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Railway applications are in continuous evolution with the aim of offering a more efficient, sustainable, and safer transportation system for the users. Generally, these applications are constantly exchanging information between the systems onboard the train and the trackside through a wireless communication. Nowadays, Global System for Mobile communications-Railway (GSM-R) is the technology used by European Train Control System (ETCS), but it is becoming obsolete. Therefore, alternatives for this technology have to be found for the different railway applications. Its natural evolution is to move forward with the latest technology deployed: Long-Term Evolution (LTE), which the Public Land Mobile Networks (PLMN) have already deployed. Therefore, testing the performance of this communication technology in the railway environment could be useful to assess its suitability and reduce the cost of railway network dedicated deployment. In order to do that, a methodology to characterize the communication environment is proposed. The main goal is to measure geolocated impairments of any communication channel in a railway environment being able to determine its behavior of the different communication technologies and find out possible coverage issues. Moreover, it could help in the selection of suitable communication technology for railway. This paper presents a brief description of the communication for railways and its QoS parameters for performance measuring. Afterward, the testing methodology is described, and then, the communication channel measurement campaign on a real track in Spain where the railway environment is variable is presented (tunnels, rural/urban area…). Finally, the measurements and results on this real track in Spain are shown. The results provide suitability of the 4G technologies based on the delay requirements for the implementation of ETCS over it.

[ES] Este trabajo consiste en el desarrollo de un servicio de monitorización para vehículos ferroviarios, así como la creación de un entorno de compilación y pruebas para el mismo. El proyecto, cuyos requisitos son especificados por el cliente, sigue un esquema publicador-suscriptor, basada en el protocolo MQTT, en la que la aplicación a desarrollar se ejecuta en la unidad multipropósito (MPU) del vehículo, leyendo los valores y publicándolos en un bróker del que podrán ser leídos por otras aplicaciones externas mediante suscripciones. Por otro lado, se establece el proceso de compilación del proyecto, basado en contenedores Docker, para garantizar a todos los desarrolladores un entorno de compilación consistente y replicable. Asimismo, se desarrollan pruebas unitarias para el programa, que son ejecutadas en un servidor Jenkins al momento de hacer la integración de nuevos cambios. De este modo, se logra un robusto pipeline de integración continua (CI) de los cambios en el desarrollo de la aplicación., [EN] This project consists in the development of a monitoring service for railway vehicles, and the creation of a compilation and testing environment for it. The project, which requirements are specified by the client, follows a publisher-subscriber scheme, based on the MQTT protocol, on which the developed application executes on the Multi Purpose Unit (MPU) of the vehicle, reading the values and publishing them in a broker where they can be read by other external applications by subscriptions. Besides, a compilation process is established for the project, based on Docker containers, to guarantee all developers a consistent and reproducible development environment. In addition, unit tests are developed for the program, which are executed on a Jenkins server when new changes are integrated. Thanks to this, we get a strong continuous integration (CI) pipeline of the application development changes.

Indexado en Scopus Having a better understanding of air pollutants in railway systems is crucial to ensure a clean public transport. This study measured, for the first time in Brazil, nanoparticles (NPs) and black carbon (BC) on two ground-level platforms and inside trains of the Metropolitan Area of Porto Alegre (MAPA). An intense sampling campaign during thirteen consecutive months was carried out and the chemical composition of NPs was examined by advanced microscopy techniques. The results showed that highest concentrations of the pollutants occur in colder seasons and influenced by variables such as frequency of the trains and passenger densities. Also, internal and external sources of pollution at the stations were identified. The predominance of NPs enriched with metals that increase oxidative stress like Cd, Fe, Pb, Cr, Zn, Ni, V, Hg, Sn, and Ba both on the platforms and inside trains, including Fe-minerals as hematite and magnetite, represents a critical risk to the health of passengers and employees of the system. This interdisciplinary and multi-analytical study aims to provide an improved understanding of reported adverse health effects induced by railway system aerosols. info:eu-repo/semantics/publishedVersion Revisión por pares

HŽ Infrastruktura d.o.o. ulaže velika sredstva u sigurnost željezničkog prometa. Zbog pomanjkanja sredstava za investicije i redovito održavanje kolosijeka i kolosiječnih postrojenja izostaje pravovremeno održavanje pružnih dionica. Uobičajeni ciklus remonta pruga od 20 do 25 godina s premještanjem zadovoljavajućeg rabljenog gradiva s pruga većeg ranga na pruge manjeg ranga skoro da ne postoji. Nepravovremenim remontom pruga rabljeno gradivo prelazi granicu uporabljivosti te ga je potrebno zbrinuti kao otpad. HŽ Infrastruktura d.o.o. gospodari otpadom i ulaže velika sredstva u očuvanje okoliša u skladu s propisima o postupanju s tračnicama, betonskim, čeličnim i drvenim pragovima III kategorije i rabljenim kamenim agregatima dobivenim nakon radova na remontu pruga. HŽ Infrastruktura d.o.o. invests a great deal of money in the safety of rail traffic. Due to the lack of funds for investments and regular track and track facilities maintenance, there is no timely maintenance of railway lines. The usual cycle of railway line overhaul from 20 to 25 years with the transfer of a satisfactory used material from higher to lower railway level almost no longer exists. Because of late railway line overhaul, used material exceeds the usability limit and needs to be disposed of as waste. HŽ Infrastruktura d.o.o. manages waste and invests large amounts of money in environment protection in accordance with the regulations of handling railway tracks, grade III concrete, iron and timber and used stone aggregates obtained after railway track overhaul.

The railway electrical system is composed of multiple metallic conductors of different kinds and having, for most of them, the particularity of being very long in comparison with its perpendicular dimensions. This set of conductors is integrated in a complex environment composed of many other elements, such as power transmission lines, pipelines, telecommunication lines, but also houses, people, rivers, farms, etc. To assure its electromagnetic compatibility with its environment, it is important to restrict the level of hazardous electromagnetic emissions coming from railway system that could disturb neighboring systems or risk people’s safety. At the same time, it is important that railway system is immunized against electromagnetic emissions coming from its neighbor, in order to assure the correct functioning of railway installations and the safety of passengers and staff. Among the different kinds of electromagnetic perturbations, the Ground Potential Rising (GPR) deserves a special treatment. The natural ground is a conductor environment of great size. It is often used to drain excessive electric charges from systems, and also as an environment allowing electrical charges exchange between systems in different electrical potential.Protections are then systematically deployed in order to limit the impact of GPR on neighboring elements. In the case of railway system, these protections have a very high cost of installation and maintenance. They must be optimized on a case to case basis, in order to assure security of people and equipments but also to be affordable.The majority of methods to calculate GPR don’t allow the integration of the complex electric environment of the ground. Most of them integrate the ground in a passive way, most of the time being a homogeneous ground.In this regard, we propose a new method of GPR calculation, more complete so more precise than what is used today. This method allows the integration into the model of a heterogeneous multilayer ground, built after measurements that have to be done on a case to case basis. The presence of buried conductors in the area of the GPR is also taken into account in a multiconductor model, which integrates at the same time all the conductors inside the zone.The method that we developed gets its full meaning when applied to GPR in railway context, thanks to the presence of many buried cables in the same environment. This approach is based on a hybrid method that takes into account induction and conduction phenomena in a multiconductor system and integrating a multilayer ground. This kind of approach has already been used in the calculation of electromagnetic induction between a power line and a pipeline. We first validated our method by calculating GPR in simple configurations. We then applied our calculations in order to calculate GPR in a railway context, which was then compared with measurements., Le système électrique ferroviaire est composé d'un ensemble de conducteurs métalliques de différentes natures et ayant, pour la plupart d'entre eux, la particularité d'avoir une longueur très importante par rapport aux dimensions transversales. Cet ensemble de conducteurs est inséré dans un environnement complexe composé de plusieurs autres éléments, tel que le réseau de transport d'énergie à haute tension, le réseau de gaz, le réseau des télécommunications, ainsi que des habitations, des passagers, des rivières, des fermes, etc. Pour assurer sa bonne compatibilité électromagnétique avec l'environnement, il est important de limiter les niveaux d'émissions électromagnétiques provenant du système ferroviaire qui pourraient perturber les éléments extérieurs ou mettre en danger des personnes. En même temps, il est important que le système ferroviaire soit suffisamment immunisé contre des éventuelles perturbations externes, de façon à assurer le bon fonctionnement des installations ferroviaires et la sécurité des passagers et du personnel. Parmi les types de perturbations électromagnétiques existant, les Élévations de Potentiel de Sol (EPS) méritent une attention particulière. Le sol naturel est un milieu conducteur de très grande taille. Il est souvent utilisé pour drainer des excès de charges électriques d'un système quelconque, ainsi comme un milieu d'échange de courant électrique entre des systèmes qui sont à des potentiels électriques différents.Des protections sont alors systématiquement installées de sorte à limiter l'impact des EPS sur les éléments voisins. Ces protections ont souvent un coût d'installation et de maintenance très élevé pour le système ferroviaire; elles doivent être optimisées au cas par cas, de façon à garantir la sécurité des personnes et le bon fonctionnement des équipements, et en même temps rester financièrement accessibles. La majorité des méthodes existantes aujourd'hui pour le calcul des EPS ne permet pas la prise en compte de tous ces facteurs. Elles se limitent à intégrer le sol de façon passive, et en général en le modélisant de nature homogène ou quasi-homogène.Dans cette optique, nous proposons une nouvelle méthode pour le calcul des EPS, plus complète et par conséquent plus précise que celles existantes aujourd'hui. Cette méthode permet d'intégrer dans la modélisation la présence d'un sol hétérogène multicouche, construit à partir de mesures réalisées sur le terrain et spécifiques à chaque contexte de sol. La présence de conducteurs enterrés dans la région de l'EPS est tenue en compte dans un modèle multiconducteur qui permet intégrer en même temps tous les conducteurs de la zone. La méthode développée est particulièrement dédiée au calcul des EPS en contexte ferroviaire. Cette approche s'appuie sur une méthode hybride qui prend en compte les phénomènes d'induction et de conduction dans un système multiconducteurs et qui intègre la présence d'un sol multicouche. Ce type d'approche s'est déjà avéré pertinent dans le cadre de l'étude des interactions entre des perturbations électromagnétiques générées par une ligne à haute tension et des canalisations enterrées. Notre méthode est dans un premier temps validée dans des configurations académiques puis mise en œuvre dans l'étude de sites ferroviaires où des comparaisons avec des mesures sont présentées.

The techniques for recording and surveying of railway environment are traditionally made by track recording vehicles or by tacheometry. Since a couple of years, track measuring trolleys are used. The GRP 5000, employed for clearance analysis is developed by the company Amberg technologies registers internal geometry rail track and it’s capable of capturing three-dimensional data from surrounding objects through a laser scanner 3D. These systems, called Mobile Mapping Systems involve lasers scanners which are able to acquire a lot of profiles. Huge amounts of data are acquired in a limited time compared to fixed terrestrial time. These data can be georeferenced in order to obtain a point cloud and a 3D digital mock-up. These technological advances and the control of precision positioning devices provide new perspectives for fast and large-scale surveys.; Les travaux de relevés de voies ferrées sont traditionnellement réalisés par des trains travaux et par tachéométrie classique. Depuis quelques années, des chariots de mesures ferroviaires sont utilisés. Le GRP 5000, employé lors des études de gabarits ferroviaires et développé par la société Amberg Technologies enregistre les paramètres internes de la voie tout en capturant l’environnement de la zone par le biais d’un scanner laser 3D. Ces systèmes appelés : systèmes mobiles de cartographie 3D intègrent des scanners lasers capables d’acquérir une multitude de profils. D’énormes quantités de données sont acquises dans un temps réduit par rapport aux systèmes terrestres fixes. Ces données peuvent être par la suite géoréférencées dans le but d’obtenir un nuage de points et une maquette numérique 3D. Ces avancées technologiques et la maîtrise des dispositifs de positionnement de précision offrent de nouvelles perspectives de relevés rapides et à grande échelle.