<?xml version="1.0" encoding="UTF-8"?> <rss
version="2.0"
xmlns:content="http://purl.org/rss/1.0/modules/content/"
xmlns:wfw="http://wellformedweb.org/CommentAPI/"
xmlns:dc="http://purl.org/dc/elements/1.1/"
xmlns:atom="http://www.w3.org/2005/Atom"
xmlns:sy="http://purl.org/rss/1.0/modules/syndication/"
xmlns:slash="http://purl.org/rss/1.0/modules/slash/"
><channel><title>European Railway Review &#187; Latest issue</title> <atom:link href="http://www.europeanrailwayreview.com/category/err-magazine/latest-issue/feed/" rel="self" type="application/rss+xml" /><link>http://www.europeanrailwayreview.com</link> <description></description> <lastBuildDate>Fri, 10 Feb 2012 10:05:36 +0000</lastBuildDate> <language>en</language> <sy:updatePeriod>hourly</sy:updatePeriod> <sy:updateFrequency>1</sy:updateFrequency> <generator>http://wordpress.org/?v=3.3.1</generator> <item><title>Sustainability supplement (free to view)</title><link>http://www.europeanrailwayreview.com/sustainability-supplement-2012?utm_source=rss&#038;utm_medium=rss&#038;utm_campaign=sustainability-supplement-free-to-view</link> <comments>http://www.europeanrailwayreview.com/sustainability-supplement-2012#comments</comments> <pubDate>Wed, 08 Feb 2012 17:20:34 +0000</pubDate> <dc:creator>admin</dc:creator> <category><![CDATA[Latest issue]]></category> <category><![CDATA[Supplements]]></category> <category><![CDATA[Alexander Veitch]]></category> <category><![CDATA[Ignacio Barrón de Angoiti]]></category> <category><![CDATA[Paul Byrne]]></category> <category><![CDATA[Shamit Gaiger]]></category> <category><![CDATA[Sustainability]]></category><guid
isPermaLink="false">http://www.europeanrailwayreview.com/?p=12597</guid> <description><![CDATA[Bridging the energy gap at Blackfriars (Paul Byrne, Senior Project Manager for Blackfriars, Network Rail)<br
/>Does high-speed rail contribute to a more sustainable transport system? (Ignacio Barrón de Angoiti, Director of the Passenger, High Speed and Stations Department and Coordinator of Latin America Region, UIC, and European Railway Review Editorial Board Member and Alexander Veitch, Head of Sustainable Development Unit, UIC)<br
/>Cooperative working to reduce carbon emissions on the GB mainline (Shamit Gaiger, Head of National Programmes, Industry Strategy, RSSB)]]></description> <wfw:commentRss>http://www.europeanrailwayreview.com/sustainability-supplement-2012/feed/</wfw:commentRss> <slash:comments>0</slash:comments> </item> <item><title>Signalling &amp; Telecommunications supplement (free to view)</title><link>http://www.europeanrailwayreview.com/signalling-and-telecom-2012?utm_source=rss&#038;utm_medium=rss&#038;utm_campaign=signalling-telecommunications-supplement-free-to-view</link> <comments>http://www.europeanrailwayreview.com/signalling-and-telecom-2012#comments</comments> <pubDate>Wed, 08 Feb 2012 17:10:02 +0000</pubDate> <dc:creator>admin</dc:creator> <category><![CDATA[Latest issue]]></category> <category><![CDATA[Supplements]]></category> <category><![CDATA[Davide Quatrini]]></category> <category><![CDATA[Michel Boudoussier]]></category> <category><![CDATA[Péter Tóth]]></category> <category><![CDATA[Signalling]]></category> <category><![CDATA[Telecommunications]]></category><guid
isPermaLink="false">http://www.europeanrailwayreview.com/?p=12594</guid> <description><![CDATA[Improved location of trains involved in safety critical scenarios (Davide Quatrini, Mauro Giaconi and Giuseppe Fazio, Faculty of Engineering, University of Rome ‘Tor Vergata’)<br
/>Eurotunnel is switching to digital and remains at the forefront of technology (Michel Boudoussier, Chief Operating Officer, Eurotunnel)<br
/>A history of electronic interlocking in Hungary (Péter Tóth, Signalling Expert, Hungarian State Railways, Telecom, Electrification and Signalling Technological Centre)]]></description> <wfw:commentRss>http://www.europeanrailwayreview.com/signalling-and-telecom-2012/feed/</wfw:commentRss> <slash:comments>0</slash:comments> </item> <item><title>“The railway will be the transport mode of the 22nd century”</title><link>http://www.europeanrailwayreview.com/12491/err-magazine/latest-issue/the-railway-will-be-the-transport-mode-of-the-22nd-century/?utm_source=rss&#038;utm_medium=rss&#038;utm_campaign=the-railway-will-be-the-transport-mode-of-the-22nd-century</link> <comments>http://www.europeanrailwayreview.com/12491/err-magazine/latest-issue/the-railway-will-be-the-transport-mode-of-the-22nd-century/#comments</comments> <pubDate>Mon, 06 Feb 2012 15:43:24 +0000</pubDate> <dc:creator>amjennings@russellpublishing.com</dc:creator> <category><![CDATA[Latest issue]]></category> <category><![CDATA[Belgium]]></category> <category><![CDATA[Etienne Schouppe]]></category> <category><![CDATA[Railway Modernisation]]></category><guid
isPermaLink="false">http://www.europeanrailwayreview.com/?p=12491</guid> <description><![CDATA[“The railway will be the transport mode of the 21st century, if it survives the 20th.” I had to use this phrase on numerous occasions during my time as Chief Executive of the Belgian National Railway Company in the 1990s, in order to make my colleagues aware of the necessity, during tense budgetary periods for public authorities, to efficiently use the budgetary means put at the company’s disposal by the public stakeholder, and at the same time, highlight the obligation that the public authorities have to make sufficient appropriations in their budget to allow the least polluting means of transport to continue its development.This message has been understood in my country, as well as other countries, which has allowed large railway infrastructure projects to be launched and the massive acquisition of new rolling stock; and this, to the profit of railway undertakings, infrastructure managers, their clients and industry in numerous domains which are the pride of Europe. In other world regions this inspires a wish to launch enormous construction projects too, which directly allows European businesses to conquer new markets in exporting a unique ‘savoir-faire’. ]]></description> <wfw:commentRss>http://www.europeanrailwayreview.com/12491/err-magazine/latest-issue/the-railway-will-be-the-transport-mode-of-the-22nd-century/feed/</wfw:commentRss> <slash:comments>0</slash:comments> </item> <item><title>Infrabel is putting the finishing touches to its Diabolo project</title><link>http://www.europeanrailwayreview.com/12488/err-magazine/latest-issue/infrabel-is-putting-the-finishing-touches-to-its-diabolo-project/?utm_source=rss&#038;utm_medium=rss&#038;utm_campaign=infrabel-is-putting-the-finishing-touches-to-its-diabolo-project</link> <comments>http://www.europeanrailwayreview.com/12488/err-magazine/latest-issue/infrabel-is-putting-the-finishing-touches-to-its-diabolo-project/#comments</comments> <pubDate>Mon, 06 Feb 2012 15:38:01 +0000</pubDate> <dc:creator>amjennings@russellpublishing.com</dc:creator> <category><![CDATA[Latest issue]]></category> <category><![CDATA[Belgium]]></category> <category><![CDATA[Benelux Profile]]></category> <category><![CDATA[Diabolo Project]]></category> <category><![CDATA[Infrabel]]></category> <category><![CDATA[Luc Lallemand]]></category> <category><![CDATA[Rail infrastructure]]></category><guid
isPermaLink="false">http://www.europeanrailwayreview.com/?p=12488</guid> <description><![CDATA[Infrabel, the manager of the Belgian railway infrastructure, is currently putting the finishing touches to Diabolo – the new direct rail link to and from Brussels Airport. With four months before the rail link goes into service, Luc Lallemand, Infrabel’s CEO, exclusively tells European Railway Review the most important achievements and strategic priorities of the prestigious Diabolo project.Strategic railway link in the centre of Europe
Thanks to Diabolo, Brussels Airport will be directly connected with the major axes of the Belgian network and also with several European cities, via the international axes Frankfurt–Liège–Brussels–Paris and Amster - dam–Brussels–Paris.After the completion of the Belgian highspeed network in 2009, which is now in service and which covers the Belgian territory from border to border (in the direction of France, Germany and the Netherlands and in the direction of Great Britain through the Eurotunnel) Belgium once again has strategically positioned itself at the centre of Europe.Diabolo is an underground railway connection between the Brussels-National- Airport station (in the airport itself) and the new double railway line Schaerbeek–Mechelen (L25N) along the central reservation of the E19 motorway, which will also contribute to improving congestion to and from the capital. ]]></description> <wfw:commentRss>http://www.europeanrailwayreview.com/12488/err-magazine/latest-issue/infrabel-is-putting-the-finishing-touches-to-its-diabolo-project/feed/</wfw:commentRss> <slash:comments>0</slash:comments> </item> <item><title>BGN 1.3 billion to be invested in Bulgarian railway infrastructure by 2014</title><link>http://www.europeanrailwayreview.com/12466/err-magazine/latest-issue/bgn-1-3-billion-to-be-invested-in-bulgarian-railway-infrastructure-by-2014/?utm_source=rss&#038;utm_medium=rss&#038;utm_campaign=bgn-1-3-billion-to-be-invested-in-bulgarian-railway-infrastructure-by-2014</link> <comments>http://www.europeanrailwayreview.com/12466/err-magazine/latest-issue/bgn-1-3-billion-to-be-invested-in-bulgarian-railway-infrastructure-by-2014/#comments</comments> <pubDate>Mon, 06 Feb 2012 15:20:37 +0000</pubDate> <dc:creator>amjennings@russellpublishing.com</dc:creator> <category><![CDATA[Latest issue]]></category> <category><![CDATA[Bulgaria]]></category> <category><![CDATA[Bulgarian Railways]]></category> <category><![CDATA[Infrastructure]]></category> <category><![CDATA[Milcho Lambrev]]></category> <category><![CDATA[National Railway Infrastructure Company]]></category> <category><![CDATA[South East Europe]]></category> <category><![CDATA[TEN-T]]></category><guid
isPermaLink="false">http://www.europeanrailwayreview.com/?p=12466</guid> <description><![CDATA[The State Enterprise ‘National Railway Infrastructure Company’ (NRIC) has been established by the Law on Railway Transport – a law which came into force from 1 January 2002. The company is with a statute of a state-owned entity as per the meaning of the Trade Act. The company is registered in the Register of the Sofia City Court.NRIC is the Infrastructure Manager of the railway infrastructure network of Republic of Bulgaria. The main activities of the company are:● Ensuring the use of the railway infra - structure by licensed operators at uniform conditions● Performing of activities for development, repair, maintenance and operation of the railway infrastructure● Collecting of infrastructure access charges in amounts as defined by the Council of Ministers of Republic of Bulgaria● Elaborating of the trains’ timetables in coordination with the operators, whereas for passenger trains – in coordination also with the municipalities● Management of the trains operation on the railway infrastructure while observing the safety, reliability and security requirements● Accepting and fulfilling of all orders result - ing from the obligations for public services● Elaborating, maintaining and preserving of a register with data about the land and the objects of the railway infrastructure.]]></description> <wfw:commentRss>http://www.europeanrailwayreview.com/12466/err-magazine/latest-issue/bgn-1-3-billion-to-be-invested-in-bulgarian-railway-infrastructure-by-2014/feed/</wfw:commentRss> <slash:comments>0</slash:comments> </item> <item><title>Raising the profile of the SEETO Comprehensive Rail Network</title><link>http://www.europeanrailwayreview.com/12463/err-magazine/latest-issue/raising-the-profile-of-the-seeto-comprehensive-rail-network/?utm_source=rss&#038;utm_medium=rss&#038;utm_campaign=raising-the-profile-of-the-seeto-comprehensive-rail-network</link> <comments>http://www.europeanrailwayreview.com/12463/err-magazine/latest-issue/raising-the-profile-of-the-seeto-comprehensive-rail-network/#comments</comments> <pubDate>Mon, 06 Feb 2012 15:18:47 +0000</pubDate> <dc:creator>amjennings@russellpublishing.com</dc:creator> <category><![CDATA[Latest issue]]></category> <category><![CDATA[Nedim Begovic]]></category> <category><![CDATA[Rail Development]]></category> <category><![CDATA[South East Europe Transport Observatory (SEETO)]]></category> <category><![CDATA[TEN-T]]></category> <category><![CDATA[Trans-European Transport Network]]></category><guid
isPermaLink="false">http://www.europeanrailwayreview.com/?p=12463</guid> <description><![CDATA[The European Commission’s proposal on new TEN-T guidelines adopted on 19 October 2011 was welcomed by the Regional Participants, since it includes important achievement of South East European regional cooperation. For the first time, the SEETO (South East Europe Transport Observatory) Comprehensive Network was included in the TEN-T Comprehensive Network maps, which was characterised as one step further towards complete harmonisation with the TEN-T Comprehensive Network and fortification of the SEETO Comprehensive Network’s position of precursor of TEN-T Comprehensive Network in the South East Europe.The SEETO Comprehensive Network is a one layer multimodal network which provides high level regional interconnections and connections of the Western Balkan with the EU (TEN-T). In its present form, the SEETO Comprehensive Network consists of 6,554km of roads, 4,807km of rails, 17 airports, four rivers, eight inland waterway ports and 10 seaports.The regional transport network defined in the Memorandum of Understanding (MoU) for the Development of the Core Regional Transport Network was established by seven South East European Regional Participants and the European Commission in order to ensure stability and economic prosperity of South East Europe. ]]></description> <wfw:commentRss>http://www.europeanrailwayreview.com/12463/err-magazine/latest-issue/raising-the-profile-of-the-seeto-comprehensive-rail-network/feed/</wfw:commentRss> <slash:comments>0</slash:comments> </item> <item><title>Detection of wheel-rail contact conditions for improved train control</title><link>http://www.europeanrailwayreview.com/12461/err-magazine/latest-issue/detection-of-wheel-rail-contact-conditions-for-improved-train-control/?utm_source=rss&#038;utm_medium=rss&#038;utm_campaign=detection-of-wheel-rail-contact-conditions-for-improved-train-control</link> <comments>http://www.europeanrailwayreview.com/12461/err-magazine/latest-issue/detection-of-wheel-rail-contact-conditions-for-improved-train-control/#comments</comments> <pubDate>Mon, 06 Feb 2012 15:10:38 +0000</pubDate> <dc:creator>amjennings@russellpublishing.com</dc:creator> <category><![CDATA[Latest issue]]></category> <category><![CDATA[Adhesion Management]]></category> <category><![CDATA[Professor T.X. Mei]]></category> <category><![CDATA[Track systems]]></category> <category><![CDATA[University of Salford]]></category> <category><![CDATA[wheel slip/slide protection (WSP)]]></category><guid
isPermaLink="false">http://www.europeanrailwayreview.com/?p=12461</guid> <description><![CDATA[The contact between wheels and track is fundamental to railway operations, but the contact conditions are affected by often unpredictable external sources of contamination such as fallen tree leaves, snow and rain which can substantially reduce the level of adhesion of the track that is essential to the delivery of tractive effort for traction and braking systems in railway vehicles. The problem of low adhesion reduces the traction and causes wheel spin when trains accelerate or lock their wheels to slow down which can potentially cause severe wear of wheel and rail surfaces, increase mechanical stress in the system and affect stability.The history of adhesion management can be traced back to the use of sanding systems in locomotives to improve adhesion as early as the late 19th century, but there have since been significant advances in wheel slip/slide protection (WSP) technologies for braking and traction systems. The most commonly used wheel slip protection schemes are achieved by measuring and controlling the slip ratio (relative speed between a wheel and the train) and in more extreme cases to control the wheel rotational acceleration below a pre-defined threshold. Further performance enhancement may be obtained with the use of hybrid anti-slip approaches with the use of slip, wheel speed and acceleration information. Those controllers are difficult to obtain optimal performance and also require accurate measurement of wheel slip. In general, WSPs are effectively reactive systems, i.e. only ‘activated’ to stop wheel slip/slide when detected by the sensors. ]]></description> <wfw:commentRss>http://www.europeanrailwayreview.com/12461/err-magazine/latest-issue/detection-of-wheel-rail-contact-conditions-for-improved-train-control/feed/</wfw:commentRss> <slash:comments>0</slash:comments> </item> <item><title>Adjusted rail profile makes Dutch rail virtually free from Head Checks</title><link>http://www.europeanrailwayreview.com/12469/err-magazine/latest-issue/adjusted-rail-profile-makes-dutch-rail-virtually-free-from-head-checks/?utm_source=rss&#038;utm_medium=rss&#038;utm_campaign=adjusted-rail-profile-makes-dutch-rail-virtually-free-from-head-checks</link> <comments>http://www.europeanrailwayreview.com/12469/err-magazine/latest-issue/adjusted-rail-profile-makes-dutch-rail-virtually-free-from-head-checks/#comments</comments> <pubDate>Mon, 06 Feb 2012 15:02:14 +0000</pubDate> <dc:creator>amjennings@russellpublishing.com</dc:creator> <category><![CDATA[Latest issue]]></category> <category><![CDATA[Benelux Profile]]></category> <category><![CDATA[Head Checks]]></category> <category><![CDATA[ProRail]]></category> <category><![CDATA[Rolf Dollevoet]]></category> <category><![CDATA[The Netherlands]]></category><guid
isPermaLink="false">http://www.europeanrailwayreview.com/?p=12469</guid> <description><![CDATA[Since 2006, infra-manager ProRail has been keeping the Dutch rail free from Head Checks by grinding the rails in an Anti Head Check profile. Head Checks (HC) are rail defects that are created by wheel-rail contact. These can be serious safety threats. I obtained my doctorate in 2010 with the dissertation titled ‘Design of an Anti Head Check profile based on stress relief 1,2. I designed a rail profile that saves ProRail €50 million of maintenance costs for the rails per year. This rail profile made the volume of HC decrease by over 70% since late-2008. Head Checks are becoming extinct in the Netherlands.In the Netherlands, approximately 70% of the total annual maintenance budget is spent on rails, including foundation, sleepers, ballast, constructions and switches3. Rails may seem to be simple elements, but they deserve ample attention. The wheel-rail contact is the force that brings the degeneration of both separate systems together. All failing mechanisms can eventually be brought down to this dynamic contact system. This also played a role in the serious and fatal UK rail accident in 2000 at Hatfield, where rails affected by HC broke down.Shocked by this, infra-manager ProRail took a look at the situation in the Netherlands. Inspections proved that here HC was a serious problem as well: 10% of the curves (rails) appeared to have been affected. The safety, reliability and availability of the rails was in danger. The problem increased and expo - nentially grew each year. In the peak year 2004, ProRail spent €50 million on fighting HC. ]]></description> <wfw:commentRss>http://www.europeanrailwayreview.com/12469/err-magazine/latest-issue/adjusted-rail-profile-makes-dutch-rail-virtually-free-from-head-checks/feed/</wfw:commentRss> <slash:comments>0</slash:comments> </item> </channel> </rss>
<!-- Performance optimized by W3 Total Cache. Learn more: http://www.w3-edge.com/wordpress-plugins/

Minified using disk: basic
Database Caching 45/86 queries in 0.043 seconds using disk: basic
Object Caching 657/776 objects using disk: basic

Served from: www.europeanrailwayreview.com @ 2012-02-10 10:17:55 -->
