Trackside Equipment Research Articles

Towards modeling and evaluation of ETCS real-time communication and operation

The future European Train Control System (ETCS) will be based on mobile communication and overcome fixed blocks. It is introduced in order to increase track utilization and interoperability throughout Europe while reducing trackside equipment cost. Data processing on board the train and in radio block centers as well as the radio communication link are crucial factors for the safe and efficient operation. Their real-time behavior under inevitable link failures needs to be modeled and evaluated. The paper presents a stochastic Petri net model of communication failure and recover behavior. A second model for the exchange of location and movement authority data packets between trains and radio block centers is presented and analyzed. Performance evaluation of the model shows the significant impact of packet delays and losses on the reliable operation of high-speed trains.

Remote condition monitoring and validation of railway points

After recent railway tragedies in the UK, the condition of the railway infrastructure has become a matter of rising concern, focusing on railway safety and the optimal management of railway maintenance. Recent developments in microelectronics and IT make possible low-cost, high-quality condition monitoring for trackside equipment, to reduce the likelihood of breakdown and to enhance railway service quality.

Use of Satellite Based Locating in Future European Control Systems

This paper deals with the common concepts for modem train locating modules with low requirements concerning trackside equipment. These concepts are currently evaluated by the european railways in terms of relevant economical and technical criteria (e.g. LCC, RAMS).The second part of the paper will be set up two strategies for the migration of a satellite based location module for the future European Train Control System (ETCS).

Satellite Based Locating In Guided Traffic

This paper deals with the common concepts for modern train locating modules with low requirements concerning trackside equipment. These concepts are currently evaluated by the european railways in terms of relevant economical and technical criteria (e.g. LCC, RAMS) [1-4]. The second part of the paper will be set up two strategies for the migration of a satellite based location module for the future European Train Control System (ETCS).

The Coded Microprocessor Certification

In France, the coded microprocessor is certified as a fail-safe component. It is increasingly used in Automatic Train Protection in the guided transport systems. The safety operation of coded microprocessor is based on the information redundancy concept using an error-detecting codes. This redundancy allows a high level of protection against all types of microprocessor failures, as well as against compiler errors. Two coded microprocessor types have been certified by French Duly Authorised Body : -the first one uses a separable code with two fields : 32 bits of data information and 48 bits of check word. It was certified in 1989 and used in the protection of ligne A of the Paris RER express metro and of the POMA system in Laon. -the second one differs from the first by the check word length which is 31 bits. A new certification has been necessary for this second type which will be used in the MAGGAJLY (Metro Automatique & Grand Gabarit de Lyon) system in the line D. Other applications will be put into service shortly in the track-side equipment of the VAL (Vehicule Automatic Leger) in Chicago (fullfilling many operational features: two-way operation, shuttle and run around) and also in the Channel Fixed Link signaling system. In this paper we present a brief introduction to the coded microprocessor principles and explain the main steps of safety proof which have been necessary to certify this component according a safety objective). The error detection capabilities using an arithmetic code and signature technique as well as the assessment of the probability of an undetected error will be presented. We also describe the certification process and organization.

Solid-state interlocking (SSI): an integrated electronic signalling system for mainline railways

For a number of years, British Rail (BR) has been working towards an electronic replacement for the electromechanical interlockings which are at the heart of railway signalling systems. This work has led to the successful development of the BR solid-state interlocking, an all-electronic signalling system for mainline application which has been in operation at Leamington Spa, Warks., UK, since September 1985. The paper describes the problems confronting railway administrations wishing to exploit new technology and discusses some of the options available to the designer of safety-critical systems. The solid-state interlocking is described, with particular emphasis on the techniques used to ensure safety and reliability, its software and data structures, and the methods used to communicate with trackside equipment. The specially developed scheme design language is illustrated and details are given of support facilities such as data compilers and simulation equipment. The salient features of the Leamington Spa pilot scheme are described.

On-Site Management and Treatment of Motor Car Racing Casualties

In 1964, the medical team at motor car races consisted of 2 physicians, including the author, several first aid workers, and 2 nurses. Only one physician stood at the trackside and sophisticated equipment was non-existant. Nevertheless, it was possible to resuscitate drivers who had suffered a cardiac arrest at the moment of impact, by simple cardiopulmonary resuscitation (CPR). In 1965, the Grand Prix mobile hospital was added. This was a Juggernaut container lorry containing a well-equipped operating room and scrub up area. It was found to be of little use in the UK, although the idea behind it was well intentioned. The problem with the unit was one of mobility. It was certainly true that the hospital could be taken from London to Paris, but it was far too big to be driven from the car park to the injured driver at the side of the track. In 1968, theBritish Racing and Sports Car Club (BRSCC) introduced the first rescue unit. This short wheel base vehicle was presented to the club by Ford as a service to motor sport. It contained all necessary fire-fighting, cutting and medical equipment. It was to reach the scene of any accident within 3 minutes. In that way a driver whose heart had stopped at the moment of impact could be resuscitated before his brain suffered irreparable damage. Apart from firemen, the rescue unit carried a physician, usually an anaesthetist skilled in resuscitation. As a result, the standard of care around the circuit became standardized after the first few minutes.