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Chapter 2. Concepts for Safe Railway Operation and Control Intermittent ATP: In intermittent ATP systems, the track-to-train communication is only established on certain points. Possible safety-functions of an intermittent ATP [67, p. 95] are: automatic warning braking curve supervision train stop warning on approach to a stop-point or on approach to other active limits guarantees that a stop-point is not overpassed at all or only at a certain distance ensures that the train stops after an overpassed stop signal An example for an intermittent ATP is the German punktförmige Zugbeeinflussung (PZB) [68, pp. 71-77], which is also used in several other countries. The disadvantage of such system is that new limits can be only submitted to the train at certain points of the track. For example, a train-stop can not be triggered between two submission points. The benefits are the low investment and maintenance costs on the infrastructure side. Continuous ATP: In continuous ATP systems, the train-to-track and track-to-train communication is permanently established. This may invoke cable-loop-devices on the track or radio. Discrete devices may be additionally used for continuous systems. Of course, a continuous ATP system can provide the same safety-functions as an intermittent one. Additionally, speed profiles [67, p. 99ff] can be generated to automatically guide a train in respect to current speed limit target speed target distance active limit that may not be exceeded may not be exceeded at the target distance distance to new speed limit An example of a continuous ATP is the German linienförmige Zugbeeinflussung (LZB) [68, pp. 77-84], which is the successor of PZB. Compared with intermittent ATP systems, continuous systems need more investment costs for the infrastructure but can provide more efficient safetyfunctions. 2.1. Requirements for a Train Control System as Open Source Software The implementation of a train control system as Open Source Software (OSS) [94] or even as Free/Libre Open Source Software (FLOSS) implies that the software is published 3 and is accessible for a wide mass of software developers. Train control systems are normally defined by a set of documents called specification. A result of implementing a train control system by following its specification is that the relevant 4 parts of it can be found in the source code as a set of statements in a certain programming language. In other words, the specification is 3 typically over the Internet 4 also called: normative 12
2.2. European Train Control System indirectly published via the source code. This is a problem if the specification is not licensed in the manner of OSS or FLOSS, which means generally public accessible and usable. Therefore, it is only meaningful to develop OSS or FLOSS for train control systems which specification is adequately licensed. This circumstance directly influenced the choice of train control system used for the case study in Part III. Further issues related to OSS and FLOSS software for safety-critical systems are discussed in Chapter 6. 2.2. European Train Control System The European Train Control System (ETCS) [67, pp. 102-105] is a component of the standardised European train traffic control system, which should replace the several different used train safety systems in European countries. The initiative for creating a general train control system for the European Union was already launched in 1990. Meanwhile, there exist several revisions of the specification of ETCS, which are now published and maintained by the European Railways Agency (ERA) [21]. The actual version of the ETCS specification can be found in [23]. The specification itself is divided in so-called Subsets, which combine a set of documents for a certain specification issue. The following description of ETCS mainly relates to the Subset-026 [83], which is also called System Requirement Specification (SRS). It must be emphasised that this work refers to the specification version 2.3.0, which was mandatory at the beginning of this work in 2010. The SRS 2.3.0 consists of seven documents: Introduction general introduction to ETCS and the documents in the SRS [86] System Description description of an ETCS [84] Principles principles for ETCS [89] Modes and Transition description of possible modes and transition in ETCS [88] Procedures operation procedures [90] ERTMS/ETCS Language structures for data transmission [85] Messages data structures for radio communication in ETCS [87] This SRS document often refers to another specification element outside the Subset-026, the Functional Requirement Specification (FRS) [22]. The FRS defines the functionality that is available in ETCS. It is more abstract because it only describes required functions, but not how those are realised. In the development cycle of the ETCS specification, the FRS is used as input for the SRS, in which the functional requirements are transformed to requirements of the whole system. Therefore, the FRS is never used directly for system development. 2.2.1. General Purpose The ETCS introduction defines some general goals and advantages [86, p. 4]: 13
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Chapter 12. Conclusion and Outlook
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Part IV. Appendix 241
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Appendix A. GOPPRR to MOF Transform
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DopenETCS Domain Framework D.1. Dom
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Glossary ANTLR ANother Tool for Lan
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Glossary EVC An European Vital Comp
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Glossary OEM An original equipment
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Glossary XML The Extensible Markup
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Bibliography [12] “EN 50128 - Rai
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Bibliography [39] ——, ““Ope
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Bibliography [69] T. J. Parr and R.
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Index Artefact, 51 Automatic train
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Index Linux, 149 Memory management,
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