The document introduces the MAAT Project, which aims to develop a zero-emission, low-cost aerial transport solution using an innovative cruiser/feeder airship system. The system would consist of a high-altitude cruiser called PTAH, short-range feeder airships called ATEN, and new vertical airport hubs called AHA. The project seeks to design efficient airship architectures and propulsion systems to allow long-distance, autonomous travel while minimizing environmental impacts.
Today, railway operations in several parts of the world and in Europe in particular require a constant and increasingly intense flow of trains on busy routes. By allowing a reduction of headways between trains, signalling systems play a major role in increasing capacity on railway networks, as more trains can run on the same track. Whilst the primary objective behind its creation was to ensure interoperability in Europe, ERTMS also offers considerable benefits in terms of infrastructure capacity, which explain its increasing success outside Europe.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
ERTMS Fact Sheet 14 - ERTMS deployment in the UKUNIFE2012
Although geographically distant from Central Europe’s freight hubs, the UK is gradually launching major ERTMS investments as part of an ambitious program to revitalise national railway traffic. In a country with a long history of conventional signalling systems and train operations, the introduction of a major re-signalling program raises some exciting challenges. Whilst ERTMS Level 2 first entered into
service in March 2011 on the Cambrian line, railway authorities are now pushing for a larger deployment scheme, which would allow to increase capacity and performance on Britain’s railway lines and contribute to economic growth.
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
ERTMS Fact Sheet 9 - A unique signalling system for EuropeUNIFE2012
THE LONG JOURNEY TO AN INTEROPERABLE RAILWAY SYSTEM
As early as the 1990s, the European Rail Industry, with the backing of the EU Institutions, embarked into the creation of a common signalling system for Europe. Over time, ERTMS emerged as one of the most successful European industrial projects and is now on its way to making rail transport a more competitive transport mode.
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 15 - International freight corridors equipped with ERTMSUNIFE2012
Still today, the co-existence of more than twenty signalling systems in Europe is a major obstacle to railways’ competitiveness. Trains need to be equipped with several on-board systems to cross borders; drivers need to be trained to use these systems; sometimes trains have even to be changed at the border. The emergence of ERTMS as a unique European signalling standard therefore offers the potential to considerably increase railways competitiveness along international freight Corridors.However, the business case brought by ERTMS will greatly depend on the speed of its deployment on the trackside, and on the will of the EU Member States to make the necessary investments as soon as possible.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
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 11 - Rail freight on the right tracksUNIFE2012
Today, cross-border operations account for a major share of rail freight operators’ activities. ERTMS, the European Rail Traffic Management System, facilitates cross-border movements whilst enhancing the reliability, quality and competitiveness of rail freight services in Europe. Investing in ERTMS today is a rational choice for freight operators that takes into account the evolution of the European rail network. It provides them with the guarantee of using a reliable high performance signalling system in the long term as the current legacy systems are being replaced by the common ERTMS standard.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
Today, railway operations in several parts of the world and in Europe in particular require a constant and increasingly intense flow of trains on busy routes. By allowing a reduction of headways between trains, signalling systems play a major role in increasing capacity on railway networks, as more trains can run on the same track. Whilst the primary objective behind its creation was to ensure interoperability in Europe, ERTMS also offers considerable benefits in terms of infrastructure capacity, which explain its increasing success outside Europe.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
ERTMS Fact Sheet 14 - ERTMS deployment in the UKUNIFE2012
Although geographically distant from Central Europe’s freight hubs, the UK is gradually launching major ERTMS investments as part of an ambitious program to revitalise national railway traffic. In a country with a long history of conventional signalling systems and train operations, the introduction of a major re-signalling program raises some exciting challenges. Whilst ERTMS Level 2 first entered into
service in March 2011 on the Cambrian line, railway authorities are now pushing for a larger deployment scheme, which would allow to increase capacity and performance on Britain’s railway lines and contribute to economic growth.
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
ERTMS Fact Sheet 9 - A unique signalling system for EuropeUNIFE2012
THE LONG JOURNEY TO AN INTEROPERABLE RAILWAY SYSTEM
As early as the 1990s, the European Rail Industry, with the backing of the EU Institutions, embarked into the creation of a common signalling system for Europe. Over time, ERTMS emerged as one of the most successful European industrial projects and is now on its way to making rail transport a more competitive transport mode.
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 15 - International freight corridors equipped with ERTMSUNIFE2012
Still today, the co-existence of more than twenty signalling systems in Europe is a major obstacle to railways’ competitiveness. Trains need to be equipped with several on-board systems to cross borders; drivers need to be trained to use these systems; sometimes trains have even to be changed at the border. The emergence of ERTMS as a unique European signalling standard therefore offers the potential to considerably increase railways competitiveness along international freight Corridors.However, the business case brought by ERTMS will greatly depend on the speed of its deployment on the trackside, and on the will of the EU Member States to make the necessary investments as soon as possible.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
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 11 - Rail freight on the right tracksUNIFE2012
Today, cross-border operations account for a major share of rail freight operators’ activities. ERTMS, the European Rail Traffic Management System, facilitates cross-border movements whilst enhancing the reliability, quality and competitiveness of rail freight services in Europe. Investing in ERTMS today is a rational choice for freight operators that takes into account the evolution of the European rail network. It provides them with the guarantee of using a reliable high performance signalling system in the long term as the current legacy systems are being replaced by the common ERTMS standard.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
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
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
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 6 - ERTMS deployment in SwitzerlandUNIFE2012
INCREASING CAPACITY WITH ERTMS
Although not a member of the European Union, Switzerland with a considerable number of freight hubs and busy routes has nonetheless launched an ambitious ERTMS investment plan, as an integral part of its “Bahn 2000” Programme. In a country located at the heart of the European railway network, ERTMS has significantly helped to increase traffic capacity. With a large number of suppliers involved, and the highest number of vehicles equipped with ERTMS in operation in the world, Switzerland is now reaping the benefits of ERTMS at full speed – and plans to expand its use into the whole railway network.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
ERTMS Fact Sheet 12 - ERTMS deployment in Belgium & The NetherlandsUNIFE2012
Belgium and the Netherlands are two countries with a long-standing railway tradition, but which also invested massively to develop a modern High-speed rail network in recent years. In both countries, High Speed has by definition a
European dimension, as lines connect Amsterdam and Brussels to London, Paris
or Cologne. It also comes with a specific challenge – cross-border traffic – in which ERTMS can play a major role. It therefore does not come as a surprise that Belgium and the Netherlands were the first ones to achieve a High-speed ERTMS Level 2 cross-border connection in revenue service since the end of 2009.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
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
Bringing HSR a step closer: Building a Railway for the 21st CenturyScott Martin, CMILT
This paper explores an incremental approach to providing a Medium Speed Rail (MSR) network with trains operating up to 200km/h. This will allow progressive enhancements toward a HSR solution rather than the currently recommended ‘big bang’ approach. The paper identifies changes required to produce a healthy intercity rail network to complement a successful HSR network using the Sydney-Canberra corridor as a case study.
CBTC Communications Based Train Control conference March 12th 2014 James Nesbitt
Transport industry leaders create a common voice on critical Communications Based Train Control challenges and solutions on March12th 2014 in London. Addressing implementation, cost and maintenance, risk assessments and interoperability challenges from an engineering, technical and strategic planning perspective, you wont want to miss this highly informative networking opportunity
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
CBTC fitting strategies and challenges for maintenance vehiclesSYSTRA
The global deployment of CBTC technology in mass transit transportation system is slowly but surely stepping into the infrastructure maintenance vehicles operation, raising the question about the automation level required for these specific rolling stock vehicles.
Depending on the chosen automation levels, the effort level required to overcome the technical challenges requires proper assessment. Undertaking a multi-disciplinary criteria approach analysis with the right level of expertise at the early stages of the project will ensure that the investments will adequately meet the needs of the end users.
Vehicular Ad hoc Network (VANET) is one of the emerging research areas in the mobile computing field which is considered as future technology and promising topic in computer science and computer networks. Which provides road safety, updated traffic information, and infotainment. VANET consists of a large number of vehicles moving in high speeds while broadcasting important information like safety and control information which must be sent with high priority. Crowded networks like VANET having many vehicles competing to reserve the channel to send critical information which may lead to high collision scenarios, and therefore, there must be a protocol to send this kind of information with high reliability, low data loss and with no collision. In this research a collision-free protocol will be proposed to manage the channel access among competing vehicles to eliminate the collisions which occur rapidly in VANET especially in dense situations, the proposed protocol hereinafter will be called (I-MAC) protocol expected to enhance the channel performance, achieve load balancing, fairness, and decrease message loss and enhance reliability, The evaluation criteria will examine the channel throughput, message delay, and message loss; the results show that the overall channel performance with regard to collision and packet loss ratio is improved.
Electronic communication that I produced that targeted new rail clients and showcased Arup's rail services and where it added value. My emphasis was on strong visuals and simple copy. The communication was well received internally and externally. Subsequently it has been translated into Russian and a hard copy version has been produced.
improvement of thrust force ripple in ultra high speed trainvaibyfrndz
maglev train runs upt0 300 km/hrs bt ultra high train can run upto 70km/hr but at this state ripple factor is produced in order to remove that ripple mpss method is used
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
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
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 6 - ERTMS deployment in SwitzerlandUNIFE2012
INCREASING CAPACITY WITH ERTMS
Although not a member of the European Union, Switzerland with a considerable number of freight hubs and busy routes has nonetheless launched an ambitious ERTMS investment plan, as an integral part of its “Bahn 2000” Programme. In a country located at the heart of the European railway network, ERTMS has significantly helped to increase traffic capacity. With a large number of suppliers involved, and the highest number of vehicles equipped with ERTMS in operation in the world, Switzerland is now reaping the benefits of ERTMS at full speed – and plans to expand its use into the whole railway network.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
ERTMS Fact Sheet 12 - ERTMS deployment in Belgium & The NetherlandsUNIFE2012
Belgium and the Netherlands are two countries with a long-standing railway tradition, but which also invested massively to develop a modern High-speed rail network in recent years. In both countries, High Speed has by definition a
European dimension, as lines connect Amsterdam and Brussels to London, Paris
or Cologne. It also comes with a specific challenge – cross-border traffic – in which ERTMS can play a major role. It therefore does not come as a surprise that Belgium and the Netherlands were the first ones to achieve a High-speed ERTMS Level 2 cross-border connection in revenue service since the end of 2009.
Source: http://www.ertms.net/ertms/ertms-in-brief.aspx
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
Bringing HSR a step closer: Building a Railway for the 21st CenturyScott Martin, CMILT
This paper explores an incremental approach to providing a Medium Speed Rail (MSR) network with trains operating up to 200km/h. This will allow progressive enhancements toward a HSR solution rather than the currently recommended ‘big bang’ approach. The paper identifies changes required to produce a healthy intercity rail network to complement a successful HSR network using the Sydney-Canberra corridor as a case study.
CBTC Communications Based Train Control conference March 12th 2014 James Nesbitt
Transport industry leaders create a common voice on critical Communications Based Train Control challenges and solutions on March12th 2014 in London. Addressing implementation, cost and maintenance, risk assessments and interoperability challenges from an engineering, technical and strategic planning perspective, you wont want to miss this highly informative networking opportunity
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
CBTC fitting strategies and challenges for maintenance vehiclesSYSTRA
The global deployment of CBTC technology in mass transit transportation system is slowly but surely stepping into the infrastructure maintenance vehicles operation, raising the question about the automation level required for these specific rolling stock vehicles.
Depending on the chosen automation levels, the effort level required to overcome the technical challenges requires proper assessment. Undertaking a multi-disciplinary criteria approach analysis with the right level of expertise at the early stages of the project will ensure that the investments will adequately meet the needs of the end users.
Vehicular Ad hoc Network (VANET) is one of the emerging research areas in the mobile computing field which is considered as future technology and promising topic in computer science and computer networks. Which provides road safety, updated traffic information, and infotainment. VANET consists of a large number of vehicles moving in high speeds while broadcasting important information like safety and control information which must be sent with high priority. Crowded networks like VANET having many vehicles competing to reserve the channel to send critical information which may lead to high collision scenarios, and therefore, there must be a protocol to send this kind of information with high reliability, low data loss and with no collision. In this research a collision-free protocol will be proposed to manage the channel access among competing vehicles to eliminate the collisions which occur rapidly in VANET especially in dense situations, the proposed protocol hereinafter will be called (I-MAC) protocol expected to enhance the channel performance, achieve load balancing, fairness, and decrease message loss and enhance reliability, The evaluation criteria will examine the channel throughput, message delay, and message loss; the results show that the overall channel performance with regard to collision and packet loss ratio is improved.
Electronic communication that I produced that targeted new rail clients and showcased Arup's rail services and where it added value. My emphasis was on strong visuals and simple copy. The communication was well received internally and externally. Subsequently it has been translated into Russian and a hard copy version has been produced.
improvement of thrust force ripple in ultra high speed trainvaibyfrndz
maglev train runs upt0 300 km/hrs bt ultra high train can run upto 70km/hr but at this state ripple factor is produced in order to remove that ripple mpss method is used
Brief Description regarding magnetic levitation or magnetic suspension.It is a method by which an object is suspended with no support other than magnetic fields.
Innovation and Advanced Technology - High Speed Train – Hitachi Brasil LtdaSistema FIEB
Presented during the XIV Brazil-Japan Joint Economic Committee Meeting, that took place in the city of Salvador, in Brazil, during august 9th and 10th of 2011.
Maglev train presented by santosh ku jena BPUT kit
MAGLEV TRAIN:-
1.INTRODUCTION :-
1. MAGNETIC LEVITATION (MagLev) By SANTOSH KU JENA i (MECH 7th sem)
2. What is MagLev?MagLev Technology; -introduction about it.
3. What is magnet? Its simply object produce magnetic field,
4. Basic principal Of Maglev are- - -Levitation Track -Propulsion system-lateral guidance
5. Levitation system:- Which is keeping the train suspended against the gravity by the force of the magnetic field
6.propulsion system:- The propulsion coils located on the sidewalls on both sides of the guideway are energized by a 3 –phase alternating current from a subststion ,creating magnetic field on the guide way.
The on boad superconducting magnets are attracted and pushed by the shifting field,propelling the maglev vechicle.
7.lateral guidance system:- Refers to the sideward forces that are required to make the vehicle follow the guideway.
Keep the train in the center due to the magnetic force.
8.Types of maglev technology:-EMS&EDS
9.EMS:- Electromagnetic suspension:
Uses attractive magnetic force of a magnet.
2.EDS:-Electrodynamic suspension:
Uses repulsive force between 2 magnetic fields
10.About EMS
11.ABOU EDS
12.Power and energy usage –energ yof maglev train accelerate the train.
13 when the alternating current is reversed ,the train brakes.
14.gap sensor:-the attractive force is control by gapsensor.
15. MagLev “Guideways” or Tracks Track repels magnets on undercarriage of train, sending the train forward.
16.Train levitates between 1 and 10 cm above guideway.
17.latest project about india :- pune –mumbai indian ministry is currently the process reviewing a proposal to start a maglev train system in india .it has also has been estimate the cost to complete this process would over billion core .the company who sent thepropasals is a company based in the united kingdom .
18.advatages:-don’t have engine ,no fossile ..etc
19.disadvatages :-safety issues.
20.latest platform
21. latest maglev train….
22.compaire between metro & conventional.
23.thanku every one
International Journal of Computational Engineering Research (IJCER) ijceronline
International Journal of Computational Engineering Research(IJCER) is an intentional online Journal in English monthly publishing journal. This Journal publish original research work that contributes significantly to further the scientific knowledge in engineering and Technology
Overview of the FlexPlan project. Focus on EU regulatory analysis and TSO-DSO...Leonardo ENERGY
Webinar recording at https://youtu.be/4s2GGlu-ylc
The FlexPlan project (https://flexplan-project.eu/) aims at establishing a new grid planning methodology making use of storage and flexible loads as an alternative to the build-up of new grid elements. After introducing the project, the webinar will focus on pan-European grid planning regulation and present practices of TSOs and DSOs.
Multicast routing protocol for advanced vehicular ad hoc networksTELKOMNIKA JOURNAL
Transport sector has great impact on our daily life. Despite the huge number of vehicular models, driving process still faces many challenges due to the lack information about the roads and the surrounding sudden events, which can result in high number of accidents globally and especially in Saudi Arabia. A new technology, vehicular ad hoc networks (VANETs), has emerged to support Intelligent Transport System (ITS) and to offer advanced solutions for drivers to avoid different hazard events that occur on the road. In this paper, we discuss the multicast and broadcast communications in VANETs, Quality of Sevice (QoS) awaregroup addressing/managing solutions to VANETs which help inclassifying different application that explore and design a new cross-layer framework, aware of high mobility and efficiency.
Since the photonic layer is the cheapest on a per-bit, per-function basis, and since
the key imperative before operator's today is to bridge the yawning gap between
exponentially increasing data traffic on the one-hand, and flat-to-declining revenues
on the other, a tighter coupling between the packet and optical layers to derive
operational, management, and deployment efficiencies, has...
GDG Cloud Southlake #33: Boule & Rebala: Effective AppSec in SDLC using Deplo...James Anderson
Effective Application Security in Software Delivery lifecycle using Deployment Firewall and DBOM
The modern software delivery process (or the CI/CD process) includes many tools, distributed teams, open-source code, and cloud platforms. Constant focus on speed to release software to market, along with the traditional slow and manual security checks has caused gaps in continuous security as an important piece in the software supply chain. Today organizations feel more susceptible to external and internal cyber threats due to the vast attack surface in their applications supply chain and the lack of end-to-end governance and risk management.
The software team must secure its software delivery process to avoid vulnerability and security breaches. This needs to be achieved with existing tool chains and without extensive rework of the delivery processes. This talk will present strategies and techniques for providing visibility into the true risk of the existing vulnerabilities, preventing the introduction of security issues in the software, resolving vulnerabilities in production environments quickly, and capturing the deployment bill of materials (DBOM).
Speakers:
Bob Boule
Robert Boule is a technology enthusiast with PASSION for technology and making things work along with a knack for helping others understand how things work. He comes with around 20 years of solution engineering experience in application security, software continuous delivery, and SaaS platforms. He is known for his dynamic presentations in CI/CD and application security integrated in software delivery lifecycle.
Gopinath Rebala
Gopinath Rebala is the CTO of OpsMx, where he has overall responsibility for the machine learning and data processing architectures for Secure Software Delivery. Gopi also has a strong connection with our customers, leading design and architecture for strategic implementations. Gopi is a frequent speaker and well-known leader in continuous delivery and integrating security into software delivery.
Slack (or Teams) Automation for Bonterra Impact Management (fka Social Soluti...Jeffrey Haguewood
Sidekick Solutions uses Bonterra Impact Management (fka Social Solutions Apricot) and automation solutions to integrate data for business workflows.
We believe integration and automation are essential to user experience and the promise of efficient work through technology. Automation is the critical ingredient to realizing that full vision. We develop integration products and services for Bonterra Case Management software to support the deployment of automations for a variety of use cases.
This video focuses on the notifications, alerts, and approval requests using Slack for Bonterra Impact Management. The solutions covered in this webinar can also be deployed for Microsoft Teams.
Interested in deploying notification automations for Bonterra Impact Management? Contact us at sales@sidekicksolutionsllc.com to discuss next steps.
LF Energy Webinar: Electrical Grid Modelling and Simulation Through PowSyBl -...DanBrown980551
Do you want to learn how to model and simulate an electrical network from scratch in under an hour?
Then welcome to this PowSyBl workshop, hosted by Rte, the French Transmission System Operator (TSO)!
During the webinar, you will discover the PowSyBl ecosystem as well as handle and study an electrical network through an interactive Python notebook.
PowSyBl is an open source project hosted by LF Energy, which offers a comprehensive set of features for electrical grid modelling and simulation. Among other advanced features, PowSyBl provides:
- A fully editable and extendable library for grid component modelling;
- Visualization tools to display your network;
- Grid simulation tools, such as power flows, security analyses (with or without remedial actions) and sensitivity analyses;
The framework is mostly written in Java, with a Python binding so that Python developers can access PowSyBl functionalities as well.
What you will learn during the webinar:
- For beginners: discover PowSyBl's functionalities through a quick general presentation and the notebook, without needing any expert coding skills;
- For advanced developers: master the skills to efficiently apply PowSyBl functionalities to your real-world scenarios.
Securing your Kubernetes cluster_ a step-by-step guide to success !KatiaHIMEUR1
Today, after several years of existence, an extremely active community and an ultra-dynamic ecosystem, Kubernetes has established itself as the de facto standard in container orchestration. Thanks to a wide range of managed services, it has never been so easy to set up a ready-to-use Kubernetes cluster.
However, this ease of use means that the subject of security in Kubernetes is often left for later, or even neglected. This exposes companies to significant risks.
In this talk, I'll show you step-by-step how to secure your Kubernetes cluster for greater peace of mind and reliability.
Key Trends Shaping the Future of Infrastructure.pdfCheryl Hung
Keynote at DIGIT West Expo, Glasgow on 29 May 2024.
Cheryl Hung, ochery.com
Sr Director, Infrastructure Ecosystem, Arm.
The key trends across hardware, cloud and open-source; exploring how these areas are likely to mature and develop over the short and long-term, and then considering how organisations can position themselves to adapt and thrive.
Neuro-symbolic is not enough, we need neuro-*semantic*Frank van Harmelen
Neuro-symbolic (NeSy) AI is on the rise. However, simply machine learning on just any symbolic structure is not sufficient to really harvest the gains of NeSy. These will only be gained when the symbolic structures have an actual semantics. I give an operational definition of semantics as “predictable inference”.
All of this illustrated with link prediction over knowledge graphs, but the argument is general.
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Accelerate your Kubernetes clusters with Varnish Caching
Maat general presentation
1. The MAAT Project
Multibody Advanced Airship
for Transport
General Introduction
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012
2. The Consortium
2
Project Leader:
Università degli Studi di Modena Universidade da Beira Interior
e Reggio Emilia
The University of Hertfordshire LogisticNetwork Consultants GmbH
Higher Education
Southern Federal University Politecnico di Torino
Engys Ltd. University of Lincoln
Alma Mater Sudiorum – Aero Sekur S.p.A.
Università
di Bologna
eDL S.A. Vrije Universiteit Brussel
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012
3. The Consortium - Roles
3
Project Leader:
Coordination & Overall Energy and Propulsive
System Design Systems
Flight Mechanics and PV Dissemination and Logistics
Coverage
Controls and Telecommunications Energy and Propulsive Systems
CFDs Flight Mechanics Energy and Propulsive Systems
Overall System Design Cabins, Cargos and Transfer
Systems
Cabins, Cargo and Transfer Systems Cruiser/Feeder Docking and Joints
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012
4. Current Situation in Transport
4
Today, Transport of people and freight
is characterized by critical conditions such as …
• the emission of green house gasses,
• the consumption of fossile fuels,
• increasing transport costs related to fuel prices and to costs for
environmental impacts,
• high costs for the construction and maintenance of transport routes (train,
motorways, airports),
• Additionally, classic transport systems are facing an increasing number of
people wishing to travel.
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1
5. Current Situation in Transport
5
… these aspects inevitably result in:
Therefore, a new mode of transport -
• Traffic congestion,
both economically and ecologically
attractive - is necessary.
• Large consumption of soil for new
infrastructure-related projects,
• Noise pollution (cars, trains, aircraft),
• Increasing costs, Multibody Advanced
Airship for Transport
• Increasing emissions of greenhouse
One answer to the manyfold problems
gasses.
modern society faces is the MAAT
Project.
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1
6. What is MAAT? Key features
MAAT is a … 6
• … zero emission,
• … low cost,
• … high capacity and
• … flexible aerial transport solution
conceptualized as a cruiser/feeder system for
• … long and
• … middle range distances.
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1
7. How is MAAT composed?
7
The MAAT system is composed by three modules:
• PTAH (Photovoltaic Transport Airship for High-altitudes) is a heavy
payload and high quote cruiser which remains airborne on stable
routes;
• ATEN (Air Transport Efficient Network feeder) is a VTOL feeder
airship by gas buoyancy linking the cruiser to the ground;
• AHA (Airship Hub Airport) is a new concept of low cost vertical airport
hub joinable by ATEN, easy to build both in towns and in logistic
centres.
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012
8. The Cruiser/Feeder System
8
Feeder: ATENs
(Aerial Transport Elevator Network) Number of passengers:
approx. 300
Capable of landing in urban,
densly populated areas.
Although limited in speed, the
"airborne" exchange of
passengers and goods via the
Cruiser: PTAH (Photovoltaic Transport feeders allow reduced
Aerial High Altitude System) transport times.
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012
9. Airship Hub Airport (AHA)
9
Layout of an AHA:
Examples of an Airship
Hub Airport (AHA).
No soil consumption is
necessary, as already
AHA existing facilities can be
building used (landing on
skyscrapers, railway
stations etc.).
Moving times for
passengers will be
reduced.
VTOL ground operations (Vertical take-off and landing).
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012
10. What is the MAAT-Project aiming at
in scientific terms?
10
1. Identify and design the most 2. Design the best type of 3. Minimizing
functional cruiser/ airship propulsion both for cruiser and environmental impacts by
architectures based on a discoid feeder so they can contribute annulling fossil fuels energy
innovative airship able to remain together to the propulsion of an consumption as both cruiser
airborne for long periods of time innovative modular airship. and feeder are energetically
and to travel great distances. autonomous.
4. Design the best procedure of 5. Study the different
docking operations in order to possible ways of
obtain the minimum disruption to approaching and joining
passengers and the maximum between ATEN and PTAH,
safety for themselves and for and consequently the release
goods. of ATEN from PTAH.
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012
11. Alternative Configurations
11
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012
12. How will MAAT perform?
12
The cruiser constantly
remains in the
stratosphere (15 km
height), only the feeders
reach the earth's
surface.
Exchange of feeders
between 2 cruisers take
place in motion!
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012
13. 13
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012
14. New transport networks
14
MAAT allows for new chains of transport
The exchange of
passengers and cargo
in the stratosphere
allows new concepts of
transport.
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012
15. The interchange area of
the two cruisers is the
closest point of two
Cruiser Loop I loops.
Example:
How will MAAT Here, the passengers
and cargo can
perform?
exchange.
Finally, the Cruiser loop
Two single Cruiser loops with
will start all over again
each Cruiser: each Cruiser has Cruiser Loop II
its own path and one Feeder-
Docking-Station
At the respective breakpoints two
Feeders associate with passengers
and cargo, which start simul-
taneously, on the one hand towards
the ground and the other hand from
the Cruiser toward the ground Cruiser
Feeder (AHA)
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1
16. Comparison with Traditional Aircrafts
16
Comparison with traditional aircrafts
Aircraft name B747-8 B777-300 A340 A380 MAAT Units
Selling price 317 284 275 375 400 mln. USD
Passengers 467 365 380 525 510 Number
Empty weight (no fuel) 186 168 246 277 500 Ton.
Max range 14.8 14.7 14.4 15.2 20000 km*103
Service ceiling 13.7 13 12.5 13 16 km.
Max fuel capacity 64.2 47.9 43.1 85.5 0 US gal*103
Fuel price 4 4 4 4 0 USD/US gal
Fuel consumption for 1 km 15.6 11.7 10.8 20.2 0 l/km
Average cost for km 16.5 12.4 11.4 21.4 0 USD/km
Average cost for passenger and km 3.71 3.57 3.16 4.28 0 10-2 USD/(pass* km)
Other costs 3.5 3.5 3.5 3.5 4 10-2 USD/(pass*km)
Total costs 7.21 7.07 6.67 7.78 4 10-2 USD/(pass* km)
Lifetime 50 50 50 50 100 Hours*103
Annual cost 74 56 55 90 24 mln. USD
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012
17. Operative Conditions of MAAT
17
Dimension of Cruiser: 70 m height, diameter 350m
Speed: approx. 200 km/h in calm air
Altitudes: 13 - 17 km
Annual Costs: 24 million US $ (estimated)
Lifetime: 10 Years (estimated)
Maximum Range: 20 million km
Empty Weight: 500 tons
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012
18. Comparison with other
Means of Transport - Speed
18
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012
19. Comparison with other
Means of Transport - Fuel Consumption
19
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012
20. Energy Requirements
and Environmental Impact
20
The most significant advantage of the
MAAT system is that it is energetically
self-sufficient.
Daytime: the photovoltaic system
produces hydrogen and oxygen.
Night: hydrogen based fuel cells supply
the needed electric energy.
If properly sized, the energy system
allows for a practically 24/7-operation.
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012
21. The Strengths of the
MAAT Concept at a Glance
21
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012
22. Intended Demonstration of MAAT
22
1:10 scale model of Feeder
will bebuilt for demonstration purposes.
Targets:
• Testing of long endurance
• Testing of Docking/
undocking operations
• Testing of Materials
• Testing of Control
Systems
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012
23. Time Schedule
August 2012: August 2014: 23
- preliminary mathematical models Demonstration
- energetic system evaluation of Feeder
- preliminary design of cruiser/feeder Prototype.
propulsion system Project End.
- preliminary analysis of cruiser/feeder
engagement/disengagement
Feb. 2013:
Preliminary design of:
- telecommunications
September 2012: - position control systems
Project Start - control system hardware
Detailed studies of:
- safety systems
- design of pressurization system
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012
24. The Work Package Structure
24
WP2
Overall
System
WP 9
Dissemi- Design
WP3
nation Flight
of MAAT Mechanics
Results
WP 8 WP4
Concept WP1 Energy and
Testing and Project Management Propulsive
Demon- and Coordination Systems
stration
WP 7 WP5
Cabins, Controls
Cargos and and
WP6
Transfer Cruiser/ Telecommu-
Systems Feeder nications
Docking
and
Joints
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012
25. Contact
A
project
within
the
Seventh
Programme
„MAAT
–
Prof.
Antonio
Dumas
MulDbody
Advanced
Airship
for
Transport“
Università
degli
Studi
di
Modena
e
Reggio
Emilia
Theme
[AAT.2011.6.3.-‐1
AAT.2011.6.2.-‐1],
GA
antonio.dumas@unimore.it
285602,
co-‐funded
by
the
European
Union.
www.eumaat.info
25
MAAT – Multibody Advanced Airship for Transport Project ID 285602 / FP7-AAT-2011-RTD-1 16/07/2012