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International Scientific Journal published
JÁN HALGAŠ, quarterly
MARIÁN as theRASTISLAV
HRUBOŠ, organ of the Polish
PIRNÍK, Association
ALEŠ JANOTA of Transport Telematics
Archives of
Transport System
Telematics
Volume 11
Issue 1
February 2018
Editor-in-Chief Prof.
Volume 11 • Issue 1 • Jerzy Mikulski
February 2018 1
http://atst.pl
Archives of Volume 11
Transport System Issue 1
Telematics February 2018
Editorial Board of the Journal A. Weintrit Gdynia, Poland
Editor – in – chief Jerzy Mikulski B. Wiśniewski Szczecin, Poland
Associate Editor Grzegorz Karoń K. Wydro Warszawa, Poland
Technical Editor Kamil Ligienza J. Ždánsky Žilina, Republic of Slovakia
Statistical Editor Krystyna Melich
Reviewers
International Programming Council M. Bolek Praha, Czech Republic
Chairman R.Pírnik Žilina, Republic of Slovakia
A. Janota Żilina, Republic of Slovakia P. Holečko Žilina, Republic of Slovakia
Vice chairman J. Langer Poznań, Poland
A. Bialoń Katowice, Poland P. Nagy Žilina, Republic of Slovakia
Members: W. Nowakowski Radom, Poland
M. Bregulla Ingolstadt, Germany T. Stupak Gdynia, Poland
M. Bukljaš P. Vestenický Žilina, Republic of Slovakia
Skočibušić
Zagreb, Croatia
P. Gołębiowski Warszawa, Poland
M. Chrzan Radom, Poland
P. Forczmański Szczecin, Poland
M. Dado Žilina, Republic of Slovakia
O. Bley Braunschweig, Germany
M. Franeková Żilina, Republic of Slovakia
I. Cvitic Zagreb, Croatia
V. Gavriluk Dnipropietrovsk, Ukraine
J. Kos-Łabędowicz Katowice, Poland
H. Hadj-Mabrouk Marne la Vallée, France
R. Ebendt Berlin, Germany
S. Hegyi Bratislava, Republic of Slovakia
S. Gajewski Gdańsk, Poland
J. Januszewski Gdynia, Poland
T. Neumann Gdynia, Polska
U. Jumar Magdeburg, Germany
T. Figlus Katowice, Poland
A. Kalašová Żilina, Republic of Slovakia
J. Bischoff Berlin, Germany
D. Kevicky Żilina, Republic of Slovakia
A. Patlins Riga, Latvia
B. Kos Katowice, Poland
D. Badura Dąbrowa Górnicza, Poland
O. Krettek Aachen, Germany
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J. Krimmling Dresden, Germany
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M. Luft Radom, Poland A Quarterly of PSTT
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Polish Association of Transport Telematics
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W. Wawrzyński Warszawa, Poland ISSN 1899-8208
All papers have been accepted for publication after reviewing
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process. Version of the original (reference) is a printed version.
2 © Copyright by PSTT, All rights reserved. 2018
Archives of Volume 11
Transport System
M.BUŁAWA, P. WOŁOSZYK
Issue 1
Telematics February 2018
Transmission Redundancy in Safety
Systems for Railway Transport Using
the Example of the Axle Counter
M. BUŁAWA, P. WOŁOSZYK
VOESTALPINE SIGNALING SOPOT, Jana z Kolna 26C, 81-859 Sopot, Poland
EMAIL: Mariusz.Bulawa@voestalpine.com
ABSTRACT
Availability of the modern safety systems for railway transport depends on telecommunication infrastructure for
communication of distributed subsystems. In order to limit risks related to transmission interference, various
redundancy technologies of transmission networks (media, devices) are used in industrial systems - sometimes
including their automatic reconfiguration. This article presents an analysis of the considered methods to provide high
transmission availability in the axle counter system, as well as the implemented tailored solution – protocol UniPRP
which uses parallel transmission of the doubled data. This solution is an adaptation of those presented in the series of
technical standards: IEC 62439 Industrial communication networks - High availability automation networks.
KEYWORDS: high availability, communication, redundancy protocol, axle counting
1. Introduction it to work. This allows to share redundancy and load, implement
partial redundancy and reduce the failure rate of redundancy. On
Safety related systems in railways are using transmission the other hand, such switchover takes time.
systems more and more frequently. It is not only to connect Static redundancy with costly total duplication provides
different locations but also more and more often to connect parts seamless switchover, continuously exercise redundancy, increase
of the system installed in one location. System in total, just as each fault detection coverage and provide fail-safe behaviour.
subsystem e.g. transmission system, have to fulfil requirements of In order to provide high availability networks, several methods
EN 50129 and EN 50159 standards [1, 2]. were implemented in many industrial applications. The “Highly
In addition, the signalling systems require high availability Available Automation Networks” IEC SC65C WG15 selected many
to ensure continuous traffic operation. As a consequence, high redundancy methods that could be divided into two main categories:
quality components and proper maintenance are requested. In 1. “redundancy in the network”, e.g. redundant rings, with devi-
communication subsystems highly reliable network components ces attached to a single bridge only (singly attached devices),
alleviate the potential for failure of transmission, but also network while the bridges implement redundancy, and
redundancy is beneficial in order to ensure continuity and avoids 2. “redundancy in the devices”, using devices with two network
disruption of critical communication, as it limits the risk of losing interfaces attached to redundant networks (doubly attached
of availability in case of failure. devices).
Redundancy could be implemented [4, 5] as: The methods above are described in the suite of norms IEC
1. dynamic (standby, serial), or 62439 including:
2. static (parallel, workby). • Parallel Redundancy Protocol (PRP), implements
Dynamic redundancy does not actively participate in the control. “redundancy in the devices” method that provides bumpless
A switchover logic decides whether to insert redundancy and put switchover in case of failure or reintegration.
Volume 11 • Issue 1 • February 2018 3
TRANSMISSION REDUNDANCY IN SAFETY SYSTEMS FOR RAILWAY TRANSPORT USING
THE EXAMPLE OF THE AXLE COUNTER
• High Availability Seamless Redundancy (HSR), similar The two LANs follow configuration rules that allow the network
operation principle to PRP, including zero recovery time, less management protocols such as Address Resolution Protocol
infrastructure, specialised hardware components, (ARP) to operate correctly. The two LANs have no connection
• Media Redundancy Protocol (MRP) by Siemens/Hirschmann between them and are assumed to be fail-independent.
implements “redundancy in the network” with singly
attached devices attached to a ring, with moderate increase
in availability and disruption delay of 200 ms to 500 ms. This
is interesting if the bridges are integrated in the devices, but it
also limits topology to a simple ring of up to 50 bridges.
• Cross Network Redundancy Protocol (CRP) by Honeywell/
Fieldbus Foundation implements – like PRP –“redundancy
in the devices”, offers the same availability as PRP, but has Fig. 1. PRP example of general redundant network [3]
disruption times of 200 ms to 2s. It allows to connect singly
attached devices to both network halves, but costs aggregated The two networks have no connection between them and can be
links in the (mandatory) root bridges. assumed as fail-independent. Redundancy can be defeated by e.g.
• Beacon Redundancy Protocol (BRP) by Rockwell/OVDA common power supply, so additional redundancy also for power
exhibits characteristics similar to CRP, strives to provide a 20 supply is needed to prevent a single point of failure. PRP can be
ms recovery delay by sending a beacon at short intervals. implemented entirely in software, i.e. integrated in the network driver.
• Distributed Redundancy Protocol (DRP) by SupCon/China High-availability Seamless Redundancy (HSR) retains the PRP
is a ring redundancy protocol which competes with MRP and property of zero recovery time and is applicable to any topology,
uses a tight clock synchronization to support time-slotted in particular rings and rings of rings.
real-time traffic. With respect to PRP, HSR allows to roughly halve the network
• Redundant Ring Protocol (RRP), another ring redundancy infrastructure. With respect to rings based on IEEE 802.1D (RSTP),
protocol supported by RAPIEnet, LS Industrial Systems Co. IEC 62439-2 (MRP) or IEC 62439-6 (DRP), the available network
In order to address specific application requirements the bandwidth for network traffic is roughly halved. Nodes within the
recommendation below were given: ring are restricted to be HSR-capable switching end nodes. General-
1. general automation systems – the standard recommends purpose nodes (SANs) cannot be attached directly to the ring, but
to use RSTP (base: IEEE standards, RSTP) – no need for a new need attachment through a RedBox (redundancy box).
standard < 500 ms. As in PRP, a node has two ports operated in parallel; it is a
2. benign real-time systems that are cost-sensitive, grace time DANH (Doubly Attached Node with HSR protocol). A simple
< 200 ms – the standard shall define an adequate bridge HSR network consists of doubly attached switching nodes, each
redundancy scheme and redundant devices attachment (base: having two ring ports, interconnected by full-duplex links, as
RSTP and further developments – solution: MRP, DRP, RRP). shown in the example of Fig. 2 (multicast) for a ring topology.
1. critical real-time systems that require higher coverage, grace
time: 0 ms – the standard shall define parallel network solu-
tions and redundant device attachment (base: ARINC AFDX
and similar – solution PRP, HSR).
2. legacy solutions based on Fieldbus Foundation CRP.
Accordingly in the applications with requested zero recovery
time there are two standards recommended: PRP and HSR,
operating principles of which can be customised if necessary.
PRP redundancy protocol implements redundancy in the
devices, through doubly attached nodes operating according to Fig. 2. HSH example of ring topology redundant network [3]
PRP (DANPs).
A DANP is attached to two independent LANs of similar A source DANH sends a frame passed from its upper layers
topology, named LAN_A and LAN_B, which operate in parallel. (“C” frame), inserts an HSR tag to identify frame duplicates
A source DANP sends the same frame over both LANs and a and sends a frame over each port (“A”-frame and “B”-frame). A
destination DANP receives it from both LANs within a certain destination DANH receives, in the fault-free state, two identical
time, consumes the first frame and discards the duplicate. frames from each port within a certain interval, removes the HSR
General architecture of the network used by PRP is presented tag of the first frame before passing it to its upper layers (“D”-
on Fig. 1. frame) and discards any duplicates.
The two LANs are identical in protocol at the MAC-LLC level, The nodes of HSH require hardware support (FPGA or ASIC)
but they can differ in performance and topology. Transmission to forward or discard frames within microseconds. This cost is
delays may also be different, especially if one of the networks partly compensated because Ethernet switches are not required.
reconfigures itself, e.g. using RSTP, to overcome an internal failure.
4 © Copyright by PSTT , All rights reserved. 2018
M.BUŁAWA, P. WOŁOSZYK
To fulfil the abovementioned principles and requirements, the
2. Communication redundancy following solutions were implemented:
in UniAC2 axle counting 1. Reconnect in transmission system or toggling between main
and second network (warm redundancy) can be a cause of sys-
system tem failure. Because of that “redundancy in the network” was
replaced by “redundancy in the devices”. As result a simplified
The UniAC2 axle counting system is intended to monitor the parallel redundant technique was chosen (Fig. 3), as it does not
track vacancy and sections on railway lines, shunting and marshalling need crossover point and algorithms of dynamic redundancy.
yards with low, medium and high traffic, railway sidings, tram depots 2. Standard, popular telecommunication devices should be used
and loops, and lightweight railway lines. in design of telecommunication part of the system. In addition
The UniAC2 system is a new generation, modular solution complexity of the embedded software should not be high. Pro-
designed to address high availability requirements of the modern prietary protocol UniPRP, close to PRP, but with the simplified
signalling subsystems. The system consists of unified AXM modules operation principles, was designed and implemented in order
exchanging the information over the embedded Ethernet network, to proper system operation with both networks providing dif-
with tailored layer 2 protocols. ferent performance e.g. bandwidth, lags, reliability.
The following transmission subsystems can be distinguished: 3. To support a high system availability the hardware layer of
1. Subsystem 1: A non-safety related transmission between two transmission system ensures no single point of failure solu-
AXM modules or between an AXM module and an external tion. The standard Ethernet switches are installed on the back-
system. The transmission system is defined as Black Channel plane integrating AXM module creating an embedded, do-
network and is implemented in a black box unit. Non-safety ubled communication network with high reliability, doubled
protocol encapsulates safety protocols and is used as medium power supply.
converter. All safety issues are covered by the safety protocol
(Subsystem 2).
2. Subsystem 2: A safety-related transmission between AXM
modules or between an AXM module and an external system.
Transmission is encapsulated by Subsystem 1.
3. Subsystem 3: A safety-related, on-board transmission between
Safety Channels on one board implemented through the cop-
per tracks on PCB.
Fig. 3. UniPRP network – similar to PRP example of redundant
One of the main challenges for the implemented solution is to network as two LANs (bus topology)[3]
provide high availability transmission system for communication
between all AXM modules over Ethernet network. The individual As a final result, the tailored solution was developed around
logic peer-to peer connections ensure the quasi-continuous bus topology with two separate networks MAG_NET1 and MAG_
exchange of states between unrestrictedly defined AXM modules. NET2 connecting local and distant AXM modules (Fig. 4), using
High availability is related to characteristic of the UniAC2 system, proprietary UniPRP protocol.
which provide the requested level of operational performance over
a long period.
The main principles for that kind of system are:
1. Failure of a component shall not lead to a failure of the whole
system. A single point of failure shall be eliminated by adding
redundancy.
2. The crossover (decision point) in system becomes a single po-
int of failure, so it shall be reliable.
3. The reliable failure detection even, if it does not limit availa-
bility of system. Maintenance process shall take into account
that kind of events.
To provide redundancy, more components are used in the
system. It leads to more complex system and can negatively impact
availability because of more potential failure points. In the UniAC2 Fig. 4. Redundancy of transmission system [own study]
system, the following principles were defined:
• redundancy implementation as simple as possible, Each AXM module has two ports and is attached to Network
• static redundancy solution, 1 (MAG_NET1) and Network 2 (MAG_NET2). Information
• zero downtime system design. transferred between AXM modules is sent via both networks in
parallel. In case of damage of one network, the second network is
Volume 11 • Issue 1 • February 2018 5
TRANSMISSION REDUNDANCY IN SAFETY SYSTEMS FOR RAILWAY TRANSPORT USING
THE EXAMPLE OF THE AXLE COUNTER
enough to deliver messages on time. Redundancy on this level is 2.3. Receiver
executed in Black Channel unit. Safety Channel sends one message
(MESSAGE), that I doubled on Black Channel level and it is send The receiver analyses frame and redundancy trailer. Based
via MAG_NET1 (MESSAGE1i) and MAG_NET2 (MESSAGE2i). on it, it decides if specific frame shall be sent to next layers, or
Black Channel on relevant AXM module (receiver) receives discarded. The most important logic of the receiver is the duplicate
MESSAGE1i and MESSAGE2i. The first MessageXi (X=1,2) is discard algorithm. This algorithm has the following steps:
transferred to Safety Channel; second message is discarded as a 1. IF current sequence in new frame > last received sequence
duplicate. number THEN frame is valid.
2. IF current sequence in new frame < start sequence number
2.1. Solution characteristics THEN frame is discarded, restart of sender is detected. Start
sequence number equals last received sequence number mi-
Additional layer in the UniAC2 protocol provides seamless nus window size. Windows size is a distance between next pro-
failover against failure of any network component. Link Redundancy per sequence number and detection of sender restart.
Entity layer (LRE) is responsible for duplicate and discarding frames.
Layer LRE is transparent for higher layers of protocol. It allows higher Window size depends on the frequency of frames between
layer network protocols to operate without modification. nodes and lags on the slower network. This approach assumes that
The internal structure of frame is compatible with specified in IEEE network with poorer parameters shall be good enough to connect
802.3 structure. To simplify the detection of duplicates, the frames are all nodes. The lags in network shall not be higher than the window
identified by redundancy trailer. It contains a sequence number that size in the algorithm.
is incremented for each frame sent according to the protocol. MAC
addresses are used as source and destination identifiers. This trailer 2.4. Supervision
is ignored by nodes and network equipment that are unaware of the
specific protocol and considered as padding. Payload containing The simplified supervision of the communication network
specific data is presented in a table below (Table 1). was implemented. The black channel processor in a node collects
the information indicating the state of communication from its
Table 1. UniPRP - structure of frame [own study] perspective, e.g. it keeps a node table of all detected partners and
No Field Description registers from the last time a node was seen, as well as the number
Safety and non-safety related Data specified for UnIAC2 of received frames which the nodes receive from each other
1 data system over both interfaces. As safety application generate an intensive
Set of data related to parallel
2 Redundancy trailer: redundancy protocol. traffic by sending cyclic status data, there is no need of dedicated
2a 64-bits sequence number Sequence number supervision frames for checking continuously all paths.
2b 4-bits NET identifier NET1 = 0xA; NET2 = 0xB The embedded monitoring system of UniAC2 ensures that the
Cover data in field 1 and diagnostic data registered on the AXM level (not only related to
2c 12-bits frame size
trailer in field 2 communication) is collected on the system level by a specialized
2d 16-bits protocol suffix Protocol type identifier diagnostic ADM module.
Set of data related to network
3 Network management monitoring and management
e.g. timestamp
3. Conclusion
The sequence number size is enough to cover about 100 million
years of system work. It simplifies the algorithm and allows to The progress of communication technologies is opening new
distinguish many border scenarios with two different behaviours of opportunities for designers of embedded network systems and
MAG_NET 1 and MAG_NET2. safety related applications. The new, so-called industrial Ethernet
solutions are able to replace the former field bus technologies not
2.2. Sender only because of their higher bandwidth, but especially because
of the ability to create highly available industrial networks. Over
The main task of the sender is to send two identical (or rather the last 20 years many methods of redundancy were developed
similar because of different MAG_NET identifier field) frames and successfully implemented in Ethernet networks, combining
to the receiver. The sender maintains table of logical connections outstanding reliability with acceptable costs.
with receivers. For each of them, it increments specific sequence In railway signalling systems the industrial Ethernet combined
number. This ensures a proper failure detection coverage, which is with the concept of “black channel” brings new possibilities,
one of the main purposes of high availability systems. The sender providing increase of configurability and maintainability of systems
cannot modify payload of the frame, so LRE layer has no impact on that should adapt to diversity of railway infrastructure.
safety-related data. Redundancy trailer is added as an additional The UniAC2 axle counter system is an example of a new
part of the frame information. Thanks to that, connections with generation modular solution designed to address high availability
and without redundancy protocol can exist in the same network. requirements of modern signalling subsystems. One of the
challenges during the design phase was to develop a redundancy
6 © Copyright by PSTT , All rights reserved. 2018
M.BUŁAWA, P. WOŁOSZYK
concept for embedded communication network integrating the
distributed AXM modules. Bibliography
Having examined the redundancy methods available, no
appropriate redundancy protocol was find. In consequence, due to [1] EN 50129:2003. Railway applications – Communications,
the specific safety related requirements and required simplicity, the signalling and processing systems – Safety related electronic
tailored solution UniPRP was implemented. systems for signaling.
UniPRP allows seamless switchover and no frames are lost. AXM [2] EN 50159:2010. Railway applications – Communications,
modules fulfil the role of doubly attached nodes (DANP), which was signalling and processing systems – Safety related
achieved with relatively low costs. communication in transmission systems.
The double network consisting of two independent sets of [3] EN 62439 series. Industrial communication networks – High
inexpensive Ethernet switches limit the risk of losing connection. availability automation networks Part 1-7.
The current state of Ethernet technology is well able to fulfil the [4] HIRSCHMANN/BELDEN: WP1003-White paper. Media
requirements of the most demanding embedded applications. The Redundancy Concepts. High availability in Industrial
right assumptions and proper technical choices during the planning Ethernet (http://belden.picturepark.com/Website/Download.
phase of a communications network should minimize project risks, aspx?DownloadToken=b427cf97-d5bc-4628-b41a-57d3d2eca
especially connected with management of complexity. The existing 706&Purpose=AssetManager&mime-type=application/pdf).
well-known standards, especially PRP, can be an inspiration for the [5] KIRRMANN H., DZUNG D.: Selecting a Standard
tailored solutions adapted to the needs of embedded safety related Redundancy Method for Highly Available Industrial
systems. The main challenge seems be located in the area of balance Networks, in Proceedings of 2006 WFCS, IEEE International
between performance and simplicity. Workshop on Factory Communication Systems, pp. 387-394.
[6] KIRRMANN H.: PRP – Parallel redundancy Protocol. An
IEC standard for seamless redundancy method using parallel
networks, applicable to hard-real time Industrial Ethernet.
(http://lamspeople.epfl.ch/kirrmann/Pubs/IEC_62439-3/
IEC_62439-3.4_PRP_Kirrmann.pdf)
[7] UniAC2 axle counting system. Technical documentation.
Volume 11 • Issue 1 • February 2018 7
Archives ofSAFETY IN RAILWAY COMPANIES Volume 11
Transport System Issue 1
Telematics February 2018
Safety in Railway Companies
B. GRABOWSKABUJNA
ACADEMY OF THE UNIVERSITY OF BUSINESS IN DĄBROWA GÓRNICZA, Zygmunta Cieplaka 1c, 41-300
Dąbrowa Górnicza, Poland
EMAIL: bujnabeata@gmail.com
ABSTRACT
Widely understood safety belongs to important scientific issues and railway safety constitutes a transport development
key factor in economy. Provisions of the law, regulations and community law detail the working of railway companies in
many areas, also concerning safety. All aspects of safety affect proper functioning of railway companies, infrastructure
development, and they also stimulate socio-economic development. The article presents various aspects of safety in
railway companies depending on the environment, entities operating in railway environment, interaction between
these entities and impact on creating safety postulate.
KEYWORDS: safety, railway companies, human resources management, property management
1. Introduction of safety in railway transport is used in the aviation industry. It
defines safety as a condition in which the possibility of occurrence
Widely understood railway safety belongs to important scientific of damage, among people or property is minimized and remains
issues and constitutes a transport development key factor in economy. at an acceptable level or below this level, thanks to a continuous
Ensuring an appropriate level of safety in railway transport makes, process of risk identification and safety risk management [3].
that buyers are more likely to use it. Increased demand for rail The above definition indicates that safety in railway transport is
transport services affects the development of railway infrastructure multidimensional.
and stimulates socio-economic development. The article presents
various aspects of safety in railway companies depending on the
environment, entities operating in railway environment, interaction
between these entities and impact on creating safety postulate. The
author of the article will try to analyze, what safety in railway transport
is and how it is understood and perceived. Determine what and who
stakes out the level of safety on the railway and whether employees of
railway companies are able to identify safety at their workplace.
Fig. 1 shows what safety in the home, at work and in the surrounding
reality can potentially be associated with. Conceptualizations
contained in Fig. 1 are comprehensively included in the essence of
railway transport safety.
The literature on the subject has many definitions of railway
transport safety, which are transferred to the basics of the
theory of transport. According to the classic definition cited Fig. 1. The essence of safety [own study]
in dictionaries, safety is the condition of being unthreatened,
peace and confidence [1]. In the general sense, safety should be
understood as a state of being not in danger [2].However, the
definition that most accurately reflects the character of the issue
8 © Copyright by PSTT , All rights reserved. 2018
B. GRABOWSKA-BUJNA
safety on the Community’s railways, means the organization and
measures adopted by the infrastructure manager or rail carrier to
ensure the safe management of the activity conducted by the given
entity.
In accordance with the guidelines, the Safety Management System
covers all principles developed and implemented for the needs of a given
entity (incl. internal regulations, internal procedures, job instructions),
which regulate the operation of a given entity in the area of safety (incl.
the division of responsibilities - including management responsibility,
ensuring the competence for specific tasks, resource management) and
enable to organize secure relationships with other entities, including
infrastructure managers, carriers and subcontractors [8].
Systematisation of basic EU and internal legal acts regulating
Fig. 2. Safety aspects in railway transport [own study] safety issues can be presented as follows:
• The European Union acts: directive 2004/49/WE, Commission
Regulation (EU) No. 1169/2010, 1158/2010, 1078/2012,
2. Formal and legal aspect 1077/2012, 402/2013
• Internal acts: Transport Act, regulations on SMS in railway
Creating the railway transport safety policy in formal and legal transport, on common safety indicators (CSI), on the
terms should be considered from the level of the European Union, conditions and procedures for issuing, extending, changing
which through regulatory instruments sets out the basic directions and withdrawing safety authorizations and safety certifications.
of actions in the field of systemic solutions regarding railway The above indicates that the formal and legal aspect constitutes
transport safety. The established EU legal frameworks allow for the a strong tool in structuring safety in railway transport at the
creation of structures at each country level, the aim of which is to European and national level or all entities functioning in the
implement and supervise safety standards. “railway safety area”.
The entities operating in the surrounding of railway transport
include:
• The European Parliament draws up directives and regulations 3. Human resource management
that set the rules for the functioning of safety in railway
transport throughout the European Union.
aspect
• The European Commission, based on the acts of the European Safety in railway transport is closely related to the competences
Parliament and the Council of the European Union, specifies of employees hired in the railway company. Contemporary safety
the conditions of functioning of the railway by decisions, requirements pressure railway entrepreneurs to constantly perfect
regulations, recommendations and directives. their staff by cooperating with schools and universities, and by
• The European Railway Agency (ERA) supports the technical improving their professional qualifications and obtaining appropriate
implementation of the Community law aimed at developing a qualifications by employees. This also applies to staff at every
consistent approach to safety in the european railway system organizational level. In SMS structures, there are procedures strictly
guaranteeing high level of safety [4]. related to human resources in railway companies. In accordance with
• The Ministry of Infrastructure [5] aims to improve the safety the provisions of Directive 2004/49 /EC and the requirements of the
of the railway system in the areas of hard activities, including relevant regulations (Commission Regulation (EU) No 1158/2010
the modernization and revitalization of railway lines, and Commission Regulation (EU) No 1169/2010), these include:
implementation of the European Train Control System (ETCS), • Procedures for dividing responsibilities and ensuring control
soft actions areas related to changes and the development of law by management at various levels;
acts related to railway safety [6]; the ministry also undertakes • Procedures of employee competence management system [8].
initiatives related to the strengthening the role of the Office of Strong and effective management ensures that objectives related
Rail Transport and the reconstruction of vocational education; to safety are defined and prioritized (Planning), appropriate practices
as part of its activities, the ministry has an independent State providing the achievement of safety objectives are implemented
Railway Accidents Investigation Commission (investigation (Implementation), the effectiveness of the system is constantly
body), which on the basis of accidents analysis formulates monitored (Testing) and corrective or preventive measures are taken
recommendation for the railway market by setting safety (Modification)[9].
standards. Active involvement of the management, starting from the
• The Office of Rail Transport acts a regulatory, control and highest level of the organization, as part of the procedure is carried
supervisory role in relation to companies operating on the out by:
railway market. • implementation of effective communication system “down”
Safety Management System (SMS), as defined in [7] directive and “up” of the organization,
2004/49/EC of the European Parliament of 29 April 2004 on • creation of effective management structures,
Volume 11 • Issue 1 • February 2018 9SAFETY IN RAILWAY COMPANIES
• incorporation of safety management into business decisions. in maintaining the staff in good physical condition are the main
In the context of the employee competence management problems faced by the companies” [12]. An additional factor
system procedures, systemic solutions have a whole lot practical hindering the preparation of qualified employees is an inadequate,
applications. The most important of them are [10]: to the expectation of the railway market, educational system in this
• Enriching job descriptions by including a profile of desired area. Unfortunately, over the last years, schools and universities
competences; with railway profiles have systematically disappeared from the list
• Improving the recruitment and selection process; of educational institutions.
• Assessment of employee potential; The current activities of the Ministry of Infrastructure and
• Assessment of needs from practical point of view; Economic Development are focused on tasks related to the
• Research on the effectiveness of training; reconstruction of vocational education with a railway profile.
• Building career plans. The soft activities of the Ministry of Infrastructure also include
Elaborating the specification of the process of hiring, training, the development of training competences of Polish State Railways
preparation and improvement of employees at railway occupations and PKP Intercity by purchasing simulators for the training of
in railway companies is included in the regulation of the Minister employees, e.g. railroad engineers.
of Infrastructure and Economic Development [11]. Under the Managing human capital in railway companies requires lifelong
current provisions, the condition for admitting an employee to learning at every level of the organizations. It means an attitude of
work independently on a railway position is to undergo professional permanently acquiring and updating knowledge for the purpose
training. To undergo such training, a person should meet the of continuous personal, social and professional development [13].
following conditions: In the era of knowledge-based economy, lifelong learning creates
• diploma or certificate confirming the required education, a person characterized by creative and dynamic attitude to life and
• documents confirming work experience at other railway culture, a person, who can change living conditions to improve
position, them to for the common good [14]. Managing human capital in
• an opinion stating the physical and psychological ability to modern railway companies based on safety, should adapt people to
work in a given position, issued by an authorized doctor. modern procedures, the functioning of modern railway in the maze
Professional training includes: of ever-changing regulations, meeting formal safety requirements
• theoretical training, controlled by the Office of Rail Transport and creating a broadly
• job probation, understood safety culture.
• practical training,
• trials.
The next stage is passing the practical and theoretical exam, 4. Technical aspect - property
after which the employee obtains the right to practice the
profession, Nevertheless, it is the employee’s responsibility to obtain
management
authorization, which confirms the practical checking of knowledge In accordance with the legislation, the railway infrastructure is
and skills required on a given position. The presented above created by the following elements, provide that they form part of a
process is really a short version of the whole course of professional railway line, railway siding or other railway track, or are intended
preparation at railway occupations. It includes, in accordance with to manage them, transport people or goods, or maintain [15]:
the regulation, the following positions: • railway tracks, including interchanges and crossings of rails
• train dispatcher, and rails included in them;
• signalman, • turntables and traversers;
• manager of a passenger and goods train (business and working), • roadbed, in particular embankments and dikes;
• seter, • engineering objects;
• maneuver, • interlocks, railway traffic control devices, including safety,
• rolling stock auditor, signaling, and communication devices on the route;
• automation specialist, • platforms with infrastructure enabling passengers to reach
• trackmaster, them;
• lineman, • freight ramps, including freight terminals, along with lines of
• railroad engineer, supply for public roads;
• railroad engineer assistant. • technological roads and pathways along the tracks;
In the railway sector, employment is also determined by • railroad crossings and pathways along tracks;
the health, physical and mental conditions the employees are • lighting systems for railway traffics and safety purposes;
obligated to fulfill and people hired to work at railway positions. • electrical energy conversion and distribution devices for
Unfortunately, railway companies admit that there are problems traction power supply purposes;
with hiring new people for work - mainly because the candidates • lands marked as cadastral parcels, on which there are elements
do not meet the health requirements. “If there are 120 volunteers listed in above points.
for the interview, only 12 get a medical permit to work. These are In terms of the length of tracks in EU railway statistics, Poland
usually young people. Health problems and related difficulties is one of the leaders. Relatively large rail network results from the
10 © Copyright by PSTT , All rights reserved. 2018B. GRABOWSKA-BUJNA
fact of a large area of the country, its central location in Europe and
very good topographical conditions for the construction of railway 5. Economic and financial aspect
lines. However, in terms of quality, infrastructure in Poland is not
among the leaders of Europe. In the 20th century, the quality of The following groups of entities (in various range) are involved
railway infrastructure in Poland underwent systematic degradation. in ensuring safety in railway transport:
Only Poland’s entry into the European Union has resulted in • Railroad carriers,
launching EU funds for the modernization of rail networks in • Infrastructure managers,
Poland. Nowadays, the role of rail transport in integrated transport • Siding users,
system of the country is a strategic task. To that end, it is necessary • Entities in charge of maintenance,
to make a move that will increase competitiveness of the railway in • Rolling stock manufacturers,
relation to other types of transport, measured by travel time, travel • Maintenance workshops.
comfort and safety level. This task will be pursued by investments, They are obligated to apply safety-related procedures and to
organizational and technological improvements and changes in the carry out risk assessments related to the process they perform for
professional activity of railwaymen. In January 2013 the Council rail transport [20].
of Ministers adopted a resolution “Strategy for the development of The effect of the above is to bear the cost in the following areas:
transport up to 2020” (with a prospect until 2030). The document • railway traffic control (railway traffic operation) - this is the
sets out the most important directions of activity in context of task of ensuring the safety of moving vehicles on the railway
increasing territorial accessibility, improving the safety of road network and ensuring the required efficiency of these vehicles
users and transport efficiency by creating a coherent, sustainable in a technically and economically justified manner [21];
and user-friendly transport system in the national and European • ongoing maintenance, renovation, modernization and
dimension. For passengers, travel comfort is also important investment in railway infrastructure, i.e. permanent way, railway
- modern and comfortable rolling stock, renovated stations and traffic control devices, engineering structures, buildings, contact
technical condition of railway infrastructure, which has an impact system, communication and lightning;
on an important element of competitiveness – punctuality [16]. • ongoing maintenance, renovation, modernization and
The PKP SA Group, the largest player on the Polish railway investment in rolling stock;
market for the modernization of railway stations, railway lines and • utilities supply;
rolling stocks, in accordance with the National Rail Program in • material logistics.
2014-2023 assumes total expenditures in the amount of PLN 67.5 The implementation of tasks in the above mentioned areas
billion, including in 2016 PLN 7.1 billion, in 2017 PLN 6.2 billion, constitute the highest level of costs for railway companies in the total
and in 2018 PLN 9.6 billion. PKP PLK - the largest railway lines costs of company. Due to above, railway companies have the possibility,
manager - provides for modernization of 3000 railroad switches based on appropriate regulations, to raise funds and subsidies for the
and almost 1200 railroad crossings [17]. implementation of the tasks mentioned above. It is significant that all
An important element in property management is also the entrepreneurs undertake many initiatives, which follow the ideas of
adaptation of the railway infrastructure for freight transport. For the National Development Strategy 2020 (so-called 2nd strategic area
example, in 2014, the commercial speed (the ratio of distance - a competitive economy) which the basic assumptions are reflected
traveled by train between two points of the road to the total in the Transport Development Strategy until 2020.
times of rides and stops) for rail freight services in Poland was 23 An important aspect of the costs incurred by railway companies
km/h. For comparison, in Germany the average speed is 50 km/h. is also the fact, that all equipment used to carry out maintenance
Disappointing condition of railway infrastructure and “bottlenecks” and traffic tasks, in accordance with the regulations, must have
for Polish freight carriers is a problem which hinders not only the “type approval certificates”. The procedures for producers to obtain
arranging of train schedules, but also prompt delivery of cargo to the certain certificates, conferred by the President of the Office of Rail
customer. Examples of “bottlenecks” include single-track sections Transport, significantly affect the price level of all these products.
of lines or lines with a high level of mixed traffic, i.e. passenger There are many other issues related to the proper functioning
and freight traffic. Some restrictions are also controversial, such as of railway entities, which can and should be subject to analyzes and
limitation related to length of freight trains and reduction of axle deliberations in the economic and financial aspect. These topics
loads due to poor infrastructure condition [18]. relate to, i.e. the model of unit rates for the provision of railway
When analyzing the area of property management, it is also infrastructure or the issue of exemptions of railway infrastructure
important to refer to the SMS. The procedures force on the railway from perpetual usufruct fees and real estate tax.
companies to carry out appropriate infrastructure and rolling According to the above, there are many aspects and different
stock analyzes. The analyzes must cover, i.a. the following issues: conditions of safety in railway transport. The author of the article
railway, power supply, steerage and rolling stock [19]. has tried to sort out the issues in the basic scope, which are
presented in Fig. 3.
Each of these aspects is shaped by the functioning of various
entities in micro and macro environment of the railway companies
creating a “railway safety space”. These entities, through their mutual
Volume 11 • Issue 1 • February 2018 11SAFETY IN RAILWAY COMPANIES
influence, determine the level of safety in railway transport, indicating [8] https://www.utk.gov.pl/pl/bezpieczenstwo-systemy/
potential risks, threats and areas for improvement. zarzadzanie-bezpieczen/system-zarzadzania-
bezp/11014,System-zarzadzania-bezpieczenstwem.html
[date of access 20.04.2018]
[9] European Railway Agency (2010), A Guide to the Development
and Implementation of a Safety Management System for
Railway Undertakings and Infrastructure Managers for the
Implementation of a Safety Management System in Accordance
with Art. 9 of Directive 2004/49 / EC and its Annex III, France:
European Railway Agency.
[10] http://forfuture.eu/x.php/1,22/System-Zarzadzania-
Kompetencjami.html [date of access 20.04.2018]
[11] Regulation of the Minister of Infrastructure and Development
of 30 December 2014 on employees employed in positions
directly related to the conduct and safety of railway traffic and
Fig. 3. Entities operating in the micro and macro environment of the the operation of specific types of railway vehicles pursuant to
railway sector environment [own study] art. 22d ust. 3 of the Act of 28 March 2003 on railway transport
(Journal of Laws of 2013, item 1594, as amended)
[12] https://kurierkolejowy.eu/aktualnosci/30731/pkp-cargo--
6. Conclusion brakuje-nam-rak-do-pracy.html [date of access 20.04.2018].
[13] SUCHODOLSKI B.: Edukacja permanentna. Rozdroża i
Safety is an important element conditioning the proper functioning nadzieje. Warszawa: Wydawnictwo Towarzystwa Wolnej
of rail transport. The macro and micro entities of the railway sector’s Wszechnicy Polskiej, 2003
environment shape its level of security. The railway safety space is [14] BEDNARCZYK H.: Wokół problemów kształcenia
FUHDWHG E\ WKH IROORZLQJ DVSHFWV HFRQRPLF DQG ¿QDQFLDO KXPDQ ustawicznego. Warszawa-Radom: Wydawnictwo Instytutu
FDSLWDOPDQDJHPHQWWHFKQLFDODQGIRUPDOOHJDO Technologii Eksploatacji, 1999
[15] https://www.utk.gov.pl/pl/dostep-do-infrastruktur/dostep-
do-infrastruktu/zarzadzanie infrastrukt/11622,Zarzadzanie-
Bibliography infrastruktura-kolejowa.html [date of access 20.04.2018]
[16] http://www.kolejnictwo-polskie.pl/default_014.html [date of
[1] ARNOLD A.: Słownik języka polskiego. Bielsko-Biała: access 20.04.2018]
Wydawnictwo Park Sp. z o.o., 2007), [17] https://www.bankier.pl/wiadomosc/Prezes-PKP-PLK-
[2] ZIĘBA R.: Pojęcie i istota bezpieczeństwa państwa w stosunkach Wydatki-inwestycyjne-w-17-wyniosa-ok-5-7-mld-
międzynarodowych. Sprawy Międzynarodowe, nr10, 1989 zl-3618248.html [date of access 20.04.2018]
[3] http://cl.pwszchelm.pl/index.php?option=com_content&vie [18] http://www.kolejnictwo-polskie.pl/default_014.html [date of
w=article&id=117&Itemid=87 [date of access 20.04.2018] access 20.04.2018]
[4] REGULATION (EC) No 881/2004 OF THE EUROPEAN [19] PAWLIK M.: Systemy zarządzania bezpieczeństwem
PARLIAMENT AND OF THE COUNCIL of 29 April 2004 zarządców infrastruktury i przewoźników kolejowych.
establishing a European Railway Agency (Agency Regulation) Technika Transportu Szynowego, 11/2007
[5] Regulation of the Council of Ministers of January 23, 2018 [20] SITARZ M., CHRUZIK K., WACHNIK A.: Zintegrowany
on the creation of the Ministry of Infrastructure, Minister system zarządzania bezpieczeństwem w transporcie
of Infrastructure heads the departments of government kolejowym. Integracja systemów zarządzania. Technika
administration in the field of communication and transport. Transportu Szynowego, 1-2/2012
[6] http://mi.gov.pl/2-Bezpieczenstwonakolei.htm [date of [21] DĄBROWA–BAJON M.: Podstawy sterowania ruchem
access 20.04.2018] kolejowym. Warszawa: Oficyna Wydawnicza Politechniki
[7] The Rail Transport Act, consolidated text based on: Dz. U. of Warszawskiej, 2002
2017 item 2117, 2361, from 2018, item 650
12 © Copyright by PSTT , All rights reserved. 2018Archives of Volume 11
Transport System
S. IWAN, K. MAŁECKI, Ł. ZABOROWSKI, M. NÜRNBERG
Issue 1
Telematics February 2018
Mobile Driver Assistance System
Based on Data from the Diagnostic
Port of Vehicle
S. IWANa, K. MAŁECKIb, Ł. ZABOROWSKIb, M. NÜRNBERGa
a
MARITIME UNIVERSITY OF SZCZECIN, Faculty of Economics and Engineering of Transport, Poboznego 11,
70-515 Szczecin, Poland
b
WEST POMERANIAN UNIVERSITY OF TECHNOLOGY, Faculty of Computer Science, Piastów 17, 70-310
Szczecin, Poland
EMAIL: s.iwan@am.szczecin.pl
ABSTRACT
The article presents one application from the ADAS (Advanced Driver Assistance Systems) group of systems,
which enables the reading of parameters from the module connected to the diagnostic port in the vehicle. The
developed application enables better control of engine operation and supports the driver in the field of, among
others indication of currently running gear and suggestion of switching on the higher or lower gear depending on
the engine parameters read. The suggestion of changing gears is shown graphically and sonically. The application is
designed for mobile devices working under the control of Android operating system.
KEYWORDS: Advanced Driver Assistance Systems (ADAS), diagnostic port, mobile application
1. Introduction Considering the increasing popularity and functionality of
smartphones that accompany us every day, the aim of this work is to
Every year, more and more vehicles are equipped with driver develop a mobile application analyzing vehicle parameters based on
support systems based on numerous sensors, control modules and data from a module connected to the diagnostic port which is located
cameras. In a modern vehicle the driver is supported by various in the vehicle. The parameters available from the engine module, so
information about the driving style, recognized traffic signs and far invisible to the driver, will be analyzed. The application will present
vehicle data. Many models also offer support in closing the door, data in a way that is understandable for the vehicle user in accordance
opening and closing the tailgate, parking and many other activities, with the selected driving mode. In addition, the application will
while increasing the safety of driving. visually and audibly signal to the driver the need to change gear to
However, according to Samar [1], the average age of passenger a higher or lower depending on the registered parameters. It will
cars traveling on Polish roads is around 13 years. The average age also enable the measurement of acceleration time to set speeds and
for cars in Europe is according to ACEA [2] about 10 years. Many of current and average fuel consumption.
these vehicles are not equipped with on-board computers at all, and
if they already have them, the information displayed is very limited.
The reason is certainly that the number of sensors and modules 2. Related work
installed in is much smaller than in modern cars. However, the vast
majority of these vehicles have a diagnostic connector allowing to Advanced driver assistance systems (ADAS) help drivers react
read parameters from the engine management module. to a situation on the road or in a vehicle and thus improve driving
safety [3].
Volume 11 • Issue 1 • February 2018 13MOBILE DRIVER ASSISTANCE SYSTEM BASED ON DATA FROM THE DIAGNOSTIC PORT OF VEHICLE
The most popular systems of this type are road sign recognition
systems [4-8], commonly implemented in modern vehicles. There
are also known systems and methods of vehicle recognition [9-11],
detection of brake lights [12-15], systems of surface condition
control [16, 17], applications downloading and processing data
from ITS systems [18-20] and communication systems between
vehicle and road infrastructure that allow for optimal switching of
traffic lights [21-25]. Fig. 1. Diagram of the diagnostic connector in the vehicle [28]
The on-board diagnostic system after making the connection
3. Communication with the provides 9 operating modes defined in the SAE J1979 standard [30].
vehicle Each of the possible modes is responsible for providing a different
type of data (Table 1).
The appearance of the first on-board diagnostic (OBD) systems
[26] was closely related to the continuous monitoring of vehicle Table 1. Working modes of OBD-II [30] [own study]
failure and exhaust emissions. Since the introduction of the solution, Mode Description
the information available has been very diverse and limited in scope. 01 Current drive diagnostic data and system information
At the end of the 1980s, in the United States, thanks to the California
02 Frozen frame information (saved information
Air Resources Board (CARB) [27], it was decided that all vehicles at the time of failure)
must be equipped with basic OBD capabilities. These decisions and
03 Error codes
an attempt to continuously reduce and control the exhaust emissions
04 Erase diagnostic information
caused that in 1994 the OBD-II specification was issued.
This standard has become so popular that over time it also 05 Request for oxygen sensor monitor test results
appeared in Europe. The existing European equivalent is denoted 06 The results of discontinuous monitors tests
by the abbreviation EOBD (European On Board Diagnostic) [26] 07 The results of continuous monitors tests
and it has the same technical specification as OBD-II. Since 2000, 08 The control over the diagnostic system
it has been mandatory to install it in vehicles with a gasoline
09 Read information about the vehicle
engine and since 2003 in vehicles with a diesel engine.
Considering the scope and objectives of the article, the most
3.1. The OBD-II system important one to be discussed is the first mode, because it allows
access to the data of the propulsion system in real time.
OBD-II system appearing on the market significantly increased the The defined list of identification numbers used for data exchange
ability of vehicles to self-diagnosis and facilitated a communication with provides software developers with some important information
the vehicle using external devices. The most important assumptions that allows them to interpret the received values appropriately.
of the system are: control of all devices affecting the final emission of The first of the available identification numbers specified by the
the vehicle, protection of the exhaust gas catalytic converter against “00” code allows obtaining information on the numbers that can
damage, optical warning indications when the devices affecting the final be used. The answer returned by the OBD-II system does not have
emission from the vehicle exhibit functional faults and error memory. a defined formula for decoding the result, because it requires a
The introduction of the system has brought new standards, different interpretation of the value obtained. The number of
which define, among others, the format of sent messages and bytes returned by the system in the case of such a query is always
available data transmission protocols used in the standardized Data 4. By decoding the received bytes to the hexadecimal form, we
Link Connector (DLC). Additionally, the related standards provide get a string that once again should be decoded. Each subsequent
the On-board Diagnostics Parameter IDs (OBD-II PIDs) with character of the hexadecimal value stored in binary form allows to
possible monitoring parameters along with their detailed description. determine whether the given identification number, starting from
However, it is not an obligation for producers to implement all of the first, is available for reading.
them. They can add their own proprietary parameter identification It is good practice to start diagnostics from checking the
numbers (PIDs) to standard items. availability of identification numbers. This allows determining
The specification of the diagnostic interface is specified in detail whether the app is correctly connected to the vehicle and do not
in SAE J1962 standard [28]. It contains information about the send unnecessary commands to the system, thus increasing the
location in the cockpit and an exact construction indicating a 16- expectations of others. For most of the other parameters included
pin standard female socket with specifically spaced communication in the list, short formulas are defined that do not require such
protocols lines (Fig. 1). in-depth decoding. The exact number of returned bytes only
Vehicle manufacturers have several communication ports at makes it easier to properly decode values and substitute them for
their disposal, but in most cases only one is used. Each of them has a the formula. Clearly defined descriptions and values allow users
position defined in the norm, which means that some of the 16 pins to create their own prototype libraries to communicate with the
are reserved. The remaining pins, not specified in the aforementioned system.
standard, allow for authorized use by producers [29].
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