INTEROPERABILITATEA SISTEMELOR INFORMATICE FEROVIARE

RAILWAY INFORMATIC
SYSTEMS INTEROPERABILITY
OVER TENTEN-T CORRIDORS
Dr. Stefan IOVAN
IT CONSULTANT
ASSOCIATE PROFESSOR
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GENERAL SECRETARY
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Trans--European Transport Network
Trans
Central network will connect:
 principal European maritime port through
railway and road links;
 principal airports through railway links to big
cities;
 15 000 km of railway lines for high speed;
 35 cross border major projects for reducing
road bottlenecks.
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• In November 2013, European Parliament has adopted
in a formal manner the TEN
TEN--T Guide and financial
instruments for Connecting Europe Facility (CEF
CEF).
• From the functional point of view is required, beside the
alignment to technical specification of interoperability
(TSI
TSI)), total electrification of the railway lines and
ERTMS equipment before 2050
2050.
• Uniform implementation of this standards was set
already through freight transportation corridors with
Regulation (EU) 913/2010 modified by Regulation (EU)
1316/2013.
1316/2013
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Tallinn Corridors vs. Helsinki Corridors
TEN
TEN--T Network exists in European Union from early ’80.
 In the ’90 were introduce Priority Projects (Priority
Priority Axes)
Axes
of TEN
TEN--T network.
In this moment is in progress 30 priority projects,
projects each
project was focus on a single way of transportation (mono
mono
moda
mod
al).
Romania is crossed by the route Priority Projects 7, by
railway route Priority Projects 22 and by Priority Projects
18, Danube
Danube.
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Corridor Baltic-Adriatic
Corridor North Sea-Baltic
Corridor Mediteranean
Corridor Orient/EastMediteranean
Corridor ScandinavianMediteranean
Corridor Rhine-Alpine
Corridor Atlantic
Corridor North SeaMediteranean
Corridor Rhine-Danube
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Implications for Romania
In the new structure of lines, Romania is crossed by:
• Corridor Orient/EastOrient/East-Mediterranean
• Corridor Rin – Danube
For the railways, route Priority Projects 22 remain
unchanged: Curtici – Arad – Sighişoara – Braşov –
Bucureşti – Constanţa (north branch), respectively Curtici
– Arad – Timişoara – Dr. Tr. Severin – Craiova – Calafat
(south branch).
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The news is the introduction in Corridor Rin – Danube of
the Bucharest railway ring,
ring becoming in this way suitable
for funding between 2014 – 2020
2020.
For the first time is created a Romanian TEN
TEN--T map
showing high speed railway lines.
lines
It will be a dedicated lines, 100% new construction, with no
connection to conventional lines that are already on that
route. The construction projects are scheduled to take
place between 2017 – 2025.
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Master Plan TAFTAF-TSI General Presentation
Directive 2001/16/EC imposed to all railway organizations
Directive
to determine the constructive interoperability components
for:
 Infrastructure;
 Energy;
 Control, comand and signals;
 Traffic activities and management;
 Rolling Stock;
 Maintenance;
 Telematics applications for passengers and freight.
freight
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In 2006, was developed - Strategic European
Deployment Plan (SEDP
SEDP).
SEDP included identification activities form important
systems and sub-system required to be able to put at
use TAF/TAP
TAF/TAP.
Master Planul represented a first step in developing
TAF/TAP – TSI System from the concept idea until
delivery, being organize after the following categories:
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Functionalities for Railway Undertakings (RU)
Data from Consignment Note
Data regarding the wagon and intermodal
transportation units (WIMO)
Wagons Movements
Estimated Time for Arrival (ETA)
Common Functional
Functionalities
ities for Infrastructure Managers/
Railway Undertakings (IM/RU)
Common Graphic Interface
Reference Files
Information's over train circulation and delay causes
Train Forecast
Interruption of Service
Train localization
Train preparation
Ad hoc path requests
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TAF-TSI was approved before the publishing of Corridor
TAFRegulation 913/2010,
913/2010 because of that the processes
described in de regulator are not found in TAF
TAF--TSI
TSI.
The Regulation
Regulation addresses two major Functional
Functionalities
ities in
the development of railway goods transportation corridors in
terms of infrastructure and performance.
Path Allocation
Traffic Management
Regarding the path allocation the specific objectives are the
insurance for the process flux and the efficiency in obtaining
the optimal path, using IT tools.
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Considerations regarding the
implementation phases for TAF
TAF--TSI
First phase – Achievement of IT detailed specifications and
creating the own Master Plan
Second phase – development and first distribution – for
starting the implementation the companies can use the
existing systems(own systems or adopted on international
level: PCS, Orfeus, Hermes)
Hermes
Start of development projects
Using reference files
Using the exchange of content for existing files
Using the processes and tools available
Developing of processes in the companies
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Third phase – distribution and pilot product – implementing
process starts with the applications already available or with a
full implementation of TAF
TAF--TSI
TSI.
The systems must be compatible and according to TAF/TAP
this includes:
Complete Development projects
Using the reference files
Accomplishment of data exchange according TAF
TAF--TSI
Using TAF
TAF--TSI processes and tools
Complete of development processes inside the
company
At the end of this phase, TAF will be completely functional.
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Functionality
Functional
ity Implement
Implemented
ed TAF
TAF--TSI
Common Component
Components
s (Regulation 62/2006)
Central Repository Domain (CRD) must allow handling/
administration:
– Reference Files (Locations, Companies)
– Common Metadata,
– Public Key Infrastructure (PKI),
– Certification Authority (CA)
Reference Files (2013/IM
(2013/IM--RU
RU)
Reference Files are as previous condition for all the data
exchange between IM and RU
RU.
• Coding all IM, RU and service providers
• Coding locations
• Dangerous freight (cods UN and RID
RID)
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Common Interfaces
Interfaces (2013/IM-RU)
This requirement for Common components done by IM and
RU with purpose to ease the information exchange.
CCG (C
Common Componentes Group
roup) made public the terms
and conditions in which can be used own solutions for
interfaces.
Common Interface (CI
CI) is mandatory for each „actor”
participating in the chain of transport and must insure:
– creating sent messages according to metadatas
– signaling and encryption of sent messages,
– address sent messages,
– check the authenticity for received messages,
– decryption of received messages,
– check conformity of the messages,
– unique interface for accessing the database
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Path Request (2017/ IMIM-RU)
The path will be done base to the dialog between all RU
and IM involved, through the following messages:
• Path request
• Details regarding path
• Path confirmation
• Details regarding the refusal path allocation
• New request
A functional priority for IM and RU requires modification of
existing processes and systems. There are two aspects:
1. achievement and organize the itinerary request
process by RU
2. coordination and grant the itinerary by all IM
involved.
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Train Preparation (2018/IM-RU)
Train preparation functionality must have access to:
• Rolling Stock Reference Databases
• Dangerous freight Reference File
• Data base contain the wagons and intermodal
transport units (WIMO
WIMO)
Is based on pre - existence of common interfaces,
reference files and moving materials data base.
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Train circulation
Messages related the functionalitie for Train
Circulation and Interruption of services were grouped into
a singular set.
Sent data during normal circulation routes are contained
in Train Running Forecast,
Forecast deviations and exceptions are
defined in Service Disruption Information.
Information
At the passing of a train from an IM to an other the
circulation process for the first IM is complete and starts for the
second IM along with cu important information that can
forecast the route.
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Train Enquiries
The response must be received in a maximum of 5 min
from the query.
The information are found in messages as Train
Running, Train Forecast andTrain
Running
Train Delay Cause.
Cause
• The message Train Delay Performance has two parts:
– Train Location report
– Delay event report
• The message Train Forecast at Reporting Location
Interfaces must be created with the European systems
that follow the trains circulation.
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Data
Dat
a from Consignment Note (2017/IM
(2017/IM--RU)
Wagon Command is an essential subset for the
itinerary letter. That must be issued for empty wagons but
also for the loaded ones by L(lead)
(lead)RU
RU to other RU involved in
that transport.
The process of creating an wagon commend includes
the following activities: achievement preliminary route plan,
wagon commend, final route plan, internal wagon command
(for internal use for LRU
LRU).
Wagon Commend functionality is offered by ORFEUS
system.
system
This functionality is provided to be part of an
informatics system in development and dedicated to CFR
Freight.
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WIMO (2016/IM
(2016/IM--RU)
Is a functionality regarding RU but also some IM have
taken over theachievement of this data base (W
Wagon and
Inter
nterM
Modal Unit Operating
perating) to help their clients.
WIMO holds information over the movement of the
moving materials from the expedition point to the arrival one.
Operational data over the rolling stock are also part of
WIMO.
WIMO
Database must be accessible to authorized users on
different levels of permissions.
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Wagon Movement (2016/RU)
For reporting the wagon movement more information
are required to be stored, sent and receive by WIMO
WIMO.
Shipment ETA (2018/RU)
ETA (E
Estimated Time of Arrival
rrival) foe a wagon must be
sent to LRU and must be stored in an informational manner.
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Rolling Stock Reference Database – RSRD
(2015/RU and Owners
Owners))
Owners of the moving material are responsible for
storing the data in RSRD
RSRD. Must contain all elements for:
Identification of the moving material,
Evaluation of the compatibility with the infrastructure,
Evaluation of the loading characteristics,
Braking system important characteristics,
Maintenance data
Environment characteristics
RSRD must be easy to access (through common
interfaces) reducing as much as possible the amount of data
sent for each comand.
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Personal Opinion
Each railway company that has to realize
Functionalities
Functional
ities by own means,
means is responsible for
implementing TAF
TAF.
Approaching the activity developed on the corridors
is determined by the achievement of IM
IM, their forecast are
reflected in the activity graphs.
According to assumed arrangements by the railway
transport community, they will implement the functionalities
for TAF
TAF--TSI until 2018
2018.
In order to reduce the risk of delays in implementing
process, as a general strategy can be the using of PCS
(P
Path Coordination System
ystem) for the international trains as a
start and then next to extend it to connect the national
system to PCS
PCS.
Informatica Feroviara SA is fully engaged in this process.
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THANK YOU
for
YOUR ATE
ATENTION
NTION!!
Dr. Ştefan IOVAN
stefan.iovan
[email protected]
@infofer.ro
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