financed.
If neural net is used with learning algorithm it can be adapted 5.2. Driver behaviour modelling
to changes in parameters. Sometimes using GPS or other navigation doesn’t have to be
Neural nets are suitable for identification, classification and the best solution. Driver has to decide about by-pass road or using
sorting of models – using in recognition of road signs, registration highroad etc. There are models allowing designing such transport
plates, driving licenses, people faces and others. systems which consider safety and effectiveness of human mobility.
Feed forward neural nets are used in analysing desirable road from
If neural nets are implemented without learning algorithm they interactive simulators.
are quite fast.
Such system was created as following:
Learning algorithm is a huge programme process that can
significantly slow the NN. Neural net was designed with volunteers providing trial
journeys. During the journey they were deciding about the most
NN allows abstracting managing rules for different regulators effective and the most suitable way from many different criterions.
(such as human being or regulator with long computing time) and According to the actions of volunteers neural net training set was
replace them. created. This neural net learned same decisions as volunteering
drivers and was able to choose journey from unknown data.
Very important in unmanned vehicles – human solutions in the
cars are relatively so slow that cause most of road accidents. A 5.3. Creation of models which can forecast following of
decisions of NN system is disproportionately faster. traffic signs by driver
NN allows data reduction to smaller dimension. There are algorithms created to solve this problem. Current
models use fuzzy logic and neural nets combination to overcome
NN are universal approximator – they allow approximation of
limitations of existing algorithms. Using neural nets to solve such
any function with any accuracy.
problems is preferable due to their ability to solve nonlinear
4.2. Disadvantages of using neural nets in transportation relations and because they are immune against mistakes obtained
from imperfect inputs. NN are suitable for reactive behaviour
Artificial intelligence and NN also need a huge hardware modelling which is often described as rules connecting perceived
support. situation with attributable measures.
There is no methodology for neural net architecture and Models which can forecast following of traffic signs by driver
functions for neural description. Implementation is done can be used as a part in Intelligent transport system (ITS) or ATS.
by experiments and mistakes what increase time demand
on solution. 5.4. Systems for advising maintenance and repair of paths
and roads can foresee problems on the roads caused by
The architecture of a neural network is different from the weather or abrasion
architecture of microprocessors therefore needs to be
emulated. ITS and ATS need to have such parts which offer overall view
of roads and paths state for either road participants or transport
Learning process can take very long time. companies which are in charge of road conditions.
During the learning process can became the situation Systems for advising maintenance and repair of paths and roads
when neurons reach the state of saturation consequently can be divided to two subsystems – diagnostic and prognostic.
their outputs lead to extreme values for example sensible
error signals. Diagnostic subsystem can be classified as pattern detecting
problem. Neural nets are used here to process road surface
snapshots and assigning them to different defect categories.
93
Diagnostic subsystem also automatically detects by-pass roads or 6. Conclusion
damaged roads.
Artificial Intelligence and Neural nets included in there have
Prognostic subsystem is complex according to its conformity – broad utilization in every area of transport. Their applications can
road repair actions are not only dependant on actual road condition be found in all systems involving road transport management, such
but also on traffic intensity and on financial needs required for road as
repair. Data collection for all potential situations is extremely
difficult. Suitable solution might be connecting more neural nets to Automatic transport systems using electric computer managed
one system. vehicles
Intelligent road systems
5.5. Systems for classification and registering of passing
vehicles Intelligent highway systems
NN are in this case used to process input data from signallers Traffic road logistics and many other.
built beside the roads (video cam with high performing snapshot
processing, sensors, etc.) Their main contribution is noticeable Nowadays all rich developed countries involve in development
during bad external conditions. These systems were successfully of these systems which costs high financial means.
run in licensed trademark reading. References
5.6. Traffic net analysis and Journey planning and
[1] Akiyama, T., Sasaki,T.: A neural network approach to the
optimizing
identification of real time origin-destination flows from traffic
These systems use neural nets to diagnose traffic jams and counts. In: Proc. Int. Conf. on Artificial Intelligence Applications in
analyse season changes in the traffic and can plan the most effective Transportation Engineering (1992).
route what can shorten journeys, lower accidents and finally save [2] Collins and Evans, 1994. A. Collins and A. Evans, Aircraft noise
environment. The most difficult part is setting parameters for the and residential property values, an artificial neural network
problem which is nonlinear. approach. J. Transp. Econ. Policy 28 2 (1994), pp. 175–197.
[3] Dougherty ,M.S., Joint,M.: A behavioural model of driver route
5.7. Traffic streaming forecast choice using neural networks. In: Proc. Int. Conf. on Artificial
Very important parts of ATS or ITS are systems to recognize Intelligence Applications in Transportation Engineering (1992).
and predict congestions to inform all road users about actual [4] Hajek, J.. Hurdal, B.: Comparison of rule-based and neural
situation. network solutions for a structured selection problem. Transportation
Research Record (1993),View Record in Scopus | Cited By in
The benefit of a neural network to solve this problem is that it Scopus (1)
absorbs patterns in data and so can learn to generalize. The main [5] Panwai, S : Evaluation of discrete choice and neural network
features of a neural network approach are trials of its application to approaches for modelling driver compliance with traffic
a congestion recognition problem to short term and long term information, Transportmetrica, Journal of the Hong Kong Society
forecasting of flows Models to recognize and predict congestions for Transportation Studies, 2009
include: [6] http://www.akri.org/ai/defs.htm
Short term forecast – forecasting few minutes, can be part of [7] http://www.dacs.dtic.mil/techs/neural/neural_ToC.html
transport managing system [8] Velkoborský, J.: Moderní informační systémy pro plánování a
řízení výroby, JT System 9/2003.
Long term forecast – forecasting months or years, important in [9] http://dal.hnonline.sk/c1-24927730-perspektivy-senzorovych-
planning and building roads sieti-v-logistike
[10] Collins and Evans, 1994. A. Collins and A. Evans, Aircraft
5.8. Transport economics
noise and residential property values, an artificial neural network
Neural nets can also be used in solving problems in the area no approach. J. Transp. Econ. Policy 28 2 (1994), pp. 175–197.
one would expect – impact of noise on real estate price close to
transport arteries. Used neural net consisted of instrument which
could analyse many variables – real estate condition, age, largeness
and of course noise factor of vehicles.
5.9. Traffic sign recognition
There are devices that can detect, recognise and follow traffic
signs from moving vehicle. Recognition is done by colour
segmentation and neural nets classification. Existing systems can
not only recognise traffic signs but also locate and gather them.
Locating is realised by approximating location from GPS device
and location of traffic sign acquired from video cam or video file.
Traffic signs gathering help to build traffic sign database which in
the same time composes training data set.
Traffic signs are characterized by features from which the most
important for detecting and recognising are colour and shape.
Detection is done by classical methods based on tresholding and
colour segmentation using different colour models or shape models
(in black and white images) or their combination. 3D modelling is
also often used.
There are more methods which use machine learning algorithms
for classification and detection.
94
ANALYZING AND MODELING THE IMPACT OF TRANSPORT SERVICE
RELIABILITY ON PASSENGERS BEHAVIOR
Silviya Krasteva
University of Transport ‘Todor Kableshkov’, 1574 Sofia, 158 Geo Milev str., Bulgaria
silviya_krasteva1987@abv.bg
Abstract: As a result of increasing demands for mobility and high consumer expectations of society, the reliability of transport service
becomes more modern, necessary and important. The reliability of transport service can be defined as the ratio between the supply (referred
to in the schedule) and actually implemented public transport services. The patterns of passengers' behavior in different situations, such as
early arrival or delay of vehicles express the perception of transport service reliability in different manners. This article is a study on the
impact of the reliability of transport process on the passenger behavior
Keywords: SERVICE RELIABILITY, VARIABILITY, TRANSPORT MODELS, IMPACT OF SERVICE RELIABILITY
95
3. Analysis of the reliability on public transport 60%
service 50%
peak hours
off-peak hours
probability
The time is considered the most valuable resource of modern 40%
society. Today all activities in each area are focusing in attempts to 30%
be fully utilized. In the field of public transport services, this no 20%
makes exception. 10%
Taking into account the environment in which they operate Tracking the variability of the vehicle travel time along the line
there is always the probability of encounters with some of the is shown in Figure 5. The focus is on the variability of travel time,
variability. The value of this variability determines the level of so that the variability of the departure time is not taken into account.
reliability of the service provided. When it comes to the reliability As a whole, variability increases along the route, because of the
of a transport line punctuality and regularity are the most commonly possibility of occurrence of random events (congestion, traffic
used indicators in practice. The collection and processing of real accidents, road signage, weather conditions, the passengers and
data on travel times of bus service is a good way to assess the driver’s behavior, etc.) which breaking the normal functioning of
reliability of the line. For this purpose study on the bus № 9 in Sofia the transport system.
has made. Used methodology proposed in the work [4], which
considered approach to measuring the impact of unreliability on
users:
40 scheduled trip
• Analysis of transit schedule adherence. 35 time
30 trip № 1
• Calculation of passenger impacts caused by service 25 trip № 2
reliability and determination of the average additional travel time. time (min) 20
15 trip № 3
10
3.1. Analysis of the punctuality of the service 5
trip № 4
0 trip № 5
Schedule trip time to the line is 26 minutes. The value of this
9
1
14
8
2
5
4
15
3
11
13
16
10
12
time varies depending on the different periods of the day (Figure 3).
bks sredec
vtu T. Kableskov
31-vo Suchem
11-ti postenski klon
ul. N. Copernic
avtobaza iskar
jk. Slatina
ul. C. Lulchev
Voenna Akademia
slatina Bulgarplod
ul. Cherkovna
Fig.5. Pattern of individual trip times in working day that illustrates the
40%
distribution of variability along the route
35%
30% peak Basing on data, obtained after analysis, we can determine
percentage of trips
24 25 26 27 28 29 30 31 32 33 34 35
where:
trip time(min)
Fig.3. Distribution of travel times on a working day (made trips -50) Pl - punctuality on line l;
Reason for the variability of the provided service can be: Ta - actual departure time of vehicle i on stop j on line l;
• Variability in the departure time - distribution of deviation Ts - scheduled departure time of vehicle i on stop j on line l;
from schedule (arrival before or after) at travel of the vehicle
• Vehicle travel time of variability - distribution of the nl,j - numbers of stops of line l;
travel time in the route.
ml,i - number of trips of line l.
Departure time’s variability from the initial stop is part of the
overall variability. Deviation of the vehicle departure time from the
The result is 2.15 minutes. This means that the delay for each
initial station determines the offset according to the schedule (fig4).
stop on the line will be ± 2.15 minutes.
The example shows that at rush hours, 4% of vehicles have
deviation earlier than scheduled and 76% have departure with delay.
Values in non-peak hours are respectively 46% departure before the
scheduled time and 2% with delay.
96
3.2. Analysis of the regularity of the service The first model is when passengers plan their trip, taking into
account the schedule. This pattern is typical of the users, which use
The regularity of service is determined by the variability of the services with low frequency. For them, adherence to the schedule is
headways vehicles. The reason for this can be, as variable times of the most important measure of reliability, because the deviation
travel, as and time of boarding and alight of passengers, which influencing at waiting times. Driving ahead of schedule, leads of the
differ depending on their characteristics and number. user’s point of view to miss the vehicle and respectively extended
the waiting time i.e. waiting time is extended by the full headway
One of the ways to describe the regularity of a single transport before a new vehicle arrives. Figure 5 shows distribution of the
line is by using the percentage of deviation from schedule. This punctuality of the departure of vehicles on stops along the route in
indicator expresses the deviation of actual headway compared with non-peak hours, where the headway is 20 minutes.
scheduled ones.
𝐻 𝑖,𝑗 − ℎ 𝑖,𝑗
punctuality (s)
𝑖 𝐻 𝑖,𝑗
(2) 𝑅𝑗 =
𝑘𝑗
where:
R j - relative regularity for stop j;
Hi,j - scheduled headway for vehicle i at stop j; stops
Fig.7. Measured vehicle departure punctuality per stop on bus line
hi,j - actual headway for vehicle i at stop j;
It should be noted, that the majority of journeys of vehicles be
k j - number of vehicles serving stop j. carried out prior the scheduled headway. This is so, because the
foreseen scheduled time of journey is in accordance with the time
window, which guarantees less difference in the value traveling
Figure 6 presents a diagram that tracks the distribution of
times in different periods. The lack of punctuality is reason to
irregularity in all stops along the line.
extend the travel time of passengers. For them unreliability is
expressed in additional waiting time for the next vehicle.
90%
80%
peak hours The average additional waiting time for the passenger for each
70% stop is calculated by determining the delay (in case of delayed
off-peak hours
60% vehicles) and headway (in case of untimely arrival of the vehicles).
percentage
50%
40%
𝑖 𝑇𝑤 ,𝑙,𝑖,𝑗
30% (3) 𝑇𝑤,𝑙,𝑗 =
𝑚 𝑙,𝑖
20%
10%
0%
0-10% 10-20% 20-30% 30%+
where:
97
The result again is that passengers at the end of the line are the
(4) 𝑇𝑤,𝑙 = 𝑗 𝛼𝑙,𝑗 ∗ 𝑇𝑤,𝑙,𝑗 with 𝑗 𝛼𝑙,𝑗 = 1 most affected, because the total travel time will be extended by
10%.
where: In view of the results obtained, related to the effects of the
reliability of provided service on users, we can conclude that the
Tw ,l - average additional travel time per passenger on the
individual components of the travel time is influenced by variable
complete line headways, departure times, trip times and arrival times of vehicles
αl,j - proportion of passengers of line l boarding at stop j (Table 1).
The resulting value (2.51 min) is lower compared to the values Types of service Main impacts on
of other stops, wherein the additional time reaches to 10 minutes per variability
passenger. The reason for this is the pattern of demand on the line. Variability of Waiting time
The majority of them, beginning their journey in the first stops, departure times
where additional time is less, respectively, and the average is lower Variability of Waiting time
headways
compared to the values of the rest stops
Variability of trip In-vehicle time
It should be noted that unreliability leads to an average increase times
in the total travel time by about 36%, in terms that, the average Variability of arrival Arrival time
travel time of a passenger is 7 minutes. times
Table 1. Types of service variability
The second model is when passengers arrive randomly. This
pattern is typical for passengers using services with high frequency.
For them, to comply with an interval is the most important measure
of reliability, because the headway between vehicles determined the 5. Conclusion
waiting time.
Figure 9 shows the distribution of the irregularity of vehicles on The variability of the service provided is an unwanted effect
stops from the routing line. The impact on passengers, transforming during operation of the transport system. The appearance of
the irregularity in additional waiting time (Formula 5) is presented variability is the reason for reducing the level of reliability, which in
in Figure 10. turn has consequences for both transport operators and consumers.
In terms of the supply side, the unreliability is an expression of
impaired functioning of the transport system, leading to inefficient
Table 1. Types of service variability
use of resources, reduce demand, more costs and less revenue.
From consumer point of view, unreliability is expressed in
extra travel time, which they could use for other more productive
activities. The value of extended time (based on their experiences)
IRREGULARITY (S)
𝐻𝑗 𝑉𝐻𝑗
(5) 𝑇(𝑤)𝑗 = ∗ 1+ 2 References
2 𝐻𝑗
Fig.10. Average additional time per passenger per stop on bus line
98
БЕЗОПАСНОСТ НА ЕЛЕКТРОМОБИЛИТЕ
ELECTROMOBILES SAFETY
БЕЗОПАСНОСТЬ ЭЛЕКТРОМОБИЛИ
Assoс. Prof. Eng. Dragneva N. PhD,
Bourgas Free University
E-mail : dragneva@bfu.bg
Abstract: The increased interest to the use of electromobiles generates also a number of questions related to the securing of their
ecological safety as regards the use of the accumulator batteries and their maintenance and operation. There exist and should be considered
also some specifics related to the active and passive safety of the electoromobiles.
Keywords: SAFETY, ELECTRIC CARS
1. Увод
Замърсяването на въздуха е световен проблем, чийто на евентуални инциденти, а елементите на пасивната
измерение е невъзможно, но твърде опасно за съвременния безопасност са насочени да запазят живота на пътниците и да
свят. Мръсният въздух е причинител на множество намалят последствията от пътните инциденти [1].
заболявания, които се отключват благодарение на вдишваният
въздух и преминаването му чрез белите дробове в кръвта на
човека, а от там и във всички жизнено важни органи. Причина 2. Предпоставки и начини за
за замърсяването на въздуха в големите градове са разрешаване на проблема
автомобилите, оборудвани с двигатели за вътрешно горене, Както всички автомобили, така и електромобилите са
които отделят азотни оксиди и въглеводороди чрез оборудвани така, че да отговарят на нарастващите изисквания
отработилите газове, вследствие на работата на двигателя, за пасивна и активна безопасност. Съществуват и специфични
който изгаря бензин или дизелово гориво. Освен това залежите
от нефт на планетата са на изчерпване, в следствие на което изисквания към тях от гледна точка на някои особености на
цените на горивата се покачват със всяка изминала година. конструкцията, които пораждат и допълнителни мерки за
Задаващата се енергийна криза в началото на 21 век и пасивна безопасност като:
все по-високите екологични изисквания принуждава голяма
част от производителите на автомобили да започнат Подсилена конструкция на пода на купето с допълнителна
разработката и внедряването на автомобили с хибридно и рама от 4 елемента за батериите, свързана директно към
електрическо задвижване. шасито, води до повишаване здравината на цялата
Необходимостта от електромобил в днешни времена е каросерия и подобрява нивото на защита при удар.
повече от голяма, но те имат освен предимства и недостатъци, Херметична конструкция на пакета батерии, която не
които могат да се обобщят така (фиг.1): пропуска вода и отговаря на строгите изисквания на SUV
стандартите.
Метален корпус на пакета батерии изработен от здрава
• екологичност; стоманена ламарина, свързана със стабилна заварена към
• безшумност;
• спестени разходи за
рамото конструкция – за по-дълъг експлоатационен живот
консумативи; на батериите и за ефективно екраниране на
Предимства
• ниска цена на 100 км
електромагнитните вълни.
Предпазно покритие на долната част на конструкцията, в
която е монтиран пакетът батерии – за защита от камъни и
други предмети по време на движение.
Европейската организация за оценка на сигурността на
• висока първоначална цена; автомобилите Euro NCAP е подредила най-добре представилите
• недостатъчно развита
инфраструктура за зареждане; се автомобили в пет отделни класа след изпитанията на 53 нови
• бавно зареждане на модела за 2011 г. Сред 53-те тествани коли са и първите четири
батериите;
Недостътъци • малък пробег с едно
електромобила, които са достъпни на европейския пазар. Те са
зареждане; подложени на същите
тестове, както и другите автомобили, но в допълнение се
обръща и специално внимание на целостта на батерията им
след катастрофа.
Nissan Leaf е първата електрическа кола, с 5 звезди от Euro
Фиг.1 Предимства и недостатъци на NCAP, с което се нарежда и сред най-безопасните малки
електроавтомобилите семейни автомобили.
През 2011 година електромобилът i-MiEV със 100%
Електромобилите се различават от конвенционалните електрическо задвижване дава изключително добри резултати
автомобили по своята задвижваща система, но по отношение на на краш-тестовете на Euro NCAP[2].
сигурността и безопасността те са обект на същите стриктни Outlander PHEV получава оценка 5 звезди, особено заради
изисквания. отличното ниво на защита на разположените под пода батерии
Безопасността определено е едно от направленията, в и компоненти на високоволтовата електрическа система, която
които автомобилната промишленост е изминала най-съществен е останала незасегната при тези краш-тестове:
напредък през последните десетилетия. Автомобилът
преминава през истинска технологична и конструктивна Защита на възрастен: 88%
революция превръщайки се във все по-сигурно средство за Защита на дете: 84%
предвижване. Безопасността се развива в две направления - Защита на пешеходец: 64%
активна и пасивна. Електронните системи за безопасност са в Системи за сигурност: 81%
ядрото на активната безопасност, които спомагат за избягване
99
реален потенциал за намаляване на звуковите нива и особено
Показатели шума в градове.
Въпреки че гумите на електромобилите генерират
стандартния шум при движение, често той не е достатъчен, за
да се чуе приближаващ се електромобил и това се превръща в
81% 88% проблем, най-вече когато превозното средство се движи с
много ниска, но достатъчно опасна за пешеходци скорост, в
населени места.
64% 84%
Електромобил
Volvo V60 2.0 diesel “Momentum”
Защита на
Volvo възрастни
показатели
Защита на деца
Focus 1.6 TDCI “Trend”
Mersedes
Електромобил i-MiEV
Ford защита на
пешеходци
Audi Q3 2.0 diesel
Audi
Системи за
0% сигурност
50%
100%
CDI
101
EQUIPMENT OPTIMIZATION IN REGIONAL AGRICULTURAL LOGISTICS
CENTERS
ОПТИМИЗАЦИЯ ОБОРУДОВАНИЯ РЕГИОНАЛЬНЫХ АГРАРНЫХ ЛОГИСТИЧЕСКИХ ЦЕНТРОВ
Abstract : A regional agricultural center is a key link in the system of supplying Georgian standard citrus cultures to the goods markets of
European countries. The elements of such logistics centers are united into three groups which comprise three large logistics divisions –
supply, production and distribution.
Optimization of the production subdivisions and technical equipment is carried out on the basis of optimizing the whole center by
developing a simulation model based on statistical modeling of random streams. At first, a structural-parametrical (qualitative) model of
agricultural center was developed. For optimizing the center’s technical equipment and operating standards, the combined optimization
parameters have been developed. Based on the objective function formalization, there has been developed a system model of planning and
optimizing of agricultural center by developing the system constraints. Optimization and algorithmization of subdivisions and the whole
system are carried out by decomposition of model on separate blocks, which correspond to separate subsystems of the center.
KEY WORDS: REGIONAL LOGISTICS CENTER, LOGISTICAL SYSTEM, SIMULATION MODEL, STRUCHTURAL-
PARAMETRICAL MODEL, DECOMPOSITION, ALGORITHMIZATION.
1. Introduction Export delivery chain of citrus cultures It represents: determininf the effects by comparing the obtained
is a complex macro-logistical international transport-logistical integral results Pt and costs Зt ; doscounting the requsted rates on
system, whose central core is a regional agricultural logistics center.
capital and results at the initial stage, and taking into account the
In the center, there are carried out production and processing of
products. It has the possible sustainable communications with inflation bonus τ of discount rate i. These indicators are as follows:
suppliers and customers. net present value maximum maxSDS and profitability index (SI),
On the basis of the management principles of delivery internal rate of return MSN. For the optimal version, the following
chains, in the conditions of unlimted impact of environmental conditions should be satisfied SDS ≥ 0 ; SI ≥ 1 ;
factors, there has been selected the type of a model of system MSN ≥ I in . The formulas for calculating the combined criteria
optimization.
are as follows
(1)
2. Preconditions and means for resolving the problem T T
1 1
For modeling of logistics processes that take place in
agricultural center we introduce the following designations: KK –
max SDS = ∑ ( Pt − Зt ) [(1 + i)(1 + τ )]t = ∑ K t [(1 + i)(1 + τ )]t
t =t0 t =0
index of the citrus production farming enterprise ( k ∈ K ) ; i – .
index of peripheral pick-up and production sections, (i ∈ m) ; j- The profitability index is the ratio of the sum of the reduced
effects to the value of capital investments
index of a regional logistics agricultural center, ( j ∈ n) ; 1 t 1
j1 − index of citrus pick-up
(2) SI = ∑ ( Pt − Зt+ ) .
and processing technological shop, K t =t1 [(1 + i )(1 + τ )]t
( j1 ∈ G1 ) ; j 2 − index of temporary storage of sorted citrus If SDS ≥ 0 and SI>1 – the project is effective and it can
cultures in refrigerating store, ( j 2 ∈ G2 ) ; j3 – index of package be implemented.
An internal rate of return MN is that rate of discount, with
and material resources store, ( j3 ∈ G3 ) ; j 4 − index of which the value of the reduced effects equals the amount of the
reduced capital investments
preservation technological shop, ( j 4 ∈ G4 ) ; j5 - index of packing (3)
and consolidation store, ( j5 ∈ G5 ) ; j6 − index of temporary t Pt − Зt t P
MSN = ∑ = ∑ ≥ ESn
in
.
storage of finished products, ( j7 ∈ G7 ) ; j8 − index of t = 0 [(1 + i )(1 + τ )]
t
t = 0 [(1 + i )(1 + τ )]
t
products delivery section, ( j8 ∈ G8 ) ; µ − index of motor When determining effectiveness and modelling of the
logistics objects, there should be examined the system “input-
transport motive power types, ( µ ∈ ξ ) ; µ1 − index of rolling process-output”.
The designing and management model of agricultural center
equipment types, ( µ1 ∈ ξ ) ; i1 − index of picked citrus types, is developed on the basis of its structural-parametrical model. Each
(i1 ∈ θ1 ) ; i2 − index of sorted citrus types, (i2 ∈ I 2 ) ; i3 − group in the structural-parametrical model is represented by vector.
The model is presented in the following form: X t – is a vector of
index of preserved citrus finished product types; i4 − index of
the input control (uncontrolled) parameters; ϕ (t ) − a vector of the
cintrus fruits transportation mode, (i4 ∈ I 4 ) ; i5 − index of citrus
intermediate parameters; ξ (t ) − a vector of the perturbation
temporary storage mode in refrigerating store, (i5 ∈ I 5 ) ; P –
index of the equipment for roots and packaging means ( p ∈ P ) ; parameters; Z (t ) − a vector of the technological parameters;
δ − index of the used transport package types (δ ∈ ∆) . Y (t ) − a vector of the output controllable (state) parameters;
When implementing various projects in the field transport g (t ) − a constraint vector.
and logistics, there is envisaged the combined optimality criterion.
102
X jji pi2t ⋅ t brjj1
The output parameters of mathematical model of the center,
X jj1 pi3t ⋅ t brpjj1
∑ (1 + K rez + K rem )∑ ∑
∑∑∑
which represent its functioning are divided into: 1. General
+ ≤
parameters of functioning of the center: Q ji1 ; Pji1 ; K ji1 ; C ji1 ; p∈P
t∈T i3∈I 3 [G ]i3t ⋅ T p∈P i2 t∈T [G ]i2t ⋅ T
R ji1 ; SDS ji1 ; MSN j ; SI ji1 ; 2. Economic indicators of
operation of each sub-system of the center: Kµ ji1 ; C µji1 ; Q j1i1 ; ≤ N jpi2t + N jpi3t .
Q j2i1 ; Q j3i1 ; K j3i1 ; Q j5i1 ; 3. Design parameters: Lµ j ; S ji1 ;
4. The condition of using of labor resources
d pmm xad gk
Pji1 ; N damx.j ; Pji1 ; r ; S jpmm; r ; r ; r j ; tcv. . ; N ji1 ;
∑ ∑ ∑ ∑ ∑ Q jjrm ⋅ Ц jj rm ≤SR j j rm ,
ji1 j j
(9)
4. Laboor resources and specific indicators assessing parameters: 1 2 1
t∈T j∈n j1∈n1 r∈R m∈M
Popt . ; Pmeq. ; Pump. ; Cxf . ; Зmtv . ; 5. Specific indicators.
Comparison of different versions of the investment projects where, r − labor resources multiplicity index;
of the agricultural center and selecting the best one from them is Ц jj1rm − labor resources norms when performing the
recommended to be carried out on the basis of: net present value
maximum (maxSDSi); profitability index (SIj); internal rate of return operations;
(MSNj), and recoupment period (GV). This problem can be SR jj1rm − the condition of the existence of labor resources
presented in the vectorial form as follows:
(4) multiplicity during the time of market sub-systems ტ;
br i 5. Themlcondition of variables integrality and positivity property:
Π ALC = Y max Q AC ; max PAC ; min З AC ; max R AC ; max SDS AC
(10) X kjµ i1t ≥ 0 ; X jj1i1t ≥ 0 ; X j1 j4 i4i1t ≥ 0 ; X j1i1′ i3t ;
.
The methodology for different ways of solving multi- X j1 j2 i5i5t ≥ 0 ; X 0j2i2i5t ≥ 0 ;
criterion problems is described in the professional literature [3,4].
In order to construct a mathematical model of the center it X j2i5i2t ≥ 0 ; X j5 p i2t ≥ 0 ; X j5 j6 pi2t ≥ 0 ;
is necessary to formulate the set of all constraints of the system and
general intersubsystem constraints, select the objective function for X j5 pi5i2t ≥ 0 .
each of them and for the system as a whole. The objective function,
in the general form and with account for auxiliary criteria, is p ∈ P ; µ ∈ ξ ; t ≤ T ; δ ∈ ∆ ; i1 ∈ θ .
represented in the form of the equations (1-4).
For developing a mathematical model there are used the A mathematical model (5-10) is solved through its
following designations [1]. decomposition on the separate blocks, which correspond to the sub-
In general, the optimal equioment of the regional systems and components of agricultural center.
agricultural center and the problem of defining its operation can be 3. Conclusion
formulated as follows: it is necessary to find such plan (structure) 1. A regional agricultural center is a multi-purpose
and parameters of operating the regional agricultural center complex, production logistical system. It pertains to the
(5) category of integrated production-distributing logistical
Π = {X k j µi1t ; X jj1i1t ; X j1 j4i4i1t ; X jj3ηt ; X j4i1′i3t ; X j1 j2i2i5t ; X 0j2i2i5t ; X systems, which operates under conditions of ambient
j2i2i5t ;
probability-infinity factors;
2. Studies of optimizing technical equipment and
X j5 pi2t ; X j5 j6 pi2t ; X j6 pi5i2t }. operation of agricultural center should be carried out on the
basis of methodology for analysis and synthesis of the complex
systems, which envisages its structural-imitating modeling
that the objective function of macro-logistical effectiveness based on statistical simulation. The use of these models allows
would reach its maximum value under the following conditions and taking account for real working conditions in designing that
constraints: increases efficiency of designing.
1. The condition of a balnce between production of citrus cultures 3. With the purpose of extension of operation life
and demand for them of agricultural center, we belive that it is expedient to raise the
issue of icreasing operation durability of such-type objects by
(6) ∑ ∑ ∑ ∑ X kµ i t = ∑ ∑ ∑ A ji t ⋅ β1′ .
2 1
changing their specialization that will ensure its operation
throughout the year.
k∈K i1∈I 2 µ∈ξ i∈T j = n i1 =θ t∈T
4. Literature
2. The condition of meeting the demanf for finished products 1. L.V. Botsvadze. Transport-logistical and integrated
distribution systems / L. Botsvadze, K. Eradze, V. Botsvadze.
Monograph, Volume II, III. Volume II – Logistics of integrated
(7) ∑ ∑ ∑ ∑ ∑ X jj i′t = ∑ ∑ ∑ ∑ X jj t t
41 11
= distribution systems. Volume III – Warehousing and port logistics.
j1∈G1 j∈J 4 i1′ t∈T i3∈I 3 j =G1 j1∈I1i2∈I 2 t∈T Business Academy of Georgia. Tbilsi – The publishing house
“Universali”, 2014, - 630, 480 p.
= ∑ ∑ ∑ ∑ D j i′i t + ∑ ∑ ∑ ∑ ∑ D j j i i t .
413 2 652
2. L. Botsvadze and others. Management and strategies
j4∈G4 i1′∈I1′ i3∈I 3t∈Y j2∈G2 j6 i5∈I 5 p∈P i2∈I 2 of delivery chains. Manual // L. Botsvadze, K. Eradze, O. Gelashvili,
V. Botsvadze // Business Academy of Georgia. Tbilsi – The
publishing house “Dinain pretekspresi’, 2012. – 885 p.
3. The condition of using of roots and packaging 3. D.J. Bowersox, D.J. Closs. Logistics. Supply Chain
Management. – 2nd edition, translated from English. – M.:
(8) Olimp_Business, 2005. – 640 p.
4. O. B. Malikov. Маликов О.Б. warehouses and cargo
terminals. Reference book. SBR. The publishing house “Business-
press”. – 2005. – 560 p.
5. J. Shapiro. Supply Chain Modeling / Translated from
English. Moscow: Nauka publishers, - 416 p.
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THE ROLE OF BATUMI STATE MARITIME ACADEMY IN TRAINING OF THE
FUTURE SEAFARERS IN ACCORDANCE WITH THE MODERN REQUIREMENTS
Abstract:The present paper deals with a brief history of Georgian Maritime traditions and development of Georgian seafarers. It
also describes the collapse of Georgian fleet and hard condition of Georgian seafarers. A negative dynamics of the last 20 years which
damaged popularization of the seafarer profession and caused letting down of the high class specialists from the fleet and their degradation.
A positive dynamics of the last years - the state interest towards Maritime Education sphere is resulted in update of Maritime
Academy infrastructure, material technical resources are also improved. The laboratories provided with the modern equipment and updated
educational programmes tuned to the IMO requirements promote education and training of highly competitive seafarers in accordance with
the international requirements.
KEY WORDS: SEAFARER, GEORGIAN FLEET, SHIPPING, MODERN REQUIREMENTS OF MARITIME FIELD.
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After the Soviet collapse, onboard training became the
most important problem for the Academy graduates. The training is It should be noted that the countries which express their
is the integral part of Maritime Education. Many rectors together desire to provide their citizens with Maritime Education in Georgia
with the government tried to manage the problem, but unfortunately are expected take active part in transcontinental projects and it is
it was fruitless. It is necessary to coordinate activities of several not excluded that were going to participate by their own fleet and
structures and the government’s will in order to manage this personnel. It will be a patriotic activity which also should provide a
problem [1]. great profit from the namedprojects.
The shipowners’ choice of personnel employment is based on their It would be better if Georgian Government discusses
real education and training level. It is caused by a number of Georgian fleet and seafarers participation in the process of
seafarers, exceeding the number of vacancies.At the same time, it is economic development of our country’s economy. One of the main
not a secret that many ship masters promote and provide their own problems - manning of the fleet will be decided by the local
countries-oriented employment policy and often unfairly block personnel inclusion.
employemnt of Georgian seafarers. Taking above said into account
education and training of our seafarers should fully correspond the 3. Conclusion
international standards and protect them from possible problems.
Batumi State Maritime Academy provides all conditions, necessary The role of Academy administration and the Rector
to educate andtrain such personnel. should be especially noted, whose great love of the maritime sphere
It is a very important fact, that some neighbouring resulted in the Academy rapid and fruitfull development process,
countries which have no approach to the sea expressed their wish to which was appropriately appreciated by the International Maritime
send their students at Batumi State Maritime Academy. A Organization and the crewing companies.
successful implementation of this project will be the best Such attention increased motivation and moral obligation
advertisement for Academy. The choice of Batumi State Maritime sense of Academy personnel and created appropriate working
Academy is caused by some logical reasons. Nowadays there are conditions.
several popular higher maritime institutions in the Black Sea basin
and the choice of Batumi State Maritime Academy has a set of
fundamental reasons. The academic level of the students who, in the
4. Literature
frames of academic mobility were enlisted at Batumi State
1 Solomon Pavlishvili.tspetsifika of development of a transport
Maritime Academy from the similar institutions differs from the
corridor of Georgia. Tbilisi. 2014.
level of BSMA students. During the last decade I worked with the
2. Solomon Pavlishvili features of development of a transport
gradutes of different maritime institutions and can’t say that their
corridor of Georgia. Tbilisi. 2014.
level exceeds the laevel of BSMA students. It is caused by some
3. Ana Kurtanidze information technology in transport. Transport
objective and subjective reasons and the positive difference of our
and Machine.Tbilisi 2012 88-93 pg.
maritime education and training should be appropriately promoted
among the structures related to the employment of the seafarers [2].
105
IMPORTANSE OF MERCHANT FLIIT IN COUNTRY TRANSPORT
INFRASTRUCTURE IMPROVEMENT
Abstract : The present paper deals with Georgian State transitive importance, its transport infrastructure effectiveness improvement. It also
deals with importance of maritime infrastructure in the transport artery development and the prospects of turnover increase based on the
positive calculations of the experts who consider Georgia as the shortest link between Asia and Georgia. The paper also presents the
prospects of Georgian transport infrastructure and Merchant fleet inclusion into the intercontinental projects implementation.
KEY WORDS: ECOSYSTEM OF THE BLACK SEA,“NABUCCO”PROJECT,ECOLOGICAL CONDITION OF THE BLACK SEA
1. Introduction
Nowadays, when Georgia tries to hold a position of promotes the process of making the country as the key transit
regional centre in Caucasus it is very important to use its region.
geopolitical and economic potential. It is well known that Western Iran, which kept posiibility of transit even after the Russian Empire
developed and rapidly developing Asian countries are interested in invasion into Caucasus, actively used Georgian maritime corridor in
Georgia as in the transit country. If some of serious corporaions or the XVII-XIXth centuries.
the groups of businessmen tries to invest into Georgia, they will be Accordingly it is possible to turn back Iran interest to
first of all interested in the hydroresourses or the transport artery of such possibility, giving Georgian ports a chance of their
Georgia. During the last years, the process of the hydro resources attractiveness and importance increase.
development is actively being implemented, but the transport sphere Russia implements the main cargo turnover of the
is not so actively developed. The choice of the hydro resources Middle East countries, the fact of which is caused by many artificial
development is chosen because of a rapid feedback from the factors, such as: pipeline and well developed railway network
investments put, money invested into the transport infrastructure are between Russia and the Middle East countries; well developed and
not so fast returned. It is absolutely acceptable from the business equipped Black Sea ports existed in Russian management. Port
approach, but Georgian party should act differently. Their attempt operations costs are low and loading discharging operations are well
should make transport infrastructure presentation as attractive as it organized; distance of Russian railway is longer than passing via
is possible, they should do their best to attract investments and Georgia, but it is compensated by low railway tariffs.
provide a basis for a long term profit oriented sphere development A sector shortening transit routes which pass Caucasus
which is critically important for our country. Georgian transport as well as its natural location present the main priority for the
infrastructure capacity should be studied in case of its full resource Middle Asia transport corridor and it needs appropriate usage in
use, it also is important to provide an appropriate legislative connection with other types of transport to determine the proper
background, the tariff policy should alos be revised, especially on development of Gerogian ports. The world economy is interested in
the railway. The international experience, especially of developed the transit routes diversification to provide a free competition. Thus,
Western countries, should be taken into consideration on all stages changes in political climate will not significantly impact upon the
of presented chain development. economic stability. The stated reason has a high importance for
Georgian ports sustainable development.
2. Preconditions and means for resolving the problem Caucasus, because of its geopolitical location and
natural resources is a unique world region. That is why this region
is so important for the Central and Eastern Eurpoe and for economic
The location of Georgia and the fact that it is a maritime relations development of the South Caucasian countries. During the
gate of the South Caucasus, preset its geopolitical priority, the use last decade, Caucasian factor became increasingly important and
of which should be appropriately implemented. Georgia, having the region became in the focus of the interest of world largest
such geopolitical location, may become transport-logistical centre countries, the international organizations and the largest
of Caucasus, partly function of wich is performed nowdays. But, transnational corporations. Accordingly, Georgia became the centre
taking into account intensified interest of different European linking two parts of the Earth – Europe and Asia.
countries and the international corporations towards the countries of European Union supported “TRACECA” project will
the region and wish of Georgia to integrate into European Union, it link the countries of the Central Asia and the river Danube basin.
becomes obvious, that Georgian conomic resource will be fully put This Europe-Asia transport-communication corridor having many
into operation an our state will join EU. Accordingly, Georgia branches will pass our country, providing facors of stability and
should develop well planned schedule of its economy development economic development.
paying special attention to maritime infrastructure improvement. “TRACECA” project is considered as a factor of
Importance of Georgian ports for Caucasian the Middle Georgian economic relations development which should define the
East countries significantly increases because of rapid development strategic directions of country’s development.
of scientific-technical progress and especially because of increasing The project deals Georgian branch of modernized
need of carbonaceous raw. These countries have considerable variant of historical “Silk Road” branch. Shipping of strategically
reserves of oil and gas, at the same time, the countries produce important cargoes, such as oil, cotton, gaz, mineral raw materials
cotton – one of the best raw for industry, the countries are will be provided by this route.
distinguished by a stable indicators of profits and the routes passing Initiative of Georgia and Azerbaijan on a “New Silk
through Georgia are the best ones for these countries. All this Road” which is also supported by European Union will be a new
stage of Eurasia corridor development. Eurasian route will create
106
completely new transcontinental link from the Pacific to the conditions or refuse their projects implementation. All this creates a
Atlantic ocean. Solution of the stated problems is closely related negative investment background and damages the country’s image.
with Georgian economic development, gaining the approppriate In 2012 the International Maritime Organization and the
political importance, accordingly, the projects are critically United Nations Organization in the frames of RIO+20 Conference
important for Georgia. worked out the strategy of sustainable maritime transport sphere
It is impossible to imagine Georgian transport development. The states, interested in the strategy development
infrastructure without development of Georgian ports, especially of jointed for its implmentation. Large tonnage container ships
Batumi and Pot ports because of their maijor role in cargo handling. effectiveness and the principles of their fuel supply were in focus of
At the same time, the other transport sectors should bee their interest.
proportionally developed. Intensive works of capacity increase are Capital Ship Management Corporation announced Joint
held on construction of the East-West highway and Georgian Development Project, developed by Lloyd’s Register, Daewoo
railway. Accordingly, it is necessary to provide scientific research Shipbuilding and Marine Engineering at the “Poseidon” conference
of Georgian transport infrastrucre development. held in the Athens in August, 2014. The project is aimed at research
Georgian economy is on development stage. There is a of alternative fuel, liquefied gas use on large container carriers of
low domestic product level for per capita population, but natural 14000 TEU and more. If we take into consideration, that
resources of Georgia, education promotion, professionalism and TRASECA member states, Azerbaijan and Kazakhstan have lots of
inclusion of the country into the world economic processes will liquefied gaz reserves, we’ll have effective decision of Georgian
cause its rapid economic development. Naturally, in this case fleet supply by the fuel.
demands on the transportation, especially on shipping will Ship-owner companies, actively diiscuss liquefied gaz usage in
significantly increase. This also is one of the most important factors shipping. As it is said in Regional Register Manager, Apostle
of the actuality of the stated issue. Pulovassili’s report, by 2030 11% of the world fleet will use
Unfortunately nowadays Georgia does not have its own liquefied gas as the fuel. By the opinion of Capital Ship
fleet, but in future, development of economy will put creation of the Management’s leaders, ultra large container ships working on
fleet into the agenda of Georgian ports sustainbale development. liquified present ideal ship model. The company analyzes the costs
Issues of the ports development and organization are and effectiveness calculation and risks related to such ships
less studied by the world economic science, especially in the cases operation.
of Georgian ports. That is why the modern scientific methods of
planning and management are not actively used in Georgian ports, 3. Conclusion
accordingly, shiphandling is not of the planned rhythmic character
with growing of the cargo handling costs. Resolving of the stated
issues presents a vital importance for the ports effective The main aim of these calculations to make liquified gaz the main
development. source of ships bunkering, innovations of the maritime sphere
In order to implement innovations in maritime industry, as well should be appropriately studied to improve the “general corporate
as in all other ones, it is necessary to study local and global markets. effectiveness” which means effectiveness of fuel use, crew comfort
Demands determine the prospects of the directions development. It and nature environment protection.
is necessary to create state agency for resources studies, with Lloyd Register provides the project analysis and the risks
representation of the air, marine and railway departments, involving assessment.
appropriate specialists to identify and resolve existed problems. Despite Georgia does not have its own gaz resource, it is necessary
Scientific research works in the transport sphere are very limited in for the government of Georgia to take into consideration the fact
Georgia. The Ministry of Transport was disaffirmed as the result of and to put ship bunkering into long term perspective. It should be
reform. There is no person in the parliament or in the government to noted that issue of the bunkering provision is not appropriately
speak about transport problems, innovations or ideas. During the managed in Georgian ports despite its signifcant logistical imp
last 10-15 years it was a good idea about the ports and fleet ortance.
development, but unfortunately, it was not implemented. It was the
result of the policy which was implemented in the country transport
system when non specialist made decisions or decision were made 4. Literature
only one person only because of his discretion. Neither national
interests nor long term prospects were taken into consideration. 1. Tkeshelashvili G. Tkeshelashvili V. Georgian Transport
The absence of conduction of the special scientific researches review. Tbilisi. 2010 pg 65.
and the control of maritime infrasturcure development caused 2. WWW. Potisporti ge.
falling behind of Georgia from the world economy rhythm. There is 3. WWW batumiporti. com
no a list of attractive projects in Georgia. The investors interested in
Georgia have no access to the potential projects and the companies
interested in the projects development should conduct all
preparatory works, during conduction of which they consider firstly
their own profits and accordigly, Georgia should follow their
107
ВЪЗМОЖНОСТИ ЗА ПРИЛОЖЕНИЕ НА ИЗКУСТВЕНИ НЕВРОННИ МРЕЖИ
(ИНМ) ПРИ ТРАНСПОРТНОТО ПЛАНИРАНЕ
POSSIBILITIES FOR APPLICATION OF ARTIFICIAL NEURAL NETWORKS (ANN) IN
TRANSPORTATION PLANNING
Abstract: The object of this paper is the implementation of the ANN model for modeling of both trip generation and trip distribution, and
mode choice - steps of the classic four-step transport model. The ANN model is implemented on MS Excel spreadsheet and Solver add-in.
Algorithm on how to build neural network model with Excel is explained step by step. The factors for the relevant steps and architecture of
the respective neural networks are defined. The model is focused on the two competing public passenger transport services – rail services
and bus services.
108
където u1 и u2 са съответно полезностите на двете Най-използвания метод от последния тип е Алгоритъм за
алтернативи. обучение с обратно разпространение на грешката
(backpropagation), фиг. 3.
Метод чрез ИНМ
Предварителна обработка на входните и целевите
начало параметри
неврон j
Получаване на краен резултат край
фиг.1 Схематично изобразяване на изкуствен неврон
фиг.3 Алгоритъм за реализиране на ИНМ
Фигурата показва схематично представяне на изкуствен
неврон, в които има две функции: сумата от претеглените
входове и активираща функция. Първата функция просто
3. Приложение на предложения алгоритъм
агрегира претеглените входове и добива стойност Ij: Детерминиране на модела ANN (архитектурата на
𝑛 невронната мрежа)
(7) Ij = � 𝑤𝑤𝑖𝑗 . 𝑥𝑥𝑗 Има два въпроса, които трябва да бъдат взети предвид при
определянето на модел ANN: неговата структура и
𝑖=1
където wij е съответното тегло, а xj – стойността на параметрите, участващи в процеса на обучение. В нашият
съответния показател. случай използваме многослойна, изцяло свързана невронна
Втората част е филтър, който обикновено се нарича мрежа с право разпространение за определяне на разгледаните
функция за активиране, посредством която се комбинират показатели за транспортно планиране. За нейната структура,
потоците сигнали. Често използвани функции за активиране са: трябва да определим броя на скритите слоеве, броя на
Линейна, Прагова, Сигнум (Signum) и Логистична. невроните във всеки слой, броя и типа на връзките между тях.
• Структура на модела ANN
Най-лесно се определя броят на невроните във входящия и
1
изходящия слой, тъй като всяка независима и зависима
променлива се представя като отделен неврон. Възлов момент
1
при разработването на една невронна мрежа е определянето
2
броя на скритите слоеве и съдържащите се в тях неврони.
Способността на невронни мрежи за моделиране на
входно-изходни параметри е пряко свързана с нейната
структура. Може да се каже, че за моделиране взаимодействие
и нелинейност, типичната мрежа се състои от един междинен
слой между входящия и изходящия слоеве. Когато данните са
n-1 прекъснати, са препоръчителни два междинни слоя. За
n m разглеждания модел, е избрана невронна мрежа с един
междинен слой, т.е. ще има три слоя при този ИНМ модел :
входящ слой, междинен слой и изходящ слой.
входове междинен изход • Параметри в процеса на обучение
• Определяне параметрите на невроните (активираща
фиг.2 Архитектура на ИНМ (FFNN) (n x m x 1) функция и начина на комбиниране на невроните)
FFNN с обратно разпространение на грешката използва
Невронни мрежи с обратно разпространение на логистична функция.
грешката (FFNN) 1
(8) аij (n)=
Това са ИНМ с поне един скрит слой, при които 1 + 𝑒𝑒 ∑ 𝑎.𝑎+𝜃𝑖(𝑛)
съществуват връзки от всеки елемент от даден слой към всеки
елемент от непосредствено следващия слой. където aij(n) е активиране на елемент j за итерация n и
Двете най-съществени характеристики на невронните θj(n) е „прагова” стойност на неврон j за итерация n.
мрежи са: способност да се “учат” и способност да • Избор на критерий за оценка на модела
генерализират. Невронните мрежи изискват данните да се Основната цел на алгоритъма на обучение с обратно
поддават на обучение. Обучението на системата се реализира разпространение на грешката е да се минимизира сумата на
чрез промяна в стойностите на тегловните коефициенти. За средната квадратичната грешка (Mean Square Errors (MSE)).
всяка връзка, има тегло wij, предназначена за нея. Този измерител дава представа за качеството на невронната
Коефициентите се променят в съответствие с избрания мрежа.
𝑛
алгоритъм на обучение. След като мрежата е “обучена”, тя 1
трябва да се “захрани” с нови данни, които не са били (9) E = �(𝑦𝑦𝑖 − 𝑥𝑥𝑖 )2
𝑛𝑛
използвани по време на нейното обучение. Това е своеобразен 𝑖=1
начин на тестване на невронната мрежа, за да се установи дали където yi е желан резултат на i - я изходящ неврон и xi е
е в състояние да прогнозира неизвестните изходи или по-точно, получен (обучен) резултат на i - я изходящ неврон.
способна ли е да генерализира.
Обучението е процес на адаптиране тежестите на връзките 3.1 Построяване на невронни мрежи чрез използване на
в изкуствената невронна мрежа, така че да се определи желания Microsoft Excel
изходящ вектор, в отговор на стимулите, представени на Реализирането на изградена ИНМ може да стане по
входния буфер. няколко начина: MATLAB, Език за програмиране, готов модул,
Excel и др. В настоящия материал е залегнало използването на
109
Excel и инструмента Solver (фиг.4). Използваните стъпки са където 𝑇𝑇𝑖𝑗 е общия поток, съответстващ на дъгата (ij);
както следва: 𝑇𝑇𝑖𝑗влак е съответно общия влакопоток, а 𝑝𝑝𝑖𝑗 влак
е дела на
1. Подготвяне на данни за обучение на ИНМ влакопотока.
- определяне на входните и изходни параметри; Използвани фактори за Избор на вид превоз са:
- определяне на броя входове и изходи на ИНМ; - времепътуване - АТ, X1
- разпределяне на данните в групи (обучение, контрол, - времепътуване - ЖТ, X2
проверка); - цена за билет - АТ, X3
- скалиране на данните [0,1]; - цена за билет - ЖТ, X4
2. Определяне на архитектурата на ИНМ - честота на услугата - АТ, X5
- определяне слоевете и невроните за всеки слой; - честота на услугата - ЖТ, X6
- определяне на трансферната функция; - комфорт - АТ, X7
- инициализиране стойностите на теглата и отклоненията; - комфорт - ЖТ, X8
- въвеждане на формули за всички скрити неврони; - изход – пътувания ЖТ X9
- въвеждане на формули за изходящия неврон;
- въвеждане на формули за error^2 и MSE. Таблица 2: Параметри на модел ИНМ за Избор на вид превоз
3. Стартиране на Solver add‐in Брой на слоевете 3
- целева функция - min MSE; Брой на невроните във входящия слой 8
- извършване на минимизирането. Брой на невроните в междинния слой 12
4. Обработка на получения резултат.
Брой на невроните в изходящия слой 1
- зареждане графика за изход и прогнозен резултат;
Активираща функция за междинния Логистична
- скалиране на прогнозирания изход;
слой функция
- записване на окончателните стойности на теглата и
Активираща функция за изходящия слой Логистична
отместванията.
функция
Определяне на параметри при транспортно планиране чрез
ИНМ 4.Резултати
Две от стъпките на традиционния четиристъпков На фиг. 4 е показан екрана на Excel за ИНМ за табл.1.
транспортен модел са генериране на пътуванията и избор на Използвани са данни [1],[7] за прогнозиране на пътувания за
вид превоз. Разгледано е използването на ИНМ модела за сухоземен транспорт.
търсенето на транспортни услуги за превоз на пътници с Използвани означения при реализация чрез Excel:
обществен транспорт в Република България, за конкуриращите Слой 1 - Входове: X1, X2, X3, X4
се два вида обществени превози, а именно железопътните и Слой 2 -изчисления:
автобусните. Стойности за тегла:
w(1,1), w(1,2), w(1,3), w(1,4) за скрит неврон (1,1)
Генериране на пътуванията w(2,1), w(2,2), w(2,3), w(2,4) за скрит неврон (1,2)
Използвани фактори (както за изходящи, така и за ……………………..
входящи пътувания) са: w(6,1), w(6,2), w(6,3), w(6,4) за скрит неврон (1,6)
- числеността на населението, X1 Отклонения:
- БВП на глава от населението, X2 b(1,1) за скрит неврон (1,1)
- средна годишна работна заплата, X3 b(1,2) за скрит неврон (1,2)
- цена на жилища, X4 ………………….
- изход – съответните пътувания X5 b(1,6) за скрит неврон (1,6)
Формули в Excel:
Таблица 1: Параметри на модел ИНМ за Генериране на пътуванията Скрит Неврон (1,1) = 1/(1+(EXP(‐(X1*w(1,1) + X2*w(1,2) +
Брой на слоевете 3 X3*w(1,3)+X4*w(1,4)+b(1,1) )
Брой на невроните във входящия слой 4 Скрит Неврон (1,2) = 1/(1+(EXP(‐(X1*w(2,1) + X2*w(2,2) +
Брой на невроните в междинния слой 6 X3*w(2,3)+X4*w(2,4)+b(1,2) )
Брой на невроните в изходящия слой 1 ……………….
Активираща функция за междинния слой Логистична Скрит Неврон (1,6) = 1/(1+(EXP(‐(X1*w(6,1) + X2*w(6,2) +
функция X3*w(6,3)+X4*w(6,4)+b(1,6) )
Активираща функция за изходящия слой Логистична Слой 3: Изчисления за
функция Стойности на тегла:
w(22,1), w(22,2), .. , w(22,6)
Отместване: b(2,1)
Избор на вид превоз
Формули в Excel:
В стъпката „модален сплит“ трябва да се разработи модел,
Изходен неврон = 1/(1+(EXP(‐(h(1,1)*w(22,1) +
отчитащ точно факторите определящи личния избор на вид
транспорт за дадено пътуване. Тези фактори могат да се h(1,2)*w(22,2)+h(1,3)*w(22,3)+ .. + h(1,6)*w(22,6)+b(2,1) )
класифицират в три групи – такива, характеризиращи Калкулираме грешка^2, MSE
Формули в Excel:
пътуващия (доходи, притежание на автомобил, семейно
положение и др.), такива, характеризиращи пътуването (цел на Error^2 = (X5 – ИЗХ())^2
пътуване, време от денонощието) и такива, характеризиращи MSE= Average(Error^2)
условията на пътуването (парични и времеви разходи, честота
на услугата, комфорт). Run Solver add‐in
Приложен е модела ИНМ за два вида транспорт – Целева клетка: MSE (W24)
железопътен (ЖТ) и автобусен (АТ). Входни параметри са Регулируеми клетки: всички данни за теглото и
съответно времепътуване, цена за билет, честота на отклонение (O6:O23;Q6:Q24);
услугата и комфорт за всеки от двата вида транспорт. Изходен Критерии: Минимизиране MSE
влак Показване на прогнозна диаграма и желания изход.
параметър е 𝑝𝑝𝑖𝑗 .
На фиг.5 е показана графиката на разликата между
входните пътувания за обучение на ИНМ и съответните им
(10) 𝑇𝑇𝑖𝑗влак =𝑝𝑝𝑖𝑗
влак
. 𝑇𝑇𝑖𝑗 получени в следствие на обучението резултантни пътувания.
110
5.Заключение
Разгледаното приложение на ИНМ в процеса на
транспортно планиране дава резултати с много ниска грешка
между получения от обучението и желания резултати.
Модела ИНМ има както предимства, така и недостатъци.
Основното предимство на ИНМ е възможност за разкриване на
неочевидни връзки между зависими и независими променливи.
От друга страна, съществува риск от използването му като
"черна кутия". Могат да бъдат посочени два основни
недостатъка. Първо, не е възможно да се формулират
уравнения, подобни на регресионните уравнения. Обикновено
при прогнозиране чрез невронна мрежа се използва същия
софтуер, който се използва за разработване на модела. На
второ място, ИНМ се нуждае от голям размер на извадката,
което много често е трудно да се получи в транспортния
анализ.
Освен за прогнозиране, невронните мрежи намират и
друго основно приложение в транспортните процеси, свързано
с моделиране на безопасността на движението.
ЛИТЕРАТУРА:
Входни Резулта т
111
STUDYING OF SOIL SURFACE SUBSIDENCE UPON LONG LENGTH
UNDERGROUND PIPELINES PENETRATION
(1. Department of Transport engineering and technologies, Kazakh Academy of Transport and Communications named after M.
Tynyshpayev, Almaty 050012, Kazakhstan;
2. Department of Applied mechanics and basics of machine design, Kazakh national technical university named after K. I. Satpayev,
Almaty 050013, Kazakhstan)
E-mail: mussaev1975@mail.ru, ali84jauit@mail.ru
Abstract: Initial stresses of soil body are important upon penetration of long length underground pipelines (tunnels) into
soil. If there is a free space between cassing (lining) and body the soil grains move to the free space. Value of free space is
called “soil loss”. Movements may occur due to this free space filling with soil at the daylight surface. If the movements
reach a great significance, aboveground structures and neighboring underground structures may be significantly damaged.
Therefore, an evaluation of soil subsidence and pipeline (tunnel) stability are of great concern upon the pipelines (tunnels)
designing.
KEY WORDS: PIPELINE PENETRATION, SUBSIDENCE, DISPLACEMENTS, ALVEOLE, TUNNELS
1. Introduction
According to methods used for calculation of soil surface
subsidence in consequence of the pipeline penetration, the soil
subsidence trough is bell-shaped [1-5]. It is supposed that
subsidence trough volume will be equal to the total volume of
“lost soil” occurring upon the pipeline penetration. “Soil loss”
volume is generally expressed in a percentage from the volume of
all excavated soil. Value of “soil loss” depends on various factors,
the most important of which are methods of pipeline construction,
quality of works and geotechnical conditions. Experience of Fig. 1: Sources of shield subsidence. 1 elastic or plastic
construction engineers is also of big importance. Maximum value deformation; 2 cutover, cornering, shield
of soil subsidence and width of subsidence trough depend on the
soil loss volume, pipeline (tunnel) burial depth, geologic
inclination angle; 3 tail free space; 4 deformations
properties of rocks, etc. Methods for subsidence trough of pipeline casing (tunnel lining); 5 consolidation
parameters detection are described in details in the first chapter.
The authors of the paper divide the soil surface subsidence by
shielding into four categories [6-9]: Generation of the free space beyond the tail casing by
* subsidence’s before and above the face; the shield machine movement and unsatisfactory injection
* subsidence’s occurred due to earth excavation; of the grout. In view of generation of the mentioned free
* subsidence’s occurring in the process of grout injection space soil on the shield casing is subsided, herewith the
outside of the pipeline casing (tunnel lining); elastoplastic deformations take place in the soil, which are
* long lasting subsidence’s connected with deformation of the
pipeline casing (tunnel lining).
caused by the release of surrounding soils stressing.
However, value of soil subsidence depends on grout
material, time and places of injection, as well as pressure
2. Materials and Methods
and volume of injection. Excessive injection pressure may
Reasons of the subsidence’s by shielding are in Figure
be a reason of temporary lifting of soils.
1. Lack of balance between the soil and soil water pressure
Deformation and displacement of primary tunnel lining:
and shield head backpressure. If an advance speed and
if joint bolts of the tunnel lining are not tightened enough,
excavated soil delivery speed are not synchronized with an
tunnel rings may be deformed. This increases the soil
earth pressure balance in the shield, pressure in a face
subsidence after coming of next tunnel ring out of the lining
chamber becomes different from the soil and soil water
tail in consequence of increasing of the free clearance or
pressure in the face, this leads to the soil movement before
lining deformation under unbalanced (uncompensated)
and above the shield. If the chamber pressure is lower than
loads.
the soil and soil water pressure, the surface subsidence
Reduction of ground water level: if water runs out of the
takes place. Otherwise the surface is lifted. These events
face to the shield or runs out of the primary casing (lining)
are determined by a release of one of counter pressures in
through joints, the level of ground water is reduced and this
the face and occurrence of elastoplastic deformations by
leads to the soil subsidence. These subsidence’s are caused
higher pressure. Disturbance of soil conditions by the
by increase of soil effective pressure. The subsidence’s
shield moving. A change of soil condition in consequence of
caused by water-bearing soil may be conventionally divided
the shield moving and shield’s external surface friction on
into two categories, which are actually dependant. The first
soil may lead to lifting or subsidence of surrounding soil or
category includes subsidence’s occurring immediately upon
surface. An external tapping of soil for changing of the
earth excavation. The second category includes long-term
shield machine direction may also produce a soil softening.
112
subsidence’s occurring especially in soft, compressible the Singapore MRT construction an equivalent model had
rocks. been created. A bench test of the equivalent model enabled
Moreover, the subsidence sources may be vibrations determination that the subsidence’s may appear due to soils
from drilling and operation of rock loaders. Such consolidation in consequence of change of pore pressure
subsidence’s have been marked in running soils of different caused by creation of supplementary pressure in the face
types and in solid rocks with soft rocks above. zone upon the pipeline penetration.
In paper there are the following main constructive and
technology factors, upon which depend the soil surface 2.1. Application of reciprocal theorem for evaluation
subsidence’s by shield construction of pipelines (tunnels) of the soil surface subsidence upon the pipelines (tunnels)
[10]: penetration: An analytical method of the soil surface
i Excess and release of rocks in the face; subsidence based on the reciprocal theorem may be as
ii Movement of shields with angle of attack, follows. If constant force F applied to in α direction at a
iii Increased construction clearance, point А of elastic, anisotropic, nonhomogeneous space
iv Lining flexibility, generates at other point В in β direction a movement equal
v Deformation of shields and their vibrations. to u, then the same force F applied at point В in β direction
An interesting fact provided in the paper of Т.W. Нulmе, will generate at point А in α direction a movement equal to
etc [11]. shall be pointed out. Upon a scientific follow up of и (see Fig. 2).
a) Coordinate axes
b) Calculation model
Fig. 2: Constant force F applied to in point А,B
Fig. 3: Calculation model for detection of movements in space upon the vertical force influence
113
Known analytical solutions for movement of soil points movements of soil surface are functions of movement of
of elastic space upon influence of vertical forces are used alveole contour provided in Figure 3.
for this purpose. An initial data for calculation of vertical Lining boundary stresses are defined based on Flamant
solution [12]:
2F 2F z
σr = cos θ = (1)
πr π r2
S a S
2
3a2
σ θ = 1 + 2 − 1 + 4 cos 2 θ
2 r 2 r
∂v S r 4 + r 2 a 2 − r 4 cos 2θ − 3 a 4 cos 2θ + ν r 4 − ν r 2 a 2
=
∂θ 2 E r 4 ν r 4 cos 2θ + 3ν a 4 cos 2θ − 4ν a 2 r 2 cos 2θ
After integration we get
114
4 1 4 3 4
θ r + r a θ − r sin 2θ − a sin 2θ + r ν θ
2 2 4
S 2 2 − f (θ ) dθ +F (r )
∫
v= 3
2Er 1 4 3 4
ν r sin 2θ + ν a sin 2θ − ν r 2 2
a θ − 2ν r 2 2
a sin 2θ
2 2
aσ r ν
u r1 = (1 + 2θ cos 2θ ) (2)
E 1 −ν
The radial displacements of contour by normal stresses
perpendicular to the cylinder axis:
a σ rν
u r2 = (1 − 2θ cos 2θ ) , (angle θ
E (1 − ν )
is replaced
∆ u r = ∆u r1 + ∆u r2 + ∆u r3 , (5)
F u (a ) = q ∆
u (a ) =
(1 − ν ) q uz =
2 a zν (ν + 2) ∆
π r 2 (1 −ν )(1 − 2ν )
(7) (9)
E
Figure 6 represents calculated subsidence’s profiles upon
two pipelines (tunnels) penetration with use of the
reciprocal theorem.
115
[6]. This article uses the volume loss equal to 1%. Curves
describing the soil subsidence upon two pipelines (tunnels)
penetration are defined. Figure 7 represents displacements
of soil layers and contour line scaled up to 100, obtained
with use of PLAXIS program complex.
( x + L / 2 )2 ( x − L / 2 )2
S l = S max A exp − + S max B exp − − S AB (10)
2l A2 2l B2
( x + L / 2 )2 (x − L / 2 )2
S l = S max A exp − + exp − a (11)
2l 2 2l 2
Where S A B = 0 (without regard to reciprocity), L=2D pipeline (tunnels) and total subsidence upon penetration of
distance between two pipelines (tunnels) (see Fig.8). two parallel pipelines (tunnels) with use of the function of
Increase of the distance between the pipelines (tunnels) Gauss errors and the superposition method. Figure 10
causes reduction of subsidence in the central part between represents the comparison of subsidence troughs curves
the pipelines (tunnels). If the pipelines (tunnels) have equal obtained by empiric, analytic and numerical methods upon
diameters and soil losses, then S max A = S max B and
penetration of two parallel pipelines (tunnels) at 1%
coefficient of volume loss.
l A = lB .
116
5. If the pipelines (tunnels) are laid under the buildings
of historical notability an instrumental monitoring in full-
scale is required besides of the theoretical predictions.
5. References
1. O'Reilly, M. P., & New, В. M, 1982. Settlements
above tunnels in the United Kingdom their magnitude
and prediction. The Institution of Mining and
Metallurgy, London. 55-64
2. Attewell, P. В., & Woodman, J. P, 1982 Predicting
the dynamics of ground settlement and its derivitives
caused by tunnelling in soil. Ground Engineering,
Fig.10: Comparison of all subsidence’s profiles upon 15(7), 13-22
penetration of two pipelines (tunnels) 3. Cherry, J.T.,Jr, 1962. The Asimuthal and Polar
Radiation Patterns Obtained from a Horizontal Stress
Total surface subsidence will be defined by expression: Applied at the Surface of an Elastic Half Space, Bull.
Figure 9 represents the curves of surfaced subsidence’s SeismologicalSoc. vol.52, 27-36
upon penetration of the left and right. 4. Miller,G.F.,H.Pursey, 1954. The Field and Radiation
It should be pointed out that the subsidence’s profile Impedance of Mechanical Radiators on the Free
made by PLAXIS program complex coincides with the Surface Semi-Infinite Isotropic Solid, Proc. Ro. Soc.
subsidence’s profile made on the basis of formulas of London, Ser. A, vol.223, 521-541
scientists Verruijt and Booker (1996). 5. Z. Shangguan, L. Shouju and L, 2008. Maotian
The subsidence’s profiles made by Loganathan and "Determining Optimal Thrust Force of EPB Shield
Paulo’s (1998), Park (2005) and Gauss function a little bit Machine by Analytical Solution", EJGE., 6(13), 6-8
differ from the preceding results. 6. Walter Wittke, et al, 2007. Stability Analysis and
Comparison of all profiles has shown that a curve Design for Mechanized Tunneling Aachen, WB1 print
obtained with use of the reciprocal theorem coincides with 6, 202-250
the results obtained by different methods, but differs 7. Heelan, Patrick Aidan, 11953. Radiation from a
upward from the data of field observations. Cylindrical Source of Finite Length, Geophysics,
The represented results show that the analytic and №18, 685-696
empiric methods sufficiently describe the soil surface 8. Rashidov T.R, 1973. The dynamic theory of seismic
subsidence’s. stability of complex systems of underground
Nevertheless, it should be pointed out that the numerical structures. Tashkent, Seismic effects on buildings and
methods enabling accounting of soils nonhomogenity are buried structures / 180s
more suitable for complex ground conditions. 9. Tsepenyuk I.F., Proskurin S.F, 1986. Mardonov
V.M., Mubarakov Y.N., A.K. Kaumov Tashkent, 296
10. Dorman I.J, 1986. Seismic resistance of transport
4. Conclusions tunnels. Moscow, 176
1. There is a comparison of different methods for 11. Hulme, T.W., Shirlaw, J.N., Hwang, R.N, 1990.
determination of curves values and forms describing the Settlements during the underground constructions of
soil surface subsidence’s upon penetration of underground the Singapore MRT, Tenth Southeast Asian Geo-
pipelines (tunnels). technical conference, 16-20
2. There is a new method for evaluation of the soil 12. Kurbatskii E.N, 2005. The use of the reciprocity
surface subsidence’s based on the reciprocal theorems. The theorem to assess the levels of vibration on the surface
method may be used for forecasting of the soil surface of an elastic half-point source located inside the half.
subsidence’s upon the pipelines designing. Bulletin of Engineering. №13
3. Value of soil surface subsidence’s upon penetration 13. Timoshenko, P., Goodier, J.N, 1970. Theory of
of pipelines (tunnels) may be reduced or fully avoided, if Elasticity. McGraw-Hill, New York
pressure in the face and injection beyond the pipeline 14. Leblais, Y, 1995. Recommendations on Settlements
casing (tunnel lining) are controlled. Pressure shall not Induced by Tunnelling. Association Franзaise des
exceed the limit value. Travaux en Souterrain (AFTES). 132-134
4. As a rule, actual soil surface subsidence’s are 15. Verruijt, A, 2005. Soil Dynamics - Elastostatics of a
smaller the forecasted ones, if the work process upon the half space, 138-139
pipelines (tunnels) penetration is dully observed.
117
THE PROVIDING OF THE POWER SAVING CONTROL OF ONE OUTPUT
VALUE WITH TWO CONTROLLING CHANNELS HAVING DIFFERENT
EFFECTIVENESS AND COST OF THE CONTROLLING RESOURCE
118
3. The results of the regulator optimization Here E is error of control, V is the prescribed value of the output
signal, p1, p2, d1 and d2 are unknown coefficients which must be
Let us consider the equation of the object in the following found with the help of numerical optimization.
operator form:
Fig. 1 illustrates a structure for modeling and optimizing a
Y ( s ) = W1 ( s )U 1 ( s ) + W2 ( s )U 2 ( s ) . (1) regulator having two control channels.
Here, U1, U2 are input signals, Y is output signal, W1, W2 are Example 1. Let the transfer functions in (1) be given by the
related transfer functions, s is Laplace transform operator. relations:
U 2 ( s ) = ( p 2 + sd 2 ) E ( s ) . 1
(3) W2 ( s ) = . (6)
(4 s + 1) s
E ( s ) = [V ( s ) − Y ( s )] . (4)
In addition, we introduce a non-linear element, namely,
quantizing device with the quantization step 0.2 units.
Fig. 1 The structure of the regulator and results of the optimization (coefficients and resource costs) using the objective function, which does not include the
cost of the resource (step of the discrete nonlinear element is 0.2)
119
Fig. 3. Controlling signals in the system by Fig. 1 Fig. 5. Controlling signals in the system by Example 2
Also in the project there is a unit for calculation of energy Example 3. Let introduce into the object model derivative link
consumption. It performs the squaring of each of the controlling between the output of the nonlinear element and the input of the
signals, calculates the sum of these squares and integrates the result. transfer function. In this case, the second channel can carry out only
Wherein different weights are used corresponding to the energy pulse control, because if the signal at input of the nonlinear device
costs, namely 0.5 and 0.01. In addition, there is a block for the is changed within the same quantization step, the output signal of
optimization containing four elements, denoted by the symbol the nonlinear element is not changed, and the output signal of the
parameterUnknown . This block carries out the search procedure derivative link which is connected to this non-linear element, will
for the required controller gains which provide the minimum of the be zero. Such a channel is not very suitable for the control, but it
positive value in the input to the unit cost in the end of the can also work as an object contained in the integrator. Derivative
transient process. and integrating link of partially mutually compensate their action,
but it weakens the desired effect of integration, which is important
The resulting transient process of the output value (see. Fig. 2) for energy savings in the controlling process. We solve the problem
meets the requirements as it ends with prescribed value, equal to in these changed conditions by using a modified structure.
unit value. Overshoot is almost nonexistent. The graphs in the Fig. 3 Numerical optimization results are shown in Fig. 6 and 7.
show the form of control signals that serve to illustrate how the
saving energy option operates with these signals. In this example,
which is illustrated in Fig. 1–3, an option for power saving was not
included because the connection between the output of power costs
calculating unit and input of the unit cost was absent.
Example 2. Fig. 4–5 shows similar results when using power
saving features. By comparing this result with the result of
Example 1, we conclude that the quality of the transient process is
almost not affected, only the speed decreased slightly (by 2.5
times), overshoot does not appear, static error does not occur.
Energy cost savings amounted to about 96% because of the
decreased value of 2.24 to a value of 0.0822. By comparing Fig. 5
and Fig. 3 it can be seen that by introduction of value of the relative
contribution of the energy costs of the control signal into the cost
function, the relative value of the second channel increased in
comparison with the previous result. If earlier this signal was almost
half of this of the first channel, then now it has become almost twice Fig. 6. Transient process in the system by Example 3
as much as the signal in the first channel, which is the channel with
greater cost of the control resource.
The use of the value of the total energy expenditure in the cost
Fig. 4. Transient process in the system by Example 2 function leads to the use of the second channel with less expensive
energy source, but this, on the other hand, causes slight oscillation.
120
Thus the cost of controlling resources flow turns to be about 0.92
units.
Example 4. To compare these results, let us exclude terms
equal to energy consumption from the cost function. The cost of
energy consumption in this case is 2.53 units. It is more than 2.5
times greater. But the quality control markedly increases, as is
shown in the graphs transient processes in Fig. 8 and 9.
Thus in this example, in the considered structure of the object
model with the selected regulator structure, the reduction of the cost
of controlling resource can be achieved only with the significant
deterioration in the quality of controlling, and vice versa, improving
the quality of transient processes can be achieved by increasing the
cost of the controlling resource.
Fig. 10. The structure of the regulator with the use of the element “dead zone” and results of the optimization (coefficients and resource costs) using the
objective function, which does not include the cost of the resource
121
References
[1] V.A. Zhmud, A.V. Kastorny. Concept of Power Sawing
Regulators. Automatics & Software Enginery. 2013. N 4 (6). P.
14–21. URL: http://www.nips.ru/images/stories/zhournal-
AIPI/7/aipi-4-2013-02.pdf (In Russian)
[2] V.A. Zhmud, A.N. Zavorin. Method of the design of
Power Sawing Regulators for the Complex Objects with Partly
Unknown Model. In book: Problems of control and modeling in the
complex systems. Proc. of XVI International Conference, 30 June –
03 July 2014 г., Samara. Russia. P. 557–567.
[3] V. Zhmud. Design of Robust Energy-Saving Regulators.
Automatics & Software Enginery. 2014. N2(8). P. 58 – 65. URL:
http://jurnal.nips.ru/en/node/68 .
[4] Modern key technologies in automatics: Structures and
numerical optimization of regulators. Zhmud, V., Yadrishnikov, O.,
Fig. 11. Transient process in the system by by Example 4 Poloshchuk, A., Zavorin, A. 2012. Proceedings - 2012 7th
International Forum on Strategic Technology, IFOST 2012.
[5] The design of the feedback systems by means of the
modeling and optimization in the program vissim 5.0/6. Zhmud, V.,
Liapidevskiy, A., Prokhorenko, E. 2010. Proceedings of the
IASTED International Conference on Modelling, Identification and
Control. PP. 27–32.
[6] V. Zhmud, O. Yadrishnikov. Numerical optimization of
PID-regulators using the improper moving detector in cost function.
Proceedings of the 8-th International Forum on Strategic
Technology 2013 (IFOST-2013), vol. II, 28 June – 1 July.
Mongolian University of Science and Technology, Ulaanbaator,
Mongolia. IEEE organized. 2013. P. 265 – 270.
http://www.must.edu.mn/IFOST2013/
[7] Vadim A. Zhmud, Dashi B. Imekov, Kirill Yu.
Lastochkin and Anna V. Lukicheva. New Structure of Regulator for
Controlling of Object with Oscillation Features and its Modelling
Fig. 12. Controlling signals in the system by Example 4
Testing. Proceedings of International Conference on Engineering
and Applied Sciences Optimization (OPT-i-2014). Kos Island,
Conclusion Greece, 4-6 June 2014.
[8] Vadim ZHMUD. New Modeling Tested Method for
This paper has confirmed the possibility of dual channel control Controlling of Object with Oscillation Features. Proceeding of 2014
of single output value of the object while ensuring cost-saving of International Conference on Mechanical Design, Manufacture and
the controlling resource. Also the paper has proposed the method Automation Engineering (MDMAE 2014). ISBN: 978-1-60595-
recommendations for the solving of this task. It has been shown that 156-0. Thailand, Phuket. Part II. Author statement: Novosibirsk
even with very limited possibilities of alternative control channel State Technical University, Novosibirsk, Russia. Keywords:
with lower cost of the controlling resource in this channel one can Numerical optimization, Regulators, Automation, Modeling,
provide an effective combination of two types of impact with high- Dynamic systems, Accuracy of control.P.289 – 296.
quality astatic control without overshoot and inexpensively control [9] Zhmud V.A., Dimitrov L.V., Yadrishnikov O.D.
resources. Calculation of regulators for the problem of machatronics by means
This work was done in the framework of the project “New of the numerical optimization method // 12-th Inter. Conf. on Actual
structures, models and algorithms for the management of Problems of Electronic Instrument. Engineering (APEIE).
breakthrough technology systems based on high-tech results of Proceedings. – Novosibirsk – 2014. – Vol.1, P. 739–744.
intellectual activity”, financially supported by the Russian Ministry
of Education and Science, project number 2014/138.
122
АНАЛИЗ НА ТЕХНОЛОГИЧНИТЕ РИСКОВЕ ПРИ ИЗГРАЖДАНЕ НА
СИЛОЗ С ПЪЛЗЯЩ КОФРАЖ
ANALYSIS OF TECHNOLOGICAL RISKS IN BUILDING A SILO WITH A SLIDING
FORMWORK
АНАЛИЗ ТЕХНОЛОГИЧЕСКИХ РИСКОВ К СОЗДАНИЮ СИЛОСОВ С ВЫДВИЖНОЙ
ОПАЛУБКИ
д-р инж. Владкова Бл.1, д-р инж. Крилчев Ал.1 , д-р инж. Хутов Ил.2, доц. Лилов Ил. 2, инж. Пенков Сп.1
МГУ "Св. Иван Рилски", София1, НВУ”Васил Левски”, Велико Търново2,
b_vladkova@yahoo.com, krilchev@mgu.bg, iliyan.hutov@abv.bg, inl@abv.bg
Abstract The paper describes the process of determining the technological risks during construction of reinforced concrete silo walls and
provides an example of a real structure constructed in this way. Using high-risk equipment occupy a special place in construction
operational safety. The aim was to analyze the risks that occurred during the construction process.
Key words: TECHNOLOGICAL RISKS, CONSTRUCTIONS, REINFORCE CONCRETE, SILO, SLIDING FORMWORK.
1. Увод
Пълзящият кофраж (ПК) представлява специален вид
кофражна система, която както всички кофражи служи за
придаване на бетона на желаната форма. Това става чрез
едно непрекъснато пълзене на кофража по направената вече
бетонова конструкция. Пълзящият кофраж обхваща един
непрекъснат строителен процес състоящ се от монтиране на
допълнителен кофраж за отвори, влагане на закладни части,
армиране и бетониране. Придвижването (т.н. пълзене) на
кофража се осъществява с опорни прътове. Кофражната
форма се запазва през целия процес на пълзене и се
демонтира след приключването на всички бетонови
дейности. Бетонът се свързва по време на пълзенето и след
подминаване на кофража трябва да притежава достатъчна
якост.
Фигура 1: Фундаментен стоманобетонен пръстен
Пълзящия кофраж започва да се монтира след като бъде
излят фундаментния пръстен (фигура 1), който е с височина 2. Описание на съоръжението
около 1 метър и заема необходимата форма на стените. Той Строителния обект се намира в гр. Девня, Варненска
се изработва без дъно и се окачва с метални хамути за област – Индустриална зона. Представлява силоз за смесване
специални подемни устройства (хидравлични крикове) за на изходни продукти за производство на цимент.
които е окачен и чрез тях се изкачва по опорните пръти или Силозите са съоръжения за съхранение на насипни
т.н. пълзене. Изливането на бетона и монтирането на материали. Най-често те имат цилиндрична форма, която
армировката се извършват успоредно с повдигане на дава възможност за ефективни конструктивни решения, тъй
кофража, като се използва работната платформа разположена като в конструкцията на силоза се развиват предимно опънни
на нивото на горната му повърхност. Пълзящият кофраж се напрежения. Конструкцията на разглеждания силоз е
изкачва непрекъснато. По тази начин се постига стоманобетонна.
технологичен поток със следните фази:
- Монтаж на кофраж; 3. Етапи за изпълнение на предвидените в
- Армиране;
- Бетониране; проекта строително – монтажни работи
- Вибриране; Последователността на СМР е следната:
- Пълзене; Първи етап: Подготвителни дейности за изпълнение на
- Контрол и корекция за вертикалността на СМР;
пълзящия кофраж; Втори етап: Изпълнение на стените на Силоза за
- Корекции на дефекти по повърхността под ПК. смесване.
С цел ефективност, пълзящият кофраж се Стените на силоза се изпълняват с пълзящ кофраж в
осъществява посредством комплексен и технологичен поток. следната последователност:
Техниката на ПК е най-подходяща за сгради, с нея - Монтаж на кулокран с минимална товароподемност 4,5
удобно се правят кули, комини, високи колони (за мостове и t;
естакади), силози, асансьорни шахти, стълбищни ядра, - Монтаж на доставените елементи за пълзящ кофраж;
изобщо вертикални конструкции, състоящи се от стени и полагане на армировка; монтаж на закладни части; залагане
колони подходяща за направа преди всичко на монолитни на каналите и котвите за кабелите за напрягането;
стоманобетонни конструкции. бетониране
Настоящият доклад се отнася конкретно за анализа на - Монтаж строителна подемна платформа.
технологичните рискове при изграждането на стени на силоз 3.1. Използвани материали
за смесване с пълзящ кофраж. [1] Пълзящ кофраж
Пълзящият кофраж се изпълнява от фирма Gleitbau
GmbH SALZBURG (GBG), която е представила
предварителен технологичен проект, от който може да бъдат
набелязани следните основни характеристики:
123
Тип пълзящ кофраж – използваният на GLEITBAU
предвижда доставка на отделни части. Тези части се
монтират локално според изискваните геометрии. Всяка
кофражна форма осигурява кофражна площ с височина 1,00
m. След постигане на определена височина монтажът и
демонтажът на отделните части се осъществяват с кулокран
с товароподемност минимум 4,5 t в най-отдалечената точка
на стрелата.
Височината на куката над най-високата точка на стената
трябва да е минимум 10,00 m.
Кофражна форма - Кофражната форма е отделен
елемент от инсталацията за пълзене, която се сглобява на
място. От отделните форми се сглобява кофражният пръстен
в основата на съоръжението, за да започне процесът на
Фигура 2: Дейност в непрекъснат режим на работа.
пълзене във височина. (фигура 2)
И двата вида площадки (работни и висящи) са 4. Резултат и дискусия
проектирани за максимален допустим полезен товар (от 4.1. Определяне на елементите на риска.
хора, армировка, закладни части и др.) от 2,0 kN/m2. Здравния риск по професии и работни места се определя
Кофражните форми са изчислени за вятър 40 m/sec. на базата на трите основни елемента на риска – тежест на
3.2. Мероприятията по ЗБУТ при изпълнение на вредата, вероятност и експозиция. (таблица 4).
пълзящ кофраж Тежестта на вредата се преценява съобразно:
Мероприятията по ЗБУТ при изпълнение на пълзящ -вида на обектите, подлежащи на защита – хора,
кофраж са: имущество, работна и околна среда и очакваните щети;
• Разработване на детайлен технологичен проект от -тежестта на възможните наранявания или увреждания на
страна на GBG; здравето – незначителни, сериозни, опасни, фатални;
• Задължително съгласуване на Технологичния проект
от компетентни лица от Надзора, Възложителя и от КБЗ; Таблица 4: Тежест на вредата
• Конкретно разпределяне на отговорностите на № Вероятност (В) Описание
Изпълнителя на строежа, като се записват имената и
1 0,1 Практически невъзможна
длъжностите на отговорните лица.
• Осигуряване на непрекъснато наблюдение на 2 0,2 Много малка
системата на пълзене от страна на изпълнителя на пълзящия
3 0,5 Малка
кофраж;
• Приемане на кофража след монтажа му, преди да се 4 1,0 Възможна в отделни случаи
разреши стартиране на пълзенето;
• Стриктно да се води документация на пълзенето – 5 3,0 Възможна
дневник на пълзенето, замервания и проверки преди начало 6 6,0 Голяма
пълзене, замервания и проверки по време на пълзене и друга
документация; 7 10,0 Напълно вероятна
• Ежедневно контролиране състоянието на кофража и
процеса на бетониране, включително непрекъснат контрол Вероятността за нанасяне на тази вреда се преценява
на почистването от бетон на всички елементи и платформи; съобразно следните фактори посочени в таблица 5:
• Ежедневен контрол на всички работни платформи; -честотата, продължителността и спецификата на
• Ежедневен контрол на електрическото осветление на експозиция;
работните площадки Обезопасяване кабелите на ел. -технически възможности за избягване или
инструменти и временно ел. осветление; ограничаване на вредата;
• Други обезопасителни дейности по нареждане на -вероятността от възникване на опасно събитие;
Техническият ръководител и КБЗ в зависимост от -човешките възможности за избягване или ограничаване
променящата ситуация на строителната площадка; на вредата – квалификация, опит и практически знания и
• Ежедневен контрол на здравословното състояние на умения, осмисляне на рисковете, взаимодействие между
работещите на височина; хората, психологически, социални и ергономични аспекти,
• Непрекъснат контрол за използване на лични които могат да окажат въздействие върху риска;
предпазни средства и особено използването на - обхвата на вредата.
обезопасителни колани при работа на височина;
Таблица 5: Вероятност за нанасяне на вреда
• При висока скорост на вятъра по-голяма от 28 m/sec. –
спешно спиране на процеса, при спазване на технологичните Честота на
№ Описание на честотата
изисквания за спиране; експозиция (Е)
• Спазване на процедурите за работа на височина; Твърде ниска (не повече от ½ час в
• Преди започване на СМР, да се провери готовността 1 0,5 работна смяна, или не-повече от
по мерките за безопасност и здраве. 1 ден месечно)
Всички мерки за безопасност при пълзящ кофраж трябва Много ниска (не повече от 1 час в
да отразяват специфичните технологичните изисквания на 2 1,0 работна смяна, или не повече от
всички етапи от пълзенето и са предмет на детайлно 2 дни месечно)
разработен Технологичен проект от страна на собственика на Ниска (не повече от 2 часа в
технологията. [2,3]
3 2,0 работна смяна, или не повече от
4 дни месечно)
Средна (не повече от 1/3 от
4 3,0
работното време)
5 6,0 Висока (не повече от 1/2 от
124
работното време) - предпазване от професионални рискове, в зависимост
Непрекъсната (през цялото работно от конкретните опасности;
6 10,0
време) - осигуряване на информация и обучение на персонала;
- организация и средства за осъществяване на тези
мерки;
Експозицията отчита времето на въздействие на - спазване на общите принципи за осигуряване на здраве
идентифицираната опасност върху работещите и и безопасност, съгласно чл.4 на ЗЗБУТ, т.е. привеждане на
спецификата на излагане на тази опасност. (таблица 6). условията на труд в съответствие със ЗЗБУТ;
Таблица 6: Експозиция на риска В рамките на този етап се извършва прецизиране на
№ Тежест (Т) Описание на последиците мерките, предприети за отстраняване или ограничаване на
риска, което цели осигуряване на добра и надеждна защита
Незначителна, без последици за
1 1,0 на работещите. За реализацията на тази фаза предложените
здравето мерки следва да се класифицират (степенуват), съобразно
Умерена (увреждане с последващо йерархията на превенцията, дадени в (таблица 8).
2 3,0
възстановяване)
Сериозна (необратимо увреждане, Таблица 8: Йерархия на превенцията
3 7,0 № Описание на дейността
инвалидност)
4 15,0 Опасна (възможен смъртен случай) 1 Избягване на рисковете
Заместване на опасни субстанции и ситуации с
Катастрофална (възможни повече 2
5 40,0 по-малко опасни или безопасни
смъртни случай) 3 Борба с риска при източника на възникването му
4 Използване на средства за колективна защита
4.2. Изчисляване на риска. 5 Използване на средства за индивидуална защита
Оценката на риска е извършена по представената
методика по-долу - система за относителна градация на Следващият етап от оценката на риска се състои в
факторите чрез изчисляване на риска по формулата: определяне на приоритетите, съответните на тях решения и
необходими действия за постигането им (таблица 9).
Р = В х Е х Т , където:
Р – рисково число; Таблица 9: Типови решения, очаквани в края на оценката и
В – вероятност за настъпване на опасно събитие; предприетите мерки
Е – експозиция (честота на излагане на опасността); Степен на риск Решения Действия
Т – тежест на вредата (последици); Рискът е не-
значителен и не се Не са необходими
Според приетата методика диапазонът на рисковото I
предполага, че ще
число (Р) варира от 1 до 400 и повече. Използва се P<20 мерки
нараства в близко
петстепенна скала за категоризиране на опасностите и бъдеще.
свързания с тях риск и петстепенна скала за оценка на Сравнение на
професионалния риск и приоритетните действия по съществуващите
отношение на риска. Рискът е овладян мерки с
Както се вижда от таблиците, стойността на рисковото
на приемливо приемливите
число (Р) може да варира в широки граници – от 0,05 до 20 II
ниво, но би могъл практически
при най-ниската I-ва степен, до над 400 при максималната V- 20<P<70
да се увеличи в норми и проверка
та степен. В зависимост от стойностите на рисковото число бъдеще на ситуирането им
се предвиждат съответните адекватни мерки за ограничаване
в йерархията на
и минимизиране. (таблица 7). превенцията.
Таблица 7: Степени на риск Незадоволително
III Рискът следва да
Степен на Стойност Описателна на степента риск и неефективно
70<P<200 се отстани
овладян риск
риска на риска
Повишен риск,
I До 20 Много нисък риск (твърде Незабавно да се
IV незадоволитено и
ограничен, приемлив риск) вземат и прилагат
200<P<400 неефективно
мерки
II 20 ÷ 70 Нисък риск овладян
III 70 ÷ 200 Умерено висок риск Прекъсва се
IV 200 ÷ 400 Висок риск (значителен) V Голям риск, трудовата
неефективно дейност.
V Над 400 Много висок риск (недопустим) P>400
овладян Незабавно се
прилагат мерки.
4.3. Разработване на мерки за минимизиране на
определените рискове. При оценката на риска при етапите на изграждане на
Разработване на мерки за минимизиране на силоза по метода пълзящ кофраж се използва горепосочената
определените рискове. формула за индентифизиране на всяка потенциална
Оценката на риска е краен резултат, който установява опасност.
допустимостта на риска и необходимостта от прилагане на
мерки за неговото предотвратяване или ограничаване и Таблица 10: Идентифициране на опасностите при
намаляване до възможния минимум, като се взима под изграждане на стените на силоза
внимание и ефективността на вече приложените Рискови фактори Опасност за здравето
първоначални мерки.
Разработването на препоръки за намаляване или 1.Механични опасности.
ограничаване на риска включва предпазни мерки, насочени
към оптимизиране на условията на труд и:
125
1.Опасност от падане от -Счупване, изкълчване, 5. Заключение
височина. разтежения и други
2.Удар в препятствия и контузии при падане. Анализът на технологичните рискове в процеса на
ръбове, спъване, -Механични строителните дейности предполага подход към риска не като
подхлъзване, падане на наранявания, открити рани нещо статистическо, а като към управляем параметър върху
едно ниво. и травми: пробождане, който е възможно и необходимо да се въздейства. Това
3.Недостатъчна порязване, захващане, предполага тяхната минимизация и компенсация с помощта
механична обезопасеност притискане и др. на методологията и концепцията за приемливия риск.
на работното оборудване. - Увреждане на очи и В основата на концепцията за приемливия риск лежи
4.Заливане с пресни тяло. постановката за невъзможността за пълно отстраняване на
бетонни смеси. - Химическо изгаряне. потенциалните причини, които могат да доведат до
5.Удар, притискане, нежелателно развитие на събитията и като резултат до
премачкване от висящи отклонение от избраната цел. Процесът за постигане на
товари. избраната цел може да се развива чрез приемане на такива
6.Работа с режещи и решения, които да осигуряват някакво компромисно ниво на
риска, наричано приемливо. Това ниво съответства на
пробождащи предмети, определен баланс между очакваната изгода и заплахата от
машини и ръчни загуба.
инструменти.
6. Литература
2.Опасност от пожар.
1. Закон за техническите изисквания към продуктите,
1.Наличие на - Изгаряне, задушаване, обн. ДВ. бр. 86 от 1 Октомври 1999 г. изм. ДВ. бр. 66 от 26
леснозапалими и безсъзнание, шокови Юли 2013 г., изм. ДВ. бр. 68 от 2 август 2013 г.;
самозапалващи се състояния, стрес.
2. Закон за здравословни и безопасни условия на труд
суровини и материали - Травми, открити рани и
(хартиени, пластмасови, Обн. ДВ. бр.124 от 23 Декември 1997г., изм. ДВ. бр.86 от 1
др.механични наранявания. Октомври 1999г.,изм. ДВ. бр.64 от 4 Август 2000г., ...,
дървени и др. материали и
амбалаж.) последно изм. и доп. ДВ. бр.27 от 25 Март 2014г.;
2.Липса/неизправни 3. Наредба № 2 от 22.03.2004 г. за минималните
пожарогасителни изисквания за здравословни и безопасни условия на труд при
съоръжения и системи, извършване на строителните и монтажни работи;
липса на свободен и бърз
4. Наредба № 7 от 23.09.1999 г. за минималните
достъп до тях и на
съответната маркировка и изисквания за здравословни и безопасни условия на труд на
обозначения. работните места и при използване на работното оборудване;
3.Нарушаване на 5. Наредба № Iз-2377 от 15.09.2011 г. за правилата и
противопожарния режим. нормите за пожарна безопасност при експлоатация на
4.Тютюнопушене на обектите;
нерегламентирани места. 6. Наредба № РД-07/8 от 20.12.2008 г. за минималните
изисквания за знаци и сигнали за безопасност и/или здраве
3. Опасност от поражение от електрически ток. при работа;
7. Правилник за безопасност при работа в
1.Използване на - Токов удар, изгаряне, неелектрически уредби на електрически и топлофикационни
преносими нарушено дишане и централи и по топлопреносни мрежи и хидротехнически
електроприбори и ръчни сърдечна дейност,
съоръжения” – ПБР-НУ;
ел. инструменти. безсъзнание, стрес, шок.
2.Контакт с открити - Механични травми и 8. Наредба за устройството, безопасната експлоатация и
кабели и индиректен техническия надзор на строителни товаропътнически
наранявания, подемници и товарни платформени асансьори. Обн., ДВ, бр.
допир до ел. съоръжения.
3. Неизправна защита на инвалидизация. 81 от 23 август 2002 г., изм., ДВ, бр. 115 от 2002 г., бр. 114 от
ел. инсталацията и ел. 30 декември 2003 г.;
9. Наредба за безопасната експлоатация и техническия
оборудването (заземяване,
надзор на повдигателни съоръжения. В сила от 18.10.2010 г.
зануляване). Приета с ПМС № 199 от 10.09.2010 г. Обн. ДВ. бр.73 от 17
Септември 2010г..
След извършването на комплексен анализ и оценка на
здравния риск вследствие технологичните рискове при
строителните дейности се изготвя “Карта за оценка на риска
по работните места”. Извършва се набелязване на
мероприятия за решаване на проблемите по приоритети,
което включва:
-подреждане на проблемите в приоритетен ред, във
връзка с конкретните опасности на всяко работно място, в
съответствие с резултатите получени при оценката;
-съставяне на Програма с мероприятия за управление и
контрол на риска на работните места;
-осигуряване на мониторинг на идентифицираните
рискове, с цел опазване на здравето и трудоспособността на
работещите.
126
BLAST LOADING ON STRUCTURES FROM THE EXPLOSIONS NEAR THE
GROUND SURFACE
ВЗРИВНО НАТОВАРВАНЕ НА КОНСТРУКЦИИ ОТ ЕКСПЛОЗИИ БЛИЗО ДО ЗЕМНАТА
ПОВЪРХНОСТ
M.Sc. Hutov I. PhD.1, Assoc. Prof. M.Sc. Ganev R. PhD.2, M.Sc. Petkov Y.2
Land Forces Faculty – National Military University, Veliko Turnovo, Bulgaria 1
University of Structural Engineering & Architecture, Sofia, Bulgaria 2
iliyan.hutov@abv.bg
Abstract: The paper describes the process of determining the blast load on structures and provides a numerical example of a fictive structure
exposed to this load. The aim was to become familiar with the issue of blast load because of ever growing terrorist threat and the lack of
guidelines from national and European regulations on the verification of structures exposed to explosions. The blast load was analytically
determined as a pressure-time history.
Keywords: BLAST LOAD, RC STRUCTURES, PRESSURE TIME HISTORY, EXPLOSION, BLAST WAVE.
127
Explosion wave front speed equation, Us, and the maximum 4. Results and discussions
dynamic pressure, qs, are defined as [1]:
In most instances simplifications lead to conservative
6 p s + 7 po constructions. However, unknown factors may lead to the
(1) U s = ao . overestimation of the structural capacity to blast loadings.
7 po
Unexpected shock wave refraction, design methods, quality of
5 ps2 construction and materials, interaction with ground, are different for
(2) qs =
2.( ps + 7 po ) each particular structure. In order to overcome these uncertainties it
is recommended that the mass of TNT equivalent is increased by 20
where:
%. This increased value of the charge weight is called the "effective
ps – peak static wave front overpressure, bar
charge weight".
p0 – ambient air pressure (atmospheric pressure), bar
a0 – speed of sound in the air, m/s.
There are various proposals for the calculation of the main 4.1. Loading categories
explosion parameters. Explosion loadings can be divided into two main groups according
Brode [6] gives the following values for the peak static to the confinement of an explosive charge: confined and
overpressure for near (when the ps is greater than 10 bar) and for unconfined. Tab. 3 shows an overview of possible loading
medium to far away (when the ps is between 0,1 and 10 bar): categories.
∫ p (t )dt pr = 2 ps + (γ+1).qs
(8) is = (10)
s
tA
Substituting (2) into the equation (10):
The typical pressure profile of the explosion wave in time for
the explosion in the air is given in Fig. 2. 7 p + 4 p0
(11) pr = 2 ps . 0
7 p0 + p0
128
As the shock front expands in surrounding volume of the air,
the peak initial pressure is reduced and the duration of the pressure
increases.
Figure 5 Parameters of the positive phase blast wave near the ground [5]
Figure 3 Behaviour of the wave during its pass around the structure
129
Pressure that acts on the front surface after the time tc is the
algebraic sum of the initial pressure ps and drag dependent pressure,
CD·q:
(13) p = ps+CD.q,
Drag coefficient CD connects the dynamic pressure and total
translational pressure in the direction of the wind-induced dynamic
pressure and varies with Mach number (or Reynolds number in the
area of low pressure), and depends on the geometry of the structure.
It can be taken as ≥ 1,0 for the front facade, while for the side, rear
and roof surfaces it can be taken < 1,0 (Tab. 4).
Figure 7 Pressure time history The fictitious length of the refracted wave front, trf, is
calculated according to the formula:
The reduction speed of the initial and dynamic pressure, after 2i
the passing of the wave front, is a function of the peak pressure and (14) irf = r ,
the magnitude of detonation. For the analysis purposes, the actual pr
reduction of the initial pressure can be assumed as a triangular where pr is the refracted peak pressure.
pressure impulse. Table 4: Drag coefficients
The actual duration of the positive phase is replaced by a
Loaded surface CD
fictitious duration and is expressed as a function of the total positive
impulse and the peak pressure: Front 0,8 ÷ 1,6
This expression can be used for the initial and for the refracted Rear 0,25 ÷ 0,5
pressure by taking the values of refracted impulse pressure and peak Side and roof
refracted pressure, respectively. 0 ÷ 172 - 0,4
As the fictitious duration of the positive phase is shorter than 172 ÷ 345 - 0,3
the actual duration, a difference between the fictitious phase and the 345 ÷ 896 - 0,2
beginning of the negative phase is created. This difference, shown
in Fig. 7, should be retained in the analysis because of the retention
order of the different stages of loading.
5. Conclusion
The explosion in or near the structure can cause catastrophic
damage to the structure, formation of fragments, destruction of life-
4.5. The average pressure on the front facade support systems (air conditioning, sprinklers). Injuries and deaths
The variation of the pressure on the front structural facade, for a can be caused by exposure to explosion wave front, collapse of the
rectangular structure with sides parallel to the wave front above the structure, impact of parts, fire and smoke. Secondary effects of the
ground, in the area of low pressure is shown in Fig. 8. explosion can hinder or even prevent the evacuation of people from
the structure causing additional injuries and deaths.
The Bulgarian national legislation and also Euronorms have no
guidelines for design of buildings to blast loads.
It is shown that the effects of blast loading can be taken into
account for structural design by the use of available literature.
Available commercial software for structural analysis can be used
for design purposes, while further analysis should be directed
towards familiarizing the phenomenon of the internal explosion.
Thus a complete picture of the explosion effects on the structure can
be obtained.
6. Literature
[1] Mays, G. C.; Smith, P. D; Blast Effects on Buildings – Design
of Buildings to Optimize Resistance to Blast Loading, Tomas
Figure 8 The load on the front surface of the structure Telford, 2001.
[2] Ngo, T.; Mendis, P.; Gupta, A.; Ramsay, J. Blast Loading and
The peak pressure on the front structural facade in time of the Effects on Structures – An Overview EJSE Special Issue: Loading
explosion's arrival, tA, will be the peak refracted overpressure pr, on Structures, 2007.
which is a function of the initial pressure (Fig. 5). This pressure [3] Moon, Nitesh N. Prediction of Blast Loading and its Impact on
then decreases in time interval [t', tA] due to the passage of waves Buildings, Department of Civil Engineering, National Institute of
above and around the structure, which is less than pr (peak Technology, Rourkela, 2009.
overpressure over and around the structure will be ps). [4] Remennikov, A. M. A Review of Methods for Predicting Bomb
The overpressure on the front surface of the structure continues Blast Effects on Buildings. // Journal of Battlefield Technology,
to decrease until the pressure is equalized with the pressure of the Aragon Press Pty Ltd., 6, 3(2003), pp. 5-10.
surrounding air. Clearing time (passing time), tc, needed that the [5] Unified Facilities Criteria (UFC), Structures to Resist the Effects
refracted pressure drops to the level of the initial pressure can be of Accidental Explosions, U. S. Army Corps of Engineers, Naval
expressed as: Facilities Engineering Command, Air Force Civil Engineer Support
4S Agency, UFC 3-340-02, 5 December 2008.
(12) tc = [6] Brode, H. L. Numerical solution of spherical blast waves. //
(1 + R).Cr
Journal of Applied Physics, American Institute of Physics, Ney
York, 1955.
S – length of the "clearing", is equal to the height of the structure, [7] Newmark, N. M.; Hansen, R. J. Design of blast resistant
H or a half-width of the structure, W/2, whichever is less (Fig. 8), structures. // Shock and Vibration Handbook, Vol. 3, Eds. Harris
R – ratio S/G, where G is the height of the structure, and Crede. McGraw-Hill, New York, USA. 1961.
H or half-width of the structure, W/2, whichever is less, [8] Mills, C. A. The design of concrete structure to resist explosions
Cr – speed of sound in refracted area (Figs. 2 ÷ 192, [5]). and weapon effects. // Proceedings of the 1st Int. Conference on
concrete for hazard protections, Edinburgh, UK, pp. 61-73, 1987.
130
STUDY OF THE DEVELOPMENT OF THE STRUCTURE OF THE NETWORK OF
SOFIA SUBWAY
Abstract: The main issues are considered in this topic: study of the structure of metro system by using the Graph Theory. New indicators
have been defined in the research such as a degree of routing, a connectivity of the route, average length per link (which takes into account
the number of routes), intensity of the route, density of the route. The study includes network of Sofia subway and the plans for its future
development. The methodology could be used to evaluate other existing metro networks as well as for preliminary analysis in the design of
subway systems.
KEYWORDS: GRAPH THEORY, METRO NETWORK, SUBWAY, PASSENGERS, VERTEX, EDGES, CONNECTIVITY, STATION
131
An example of a representation of a metro network in a graph • A metro route is an organization of trains’ movement
is shown in Fig.1. In Figure 1a is shown a real metro network, between a starting station and a finishing station and it consists of
Figure 1b shows a presentation of a simple graph presented in the one or more than one metro lines. In most European metro networks
research. metro routes coincide with metro lines. In the case of Sofia
Edges are non-directional links. The edges are two types – metropolitan a metro route is consisted of two metro lines.
single e S and multiple eM . Fig. 2 shows the difference between metro line and metro route.
eS + eM
e= , (1)
2
where: e is the total number of edges; e S is the total number
of single-use edges; eM is the total number of multiple-use edges.
In order to define the total number of edges e S and e M , each edge
must be reported twice- the first time from nod “i” to nod “j”,
secondly from nod” j “to nod “i” .This is the reason why in formula
(1) the sum of the total number is divided by two.
Fig.2. Sofia’s metro network with metro lines and metro routes
2.2. Indicators for study metro networks Metro networks which are consisted of nods connected completely
have a non-planar graph. For example Warsaw metro network is
In order to study the indicators it must be taken in to account the linear and it is consisted of two nods and one edge. In this case.
following clarifications: γ =1. It could be easily checked by using the formula (5) that a
• A metro line is a infrastructural track which connects a non-planar graph with 3,4, and 5 nods γ =1 and in the case of
starting point with a finishing point and it has a definite number of number increase up to 6 then γ < 1 .
stations.
132
The two indicators a complexity β and a degree of metro network. It takes into account the connectivity of the routes in
connectivity γ show the structural differences between two
the structure of the network.
i
networks of an equal size. b= (9)
v
For the coefficients g and b and is valid the following:
2.2.3. An average length per edge (Eta index) g ≥ γ ;b ≥ β (10)
Adding new nodes will cause the eta index to decrease as the The total number of edges (routes) is equal to the sum of the
single edges (routes) and the multiples edges (routes). In the
average length per edge declines.
matrices, one arc is passed twice for each of the both directions.
L
η= (6) When determining the total number of arcs, the sum is divided by
e two. This applies to e S , eM , i S , i M , e and i . If the edges
where: L is the total metro network route length, km; e is the total
between two nodes pass through different infrastructures, multiple
number of edges in metro network.
arc is not counted. They are accounted as single arcs.
This ratio indicates the intensity (density) of the stations in the
The coefficient a for average length per edge, which takes into
network.
account the number of routes, determines the intensity of the routes
2.2.4. Connectivity (rho) in a metro network.
L
a=
The network structure is presented by connectivity ρ . This
(11)
i
indicator measures the intensity and the importance of connections where: L is the total length of the metro network, km
(i.e. transfers) in a metro system. This indicator is the relationship As the value of the coefficient is smaller, the more intense is an
between the net numbers of transfer possibilities divided by the metro network of routes. A low coefficient indicates saturated with
number of the transfer stations. It is calculated by the formula, [5, routes metro network.
6]: For the coefficients η and a is valid the following:
a ≤η
ρ = (ν T − eM )ν
c (12)
(7)
T The following relationship is valid for metro networks for
where : ν Tc is the total number of transfers in the transfer vertices; which the graph arcs do not pass more than two lines:
g = γ ; b = β ; a =η (13)
eM is the total number of multiple edges; ν T is the total number The coefficient of density of the routes r shows what the
of transfer vertices in a metro network. density of multiple route arcs in a metro network is.
The total number of transfers in the transfer vertices is the sum iM
of the number of metro lines going through a transfer station minus r= (14)
one. A transfer station sharing two transit lines offers one transfer v
possibility, another sharing three lines offers two possibilities, and where: i M is the total number of multiple route arcs in a metro
so on. network.
This indicator calculates the total number of net transfer
possibilities. The ratio indicates the average connectivity of each
transfer node in the network. The advantage of this indicator is that 3. Application. A study of the indicators for
it provides information about the stations where more transfers
from one line to another could be done, i.e. it crosses more than
Sofia’s metro network
two metro lines.
Those indicators by the graphs theory and introduced new
indicators were examined for different schemes of development of
2.2.5. Indicators of routing the network of the Sofia subway.
In the paper have been developed variants of routes according
New indicators such as a degree of routing, connectivity of the to the possibilities of the infrastructure of the metro network. For
route, average length per edge (which takes into account the number each scheme have been studied the modification of coefficients in
of routes), intensity of the route, density of the route have been regard to the number of nodes, number of arcs and number of
introduced in this research. These new factors have great impact on subway lines.
the categorisation and the evaluation of a metro network based on In Figures from 3 to 15 are shown schemes of the survey routes
their routes. The coefficients describing the routes in a metro in the metro network. Figure 3 shows the scheme of the network of
network show the total transport satisfaction. the Sofia’s subway from its opening in 1998 until 2012, when the
The degree of routing a subway network gives a greater degree subway system consists of a subway line (one subway route).
of satisfaction of transport to passengers. Figure 4, 6,7,9, 10 show schemes with two subway routes for two
i
g= (8) subway lines (subway lines and subway routes do not match).
3(v − 2) Figure 4 displays matching of the subway routes with subway lines.
where: g is the degree of routing; i is the total number of Figure 8 shows three subway routes in two subway lines. In fig. 5,
11, 12, 13, 14 and 15 are shown schemes with three subway lines
route arcs in the metro network; v is the total number of vertices in
and three subway routes. Figure 5 shows the scheme of matching of
the metro network. subway lines and subway routes. Figure 4, 6, 7 and 9 shows the
The total number of metro routes is a sum of the route edges i S existing subway routes in the period 2012 – 2015. The scheme of
and the multiple routes edges i M . Fig.8 shows a variant of an organization with three subway routes
for two subway lines. Schemes from Fig.9 to Fig.15 reports the
The coefficient g considers the degree of connectivity of the
planned phased of construction of the Sofia’s subway in its
routes in the transferring vertices of a metro network. The increase development until 2020.
in the number of arcs of routes will cause an increase in the number
of the vertices.
The coefficient of connectivity of the routes b is the ratio of
the total number of arcs route i to the total number of vertices in a
133
Fig.3. Variant scheme 0а, 0b, 0с. The end stations 2a, 2b and 2c
are respectively for each of the variants 0a, 0b and 0c
134
Tables 2 and 3 show the matrices with the values for the
indicators by the graphs theory and innovation indicators for the
variant scheme 5. The values seen the difference in the two
approaches.
Variant scheme
metro network,
Total number
of arcs route i
Multiple route
metro routes
metro lines
Number of
Number of
Number of
Number of
vertices, v
Length of
/ Indices
edges , e
l, km
arcs Im
0а 6.5 1 1 2 1 0 1
0b 8.1 1 1 2 1 0 1
0c 9.9 1 1 2 1 0 1
Fig.12. Variant scheme 8B 1 20.2 2 2 4 4 0 4
2 36.2 3 3 8 9 0 9
3 20.2 2 2 4 6 4 6
4 20.2 2 2 5 7 4 7
5 20.2 2 3 5 8 6 10
6 38.2 2 2 6 8 4 8
7 39.2 2 3 8 12 8 11
8а 27.2 3 3 6 9 6 9
8b 38.2 3 3 6 11 6 11
9a 29.2 3 3 7 11 6 11
9b 40.2 3 3 7 12 6 12.5
Fig.13. Variant scheme 9А 3 4 12 19 12 19
10 56
1 0 3 0 0 0 0 2 1 3
2 3 0 2 0 1 0 4 2 6
3 0 2 0 1 0 1 3 1 4
4 0 0 1 0 0 0 1 0 1
5 0 1 0 0 0 0 1 0 1
6 0 0 1 0 0 0 1 0 1
Total 3 6 4 1 1 1 12 4 16
Total half 6 2 8
Fig.14. Variant scheme 9B
Tabl.3. A matrix of routes for the scheme 5
From/To 1 2 3 4 5 6 iS iM i
1 0 4 0 0 0 0 1 3 4
2 4 0 3 0 1 0 2 6 8
3 0 3 0 1 0 1 2 3 5
4 0 0 1 0 0 0 1 0 1
5 0 1 0 0 0 0 1 0 1
6 0 0 1 0 0 0 1 0 1
Total 4 8 5 1 1 1 8 12 20
Total half 4 6 10
Fig.15. Variant scheme 10
The number of arcs between two nodes in a metro system for
Table 1 shows the indicators length of the metro network, the introduced new coefficients (g, b, r, a, u) is the number of
number of subway lines, number of vertices, number of edges, routes. For example, if three metro lines pass two nodes with
number of routes for studied variant schemes.
135
coefficients β , γ , η , ρ , the value for the number of multiple links in the Graph Theory for multiple edges is recorded “2”
is "2", while for the new coefficients is taken "3". independently from of number of passing between two nodes arcs.
This specificity gives an idea of the intensity of routes between The new indicators take into account of the exact number of arcs
two nodes (stations) in a metro network. These new coefficients are passing between any two nodes. Only in scheme 5 has the
always different from those from the Graph Theory where the difference in the two types of indicators. The reason for this is the
number of multiple arcs between two nodes is more than two. large number of routes in one line (more than 2).
Table 4 shows the value of indicators by Graph theory and The comparison of the schemes with two and three routes
new indicators. allows to observe the difference in indicators. The values of newly
coefficients increase by increasing the number of routes on a
Tabl.4. Indicators by Graph theory subway line and the transportation satisfaction for passengers in the
metro network is growed.
The number of arcs between two nodes in a metro system for
Variant the introduced new coefficients (g, b, r, a) is the number of routes.
scheme γ g β b ρ r η a For example, if three metro lines pass two nodes with coefficients
/ Indices β , γ ,η , ρ , the value for the number of multiple links is "2"(one
single edge and one multiple edge), while for the new coefficients is
taken "3"(the real number of passing routes). This specificity gives
0а 1,00 1,00 0,50 0,50 0,00 0,00 6,50 6,50 an idea of the intensity of routes between two nodes (stations) in a
metro network. These new coefficients are always different from
0b 1,00 1,00 0,50 0,50 0,00 0,00 8,10 8,10
those from the Graph Theory where the number of multiple arcs
0c 1,00 1,00 0,50 0,50 0,00 0,00 9,90 9,90 between two nodes is more than two.
The coefficient "g" considers the degree of connectivity of the
1 0,67 0,67 1,00 1,00 0,50 0,00 5,05 5,05
routes between nodes in a metro network. The value of this ratio for
2 0,44 0,50 1,13 1,13 1,00 0,00 4,02 4,02 studying metro schemes is from 0 to 1.
The values of the coefficient ‘’b" in the research are in the range
3 0,67 1,00 1,50 1,50 1,67 1,00 3,37 3,37
between 0,5 and 2. The largest value has the scheme 5, fig.8. It has
4 0,56 0,78 1,40 1,40 1,67 0,80 2,89 2,89 a large number of metro lines (routes) in an arc.
When the values of ‘’g’’ and ‘’b’’ are higher, then the network
5 0,56 1,11 1,60 2,00 2,33 1,20 2,53 2,02
has more than two routes.
6 0,50 0,67 1,33 1,33 1,67 0,67 4,78 4,78 Complexity β depends on the number of subway lines, transfer
7 0,44 0,61 1,50 1,38 1,75 1,00 3,27 3,56 and end nodes. By increasing the complexity of metro network and
crossings of metro lines, its value increases. For example: the
8а 0,50 0,75 1,50 1,50 2,00 1,00 3,02 3,02 variant scheme 8b (fig. 12) has β = 1,83. This index has a low
8b 0,50 0,92 1,83 1,83 1,67 1,00 3,47 3,47 value when the scheme is a linear structure such as variant 0a, 0b,
0c, fig.3.
9a 0,47 0,73 1,57 1,57 1,75 0,86 2,65 2,65
The indicator of a degree of connectivity γ shows to what
9b 0,47 0,83 1,71 1,79 1,50 0,86 3,35 3,22 extent metro lines have contact to each other. The highest degree of
10 0,40 0,63 1,58 1,58 1,67 1,00 2,95 2,95 connectivity is γ =1. This value clearly represents the linear
structure of the metro network with only one line - variants 0a, 0b,
Figure 16 shows a comparison of the initial scheme of 0c, fig.3.
development of the metro. Since the three schemes (fig.3) differ Average length per link η has a value greater than 1. Networks
only in their length the coefficients have identical values. These with a small number of arcs and small length of lines have a higher
schemes include only one metro line. value of the coefficient. For example scheme 0a ( η =6,5), 0b
The average length per edge η and the coefficient a for
( η =8,1),0c ( η =9,9). The coefficient "a" accounts for intensity of
average length per edge, which takes into account the number of
routes in a metro network. It has a value from 2,02 to 9,9. These
routes, grew by increasing the length of the network.
two indices have a small difference. This is for schemes 5, 7, 9b.
In figures 17, 19, 21 and 23 is shown a comparison of the
The differences are due to the way of determining the indices total
variants of the development of the metro network with two subway
number of edges and total number of routes.
route.
Connectivity ρ depends on the metro network. This ratio
In figures 18,20, 22 and 24 is shown a comparison of the
variants of development of the metro network with three subway shows the level of the average connectivity of each transfer node in
route. a network. Connectivity is 0 in linear networks such as scheme 0a,
0b and 0c. In this case, there are no transfer nodes. With an
increasing number of metro lines and complexity of the network,
the value of the connection is increased. The results from the study
have shown values of this coefficient from 0 to 2,33. The maximum
value of this coefficient is for scheme 5, fig.8 ( ρ =2,33) because it
has larger number of transfer units (3) and larger number of metro
routes (3) compared to the other schemes in the study.
The coefficient “r” shows the density of multiple route arcs in a
metro network. The more lines pass through an area, the greater is
the coefficient value. For networks where there is no multiple route
edges, r =0.
The introduced new coefficients are important for assessing
the routes in the metro network. Although it is quite simple Sofia’s
Fig.16. Comparison of the indices for variant schemes
metro network is connected in a way that has not been applied in
with one line
metro networks in Europe, which gives the possibility of passage of
several routes in a line. The connection of metro network thus
In most schemes between the coefficients of "Graph Theory"
allowing reducing the number of transferring, reduce operating
and introduced new factors there is no difference. This is due to that
136
costs and also there is a possibility the same train composition to
run on both metro lines.
The connection method the metro network in Sofia
eliminating the need for separate depots for both lines and also
reduces to a minimum of zero mileage of trains.
Fig.17. Comparison of the degree of routing and connectivity Fig.20. Comparison of the connectivity of the routes and complexity
for variants with three lines
for variants with two lines
Fig.18. Comparison of the degree of routing and connectivity Fig.21. Comparison of coefficient of density of the routes and
for variants with three lines connectivity for variants with two lines
Fig.19. Comparison of the connectivity of the routes and complexity Fig.22. Comparison of coefficient of density of the routes and
for variants with two lines connectivity for variants with three lines
137
Acknowledgement
This research is conducted in relation to the execution of a contract
№ 142ПД0019-04/2014 ” A simulation modelling of technological
processes in main metro stations of the Sofia’s subway”. The
research has been funded by Technical University of Sofia, Bulgaria
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138
QUALITY MANAGEMENT SYSTEM IN PUBLIC TRANSPORT OF
PERSONS ACCORDING TO ISO 9001:2008
economist eng. doctorand Bratu V.1, Ph.D. Prof. Boroiu A., eng. doctorand A. A. Boroiu 1
Faculty of Mechanics and Technology– University of Pitesti, the Romania 1
victor.bratu@upit.ro
Abstract: Companies from transport is facing daily with complex situations generated by various factors, form domain legislation up to
special transport conditions, weather conditions etc. Capacity of rapid and efficient action under these situations is a necessity in transports
activity. System provides a complete management of each transport means by processing the following information: identification data, cars
availability, board activities, endowments and accessories, functioning authorities etc. Insurances evidence on each transport means allows
the evidence of uncovered insurance claims, of accidents and of the way of recovering claims. The management of transport activities is
correlated with human resources involved by the specific documents management: visa validity for various countries, health insurance
validity, driving license validity, passport etc. By applying the requirements in ISO 9001: 2008, public passenger transport system to ensure
the satisfaction of passengers and kept under control industry-specific processes.
1.Introduction
What is a standard?
DEF = "a document established by consensus and approved by a
recognized body providing - for common and repeated use - rules,
guidelines and features on the activities and results, thus ensuring
an optimal level of order in a given context ".
Quality: the extent to which a set of inherent characteristics fulfills
requirements.
Requirement: need or expectation that is stated, generally implied or
obligatory.
System management: system (set of interrelated or interacting
elements) that establish policy and objectives and those objectives
are achieved.
NOTE: A management system of an organization can include
different management systems such as a quality management Fig. 2 The move towards a process-oriented organization
system, a financial management system or an environmental
management system. Requirements for quality management system documentation in the
Quality management system: management system which directs and field of public passenger transport services includes: document
controls an organization in terms of quality. control, records control, management commitment, customer focus,
quality policy, planning, responsibility, authority and
communication, management review, planning achieve product /
service.
Planning involves design and development:
a. Elements of design and development input,
b. Elements of design and development output,
c. Analysis of design and development,
d. Verification of design and development,
e. Validation of design and development,
f. Control of the design and development changes.
Processes related to customer relationship / traveler are considering
design and development of public transport people, supplies the
necessary processes currently deployed, production and service
provision, control of monitoring equipment and measuring customer
Fig. 1 ISO 9000 family of standards satisfaction / traveler, internal audit, monitoring and measuring
processes, monitoring and measuring product control product /
2. Presenting and explaining certain requirements service inconsistent, data analysis, improvement.
of ISO 9001: 2008 Customer satisfaction: customer perception about the extent to
which customer requirements are met.
Quality of conception determine the public transport service NOTE 1 customer complaints is a usual indicator of low customer
Quality is done in the public service transport satisfaction but their absence does not necessarily imply high
Quality is manifested in exploiting available means of customer satisfaction.
transport NOTE 2 Even when customer requirements have been established
and were satisfied with it, it does not necessarily ensure high
customer satisfaction and.
I. Introducing new concepts: customer satisfaction ,, / traveler "
II. The need for regular measurement of customer satisfaction /
traveler
Complaints are an indicator of customer dissatisfaction
Indirect rating
139
a. Turnover References
b. Frequency Controls / racing
c. The proportion of customers set *** ISO 9000: 2006 Quality management systems. Fundamentals
d. The duration of the client relationship and vocabulary.
e. ratio of recommendations given by clients *** ISO 9001 : 2008 Quality management systems. Requirements
f. The rate of positive responses
g. Number of complaints *** ISO 9004:2009 (replaces ISO 9004:2000) Guidance Document
h. Market Segment Managing for the sustained success of an organization. A quality
i. The rate of loss of customers / passengers management approach
Direct assessment *** ISO 19011:2011 Guidelines for auditing management systems
A survey method (eg by post, fax, e-mail)
B. Contact Phone
C. Direct contacts
3. Conclusions
Possible obstacles in the development of quality management in
public transport services:
Human Barriers:
a) failure to action hiring of the Director General and management
team;
b) managers do not have clear goals and quality objectives;
c) do not give managers instance, does not demonstrate that they
truly believe or intend what I say;
d) insufficient trained staff;
e) Good communication is encouraged, not paying attention to
attitudes, ability and employee participation not clear what is
expected of them.
Cultural barriers:
a) improve the quality of power is perceived as quality assurance
departments and quality control;
b) improve the quality of power is perceived as the service sector;
c) inappropriate behaviors and attitudes;
d) barriers between departments;
e) only interested in lowering costs and increasing productivity
usually at the expense of quality;
f) insufficient resources.
Human barriers:
a) failure to action hiring of the Director General and management
team;
b) managers do not have clear goals and quality objectives;
c) do not give managers instance, does not demonstrate that they
truly believe or intend what I say;
d) insufficient trained staff;
e) good communication is encouraged, not paying attention to
attitudes, ability and employee participation not clear what is
expected of them.
140
ENVIRONMENTAL MANAGEMENT SYSTEM REQUIREMENTS IN
PUBLIC PASSENGER TRANSPORT ISO 14001 : 2004
economist eng. doctorand Bratu V., associate professor Mitran G.1
Faculty of Mechanics and Technology– University of Pitesti, the Romania 1
victor.bratu@upit.ro
Abstract: All requirements of ISO 14001: 2004 are intended to be incorporated into any environmental management system. Companies
from transport is facing daily with complex situations generated by various factors, form domain legislation up to special transport
conditions, weather conditions etc. The management of transport activities is correlated with human resources involved by the specific
documents management: visa validity for various countries, health insurance validity, driving license validity, passport etc. The ISO 14001
implementation and compliance requirements organizations / public transport operators keep people under control environmental issues.
The application rate will depend on factors such as the organization's environmental policy, nature activities, products and services and
where the conditions in which they operate.
141
and end of life of a product / service provided, natural ecosystem
and biodiversity.
The types of records that should be found in an organization that
acts as operator of public transport services, are: registration of
complaints, records of training, process monitoring records, records
for inspection, maintenance, calibration, relevant information about
suppliers and contractors, environmental incidents reports, records
of checks on emergency preparedness, the results of environmental
management system audits and management reviews, decisions
regarding external communications, information regarding the
applicable legal requirements and other requirements to which the
organization it has taken, information on environmental
performance, information on the product manufactured (chemical
composition and properties), information on the processes applied
(operational control), records on permits, licenses and other legal
authorization, communicating with stakeholders.
The identification of environmental aspects and assessment of
associated impacts, it is a process that involves four steps are:
Step 1: Choosing an activity, product or service - to be sufficiently
significant and comprehensive examination sufficiently well
understood to be restricted for ex. flow charts, identifying entries
and exits
Step 2: Identify the environmental aspects associated with activities,
product or service
Step 3: Identify environmental impacts - real and potential
beneficial or harmful associated with each aspect identified
Step 4: Assess the importance of impacts - which may vary from Fig. 2 Requirements of environmental management system
one organization to another. Quantification can help assessment.
Factors to be taken into consideration on environment: the severity
of impact, impact intensity, frequency impact (probability of 3. Conclusions
occurrence) duration of the impact (persistence); business related to: ISO 14001: 2004 specifies requirements for an environmental
compliance with legal and regulatory requirements, difficulties and management system to enable an organization to develop and
costs resulting from change impact, the effect of an activity or implement a policy and objectives which take into account legal
process change, stakeholder feedback, the effect on the public requirements and other requirements to which the organization
image of the organization. subscribes, and information about significant environmental
In terms of operation will be examined: business processes in aspects. It applies to those environmental aspects that the
normal operating conditions; business processes in abnormal organization identifies as those which it can control and those which
operating conditions (start and stop special equipment, power plant, it can influence. It does not specify specific environmental
test operations after repairs, special maintenance operations); performance criteria.
predictable stops for emergencies or disasters. ISO 14001: 2004 is applicable to any organization that wishes
There will be consulted and analyzed all existing documents and to establish, implement, maintain and improve an environmental
records, including: the documentation contained in the file for management system to ensure compliance with its declared policy
consent / authorization environmental records of inspections by the environment and to demonstrate compliance with ISO 14001 : 2004
Environmental Protection Agency and other bodies responsible for by
the monitoring and verification authorities; sheets analysis, a) making a self-determination and self-declaration, or
measuring, recording systematic or occasional other relevant b) seeking confirmation of compliance by the parties with an
documents (example: procedures, internal regulations, plans and interest in the organization, such as customers, or
programs for the prevention and / or intervention). The operator of c) request confirmation of self-declaration by a party external to
public transport services must establish and maintain a procedure to the organization, or
identify to allow access to the legal and other requirements to which d) requires certification / registration of its environmental
the organization has adopted and which are applicable to the management system by an external organization.
environmental aspects of activities, processes and services. All requirements of ISO 14001: 2004 are intended to be
Indicators that can be used to measure progress in achieving a goal: incorporated into any environmental management system. The
- The quantity of raw materials or energy use / operation of the application rate will depend on factors such as the organization's
stream, their efficiency; environmental policy, nature activities, products and services and
- The amount of emissions (CO2); where the conditions in which they operate.
- The amount of waste produced, based on the amount of The ISO 14001 implementation and compliance requirements
finished product; organizations / public transport operators keep people under control
- The number of environmental incidents (ex. Deviations from environmental issues.
limits);
- Environmental accidents (ex. Recess unintended); References
- Percentage of waste or recycled packaging;
- Investment in environmental protection; *** ISO 14001:2004 Environmental management systems --
- The number of complaints; Requirements with guidance for use
- Amounts of specific pollutants (NOx, SOx, CO, HCl, Pb) *** ISO 14004:2004 Environmental Management Systems.
Guidelines on principles, systems and techniques.
142
SYSTEM REQUIREMENTS FOR SAFETY AND HEALTH MANAGEMENT AT
WORK IN THE PUBLIC PASSENGER TRANSPORT UNDER OHSAS 18001 :2007
economist eng. doctorand Bratu V., associate professor Neagu E., Ph.D. Prof. Nicolae V. E.1
Faculty of Mechanics and Technology– University of Pitesti, the Romania 1
victor.bratu@upit.ro
Abstract: OHSAS 18001 is an international occupational health and safety management. This standard allows companies / public passenger
transport operators to control health and safety risks and promoting employees' well-being and a safe work environment. Effective
management of Occupational Health and Safety (OHS) risks is a minimum requirement in every workplace. More effective OSH management
systems are fulfilling one of a number of standards available, offering much more than basic compliance. Implementation of OSH
management system demonstrates regulatory authorities, competition and customers a commitment to superior management practices and
protect employees from harm and employers against potential prosecution, an effective OHS Management System can help reducing risks,
insurance premiums and costs of rehabilitation / recovery, while positioning the organization in question as an employer, to be elected in a
highly competitive labor market.
143
2. Overview certain requirements of OHSAS 18001
: 2007 applicable to public transport services
Risk identification, risk assessment and determining controls
The organization - public passenger transport operator must
establish and maintain procedures for identifying continuous
hazards, risk assessment and establish the necessary controls
These should include: routine activities and non - routine; activities
of all staff who have access to the workplace (including
subcontractors and visitors); human behavior, capabilities and other
factors of human nature
Identified hazards generated outside the workplace
Infrastructure, equipment and materials at work; any legal
obligations applicable risk assessment, design jobs etc.
The organization - public passenger transport operator must ensure
that the results of these assessments and the effects of these controls
are considered when setting it implements and maintains its own
management system OHSAS;
Organization or public passenger transport operator should
document and update this information.
The organization must implement and maintain establish a
Fig. 2 The requirement planning - Objectives and program (s)
procedure for identification and access to applicable legal
requirements and other requirements that apply OHSAS; The program must include documentation on :
The organization must update such information; - Designated responsibility and authority for achieving the relevant
The organization shall communicate relevant information on legal functions and levels of the organization;
requirements and other requirements to its employees and to other - The means and time by which objectives will be achieved;
relevant stakeholders. Program (s) Management OHSAS be examined ( analyzed) at
The steps followed in the risk analysis: regular intervals and planned;
• Defining Systems Analysis (job); To facilitate OHSAS management roles, responsibilities and
• Identifying risk factors in the system; authorities of personnel who manage, perform and verify activities
• Identify causes of risk factors present in the system; having an effect on OHSAS risks of its activities, facilities and
• Risk assessment of injury and professional disease; organization processes should be defined, documented and
• Identifying protective equipment; communicated.
• Establish measures to control / prevention. The ultimate responsibility lies with occupational health and safety
Legal requirements and other requirements management at the highest level;
The organization - public passenger transport operator must The organization - public transport operator people must appoint a
establish , implement and maintain a procedure to identify and have member of management at the highest level with special
access to legal requirements and other requirements that apply responsibility to ensure that the OHSAS management system is
OHSAS ; must update such information ; must communicate properly implemented and that it works as required in all locations
relevant information on legal requirements and other requirements and sectors operating within organization; management should
to its employees and to other relevant stakeholders. provide resources essential to the implementation, control and
Examples of other requirements: improve the management system OHSAS;
Order issued by the authorities Resources include human resources and specialized skills,
Permits, licenses or other authorizations technology and financial resources.
Treaties, conventions, protocols, Staff must be competent to perform tasks that may impact on OH &
Rulings of courts or administrative tribunals S in the workplace; competence must be defined in terms of
National standards, foreign, regional or international; education, training and / or relevant experience. The organization -
Internal organizational requirements; public passenger transport operator must establish and maintain
Requirements of stakeholders. procedures to ensure that its employees working at each relevant
The organization - public passenger transport operator should assess function and level are aware of:
which of requirements apply, where to apply and who should be the importance of compliance with policies and procedures and the
granted with information . requirements of OHSAS Management System OHSAS;
The organization must establish targets to implement and maintain OHSAS consequences, actual or potential, of their activities and the
documented occupational health and safety for each relevant OH & S benefits of improved individual performance; duties and
function and level within the organization; responsibilities in achieving conformity with the policy and
When establishes and reviews its objectives , an organization must procedures and with the requirements of OHSAS Management
take into account legal requirements and other requirements, OH & System OHSAS including the requirements relating to emergency
S hazards and risks to own its technological options , its financial preparedness and response capacity; the possible consequences of
requirements , operational and business and the views of interested deviations from specified operating procedures; training procedures
parties ; Related targets should OH & S policy , including the shall take into account the different levels : responsibilities , skills
commitment to continuous improvement. and knowledge and risk.
Typical output elements: The requirement related to communication, participation and
Objective OHSAS documented, measurable for each function in the consultation, employee engagement and consultation agreements to
organization. be documented and stakeholders should be informed ; employees
Examples: Reducing levels of risk; Eliminating or reducing the must: involved in developing and reviewing policies and procedures
frequency of particular undesired incidents;The introduction of for risk management; See where any change that affects the health
additional features OHSAS management system; and safety at work; represented in occupational health and safety
Steps to improve existing features or consistency of their issues and informed the representative (s) and OHSAS employees
application. to management representative.
To achieve its objectives the organization must establish and Contractors must be consulted when there are changes that affect
maintain one or more OHSAS management programs ; their 'health and occupational safety
144
Organization - the carrier must identify those operations and Emergency plans should include: identifying potential accidents and
activities that are associated with identified risks for which it is emergencies; identifying individuals with responsibilities during
necessary to apply control measures; emergencies; details of actions needed to be taken , responsibilities ,
The organization should plan these activities, including authorities and duties of staff with specific roles ( specialists in
maintenance, in order to ensure that this is done under specified firefighting, first aid teams , nuclear experts leak cases ) evacuation
conditions , by: establishing and maintaining documented procedures, identification and location of hazardous materials and
procedures to cover situations where the absence of such procedures emergency actions necessary , interface with external emergency
could lead to deviations from policy and OHSAS objectives ; services; communication with regulators ;communication with
stipulating operating criteria in the procedures ;establishing and neighbors and the public ;protect essential records and important
maintaining procedures related risks identified OHSAS of goods, facilities ;availability of necessary information during the
equipment and services purchased and / or used by the organization emergency (examples: site plan of the organization, elements
and communicating to suppliers and contractors to relevant regarding hazardous materials , procedures, work instructions ,
procedures and requirements ;establishing and maintaining contact telephone numbers ). Emergency equipment:
procedures for the design of workplaces, processes, facilities and It must be identified and provided the required amount; be tested at
equipment, operating procedures and work organization, including specified intervals
their adaptation to human capabilities , to eliminate or reduce risks Examples: alarm systems, emergency signaling devices; lifesaving
at their source OHSAS. ;safe havens ; separating valves , circuit breakers, disconnect
systems ; firefighting equipment ;first aid equipment ( including
emergency showers , eye washers etc. ), communication facilities .
The organization - public passenger transport operator must
establish and maintain procedures for monitoring and measuring,
periodically, OHSAS performance; these procedures should ensure:
both qualitative and quantitative measurements corresponding to the
needs of the organization;
The monitoring of the OH & S objectives are met the organization;
Monitoring the efficacy of controls
Proactive performance measurement that monitors compliance with
OHSAS management program, operational criteria and applicable
laws and regulations;
Reactive performance measurements for monitoring accidents,
illnesses, incidents (including "incident without consequences") and
other historical evidence of deficient performance OHSAS;
registration data and results of monitoring and measurement
sufficient to facilitate subsequent analysis of corrective and
preventive actions.
3. Conclusions
OHSAS 18001 is an international occupational health and safety
Fig. 3 Implementation and operational control operation management. This standard allows companies / public passenger
When developing operational control procedures organization must transport operators to control health and safety risks and promoting
consider the various operations and activities associated with the employees' well-being and a safe work environment.
risks identified, such as: Supply or transfer of goods and services Effective management of Occupational Health and Safety (OHS)
and use of external resources, dangerous activities, hazardous risks is a minimum requirement in every workplace. More effective
material, safety installations and facilities maintenance ; OSH management systems are fulfilling one of a number of
Examples: Dangerous activities - control measures: identification of standards available, offering much more than basic compliance.
hazardous activities ; predetermination and approval of working Implementation of OSH management system demonstrates
methods ; pre- qualification of personnel to perform dangerous regulatory authorities, competition and customers a commitment to
activities ; work permits systems and procedures to control entry superior management practices and protect employees from harm
and exit of personnel to / from dangerous workplaces. and employers against potential prosecution, an effective OHS
Hazardous materials - control measures: identifying stocks and Management System can help reducing risks, insurance premiums
storage areas; ensure safe storage and access control ; materially and costs of rehabilitation / recovery, while positioning the
ensuring data security and other relevant information, and access to organization in question as an employer, to be elected in a highly
them. competitive labor market.
Examples: Maintenance safety installations and facilities - control What are the benefits of OHSAS 18001?
measures: acquisition , control and maintenance of installations and • Create the best possible working conditions across your
facilities in the organization ;isolation and access control ;inspection organization,
and testing OH & S related facilities and protection systems , for • Identify hazards and put in place controls to manage them
example :protection systems operators; security and physical • Reduce workplace accidents and illness to cut related costs and
protection ;system interruptions ;fire detection features and pressure downtime,
;handling facilities (cranes, forklifts, hoists and other lifting devices • Engage and motivate staff with better, safer working conditions,
);radiological sources and protection devices; important monitoring • Demonstrate compliance to customers and suppliers,
equipment; local exhaust ventilation systems; facilities and medical • And if work-related road safety is a concern, OHSAS 18001 can
provisions. be combined with ISO 39001 Road Traffic Safety to make sure
The organization - public passenger transport operator must you address the increasing risks presented to your employees in
establish and maintain plans and procedures designed to identify all work related activities.
potential emergency situations and References
to respond to such emergencies , analyze plans and procedures for *** OHSAS 18001:2007, Occupational Health and Safety Management
emergency preparedness and response capacity , especially after the Systems—Requirements (officially BS OHSAS 18001)
appearance of incidents or emergencies ; to periodically test such *** OHSAS 18002:2008, Occupational health and safety management
procedures where possible . systems. Guidelines for the implementation of OHSAS 18001:2007
145
INTERNATIONAL TRANSPORT PROJECTS AND ECOSYSTEM OF BLACK SEA
Prof. Dr. Gogiashvili F.1, Prof. Dr. Mamuladze R.2, Doctoral candidate Baramidze M.2
1.Akaki Tsereteli State University, Kutaisi, Georgia
2. Batumi state Maritime Akademy, Batumi, Georgia
pridon.gogiashvili@atsu.edu.ge; m.baramidze@bsma.edu.ge
Abstrac: The importance of the Black Sea for modern Georgia is invaluable. It represents one of the important natural formations for the
common geographical location of the country, resource potential, the main artery of recreational zone and foreign relations. Therefore, the
security, economic welfare and future in general depend on effective use of economic potential of the Black Sea and its ecological condition.
The article deals with the ecological condition of the main problems of the Black Sea. Special attention is paid to international
transport and energy projects. It is proved that the projects that have been implemented and planned the "Blue Stream" and "South Stream"
(so called "Turkish Stream") represent potential threats to the Black Sea in terms of environmental deterioration. Modest conclusions are
made in the article concerning the joint efforts of the Black Sea countries directed to support transport and energy projects, realization of
which will impact ecological condition of the Black Sea. In the opinion of the authors, the "Nabucco" project represents the very transport-
energetic project.
KEY WORDS: ECOSYSTEM OF THE BLACK SEA, “NABUCCO” PROJECT, ECOLOGICAL CONDITION OF THE
BLACK SEA
1. Introduction even more difficult. Exchange of the Black Sea water to the
Mediterranean Sea water is extremely slow. Its salinity is less than
20 per mile. There are no revolutions and reversing in the Black
The importance of the Black Sea for modern Georgia is
Sea, in the contrary to other seas (the Baltic Sea). As a result, there
invaluable. It represents one of the important natural formations for
is very little oxygen in it and contaminants are collected in
the common geographical location of the country, resource
abundance. Water is actually stopped; as a result oxygen is only in
potential, the main artery of recreational zone and foreign relations.
upper layers. Healthy seas need the oxygen not only for living
Therefore, the security, economic welfare and future in general
organisms, but also for putrefaction and decomposition of dead
depend on effective use of economic potential of the Black Sea and
plants and dead animals.
its ecological condition.
Black Sea and its resources are in greatest danger. It is almost
The Black Sea has an area of 422,000 km2, the longest
completely locked and probably the most polluted seas in the world
east-west extent is about 1,167 km (Burgas-Kobuleti), a maximum
due to the fact that the pool is much beyond the scope of the six
width - 580 km, a maximum depth – 2211 m, the coastline is
countries bordering the sea, and 17 countries are involved in the
approximately 4000 km, 320 km of which belongs to Georgia
contamination. The only linking of the sea to the world ocean is
(Russian Federation – 395 km, the Ukraine – 1340 km, Romania –
Bosporus Strait. At the same time it receives waste water and other
215 km, Bulgaria – 317 km, Turkey – 1365 km).
pollutants from such large rivers as the Danube, Dnepr, and
A net outflow of water reaches 200 km3 per year through
elevation, as well as from many other smaller rivers. Hence, it is
the Bosporus. Inflow of freshwater from the surrounding areas
understandable that protection of the Black Sea is possible only
reaches 320 km³ per year, the majority of which comes from central
with the joint efforts and international assistance.
and central-eastern Europe [1].
Currently, the Black Sea is facing the following main
So called oxygen rich “organized” layer of the Black Sea
problems:
extends to the depth of 175-200 m, from 200 m up to the bottom it
is almost without oxygen and there is no organic life there. • Nitrogen and phosphorus compounds;
Outstanding features of the Black Sea, distinguishing it from the • Sewage Water;
rest hydra shell of the earth, represent original layering character. • Toxicants;
Surface layer which is 175-200 m thick stands out with its density • Radioactive materials;
(it is lighter) from water body. This difference is so clear that • Invasive species of living organisms
confusion between layers of water is almost impossible. That’s why • Raw refuse and oil pollution;
deep water is accumulated with huge quantity of H2S. • International transport and energy projects.
The Black Sea is one of the biggest locked water massive One of the important problems mentioned above is
that does not stand out from the complex features and is convenient international transport and energy projects. A highly favorable
for navigation. Therefore, the Black Sea is the most important coastal location of the Black Sea has always been a certain
transport corridor [2]. advantage for development of transport industry, especially in
recent period, when there have been many economic changes in the
2. Preconditions and means for resolving region. The location means many advantages and disadvantages for
the region located on the crossroad of Europe and Asia: on the one
theproblem hand it is it’s a favorable condition for the development of trade, but
its’ necessary to establish a certain balance firstly between the
In 1960-ies of XX century intensive involvement of
current favorable economic profit and on the other hand increasing,
humanity in ecosystem of the Black Sea, in particular excessive use
long term development of the native population and environment.
of the Black Sea resources, unplanned urbanization in the coastal
Transportation of the oil in the Black Sea region in a part of this
zones, invasion of series of exotic and pathogenic organisms ballast
kind of danger, especially if the social and environmental issues are
water through the ballast waters, building of dams on many rivers,
left by the wayside, and the geopolitical importance of the
huge number of constructions to protect the coastlines, unduly
arguments prevail importance of future decisions. In recent period
cleaned wastewater spill (ships, industry and coastal areas of the
the issue of international importance is energy supply of Europe.
settlements and their improper caring), the growth of illegal fishing
Many projects are being developed, which provide energy to
and many other reasons have led to the degradation of the Black Sea
improve the energy supply through diversification of routes and
ecosystem. Natural features of the Black Sea make this process
146
sources. This kind of route crosses the Black Sea and poses serious The main advantages of the "Nabucco" in comparison to
threats for the Black Sea from the ecological point of view. If the "South Stream is as follows:
Black Sea performed only the navigational function in the past, in • Reduces dependence of Eastern European countries on
recent years it gained the new function – one pipeline has already Russia;
been built and some more pipelines are planned to be built on the • The project is open to several transit suppliers, ensuring
grounds of the Black Sea. Particularly [3,4]: competition and, therefore, protects consumers from monopolistic
The Blue Stream. Mentioned project is considered as the deepest pricing;
pipeline in the world, the total length of the pipeline is 1240 km, • Eencourages the utilization of new deposits, as Europe is
which started operations in 2006. The land section consists of the the most expensive natural gas market in the world.
Stavropolskaya and Krasnodarskaya compressor stations. The • Encourages trans-Caspian pipeline, which will break the
offshore section is 396 kilometers long laying from the Beregovaya path for a large natural gas resources of Turkmenistan, Uzbekistan
compressor station in Arkhipo-Osipovka to the Durusu terminal and Kazakhstan to European markets, bypassing Russia and
locating 60 kilometers from Samsun (Turkey). contribute to the growth of their political independence;
”South Stream” and “Turkish Stream”. ”South • Technically easier to implement, its operation will be
Stream” is an abandoned project running into 10 milliards to relatively cheap and economic parameters are better;
transport natural gas of the Russian Federation through the Black • The most important issue is to reduce the risks and threats
Sea to Bulgaria and through Serbia, Hungary and Slovenia further that are associated with the deterioration of the ecological
to Austria. According to the project 2000 km long pipeline was to conditions of the Black Sea [7].
to start from Varna and run to Pleven. From there, the original Another problem in terms of the ecological state of the oil
southwestern route was to continue through Greece and Ionian Sea extraction works. Such work is already being planned. Another
to southern Italy. The newer northwestern route would have problem in terms of the ecological condition is commencement of
continued from Pleven to Serbia. In Serbia, then running through crude-oil production. These kinds of works are already planned and
Zaječar and Paraćin to Čenta. From Čenta the main pipeline would do not bode well for the Black Sea. If the industrial production of
have continued in direction of Gospođinci while branch-off line oil starts, it will have a very large impact on the Black Sea, because
would run to Republika Srpska in Bosnia and Herzegovina. the biggest problem is not the "big discharge", but also the so-called
Construction of the Russian onshore facilities for the pipeline "daily discharge". "The Black Sea Convention" can be considered
started on December 7, 2012 by “GAZPROM” [5,6]. The last as a step forward in terms of protection of the Black Sea. The
developments in the Ukraine lead the project in danger. That is convention was signed in Bucharest in April 1992, and ratified by
why, at the end of 2014, Russia decided to suspend the "South all six legislative assemblies of the Black Sea countries as of
Stream" and instead of it started so called "Turkish Stream" Bulgaria, Georgia, Romania, Russia, Turkey and the Ukraine. The
pipeline. The Turkish Stream is a working name of the proposed countries acknowledge the increasing deterioration of the
natural gas pipeline from Russia to Turkey across the Black Sea. environment in their joint resources in the Black Sea which caused
The proposal was announced by Russian president Vladimir Putin signing of Convention on the Protection of the Black Sea against
on 1 December 2014, during his state visit to Turkey. The pipeline Pollution (also so called the Black Convention or the Bucharest
would start at Russkaya compressor station near Anapa. The Convention). On 31st October 1996, Bulgaria, Romania, Russia,
landing point in Turkey is not negotiated yet. According to Georgia and Ukraine's Ministers of Environment met in Istanbul,
Gazprom, pipe-laying works will start immediately when the where they signed the Strategic Action Plan for the Protection of the
landing point in Turkey is decided. The mentioned projects Black Sea, the most comprehensive program, which is to save the
constitute potential threats to the pollution of the Black Sea, world’s one of the most polluted seas.
hydrogen sulfide gas, which is considered as corrosive substances is
poisonous and causes rapid corrosions of metal. Therefore, on the
one hand, the efforts of the Black Sea countries should be
3. Conclusion
implemented to the strict monitoring of the proper operations of the
pipeline, on the other hand, active support of the alternative projects It can be said that currently there are plenty of other
linking to the Black Sea. To our opinion The Nabucco Pipeline is economic projects in the Black Sea countries, which are a potential
this kind of alternative project. threat from the ecological point of view. As for the ecological
”The Nabucco Project” aims to run the gas obtained in projects enhancing reduction of the pollution of the Black Sea, are
Caspian region and Central Asia to Europe through Georgia and very small. Besides, there are no states safe from the adverse
Turkey. Preparations started in 2002, the building of the pipeline effects of pollution on human health effects or country's economy.
was planned to start in 2011 and finish in 2014, but because of the Therefore, the joint efforts of the Black Sea countries should be
problems with gas supplier countries the realization of the project directed to such projects, including support of transport and energy
was postponed several times. In 2011 it was announced that projects, realization of which will have minor impact on the
enforcement of the project was postponed until 2018. However, on ecological situation in the Black Sea.
28 June 2013 Shah Deniz consortium announced that it had chosen
the Trans Adriatic Pipeline over Nabucco for its gas exports, 3. Literature
Nabucco, is the idea born on the interests of the European
Union and US, while South Stream project was created and
supported by political leadership of Russia, hence Russia has done 1. R. Mamuladze, "Black Sea Cruise Potential, Problems and
everything to ensure that this project is not implemented and Prospects", Batumi State Maritime Academy, I Regional Symposium:
partially succeeded in it. „Cruise Tourism – World Experience and Perspectives of the
Judging from the economic and technical Development in Black Sea Region”, Batumi, April 30, 2014
parameters,”Nabucco” is more interesting project then "South 2. http://reportiori.ge/?menuid=2&id=48123
Stream”. Implementation of "South Stream" (including the "Turkish 3. http://www.rec-
Stream") and blocking ”Nabucco” allows Russia to influence the caucasus.org/files/publications/pub_1400668450.pdf
prices of natural gas supply not only in Europe, but also supply of 4. http://www.radiotavisupleba.ge/content/article/1555073.html
Europe with gas from the Caspian Sea countries (Turkmenistan, 5. http://www.internet.ge/v3-
Azerbaijan, Kazakhstan, Uzbekistan) as well. Moreover, unlike the 0/index.php?action=news&category=4&news=60692
Persian Gulf countries (which deliver natural gas in tankers to 6. http://www.gazprom.com/about/production/projects/pipelines/blu
European terminals), but the pipeline, they don’t have no other e-stream/
means of supply of natural gas. 7. http://news.ge/ge/news/story/115024-putinma-samkhretis-
nakadi-dakhurulad-gamoatskhada
147
RESEARCH RESULTS OF ENERGY EFFICIENT VENTILATION SYSTEM OF
SHEEPFOLD
M. ISSAKHANOV, N. ALIBEK, T. DYUSENBAYEV
M. ISSAKHANOV, Candidate of Technical Sciences, Professor, N. ALIBEK, PhD, T. DYUSENBAYEV, engineer
Kazakh National Agrarian University, Department of Energy Saving and Automation, Almaty, Kazakhstan
e-mail: imuratbek@mail.ru
Abstract: The article discusses the results of experimental studies of energy efficient ventilation system of sheepfold, using
information-measuring system for remote registration of thermotechnical parameters of the ventilation systems.
They are given the results of testing of the experimental energy efficient ventilation system in the winter and summer periods.
KEY WORDS: ENERGY EFFICIENT VENTILATION SYSTEM. SHEEPFOLD. UNDERGROUND HEAT EXCHANGER. AIR
CONDUIT. SOIL HEAT. TEMPERATURE SENSORS. SENSORS OF THE RELATIVE HUMIDITY AND TEMPERATURE.
MASTERSCADA SYSTEM.
1 Introduction
The work addresses the problem of energy efficient
ventilation systems in agricultural buildings, due to the effective use
of low-grade soil heat.
There are a number of examples of the use of soil heat for
heating and cooling of livestock buildings through underground air
conduits and heat exchangers. They are allowed to save 50 to 75%
of the costs for heating and cooling of the buildings. [1] 1 – placement of air-intake shaft; 2 - vertical forced air ducts; 3 -
Consequently, energy efficient ventilation systems and horizontal forced air ducts; 4 - soil temperature sensors; 5 - control
efficient use of soil heat in them are perspective and relevant in cabinet; 6 - control wiring; 7 - power shield; 8 - electric meters; 9 -
modern conditions. bucking transformer 220/22 V; 10 - closers – electric heating
The work has been carried out at the Department of Energy panels; 11 - underground heat exchanger-horizontal air conduits;
Saving and Automation of Kazakh National Agrarian University. 12 – ventilating shaft with air conduit; 13 – electric wire sensors.
Figure 3. - Process diagram of the experimental energy efficient
2 Materials and methods ventilation system for placing of the sheepfold
The experimental energy efficient ventilation system was
built into the sheepfold for lambing in Almaty region. Plan and Underground heat exchangers - air conduits are made of
photograph of the sheepfold are presented in Figures 1 and 2. corrugated plastic pipe of "EPA Almaty" LLP production. Pipes are
made from high density polyethylene, the nominal inner diameter
from 110 mm to 630 mm. GOST18599-2001.
Profile ripple wall. Pipes are produced with socket and muff
joints. They are connected via a sealing ring. They have a hollow
structure in the form of rectangular section of hollow channels
arranged perpendicularly along the axis of the pipe section, the
inner layer is flat and smooth.
Specially designed outer surface of the pipe has a high ring
1 - maternity ward; 2 - compartment for keeping of the stiffness and makes them more resistant to compressive loads
ewes; 3 - compartment for keeping of the lambs from 2 months; 4 - (transport, soil water, frost and soil compaction), and elastic
tambours; 5 - switchboard room. structure pipe protects them from damage when exposed to
Figure 1. Plan of the sheepfold for lambing overload. As the material of high density polyethylene has: a high
tensile strength, have higher thermal stability and is not subject to
corrosion.
The pipe is produced in the segments of standard length of 6
m and 12 m and is designed for underground laying to a depth of 15
m.
For registration of thermotechnical parameters of ventilation
system, that is temperature of the outer, inside air, soil and humidity
external and internal air have been developed information-
measuring system.
Figure 2. Sheepfold for lambing Block scheme of information-measuring system and
automation study modes of modular energy efficient ventilation
system for agricultural buildings is shown in Figure 4 and is
For this sheepfold in accordance with an innovative patent arranged as follows: the sensors (sensor OWEN DTS3015
of the RK number 26930 "The ventilation device" [2, 3] have been PT1000.B2.200 designed to measure the temperature in the air
developed schemes and identified parameters of energy efficient conduit of ventilation system, OWEN DTS3005 -PT1000.B2
ventilation system with heat soil. designed to measure the temperature of outer air, relative humidity
Scheme of experimental energy efficient ventilation system sensor and temperature DVT-03.RS are installed on a flat surface of
for placing of the sheepfold is shown in Figure 3. the wall and connected to the analog input module OWEN MV110-
8A.
148
Table 2 - Results of statistical processing of measurements of air
temperature in the heat exchanger-air conduit (in summer)
temperature temperature
temperature in the on the way
Indicators at entrance middle out
Number of 802 802 802
1 - sensors (of temperature, humidity, air flow rate); 2 - analog input values 𝑛
modules OWEN MV110-8A; 3 - programmable logic controller Average 26,48999 20,52618 19,69433
OWEN PLC 100-220. P-M; 4 - graphic operator terminal OWEN value 𝑋 𝑎𝑣𝑒𝑟
IP320; 5 - data acquisition module OWEN MSD200; 6 - Interface Standard 2,496318 0,51628 0,530624
Converter USB / RS485 AC4; 7 - GSM / GPRS; 8 - Interface deviation 𝑆
Converter USB / RS485 AC4; 9 - a personal computer. The standard 0,088148 0,01823 0,018737
Figure 4 - Block scheme of information-measuring system deviation of the
The device operates in the RS-485 network under the average 𝑆𝑎𝑣𝑒𝑟 =
protocols OWEN, ModBus-RTU, ModBus-ASCII, DCON. 𝑆/𝑟𝑎𝑑𝑖𝑐𝑎𝑙 (𝑛)
Controller OWEN PLC is used as the master network. Student's t-test 1,96293 1,96293 1,96293
Device is given with OPC driver and standard library WIN DLL, (5%, 𝑛 − 1)t
which are used for connecting the device to the SCADA-systems Confidence 1,324499 1,026309 0,984716
and controllers from other manufacturers. Configuring the device is interval CI = 𝑡 ∗
carried out on a PC via the interface adapter RS-485 / RS-232 or 𝑆𝑎𝑣𝑒𝑟
RS-485 / USB (for example, OWEN ASZ-M or AS4, respectively) Relative error 𝛿 = 0,05 0,05 0,05
using the "Configurator M110" included the supply package. ДИ/𝑋 𝑎𝑣𝑒𝑟
Then all the data from all the sensors are transmitted to
the programmable logic controller PLC OWEN 100-220. P-M. Table 3 - Results of statistical processing of measurements of soil
OWEN PLC controllers allow you to organize a gateway between temperature (in winter)
devices with the protocol OWEN (RS-485) and industrial networks temperature temperature
with protocols, Modbus TCP, DCON. temperature in the on the way
At the control center of station operator received a Indicators at entrance middle out
personal computer. To communicate through (CSD) GPRS-
Number of 24 24 24
connection, it is installed Modbus OPC / DDE server to a PC.
values 𝑛
OPC supports the work with a modem and allows you to
Average 15,11667 16,0875 16,6375
work both in Master mode and in Slave mode. To transfer data to
value 𝑋 𝑎𝑣𝑒𝑟
the computer modem operator is connected working in master
mode, then the signals are transmitted to the processing and Standard 0,831273 1,536318 1,965089
visualization into "skadosystem» MasterScada. Operator views deviation 𝑆
messages and parameters from the facilities and on his own The standard
initiative, makes communication and management of the facility, deviation of the
such as for the processing of emergencies. average 𝑆𝑎𝑣𝑒𝑟 = 0,169683 0,3136 0,401122
𝑆/𝑟𝑎𝑑𝑖𝑐𝑎𝑙 (𝑛)
Student's t-test 2,068658 2,068658 2,068658
3 Results of experimental studies
(5%, 𝑛 − 1)t
Testing of energy efficient ventilation system was carried
Confidence
out in two stages: winter and summer periods. Results of statistical
interval CI = 𝑡 ∗ 0,008484 0,01568 0,020056
processing of measurements are shown in Tables 1-4.
𝑆𝑎𝑣𝑒𝑟
Table 1 - Results of statistical processing of measurements of air Relative error 𝛿 = 0,000561 0,000975 0,001205
temperature in the heat exchanger-air conduit (in winter) ДИ/𝑋 𝑎𝑣𝑒𝑟
temperature
temperature temperature on the way Table 4 - Results of statistical processing of measurements of soil
Indicators at entrance in the middle out temperature (in summer)
Number of temperature temperature
values 𝑛 72 72 72 temperature in the on the way
Average Indicators at entrance middle out
value 𝑋 𝑎𝑣𝑒𝑟 -14,2597 -5,04028 5,625 Number of 147 147 147
Standard values 𝑛
deviation 𝑆 1,645965 0,756504 0,211467 Average 16,11347 14,25299 12,68156
The standard value 𝑋 𝑎𝑣𝑒𝑟
deviation of the Standard 0,654286 0,618405 1,508083
average 𝑆𝑎𝑣𝑒𝑟 = deviation 𝑆
𝑆/𝑟𝑎𝑑𝑖𝑐𝑎𝑙 (𝑛) 0,193979 0,089155 0,024922 The standard
Student's t-test deviation of the
(5%, 𝑛 − 1)t 1,993943 1,993943 1,993943 average 𝑆𝑎𝑣𝑒𝑟 = 0,053965 0,051005 0,124385
Confidence 𝑆/𝑟𝑎𝑑𝑖𝑐𝑎𝑙 (𝑛)
interval CI = Student's t-test 1,976346 1,976346 1,976346
𝑡 ∗ 𝑆𝑎𝑣𝑒𝑟 -0,71299 -0,25201 0,28125 (5%, 𝑛 − 1)t
Relative Confidence
error 𝛿 = interval CI = 𝑡 ∗ 0,002698 0,00255 0,006219
ДИ/𝑋 𝑎𝑣𝑒𝑟 0,05 0,05 0,05 𝑆𝑎𝑣𝑒𝑟
Relative error 𝛿 = 0,000167 0,000179 0,00049
ДИ/𝑋 𝑎𝑣𝑒𝑟
149
During tests energy efficient ventilation system during the Conclusion
winter period found that the room temperature of the sheepfold ranged In times of testing energy efficient ventilation system
from +5,4 ° C to +6,0 ° C, on average + 5,6 ° C, with the number of provided the required power saving mode and zootechnical
measurements n = 72. parameters of the microclimate in the maternity ward of the
The relative humidity of the room of the sheepfold was in
sheepfold.
average 79.2% (for n = 72). The maximum and minimum value of
Energy efficient ventilation system has been adopted for
relative humidity were respectively 93.4% and 64.1%. At the lowest
outdoor temperature -18 ° C (04.02.2014) supply air temperature economic use and recommended for implementation in the sheep
reached 6 ° C. Supply flow rate fluctuate depending on the outdoor farms.
temperature within 70-140 m3 / h. The maximum heat output of
installation was 2.2 kW. 1. Stepanova V.E. Renewable energy at the agricultural
During tests energy efficient ventilation system in summer enterprises. – Мoscow: Agropromizdat, 1989. –p. 112
found that the room temperature of sheepfold ranged from +16,6 °C 2. Innovative patent. №26930 from 25.04.2013 «Ventilation
to + 27,29 °C on average + 22,3 °C, with the number of device», Issakhanov М.Zh., Alibek N.B., Doldayev О.Z.,
measurements n = 820. Dyusenbauev Т.S. et al.
The relative humidity of the room of sheepfold averaged 3. M. Issakhanov, N. Alibek, T. Dyusenbayev.Energy
30.5% (for n = 820). Maximum and minimum value of relative saving ventilation systems for sheep premises. International journal
humidity was respectively 58.88% and 10.37%. At the highest International scientific, scientific applied and informational journal
temperature of the outside air + 33,4°C supply air temperature mechanization in agriculture. 7/2014, Sofia, Bulgaria «Energy
reached + 19,6°C and humidity increased from 12% to 23%. Air saving ventilation systems for sheep premises».
flow rate was 140 m3/h. The cooling capacity of the installation was
2.6 kW.
150
STUDY OF THE EFFECT OF TRIM ON SHIP POWERING PERFORMANCE
VASILEVA Alexandrina
Technical University - Varna, Bulgaria
E-mail: vasileva.a@abv.bg
Abstract: The recently issued IMO requirements for reduction of GHG emissions for shipping reinforced the attempts to increase the energy
efficiency of ships.
One of the measures prescribed by IMO is Ship Energy Efficiency Management Plan (SEEMP). This, among other things, involves trim
optimization.
Trim i.e. difference between the draft at the bow and the stern is controlled parameter worthy of attention with respect of fuel usage and
GHG emissions while the ship is cruising. It is shown in this paper that the powering performance of vessels varies with different trim
conditions.
The main objective function of the trim optimization is the powering performance (resistance and propulsion).
The objective of this paper is to analyze the physics behind the effect of varied trim on ship resistance and propulsion, to detect the origin of
this effect.
In particular are examined the change of total resistance depending on the change of some parameters such as length of waterline (hence
frictional resistance), submerged surface , change of the residual resistance, wave making/breaking at the bow and analyzed in terms of and
viscous - pressure resistance (form-factor). Also examined are parameters influencing the powering performance as: thrust deduction, wake
fraction, relative rotative efficiency, and propeller efficiency when the ship is trimmed.
This analysis has been based on experimental data of particular ships.
KEYWORDS: ENERGY EFFICIENCY, SEEMP, TRIM OPTIMIZATION
The topic of this paper is trim/draft optimization and more The correlation allowance CA usually is assumed constant for all
specifically analysis of the physics behind its effect on ship trim conditions, except in case of major changes in draft
powering performance, effect of flow and resistance when draft and Change in the friction resistance coefficient CF, according to ITTC-
trim vary. 57 is:
0,075 (2.4)
CF =
(log10 (Re) − 2) 2
FORCE Technology, Denmark [3] investigated what causes the V .LWL (2.5)
Re =
change in propulsive power when a vessel is trimmed. The possible ν
explanations may relate to changes in the following parameters:
151
The kinematic viscosity of sea water (ν) is constant for the same The wake fraction is defined as a ratio of effective wake velocity
temperature. (V-Va) and ship speed (V), where (Va) is propeller inflow velocity:
From the above formulas, it follows that the frictional coefficient w = (V − V A ) V (2.9)
depends on the length on waterline.
When the ship speed is kept constant, the wake fraction changes due
Table 2.1 Change in power due to waterline length at Vs=14kn for 320k only to propeller inflow velocity.
VLCC
Trim 1 2 2,4 3 4 Propeller efficiency is defined from open water test, not in the wake
Cases B1 B2 B3 B4 Ballast of the vessel. The open water curve is a function of the advance
ΔLWL [%] 0,6% 0,7% 0,3% 0,2% 0% ratio (J), which is a function of propeller inflow velocity, propeller
ΔPDLWL [%] -0,06% -0,07% -0,07% -0,07% 0% revolutions and diameter:
From above table can be seen that the effect of waterline length
J = V A n.D (2.10)
changing is negligible.
When the vessel is trimmed, the wetted surface area varies as shown So the propeller efficiency is affected by trim also due to VA
in Table 2.2. The relative rotative efficiency is defined as a ratio of propeller
Table 2.2 Change in power due to wetted surface area at Vs=14kn of 320k torque in open water (Qow) and behind the ship(Qship):
VLCC
Trim 1 2 2,4 3 4 η rr = Qow Qship (2.11)
Cases B1 B2 B3 B4 Ballast
ΔS [%] 0,44% -0,61% -0,97% 1,74% 0,44% The summing up all power saving from propulsive efficiency
ΔPDS [%] 0,44% -0,61% -0,97% 1,74% 0,44% components to propulsive power gives the following results:
Table 2.5 Change in propulsive power due to propulsive effects at Vs=14kn
The saving in power due to wetted surface area varies not so little as
of 320k VLCC
due to waterline length. The delivered power varies proportionally
to the wetted surface variation. Trim 1 2 2,4 3 4
Cases B1 B2 B3 B4 Ballast
The residual resistance coefficient (CR) is often claimed to be the
quantity most affected by trim. ΔPDt [%] -0,64% 2,89% 0,51% 0,13% 0%
ΔPDw [%] -0,91% -3,84% -0,91% -1,10% 0%
In Table below are shown the savings due to changes in CR
ΔPDETAR [%] 0,72% 0,31% 0,51% 0,72% 0%
Table 2.3 Change in power due to CR at Vs=14kn of 320k VLCC
ΔPDETA0 [%] 0,68% 1,73% 0,00% 0,68% 0,0%
Trim 1 2 2,4 3 4
Cases B1 B2 B3 B4 Ballast ΔPDETAT [%] -0,14% 1,09% 0,11% 0,44% 0,0%
ΔCR [%] 107,9% -47,1% -13,6% -48,3% 0%
ΔPDCR [%] 3,28% -1,43% -1,43% -1,43% 3,28% The saving from changes in total resistance and propulsive
coefficients are shown in Table 2.6.
From table 2.3 it can be seen that the CR changing in all cases is
high. Its effect on the delivered power is more than this due to Table 2.6 Change in propulsive power due to trim at Vs=14kn of 320k
VLCC
previously mentioned parameters.
Trim 1 2 2,4 3 4
The summing up of all the saving due to resistance components to Cases B1 B2 B3 B4 Ballast
propulsive power gives the following results:
ΔPDRT [%] 3,7% -2,1% -2,5% 0,2% 0%
Table 2.4 Change in propulsive power due to total resistance at Vs=14kn of
320k VLCC ΔPDETAT [%] -0,14% 1,09% 0,11% 0,44% 0%
Trim 1 2 2,4 3 4 ΔPD [%] 3,52% -1,02% -2,35% 0,68% 0%
Cases B1 B2 B3 B4 Ballast ΔPD (MT)
1,79% -1,93% -3,35% 3,62% 0%
ΔPDLWL [%] -0,06% -0,07% -0,07% -0,07% 0% [%]
ΔPDS [%] 0,44% -0,61% -0,97% 1,74% 0% Diff [%] 1,73% 0,91% 1,00% -2,94% 0%
ΔPDCR [%] 3,28% -1,43% -1,43% -1,43% 0%
ΔPDRT [%] 3,66% -2,11% -2,47% 0,24% 0% It can be seen that in some of the cases the difference is high (e.g.
case B4), but the direction of the change due to trim is the same
compared to the values from model tests.
2.2. Propulsion From the results shown in Table 2.6 it can be concluded that the
The propulsive efficiency is also affected when the vessel is most affected factor due to trim is the total resistance. Still, the
trimmed. It is composed of the hull efficiency: propulsive coefficients change effects to the total sum of change
due to trim are significant and they should not be neglected.
η H = (1 − t ) (1 − w) (2.6)
The relative rotative efficiency (ηrr) and the propeller efficiency
3. Effect of bow bulb close to or intersecting the free
(η0) as shown in the formula below, according to ITTC [2]: surface
All discussions in this section are based on observations of model
ηT = η H .η rr .ηO (2.7)
tests with 19 000 TDW tanker (a matrix of three drafts, three trims
The hull efficiency is a function of thrust deduction (t) and wake each, has been tested), 320 000 DWT VLCC and 50 000 DWT
fraction (w). The thrust deduction is a function of total resistance Product Carrier (three trims of 50k Product Carrier have been tested
and propeller thrust: with one mean draft and displacement, i.e. systematically varied)
=
t (T − RT ) T (2.8) Fig. 3.1 and Fig.3.2 shows a sample photo of the wave pattern
related to the wave resistance coefficient curve for one of the cases
It has already been said that the total resistance changes when ship of model tests with 19 000 DWT tanker (Fig.3.1) and one of the
is trimmed. Propeller thrust will change also. cases of model tests of 50k Product Carrier (Fig.3.2).
152
Using 4th order polynomial curve-fit the local maximum and
minimum of the effective wave resistance Cw=CT–(1+k).CF and
their location on the Fn axis have been determined.
From physical considerations and common sense, the following
assumption was made:
Assumption The observations illustrated with Fig. 3.1 and
Fig. 3.2 suggest that the local minimum of the wave resistance
curve occurs when the flow covers completely the bow and
smoothly continues downstream. Theoretically, by virtue of
Bernoulli’s equation, the free surface elevation at the stagnation
point is:
(3.1) or non-dimensionally . (3.2)
Fig.3.1 Photo of wave pattern related to the wave resistance coefficient That means that if the height needed to cover the bow bulb is Zup
curve of 19000 DWT tanker this will happen at
50k Product Carrier, T4
0,14
(3.3)
0,12
As a representative height Zup, was accepted the distance between
0,1 the crossing point of the still waterline with the bulb profile and the
level of the design waterline.
0,08
Cw.103
Fig. 2.4 and Fig 2.5 shows the relation Fnmin (z/Lwl)
0,06
0,04
0,02
0
0,1 0,11 0,12 0,13 0,14 0,15 0,16 0,17 0,18 0,19
Fn
It can be seen that when the bulb is intersecting the free surface at
still water with increasing Froude number there occurs wave
breaking in front of the blunt part of the bulb and a single
overturning wave immediately behind the bulb where flow meets
the main hull. At certain Fn these events are most intensive that
corresponds to a local maximum of the wave resistance coefficient.
Only when the dynamic pressure gets high enough to raise the water
Fig.3.4 Relation between Fn of local minimum CW and the height to the top
over the bulb and smoothly flow downstream there is a local of the bulb of 19k tanker
minimum of the wave resistance coefficient. This phenomenon is
more obvious for the case of 19000 DWT tanker.
Fr_min
0,16
The previous assertion is not valid for 320 000 DWT VLCC due to 0,15
the fact that water does not cover the bow bulb, in all trim cases it is
0,14
not submerged and there are no peaks in wave resistance coefficient
curve (Fig.3.3). 0,13
0,12
320k VLCC, B2
0,2 0,11
0,18
0,1
0,16
0,09
0,14
0,08
0,12
1,0% 1,2% 1,4% 1,6% 1,8% 2,0%
Cw.103
0,1
z/Lwl
0,08
0,06 Fig.3.5 Relation between Fn of local minimum CW and the height to the top
0,04
of the bulb of 50k Product Carrier
0,02
0
0,1 0,105 0,11 0,115 0,12 0,125 0,13 0,135 A trend line, approximating the observations with satisfactory
Fn
determination coefficient, really has the behavior of the square root
Fig.3.3 Photo of wave pattern related to the wave resistance coefficient function (3.3).
curve of 320k VLCC
153
4. Effect of trim on viscous resistance 5. Summary and conclusion
Viscous resistance is affected by trim in two ways. First, wetted On the basis of specific model test results the physics behind trim
length (hence Reynolds number) and wetted surface change with effect on ship powering performance, the flow around the hull and
trim but this is a minor effect. Equally minor is the effect of trim on ship resistance components have been analyzed to find that:
windage area and air resistance.
• The most affected quantity by trim is the total resistance.
The more important effect of trim is on viscous-pressure resistance,
i.e. the form-factor. • The propulsive coefficients change effects to the total sum of
change due to trim are significant and they should not be neglected.
The data analyzed in this section are based on two powering model
tests of a 320 000 DWT VLCC and 50 000 DWT Product Carrier. • With bow bulbs intersecting the free surface the flow features
wave breaking followed by a smooth flow around the bulb which
After trying to relate different geometrical parameters to form- result in a hump and hollow of the wave resistance curve. It has
factor values, the best try was the curvature of the run shoulder of been established that they and their Fn position depend on the depth
the sectional area curve. of the bulb of the still-water line. The viscous resistance,
Fig. 4.1. and Fig. 4.2 shows the prismatic curves for the two tested specifically the form-factor, of an investigated case relates quite
models. definitively to the curvature of the stern run shoulder of the
prismatic curve.
REFERENCES
1. ITTC - Recommended Procedures and Guidelines, Resistance
Test 7.5-02-02-01, 2011
2. ITTC - Recommended Procedures and Guidelines,
Propulsion/Bollard Pull Test 7.5-02-03-01.1,2011
3. Larsen, Simonsen, Nielsen, Holm, Understanding the Physics
of Trim, 9th Annual Green Ship Technology (GST) Conference.
Copenhagen, March 2012
4. Resolution A.963(23): IMO Policies and Practices Related to
Fig.4.1 Prismatic curves for investigated trim condition of 320k VLCC the Reduction of Greenhouse Gas Emissions from Ships, adopted
by Assembly 23 in 2003. Last amendments were adopted by MEPC
65th Session, 13 – 17 May 2013
400
300
Section area, sq.m
200
0
-10 20 50 80 110 140 170
X, m
(4.1)
These values were related to the corresponding values of 1+k (Fig.
4.3).
1,26
1+k
1,255
1,25
2
1,245 y = 0,00004x + 0,00246x + 1,25195
R2 = 0,93073
1,24
1,235
1,23
1,225
1,22
1,215
1,21
-60 -55 -50 -45 -40 -35 -30 -25 -20
1000 X Run shoulder curvature
Fig.4.3 Relation of form-factor vs. run-shoulder curvature for 320 000 DWT
VLCC and 50k Product Carrier
154