The new railway signaling system ERTMS, European Rail Traffic Management System, will be introduced in all the railway tracks in Sweden, due to the Swedish railway legislation. The implementation of ERTMS in Sweden is performed by Trafikverket and two pilot projects have been done. Now the experiences from the traffic managements for these pilot tracks must be preserved. The purpose of this master thesis was to identify key aspects to facilitate the implementation of ERTMS for the traffic management in Sweden. The main task was to collect the experiences from the introduction of ERTMS on the pilot tracks from the traffic management in Ånge and Boden. The problems that occurred before, during and after the implementation process of ERTMS on the pilot tracks have been identified and further recommendations have been developed for how these problems can be avoided and managed in the upcoming implementation of the remaining tracks in Sweden. The main contribution of the thesis is recommendations to Trafikverket on how to facilitate the ERTMS implementation process for the traffic management. The key recommendations are: That the technology works and that the traffic management has the opportunity to influence the development of new versions of the system. That the traffic management should be informed about the project and involved in the implementation process. That the education and practice for the traffic management in ERTMS will satisfy their need in terms of adapted material and that they have access to an ERTMS simulator. If Trafikverket takes into consideration the problems that have occurred and work out solutions for how to manage and avoid them in the upcoming implementation of ERTMS in Sweden, the outcome should be successful.

L’environnement électromagnétique ferroviaire se caractérise par la coexistence de signaux de formes d’ondes diverses adressant des problèmes de CEM de natures très différentes. Ces signaux dus à des sources qui occupent un spectre de fréquence étendu, sont parfois générés par des dispositifs de forte puissance. Les problèmes relèvent de domaines tels que l’énergie, la signalisation et la communication, et sont habituellement traités de façon disjointe. Leur résolution nécessite des méthodes d’analyse adaptées à chacune de ces problématiques. La mobilité et la présence d’interférences transitoires requièrent des méthodes d’analyse temps-fréquence. La majorité de ces méthodes utilisent la FFT pour ses temps de calcul performants. Cependant la FFT présente des limitations en termes d’adaptabilité aux systèmes très différents étudiés. Les bandes de fréquence ne sont pas ajustables, et les résolutions en temps et fréquence ne sont pas aisément adaptables à celles requises pour les systèmes considérés. Ce travail de thèse porte sur un outil global d’analyse en mesure de pallier certaines limitations. Les résolutions temporelle et fréquentielle peuvent être choisies en fonction du système étudié et des perturbations ciblées (transitoires ou permanentes), afin de relier les perturbations à l’impact qu’elles ont sur un système donné. Les bandes de fréquence analysées, les pas fréquentiel et temporel sont prédéfinis selon le système étudié, qu’il soit de basse ou de haute fréquence. Ces propriétés sont obtenues sans dégrader la rapidité de calcul, similaire à celle de la FFT et permettent l’implémentation de l’outil sur des équipements de mesure temps réel. / The railway electromagnetic environment is characterized by the coexistence of various signal waveforms which address very different EMC problems. These signals are produced by sources occupying a wide frequency spectrum, and can be generated by high-power devices. Associated EMC issues are in fields such as energy, signaling and communication, and are usually treated by different approaches. Their resolution requires analysis methods adapted to these different fields. The mobility and the presence of transient interferences can require time-frequency analysis methods. The majority of these methods uses the FFT due to its performing calculation time. However, the FFT is limited for adapting analysis resolution with the characteristics of different studied systems. The frequency bands are not adjustable, and the time and frequency steps are not readily adaptable to those required for the systems considered. This thesis work deals with a comprehensive analysis tool able to overcome some limitations. The time and frequency resolutions can be selected according to the studied system and the targeted disturbances (transient or permanent), in order to highlight the impact that the interferences have on a given system. The analyzed frequency bands, the frequency and time steps are predefined according to the studied system, whether low or high frequency devices. These properties are obtained without degrading the calculation time performances, which are similar to FFT and allow the implementation of this tool on real time measurement equipment.

I denna uppsats undersöks ett projekt gällande byggnation av ny teknik till järnvägen mellan Stockholm och Köpenhamn där Sverige och Danmark möts. Syftet är att undersöka vilka kulturella skillnader som existerar i projektet samt hur arbetet koordineras och hur gruppen kommunicerar. En fallstudie har gjorts över en gemensam projektgrupp som arbetar med att implementera ett nytt signalsystem över Öresund. Intervjuer har genomförts med nyckelpersoner inom projektet från tre involverade organisationer vilka kunnat ge sin syn på hur arbetet i projektet gått till och hur de upplevt kulturella skillnader mellan nationaliteterna. Det teoretiska ramverk som används behandlar interkulturell projektledning, där kulturella skillnader mellan länderna förklaras. Även koordinering och kommunikation inom multikulturella grupper som arbetar på distans genom virtuella team behandlas, vilket leder fram till den analys som används i uppsatsen. Resultat som kunnat observeras i fallstudien är att det existerar vissa skillnader som stämmer överens med den teori som använts. Dessa skillnader innefattar bland annat att beslutsfattande och förhandling skiljer länderna åt, vilket är bra för speciellt svenska medarbetare att vara medvetna om när de ska arbeta tillsammans med danskar. Även det strukturella ramverk, det vill säga den politiska beslutsfattning som sker i de involverade länderna, spelar en roll när projekt har en multikulturell dimension att ta hänsyn till.

The key management system for ERTMS is for now governed by an archaic offline solution,where people transport these keys between the entities and the key management center usingdevices such as CD- or USB-drives. The proposed online solution can instead also providetransport of keys using industrial standard Transport Layer Security (TLS) protocol. This thesisaims to provide insight for the Swedish railway operators in the components that govern animplementation of such a cryptographic key management system, in terms of the mandatorytechnological parts and organizational roles in this socio-technical system. Since the railwaycompanies can be seen as the users of this system, the thesis highlights the complexity regardingfulfilling these security requirements from a user perspective. The results show a conflict ofsecurity and efficiency of the offline system, where the security requirements do not reflect theneeds of the users and as such lower the efficiency due to lowered usability. The results highlightthat a successful implementation of an online system is desired from a usability standpoint of theuser. Furthermore, a complete online key management system cannot be established yet until thecentralized European public key infrastructure has been developed. Ambiguity in an onlinesolution still exists, but is in continuous development and with higher security requirements tocome deriving from IEC 62443. For well-functioning ERTMS on a European level, this thesisshows that a minimum security requirement for a cryptographic key management system shouldbe established to avoid ambiguity and autonomy in the security requirements of differentEuropean countries. In conclusion, in the near future smaller operators are recommended toaquire an online system as a service, from for example its current supplier, and for biggeroperators to evaluate whether to do the same or develop its own key management system andprovide it as service for other railway operators. This key management system should includeparts such as a Public Key Infrastructure (PKI), a Key Management Center (KMC), TLS, backup of the system, a logging system, utilize hardware security modules (HSM) to handlecryptographic material and have staff covering the organizational requirements.

Implementeringen av trafikstyrningssystemet European Rail Traffic Management System (ERTMS), som för närvarande det största infrastrukturprojektet i Sverige, kommer successivt att ersätta det nuvarande systemet Automatic Train Control (ATC) fram till 2035. På grund av Sveriges nyligen slutförda avreglering av järnvägsmarknaden är de viktigaste aktörerna i implementationsprocessen de aktörer som ansvarar för tågen (tågoperatörerna) och den som ansvarar för infrastrukturen (Trafikverket). Arbetet är utfört på uppdrag av Trafikverket och syftar till att undersöka riskfördelningen mellan huvudintressenterna i samband med implementeringen av ERTM. En riskanalys med avseende på tekniska risker och finansiella risker är utförd samt en litteraturstudie och intervjuer med relevanta personer inom sektorn. Resultaten visar en motvilja från operatörerna att implementera tekniken och betydande skillnad i den risk som de två aktörerna är utsatta för. Operatörerna exponeras för en relativt hög risk i varje scenario som undersöks och som potentiellt kräver riskreducerande åtgärder. I ett scenario exponeras operatörerna för oacceptabelt hög finansiell risk som kräver riskreduceringsåtgärder. Transportverket är föremål för låg risk i alla scenarier som undersökts. Data från studien tyder på att motviljan från operatörerna mot implementeringen av ERTMS beror på att de risknivåer som denna grupp utsätts för inte lever upp till de fördelar de förväntar sig att systemet kommer leverera. / Currently the largest infrastructure project in Sweden, the implementation of the rail traffic management system European Rail Traffic Management System (ERTMS) will gradually replace the incumbent system Automatic Train Control (ATC) until 2035. Due to Sweden’s recently completed deregulation of the railway market the main stakeholders in this implementation process are the actors responsible for operations (the train companies) and the actor responsible for the infrastructure (the Swedish Transportation Administration). The thesis is commissioned by the Swedish Transportation Administration and aims at examining the allocation of risk associated with the implementation of ERTMS among key stakeholders. A risk analysis with regards to technological risk and financial risk is conducted as well as a literature study and interviews with relevant persons in the sector. The results reveal a hesitation from operators to implement the technology and considerable difference in the risk the two main stakeholders are subject to. The operators maintain a relatively high level of risk in every scenario examined, potentially requiring risk reduction measures. In one scenario the operators are subject to inacceptable levels of financial risk that demands risk reduction measures. The Swedish Transportation Administration is subject to low levels of risk in all scenarios examined. Data from the study suggests that the hesitation from operators to implement the technology may be due to the levels of risk they are exposed to do not match the benefit they expect the system will provide.

The European Rail Traffic Management System (ERTMS) aims to standardize train control command and communication systems in Europe. The main goal of its introduction is to develop trans-European railway traffic and increase competition. The two main components of ERTMS are European Train Control System (ETCS), which is an Automatic Protection System (ATP), and GSM–Railway (GSM-R).GSM-R is a radio transmission system that provides data and voice communication between the train and trackside facilities. Classical rail signaling systems are recommended to be updated to meet these standards. This master’s thesis is conducted in cooperation with Bombardier Transportation (BT), the rail equipment division of firm Bombardier Inc. It explores a part of ERTMS implementation and aims to identify its failures/non-conformities during its simulation. A non-conformity is any deviation or nonfulfillment of a requirement involving a product manufactured at BT. This thesis first collects failures/non conformities in test sessions and stores it into databases. A failure/non-conformity is processed by many engineers from the time it is detected in a test until it is resolved.  This thesis project seeks to investigate the exchange and the management of failures in both the tools and databases, together with analyzing the interaction between engineers through tools and databases. Non conformities detected during the simulation is stored in databases. The goal is to utilize this data to highlight parts of ERTMS implementation which generate most of non-conformities during the simulation. This information indicates to engineers where to focus and act in order to improve Bombardier Transportation’s products. This thesis successfully simulated a part of ERMS implementation. Several different tests cases were conducted and seven non-conformities were detected. These non-conformities were used to investigate and analyze the process of managing failures in tools and databases. This thesis proved that the exchange and the management of information about non-conformities was inefficient and time consuming. In the worst case, non-conformities were completely lost during this process. Several corrective actions were proposed in order to improve the handling of non-conformities. / Europeiskt styrsystem för järnvägstrafik (ERTMS) har i mål att till standardisera tåglednings- och kommunikationssystem i Europa. Den huvudsakliga målsättningen är att utveckla transeuropeiska järnvägstrafiken och öka konkurrensen. De två viktigaste komponenterna i ERTMS är European Train Control System (ETCS) och GSM-Railway (GSM-R). ECTS är Automatisk Protection System (ATP). GSM-R är en radiotransmissions system som tillhandahåller data och röstkommunikation mellan tåg och markanläggningar. Klassisk järnväg signalsystem rekommenderas att uppdatera för att uppfylla dessa standarder. Denna magisteruppsats sker i samarbete med Bombardier Transportation (BT) som är järnvägsutrustning uppdelningen av företaget Bombardier Inc. Det skall utforskas en del av ERTMS implementering och som syftar till att identifiera sina avvikelser och misslyckanden under sin simulering. Denna avhandling samlar först med misslyckanden/icke-avvikelser i testsessioner och lagrar det i databaser. Ett icke-avvikelser är någon icke uppfyllande av ett krav som medför en produkt som tillverkas vid BT. Ett misslyckande/icke-avvikelse behandlas av många ingenjörer från den tidpunkt då den upptäcks i ett test tills det är löst. Detta examensarbete syftar till att undersöka utbytet och hanteringen av brister i både verktyg och databaser, tillsammans med att analysera samspelet mellan ingenjörer via verktyg och databaser. De upptäckta enhetligheterna under simuleringen lagras i databaser. Målet är att utnyttja dessa data för att markera delar av ERTMS implementering som genererar merparten av avvikelser under simuleringen. Denna information indikerar att ingenjörer var att fokusera och agera i syfte att förbättra Bombardier Transportations produkter. Denna avhandling har med framgång simulerat en del av ERMS implementering. Flera olika tester fall genomfördes och sju avvikelser upptäcktes. Dessa avvikelser användes för att undersöka och analysera processen för att hantera misslyckanden inom verktyg och databaser. Avhandlingen visade att utbyte och hantering av information om avvikelser var ineffektivt och tidsödande. I värsta fall, var avvikelser helt förlorad under denna process. Flera korrigerande åtgärder föreslogs för att förbättra hanteringen av avvikelser.

No description available.

Mit der Einführung des europäischen Zugsicherungssystems ETCS sind durch die umfassenden Telegrammdaten, die zwischen Zug und Strecke ausgetauscht werden, neue Herausforderungen bei der Planung, Projektierung, aber auch Prüfung und Validierung verbunden. Im Rahmen der Dissertation wird ein neuartiges Verfahren zur Validierung sicherheitskritischer Anteile von ETCS-Nachrichten entwickelt. Der Ansatz beruht auf der topologischen Aufbereitung der Nachrichteninhalte in einem vierstufigen Prozess. Das Ergebnis der Aufbereitung erlaubt sowohl den automatisierten Abgleich gegen Referenzdaten als auch eine visuelle Prüfung gegen Topologiepläne. Das Optimierungspotential des Ansatzes bei der Validierung wird im Rahmen einer Erprobung anhand realer Projektdaten bestätigt. Mit der topologischen Aufbereitung werden die komplexen Nachrichteninhalte in eine für den Prüfer erfassbare und zu den Referenzdaten vergleichbare Form überführt. Redundante Nachrichteninhalte werden im Zuge der Aufbereitung erkannt und zusammengefasst, was gleichermaßen zur Minimierung des Prüfaufwands sowie zur Erhöhung des Abdeckungsgrades beiträgt.

Dans les années 90, la commission européenne a sollicité la mise au point d’un système de contrôle commande et de signalisation ferroviaire commun à tous les réseaux des états membres : le système ERTMS « European Railway Traffic Management System ». Il s’agit d’un système réparti complexe dont le déploiement complet est long et coûteux. L’objectif global consiste à diminuer les coûts de validation et de certification liés à la mise en œuvre de ce nouveau système en Europe. La problématique scientifique réside dans la modélisation formelle de la spécification afin de permettre la génération automatique des scénarios de test. Les verrous scientifiques, traités dans cette thèse, sont liés d’une part à la transformation de modèle semi-formel en modèle formel en préservant les propriétés structurelles et fonctionnelles des constituants réactifs du système réparti, et d’autre part à la couverture des tests générés automatiquement. Les constituants sont sous la forme de boîte noire. L’objectif consiste à tester ces derniers à travers la spécification ERTMS. Nous avons développé une approche de modélisation basée sur le couplage de modèles semi-formels (UML) et de modèles formels (Réseaux de Petri). Ce couplage se fait à travers une technique de transformation de modèles. Nous avons développé ensuite une méthode de génération automatique de scénarios de test de conformité à partir des modèles en réseaux de Petri. Les scénarios de test ont été considérés comme une séquence de franchissement filtrée puis réduite du réseau de Petri interprété représentant la spécification. Ces scénarios ont été exécutés sur notre plateforme de simulation ERTMS / European Union set up a European rail traffic management system “ERTMS” to ensure, with high level of safety, train operation on different European networks. As the full deployment of this system is long and expensive, evolutions are necessary and raise other technological challenges. The goal is to determine how to use ERTMS specifications to produce test scenarios. This work presents methods, models and tools dedicated to the generation of test scenarios for the validation of ERTMS components based on functional requirements. The development of ERTMS system requires adequate methods for Modelling and evaluating its behavior. Evaluation and certification of the system can be done by generating test scenarios applying formal methods. The Unified Modelling Language (UML) is a widely accepted Modelling standard in industry. However, it is a semi-formal language and it does not allow verification of system behavior. In this case, formal models like Petri Net can be used. These methods are used in order to formalize ERTMS specification. Tests scenarios are generated on the basis of Petri net models. One scenario is considered like a firing sequence in the reachability graph of the Petri net. Then, test scenarios are applied on ERTMS platform simulator in order to check the components and to give test verdicts. Finally, the approach, developed in this document, has been applied to ERTMS components in order to demonstrate the validation and certification costs reduction and also to minimize the upgrade and retrofit constraints and validation cost

The aim of this thesis is to determine the feasibility and benefits of potential use of satellite navigation in rail transport. The theoretical part focuses on the operation of satellite navigation and a description of important systems. The practical part deals with the use in rail transport. Analysis of telematics and fleet management shows one direction of use. Furthermore, there is analyzing of the projects and their value added and usability in practice. Thesis provides a description of the situation and opinion on future use of satellite systems.