Traffic operation. Traffic operation on the main line during irregularities with or without reduced capacity Banedanmark has the coordinating role and final decision-making power in regard to Traffic operation on the S-line during irregularities Banedanmark’s allocation authorities Tool car standby
Traffic operation. Xxxxxxx and Xxxxxxxxx (2017) developed a game theory-based framework to characterize driver behavior in unprotected left turn maneuvers in a connected, automated driving environment. A two-person nonzero-sum non-cooperative game under complete information is selected to model the underlying decision-making. The results indicated that this framework could effectively capture vehicle interactions when performing conflicting turning movements while achieving relatively high accuracy in predicting vehicles' real choice. Xxxxxx et al. (2019) investigated the safety impact of CAVs and CAVs with a lower level of automation features under vehicle-to-vehicle (V2V) and infrastructure-to-vehicle (I2V) communication technologies. A logistic regression model was also developed to quantify the crash risk in terms of observed conflicts obtained in the intersection influence areas. The results indicated a significant safety improvement resulting from implementing CAVs technologies at both segments and intersections on arterials.
Traffic operation. Traffic operation on the main line during irregularities with or without reduced capacity Rail Net Denmark has the coordinating role and final decision-making power in regard to Traffic operation on the S-line during irregularities Rail Net Denmark’s allocation authorities Tool car standby
Traffic operation. Rail Net Denmark manages traffic on behalf of ØSB. Rail Net Denmark has the coordinating role and final decision-making power in regard to resolving traffic irregularities with or without decreased capacity. Traffic operation is established based on ‘Principles for operation’ published annually by Rail Net Denmark prior to the beginning of the timetable period. The drafting of the ‘Principles for operation’ is carried out in close collaboration between Rail Net Denmark and the RUs and follow the procedure for capacity allocation according to applicable law on allocation of railway infrastructure capacity (paths) etc. The ‘Principles for operation’ are subject to continuous revision and the RU is obliged to participate in its preparation and implementation. The ‘Principles for operation’ do not overrule the obligations of Rail Net Denmark to give notice on infrastructure work under section 7 of the contract. Rail Net Denmark and the RU are bound by the ‘Principles for operation’. However, Rail Net Denmark reserves the right to make other allocations where deemed necessary. The RU will ensure that staff and rolling stock plans support the general allocation plans. The use of the ‘Principles for operation’ may be initiated by Rail Net Denmark or by the RU for RU’s own trains. The ‘Principles for operation’ include appendixes with recommendations on maintenance driving. Rail Net Denmark ensures that all RUs participate equally in the maintenance driving. According to the applicable executive order on allocation of railway infrastructure capacity (paths) etc., Rail Net Denmark can, in connection with traffic disturbances, demand the RU to make drivers and rolling stock available for removal of equipment belonging to other parties or other forms of clearance. The RU will be remunerated by those who are responsible for the obstruction in the traffic flow. Rail Net Denmark may request tool car standby for clearing the infrastructure where RU equipment interferes with the traffic flow. The RU will pay such expenses according to section 9 of the contract.
Traffic operation. Banedanmark manages traffic on behalf of ØSB. Banedanmark has the coordinating role and final decision-making power in regard to resolving traffic irregularities with or without decreased capacity. Traffic operation is established based on ‘Principles for operation’ published annually by Banedanmark prior to the beginning of the timetable period. The drafting of the ‘Principles for operation’ is carried out in close collaboration between Banedanmark and the RUs and follow the procedure for capacity allocation according to applicable law on allocation of railway infrastructure capacity (paths) etc. The ‘Principles for operation’ are subject to continuous revision and the RU is obliged to participate in its preparation and implementation. The ‘Principles for operation’ do not overrule the obligations of Banedanmark to give notice on infrastructure work under section 7 of the contract. Banedanmark and the RU are bound by the ‘Principles for operation’. However, Banedanmark reserves the right to make other allocations where deemed necessary. The RU will ensure that staff and rolling stock plans support the general allocation plans. The use of the ‘Principles for operation’ may be initiated by Banedanmark or by the RU for RU’s own trains. The ‘Principles for operation’ include appendixes with recommendations on maintenance driving. Banedanmark ensures that all RUs participate equally in the maintenance driving. According to the applicable executive order on allocation of railway infrastructure capacity (paths) etc., Banedanmark can, in connection with traffic disturbances, demand the RU to make drivers and rolling stock available for removal of equipment belonging to other parties or other forms of clearance. The RU will be remunerated by those who are responsible for the obstruction in the traffic flow. Banedanmark may request tool car standby for clearing the infrastructure where RU equipment interferes with the traffic flow. The RU will pay such expenses according to section 9 of the contract.
Traffic operation. Crews The normal daily hours of work shall generally be eight and one-half (8-1/2) hours continuous between the hours of 6:00 a.m. and 6:00 p.m., Monday to Friday, inclusive of a thirty (30) minute unpaid lunch. When the operational needs of the service dictate the need for shifts other than those stated herein, five (5) days written notice is required with the following shift premiums payable. For shifts more than half of whose hours are between the hours of 4:00 p.m. to 12:00 Midnight, or between the hours of 12:00 Midnight to 8:00 a.m., shift premiums of fifty (50) cents and ninety-one (261) cents per hour respectively will be paid. A shift premium of fifty (50) cents per hour will be payable for shifts more than half of whose hours are between the hours of 8:00 a.m. to 4:00 p.m. on Saturdays and Sundays. These premiums are not payable when the overtime rate is applicable.
