EQUANS’ Post

#DiscoverERTMSwhichTheUnsungHeroofRailwaySafety-13 #ERTMSModes-7 (UN) Welcome back to our post series exploration of the fascinating world of #ERTMS! Today, we continue our journey into the realm of modes, delving into the intricacies of the #UnifiedMode. #UnfitedMode is used #ERTMS Level 0. This mode is selected by the driver. The DMI will display no information other than the train's speed, which is supervised up to a ceiling speed provided. This speed is a national data. Also, temporary speed restrictions are supervised by the #ETCS on board. Trip safety is under driver responsibilities. If locomotive moved when Unified Mode active, there is no transmission between balise to #EVC. If your #Locomotive has ETCS Onboard system but Track is not equipped with ETCS equipment or this equipment is not commissioned, you can use this mode. If you know more about this subject, you have a question or want to share your experience with us, please don’t forget to write a comment.

#DiscoverERTMSwhichTheUnsungHeroofRailwaySafety-11 #ERTMSModes-5 (LS) Our journey into the realm of #ERTMS continues.We talked about SB,SH,SR and FS modes on previous posts. Today, we will talk about #LimetedSupervisionMode. Heed the LS modes enigmatic call and embark on this thrilling adventure! #LimetedSupervisionMode-LS cannot be selected by Driver which is a sub-set of ERTMS Level 1 that offers a lower level of automation compared to other Level 1 modes. So, this mode is not applicable for L2 and L3. LS Mode can be used as a temporary solution on lines where not all #ERTMS infrastructure components are in place. Trackside signals must be checked by driver on the this mode and the driver is responsible for manually controlling the train's speed and braking. However the ERTMS system can automatically stop the train if the driver exceeds the speed limit or fails to obey a signal. The ERTMS system provides the driver with information on speed limits, movement authorities, and trackside conditions. If you know more about this subject, you have a question or want to share your experience with us, please don’t forget to write a comment.

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https://lnkd.in/gynF9fcV interesting. Technology that gets operations information direct to passenger without intervention from staff onboard train and station.

(#LetsTalkETCS Post 21) In our previous posts on #LetsTalkETCS, we have already explored six different modes of operation in the ETCS system. In this post, we will take a closer look at some modes that provide partial ERTMS supervision and some based on degraded events. These modes offer more flexibility and safety in the ETCS operations (Subset 26, Chapter 4, 4.4: Definition of Modes).   Unfitted (UN) mode applies to Level 0. This mode allows train movements in areas where there is no/not operational ETCS trackside equipment and/or national train control systems. The onboard ETCS equipment supervises train movements against permitted maximum speed, temporary speed restrictions, and displays train speed to the driver.   National Systems (SN) mode applies only to Level NTC. It uses National Class B (Conventional signalling) coupled with resources via the ETCS onboard. The integration is achieved through the STM interface. The resources include DMI, Juridical Recording Interface, Odometer, Train interface, and Brakes.   Limited Supervision (LS) mode offers partial onboard protection. It supervises train movement to the extent permitted by trackside information. The onboard unit receives simplified data, with Movement Authorities coming from both ETCS trackside equipment and signals. The driver must always observe the existing line-side signal information.   System Failure (SF) mode occurs when the onboard unit experiences a fatal failure affecting safety. Emergency brakes are automatically applied to ensure safety.   Reversing (RV) mode enables the driver to change the direction of train movement and operate from the same cab. The train's orientation remains unchanged, similar to a car reversing. This mode is typically designated in areas such as tunnels for evacuation purposes. It applies to Level 1 and Level 2.   Isolation (IS) mode: in this mode, there is a physical disconnection of the onboard unit from the vehicle's braking system and can isolated from other onboard equipment based on specific implementation. A clear indication is provided to the driver when the system is isolated. Exiting isolation mode requires a special operating procedure to ensure the onboard equipment is safely put back into service.   These modes offer various functionalities and scenarios that contribute to the flexibility and safety of ETCS operations. Keep following for more posts on #LetsTalkETCS!

This #TechyThursday, we're spotlighting the challenges railways face in balancing maintenance, safety, and asset availability amidst rising costs and increased traffic. Subjective visual inspections are no longer adequate to meet these challenges. ENSCO Rail and KLD Labs provide cutting-edge track assessment technology and analysis tools, empowering railways worldwide to elevate the flow of information from track inspectors to management's desktops. We offer a diverse range of automated and portable measurement systems for assessing rail wear, cant (inclination), gauge, surface condition, and other crucial track geometry parameters. Visit our website to explore our technologies or reach out to us directly for tailored solutions: https://lnkd.in/ehq5UDZT #track #rail #safety #maintenance #technology #innovation #autonomous 3.5

#DiscoverERTMSwhichTheUnsungHeroofRailwaySafety-4  #LevelsofERTMS We will talk about ERTMS levels today. #ERTMS levels are designed to improve railway safety and increase line capacity. The level to be implemented is determined based on the needs of the railway line. There are 4 different levels will be explain below. Level 0: This level is the most basic operating level which allows ERTMS-equipped trains to operate on non-ERTMS lines while maintaining safety through adherence to existing regulations. The onboard ERTMS equipment becomes essentially dormant. The train's maximum speed is monitored based on the operating mode of the train itself, not by ERTMS. Driver must check signals with eyes. Level 1 is suitable for lines with less dense traffic. The driver is supported by lineside signaling. Provides trackside-based train location detection as an overlay to existing signaling systems. Train location information is obtained from Eurobalises which are trackside equipment. Train speed is monitored by the onboard equipment which information has been provided by Eurobalises. Drivers are provided with information about train position and speed limits on the onboard unit (OBU).Automatic braking can be applied if necessary. Levels 2 are used on lines with higher traffic density. The driver will not have to observe lineside signals. This level Includes all the functions of Level 1. In addition to Level 1, uses GSM-R (Global System for Mobile Communications - Railway) to transmit train location and speed information to the control center. In this level, there is two-way communication between the Train and the RBC. Level 3 is considered for future high-speed railway lines. The driver will not have to observe lineside signals.This level is most advanced level of ERTMS. In addition to Level 2, uses Moving Block Signalling (MBS) technology. There are moving block signaling technology, so headway is shorter compared to other levels. Level 3 is currently being implemented on some lines and is still under development. Västerdal Freight Line is the first commercial application of ERTMS Level 3, operational since 2016. It serves as a pilot project demonstrating the feasibility of Level 3 technology.This line is located in Sweden. I will share a chart which is compared to the Levels on Friday. If you know more about this subject, you have a question or want to share your experience with us, please don’t forget to write a comment.

Signals are essential for controlling movements and safety on the railway. However, not every location is equipped with signals, which can result in the use of manual alternatives. There is a risk that these can be inconsistently placed or time-consuming to install. The RCS 3000 is a remote-controlled, semi-permanent, yet mobile signalling device that can be operated safely with a single click of button via MTinfo 3000. This innovative solution not only improves safety but also allows for more efficient use of working time. The RCS 3000 is currently being tested, as a prototype at #Kijfhoek, which is the largest marshalling yard in the #Netherlands. This facility is essential for assembling tens of thousands of freight trains annually, connecting the Port of Rotterdam to the European hinterland – making this a key logistical hub. The RCS 3000 has several potential use cases including:  👉 Marking the end of worksites.  👉 Demarcating large worksites with multiple locations, allowing higher speeds for work trains between sites.  👉 Managing safety at non-signal-controlled marshalling yards.  👉 Closing rail sidings. If you have an interesting use case you'd like to discuss with us, then come and see us InnoTrans on stand O/362, outside between Hall 3&25. #railsafety #innovation #signalling #Ai #railtechnology

#DiscoverERTMSwhichTheUnsungHeroofRailwaySafety-10 #ERTMSModes-4 (FS) Our journey into the realm of ERTMS continues. Our topic is Full Supervision Mode today. #FullSupervisionMode is a critical mode that significantly enhances railway safety, efficiency, and punctuality. Because this mode is the highest level of train supervision by the #ERTMS. The ERTMS system has continuous monitoring and control over the train's movement within this mode. FS mode ensures that trains are protected against risks by automatically applying speed restrictions also FS mode allows for more trains to operate on the same track, improving network efficiency. FS mode provide below features. ·        Constant Speed Supervision ·        Distance Supervision: ·        Movement Authority: ·        Automatic Train Stop (ATS) This mode cannot be selected by drivers. #ETCS system active this mode automatically, when balise antenna read main signal balise group on level1. This mode can be used in L1, L2 and L3. If you know more about this subject, you have a question or want to share your experience with us, please don’t forget to write a comment.

🚨 New technical article alert! Explore the Reproducible Braking Distance (RBD) program through the article by our experts on shorter intervals and more punctual arrivals in the railway sector! 🚆 Discover the potential for improved capacity utilization, for example in dense Asian main lines and high-speed traffic.🌏 Learn how the RBD program from Knorr-Bremse, could create additional transport capacity without building new infrastructure.🚄 It combines three cutting-edge technologies - Deceleration Control, adaptive wheel slide protection, and situation-adapted adhesion management using the sanding function.🛤️ These advancements aim to make braking distances more reproducible, resulting in reduced delays, and enhanced operational efficiency.🔄 Read more here: https://lnkd.in/dUbJFBUQ #RailInnovation #RBD #technicalarticle #ReproducibleBrakingDistance