Translating Train Management to Norway
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ATOC Guidance Note – Risks & Opportunities from Rocs and TM
Uncontrolled When Printed Document comes into force on 24/05/2016 Published by RSSB on behalf of Association of Train Operating Companies (ATOC) on 03/09/2016 ATOC/GN036 Issue 1.1 24 May 2016 ATOC Guidance Note – Risks & Opportunities from ROCs and TM Submitted by Steve Price Synopsis Operations Planning Advisor, ATOC This document provides guidance to train operators on identifying the risks Authorised by: and opportunities that arise from the introduction of Rail Operating Centres and Traffic Management. Roger Cobbe Chair, ATOC ERTMS Steering Group Gary Cooper Director of Operations, Engineering and Major Projects, ATOC Uncontrolled When Printed Document comes into force on 24/05/2016 Published by RSSB on behalf of Association of Train Operating Companies (ATOC) on 03/09/2016 ATOC Guidance Note - Risks & Opportunities ATOC/GN036 Issue 1.1 from ROCs and TM May 2016 Contents Section Description Page Part A Issue Record 3 Responsibilities 3 Explanatory Note 3 Document Status 3 Supply 3 Part B 1 Purpose 4 2 Scope 4 3 Definitions 4 4 Introduction 4 5 Industry Standards and Governance 8 6 Rail Operating Centres 11 7 Traffic Management 19 8 Reference Material 40 9 Abbreviations 41 Appendices A Three models of control co-location 42 B Upgrading stock & crew provision Case Study 1 45 C Upgrading stock & crew provision Case Study 2 47 D Checklist of Train Operator Responsibilities and Actions – Activities moving to a ROC 50 E Checklist of Train Operator Responsibilities and Activities – Introducing TM 52 Page 2 of 53 Uncontrolled When Printed Document comes into force on 24/05/2016 Published by RSSB on behalf of Association of Train Operating Companies (ATOC) on 03/09/2016 ATOC Guidance Note - Risks & Opportunities ATOC/GN036 Issue 1.1 from ROCs and TM May 2016 Part A Issue Record This document will be updated when necessary by distribution of a complete replacement. -
ERTMS/ETCS Railway Signalling
Appendix A ERTMS/ETCS Railway Signalling Salvatore Sabina, Fabio Poli and Nazelie Kassabian A.1 Interoperable Constituents The basic interoperability constituents in the Control-Command and Signalling Sub- systems are, respectively, defined in TableA.1 for the Control-Command and Sig- nalling On-board Subsystem [1] and TableA.2 for the Control-Command and Sig- nalling Trackside Subsystem [1]. The functions of basic interoperability constituents may be combined to form a group. This group is then defined by those functions and by its remaining exter- nal interfaces. If a group is formed in this way, it shall be considered as an inter- operability constituent. TableA.3 lists the groups of interoperability constituents of the Control-Command and Signalling On-board Subsystem [1]. TableA.4 lists the groups of interoperability constituents of the Control-Command and Signalling Trackside Subsystem [1]. S. Sabina (B) Ansaldo STS S.p.A, Via Paolo Mantovani 3-5, 16151 Genova, Italy e-mail: [email protected] F. Poli Ansaldo STS S.p.A, Via Ferrante Imparato 184, 80147 Napoli, Italy e-mail: [email protected] N. Kassabian Ansaldo STS S.p.A, Via Volvera 50, 10045 Piossasco Torino, Italy e-mail: [email protected] © Springer International Publishing AG, part of Springer Nature 2018 233 L. Lo Presti and S. Sabina (eds.), GNSS for Rail Transportation,PoliTO Springer Series, https://doi.org/10.1007/978-3-319-79084-8 234 Appendix A: ERTMS/ETCS Railway Signalling Table A.1 Basic interoperability constituents in the Control-Command -
CONTRACT T-8000-1415 AUTOMATIC TRAIN CONTROL TECHNICAL SPECIFICATION THIS PAGE INTENTIONALLY LEFT BLANK Contents
ATTACHMENT C PART 2 – ATC SYSTEM MARYLAND TRANSIT ADMINISTRATION CONTRACT T-8000-1415 AUTOMATIC TRAIN CONTROL TECHNICAL SPECIFICATION THIS PAGE INTENTIONALLY LEFT BLANK Contents 1 GENERAL REQUIREMENTS 2 COMMUNICATIONS BASED TRAIN CONTROL REQUIREMENTS 3 MAIN LINE AND STORAGE YARD SOLID STATE INTERLOCKING REQUIREMENTS 4 AUTOMATIC TRAIN SUPERVISION REQUIREMENTS 5 DATA COMMUNICATIONS SYSTEM REQUIREMENTS 6 AUXILIARY WAYSIDE EQUIPMENT REQUIREMENTS 7 ENVIRONMENTAL AND EMC 8 SYSTEM SAFETY REQUIREMENTS 9 RELIABILITY, AVAILABILITY, AND MAINTAINABILITY REQUIREMENTS 10 INSTALLATION CUTOVER AND CONSTRUCTION REQUIREMENTS 11 ATC TESTING 12 QUALITY ASSURANCE AND CONTROL 13 TECHNICAL SUPPORT 14 TRAINING Attachment C, Part 2, ATC System T-8000-1415 i September 2015 THIS PAGE INTENTIONALLY LEFT BLANK Attachment C, Part 2, ATC System T-8000-1415 ii September 2015 SECTION 1 GENERAL REQUIREMENTS Contents 1.1 GENERAL..................................................................................................................................1-1 1.2 PROJECT OBJECTIVES ...............................................................................................................1-2 1.2.1 PROVEN DESIGN......................................................................................................1-3 1.2.2 COMMISSIONING ON A REVENUE SYSTEM...............................................................1-3 1.2.3 DESIGN LIFE.............................................................................................................1-3 1.3 SCOPE OF WORK......................................................................................................................1-3 -
CBTC Test Simulation Bench
Computers in Railways XII 485 CBTC test simulation bench J. M. Mera, I. Gómez-Rey & E. Rodrigo CITEF (Railway Technology Research Centre), Escuela Técnica Superior de Ingenieros Industriales, Universidad Politécnica de Madrid, Spain Abstract Due to its safety characteristics, signalling equipment requires a great amount of testing and validation during the different stages of its life cycle, and particularly during the installation and commissioning of a new line or upgrade of an existing line, the latter being even more complicated due to the short engineering periods available overnight. This project aims to develop a tool to reduce the above-mentioned efforts by simulating the CBTC trackside, fulfilling the interfaces between subsystems and elements of these subsystems, and using some real elements. In this way, a testing environment for signalling equipment and data has been developed for the CBTC system. The aims of the project that were set out at the beginning of the development and completed with the present simulator are as follows: Real CBTC equipment trials and integration: CBTC on-board equipment, CBTC Radio Centre, etc. Other signalling elements trials and integration: interlockings and SCCs. CBTC track data validation. In order to achieve these objectives, various simulation applications have been developed, of which the most important are the following: Infrastructure, Automatic trains, Train systems, Planning and Control Desk, etc. This system has been developed, and is currently adding new modules and functionalities, for companies of the Invensys Group: Westinghouse Rail WIT Transactions on The Built Environment, Vol 114, © 2010 WIT Press www.witpress.com, ISSN 1743-3509 (on-line) doi:10.2495/CR100451 486 Computers in Railways XII Systems in the UK and Dimetronic Signals in Spain, which are using it for the new CBTC lines under their responsibility. -
Report on Railway Accident with Freight Car Set That Rolled Uncontrolledly from Alnabru to Sydhavna on 24 March 2010
Issued March 2011 REPORT JB 2011/03 REPORT ON RAILWAY ACCIDENT WITH FREIGHT CAR SET THAT ROLLED UNCONTROLLEDLY FROM ALNABRU TO SYDHAVNA ON 24 MARCH 2010 Accident Investigation Board Norway • P.O. Box 213, N-2001 Lillestrøm, Norway • Phone: + 47 63 89 63 00 • Fax: + 47 63 89 63 01 www.aibn.no • [email protected] This report has been translated into English and published by the AIBN to facilitate access by international readers. As accurate as the translation might be, the original Norwegian text takes precedence as the report of reference. The Accident Investigation Board has compiled this report for the sole purpose of improving railway safety. The object of any investigation is to identify faults or discrepancies which may endanger railway safety, whether or not these are causal factors in the accident, and to make safety recommendations. It is not the Board’s task to apportion blame or liability. Use of this report for any other purpose than for railway safety should be avoided. Photos: AIBN and Ruter As Accident Investigation Board Norway Page 2 TABLE OF CONTENTS NOTIFICATION OF THE ACCIDENT ............................................................................................. 4 SUMMARY ......................................................................................................................................... 4 1. INFORMATION ABOUT THE ACCIDENT ..................................................................... 6 1.1 Chain of events ................................................................................................................... -
Road Level Crossing Protection Equipment
Engineering Procedure Signalling CRN SM 013 ROAD LEVEL CROSSING PROTECTION EQUIPMENT Version 2.0 Issued December 2013 Owner: Principal Signal Engineer Approved by: Stewart Rendell Authorised by: Glenn Dewberry Disclaimer. This document was prepared for use on the CRN Network only. John Holland Rail Pty Ltd makes no warranties, express or implied, that compliance with the contents of this document shall be sufficient to ensure safe systems or work or operation. It is the document user’s sole responsibility to ensure that the copy of the document it is viewing is the current version of the document as in use by JHR. JHR accepts no liability whatsoever in relation to the use of this document by any party, and JHR excludes any liability which arises in any manner by the use of this document. Copyright. The information in this document is protected by Copyright and no part of this document may be reproduced, altered, stored or transmitted by any person without the prior consent of JHR. © JHR UNCONTROLLED WHEN PRINTED Page 1 of 66 Issued December 2013 Version 2.0 CRN Engineering Procedure - Signalling CRN SM 013 Road Level Crossing Protection Equipment Document control Revision Date of Approval Summary of change 1.0 June 1999 RIC Standard SC 07 60 01 00 EQ Version 1.0 June 1999. 1.0 July 2011 Conversion to CRN Signalling Standard CRN SM 013. 2.0 December 2013 Inclusion of Safetran S40 and S60 Mechanisms, reformatting of figures and tables, and updating text Summary of changes from previous version Section Summary of change All Include automated -
Allegato 2 Piano ERTMS Evidenza Modifiche.Pdf
Allegato 2 Piano Accelerato ERTMS revisione O con evidenza delle modifiche rispetto alla revisione N e-POD banca dati documentale RFI - download effettuato il 04/09/2020 19:18:20 stato di vigenza: IN VIGORE livello riservatezza Uso pubblico Piazza della Croce Rossa, 1 - 00161 Roma Rete Ferroviaria Italiana – Società per Azioni - Gruppo Ferrovie dello Stato Italiane Società con socio unico soggetta all’attività di direzione e coordinamento di Ferrovie dello Stato Italiane S.p.A. a norma dell’art. 2497 sexies del cod. civ. e del D.Lgs. n. 112/2015 Sede legale: Piazza della Croce Rossa, 1 - 00161 Roma Cap. Soc. euro 31.528.425.067,00 Iscritta al Registro delle Imprese di Roma ––– Cod. Fisc. 01585570581 e P. Iva 01008081000 – R.E.A. 758300 Codifica: PIANO DI SVILUPPO ERTMS/ETCS FOGLIO e GSM-R RFI TC.SCC SR RR AP 01 R05 O 1 di 130 PIANO DI SVILUPPO DI ERTMS (ETCS E GSM-R) SULLA RETE RFI Rev. Data Descrizione Verifica Tecnica Autorizzazione S. Buonincontri Aggiornamenti e stato di D. Caronti avanzamento attività in M. Ciaffi realizzazione rispetto al National Implementation S. Geraci O 23/07/2020 Plan e rimodulazione della G. Gallo F. Senesi e-POD banca dati documentale RFI - download effettuato il 04/09/2020 19:18:20 stato di vigenza: IN VIGORE livello riservatezza Uso pubblico proposta RFI del piano C. Iommazzo “accelerato” di rinnovamento tecnologico guidato da S. Marcoccio ERTMS G. Ridolfi D. Schiavoni PIANO DI SVILUPPO ERTMS/ETCS Codifica: FOGLIO 2 di 130 e GSM-R RFI TC.SCC RR AP 01 R05 O ELABORAZIONE DOCUMENTO VERIFICA EFFETTUATA Marco -
BACKTRACK 22-1 2008:Layout 1 21/11/07 14:14 Page 1
BACKTRACK 22-1 2008:Layout 1 21/11/07 14:14 Page 1 BRITAIN‘S LEADING HISTORICAL RAILWAY JOURNAL VOLUME 22 • NUMBER 1 • JANUARY 2008 • £3.60 IN THIS ISSUE 150 YEARS OF THE SOMERSET & DORSET RAILWAY GWR RAILCARS IN COLOUR THE NORTH CORNWALL LINE THE FURNESS LINE IN COLOUR PENDRAGON BRITISH ENGLISH-ELECTRIC MANUFACTURERS PUBLISHING THE GWR EXPRESS 4-4-0 CLASSES THE COMPREHENSIVE VOICE OF RAILWAY HISTORY BACKTRACK 22-1 2008:Layout 1 21/11/07 15:59 Page 64 THE COMPREHENSIVE VOICE OF RAILWAY HISTORY END OF THE YEAR AT ASHBY JUNCTION A light snowfall lends a crisp feel to this view at Ashby Junction, just north of Nuneaton, on 29th December 1962. Two LMS 4-6-0s, Class 5 No.45058 piloting ‘Jubilee’ No.45592 Indore, whisk the late-running Heysham–London Euston ‘Ulster Express’ past the signal box in a flurry of steam, while 8F 2-8-0 No.48349 waits to bring a freight off the Ashby & Nuneaton line. As the year draws to a close, steam can ponder upon the inexorable march south of the West Coast Main Line electrification. (Tommy Tomalin) PENDRAGON PUBLISHING www.pendragonpublishing.co.uk BACKTRACK 22-1 2008:Layout 1 21/11/07 14:17 Page 4 SOUTHERN GONE WEST A busy scene at Halwill Junction on 31st August 1964. BR Class 4 4-6-0 No.75022 is approaching with the 8.48am from Padstow, THE NORTH CORNWALL while Class 4 2-6-4T No.80037 waits to shape of the ancient Bodmin & Wadebridge proceed with the 10.00 Okehampton–Padstow. -
Archives) INFORMED SOURCES E-Preview December 2018
Informed Sources e-preview by Roger Ford (view all archives) INFORMED SOURCES e-Preview December 2018 INFORMED SOURCES e-Preview December 2018 Some old favourites return this month including an update on the spread of zombie franchises and a farewell to the Traffic Management System (TMS) procurement which has kept us diverted for the last nine years. Steventon Bridge highlights APCO challenge Explosion of the Zombie franchises. TMS boondoggle ends with a whimper Informed Updates However, we start with the practical implications of the Department for Transport’s cunning plan to cut costs by not providing clearances for electrification at bridges and tunnels. Instead, you buy bi-mode trains, which can drop the pantograph and run through tunnels and other height restrictions under diesel power. This would be achieved, quite painlessly, with the use of Automatic Power Change Over (APCO). Back in November 2017 I revealed that the first opportunity to test this concept would be on the Great Western Main Line at Steventon High Street Bridge west of Didcot. The problem is not the clearance under the bridge itself, where Special Reduced Clearance has been used. However, approaching the bridge from the West, the adjacent Stocks Lane level crossing requires the contact wire to be at maximum height, before reducing to the minimum height for the bridge in about a quarter of a mile. As the contact wire height falls, the wire is pushing the pantograph head down and for every action there is an equal and opposite reaction, which is not good for either the catenary or the pan’. -
X2rail-1 Deliverable D7.1 Analysis of Existing Lines and Economic Models
X2Rail-1 Project Title: Start-up activities for Advanced Signalling and Automation Systems Starting date: 01/09/2016 Duration in months: 36 Call (part) identifier: H2020-S2RJU-CFM-2015-01-1 Grant agreement no: 730640 Deliverable D7.1 Analysis of existing lines and economic models Due date of deliverable Month 09 Actual submission date 18-02-2019 Organization name of lead contractor for this deliverable 18-TTS Dissemination level PU Revision DB-001-02-R2 Deliverable template version: 02 (09/11/16) X2Rail-1 Deliverable D7.1 Analysis of existing lines and economic models Authors Author(s) Alstom Transport S.A. (ALS) Pierre Damien Jourdain AZD Praha SRO (AZD) Michal Pavel Lukas Michalik BOMBARDIER TRANSPORTATION SWEDEN AB (BTSE) Jorgen Mattisson INDRA (INDRA) Francisco Parrilla Thales Transportation Systems GMBH (TTS) Ana Millán Belen Losada Trafikverket – TRV (TRV) Jan Bystrom Contributor(s) ANSALDO STS S.p.A. (ASTS) Giovanni Canepa CAF Signalling S.L. (CAF) Ignacio Gonzalez Deutsche Bahn AG (DB) Julian Mohr MERMEC SPA (MERMEC) Vito Caliandro Siemens (SIE) Jose Manuel Mellado GA 730640 Page 2 of 165 X2Rail-1 Deliverable D7.1 Analysis of existing lines and economic models 1. Executive Summary The present document constitutes the first issue of Deliverable D7.1 “Analysis of existing lines and economic models” in the framework of the Project titled “Start-up activities for Advanced Signalling and Automation Systems” (Project Acronym: X2Rail-1; Grant Agreement No 730640). Although modern signalling systems are going to considerably reduce trackside equipment in the next years, a source of the innovation step proposed by the X2Rail-1 WP7 is to provide fully distributed control of remote trackside objects such as points, level crossings, etc., without requiring the necessity to install specialized trackside cabling and associated cable routes, ducting etc. -
Nessun Titolo Diapositiva
Ordine degli Ingegneri della Provincia di Palermo con il patrocinio di AICQ Sicilia Trasporti: politiche, qualità e soluzioni Palermo, 14 - 02 - 2014 L’evoluzione delle politiche ferroviarie in Sicilia Collegio Ingegneri Sezione di Ferroviari Dott. Ing. Mario La Rocca Palermo Italiani Le origini delle ferrovie in Sicilia • Il decreto di Garibaldi • In Sicilia, fino al 1860, sotto il governo borbonico non era stata costruita alcuna ferrovia, mentre nel resto d’Italia erano in esercizio 2592 Km di ferrovie, di cui solo 128 Km nel Regno delle Due Sicilie. • Garibaldi pose le premesse per dotare la Sicilia di una rete ferroviaria emanando lo storico decreto del 25 giugno 1860 che disponeva la costruzione di una ferrovia da Palermo a Messina passando per Caltanissetta e Catania. Collegio Ingegneri L'evoluzione delle politiche ferroviarie in 2 Sezione di Ferroviari Palermo Italiani Sicilia Il massimo sviluppo della rete siciliana • Nei primi anni ‘50 la rete ferroviaria della Sicilia raggiunge il massimo sviluppo chilometrico. – NB: la Caltagirone - Gela è stata aperta all’esercizio nel 1979. Collegio Ingegneri L'evoluzione delle politiche ferroviarie in 3 Sezione di Ferroviari Palermo Italiani Sicilia L’attuale contesto infrastrutturale siciliano Collegio Ingegneri L'evoluzione delle politiche ferroviarie in 4 Sezione di Ferroviari Palermo Italiani Sicilia L’assetto Istituzionale FS MINISTERO DEI TRASPORTI AZIENDA ENTE FS SpA AUTONOMA FS FS Collegio Ingegneri L'evoluzione delle politiche ferroviarie in 5 Sezione di Ferroviari Palermo Italiani Sicilia L’assetto Istituzionale FS 1905 - AZIENDA AUTONOMA delle FERROVIE dello STATO (L. 22/4/1905 n°137) Amministrazione autonoma sotto direzione e responsabilità Ministeriali. Bilancio distinto da quello dell’organo politico di controllo Collegio Ingegneri L'evoluzione delle politiche ferroviarie in 6 Sezione di Ferroviari Palermo Italiani Sicilia L’assetto Istituzionale FS 1986 - Ente “FERROVIE dello STATO” (L. -
Irse News Issue 161 November 2010 Irse Careers Page and Job Board
IRSE NEWS ISSUE 161 NOVEMBER 2010 IRSE CAREERS PAGE AND JOB BOARD The IRSE Careers site is now live at www.irse.org/careers Here you can view signalling job vacancies, fi nd out about other careers options, and contact recruiting companies to help you fi nd the next step in your career. For more information on the advertising and branding opportunities available, please contact Joe Brooks on +44 (0)20 657 1801 or [email protected]. Front Cover: Dakota, Minnesota & Eastern train Second 170, bound from Minneapolis, Minnesota to Kansas City, Missouri, passes the radio-activated switch at the north siding switch Eckards, Iowa, on 4 October 2009. This is one of several locations on the DM&E system where radio-activated switches are used to expedite train operations without the expense of a full Centralized Traffic Control (CTC) installation. Photo by Jon Roma NEWS VIEW 161 Let’s plan for the future IRSE NEWS is published monthly by the Institution of The UK Government has unveiled their spending review during October, pledging to Railway Signal Engineers (IRSE). The IRSE is not as a invest more than 30 billion pounds on transport projects over the next four years, with body responsible for the opinions expressed in IRSE NEWS. this sector seen as a particular key driver for economic growth and productivity. © Copyright 2010, IRSE. All rights reserved. This includes 14 billion pounds of funding that will go to Network Rail to support No part of this publication may be reproduced, maintenance and investment, including improvements to the East Coast Main Line, stored in a retrieval system, or transmitted in any station upgrades around the West Midlands and signal replacement programmes in form or by any means without the permission in writing of the publisher.