The purpose of this paper is to categorize the research on Level 3 and Hybrid Level 3;map how the research focus on ERTMS Level 3 has developed over time;summarize key assumptions in research on Level 3 and Hybrid Lev...The purpose of this paper is to categorize the research on Level 3 and Hybrid Level 3;map how the research focus on ERTMS Level 3 has developed over time;summarize key assumptions in research on Level 3 and Hybrid Level 3.This study uses a scoping review approach.This review method provides a comprehensive overview of the literature in a selected field.The literature searches in this study were primarily conducted in Scopus and Web of Science and were complemented with a follow-up search in Google Scholar.The topics are divided into two thematic areas:Effects on the Railway System and Technical Requirements.The thematic area Technical Requirements is further divided into the following subcategories:train,trackside,and communication.The effects on the railway system are measured using performance indicators:capacity,stability/robustness,and safety.ERTMS Level 3 has developed from a pure Level 3 to Hybrid Level 3.Hybrid Level 3 represents a pragmatic solution,but it may emerge as a threat to the long-term objective of the Level 3 moving block.Studies of Level 3 are based on a moving block solution,while studies of Hybrid Level 3 are mainly based on virtual sub-sections.Both Level 3 and Hybrid Level 3 studies tend to make assumptions that risk missing wider aspects of the railway system.There is also a need to correctly represent different ERTMS Level 3 configurations to ensure expected capacity gains.For a better understanding of the development and future path of ERTMS Level 3,it is interesting to study the following aspects:the historical development of ERTMS Level 3 research,the assumptions made about ERTMS Level 3,and the conditions and restrictions under which ERTMS Level 3 will be implemented.Assumptions and simplifications are necessary for modeling work,but there is also a need to highlight underlying assumptions in analyses of different ERTMS Level 3 configurations.展开更多
The ERTMS (European Train Management System) has been developed by the European Union (EU) to enhance safety, increase efficiency and to cross-border interoperability creating a unique solution fulfilling a standardiz...The ERTMS (European Train Management System) has been developed by the European Union (EU) to enhance safety, increase efficiency and to cross-border interoperability creating a unique solution fulfilling a standardized certification process. The ERTMS being able to automatically stop the train to overcome human errors has achieved the highest track record in terms of safety over several billion km travelled each years. GNSS positioning, bearer-independent telecoms and ATO (Automatic Train Operation) are the new features for enhancing the ERTMS in the path to fully autonomous operations. In the same period, the automotive industry has launched ambitious plans for the connected cars and autonomous driving applications are emerging as the next wave of innovation. This paper evaluates the challenges to sharing intelligent infrastructure means, by combining the strengths of the safety benchmark achieved on the rail transport with the mass production capability of the automotive industry to lower the costs. In this scenario, rail and automotive becoming tightly intertwined can get a grip in the race towards a fully automation affordable and safe, giving birth to autonomous vehicles able to travel within virtual rails as “trains” on the road. To this aim we will introduce the two test bed in Italy respectively for validating the ERTMS with GNSS positioning and public telecoms networks and for testing FCA Ducato vans to operate at SAE level 3 automation exploiting the new GALILEO and 5 G services.展开更多
文摘The purpose of this paper is to categorize the research on Level 3 and Hybrid Level 3;map how the research focus on ERTMS Level 3 has developed over time;summarize key assumptions in research on Level 3 and Hybrid Level 3.This study uses a scoping review approach.This review method provides a comprehensive overview of the literature in a selected field.The literature searches in this study were primarily conducted in Scopus and Web of Science and were complemented with a follow-up search in Google Scholar.The topics are divided into two thematic areas:Effects on the Railway System and Technical Requirements.The thematic area Technical Requirements is further divided into the following subcategories:train,trackside,and communication.The effects on the railway system are measured using performance indicators:capacity,stability/robustness,and safety.ERTMS Level 3 has developed from a pure Level 3 to Hybrid Level 3.Hybrid Level 3 represents a pragmatic solution,but it may emerge as a threat to the long-term objective of the Level 3 moving block.Studies of Level 3 are based on a moving block solution,while studies of Hybrid Level 3 are mainly based on virtual sub-sections.Both Level 3 and Hybrid Level 3 studies tend to make assumptions that risk missing wider aspects of the railway system.There is also a need to correctly represent different ERTMS Level 3 configurations to ensure expected capacity gains.For a better understanding of the development and future path of ERTMS Level 3,it is interesting to study the following aspects:the historical development of ERTMS Level 3 research,the assumptions made about ERTMS Level 3,and the conditions and restrictions under which ERTMS Level 3 will be implemented.Assumptions and simplifications are necessary for modeling work,but there is also a need to highlight underlying assumptions in analyses of different ERTMS Level 3 configurations.
文摘The ERTMS (European Train Management System) has been developed by the European Union (EU) to enhance safety, increase efficiency and to cross-border interoperability creating a unique solution fulfilling a standardized certification process. The ERTMS being able to automatically stop the train to overcome human errors has achieved the highest track record in terms of safety over several billion km travelled each years. GNSS positioning, bearer-independent telecoms and ATO (Automatic Train Operation) are the new features for enhancing the ERTMS in the path to fully autonomous operations. In the same period, the automotive industry has launched ambitious plans for the connected cars and autonomous driving applications are emerging as the next wave of innovation. This paper evaluates the challenges to sharing intelligent infrastructure means, by combining the strengths of the safety benchmark achieved on the rail transport with the mass production capability of the automotive industry to lower the costs. In this scenario, rail and automotive becoming tightly intertwined can get a grip in the race towards a fully automation affordable and safe, giving birth to autonomous vehicles able to travel within virtual rails as “trains” on the road. To this aim we will introduce the two test bed in Italy respectively for validating the ERTMS with GNSS positioning and public telecoms networks and for testing FCA Ducato vans to operate at SAE level 3 automation exploiting the new GALILEO and 5 G services.
