ETCS n contribute both to the design of its network and to the positioning of essential infrastructure elements to cover danger points. The principles of this approach to explicit risk evaluation could also be applied to ETCS level 2. is incompatible with the safety target considering realistic speed limit values in shunting/staff responsible mode. 7 Conclusion A statistical approach is proposed to deal with the explicit evaluation of the risk of overpassing a danger point when ETCS level 1 is implemented in a conventional network. The operational safety target, based on the risk acceptance matrix, is formulated in terms of a reduction in the frequency of overpassing a danger point in comparison with the respective frequency observed in the current situation (lineside signalling or warning systems). The causes of human driving error (human factor) constitute the weak items in the fault tree associated with the top event, and have the greatest impact on the risk being considered. The resulting model reveals a strong correlation between the distribution function of the distance between the signal and the danger point and the braking distance corresponding to the speed at which the train passes the end of authority. This type of study gives the infrastructure manager a model that can wards the right, which increases the limit values of the pair (shunting or staff responsible ceiling speed, release speed). By considering boundary cases with SH&SR = 0.25, we can see that a Ceiling Speed value of about 35 km/h would make it necessary to fix the Release Speed at a value below 15 km/h. Reciprocally, a Release Speed value of 35 km/h would make it necessary to fix the Ceiling Speed in shunting/staff responsible mode at a value below 15 km/h. This latter case is unfavourable from an operational point of view and in terms of driving comfort, as trains would have difficulty in approaching the end of authority. The graph in Figure 3 with SH&SR = 0.25 reveals that a Ceiling Speed in shunting/ staff responsible mode of 40 km/h is incompatible with the safety target. In addition, a Release Speed value of 40 km/h ZUSAMMENFASSUNG Restrisiko beim Überfahren der Gefahrenstelle im konventionellen Netzwerk Ein konventionelles Netzwerk mit dem interoperablen System ETCS Level 1, integriert in die bestehenden lateralen Signalsysteme (gemischtes Level), wird erwogen. Der vorliegende Artikel präsentiert einen Ansatz für die probabilistische und explizite Evaluierung des Restrisikos einer Zugkollision aufgrund des Überfahrens der Gefahrenstelle. Das Modell identifiziert eine Bedingung zwischen relevanten Parametern des ETCSSystems, wie Freigabegeschwindigkeit und Höchstgeschwindigkeit im Rangier- und Befehlsmodus, zur Erreichung einer Sicherheitsvorgabe. Der gemischte Personen- und Frachtverkehr auf der Infrastruktur wird berücksichtigt. Abdelouahab Attou Engineer Ph.D, director of Viattech Q&S Address: Rue Théodore Verhaegen 196-202, B-1060 Brussels (Belgium) E-Mail: a.attou@viattech.com The author Ihre Telekommunikation braucht nur EINE PLATTFORM für sicherheitsrelevante Telekommunikationsnetze Ŷ einfach Ŷ robust Ŷ langlebig 2012-10-12 - Signal + Draht (D).pdf 1 20.09.2012 09:55:10
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