A talk on discussing how lighting can make level crossings safer using new technology to reduce the dangers they present.
A talk by Alan Jaques, Practice Manager – Lighting Systems at Atkins and ILP Vice President Highways and Infrastructure
A talk on discussing how lighting can make level crossings safer using new technology to reduce the dangers they present.
Talk by Alan Jaques, ILP Vice President Highways and Infrastructure
1) The document discusses the need for an automated railway gate control system to avoid accidents at unmanned railway crossings. It identifies problems with the current manual system such as gates not closing on time.
2) It proposes a model using sensors placed on the gate to detect approaching trains and automatically control the railway gate. The system would use a finite state machine and flowcharts to change signals and close gates upon detecting a train.
3) Key components discussed are infrared sensors to detect trains, signals to control road traffic, and closing gates automatically based on sensor input to improve safety over the current system.
Autonomous Intersection Management for Semi-Autonomous VehiclesSergey Zhdanov
This document introduces Semi-Autonomous Intersection Management (SemiAIM), a new intersection control protocol that allows both fully autonomous vehicles and semi-autonomous vehicles with limited self-driving capabilities to safely and efficiently pass through intersections. SemiAIM builds upon the existing Autonomous Intersection Management (AIM) protocol by introducing the concept of constraint-based reservation requests, which allow semi-autonomous vehicles to reserve space-time in the intersection based on constraints about their driving profiles and relationships to other vehicles, rather than requiring precise trajectory control. The document describes types of semi-autonomous vehicles, an interaction model between human drivers and driver agents, the constraint-based reservation system, and simulation results demonstrating that SemiAIM can
IRJET- Proposal of Curvo Cable Car as an Alternative Means of Public Transpor...IRJET Journal
This document proposes a Curvo cable car system as an alternative public transportation option for the city of Surat, India to address current traffic issues. A Curvo cable car would run along existing roads suspended from overhead steel frames, without interfering with traffic below. It would have the capacity to transport 2000-2500 passengers per hour in each direction. The system would be powered by electricity, making it more environmentally friendly than the growing number of vehicles in Surat. It would allow for transportation of over 100,000 passengers per hour across a city-wide network, reducing traffic, emissions and road accidents. The document outlines the proposed design, operation, and potential benefits of the Curvo cable car system for Surat.
Model-Based Approaches for Railway Safety, Reliability & SecurityFrancesco Flammini
Invited Talk by Francesco Flammini at the 6th International Workshop on Verification and Evaluation of Computer and Communication Systems (VECoS'12)
CNAM, Paris, France
August 27-28, 2012
co-located with
18th International Symposium on Formal Methods (FM 2012)
http://fm2012.cnam.fr
IRJET- Analysis of Saturation Flow at Signalized IntersectionsIRJET Journal
This document analyzes saturation flow rates at signalized intersections in urban areas of India. It finds that saturation flow rates are higher than predicted by generalized formulas due to heterogeneous traffic streams with many two and four wheelers. Field studies were conducted at two intersections to measure saturation flow rates and passenger car units during peak periods. Saturation flow was found to depend on traffic composition and lane width rather than just lane width as generalized formulas assume.
The document discusses station area management and dispersal plans for the Versova-Andheri-Ghatkopar Metro corridor in Mumbai. It outlines objectives to efficiently manage traffic, pedestrians, and integration of transportation modes around metro stations. It proposes specific elements like footpath widths, multi-utility zones, and influence zones to restrict parking and encroachments within 100-200 meters of stations. Guiding principles are provided for traffic dispersal, bus route integration, and auto rickshaw operations. Case studies of the Azad Nagar and Chakala station plans illustrate pedestrian and vehicle flow, proposed bus stops, and parking areas.
This document summarizes a seminar presentation on Anti-Collision Devices (ACDs) for trains. The ACD network uses devices fitted to locomotives and guard vans that communicate via radio to identify other trains and automatically apply brakes to prevent collisions. The ACD system takes inputs from GPS and can prevent head-on, rear-end, and side collisions. It is economically effective to implement and improves safety without adding infrastructure by utilizing state-of-the-art hardware and software.
A talk on discussing how lighting can make level crossings safer using new technology to reduce the dangers they present.
Talk by Alan Jaques, ILP Vice President Highways and Infrastructure
1) The document discusses the need for an automated railway gate control system to avoid accidents at unmanned railway crossings. It identifies problems with the current manual system such as gates not closing on time.
2) It proposes a model using sensors placed on the gate to detect approaching trains and automatically control the railway gate. The system would use a finite state machine and flowcharts to change signals and close gates upon detecting a train.
3) Key components discussed are infrared sensors to detect trains, signals to control road traffic, and closing gates automatically based on sensor input to improve safety over the current system.
Autonomous Intersection Management for Semi-Autonomous VehiclesSergey Zhdanov
This document introduces Semi-Autonomous Intersection Management (SemiAIM), a new intersection control protocol that allows both fully autonomous vehicles and semi-autonomous vehicles with limited self-driving capabilities to safely and efficiently pass through intersections. SemiAIM builds upon the existing Autonomous Intersection Management (AIM) protocol by introducing the concept of constraint-based reservation requests, which allow semi-autonomous vehicles to reserve space-time in the intersection based on constraints about their driving profiles and relationships to other vehicles, rather than requiring precise trajectory control. The document describes types of semi-autonomous vehicles, an interaction model between human drivers and driver agents, the constraint-based reservation system, and simulation results demonstrating that SemiAIM can
IRJET- Proposal of Curvo Cable Car as an Alternative Means of Public Transpor...IRJET Journal
This document proposes a Curvo cable car system as an alternative public transportation option for the city of Surat, India to address current traffic issues. A Curvo cable car would run along existing roads suspended from overhead steel frames, without interfering with traffic below. It would have the capacity to transport 2000-2500 passengers per hour in each direction. The system would be powered by electricity, making it more environmentally friendly than the growing number of vehicles in Surat. It would allow for transportation of over 100,000 passengers per hour across a city-wide network, reducing traffic, emissions and road accidents. The document outlines the proposed design, operation, and potential benefits of the Curvo cable car system for Surat.
Model-Based Approaches for Railway Safety, Reliability & SecurityFrancesco Flammini
Invited Talk by Francesco Flammini at the 6th International Workshop on Verification and Evaluation of Computer and Communication Systems (VECoS'12)
CNAM, Paris, France
August 27-28, 2012
co-located with
18th International Symposium on Formal Methods (FM 2012)
http://fm2012.cnam.fr
IRJET- Analysis of Saturation Flow at Signalized IntersectionsIRJET Journal
This document analyzes saturation flow rates at signalized intersections in urban areas of India. It finds that saturation flow rates are higher than predicted by generalized formulas due to heterogeneous traffic streams with many two and four wheelers. Field studies were conducted at two intersections to measure saturation flow rates and passenger car units during peak periods. Saturation flow was found to depend on traffic composition and lane width rather than just lane width as generalized formulas assume.
The document discusses station area management and dispersal plans for the Versova-Andheri-Ghatkopar Metro corridor in Mumbai. It outlines objectives to efficiently manage traffic, pedestrians, and integration of transportation modes around metro stations. It proposes specific elements like footpath widths, multi-utility zones, and influence zones to restrict parking and encroachments within 100-200 meters of stations. Guiding principles are provided for traffic dispersal, bus route integration, and auto rickshaw operations. Case studies of the Azad Nagar and Chakala station plans illustrate pedestrian and vehicle flow, proposed bus stops, and parking areas.
This document summarizes a seminar presentation on Anti-Collision Devices (ACDs) for trains. The ACD network uses devices fitted to locomotives and guard vans that communicate via radio to identify other trains and automatically apply brakes to prevent collisions. The ACD system takes inputs from GPS and can prevent head-on, rear-end, and side collisions. It is economically effective to implement and improves safety without adding infrastructure by utilizing state-of-the-art hardware and software.
ERTMS Fact Sheet 18 - ERTMS deployment in SwedenUNIFE2012
The adoption of ERTMS marks a significant technology shift for Swedish railwayoperators. It means that Sweden is now well positioned to gain from increased competitiveness and is taking a major step towards improved cross-border operations and interoperability, reduced journey times, as well as cutting Sweden’s carbon footprint. Sweden also constitutes a key section of Corridor B. This section of line is expected to be appropriately fitted before 2020.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
- The document discusses Cairo's metro system, with a focus on Line 3. It provides details on the existing lines, plans for future expansion, and progress on Line 3's construction. Line 3 will connect Cairo International Airport to western Cairo, crossing the Nile River twice along its 43km route. Construction has faced some delays due to tunneling issues and Egypt's 2011 political upheaval.
ERTMS Fact Sheet 2 -The ERTMS memorandum of understandingUNIFE2012
On 4th July 2008, the European Commission and the representatives of the European Railway sector signed a Memorandum of Understanding (MoU) concerning the strengthening of cooperation for speeding up the deployment of ERTMS. This document now forms the basis of the long term commitment of all stakeholders - the rail industry, infrastructure managers, railway undertakings and EU institutions - to deploy ERTMS along the European railway network.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
This document provides a case study of the signalling and train control system used for the Dubai Metro in the United Arab Emirates. Key points:
- Dubai Metro is the world's longest fully automated driverless metro system at over 74km in length serving 47 stations.
- It uses Communication Based Train Control (CBTC) signalling, a modern system that provides continuous digital communication between trains and trackside computers.
- The CBTC system provides automatic train protection, operation and supervision functions to run trains automatically, safely and reliably at high frequencies.
- Implementation of the advanced CBTC system for such a large metro presented challenges as the first such system in the Middle East, but it has enabled highly
Research presentation by visiting academic Dr Michael Poku-Boansi, Senior Lecturer at the Department of Planning, KNUST, Kumasi, Ghana and member of the Ghana Institute of Planners (GIP).
Abstract:
Research indicates that transport services in cities in developing countries are mostly informal and include the use of rickety and low occupancy vehicles such as minibuses, taxis, motorcycles and vans, operated by private groups or individuals. Due to this classification, two schools of thought have emerged. The first suggests that these informal transport service sector operators in most cases operate outside the officially sanctioned public transport sector and as a result should be regarded as nuisance due to its disorganised nature, calling for public intervention and occasional eradication. Given its disorganised nature, informal transport service operators are identified with urban problems including low level of services, high rates of collision and accidents, increased congestion in cities, erratic scheduling and services, inadequate and lack of capacity and evasion of taxes and fees. In contrast, the other school of thought supports and emphasises the critical role these private operators play in meeting the mobility demand of the urban population, as in some jurisdictions (e.g., Ghana, Kenya, and Senegal) provide over 50% of transport services. Public transport service provision in Ghana has undergone several transformations since pre-colonial times, both structured and disorganised development. However, to avoid the gradual decay of public transport service provision in Ghana, the government of Ghana since 2005 has initiated plans to introduce Bus Rapid Transit (BRT) services as a way of improving efficiency in public transport services. The Ghana UTP seeks to among other things to improve mobility within Ghana’s urban centres and to shift to more environmentally-sustainable transport modes and lower transport-related GHG emissions. Although the BRT project is yet to be fully roll out, its implementation is already facing some resistance from the informal public transport operators due to, a large extent, mistrust between the informal public transport operators and the government. The informal public transport operators consider this government intervention (BRT) as a strategy to make their operations inefficient and unpopular among Ghanaians. As a result, previous attempts to implement the project have failed, regardless of the potential benefits of the BRT. The purpose of my research is to explore ways of transition the uncoordinated informal public transport service operations in Ghana into a formal public transport service sector.
ERTMS Fact Sheet 9 - A unique signalling system for EuropeUNIFE2012
ERTMS is a common signalling system for Europe that aims to improve rail competitiveness by ensuring trains can operate across borders. There were over 20 incompatible signalling systems previously, making cross-border rail expensive and complex. ERTMS specifications are developed to allow any ERTMS-equipped train to run on any ERTMS line, achieving full "interoperability". While ERTMS and technology solve some challenges, operational rules still need harmonization for fully seamless cross-border traffic. Existing cross-border lines like Vienna-Budapest and some Thalys routes already use ERTMS successfully.
ERTMS Fact Sheet 5 - ERTMS deployment in SpainUNIFE2012
With almost 4,500 km of rail tracks contracted (almost 2,500 km of lines), and roughly 1,600 km of lines already in service, Spain clearly emerges as a worldwide leader in ERTMS deployment. Whilst ERTMS has contributed to the success of iconic lines, such as the “AVE” Madrid-Barcelona, where rail is gradually replacing air as the transport of choice (over 48% of market share after 12 months of service), the Spanish experience is also a showcase for the effective interoperability of ERTMS, with no less than 6 companies involved in various projects on the Spanish network.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
ERTMS Fact Sheet 17 - ERTMS deployment in TurkeyUNIFE2012
Historically, Turkey has always sat at the crossroads of trade between Europe, Asia and the Middle East, providing it with an enviable geographical location that offers high prospects for both freight and passenger transportation. In recent years, the country embarked into a major railway investment program to size this opportunity.
ERTMS now plays an essential part in the modernisation of the rail network and the establishment of high-speed lines.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
This document discusses different types of traffic signs and signals used to regulate traffic and ensure safety. It describes warning signs that indicate potential hazards, priority signs that establish right-of-way, and prohibitory/restrictive signs banning certain maneuvers. It also covers mandatory signs that require specific traffic behavior, service signs providing information to drivers, and directional signs indicating locations and destinations. Proper use and placement of traffic signs and signals can help reduce accidents by clearly conveying important safety and navigation information to road users.
traffic signal design by synchoro 8 To evaluate the benchmark of existing traffic in Sylhet city.
To improve traffic operations and safety throughout the Sylhet city.
To maximize, effectively, the traffic volume movement, increasing the intersection capacity, reducing the total delay and travel time.
To determine the Level of Service (LOS) of road network.
To evaluate the existing traffic and simulation model with the help of software, Synchro 8.
To introduce traffic signal for better performance of traffic in Sylhet city.
The ERTMS/ETCS application “levels” define different uses of ERTMS as a train control system, ranging from track to train communications (Level 1) to continuous communications between the train and the radio block centre (Level 2). Level 3, which is in a conceptual phase, will further increase ERTMS’ potential by introducing a “moving block” technology. Whilst it is commonly acknowledged that to date, ERTMS level 2 offers considerable benefits, the use of level 1 already brings significant advantages for the railways and allows for High Speed travel.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
ERTMS Fact Sheet 8 - UNISIG- an industrial consortium to develop ertms - etcs...UNIFE2012
UNISIG is an industrial consortium which was created to develop the ERTMS/ETCS technical specifications. As an Associated Member of UNIFE, a recognised stakeholder, UNISIG actively contributes to the activities of the European Railway Agency in the field of ERTMS/ETCS technical specifications.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
ERTMS Fact Sheet 1 - From trucks to trainsUNIFE2012
Rail transport offers very significant advantages in environmental terms but road freight still dominates the inland freight transport market with a market share of more than 70% in the European Union against a figure of 17% for rail. By ensuring interoperability on the European rail network, ERTMS helps the railway sector to position itself as a true competitor to roads by enabling significant line traffic capacitay increase and promoting cost reduction which will subsequently introduce significant environmental benefits.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
ERTMS Fact Sheet 13 - ERTMS from the drivers’ point of viewUNIFE2012
During a train journey, drivers have to reconcile two objectives which may somehow seem opposed: maintaining complete safety whilst ensuring full operational performance and respecting timetables. By providing a specific cab signalling display, ERTMS helps drivers in their day-to-day operations. Thanks to the feature of continuous speed supervision, the driver receives full data about the maximum speed profile according to the track topology at each time.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
ERTMS Fact Sheet 14 - ERTMS deployment in the UKUNIFE2012
The UK is gradually launching major ERTMS investments to revitalize national railway traffic. ERTMS Level 2 has been implemented on the Cambrian Coast Line with technical challenges overcome. There are plans to further deploy ERTMS on other lines like the Great West Main Line by 2017-2018 and the East Coast Main Line by 2018-2020 to increase capacity and performance. In parallel, the national rolling stock fleet of around 2,500 locomotives will be retrofitted with ERTMS by 2030 to match the upgraded infrastructure.
Aldot railroad diagnostics key terms and conceptsSainAssociates
The document discusses rail safety and the Section 130 Rail-Highway Safety Program. It notes that there was an 84% decline in train/vehicle collisions from 1972 to 2009. It describes Sain's role in conducting diagnostic reviews of rail crossings to evaluate safety issues and recommend improvements. The goal is to use federal funding to prioritize and upgrade warning devices at high-risk public crossings to reduce accidents.
This document discusses EU and UK rules regarding drivers' hours and tachographs for commercial vehicles over 3.5 tonnes. It provides information on the scope of the rules and lists various exemptions from the rules for certain vehicles and operations. These include exemptions for emergency vehicles, breakdown vehicles, military vehicles, historic vehicles, and agricultural vehicles operating within 100km. It also outlines derogations implemented in the UK, such as for non-commercial passenger vehicles and local authority ambulances. The document emphasizes reading the full VOSA guidance for complete understanding of the legislation.
Indian Railway is the state-owned railway company of India, which owns and operates most of the country's rail transport. It is overseen by the Ministry of Railways of the Government of India It's provides the full knowledge about Indian railways & its signalling system and it's gives the knowledge about rail-net and the network used in Indian rail and the topology used in indian railway for the internet .
ERTMS improves railway performance by allowing for reduced headways between trains through more advanced signalling, enabling up to a 40% increase in infrastructure capacity. ERTMS level 2 cab signalling in particular provides continuous speed and signal information to drivers, allowing for higher speeds and even shorter headways than level 1 to further increase capacity. Real-world examples demonstrate significant capacity gains, such as a 15-25% increase on optimized existing lines and up to 242 trains per day on a Swiss ERTMS line with headways under 2 minutes.
In India, as the fuel cost continues to rise, railway transport plays an important role. Although there are, so many
options of transportation are available like flights, trains, buses etc but most of the people prefer trains only as it
is cost effective and comfortable way of travelling and hence in today’s world railway becomes the lifeline of
India. When anybody goes through the daily news, they come across many accidents which are related to
railroad. So there must be good railway safety for the people as the rail accidents are often dangerous in terms of
the severity and death etc, when compared with the other transportation. There are several reasons present for
railroad related accidents but the major reason is cracks in rails. It is the main cause of railway derailments and
has the capacity to induce major damage to economy of the world. Therefore more efforts are necessary for
achieving the good rail safety. This system introduced a method for rail crack detection. The proposed system is
LED-LDR and Arduino based rail track detection scheme. It is cost effective and simple way of monitoring the
condition of the rails on a continual basis for the improving the railway safety which consists of GSM module
and Encoder.
Project report for railway security monotorin systemASWATHY VG
The document discusses railway safety and proposes a railway security monitoring system using vibration sensors and ZigBee technology. It begins with background on railway accidents and the need to improve safety. The existing signaling system relies on human communication, leading to errors. The proposed system uses vibration sensors on trains to detect collisions or derailment. It uses ZigBee for two-way communication between trains and control centers to automatically control railway gates and avert accidents in real-time. The system is expected to improve safety at a low cost without replacing existing infrastructure.
The document summarizes a Rail Accident Investigation Branch (RAIB) report on a collision that occurred at Bridgeway user-worked crossing in the UK. The collision involved a track trolley that was placed on the railway line without proper blocking of trains. The trolley was struck by a passenger train traveling at 85 mph. The RAIB investigation found that the trolley was placed on the line due to miscommunication between workers and a lack of relevant information in planning documents. The report made recommendations focused on improving work planning documentation and competence management processes.
ERTMS Fact Sheet 18 - ERTMS deployment in SwedenUNIFE2012
The adoption of ERTMS marks a significant technology shift for Swedish railwayoperators. It means that Sweden is now well positioned to gain from increased competitiveness and is taking a major step towards improved cross-border operations and interoperability, reduced journey times, as well as cutting Sweden’s carbon footprint. Sweden also constitutes a key section of Corridor B. This section of line is expected to be appropriately fitted before 2020.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
- The document discusses Cairo's metro system, with a focus on Line 3. It provides details on the existing lines, plans for future expansion, and progress on Line 3's construction. Line 3 will connect Cairo International Airport to western Cairo, crossing the Nile River twice along its 43km route. Construction has faced some delays due to tunneling issues and Egypt's 2011 political upheaval.
ERTMS Fact Sheet 2 -The ERTMS memorandum of understandingUNIFE2012
On 4th July 2008, the European Commission and the representatives of the European Railway sector signed a Memorandum of Understanding (MoU) concerning the strengthening of cooperation for speeding up the deployment of ERTMS. This document now forms the basis of the long term commitment of all stakeholders - the rail industry, infrastructure managers, railway undertakings and EU institutions - to deploy ERTMS along the European railway network.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
This document provides a case study of the signalling and train control system used for the Dubai Metro in the United Arab Emirates. Key points:
- Dubai Metro is the world's longest fully automated driverless metro system at over 74km in length serving 47 stations.
- It uses Communication Based Train Control (CBTC) signalling, a modern system that provides continuous digital communication between trains and trackside computers.
- The CBTC system provides automatic train protection, operation and supervision functions to run trains automatically, safely and reliably at high frequencies.
- Implementation of the advanced CBTC system for such a large metro presented challenges as the first such system in the Middle East, but it has enabled highly
Research presentation by visiting academic Dr Michael Poku-Boansi, Senior Lecturer at the Department of Planning, KNUST, Kumasi, Ghana and member of the Ghana Institute of Planners (GIP).
Abstract:
Research indicates that transport services in cities in developing countries are mostly informal and include the use of rickety and low occupancy vehicles such as minibuses, taxis, motorcycles and vans, operated by private groups or individuals. Due to this classification, two schools of thought have emerged. The first suggests that these informal transport service sector operators in most cases operate outside the officially sanctioned public transport sector and as a result should be regarded as nuisance due to its disorganised nature, calling for public intervention and occasional eradication. Given its disorganised nature, informal transport service operators are identified with urban problems including low level of services, high rates of collision and accidents, increased congestion in cities, erratic scheduling and services, inadequate and lack of capacity and evasion of taxes and fees. In contrast, the other school of thought supports and emphasises the critical role these private operators play in meeting the mobility demand of the urban population, as in some jurisdictions (e.g., Ghana, Kenya, and Senegal) provide over 50% of transport services. Public transport service provision in Ghana has undergone several transformations since pre-colonial times, both structured and disorganised development. However, to avoid the gradual decay of public transport service provision in Ghana, the government of Ghana since 2005 has initiated plans to introduce Bus Rapid Transit (BRT) services as a way of improving efficiency in public transport services. The Ghana UTP seeks to among other things to improve mobility within Ghana’s urban centres and to shift to more environmentally-sustainable transport modes and lower transport-related GHG emissions. Although the BRT project is yet to be fully roll out, its implementation is already facing some resistance from the informal public transport operators due to, a large extent, mistrust between the informal public transport operators and the government. The informal public transport operators consider this government intervention (BRT) as a strategy to make their operations inefficient and unpopular among Ghanaians. As a result, previous attempts to implement the project have failed, regardless of the potential benefits of the BRT. The purpose of my research is to explore ways of transition the uncoordinated informal public transport service operations in Ghana into a formal public transport service sector.
ERTMS Fact Sheet 9 - A unique signalling system for EuropeUNIFE2012
ERTMS is a common signalling system for Europe that aims to improve rail competitiveness by ensuring trains can operate across borders. There were over 20 incompatible signalling systems previously, making cross-border rail expensive and complex. ERTMS specifications are developed to allow any ERTMS-equipped train to run on any ERTMS line, achieving full "interoperability". While ERTMS and technology solve some challenges, operational rules still need harmonization for fully seamless cross-border traffic. Existing cross-border lines like Vienna-Budapest and some Thalys routes already use ERTMS successfully.
ERTMS Fact Sheet 5 - ERTMS deployment in SpainUNIFE2012
With almost 4,500 km of rail tracks contracted (almost 2,500 km of lines), and roughly 1,600 km of lines already in service, Spain clearly emerges as a worldwide leader in ERTMS deployment. Whilst ERTMS has contributed to the success of iconic lines, such as the “AVE” Madrid-Barcelona, where rail is gradually replacing air as the transport of choice (over 48% of market share after 12 months of service), the Spanish experience is also a showcase for the effective interoperability of ERTMS, with no less than 6 companies involved in various projects on the Spanish network.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
ERTMS Fact Sheet 17 - ERTMS deployment in TurkeyUNIFE2012
Historically, Turkey has always sat at the crossroads of trade between Europe, Asia and the Middle East, providing it with an enviable geographical location that offers high prospects for both freight and passenger transportation. In recent years, the country embarked into a major railway investment program to size this opportunity.
ERTMS now plays an essential part in the modernisation of the rail network and the establishment of high-speed lines.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
This document discusses different types of traffic signs and signals used to regulate traffic and ensure safety. It describes warning signs that indicate potential hazards, priority signs that establish right-of-way, and prohibitory/restrictive signs banning certain maneuvers. It also covers mandatory signs that require specific traffic behavior, service signs providing information to drivers, and directional signs indicating locations and destinations. Proper use and placement of traffic signs and signals can help reduce accidents by clearly conveying important safety and navigation information to road users.
traffic signal design by synchoro 8 To evaluate the benchmark of existing traffic in Sylhet city.
To improve traffic operations and safety throughout the Sylhet city.
To maximize, effectively, the traffic volume movement, increasing the intersection capacity, reducing the total delay and travel time.
To determine the Level of Service (LOS) of road network.
To evaluate the existing traffic and simulation model with the help of software, Synchro 8.
To introduce traffic signal for better performance of traffic in Sylhet city.
The ERTMS/ETCS application “levels” define different uses of ERTMS as a train control system, ranging from track to train communications (Level 1) to continuous communications between the train and the radio block centre (Level 2). Level 3, which is in a conceptual phase, will further increase ERTMS’ potential by introducing a “moving block” technology. Whilst it is commonly acknowledged that to date, ERTMS level 2 offers considerable benefits, the use of level 1 already brings significant advantages for the railways and allows for High Speed travel.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
ERTMS Fact Sheet 8 - UNISIG- an industrial consortium to develop ertms - etcs...UNIFE2012
UNISIG is an industrial consortium which was created to develop the ERTMS/ETCS technical specifications. As an Associated Member of UNIFE, a recognised stakeholder, UNISIG actively contributes to the activities of the European Railway Agency in the field of ERTMS/ETCS technical specifications.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
ERTMS Fact Sheet 1 - From trucks to trainsUNIFE2012
Rail transport offers very significant advantages in environmental terms but road freight still dominates the inland freight transport market with a market share of more than 70% in the European Union against a figure of 17% for rail. By ensuring interoperability on the European rail network, ERTMS helps the railway sector to position itself as a true competitor to roads by enabling significant line traffic capacitay increase and promoting cost reduction which will subsequently introduce significant environmental benefits.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
ERTMS Fact Sheet 13 - ERTMS from the drivers’ point of viewUNIFE2012
During a train journey, drivers have to reconcile two objectives which may somehow seem opposed: maintaining complete safety whilst ensuring full operational performance and respecting timetables. By providing a specific cab signalling display, ERTMS helps drivers in their day-to-day operations. Thanks to the feature of continuous speed supervision, the driver receives full data about the maximum speed profile according to the track topology at each time.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
ERTMS Fact Sheet 14 - ERTMS deployment in the UKUNIFE2012
The UK is gradually launching major ERTMS investments to revitalize national railway traffic. ERTMS Level 2 has been implemented on the Cambrian Coast Line with technical challenges overcome. There are plans to further deploy ERTMS on other lines like the Great West Main Line by 2017-2018 and the East Coast Main Line by 2018-2020 to increase capacity and performance. In parallel, the national rolling stock fleet of around 2,500 locomotives will be retrofitted with ERTMS by 2030 to match the upgraded infrastructure.
Aldot railroad diagnostics key terms and conceptsSainAssociates
The document discusses rail safety and the Section 130 Rail-Highway Safety Program. It notes that there was an 84% decline in train/vehicle collisions from 1972 to 2009. It describes Sain's role in conducting diagnostic reviews of rail crossings to evaluate safety issues and recommend improvements. The goal is to use federal funding to prioritize and upgrade warning devices at high-risk public crossings to reduce accidents.
This document discusses EU and UK rules regarding drivers' hours and tachographs for commercial vehicles over 3.5 tonnes. It provides information on the scope of the rules and lists various exemptions from the rules for certain vehicles and operations. These include exemptions for emergency vehicles, breakdown vehicles, military vehicles, historic vehicles, and agricultural vehicles operating within 100km. It also outlines derogations implemented in the UK, such as for non-commercial passenger vehicles and local authority ambulances. The document emphasizes reading the full VOSA guidance for complete understanding of the legislation.
Indian Railway is the state-owned railway company of India, which owns and operates most of the country's rail transport. It is overseen by the Ministry of Railways of the Government of India It's provides the full knowledge about Indian railways & its signalling system and it's gives the knowledge about rail-net and the network used in Indian rail and the topology used in indian railway for the internet .
ERTMS improves railway performance by allowing for reduced headways between trains through more advanced signalling, enabling up to a 40% increase in infrastructure capacity. ERTMS level 2 cab signalling in particular provides continuous speed and signal information to drivers, allowing for higher speeds and even shorter headways than level 1 to further increase capacity. Real-world examples demonstrate significant capacity gains, such as a 15-25% increase on optimized existing lines and up to 242 trains per day on a Swiss ERTMS line with headways under 2 minutes.
In India, as the fuel cost continues to rise, railway transport plays an important role. Although there are, so many
options of transportation are available like flights, trains, buses etc but most of the people prefer trains only as it
is cost effective and comfortable way of travelling and hence in today’s world railway becomes the lifeline of
India. When anybody goes through the daily news, they come across many accidents which are related to
railroad. So there must be good railway safety for the people as the rail accidents are often dangerous in terms of
the severity and death etc, when compared with the other transportation. There are several reasons present for
railroad related accidents but the major reason is cracks in rails. It is the main cause of railway derailments and
has the capacity to induce major damage to economy of the world. Therefore more efforts are necessary for
achieving the good rail safety. This system introduced a method for rail crack detection. The proposed system is
LED-LDR and Arduino based rail track detection scheme. It is cost effective and simple way of monitoring the
condition of the rails on a continual basis for the improving the railway safety which consists of GSM module
and Encoder.
Project report for railway security monotorin systemASWATHY VG
The document discusses railway safety and proposes a railway security monitoring system using vibration sensors and ZigBee technology. It begins with background on railway accidents and the need to improve safety. The existing signaling system relies on human communication, leading to errors. The proposed system uses vibration sensors on trains to detect collisions or derailment. It uses ZigBee for two-way communication between trains and control centers to automatically control railway gates and avert accidents in real-time. The system is expected to improve safety at a low cost without replacing existing infrastructure.
The document summarizes a Rail Accident Investigation Branch (RAIB) report on a collision that occurred at Bridgeway user-worked crossing in the UK. The collision involved a track trolley that was placed on the railway line without proper blocking of trains. The trolley was struck by a passenger train traveling at 85 mph. The RAIB investigation found that the trolley was placed on the line due to miscommunication between workers and a lack of relevant information in planning documents. The report made recommendations focused on improving work planning documentation and competence management processes.
Collision Object Detection and Prevention of Train Accident Dynamically by Us...IRJET Journal
- The document describes a proposed collision detection and prevention system for trains using ultrasound sensors and an embedded system.
- The system would detect any obstacles on the tracks using ultrasound sensors and gradually slow the train down using air brakes to stop before a collision if an object is detected within a certain distance.
- The goal is to dynamically detect potential collisions and prevent accidents and damage and loss of life by automatically controlling the train if an obstacle is too close.
Fully automatic anti collision train signalling projectHina Saxena
This document is a project report submitted by four students for their Bachelor of Technology degree. It outlines their work on developing a fully automatic anti-collision system for train signalling. The system is designed to control railway tracks using sensors and a microcontroller to avoid accidents. It places sensors at distances from gates to detect approaching trains and control gate operations. Indicator lights also alert motorists of oncoming trains. Diagrams and descriptions of the working model are provided, which uses sensors to detect trains and automatically switch tracks or control gates to prevent collisions. Devices used in the system like the microcontroller, sensors, displays and other electronics are described.
O Centro de Excelência em BRT Across Latitudes and Cultures (ALC-BRT CoE) promoveu o Bus Rapid Transit (BRT) Workshop: Experiences and Challenges (Workshop BRT: Experiências e Desafios) dia 12/07/2013, no Rio de Janeiro. O curso foi organizado pela EMBARQ Brasil, com patrocínio da Fetranspor e da VREF (Volvo Research and Education Foundations).
EMBARQ Türkiye Yol Güvenliği Projeleri Yöneticisi Celal Tolga İmamoğlu, CODATU 2015'in Barselona, Zahle ve Beyrut'tan vaka incelemelerinin olduğu 'Road Safety and Security in Cities' oturumunda EMBARQ Türkiye'nin beş ilimizde yürüttüğü Yol Güvenliği Laboratuvarı Projesi'ni anlattı. Yapılan önerilerle, 70 kişinin hayatı kurtarılırken, 500 çarpışmanın da engellenebileceği öngörülüyor.
CODATU 2015: Enerji, İklim ve Hava Kalitesi Sorunu: Gelişmekte olan Ülkelerde Kent içi Ulaşım Politikalarının Rolü
EMBARQ Turkey Road Safety Projects Manager Celal Tolga İmamoğlu presented RSLab (Road Safety Laboratory) Project that EMBARQ Turkey has implemented in 5 cities in Turkey, during 'Road Safety and Security in Cities' session of CODATU 2015 containing case studies from Barcelona, Zahle and Beirut. According to the recommendations, 70 lives will be saved and 500 crashes will be prevented.
CODATU 2015: Energy, Climate and Air Quality Challenge: The Role of Urban Transport Policies in Developing Countries
This document proposes a method to facilitate verification of railroad interconnect systems with highway traffic signals. The method involves adding two circuits between rail and traffic signal equipment: a crossing island circuit and a start of traffic clearance phase indicator. This allows the highway authority to verify rail equipment function and the railroad to verify adequate traffic signal clearance time. The method has been implemented at two intersections in Portland, where it records railroad warning system data in existing traffic controller equipment to meet FRA recommendations. Analysis of recorded alarm data from one intersection shows typical operation, with outer circuits activating on average 77 seconds before train arrival and green clearance phases beginning 63 seconds prior and lasting until 8 seconds after train arrival.
CL436 Transport Planning Final SubmissionGordon Best
This document proposes a light rail system to replace the existing heavy rail Cathcart Circle network in Glasgow. Key points of the proposal include:
- Adding 5 new stations to improve accessibility and distribute passenger load more evenly across stations experiencing high usage.
- Converting to light rail will increase line capacity through more frequent trips facilitated by the faster acceleration/braking of light rail vehicles compared to heavy rail.
- Accessibility for all passengers, including disabled users, will be improved through ground-level boarding enabled by light rail vehicle design.
- Stations are well-located along the route but some sections would benefit from an additional station to service densely populated nearby areas.
The document discusses personal rapid transit systems (PRT), which use small automated electric pod cars to provide point-to-point public transportation. PRT systems allow non-stop travel between origin and destination stations on a network of narrow guideways. Existing PRT systems provide on-demand, congestion-free service 24/7 at airports and universities. Upcoming PRT projects are planned in India, South Korea, and other countries to help address increasing transportation demands and limited land/fuel resources.
This document evaluates cost-effective railway level crossing protection systems. It begins with an introduction describing the safety issues at railway level crossings. It then reviews literature on previous protection systems used worldwide. Next, it describes the current situation of level crossings in India, including initiatives to improve safety. The document outlines some advanced protection systems being developed, such as using radio-based train control or GPS. It evaluates alternatives like using solar-powered sensors. Finally, it analyzes accident statistics in India, finding that level crossing accidents have risen from around 7% to over 50% of total railway accidents between 1990-2013. The document provides an overview of level crossing safety issues and technologies.
This presentation discusses road networks in Nigeria. It notes that Nigeria has the largest road network in West Africa at 200,000 km, which accounts for 95% of transportation. The document discusses how to describe and design road networks, including hierarchies of arterial, collector, and local roads. It also discusses assessing road networks for risk and controlling and operating transportation systems.
Quality and safety assesment of pedestrians sidewalk in panipat citykaran verma
This document summarizes a student project assessing the quality and safety of pedestrian sidewalks in Panipat City, India. The student measured sidewalk characteristics like width and surface condition at 5 areas: Anaj Mandi Chowk, Gohana Chowk, Sanjay Chowk, Red Light Chowk, and the Bus Stand. Site photos showed issues like narrow widths and encroachments. Pedestrian surveys found top complaints were small widths, unsafe speeds, and lack of signals/police. Measurements showed current conditions often below Indian Road Congress guidelines. The project aims to evaluate sidewalk quality and safety across the study area.
1. The document provides an overview of safety systems and statistics related to India's railway system. It details measures taken to ensure safety, including inspections, maintenance schedules, and medical exams for employees.
2. Departments like civil engineering, mechanical engineering, electrical engineering, and operations work together on safety and have prescribed duties to maintain infrastructure and rolling stock.
3. In case of an accident, standard procedures are followed which include sounding sirens, dispatching medical and breakdown staff, and conducting inquiries to determine the causes and impose punishments when needed. Overall, efforts are made continuously to reduce human failures and minimize accidents.
The spectacular growth of the automobile as one of the most convenient modes of travel has brought in its wake frustrating problems of parking, accidents, delay, congestion, etc. It is no longer sufficient to build roads of adequate structural strength to cater to the needs of vehicles, but it is equally important that the safe, efficient and comfortable movement of traffic and other road user is ensured on these roads. Highway intersections are nodes of road networks and accident - prone locations. They are the places where vehicles coming from different approaches and moving towards different directions interact and conflict with each other. Due to the conflicts from all users, more traffic crashes could happen at unsignalized intersection as compared with roadway segments. This study is fully based on the existing conditions of unsignalized intersection, including geometric design, sight distance, traffic control devices etc. The problems of parking, accidents and delay are also prevailing in the area under our study i.e. intersection at 26th mile. The intersection is an unsignalized one and therefore, the chances of accidents during the peak hours are very high. Since, it is a meeting point of a national highway and a state highway, the variation in the design speed of both roads also interrupts the traffic flow. Our study on the intersection at 26th mile mainly aims at improving the geometrical as well as the safety features of the intersection like accident control by signal installation, incorporation of proper sight distances, uninterrupted traffic flow without causing crashes, delay, etc.
The document discusses major road safety issues at construction sites in Ukraine. It identifies several common faults including a lack of proper personal protective equipment for workers, outdated or poorly maintained signage and road markings, insufficient temporary restraint systems, inadequate fencing of construction sites, and a need for updated standards and regulations. The speaker emphasizes that all parties must prioritize road safety and take personal responsibility to address hazards in order to improve safety.
Chapter 3.pptx highway one civil engineeringabdi beder
The document discusses the elements of highway cross-sections and road safety. It describes typical cross-section elements such as the right of way, carriageway, shoulders, medians, footpaths, and barriers. It also discusses factors to consider when selecting cross-section elements like traffic volume, safety, and development along the highway. The document then covers road safety, defining it and providing accident statistics. It discusses factors that can contribute to crashes like driver actions, vehicle mechanical issues, road geometry, and environmental conditions.
Traffic rules and safety rules were discussed over 20 pages. Key points included: do not stop at pedestrian crossings or cross with red lights; only two people per two-wheeler; traffic control ensures safety during construction or accidents. Causes of accidents included speeding, drunk driving, and ignoring safety precautions like seatbelts. Intersections can be perpendicular, roundabouts, or level crossings. Education from childhood on safety was emphasized to form safe habits.
Public-rail safety is important to everyone, but particularly to those who teach children, protect the public, lead community associations and clubs (like snowmobilers), or make transportation their careers.
More rail safety information is at http://www.operationlifesaver.ca
وبینار آینده ایمنی حمل و نقل
Richard Cuerden, Chief Scientist (Engineering & Technology), TRL
http://transportsafety.ir
حمید مرادی
Hamid Moradi
http://transportsafety.ir/category/vehicle-safety
The presentation discusses key aspects of road networks including:
1. A brief history of early road transport methods and the development of road networks in ancient empires and by the Romans.
2. The classification and hierarchy of road networks including motorways, trunk roads, and local roads.
3. Important considerations for road network design such as connectivity, capacity, and accessibility.
4. An overview of Nigeria's extensive network of federal, state, and local roads and some of the challenges faced.
Similar to LIGHTSCENE on 21 May 2015 - Level Crossings (20)
How do we re-think lighting in a way that has a lower impact on the environment, while still fulfilling human needs?
How do we implement our good intentions in real life?
Gladsaxe municipality needed a lighting solution that affected a nearby bat colony as little as possible, while maintain safety on the bicycle path running through a wooded area. Taking point of departure in this case, we discuss how lighting professionals should work to translate scientific research and technical knowledge into innovative site specific projects with the lowest possible environmental impact.
Talk by: Philip Jelvard and Rune Brandt Hermannsson, Light Bureau
This document provides an agenda for COP26 events on November 3rd and 4th in Glasgow, Scotland. It lists several panel discussions and presentations on the first day related to sustainability certifications, hydrogen trains, and connecting young climate leaders. The second day focuses on energy with sessions on art and culture's role in climate action, empowering women through a just transition, indigenous peoples in the Amazon, and short films about regenerative futures. Other organizations listed are also working on sustainable energy initiatives. The concluding notes emphasize that climate action should be inspiring, enjoyable, and address issues like gender inequality and energy poverty.
This document discusses considerations for lighting and ecology. It addresses the importance of using the right light, in the right place, and at the right time. The right light involves using lower color temperatures of 2200-2700K, maintaining low intensities, and avoiding blue light. The right place is directing light downward and shielding sensitive areas. The right time is using timers, sensors and dimmers to provide dark periods and limiting duration. With an understanding of local wildlife and habitats, lighting plans can minimize negative impacts on species' circadian rhythms, feeding behaviors and photoperiod responses.
A site visit prior to designing a lighting scheme is important to identify any problems or constraints that may not be apparent from plans alone. For a road project, a site visit revealed existing overhead lines, immovable objects, and safety barriers that affected column placement and required changing the initial design layout. Site issues like embankments, bridge decks, and the locations where barriers start and end also need to be considered during the design process to account for real-world constraints.
The document discusses balancing the key challenges of street lighting including compliance with legislation, minimizing energy usage, respecting dark skies and protected environments, and ensuring safer streets. It argues that while technology is important, it must be considered holistically and used to enable balancing these priorities rather than seen in isolation. An optimal approach considers all factors and finds the right balance between dark skies, energy efficiency, safety, and compliance with standards.
Decarbonisation is one of the greatest challenges facing our generation and Distribution Network Operators (DNOs) sit at the heart of the transition to Net Zero. With millions of Electric Vehicles (EVs) charging at home, on the street and at work, often using as much power as a block of flats, DNOs will need to work with customers and stakeholders to build a smart, flexible network.
In this webinar we will examine our forecasts for the likely EV uptake, how DNOs will need to support customers wanting to connect to the electricity supply network and how innovation is helping them connect customers more quickly and cheaply.
Speaker: Neil Madgwick, UK Power Networks.
This CPD webinar covers the need for a Circular Economy and describes an ideal one. Legislation and guides relevant to the lighting industry are outlined. Circular Design principles are examined related to luminaire design, materials, manufacturing and ecosystem. As a coda the Circular Economy is put into a wider environmental impact assessment context.
Talk by Roger Sexton, Business Development at Stoane Lighting
This document introduces tools and guidance for creating a circular economy in the lighting industry. It discusses moving from a linear take-make-waste model to a circular model where materials are reused and recycled. The Circular Economy Assessment Method (CEAM) is presented as a suite of tools to assess products, projects and specifications based on criteria like reusability, materials usage, and design for disassembly. CEAM-Make and CEAM-Specify are described as assessment methods for manufacturers and designers with criteria in areas like product design, manufacturing, and materials. Existing legislation and standards that support circular economy aims are also reviewed. The document advocates discussing circular design principles with clients and manufacturers early in the lighting design process.
Alec will introduce an overview of LCRIG and its aim to deliver practical solutions to help councils achieve net zero. Stressing the importance of removing silos both in the public and private sector, Alec will show how the lighting sector can team up with others. He will reveal the creation of a net zero working group which ILP members can get involved with.
Presented by Alec Peachey, Content Director, Local Council Roads Innovation Group.
This document appears to be from an organization called Light Collective that works in lighting design. It provides examples of various lighting design projects the organization has completed around the world, as well as inspirations and philosophies around being different and unique in the lighting design field. There are photos of installations in locations like Kenya, Kuwait, Italy, and more. It also discusses initiatives like a women in lighting project and features a family tree of lighting designers internationally.
We look at how the colour of surfaces within a space lit with LED lighting influences our perception of size and height, what is the first colour seen by infants and how their colour perception range grows, the influence of other colours in our daily lives, art, religion, cars, farming, and more. This is not what you would expect about colour.
Presented by
Philip Hammond - Director and Principal, BHA School of Lighting - Cape Town, South Africa.
and
Lorraine de Bruyn - Lighting Executive, Perspex SA, and student BHA School of Lighting - Johannesburg, South Africa.
We take a very different look at colour, how colour is perceived in different cultures around the world, how your choice of colour for your business brand can influence and be interpreted by your customers, iridescence and more.
Presented by
Philip Hammond - Director and Principal, BHA School of Lighting - Cape Town, South Africa.
and
Abinaya Jevaraju - Electrical & Electronics Engineer, and second year student BHA School of Lighting - Kuwait City, Kuwait.
With 80% of the built environment already in existence today, the choices we make in delivering low carbon, environmentally considered solutions must go beyond simply considering the operational efficiency of an installation. This presentation will look at what good lighting looks like for an existing space and how we can utilise already installed assets to deliver the lowest carbon impact without compromising on the needs of people.
Presented by Tim Bowes MSLL, Head of Lighting Application at Whitecroft Lighting.
Overview of technical challenges within Smart Light Concepts (SLIC) project.
In the European research project Smart Light Concepts (SLIC), researchers from Avans University of Applied Sciences and Portsmouth University explore, together with city and provincial authorities in 4 countries (Belgium, France, the Netherlands and United Kingdom), different solutions for reducing carbon emissions from public lighting.
The focus of this talk was on:
• (preliminary) results regarding energy and CO2 emissions reduction achieved by the various pilot projects
• Quantification of diminishing returns of different energy usage reduction strategies
• Differences in Public Lighting approach between different (ex) EU member states
• Technology related success & failure factors in public lighting projects
Find out more about the SLIC project here.
Speaker: Yves Prevoo, Avans University of Applied Sciences.
Hosts: Claire Gough, Chair ILP Bristol and Tom Lewis, Vice Chair ILP Bristol.
This presentation was presented as an ILP CPD webinar in August 2021 the recording is available at www.theilp.org.uk
The document discusses the role of public lighting in designing safer places. It reports on surveys that found 31.3% of people feel unsafe at night and 39.7% do not visit public places at night. Lighting characteristics like vertical illuminance and length of dark areas can impact pedestrian reassurance. While lighting alone may not solve safety issues, guides exist to help design lighting that provides information, movement, orientation and reassurance without dark areas that could hide criminal activity.
A session on lighting and planning, delivered by two planning policy officers from nationally protected landscapes. Paul Fellows is Head of Strategic Planning at North York Moors National Park Authority, which along with the Yorkshire Dales National Park was granted International Dark Skies status in December 2020. Natalie Beal is a policy planner at the Broads Authority. Both are Members of the Royal Town Planning Institute. Natalie and Paul will deliver an hour long session that will be in three parts. Firstly, an introduction to how the planning system works. They will then focus on how lighting can be influenced through the planning system. Finally, they will give a planner’s view on the 10 policy proposals from the Dark Skies APPG.
Speakers: Natalie Beal MRTPI, Broads Authority and Paul Fellows MRTPI from North York Moors.
An experienced street lighting team’s perspective -
Scotland has a strong focus on accelerating the provision of electric vehicle charging infrastructure. Data shows that outside of London, Scotland is way ahead of the rest of the UK in the provision of public charge points. So, what can be learnt from Westminster’s EV charging rollout? The process has been managed by a specific team, with technical input from the council’s street lighting team. This CPD presentation will give the street lighting team’s view of the in-column EV charging rollout in the council. Covering the expectations versus reality under current standards, the issues found following installation, and the ever-changing landscape of what can be allowed on the highway, this session will benefit every street lighting professional with an involvement in EV charging. The webinar will also include an overview of the issues to consider with rapid chargers.
Speaker: Dean Wendelborn BE(Civil) and Dip.Lighting (LET), Westminster City Council
The document discusses various lighting standards from around the world for road lighting design. It provides an overview of the British Standard BS5489-1:2020 which underwent extensive review and consultation. The document also discusses other common European standards such as EN12464-2:2014. It notes that countries may develop their own versions of European standards. For example, the Netherlands developed NPR13201:2017 which provides additional guidance on factors like facial recognition distances. The document discusses lighting standards and considerations from other regions including IES standards commonly used in North America, as well as standards in countries like Denmark, France, Germany, Italy, Japan, and South Africa.
More from Institution of Lighting Professionals (20)
The importance of sustainable and efficient computational practices in artificial intelligence (AI) and deep learning has become increasingly critical. This webinar focuses on the intersection of sustainability and AI, highlighting the significance of energy-efficient deep learning, innovative randomization techniques in neural networks, the potential of reservoir computing, and the cutting-edge realm of neuromorphic computing. This webinar aims to connect theoretical knowledge with practical applications and provide insights into how these innovative approaches can lead to more robust, efficient, and environmentally conscious AI systems.
Webinar Speaker: Prof. Claudio Gallicchio, Assistant Professor, University of Pisa
Claudio Gallicchio is an Assistant Professor at the Department of Computer Science of the University of Pisa, Italy. His research involves merging concepts from Deep Learning, Dynamical Systems, and Randomized Neural Systems, and he has co-authored over 100 scientific publications on the subject. He is the founder of the IEEE CIS Task Force on Reservoir Computing, and the co-founder and chair of the IEEE Task Force on Randomization-based Neural Networks and Learning Systems. He is an associate editor of IEEE Transactions on Neural Networks and Learning Systems (TNNLS).
This presentation by OECD, OECD Secretariat, was made during the discussion “Competition and Regulation in Professions and Occupations” held at the 77th meeting of the OECD Working Party No. 2 on Competition and Regulation on 10 June 2024. More papers and presentations on the topic can be found at oe.cd/crps.
This presentation was uploaded with the author’s consent.
This presentation by Juraj Čorba, Chair of OECD Working Party on Artificial Intelligence Governance (AIGO), was made during the discussion “Artificial Intelligence, Data and Competition” held at the 143rd meeting of the OECD Competition Committee on 12 June 2024. More papers and presentations on the topic can be found at oe.cd/aicomp.
This presentation was uploaded with the author’s consent.
1.) Introduction
Our Movement is not new; it is the same as it was for Freedom, Justice, and Equality since we were labeled as slaves. However, this movement at its core must entail economics.
2.) Historical Context
This is the same movement because none of the previous movements, such as boycotts, were ever completed. For some, maybe, but for the most part, it’s just a place to keep your stable until you’re ready to assimilate them into your system. The rest of the crabs are left in the world’s worst parts, begging for scraps.
3.) Economic Empowerment
Our Movement aims to show that it is indeed possible for the less fortunate to establish their economic system. Everyone else – Caucasian, Asian, Mexican, Israeli, Jews, etc. – has their systems, and they all set up and usurp money from the less fortunate. So, the less fortunate buy from every one of them, yet none of them buy from the less fortunate. Moreover, the less fortunate really don’t have anything to sell.
4.) Collaboration with Organizations
Our Movement will demonstrate how organizations such as the National Association for the Advancement of Colored People, National Urban League, Black Lives Matter, and others can assist in creating a much more indestructible Black Wall Street.
5.) Vision for the Future
Our Movement will not settle for less than those who came before us and stopped before the rights were equal. The economy, jobs, healthcare, education, housing, incarceration – everything is unfair, and what isn’t is rigged for the less fortunate to fail, as evidenced in society.
6.) Call to Action
Our movement has started and implemented everything needed for the advancement of the economic system. There are positions for only those who understand the importance of this movement, as failure to address it will continue the degradation of the people deemed less fortunate.
No, this isn’t Noah’s Ark, nor am I a Prophet. I’m just a man who wrote a couple of books, created a magnificent website: http://www.thearkproject.llc, and who truly hopes to try and initiate a truly sustainable economic system for deprived people. We may not all have the same beliefs, but if our methods are tried, tested, and proven, we can come together and help others. My website: http://www.thearkproject.llc is very informative and considerably controversial. Please check it out, and if you are afraid, leave immediately; it’s no place for cowards. The last Prophet said: “Whoever among you sees an evil action, then let him change it with his hand [by taking action]; if he cannot, then with his tongue [by speaking out]; and if he cannot, then, with his heart – and that is the weakest of faith.” [Sahih Muslim] If we all, or even some of us, did this, there would be significant change. We are able to witness it on small and grand scales, for example, from climate control to business partnerships. I encourage, invite, and challenge you all to support me by visiting my website.
Carrer goals.pptx and their importance in real lifeartemacademy2
Career goals serve as a roadmap for individuals, guiding them toward achieving long-term professional aspirations and personal fulfillment. Establishing clear career goals enables professionals to focus their efforts on developing specific skills, gaining relevant experience, and making strategic decisions that align with their desired career trajectory. By setting both short-term and long-term objectives, individuals can systematically track their progress, make necessary adjustments, and stay motivated. Short-term goals often include acquiring new qualifications, mastering particular competencies, or securing a specific role, while long-term goals might encompass reaching executive positions, becoming industry experts, or launching entrepreneurial ventures.
Moreover, having well-defined career goals fosters a sense of purpose and direction, enhancing job satisfaction and overall productivity. It encourages continuous learning and adaptation, as professionals remain attuned to industry trends and evolving job market demands. Career goals also facilitate better time management and resource allocation, as individuals prioritize tasks and opportunities that advance their professional growth. In addition, articulating career goals can aid in networking and mentorship, as it allows individuals to communicate their aspirations clearly to potential mentors, colleagues, and employers, thereby opening doors to valuable guidance and support. Ultimately, career goals are integral to personal and professional development, driving individuals toward sustained success and fulfillment in their chosen fields.
This presentation by Nathaniel Lane, Associate Professor in Economics at Oxford University, was made during the discussion “Pro-competitive Industrial Policy” held at the 143rd meeting of the OECD Competition Committee on 12 June 2024. More papers and presentations on the topic can be found at oe.cd/pcip.
This presentation was uploaded with the author’s consent.
This presentation by Professor Giuseppe Colangelo, Jean Monnet Professor of European Innovation Policy, was made during the discussion “The Intersection between Competition and Data Privacy” held at the 143rd meeting of the OECD Competition Committee on 13 June 2024. More papers and presentations on the topic can be found at oe.cd/ibcdp.
This presentation was uploaded with the author’s consent.
Why Psychological Safety Matters for Software Teams - ACE 2024 - Ben Linders.pdfBen Linders
Psychological safety in teams is important; team members must feel safe and able to communicate and collaborate effectively to deliver value. It’s also necessary to build long-lasting teams since things will happen and relationships will be strained.
But, how safe is a team? How can we determine if there are any factors that make the team unsafe or have an impact on the team’s culture?
In this mini-workshop, we’ll play games for psychological safety and team culture utilizing a deck of coaching cards, The Psychological Safety Cards. We will learn how to use gamification to gain a better understanding of what’s going on in teams. Individuals share what they have learned from working in teams, what has impacted the team’s safety and culture, and what has led to positive change.
Different game formats will be played in groups in parallel. Examples are an ice-breaker to get people talking about psychological safety, a constellation where people take positions about aspects of psychological safety in their team or organization, and collaborative card games where people work together to create an environment that fosters psychological safety.
XP 2024 presentation: A New Look to Leadershipsamililja
Presentation slides from XP2024 conference, Bolzano IT. The slides describe a new view to leadership and combines it with anthro-complexity (aka cynefin).
This presentation by Katharine Kemp, Associate Professor at the Faculty of Law & Justice at UNSW Sydney, was made during the discussion “The Intersection between Competition and Data Privacy” held at the 143rd meeting of the OECD Competition Committee on 13 June 2024. More papers and presentations on the topic can be found at oe.cd/ibcdp.
This presentation was uploaded with the author’s consent.
This presentation by OECD, OECD Secretariat, was made during the discussion “Artificial Intelligence, Data and Competition” held at the 143rd meeting of the OECD Competition Committee on 12 June 2024. More papers and presentations on the topic can be found at oe.cd/aicomp.
This presentation was uploaded with the author’s consent.
This presentation by Tim Capel, Director of the UK Information Commissioner’s Office Legal Service, was made during the discussion “The Intersection between Competition and Data Privacy” held at the 143rd meeting of the OECD Competition Committee on 13 June 2024. More papers and presentations on the topic can be found at oe.cd/ibcdp.
This presentation was uploaded with the author’s consent.
This presentation by OECD, OECD Secretariat, was made during the discussion “Pro-competitive Industrial Policy” held at the 143rd meeting of the OECD Competition Committee on 12 June 2024. More papers and presentations on the topic can be found at oe.cd/pcip.
This presentation was uploaded with the author’s consent.
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This presentation by Thibault Schrepel, Associate Professor of Law at Vrije Universiteit Amsterdam University, was made during the discussion “Artificial Intelligence, Data and Competition” held at the 143rd meeting of the OECD Competition Committee on 12 June 2024. More papers and presentations on the topic can be found at oe.cd/aicomp.
This presentation was uploaded with the author’s consent.
This presentation by Professor Alex Robson, Deputy Chair of Australia’s Productivity Commission, was made during the discussion “Competition and Regulation in Professions and Occupations” held at the 77th meeting of the OECD Working Party No. 2 on Competition and Regulation on 10 June 2024. More papers and presentations on the topic can be found at oe.cd/crps.
This presentation was uploaded with the author’s consent.
3. What is a level Crossing?
According to the Office of Rail Regulation:
A level crossing is where a railway line is
crossed by a road or right of way without
the use of a tunnel or bridge.
3
4. Level crossing law
Health and Safety at Work etc. Act 1974 - this puts a duty on
employers to secure the health, safety and welfare of employees,
as well as protecting the general public against risks to health or
safety arising out of work activities.
Level Crossings Act 1983 - this authorises the Secretary of
State for Transport to make level crossing orders for the
protection of those using a level crossing. This function is usually
performed by the Office of Rail Regulation (ORR) on behalf of the
Secretary of State. Level crossing orders cover individual level
crossings. They specify the protective equipment required at a
crossing
4
5. Office of Rail Regulation
Statement on level crossings by Ian Prosser, ORR's Director of
Safety:
"Great Britain's level crossings, although among the safest in
Europe, pose a significant rail safety risk to the public. ORR wants
the rail industry to close level crossings, but where this is
impracticable is pushing the industry to deliver innovative solutions
such as implementing new technology to make crossings safe. ORR
inspects the industry's management of level crossings to check that
legal safety requirements are being met. Where failings are found,
immediate action is taken to ensure the crossing is made safe."
5
6. Office of Rail Regulation
"There are approximately 8,000 level
crossings in Great Britain. Around 6,500
of these are managed by Network Rail.
The rest are located on heritage
railways, metro systems and industrial
railways"
6
7. Office of Rail Regulation
Level crossing risk
"Level crossings account for nearly half of
the catastrophic train accident risk on
Britain's railways. We believe that the safe
design, management and operation of level
crossings can reduce the risks, have a
positive effect on user behaviour and so
reduce the number of fatal and serious
incidents"
7
8. Types of level crossings
Level crossings are in many forms
depending on whether they are on a public
or private road, or for vehicle, horse or
pedestrian use
The protection arrangements which are
appropriate at level crossings will vary,
depending upon the crossing location, for
example proximity to road junctions, the level
of use and the type of railway traffic
8
9. Types of level crossings
An important factor in assuring the safety
of level crossings is providing, so far as
circumstances permit, a consistent
appearance for road and rail users of
any crossing. To help achieve this,
several 'standard' level crossing types
have been developed over the years.
Types of level crossings in Great Britain
include
9
10. Types of level crossings
Gated crossings operated by railway staff - this type of crossing is
protected by gates, on both sides of the railway, which complete the fencing
of the railway when closed across the road or the railway.
Barrier crossings operated by railway staff - this type of crossing is
protected by road traffic light signals and lifting barriers on both sides of the
railway. An audible warning to pedestrians is also provided.
Barrier crossings with obstacle detection - this type of crossing is
protected by road traffic light signals and lifting barriers on each side of the
railway. An audible warning to pedestrians is also provided.
Automatic half barrier crossings (AHBC) - this type of crossing is
protected by road traffic light signals and a lifting barrier on both sides of the
railway. Audible warning to pedestrians is also provided
10
11. Types of level crossings
Automatic barrier crossings, locally monitored (ABCL) - this
type of crossing appears, to the road user, to be similar to an
automatic half barrier crossing. It is protected by road traffic light
signals and a single lifting barrier on both sides of the railway.
Automatic open crossings, locally monitored (AOCL) - this
type of crossing has no barriers but is protected by road traffic
light signals and an audible warning for pedestrians.
Open crossings - this type of crossing does not have barriers or
road traffic light signals. Only road traffic signs are provided. Road
users must give way to trains at the crossing.
11
12. Types of level crossings
User worked crossings (UWCs) for vehicles – this type of
crossing is normally protected by gates, or lifting barriers on both
sides of the railway. The gates, normally closed across the road
and hung so as to open away from the railway, are operated by
the users.
Footpath and bridleway crossings - this type of crossing is
found where the railway crosses a footpath or bridleway.
Foot crossings at stations - this type of crossing is found
between platforms at stations and may be the only route between
platforms or the only practicable route for people who cannot use
steps.
12
13. Train speeds at level crossings
Automatic barrier locally
monitored (ABCL):
Train drivers must ensure
that the crossing is clear
before passing over it.
Train speed is limited to
55mph or less.
13
14. Train speeds at level crossings
Automatic half-barrier
(AHB):
These crossings can only
be installed where the
permissible speed of trains
does not exceed 100mph.
14
15. Train stopping distances
Freight train at 30mph 155m
Class 221 passenger train at 60mph 350m
Freight train at 75mph 492m
Represents the maximum retardation on a level track which it is considered desirable not
to exceed, in order to reduce the possibility of wheelslide
15
17. Risk at the road-rail interface
The modelled risk at level crossings
accounts for 95% of the total road-rail
interface risk
17
18. Risk at the road-rail interface
Level crossing risk by event and user
type:
Public pedestrian struck by a train 58%
Road vehicle occupants in collisions with
trains 29%
18
19. Risk at the road-rail interface
Accident statistics for 2013/14
8no fatalities (excluding suicides)
5no major injuries
51no minor injuries
10no vehicles hit by trains
19
20. Risk at the road-rail interface
In the 10 years to March 2014 there were
97 fatalities at level crossings excluding
suicides
In the same period an additional
256 people committed suicide at level
crossings
20
21. Risk at the road-rail interface
In the 10 years to March 2014 there were
123 collisions between trains and road
vehicles
In financial year 2012/13 there were 424
reported incidents
21
22. Risk at the road-rail interface
Don’t forget the train driver
Statistics for 2013/14 show 15no cases
of shock and trauma mainly affecting
train drivers following accidents
22
23. Risk at the road-rail interface
Near misses per year
Around 35 with road vehicles
Around 70 with pedestrians and cyclists
23
24. Risk at the road-rail interface
Near misses by time of day
Accidents and reported near misses with road vehicles
tend to peak in the late morning and early afternoon.
Accidents and near misses with pedestrians most
often occur a little later in the day, although the peak
hour for pedestrian fatalities over the past ten years
has been between 10:00 and 11:00.
24
25. Risk at the road-rail interface
Near misses by time of day
Accidents and reported near misses tend
to occur at broadly similar times of the
day.
However………
25
26. Risk at the road-rail interface
Near misses by time of day
The main exception to this is that a higher proportion of
pedestrian/cyclist fatalities occurs in the late evening (21:00
to 01:00) than would be anticipated from near miss
reporting.
One explanation is that many near misses go unseen (and
therefore unreported) during hours of darkness.
There may also be an effect from alcohol affecting people’s
ability to observe and get clear of approaching trains.
26
27. Review in to level crossings
The Law Commission for England and
Wales together with the Scottish Law
Commission has reviewed existing level
crossing legislation
The final report was published on 25
September 2013, together with an
analysis of the responses and a draft Bill
27
28. Review into level crossings
On publication of the Law Commission
report, Ian Prosser, ORR's Director of
Railway Safety said
“…we have announced millions of pounds'
worth of extra funds to close or upgrade
level crossings over the next five years... "
28
30. BS5489-1 2013
Contains limited guidance on lighting near level
crossings
7.8.3 Lighting in the vicinity of railways
It is also essential, when designing the location of
lighting columns adjacent to railways, that any likely
foreseeable collision with a lighting column by road
traffic does not then lead to a hazard on the railway by
the lighting column falling onto the railway.
30
31. BS5489-1 2013
NOTE 2 Further information, related in particular to
level crossings, can be found in Part 2, Section E of the
HSE publication Railway safety principles and
guidance.
31
32. PLG 02 The Application of Conflict
Areas on the Highway
Definition of a conflict area:
Conflict areas are typically junctions, intersections,
roundabouts and pedestrian crossings, where
significant streams of motorised traffic intersect with
each other, or, with other road users such as
pedestrians and cyclists.
32
33. PLG 02 The Application of Conflict
Areas on the Highway
Contains no guidance on level crossings
Should there be guidance in PLG02?
Should there be guidance for lighting of the approach?
33
34. Rail Safety Principles and Guidance
Part 2 Section E Guidance on level crossings
29 Where trains run after dark, illumination of the
crossing may be provided to ensure its safe operation.
If the road approaches to a crossing are lit, the
crossing should be illuminated to at least the same
standard. Any lighting should not cause glare to either
road users or train drivers, interfere with the visibility of
railway signals nor cause avoidable annoyance to local
householders.
34
35. Rail Safety Principles and Guidance
Part 2 Section E Guidance on level crossings
30 At crossings which are locally monitored by the driver of
the approaching train, additional lighting may be necessary
to enable the train driver to see that the crossing is
unobstructed from the point at which the driver may have to
brake the train.
35
38. NR/L2/SIG/30017 Module H
General Requirements
A crossing where safe operation relies on the train
driver seeing that the crossing is clear, and which is
used by road vehicles shall be illuminated if trains run
after dark.
Any light source that adversely affects the operation of
a CCTV camera shall not be used within the field of
view of a CCTV system.
38
39. NR/L2/SIG/30017 Module H
General Requirements
Lighting shall not cause significant levels of glare to road
users, train drivers or signallers and others operating the
crossing.
Lighting shall not interfere with the visibility of signals or the
train driver’s ability to distinguish the signal aspects
displayed. Consideration shall be given to the need to prevent
avoidable annoyance from lighting to local residents.
39
40. NR/L2/SIG/30017 Module H
General Requirements
If the road approaches to a crossing are illuminated,
the crossing shall be illuminated to at least the same
standard.
40
41. NR/L2/SIG/30017 Module H Lighting Standards
41
Measurement at Usable Area of
Level Crossing at a height of 1m
from ground level
Network Rail Requirements in
Accordance with
NR/L2/SIG/30017/H
Horizontal illuminance at a height 1m from
ground level
Minimum illuminance – 20 lux
Uniformity (min/ave) – 0.4
Diversity (min/max) – 0.2
Illuminance for observer CCTV camera Minimum illuminance – 4 lux
Uniformity (min/ave) – 0.2
Diversity (min/max) – 0.15
Illuminance for observer from signal box Minimum illuminance – 4 lux
Uniformity (min/ave) – 0.2
Diversity (min/max) – 0.1
42. NR/L2/SIG/30017 Module H
General Requirement of
If the road approaches to a crossing are illuminated,
the crossing shall be illuminated to at least the same
standard.
Can cause complications………….but why?
42
43. NR/L2/SIG/30017 Module H Lighting Standards
43
Measurement at Usable Area of
Level Crossing at a height of 1m
from ground level
Network Rail Requirements in
Accordance with
NR/L2/SIG/30017/H
Horizontal illuminance at a height 1m from
ground level
Minimum illuminance – 20 lux
Uniformity (min/ave) – 0.4
Diversity (min/max) – 0.2
Illuminance for observer CCTV camera Minimum illuminance – 4 lux
Uniformity (min/ave) – 0.2
Diversity (min/max) – 0.15
Illuminance for observer from signal box Minimum illuminance – 4 lux
Uniformity (min/ave) – 0.2
Diversity (min/max) – 0.1
44. Illuminance in the horizontal plane
Lighting shall provide a maintained illuminance of not
less than 20 lux, measured over the usable area of the
crossing in the horizontal plane at a height of 1.0 m
above ground level, with the following uniformity ratios:
a) ratio of minimum illuminance to average illuminance
greater than 0.4, and
b) ratio of minimum illuminance to maximum
illuminance greater than 0.2.
44
45. Comparison of Highway and Rail
standards
Highway lighting calculations are at ground level
Rail lighting calculations are at 1m above ground level
Highway lighting calculations have strict grid spacing
criteria
Rail lighting calculations don’t have any grid spacing
criteria
45
46. Comparison of Highway and Rail
standards
Is the approach road lit to a current
P class
M class
C class
or a previous lighting standard?
Has the immediate approach to the level crossing been
treated as a conflict area?
46
47. Comparison of Highway and Rail
standards
What maintenance factors are applied to the luminaires?
There are defined ways of calculating this for highway
lighting, what about rail?
47
48. Comparison of Highway and Rail
standards
The time between Grip 4 and installation can be considerable
Many councils are rolling out lighting modernisation projects
The approach road could be re-lit between Grip 4 and installation
Therefore
48
49. Comparison of Highway and Rail
standards
It is recommended that the highway authority is
consulted to ascertain the lighting standard on the
adjacent highway and to understand the implications of
any planned works
49
50. Grip 4 Outline Design
Form A
Would usually contain information on:
Survey on the existing lighting (level crossing and
highway)
Lighting design proposal
Electrical design proposal
50
51. Grip 4 Outline Design
Network Rail will undertake:
Document Review
Inter Disciplinary Check
51
52. Grip 5 Detailed Design
Form B
Would typically contain information on:
• Standards applied
• Overview of the type of crossing and location
• Survey findings of existing apparatus inc
o electrical supply, loads, cable routes etc
• Design methodology for lighting and electrical
• Bill of Quantities
52
53. Grip 5 Detailed Design
Appendices covering:
• Site drawings
• CDM risk register
• Lighting calculations
• Electrical calculations
• Apparatus information, data sheets etc.
• Form A Document Review Notice comments
o Ensure comments have been addressed
• Inter Disciplinary Check certificate
o Ensure relevant comments have been considered and addressed
53
55. Approved Materials v Innovation
Network Rail have lists of approved materials
However innovations in LED’s is moving quickly
Network Rail are open to suggestions for innovation
Early consultation with the Network Rail Project
Engineer essential
Consult at Grip 4
55
57. Benefits of LED Luminaires
Instant switch on to full power
Reduced outages
Reduced energy consumption and therefore cable sizes
Reduced planned and reactive maintenance
Tailoring of the colour rendering / appearance
Reduced spill light
Reduced glare
57
58. Good Lighting Design
All the benefits of innovation will only be achieved if
good lighting design practices are applied at all stages
on each and every project
58