The Key Transfer Essentials
From Construction to Operation in Urban Rail Transit
Mao Tian
1
and Xu Han
2
1
China Academy of Railway Sciences, Postgraduate Department, Daliushu road 2, Beijing, China
2
China Academy of Railway Sciences, Daliushu road 2, Beijing, China
tmzsh@163.com,hanxu34517@163.com
Keywords: Urban rail transit, The transfer from construction to operation, The multi-objective planning method,
Handover of three rights.
Abstract： Urban rail transit construction and operation transfer process involves a large number of management and
technical interfaces, including territorial management rights, equipment use rights and dispatching
command rights handover between construction unit and operation unit as short time as possible. This
paper focuses on operation transfer characteristics, important works and key lines. At the same time, using
the multi-objective planning method, analyses the effective solution about transfer to provide theoretical and
practical reference data for the relevant personnel in construction and operation of Urban Rail Transit.
1 OVERVIEW
At present, China is in a period of rapid construction
and development of urban rail transit, as of the first
half of 2017, 31 cities opened urban rail transit with
a total mileage of 4,400 kilometers on urban
railways. The total scale of construction is 5770
kilometers. After 2015, the new urban rail cities
include Nanchang, Lanzhou, Qingdao, Huai'an,
Fuzhou, Dongguan, Nanning, Hefei, Shijiazhuang,
etc. The structure of urban operation line system is
shown in figure 1. The rapid construction and
diversification of urban rail transit have set higher
requirements for the construction and operation. In
particular, the transfer management from
construction period to operation period is paid more
and more attention for the construction unit and
operating unit. The transfer processes play a crucial
role to guarantee the commissioning acceptances,
improve the quality and safety of operation, and
reduce the post-maintenance costs, etc.
Figure 1: Urban rail transit lines operating standard chart
2 THE TRANSFER
CHARACTERISTICS FROM
CONSTRUCTION TO
OPERATION
The urban rail transfer from construction to
operation is an important part of urban rail transit
life-cycle management. It marks that the
construction focus of urban rail transit including
installation, commissioning and acceptance is
transferred to the operation center including total
joint test, operating exercises, test run and trial
operation management (General Administration of
Quality Supervision, 2013). The important landmark
event is the transfer of territorial management rights,
252
Tian, M. and Han, X.
The Key Transfer Essentials From Construction to Operation in Urban Rail Transit.
In 3rd International Conference on Electromechanical Control Technology and Transportation (ICECTT 2018), pages 252-257
ISBN: 978-989-758-312-4
Copyright © 2018 by SCITEPRESS – Science and Technology Publications, Lda. All rights reserved
equipment using rights and dispatching command
rights.
The transfer of territorial management rights
mean that the site management of stations, control
centers and depots will no longer be undertaken by
the construction unit, but belong to the operation
unit. The project plan such as the unfinished
construction, sub-projects and unit project
acceptance so on will be arranged by the operation
unit, but not construction unit any more. For each
participating unit, construction should be completed
before this node time, otherwise, the construction
time cost will increase substantially.
The transfer of the equipment use rights mean
that the construction unit shall transfer the
maintenance and overhaul of the equipment to the
operation unit. And the equipment starts to be put
into normal use after the node time. The equipment
contractor can apply for the payment of the
settlement of the equipment, and the equipment
enters to the quality warranty period.
The dispatching command rights mean that
Inter-area traffic command and station equipment
comprehensive using began to be charged by the
operation unit. After this node time, the operation
unit starts to take charge of coordinating and
comprehensive application of equipment to ensure
driving reliability and safety during trial operation.
3 THE TIME PERIOD
BACKGROUND ANALYSIS OF
THE TRANSFER FORM
CONSTRUCTION TO
OPERATION
According to the lifecycle relationship between
urban rail transit construction and operation, the
transfer from construction to operation involves
three stages: the pre handover stage, the handover
stage, and the later handover stage.
The main tasks in the pre handover stage include
the intervention management of construction project,
operation external and internal preparation, single
system debugging and acceptance of different
specialties.
The main tasks in the handover stage include the
operation of the stationing management, temporary
management operations, transfer of three rights and
other work.
The main tasks in the later handover stage
include alignment joint-test, Operating practice,
safety assessment, full map sports car,
Commissioning assessment and defect rectification,
trial operation and unfinished construction work
(Ministry of Construction of the People's Republic
of China, 2009), the timing of the specific work plan
shown in figure 2:
Figure 2: Urban rail transit construction and operation of
the transfer of the main work timing diagram
In the figure, A - Power supply system
debugging; B – Signal & Communication system
debugging; C - Vehicle system debugging; D -
Electromechanical system debugging; E - Operation
preparation; F - Cold and hot slide; G - Operational
involvement; H - Total joint test; I - The transfer of
the three powers; J - Reliability test; K - Full map
sports car; L - Pilot run; M - Security assessment; N
- Trial operations and unfinished construction work.
Solid arrows line - the adjacent work has a real
overlap relationship; Virtual arrow line - the
adjacent work has logical relation; Wave line - wait
time.
As can be seen from the figure 2, there are two
key lines for the transfer form construction to
operation: ①④⑦⑧⑪⑫⑬ and ①⑤⑨⑩⑫⑬,
which need to be noticed in the actual work.
4 THE KEY TRANSFER
ESSENTIALS FROM
CONSTRUCTION TO
OPERATION
The key essentials of the transfer from construction
to operation can be divided into two parts:
construction unit and operating unit. From the
perspective of the construction unit,
the focus of the
operation transfer includes the realization of the
system functions, the management of the three rights,
the unfinished project construction plan. For the
operation units, the focus includes the management
of personnel, machines, production goods articles,
and some key woks such as total joint test, operating
practice, full map sports car;
Pilot run and trial
The Key Transfer Essentials From Construction to Operation in Urban Rail Transit
253
operation management, etc. The focus of transfers
includes the following six aspects:
(1) The function of each equipment system to
achieve the situation
Equipment system includes vehicle system, power
supply system, communication system, signal
system, integrated supervisory control system,
fire
alarm system, automatic fare collection system,
screen door system, escalator system, ventilation
and air conditioning system, water supply and
drainage system, power lighting system, etc. Each
system's functional acceptance is divided into master
project acceptance and general project acceptance.
under normal circumstances, the acceptance of each
system must be completed before the transfer from
construction to operation.
(2)Internal preparations of operation unit
Internal preparation of operation unit mainly
includes personnel preparation, organization
preparation, material preparation and data
preparation (Lin, He, 2015). Personnel preparation
mainly includes: The level of technology and
management personnel backbone is in place, their
service quality and ability can meet the job needs
and they have obtain qualification certificates.
Organizational preparation mainly includes:
institution is already set up reasonable, organization
can effective operate, business process is clear, and
plan implementation is accurate;
Material preparation mainly includes: Passenger
cars and construction vehicles is completed on
schedule and delivered to use, critical equipment
and spare parts is delivered on-time, warehousing
and transportation works well;
Data preparation mainly includes: Contract,
design drawings and other technical documents are
completed, operation programs are seasonable and
accurate, rules and regulations prepared are
scientific and perfect.
(3) The process control of operation transfer
The main processes include the advance intervention
of the operation unit, entering the station by
operators, the management of the station and the
interval, the transfer of the three rights, etc.
The main control work includes unit project
acceptance, limit checking, vehicle cold slide and
hot slide test, temporary operation management for
the station and interval, formal transfer of territorial
management rights, equipment using rights,
dispatching command rights and other works.
(4) Total joint test and operation exercise smooth
implementation
The total joint test mainly includes the
commissioning of the mechanical and electrical
equipment system led by the comprehensive
monitoring system in the station (other system have
geomantic electric system, escalator system, screen
door system, tickets system of selling and checking,
disaster alarm system, etc.) , and anther
commissioning led by vehicle system (other system
have signal system, communication system, and
track system)
(Yanjun, Xiao, 2014); Operational
exercises include operational exercises in normal
mode, doing it in abnormal modes, and emergency
drills in emergencies. Construction units and
operation units need to cooperate closely to
complete this part.
(5) Trial operations assessment and defect
rectification
The main works include each system reliability test,
vehicle full map sports car, opening station and
existing line transfer
,station and interval tuning and
testing of the full participation, control center
system access and test program, ticketing system
test. This stage of operation units strictly enforced
commissioning of various programs, at the same
time need construction units combined with
rectification.
(6) Disposal situation of the unfinished
construction work
After the transfer from construction to operation,
until the opening of the line, there will be projects
left over by construction unit for various reasons.
This requires the operation unit reserve the skylight
time for the construction unit, the construction unit
shall timely construction and acceptance in the
skylight time; for really unable finished construction
before opening of the line, the construction unit
should formulate construction plan according to the
trial operation plan; At the same time, according to
the construction situation, the operating unit draw up
the trial operation and vehicle driving protection
measures, which include measures to stop stopping
and measures for subsection opening of line.
5 APPLICATION OF
MULTI-OBJECTIVE MODEL IN
THE TRANSFER FROM
CONSTRUCTION TO
OPERATION
Solving model with two or more goal decisions is
called multi-objective planning model. Transfer in
urban rail transit construction and operation of
involved the strong professional technology,
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254
complex equipment, many units, many decisions
interrelated goals belong to typical multi-objective
decision problems. For example, in the construction
and operation of the transfer, how to choose the right
interface solutions, making the transfer smooth,
reliable, the highest transfer rate, and spend of the
corresponding cost is the minimum? This is the
multi-objective decision to be solved.
(1) The main feature of the multi-objective
decision
The main feature of the multi-objective decision
problem is each target has the contradictory and
incommensurability. The contradiction between the
objectives is refers to the improvement in a target
value, which may make the other target value worse;
Incommensurability between objectives means that
each objective cannot be directly compared due to
the different units of measurement. Urban rail transit
interfaces research need to establish a measurable
metrics in the multi-objective incommensurability,
which can be measured to determine the effect of
interface management. For example, the
implementation rate of each attribute objective is the
standard that can be compared.
(2) The basic elements of multi-objective
decision
Multi-objective decision generally includes five
basic elements (Zhonggeng, Han, 2009): decision
unit, attribute set, objective set, the decision
situation and the decision rules. The corresponding
way of urban rail transit transfer is shown in table 1:
Table 1: The Corresponding way of multi-objective factors in the urban rail transit transfer
Multi-objective
Factors
Correspondence in the construction and operation transfer of urban rail transit
decision unit Construction unit and operating unit
attribute set
The function of each equipment system to achieve the situation
, Internal preparations of
operation unit
, The process control of operation transfer
, Total joint test and
operation exercise smooth implementation
, Trial operations assessment and defect
rectification
, Disposal situation of the unfinished construction work
.
objective set
the expected value of the achievement rate of each property(a), the deviation of the cost of
each property(b)
decision situation The maximum expected value(a) of the same time the minimum deviation(b)
decision rules Multi-objective turn into single-objective solution; hierarchical sorting method
(3) Multi-objective decision mathematical
expression
From decision situation in table 1, the interface
objective of the construction and operation transfer
require the indicators of attribute set to achieve the
maximum rate, at the same time the minimum cost
of their deviation. This multi-objective decision
problem can be analyzed using a multi-objective
mathematical model.
The expected value of the achievement rate of
each property can be used respectively defined as
,
,⋯,
, the deviation of the cost
of each property recorded as
,
,⋯,
. The decision situation
is the maximum expected value of each property,
while the minimum cost of their deviation. Making
multi-objective transformation into single-objective
model, the description model is:
nobjectivefunctions
(1)
mconstraintcondition
→0
→0
→0
(2)
wheren2, m2.
If the introductions of vector function,
multi-objective decisions can be written in vector
form (Guangyan, Shi, 2015):
max
,
,
,
3
G
x
,
,
,
0
4
The Key Transfer Essentials From Construction to Operation in Urban Rail Transit
255
6 ARITHMETIC CASE ANALYSIS
OF MULTI OBJECTIVE
TRANSFER FROM
CONSTRUCTION TO
OPERATION
The pursuit target of the transfer from Construction
to operation is multi-objective coordinated between
construction quality, transfer of progress,
professional technology, site management and other
system technology.
Table 2: Five metro lines
i
p
and
i
r
experts score
1
p
2
p
3
p
4
p
5
p
6
p
1
r
2
r
3
r
4
r
5
r
6
r
16i
Line 1 0.88 0.78 0.9 0.83 0.92 0.81 0.05 0.01 0.01 0.02 0.03 0.02 0.167
Line 2 0.92 0.8 0.85 0.90 0.8 0.85 0.02 0.05 0.05 0.03 0.04 0.02 0.167
Line 3 0.95 0.9 0.9 0.85 0.92 0.85 0.03 0.02 0.02 0.02 0.01 0.02 0.167
Line 4 0.85 0.87 0.85 0.89. 0.89 0.80 0.01 0.02 0.02 0.01 0.02 0.01 0.167
Line 5 0.9 0.9 0.92 0.9 0.92 0.88 0.04 0.03 0.02 0.03 0.04 0.05 0.167
The pursuit target of the transfer from
Construction There are the contradictory and
incommensurability between objectives in urban rail
transit, so it is difficult to get multi-objective
optimal solution in which all attributes reach their
respective optimal values at the same time.
But in a certain condition and range, acceptable
efficient solutions or non-inferior solution can be
obtained. According to Table 1, find both the
maximum expected value of each property and the
minimum deviation at the same time, and establish
an arithmetic example model, the process is as
follows:
Suppose the realization rate of each attribute
objective is random variable that is independent of
each other, denoted by
,,
,
; the
mathematical expectation value
(Xiuzhen, Feng,
2011) of each
is denoted by E
,,
,
; the deviation of cost between
planned cost and actual cost is denoted by
varianceD
, thenD
,,
,
.
Suppose the proportion of the objective
achievement rate i to the total objectives
achievement rate is
, then the total interface
realization rate is
1
N
ii
i
RR
, the total
mathematical expectation value is
11
() ( )
NN
ii ii
ii
ER ER p
, and the total cost
deviation is
11
() ( )
NN
ii ii
ii
D
RDRr
.
In order to maximize the expected mathematical
expectation value for each attribute, at the same time
the corresponding cost deviation is minimized,
establish the multi-objective decision model, in
which ,taking N = 6, and x
1
~x
6
in table 1 is put into
equations (3) and (4), get:
6
0
1
6
0
1
6
1
max =
min
01
1
ii
i
ii
i
i
i
i
pp
rr
（5）
Using expert scoring method, the experts form
the construction and operation unit give the
empirical values about expectation values
and
cost deviation values
on the five metro lines, at
the same time set each target value of
1,2,
,6
the same. Get table 2.
The
i
p
,
i
r
and,
i
in the table 2 put into the
formula (5), get table 3:
Table 3: Five metro lines P
0
and r
0
values calculated
1 2 3 4 5
P
0
5.12 5.12 5.37 4.26 5.42
r
0
0.14 0.21 0.12 0.12 0.21
According to result
,
, do the distribution,
show as figure 3:
In the figure 3, for the line ① ② ③ ⑤, ①
line interface effect is better than ② ③ ⑤ line,
⑤ line interface effect is better than ② line; For
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256
lines ① ③ ④, line ③ is better than line ④, line
① slightly better than the line ③. It shows the line
① is the best transfer interface effect in the five
lines construction and operation.
0
r
0
p
Figure 3 five subway line construction and operation
interface renderings
Each interface goal solution in Line ① is not
optimal solution, but an effective solution
(non-inferior solution), which has important
reference significance to solve the corresponding
targets of new line.
7 CONCLUSION
(1) The article analyzes essentials about Transfer in
urban rail transit construction and operation from six
aspects. They are the function of each equipment
system to achieve the situation, Internal preparations
of operation unit, The process control of operation
transfer, Total joint test and operation exercise
smooth implementation, Trial operations assessment
and defect rectification, Disposal situation of the
unfinished construction work. And the key work of
each case is given combined with the actual project.
(2) In accordance with the schedule of the
transfer form construction to operation, the article
analyzes the key lines of the transfer about
construction and operation, and points out the key
work.
(3) The multi-objective planning and analysis
method is used to analyze the handover of five
subway lines, and the state of the control data which
satisfies both the maximum rate of interface
handover and the minimum cost deviation is
obtained. Provide a reference for the management
and technical personnel in urban rail transit.
ACKNOWLEDGEMENTS
Thanks for the support: Foundation project of China
Academy of Railway Sciences（2017YJ146）
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