Announcements for SAE Mobilus
Browse AllRecent SAE Edge™ Research Reports
Browse All 177Latest Journal Issues
Browse All 16
Recent Books
Browse All 633Recently Published
Browse AllIn order to solve the problem of low bus load factors due to the inefficiency of transferring passengers between the high-speed rail station and regular bus networks (to contribute to the development of integrated urban transport), the present research is focused on Guigang Station. It explores the existing transfer scenario, including its inadequacies, using field studies, statistical data, non-parametric data, and simulation models with AnyLogic. Solutions are recommended in three aspects, which include facilities, timing, and congestion management with the help of AnyLogic simulation. The results show that after optimization, the mean rate of occupancy of Bus Route 304 went up by 0.173–0.261, and the average total transfer time was reduced by 75.25 seconds. Moreover, the density of passengers inside congested areas A and B near the station entrances was greatly minimized. The present study offers a benchmark on how the transfer system can be optimized at high-speed railway stations in smaller and mid-sized city settings.
The inland waterway system features numerous tributaries and varied channel structures, forming a highly coupled traffic network that results in diverse and complex vessel encounters at river intersections. To investigate the vessel traffic flow conditions at waterway intersections, data were collected at the confluence of the Yangtze River and Xiangjiang River, which represents a typical and strategically important inland navigation hub with intensive traffic activities. Based on high-resolution AIS data, vessel trajectory turning points were identified by using the Douglas–Peucker algorithm, and the topological structure of intersection traffic networks was constructed through OPTICS clustering, thereby extracting turning patterns and navigation paths. Given the complexity of inland vessel traffic flows, the trajectories are classified into four categories according to whether they enter tributaries and their navigation directions. For each trajectory category, representative turning points were identified and treated as network nodes. The node weights were assigned based on the normalized vessel traffic density, which reflects the relative importance of different navigation behaviors. These elements were integrated into a unified topological network that captures both spatial structure and traffic intensity. The topology result reveals the distinct turning patterns and dominant navigation paths associated with vessel traffic flows at inland waterway intersections. The present findings provide a methodological basis for inland waterway planning and maritime safety management.
For rail infrastructure, its service life and operational safety are significantly affected by the rail and wheel wear on sharp curves. To figure out the inherent mechanisms behind the phenomenon and develop corresponding strategies, this study establishes a vehicle-track dynamic simulation framework for heavy-haul freight railways coupled with a 25-ton axle load using UM multibody dynamics software. Based on the Archard wear model for simulation, this paper investigates the wear on both inner and outer rails across different cant conditions to determine the correlations among the side friction coefficient, dynamic wheel-rail interactions, and wear evolution. The results illustrate that necessary maintenance interventions should be prioritized to slow down the wear process when rail wear intensifies markedly at a cumulative traffic tonnage of approximately 90 million tonnes. Moreover, an under-superelevation ranging from 10% to 20% alleviates side wear on curved tracks. Rail-specific wear patterns are observed, where side wear dominates on the outer rail and vertical wear prevails on the inner rail, with peak wear zones located in the horizontal coordinate range of [20, 36] mm and [10, 16] mm, respectively. The side friction coefficient significantly affects side wear on the outer rail in sharp curves. When the value of this coefficient rises from 0.15 to 0.35, the side wear depth increases by 179% accordingly. In contrast, the vertical wear change of the inner rail is negligible. Therefore, it is recommended to keep the side friction coefficient rather low by using friction management techniques, thereby reducing outer rail wear and extending rail service life.