Be prepared with the most accurate 10-day forecast for Dublin, Dublin, Ireland with highs, lows, chance of precipitation from The Weather Channel and Weather.com. Weardale Monday 30 May 2022, 10:22am Weardale Railway has welcomed its first passengers back on board today as the line reopens for the first time since 2020. It was bought in 2020 . The Department said that two night mail trains from Colombo Fort to Badulla and from Badulla to Colombo Fort were cancelled owing to bad weather. As a result of heavy rainfall experienced in the area, a rockslide had been reported on the upcountry railway line between Watawala and Upper Watawala railway stations yesterday (1). Ruben's Train Lyrics by Bad Weather Friends from the custom_album_6546635 album - including song video, artist biography, translations and more: Oh lordy me, Oh lordy my, I'm stranded such a great long way from home My honey bee, sweet sugar pie, please don't go a… Quick answer: Yes, AmTrak and any other train will run in the snow, or when it is snowing & their delays can differ immensly. However…. Weather is unpredictable, snow might cause long delays or cancellations depending on how bad it is. AmTrak is working around-the-clock to monitor such kind of events and alert their passengers HERE. A train driver's view: bad Weather - Heerhugowaard - Obdam. See what the train drivers sees and experience the railroad tracks in a whole new way. Watch the scenery float by and hear what goes on C'mbo Fort-Badulla long-distance train operation postponed BY Buddhika Samaraweera Due to inclement weather conditions, train services on the upcountry railway line have been disrupted, and the long-distance train services between Colombo Fort and Badulla that were scheduled to commence from today (3) will not be operated until further notice, according to the Sri Lanka Railway Station Masters' Union (SLRSMU). uYIX7. Question The train ________ by bad weather. I am not sure. A. might delay B. might be delaying C. might have delayed D. might have been delayed Answer the question before viewing the answer below Correct answer D Reader Interactions Smoky scenes — so common in California during recent summers — are now paying the eastern United States an unwelcome, improbable and toxic thick veil of Canadian wildfire smoke is spreading south over much of the Midwest, Ohio Valley, Northeast and Mid-Atlantic, bringing milky-white skies and dangerous air pollution to the most populous corridor of the country. Fine particles contained within the smoke, hazardous to breathe, have prompted air quality alerts for tens of millions of people from South Carolina to New of Tuesday evening, New York City had the worst air quality in the world among major cities. Scenes from social media and web cameras showed the sky above Manhattan tinged a reddish-orange hue, drawing comparisons to Mars.“If you’re a New Yorker with heart or breathing issues, be careful when you’re outdoors,” said the City of New York in a tweet signed by the mayor. “Smoke from wildfires in Canada is impacting our city’s air, so an Air Quality Health Advisory has been issued. Try to limit outdoor activities today to the absolute necessities.”The haze and smell of smoke from the Canadian wildfires hung heavy over New York, raising concerns about air quality June 6. Video Julie Yoon, Joyce Koh/The Washington PostOn Wednesday morning, hazardous air quality reached Washington, where the air smelled like smoke and reduced visibility to two some places, air quality measurements are the worst on record. Marshall Burke, a professor of environment at Stanford University, tweeted that this event is the “[n]ear worst or worst event” in the past two decades or so, based on smoke particle Haven, Conn., posted its worst air quality on record Tuesday while EPA measurements showed hazardous smoke pollution enveloping much of New York state and southern New are the wildfires causing the smoke?The source of much of the smoke pouring into the region is Quebec, Canada. Most broke out in the past week. Across Canada, there are 416 active fires, 240 of which the Canadian Interagency Forest Fire Center lists as “out of control.”The wildfires cropped up beneath a well-predicted “heat dome,” or zone of high pressure, which brought sinking air and warm, dry conditions that broke records for the time of year and smoke from Canada continued to spread to the on June 6, creating hazy sunrises. Video The Washington PostLow pressure swirling counter-clockwise over Nova Scotia, meanwhile, is making for a conveyor belt of northerly winds that is pumping the smoke south over the Great Lakes, Northeast and is the smoke and where is it worst?Satellite imagery Wednesday morning showed smoke covering the Northeast and extending into the Carolinas. The thickest extended from lakes Erie and Ontario to southern New York said, hazardous air quality reached as far west as Minnesota on Tuesday, according to and into the Carolinas Wednesday agencies plastered air quality alerts across an expansive swath of the Northeast and Mid-Atlantic, in effect into Wednesday, cautioning that “sensitive individuals, including those with heart or lung disease, the elderly, and the young should limit strenuous activities and the amount of time active outdoors.”The alerts cover southeast Michigan, parts of Ohio, northern South Carolina, much of North Carolina, northern Virginia, much of Maryland, Delaware, eastern Pennsylvania, New York, Vermont, Massachusetts, Connecticut, Rhode Island and western New Tuesday, some of the worst air quality was concentrated in western New York into Quebec and Ontario, where code red and purple conditions were prevalent, meaning air quality was hazardous for all Bernhardt, a professor of meteorology at Hofstra University, determined that the Air Quality Index in Syracuse, was the worst since reliable records began in pollution in Detroit and New York registered at the highest and second-highest levels, respectively, since 2006, Stanford’s Burke forecasters at the Weather Service in Burlington, Vt., called the smoke situation “uncharted territory,” having never dealt with it before. “[W]e are learning and adapting as the event unfolds,” they wrote in a long will it last?With no end in sight to the fires, the question of how long the smoke lingers comes down to wind into Thursday, an even worse round of wildfire smoke could waft south out of Canada on the backside of a north-to-south-moving cold front. Pennsylvania, New York state and the Mid-Atlantic — including major metro areas such as Philadelphia, Newark, New York, Baltimore, Washington and Richmond — are likely to see very poor air quality. Outdoor recreation would probably be will become more northwesterly Friday into Saturday. While that won’t fully clear the smoke, it will bring a reduction in the concentrations of fine particulate matter. Visibilities, sky conditions and air quality will improve unusual are the fires?Very unusual. Wildfires are normal to an extent across Canada and the western United States in the summertime, but outbreaks as widespread and numerous as these are virtually unheard of in late May into June. The amount of smoke pouring into the Northeast is thus also Canadian Broadcast Corp. published a sobering graph comparing area burned thus far this year with prior yearsSome perspective on the Canadian wildfires...this shows total million hectares burned in over million hectares burned so far, not only is this year beyond all but one of the past 6 year totals but will do it before the true wildfire season begins in Julynywx Jim Teske JimTeskeNC9 June 6, 2023 While wildfires can be sparked in many different ways, the rapidity with which they spread is proportional to how hot and dry the ambient environment is. There exists a strong link between the frequency and intensity of heat domes and human-caused climate change. A number of high-end heat domes have already fostered wildfire outbreaks across Canada this year, and more appear to be in the Samenow contributed to this report. During severe weather trains are often busier as people leave the car or bike at home. The rail network copes well with 'run of the mill' winter rail operators plan ahead for bad weather Behind the scenes, rail operators have emergency plans in place to keep that disruption to a minimum. Sometimes trains will be running to a different timetable or under speed restrictions; the aim is to get as many people as possible safely to their destination, even if the journey takes longer than normal. Contact details for many travel operators can be found on our useful contacts page. How train operators deal with severe weather Heated and insulated points, snow clearing trains and crews with chainsaws to remove fallen trees all play a part in keeping the UK's trains moving. You can read more about the types weather that cause the worst delays, and what Network Rail do to minimise these impacts on the Network Rail website. Recent rail disruption incidents Despite that, sometimes the weather can be so bad that disruption is inevitable. In recent years, we've seen storms destroy parts of the railway line at Dawlish in Devon, high winds bringing down overhead lines in the northwest of England stopping electrically powered trains, snow blocking tracks in Scotland and flooding in parts of the West Country. What you can do if you're planning to travel by train In severe weather, you can play a part in helping the people that are trying to get things back to normal as quickly as possible Keep an eye on the weather forecast; would travelling earlier or later make a difference? If there's severe weather happening, national rail enquiries and the train operating companies will issue regular travel updates on their websites. In times of severe disruption, the train companies often relax ticket restrictions but that might mean very busy trains and longer journey times. It's not an option for everybody, but when severe weather is forecast you might want to consider a ticket that allows even greater travel flexibility. Finally, it's easy to forget when you're stuck somewhere you don't want to be, that the disruption is caused by nature, and not the people doing their best to help you. 1. Purpose of this summary The purpose of this document is to provide a repository of some of the most important areas of learning identified in RAIB’s investigations to date, cross-referenced to relevant reports. It therefore provides a reference source for those looking to understand real-world railway safety issues and potential control measures. When preparing this document, RAIB has selected those issues which have recurred in different RAIB investigations have still to be fully addressed could be a factor in the cause of a fatal accident RAIB is aware that many of the issues raised have already been the subject of actions by duty holders when responding to RAIB recommendations, or are in the process of being addressed. The inclusion of a topic in this document should not be taken to mean that no action has been taken in response to relevant recommendations. However, its inclusion indicates that RAIB is of the view that the issue still needs to be actively managed by duty holders. The current status of each recommendation made by RAIB can be checked by reference to the Index of RAIB recommendations, and details of the actions taken are published by ORR. It is not the purpose of this document to quantify the risk associated with each of the identified safety issues. Readers seeking to understand the overall risk of harm associated with various dangerous events should refer to RSSB’s Annual Safety Performance Report. This presents historical information on actual harm caused, and estimates of risk based on extensive modelling. 2. Overview The weather can affect the railways in many different ways. While some events may result in no more than inconvenience, as when speed restrictions are imposed in hot or windy weather, there can be more serious consequences. Most of Britain’s railway infrastructure dates from the nineteenth century. The Victorian railways were mainly designed and built without the benefit of scientific research, and before modern standards for civil engineering construction were promulgated. Historically, there have been many accidents associated with weather conditions while the collapse of the Tay Bridge in 1879, with the loss of 74 lives, occurred in a storm, its main cause was the inadequate design, construction and maintenance of the bridge. More recently, the collapse of Glanrhyd Bridge, near Llandeilo, in 1987, occurred because of an abnormally severe flood. A train ran onto the damaged bridge, and four people were killed. This accident led to changes in the railway’s approach to the management of structures. Since then, we have seen examples in recent years of floods, washouts, landslips and collapses of earthworks and structures. Some of these have involved trains, most recently at Carmont, Aberdeenshire, in August 2020 when three people died after a passenger train collided with material washed out of a drain descending a cutting slope. There is a clear need for the railway industry to manage its infrastructure effectively, both to minimise the risk of damage occurring, and to mitigate the consequences of weather events, be they normal’ or extreme. An increase in the frequency and severity of extreme weather events, associated with climate change, makes this one of the most important safety issues facing today’s railway. 3. Important areas for safety learning The areas of significant concern to RAIB fall into the four main themes described below. Management of earthworks and structures Following RAIB investigations of derailments at Oubeck report 19/2006 and Moy report 22/2006 in November 2005, and at Kemble in January 2007 report 07/2008, which seemed to have some features in common, RAIB carried out a class investigation during 2008 into Network Rail’s management of earthworks report 25/2008. This found that, while Network Rail’s approach to earthworks management was comparable to or better than other industries with similar earthworks, the practical understanding of climate change and its effect on railway infrastructure was limited, and there was inconsistency in the application of earthworks management systems across Network Rail. We recommended that Network Rail should take various actions to improve its knowledge of its assets and its performance in managing them. Since then, subsequent investigations have found that Network Rail has put a lot of effort into improving its performance in this area, but the stress put on the infrastructure from weather events has also increased. RAIB has also investigated incidents in which structural failure has occurred as a result of deterioration over time, rather than extreme weather events. These are not discussed further in this document, but they reinforce the need for an effective system for managing the condition of structures. Collapsed wall following landslip at Kemble. Accidents related to earthworks may involve landslips or washouts. In both cases a risk of derailment is created, as trains may run into debris, as at Gillingham tunnel in 2009 report 19/2010, Watford tunnel in 2016 report 11/2017 and Corby in 2019 report 04/2020, or onto inadequately supported track, as at Knockmore in 2012 report 14/2013 and at Baildon in 2016 report 03/2017. Structural failures are often related to the effects of heavy rain, either by itself, as at Dryclough Junction in 2011 report 17/2011 and Loch Eilt in 2018 report 10/2018 or as the cause of floods as at Lamington in 2015 report 22/2016 when larger than normal water flows create additional scour risk around the supports of bridges. Responding to these pressures may require the railway to work with owners of adjacent land to ensure that drains are adequate to deal with the flows of water, and to recognise when changes in land use will result in additional water flow onto the railway. The data and analysis needed to prompt such work is not always available. Derailed train following landslip at Loch Eilt. Response to adverse weather The safety of trains can be affected by extreme weather events, which are forecast some time before they occur. The response of the railway to weather forecasts has been explored in several investigations. Six events which occurred between June 2012 and February 2013 led us to undertake another class investigation, which reported in December 2014 report 08/2014 and concentrated on earthwork issues related to effects from neighbouring land and response to unusual weather conditions. It found that in several instances, trains were being operated without special precautions when there was a significant risk of encountering a landslip. We recommended that Network Rail should review and improve its processes for managing earthworks-related risk arising from neighbouring land, and also improve its processes for collecting information about imminent adverse weather and responding to such reports. Subsequent investigations have found progress in these areas, but the recent accident at Carmont shows that there were still gaps in the railway’s preparedness. When bad weather is forecast for, or already occurring in, a specific area, it may be necessary to close lines, or to reduce the speed of trains to mitigate the consequences of collisions or derailments. The decision to initiate such measures must be actively taken, informed by adequate data and in accordance with sound evidence-based criteria and established processes. To manage the operational risk, Network Rail uses processes including the extreme weather action teleconference EWAT. This is used to plan the railway’s response to forecasts of severe weather, but our investigation of the Watford tunnel accident report 11/2017 found that it is less effective for summer storms which can be very intense and localised. At around 0937 hrs on Wednesday 12 August 2020, a passenger train derailed near Carmont, Aberdeenshire report 02/2022. The train, reporting number 1T08, was the 0638 hrs service from Aberdeen to Glasgow, which was returning towards Aberdeen due to a blockage that had been reported on the line ahead. It was travelling at 73 mph 117 km/h, just under the normal speed for the line concerned. After derailing, the train deviated to the left, before striking a bridge parapet which caused the vehicles to scatter. Tragically, three people died as a result of the accident and the remaining six people on the train were injured. The Carmont derailment resulted from gravel being washed out from a drainage trench, onto the track below, during intense rainfall. RAIB’s investigation found that route controllers did not have the information, procedures or training that they needed to effectively manage a widespread and potentially dangerous weather event of this type. Consequently, no instruction was given to train 1T08 to reduce its speed on its return journey north. RAIB also found that, before this derailment, Network Rail’s approach to the management of risk to its infrastructure from extreme rainfall was primarily focused on those assets known to be at risk. There were no standard procedures in place to address the more general risk to assets during the most severe type of storms. Train following derailment at Carmont. Modern weather forecasting and monitoring systems can spot truly exceptional events before they occur and as they happen, so allowing railway operators to implement precautionary measures when it is prudent to do so. This would benefit the safety of the line by restricting train speeds, or suspending operations, when necessary while reducing the need for imposing blanket speed restrictions over areas that are not at significant risk. RAIB has recommended improved operational responses to extreme rainfall events, exploiting the full capability of modern technology, and based on a detailed understanding of the risk associated with extreme rainfall. It has also recommended improved training for operational decision-makers so as to enhance their capability to respond to this type of event. At about 2313 hrs on Friday 26 November 2021, an empty passenger train collided with part of a fallen tree near Balderton in Cheshire, while travelling at 46 mph 74 km/h. RAIB found that Network Rail had not factored in all relevant meteorological data when applying weather-related mitigation on the night of the accident Safety digest 03/2022. Snow and ice Wagons following derailment at Carrbridge. Winter weather can bring particular hazards to the railway. While ice and snow are recognised as disruptive, it is possible for them to create significant safety risks. RAIB’s investigations into an incident at Carstairs report 02/2011 and an accident at Carrbridge report 03/2011, which both occurred in Scotland during the winter of 2009-10, found that a build-up of snow on rail vehicles, occurring during a journey, could lead to impaired braking performance affecting the trains’ ability to stop safely. As well as changes to the operating rules to improve the effectiveness of brake tests carried out by train drivers, there was also a need for the extreme weather actions described above to include measures to deal with risks from wintry weather. Failure to implement a strategy for risk mitigation in wintry weather was also a factor in the accident in Summit tunnel, West Yorkshire, in 2010 report 16/2011, when a train derailed after hitting a pile of ice which had fallen onto the track. When train operations are disrupted by adverse weather conditions, the situation needs to be properly managed. We have commented on this in Summary of Learning number 4 covering the management of abnormal train operating events. Ice found below a ventilation shaft after the derailment at Summit tunnel courtesy of British Transport Police. Heat As the temperature rises and falls, rails expand and contract. Railway track is designed and constructed to cater for this, but in hot weather instability in the track support, and/or a restriction on the ability of rails to move longitudinally, can create conditions in which the track moves laterally known as buckling, possibly immediately before or during the passage of a train. RAIB has investigated derailments caused by buckling, at Cummersdale, Cumbria in 2009 report 06/2010 and at Langworth, Lincolnshire in 2015 report 11/2016. These investigations highlighted the importance of good maintenance practice, and the need for clarity in the Rules relating to trains passing over sections of track where defects have been reported. Severe track buckle at Cummersdale. In July 2022, the UK experienced an extreme heatwave across much of the country, with Met Office reports showing temperatures exceeding 35°C across England and parts of Wales. Rail services were severely disrupted by these high temperatures. During this period, Network Rail imposed blanket emergency speed restrictions a precautionary speed restriction that is imposed over a wide area without the installation of lineside warning signs on many of its lines. RAIB found that a number of overspeeding incidents occurred during the period in which these blanket emergency speed restrictions were in force safety digest 06/2022. These incidents highlighted the need to use appropriate methods, including available technology, to make sure that safety-critical messages such as weather-related speed restrictions reach the staff who need to receive and act upon them. 4. Rail industry’s strategic safety groups Cross-industry collaboration on matters related to infrastructure asset risk is driven by the Asset Integrity Group AIG. Other relevant groups include the Train Accident Risk Group TARG. Following the derailment at Carmont in August 2020, Network Rail established two task forces to advise on ways of improving the management of climate risk to its infrastructure. The first of these, led by Dame Julia Slingo FRS, former chief scientist at the Met Office, was tasked with better equipping Network Rail to understand the risk of rainfall to its infrastructure, drawing on the latest scientific developments in monitoring, real-time observations and weather forecasting. The second, led by Lord Robert Mair CBE FREng FRS, considered how Network Rail can improve the management of earthworks. The final report from this task force was published in February 2021. This report made five major recommendations’ aimed at improving Network Rail’s capability to predict and understand weather events. 5. Relevant RAIB publications Derailment at Oubeck, Lancashire, 4 November 2005 report 19/2006 Derailment near Moy, Inverness-shire, 26 November 2005 report 22/2006 Derailment near Kemble, Gloucestershire, 15 January 2007 report 07/2008 Network Rail’s management of existing earthworks report 25/2008 Derailment near Cummersdale, Cumbria, 1 June 2009 report 06/2010 Derailment near Gillingham tunnel, Dorset, 28 November 2009 report 19/2010 Near miss involving a freight train and two passenger trains, Carstairs, South Lanarkshire, 22 December 2009 report 02/2011 Derailment of a freight train at Carrbridge, Badenoch & Strathspey, 4 January 2010 report 03/2011 Derailment in Summit tunnel, West Yorkshire, 28 December 2010 report 16/2011 Derailment near Dryclough Junction, Halifax, 5 February 2011 report 17/2011 Train ran onto a washed-out embankment near Knockmore, County Antrim, 28 June 2012 report 14/2013 Class investigation into landslips affecting Network Rail infrastructure between June 2012 and February 2013 report 08/2014 Derailment at Langworth, Lincolnshire, 30 June 2015 report 11/2016 Structural failure caused by scour at Lamington viaduct, South Lanarkshire, 31 December 2015 report 22/2016 Trains passed over washed out track at Baildon, West Yorkshire, 7 June 2016 report 03/2017 Derailment and subsequent collision at Watford tunnel, Hertfordshire 16 September 2016 report 11/2017 Landslip and derailment at Loch Eilt, north-west Scotland, 22 January 2018 report 10/2018 Train collision with material washed out from a cutting slope, Corby, Northants, 13 June 2019 report 04/2020 Derailment at Carmont, Aberdeenshire, 12 August 2020 report 02/2022 Train collision with fallen tree and derailment near Balderton, Cheshire, 26 November 2021 safety digest 03/2022 Overspeeds in weather-related blanket emergency speed restrictions 18-19 July 2022 safety digest 06/2022 Railway plays an indispensable role in long-distance passenger transport. Here, we investigate train exposure time to bad weather and its influence on an important railway operation problem, train delay. We find that train delay is more likely to occur in snow and rain weather and the total train delay time is in a good correlation with the train exposure time to bad weather. We also develop a train delay network to identify the communities of railway stations from the perspective of train delay co-occurrence. The obtained community structure can be potentially useful in designing regional management strategy for delayed trains. To read the full-text of this research, you can request a copy directly from the authors.... cancellations or large delays and consider how these may change along with changing climate conditions. 2 PREVIOUS RESEARCH Past weather and train delays or disruptions A number of researchers have investigated the connection between various types of weather and train delays or disruptions. Ling et al. [8] found that rail delays in China are strongly correlated with extreme weather conditions related to rain and snowfall. Brazil et al. [9] studied the effects of weather conditions on train delays in Dublin, Ireland and concluded that rainfall is the main variable leading to delays, especially when it occurs together with high winds. ...The impacts of adverse weather conditions on railway systems can lead to large delays and cancellations across the entire network. In this paper, we aim to understand the relationship between weather and train disruptions cancellations and large delays across the entire Swedish railway network for the years 2011-2019. Using railway operations data and snow depth, temperature, precipitation, and wind data aggregated on a weekly level, we use visual graphical analysis to understand this relationship. The results indicate that the disruption shares increase with higher amounts of snow and rainfall, and wind speeds. Results show that disruptions increase dramatically both at cold temperatures, with high snow depths, and at high wind speeds. High temperatures and precipitation levels also correlate with increased disruptions, but less dramatically. With projected increases in temperatures and precipitation due to climate change, and an increased frequency of storms, some of these relationships are expected to become more significant, while winter-related problems are likely to decrease. The results highlight the importance of increasing the resiliency of railways to adverse weather conditions and the need for appropriate adaptation strategies.... The Nordland railway line has been assessed in [63], where extreme cold weather is a crucial factor related to delays and low punctuality. Other papers have focused on service delay time and its exposure time to bad weather [64]. A combination of fuzzy theory and rough sets under adverse weather conditions has been used to contribute to the forewarning method for train operation in [65]. ...Eco-driving is a keystone in energy reduction in railways and a fundamental tool to contribute to the Sustainable Development Goals in the transport sector. However, its results in real applications are subject to uncertainties such as climatological factors that are not considered in the train driving optimisation. This paper aims to develop an eco-driving model to design efficient driving commands considering the uncertainty of climatological conditions. This uncertainty in temperature, pressure, and wind is modelled by means of fuzzy numbers, and the optimisation problem is solved using a Genetic Algorithm with fuzzy parameters making use of an accurate railway simulator. It has been applied to a realistic Spanish high-speed railway scenario, proving the importance of considering the uncertainty of climatological parameters to adapt driving commands to them. The results obtained show that the energy savings expected without considering climatological factors account for but if they are considered, savings can rise up to in summer conditions. With the proposed model, a variation in energy of is obtained when summer and winter scenarios are compared while punctuality constraints are fulfiled. In conclusion, the model allows the operator to estimate better energy by obtaining optimised driving adapted to the climate.... For instance, if bad weather is announced snow, storm, preventive measures may be taken. Of course this requires awareness about possible correlations between potential disturbances and related events; see, Ling et al. 2018. ...Network-based systems are at the core of our everyday life. Whether it is electronic networking, electricity grids or transportation, users expect the networks to function properly and provide a feeling of safety and security. However, there may be disturbances. In this paper, we consider disturbances in the context of public transportation. The focus in this respect is on public transport planning and operations. To classify and cope with disturbances, one can find many ideas, including robustness, resilience, vulnerability, disruption mitigation or delay management. We survey related streams of literature and put them into perspective. As a major insight we show that different strands of literature exist that may benefit from becoming better connected and intertwined. Together with recent advances in information technology and solution methods, more integrated problem settings incorporating robustness and disturbances can play a major role in future planning and operations.... multiple dynamic communities, and the stations within the same community follow the similar train operating rules. 4 Train operations are affected by various external factors 3,4,7,9 , such as weather and unexpected events. The bad external environment is easy to cause abnormal operation of the train from different extents. ...High-speed train operation data are reliable and rich resources in data-driven research. However, the data released by railway companies are poorly organized and not comprehensive enough to be applied directly and effectively. A public high-speed railway network dataset suitable for research is still lacking. To support the research in large-scale complex network, complex dynamic system and intelligent transportation, we develop a high-speed railway network dataset, containing the train operation data in different directions from October 8, 2019 to January 27, 2020, the train delay data of the railway stations, the junction stations data, and the mileage data of adjacent stations. In the dataset, weather, temperature, wind power and major holidays are considered as factors affecting train operation. Potential research values of the dataset include but are not limited to complex dynamic system pattern mining, community detection and discovery, and train delay analysis. Besides, the dataset can be used to solve various railway operation and management problems, such as passenger service network improvement, train real-time dispatching and intelligent driving assistance.... Arana et al. [14] found that wind and rain events would lead to a decrease in traffic demand. Ling et al. [15] showed that there was a good correlation between the total train delay time and the train exposure time to adverse weather. Keay and Simmonds [2] also showed that rainfall in winter and spring had the most significant negative impact on traffic volume in Melbourne. ...Extreme rainfall events, such as heavy rainfall and typhoon, can cause unexpected disruptions to the metro ridership and operating system, resulting in severe consequences such as infrastructure malfunctions, service termination and system paralysis. This paper focuses on the spatio-temporal impacts and resilience assessment of extreme rainfall events on metro ridership. The ridership data used in this paper are from the Automatic Fare Collection AFC system in Shenzhen Metro, and the time ranges from May to September in 2017 and 2018 with the 15-minute granularity. This paper not only utilizes big data to analyze the spatio-temporal characteristics of passenger flow under heavy rainfall and typhoon, but also innovatively introduces the meteorological warning signals and ridership resilience curve to analyze the resilience of ridership. The main results reveal that the general heavy rainfall affects passenger flow in the spatio-temporal imbalance. Especially for the spatial aspect, the imbalance of direction and section in peak hours significantly aggravates and the section passenger volume is even larger than usual. For typhoon events, extreme weather can strongly affect the distributions and recovery of metro ridership. Stronger typhoons can have a greater impact on resilience, but continuous rainfall can lead to a longer recovery time. The study results can help metro management agencies better understand the impacts of extreme weather on metro ridership to build a more weather-resilience metro train arrival delay prediction is critical for real-time train dispatching and for the improvement of the transportation service. This study proposes a data-driven method that combines eXtreme Gradient Boosting XGBoost and a Bayesian optimization BO algorithm to predict train arrival delays. First, eleven characteristics that may affect the train arrival time at the next scheduled station are identified as independent variables. Second, an XGBoost prediction model that captures the relation between the train arrival delays and various railway system characteristics is established. Third, the BO algorithm is applied to the hyperparameter optimization of the XGBoost model to improve the prediction accuracy. Subsequently, case studies using data from two high-speed railway HSR lines in China are performed to analyze the prediction efficiency and accuracy of the proposed model for different delay bins and at different stations. The results on two HSR lines demonstrate that the proposed method outperforms other benchmark models regarding the performance metrics of the determination coefficient root-mean-squared error and mean absolute error In addition, the statistical test is carried out using Friedman Test FT and Wilcoxon Signed Rank Test WSRT to validate the efficacy of the proposed method. Furthermore, the train arrival delays at different abnormal events can also be accurately forecasted using the proposed method; the results indicate that the proposed method outperforms other benchmark methods, especially in the prediction of long delays caused by specific abnormal WolniewiczThe article presents issues concerning rail transport rail, metro and tramway and factors influencing the planned implementation of the schedule. At the beginning, the scope of application of the robustness concept was analysed, based on scientific and industry literature. Then the attention was focused on the model of the rail transport system and the schedule, the basic indicator of robustness assessment was discussed, taking into account the methods of analysis used and many variables occurring in rail transport. Finally, a review of the state of knowledge is summarised and the most important observations from the analysis are indicated. In the case of a robust schedule there is no propagation of disruption across the network after an adverse event has has not been able to resolve any references for this publication.

the train by bad weather