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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 -
Irish Railway Standard IRS-203-A
Irish Railway Standard IRS-203-A EMC Co-ordination Issue Published by Issue Date A CRR on behalf of the Irish Railway Industry 22.10.2019 Irish Railway Standards IRS-203-A EMC Co-ordination 1 Foreword 1.1 This Irish Railway Standard: i. cannot replace any Technical Standard for Interoperability (TSI) or other legal requirements which may be applicable to a given project; ii. is recommended to be chosen in accordance with RFU-STR-088 as an Alternative Solution in conjunction with a TSI Parameter to demonstrate conformity with the Essential Requirements; iii. may be called up as a code of practice in conjunction with CSM-REA 352/2009 and 402/2013; iv. may be called up as good industry practice in conjunction with Railway Safety Act 2005; v. may be called up as a code of practice in conjunction with the safe integration of projects within the Railway System in the Republic of Ireland as defined under 2008/57/EC Art15 or 2016/797 (EU) Art 18; vi. may in parts or in full be called up as a National Technical Rule (NTR) for the Republic of Ireland in conjunction with 2008/57/EC or 2016/797 (EU). 1.2 Where this document is called up as an NTR, the reason for its application shall be identified in line with EU 2016/797 Art 13(2): i. where the TSIs do not cover, or do not fully cover, certain aspects corresponding to the essential requirements, including open points as referred to in 2016/797 Article 4(6); ii. -
Italferr S.P.A. 2019 ANNUAL REPORT
Italferr S.p.A. (Translation from the Italian original which remains the definitive version) Italferr S.p.A. 2019 ANNUAL REPORT 2019 Annual Report 1 Italferr S.p.A. Italferr S.p.A. Single-member company managed and coordinated by Ferrovie dello Stato Italiane S.p.A. Share capital: €14,186,000, fully paid up Registered office: Via Vito Giuseppe Galati 71, 00155 Rome Tax code and company registration no.: 06770620588 REA no.: 541241 VAT number: 01612901007 Web site: www.italferr.it 2019 Annual Report 2 Italferr S.p.A. MISSION Italferr is the Ferrovie dello Stato Italiane group’s engineering company with over 30 years of consolidated experience in large infrastructural projects for traditional and high-speed railways, underground and road transport and the design of ports and stations in Italy and abroad. Its mission is to build infrastructure in accordance with high quality standards, deadlines and the budget, covering all technical and management activities for the planning, design, execution, inspection and commissioning of the works. Italferr offers innovative, high-tech services ranging from design to contracting, works management and supervision, inspection and commissioning of lines, stations and intermodal and interport hubs, project management, organisational consultancy, training and the transfer of specialised, avant-garde know-how. 2019 Annual Report 3 Italferr S.p.A. COMPANY OFFICERS Board of directors: Chairman Mario Serio Chief Executive Officer Aldo Isi Director Sabrina De Filippis 1 Director Claudia Eccher Director Sergio Salvio Board of statutory auditors: Chairwoman Roberta De Felice Standing statutory auditor Fabio Mastrangelo Standing statutory auditor Davide Rossetti Alternate statutory auditor Luca Provaroni Alternate statutory auditor Federica Silvestri INDEPENDENT AUDITORS 1 KPMG S.p.A. -
Final Exploitation Plan
D9.10 – Final Exploitation Plan Jorge Lpez (Atos), Alessandra Tedeschi (DBL), Julian Williams (UDUR), abio Massacci (UNITN), Raminder Ruprai (NGRID), Andreas Schmitz ( raunhofer), Emilio Lpez (URJC), Michael Pellot (TMB), Zden,a Mansfeldov. (ISASCR), Jan J/r0ens ( raunhofer) Pending of approval from the Research Executive Agency - EC Document Number D1.10 Document Title inal e5ploitation plan Version 1.0 Status inal Work Packa e WP 1 Deliverable Type Report Contractual Date of Delivery 31 .01 .20 18 Actual Date of Delivery 31.01.2018 Responsible Unit ATOS Contributors ISASCR, UNIDUR, UNITN, NGRID, DBL, URJC, raunhofer, TMB (eyword List E5ploitation, ramewor,, Preliminary, Requirements, Policy papers, Models, Methodologies, Templates, Tools, Individual plans, IPR Dissemination level PU SECONO.ICS Consortium SECONOMICS ?Socio-Economics meets SecurityA (Contract No. 28C223) is a Collaborative pro0ect) within the 7th ramewor, Programme, theme SEC-2011.E.8-1 SEC-2011.7.C-2 ICT. The consortium members are: UniversitG Degli Studi di Trento (UNITN) Pro0ect Manager: prof. abio Massacci 1 38100 Trento, Italy abio.MassacciHunitn.it www.unitn.it DEEP BLUE Srl (DBL) Contact: Alessandra Tedeschi 2 00113 Roma, Italy Alessandra.tedeschiHdblue.it www.dblue.it raunhofer -Gesellschaft zur Irderung der angewandten Contact: Prof. Jan J/r0ens 3 orschung e.V., Hansastr. 27c, 0an.0uer0ensHisst.fraunhofer.de 80E8E Munich, Germany http://www.fraunhofer.de/ UNIVERSIDAD REL JUAN CARLOS, Contact: Prof. David Rios Insua 8 Calle TulipanS/N, 28133, Mostoles david.riosHur0c.es -
Trainguard MT Optimal Performance with the World’S Leading Automatic Train Control System for Mass Transit Trainguard MT
siemens.com/mobility/mobility Trainguard MT Optimal performance with the world’s leading automatic train control system for mass transit Trainguard MT Intelligent and future-oriented mass transit solutions for smiling cities Cities are becoming increasingly larger The overall performance of mass transit As a modern modular ATC system, and more complex. This also imposes systems depends largely on the perform- Trainguard MT offers all these features, increased requirements on mass transit ance of the automatic train control (ATC) providing the basis for attractive, safe systems. Their operators have to cope system employed. With increasing auto- and efficient mass transit systems which with rapidly growing traffic flows and mation, the responsibility for operations satisfy the needs of both passengers and passengers' rising expectations. Their management gradually shifts from drivers railway operators throughout the world. success is measured against factors and operators to the system. such as safety, punctuality, conve- nience and energy efficiency. An ATC system comprises functions for the monitoring, execution and control Benefits Siemens' intelligent and future- of the entire operational process. It can oriented mass transit solutions feature different levels of automation • Short headways by implementing support operators in successfully such as driver-controlled train operation, real moving-block operation meeting these challenges. semi-automated train operation, driver- • Cost-effectiveness less and unattended train operation. • Scalability We regard our customers as partners • Upgradability up to driverless systems who we support through our work in The ATC system continuously indicates • Maximum reliability, availability and sustainably developing their urban the current movement authority on safety environment and making their public the cab display and super vises the per- • Economical maintenance mass transit both efficient and effec- missible train speed. -
Railwaysignalling.Eu Walk the Rail Talk
railwaysignalling.eu walk the rail talk How Track Circuits detect and protect trains Jodi Scalise November 2014 railwaysignalling.eu, Italy [email protected] ABSTRACT the track circuits is used to command a speed reduction or a Track circuit is the fundamental method of train detection. trip of the train A, avoiding a possible collision. The first track circuit, based on a DC technology, has been The occupancy information of a block is used to control the invented at the and of nineteenth. Over the years, the operation of all trains nearby the occupied area. continuous technological development has enabled to realize When a train is detected on a block, it cause a stop command track circuits in an increasingly performing way by using AC for the block immediately behind the train. Depending upon technology and modulations, but the basic principle for train the block lengths, the line speeds involved, and the number of detection is still the same. available speed commands, the second block behind the train An alternative approach is the Axle Counter system, which may have a command speed between zero and full line speed. uses a “check-in/check-out” logic. By comparing the result for The third block behind the train may have a commanded the axles counted in a block section with the result for those speed greater than or equal to the second block, and so on. In counted out, it is possible to know the status of the track all cases, the blocks behind a train are signaled so that a train section (free or occupied). -
Internationalt Arbejde I Københavns Kommune
INTERNATIONALT En afdækning af internationalt ARBEJDE I arbejde i Københavns KØBENHAVNS Kommune KOMMUNE KØBENHAVNS KOMMUNE, februar 2021 1 Indhold 1. Indledning .................................................................................................................................................................... 3 2 Internationalt arbejde i Københavns Kommune .................................................................................................. 4 3. Agendaer og handlingsplaner ................................................................................................................................ 6 4. Medlemskaber af internationale netværk og organisationer ............................................................................ 9 5. Udenlandske samarbejdsbyer ............................................................................................................................... 14 6. Igangværende internationale projekter .............................................................................................................. 16 7. Hjemtag af ekstern finansiering til internationale projekter ........................................................................... 21 8. Besøg af udenlandske delegationer .................................................................................................................... 22 9. De politiske udvalg ................................................................................................................................................. -
Ita Tribune 32
TRIBUNETRIBUNE ASSOCIATION INTERNATIONALE DES TUNNELS ASSOCIATION ITA ET DE L’ESPACEINTERNATIONALE SOUTERRAIN DES TRAVAUX EN SOUTERRAIN ITA INTERNATIONALINTERNATIONAL TUNNELLING TUNNELLING AITES ANDASSOCIATION UNDERGROUND SPACE AITES ASSOCIATION ITA newsletter - la lettre de l'AITES N° 32 - JUIN 2008 - ISSN 1267-8422 N° 18 - JUIN 2001 - ISSN 1267-8422 Anzeige_Image_englisch_»Tribune ITA Newsletter«_DU: 16.5.08_210x297 mm_4c_020508oc_Fassung 01 HERRENKNECHT AG | UTILITY TUNNELLING | TRAFFIC TUNNELLING E 8 .0 0 1 WE FIND A WAY. ALWAYS. Herrenknecht AG is a technology and market leader in mechanized tunnelling. As the only provider of a full range of services worldwide, Herrenknecht delivers high-tech tunnel boring machines for all ground conditions and with all diameters – ranging from 0.10 to more than 16.0 meters. Herrenknecht’s tailor-made machines create pipeline systems for water and sewage, for gas and oil (Utility Tunnelling) as well as tunnelling systems for road, metro and railway traffic (Traffic Tunnelling) around the world. Our tunnel boring machines are forging ahead with the world’s longest railway tunnel and the largest metro lines. They help tunnelling under water with supreme accuracy and laying pipelines throughout continents. Herrenknecht sees itself as a partner in teamwork tunnelling throughout the entire project process, and comprehensive services for all aspects of tunnel boring activities com- plement our range. The Herrenknecht Group employs approximately 2,500 people and has 49 subsidiaries and associated companies working in related fields, e.g. in logistic solutions or deep drilling systems. We always find a way. Together with our clients. Herrenknecht AG D-77963 Schwanau Phone + 49 7824 302-0 Fax + 49 7824 3403 [email protected] www.herrenknecht.com TRIBUNE ITA newsletter la lettre de l'AITES Projet hydro-electrique de Chamera, Inde Chamera Hydro-electrical project, India SOMMAIRE • CONTENTS BUREAU EXÉCUTIF ET COMITÉ DE RÉDACTION EXECUTIVE COUNCIL AND EDITORIAL BOARD Editorial Editorial M. -
The Possibility of Capacity Increase on the Modernised and Electrified Railway Line R201 Along the Zaprešić – Zabok Section
MATEC Web of Conferences 235, 00009 (2018) https://doi.o rg/10.1051/matecconf/201823500009 Horizons of Railway Transport 2018 The Possibility of Capacity Increase on the Modernised and Electrified Railway Line R201 along the Zaprešić – Zabok Section Ivica Ljubaj1*, Tomislav Josip Mlinarić1, Tomislav Ležaić1 and Martin Starčević1 1University of Zagreb Faculty of Traffic and Transport Science, 10000 Zagreb, Croatia Abstract. This paper is focused on the regional railway track line R201 which begins at the Zaprešić railway station (who is a part of the M101 railway line - part of this Mediterranean corridor) and it separates itself from the international Mediterranean TEN-T corridor. In the forthcoming period is planned electrification and modernization of the R201 railway line, so this paper will be focused on capacity calculation as well on the utilization of the new available capacity. There will be made simulation, with the Opentrack program package for railway simulation, of the possibility to equip this line with the ETCS Level 1 and Level 2 safety systems and then it will be made comparation of the results (available capacity) obtained by simulations with the results without having equipped track with these modern safety systems. As the main idea of electrification and modernization of this track is to include her in the suburban passenger system of the city of Zagreb and to transport freight by railway, there will be given some suggestions how to improve capacity utilization. 1 Introduction development and growth of the region it passes through. [1]This is a single-track, non-electrified line with trains The railway line R201, which branches off the moving in station distance, with stations fitted with very international TEN-T corridor, passes through the outdated mechanical or electro-mechanical signal relays. -
Finished Vehicle Logistics by Rail in Europe
Finished Vehicle Logistics by Rail in Europe Version 3 December 2017 This publication was prepared by Oleh Shchuryk, Research & Projects Manager, ECG – the Association of European Vehicle Logistics. Foreword The project to produce this book on ‘Finished Vehicle Logistics by Rail in Europe’ was initiated during the ECG Land Transport Working Group meeting in January 2014, Frankfurt am Main. Initially, it was suggested by the members of the group that Oleh Shchuryk prepares a short briefing paper about the current status quo of rail transport and FVLs by rail in Europe. It was to be a concise document explaining the complex nature of rail, its difficulties and challenges, main players, and their roles and responsibilities to be used by ECG’s members. However, it rapidly grew way beyond these simple objectives as you will see. The first draft of the project was presented at the following Land Transport WG meeting which took place in May 2014, Frankfurt am Main. It received further support from the group and in order to gain more knowledge on specific rail technical issues it was decided that ECG should organise site visits with rail technical experts of ECG member companies at their railway operations sites. These were held with DB Schenker Rail Automotive in Frankfurt am Main, BLG Automotive in Bremerhaven, ARS Altmann in Wolnzach, and STVA in Valenton and Paris. As a result of these collaborations, and continuous research on various rail issues, the document was extensively enlarged. The document consists of several parts, namely a historical section that covers railway development in Europe and specific EU countries; a technical section that discusses the different technical issues of the railway (gauges, electrification, controlling and signalling systems, etc.); a section on the liberalisation process in Europe; a section on the key rail players, and a section on logistics services provided by rail. -
The Bulletin CONTRACT 4 SUBWAY
ERA BULLETIN - APRIL, 2015 The Bulletin Electric Railroaders’ Association, Incorporated Vol. 58, No. 4 April, 2015 The Bulletin CONTRACT 4 SUBWAY Published by the Electric CONSTRUCTION CONTROVERSY Railroaders’ Association, Incorporated, PO Box Transit Truths is an interesting book Brooklyn Rapid Transit, which was in re- 3323, New York, New written by Brooklyn-Manhattan Transit Corpo- ceivership since December 31, 1918, was York 10163-3323. ration’s (BMT) Chairman Gerhard M. Dahl in able to prepare a reorganization plan and 1924. This book explains how the Chairman became solvent five years later. On June 4, For general inquiries, urged the Mayor and the city officials to 1923, the Transit Commission approved the contact us at bulletin@ speed up Contract 4 subway construction. reorganization plan and the merger of the erausa.org. ERA’s website is These brief biographies explain why the New York Municipal Railway into the New www.erausa.org. Chairman and the Mayor could not agree. York Consolidated Railroad Company, whose Gerhard M. Dahl was born on June 8, 1876 name was changed to New York Rapid Editorial Staff: in Fort Howard, Wisconsin. He studied law Transit Corporation. A bondholder who Editor-in-Chief: and graduated from the University of Wiscon- bought a $1,000 BRT bond in 1912 lost Bernard Linder Tri-State News and sin. After 14 years of experience in charge of $433. Stockholders lost practically everything Commuter Rail Editor: transit companies and public utilities in and were assessed $35 a share, amounting Ronald Yee Cleveland, New Orleans, and other cities, he to $26 million, which was spent to improve North American and World came to Brooklyn in March, 1923. -
Cyber Security Risk Management for Connected Railroads
U.S. Department of Transportation Office of Research, Federal Railroad Development and Technology Administration Washington , DC 20590 Cyber Security Risk Management for Connected Railroads No aProximate Field Logic Proximatea Access Access Needed Controllers Required _____..._ _________ __, Railroad Radio CPS Local or Carrier Network Communications Base Stations Field Linka es Closed Network Short Range RF Balises Accidentally Cleared Signal (tt.g. C&S Testing or Malicious lnJeCtion) . : 8m Block RelayMtal PLC Vital Radio Code ___J~ IT'll_!_l'~ R92~m~ Extralayerof Line Command '\Y' ; 1~ne 1ze/Ac\rvafif protection I , . Lack of acknowledgement False acknoY,,;edgement (~~the-middle) (dispatcher not able to know the 8Ctual status C&S Testing Signal ol blue block relay) MOWlimil Clearing ' '...====='....""'.""."' False Injection ___ Spoofing _____: 110.--•-I I (Attack) I ____________________ J +Work l im it Misunderstood = Risk DOT/FRA/ORD-20/25 Final Report | June 2020 NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. Any opinions, findings and conclusions, or recommendations expressed in this material do not necessarily reflect the views or policies of the United States Government, nor does mention of trade names, commercial products, or organizations imply endorsement by the United States Government. The United States Government assumes no liability for the content or use of the material contained in this document. NOTICE The United States Government does not endorse products or manufacturers. Trade or manufacturers' names appear herein solely because they are considered essential to the objective of this report.