text:
45.020 - Railway engineering in general
ICS 45.020 Details
Railway engineering in general
Eisenbahntechnik im allgemeinen
Génie ferroviaire en général
Železniška tehnika na splošno
45 - RAILWAY ENGINEERING
Standardization Organization
Technical Committee Code
Project Reference
May Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
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Jun Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
×Date
ISO 3381:2021(Main)
Railway applications -- Acoustics -- Noise measurement inside railbound vehicles
This document specifies the measurement method and conditions to obtain reproducible noise levels on-board all kinds of vehicles operating on rails or other types of fixed track, hereinafter conventionally called "unit", except for track maintenance vehicles in working modes. This document is applicable to type testing. It does not include all the instructions to carry out monitoring testing or evaluation of noise exposure of passengers or drivers over a whole journey. This document is not applicable to guided buses. It provides measurement procedures for vehicle interior noise (in general, a vehicle type test is carried out using only a selected subset of these tests): —   when the vehicle is moving at constant speed; —   when the vehicle is stationary; —   when the vehicle is accelerating or decelerating; —   in the driver's cab when an external warning horn is sounding (specifically required for European Union regulation application) It does not provide measurement procedures for: —   audibility or intelligibility of any audible signals; —   assessment of warning devices other than warning horns. The assessment of noise exposure of train crew due to operational conditions is not in the scope of this document. The results can be used, for example: —   to characterise the noise inside these units; —   to compare the internal noise of various units on a particular track section; —   to collect basic source data for units. The test procedures specified in this document are of engineering grade (grade 2), the preferred grade for noise declaration purposes as defined in ISO 12001. If test conditions are relaxed, for example as they are for monitoring of in-service trains, then the results are no longer of engineering grade. The procedures specified for accelerating and decelerating tests are of survey grade (grade 3).
Railway applications - Platform barrier systems
This European Standard specifies requirements for the design, construction and operation of platform barrier systems positioned at the edge of a station platform immediately adjacent to rail or other guided vehicles in stations and boarding points for passenger services and includes:
- requirements for the fixed structure and fixed parts along the platform;
- physical requirements for the movable doors and gates normally used by passengers;
- requirements for emergency doors;
- requirements for driver access doors;
- requirements for platform extremity doors;
- requirements for management of safety risks that are particular to barrier systems.
This European Standard also gives requirements for the integration of barriers with the overall rail system including:
- synchronization of vehicle and platform barrier doors or gates;
- audible and visible alerts;
- integrity of control systems;
- testing of the barrier installation;
- operational performance;
- requirements relating to other interfacing sub-systems, notably signalling and vehicles.
For barrier systems set back from the platform edge, which are used to control access to trains or for crowd management, relevant sections of the document can be used as guidance.
This European Standard applies to all actors involved in the implementation and system integration of a platform barrier system, including infrastructure owners, designers, installers and operators.
This European Standard does not cover barrier systems using bars, ropes, etc. or which operate in a vertical direction.
This European Standard applies to light rail services, e.g. metro and tramway systems and heavy rail services as requested by a project specification. It applies to small systems, working in conjunction with a single vehicle, or with larger systems working with a complete train.
This European Standard applies to platform barrier systems used at sub-surface stations, enclosed surface stations (e.g. those enclosed for the purposes of providing an air-conditioned environment for waiting passengers), and those fully in the open-air.
This European Standard does not cover normative requirements relating to fire performance or fire requirements arising from use of platform barrier systems as fire barriers.
IŽNP
SIST-TS CLC/TS 50701:2021(Main)
Railway applications - Cybersecurity
CLC/TS 50701:2021
This document provides to the railway operators, system integrators and product suppliers, with guidance and specifications on how cybersecurity will be managed in the context of the EN 50126-1 RAMS lifecycle process. This document aims at the implementation of a consistent approach to the management of the security of the railway systems. This document can also be applied to the security assurance of systems and components/equipment developed independently of EN 50126.
This document applies to Communications, Signalling and Processing domain, to Rolling Stock and to Fixed Installations domains. It provides references to models and concepts from which requirements and recommendations can be derived and that are suitable to ensure that the residual risk from security threats is identified, supervised and managed to an acceptable level by the railway system duty holder. It presents the underlying security assumptions in a structured manner.
This document does not address functional safety requirements for railway systems but rather additional requirements arising from threats and related security vulnerabilities and for which specific measures and activities need to be taken and managed throughout the lifecycle. The aim of this technical specification is to ensure that the RAMS characteristics of railway systems / subsystems / equipment cannot be reduced, lost or compromised in the case of intentional attacks.
The security models, the concepts and the risk assessment process described in this document are based on or derived from IEC 62443 series standards. In particular, this document is consistent with the application of security management requirements contained within the IEC 62443-2-1 and which are based on EN ISO 27001 and EN ISO 27002
Railway applications - Fixed Installations - Electrical protective measures for working on or near an overhead contact line system and/or its associated return circuit
This document provides requirements for electrical safety for:
- dead working on an overhead contact line system;
- working activities near an overhead contact line system when it is live.
It applies to all work activities in relation to electrical hazards only.
This document is applicable to overhead contact line systems with the following nominal voltages:
- 1,5 kV and 3 kV dc;
- 15 kV, 2x15 kV, 25 kV and 2x25 kV ac.
It also provides requirements for work activities that can give rise to electrical hazards from the return circuit.
This document does not cover electrical risk arising from:
- live working on overhead contact line systems (live working can be carried out according to national requirements and practices);
- working on or near other electrical sources.
If there are no other rules or procedures, this document could be applied to overhead contact line systems with other nominal voltages.
Railway applications - Signalling and control systems for non UGTMS Urban Rail systems
This standard specifies functional requirements for non-UGTMS signalling and control systems in the field of urban rail systems which are along off-street alignment and which operate to "line of sight" or automatic block signalling with intermittent train control.
The standard is restricted to Functional Requirements to which allow users to define more specific requirements based on the given frame of the system requirements at top level. This standard is not applicable to command and control systems for urban rail using continuous data transmission and continuous supervision of train movements by train protection profile already covered by IEC 62290 (UGTMS).
SIST EN 302 609 V2.2.1:2020(Main)
Short Range Devices (SRD) - Radio equipment for Euroloop communication systems - Harmonised Standard for access to radio spectrum
ETSI EN 302 609 V2.2.1 (2020-10)
The present document specifies technical characteristics and methods of measurements for radio transmitters and
receivers used in the Euroloop communications system. The system is used in railway systems.
The present document applies to the following equipment:
1) The On-Board Equipment (OBE) transmitting the tele-powering to wake-up the Trackside Equipment and
receiving the Euroloop signal. The OBE comprises a receiver fitted with a dedicated antenna.
2) The Trackside Equipment receiving the tele-powering and transmitting the Euroloop signal. The antenna is a
leaky feeder cable that is always installed in an inner or outer foot of a rail.
NOTE 1: For the purposes of the present document term "Euroloop" will be used as a descriptive term of the
Euroloop communication system as defined by the specifications [1] and [2] of the UNISIG consortia.
The Euroloop transmission system operates in frequency bands listed in table 1 in accordance with the EC Decision
2013/752/EU [i.2], and ERC Recommendation 70-03 [i.3], annex 4.
The present document contains requirements to demonstrate that radio equipment both effectively uses and supports the
efficient use of radio spectrum in order to avoid harmful interference.
SIST EN 50128:2011/A2:2020(Amendment)
Railway applications - Communication, signalling and processing systems - Software for railway control and protection systems
EN 50128:2011/A2:2020
Unchanged with respect to the current edition EN 50128:2011.
Scope of the amendment:
- Alignment with EN 50126-1:2017, EN 50126-2:2017 and EN 50129:2018 together with minor corrections
ISO 22888:2020(Main)
Railway applications -- Concepts and basic requirements for the planning of railway operation in the event of earthquakes
This document specifies the concepts and basic requirements for the planning of railway operation in order to reduce risk in the event of earthquakes. This excludes regions where the consequences of seismic hazard for railway operation are low or non-existent. The definition of such regions is out of the scope of this document. NOTE The stages defined for consideration of the countermeasures necessary for the safe management of the seismic hazards can also be relevant for dealing with other natural phenomena. This document includes only operational measures and excludes any infrastructure measures. Furthermore, this document does not include specific measures which ensure, without fail, passenger safety or which provide protection against railway-operational damage caused by earthquakes. Therefore, residual risk can remain.
Railway applications - Communication, signalling and processing systems - Safety-related communication in transmission systems
2021: CLC legacy converted by DCLab NISOSTS
EN 50159:2010/A1:2020(Amendment)
SIST EN 50159:2010/A1:2020
CLC/SC 9XA
SIST EN 50121-5:2017/A1:2020(Amendment)
Railway applications - Electromagnetic compatibility - Part 5: Emission and immunity of fixed power supply installations and apparatus
EN 50121-5:2017/A1:2019
This European Standard applies to emission and immunity aspects of EMC for electrical and electronic apparatus and systems intended for use in railway fixed installations for power supply. This includes the power feed to the apparatus, the apparatus itself with its protective control circuits, trackside items such as switching stations, power autotransformers, booster transformers, substation power switchgear and power switchgear to other longitudinal and local supplies.
Filters operating at railway system voltage (for example, for harmonic suppression or power factor correction) are not included in this standard since each site has special requirements. Filters would normally have separate enclosures with separate rules for access. If electromagnetic limits are required, these will appear in the specification for the equipment.
If a port is intended to transmit or receive for the purpose of radio communication (intentional radiators, e.g. transponder systems), then the radiated emission requirement in this standard are not intended to be applicable to the intentional transmission from a radio-transmitter as defined by the ITU.
The frequency range considered is from DC to 400 GHz. No measurements need to be performed at frequencies where no requirement is specified.
Emission and immunity limits are given for items of apparatus which are situated:
a) within the boundary of a substation which delivers electric power to a railway;
b) beside the track for the purpose of controlling or regulating the railway power supply, including power factor correction;
c) along the track for the purpose of supplying electrical power to the railway other than by means of the conductors used for contact current collection, and associated return conductors. Included are high voltage feeder systems within the boundary of the railway which supply substations at which the voltage is reduced to the railway system voltage;
d) beside the track for controlling or regulating electric power supplies to ancillary railway uses. This category includes power supplies to marshalling yards, maintenance depots and stations;
e) various other non-traction power supplies from railway sources which are shared with railway traction.
The immunity levels given in this standard apply for:
- vital equipment such as protection devices;
- equipment having connections to the traction power conductors;
- apparatus inside the 3 m zone;
- ports of apparatus inside the 10 m zone with connection inside the 3 m zone;
- ports of apparatus inside the 10 m zone with cable length > 30 m.
Apparatus and systems which are in an environment which can be described as residential, commercial or light industry, even when placed within the physical boundary of the railway substation, shall comply with EN 61000-6-1:2007 for immunity and EN 61000-6-3:2007 for emission requirements.
Excluded from the immunity requirements of this standard is power supply apparatus which is intrinsically immune to the tests defined in Tables 1 to 6.
NOTE An example is an 18 MVA 230 kV to 25 kV power supply transformer.
These specific provisions are to be used in conjunction with the general provisions in EN 50121-1.
This part of the standard covers requirements for both apparatus and fixed installations. The sections for fixed installations are not relevant for CE marking.
ISO 20138-2:2019(Main)
Railway applications -- Calculation of braking performance (stopping, slowing and stationary braking)
This document specifies the methodologies for calculation of braking performance for railway rolling stock. This document describes the general algorithms/formulae using instantaneous value inputs to perform calculations of brake equipment and braking performance, in terms of stopping/slowing distances, braking power and energy for all types of rolling stock, either as vehicles or units. The calculations can be performed at any stage of the assessment process (design, manufacture, testing, verification, investigation, etc.) of railway rolling stock. This document does not set out specific acceptance criteria (pass/fail). This document is not intended to be used as a design guide for the selection of brake systems and does not specify performance requirements. This document does not provide a method to calculate the extension of stopping distances when the level of demanded adhesion exceeds the available adhesion (wheel slide activity). This document contains examples of the calculation of brake forces for different brake equipment types and examples of the calculation of stopping distance for vehicles or units.
Railway applications - Electromagnetic compatibility - Part 4: Emission and immunity of the signalling and telecommunications apparatus
This European Standard applies to signalling and telecommunication apparatus that is installed inside the railway environment. Signalling and telecommunication apparatus mounted in vehicles is covered by EN 50121-3-2:2016, signalling and telecommunication apparatus installed inside the substation and connected to substation equipment is covered by EN 50121-5:2016.
This European Standard specifies limits for emission and immunity and provides performance criteria for signalling and telecommunications (S&T) apparatus (including power supply systems belonging to S&T) which may interfere with other apparatus inside the railway environment, or increase the total emissions for the railway environment and so risk causing Electro-Magnetic Interference (EMI) to apparatus outside the railway system.
The requirements specified in this standard apply for:
— vital equipment such as interlocking or command and control;
— apparatus inside the 3 m zone;
— ports of apparatus inside the 10 m zone with connection inside the 3 m zone;
— ports of apparatus inside the 10 m zone with cable length > 30 m.
Other apparatus not covered by at least one of these given cases should be in compliance with EN 61000-6-2.
Immunity limits do not apply in the exclusion bands as defined in the corresponding EMC related standard for radio equipment.
The standard does not specify basic personal safety requirements for apparatus such as protection against electric shock, unsafe operation, insulation co-ordination and related dielectric tests. The requirements were developed for and are applicable to this set of apparatus when operating under normal conditions. Fault conditions of the apparatus have not been taken into account.
For products in the scope of EN 61000-3-2, EN 61000-3-3, EN 61000-3-11 or EN 61000-3-12 the requirements of those standards also apply.
These specific provisions are to be used in conjunction with the general provisions in EN 50121-1:2016.
The immunity and emission levels do not of themselves guarantee that the integration of apparatus will necessarily be satisfactory. The standard cannot cover all the possible configurations of the apparatus, but the test levels are sufficient to achieve satisfactory EMC in the majority of cases.
SIST EN 50129:2019/AC:2019(Corrigendum)
Railway applications - Communication, signalling and processing systems - Safety related electronic systems for signalling
EN 50129:2018/AC:2019-04
CCMC - reference corrected.
EN 50121-5:2017/A1:2019(Amendment)
SIST EN 50121-5:2017/A1:2020
This European Standard applies to emission and immunity aspects of EMC for electrical and electronic apparatus and systems intended for use in railway fixed installations for power supply. This includes the power feed to the apparatus, the apparatus itself with its protective control circuits, trackside items such as switching stations, power autotransformers, booster transformers, substation power switchgear and power switchgear to other longitudinal and local supplies. Filters operating at railway system voltage (for example, for harmonic suppression or power factor correction) are not included in this standard since each site has special requirements. Filters would normally have separate enclosures with separate rules for access. If electromagnetic limits are required, these will appear in the specification for the equipment. If a port is intended to transmit or receive for the purpose of radio communication (intentional radiators, e.g. transponder systems), then the radiated emission requirement in this standard are not intended to be applicable to the intentional transmission from a radio-transmitter as defined by the ITU. The frequency range considered is from DC to 400 GHz. No measurements need to be performed at frequencies where no requirement is specified. Emission and immunity limits are given for items of apparatus which are situated: a) within the boundary of a substation which delivers electric power to a railway; b) beside the track for the purpose of controlling or regulating the railway power supply, including power factor correction; c) along the track for the purpose of supplying electrical power to the railway other than by means of the conductors used for contact current collection, and associated return conductors. Included are high voltage feeder systems within the boundary of the railway which supply substations at which the voltage is reduced to the railway system voltage; d) beside the track for controlling or regulating electric power supplies to ancillary railway uses. This category includes power supplies to marshalling yards, maintenance depots and stations; e) various other non-traction power supplies from railway sources which are shared with railway traction. The immunity levels given in this standard apply for: - vital equipment such as protection devices; - equipment having connections to the traction power conductors; - apparatus inside the 3 m zone; - ports of apparatus inside the 10 m zone with connection inside the 3 m zone; - ports of apparatus inside the 10 m zone with cable length > 30 m. Apparatus and systems which are in an environment which can be described as residential, commercial or light industry, even when placed within the physical boundary of the railway substation, shall comply with EN 61000-6-1:2007 for immunity and EN 61000-6-3:2007 for emission requirements. Excluded from the immunity requirements of this standard is power supply apparatus which is intrinsically immune to the tests defined in Tables 1 to 6. NOTE An example is an 18 MVA 230 kV to 25 kV power supply transformer. These specific provisions are to be used in conjunction with the general provisions in EN 50121-1. This part of the standard covers requirements for both apparatus and fixed installations. The sections for fixed installations are not relevant for CE marking.
CLC/TC 9X
This European Standard applies to signalling and telecommunication apparatus that is installed inside the railway environment. Signalling and telecommunication apparatus mounted in vehicles is covered by EN 50121-3-2:2016, signalling and telecommunication apparatus installed inside the substation and connected to substation equipment is covered by EN 50121-5:2016. This European Standard specifies limits for emission and immunity and provides performance criteria for signalling and telecommunications (S&T) apparatus (including power supply systems belonging to S&T) which may interfere with other apparatus inside the railway environment, or increase the total emissions for the railway environment and so risk causing Electro-Magnetic Interference (EMI) to apparatus outside the railway system. The requirements specified in this standard apply for: — vital equipment such as interlocking or command and control; — apparatus inside the 3 m zone; — ports of apparatus inside the 10 m zone with connection inside the 3 m zone; — ports of apparatus inside the 10 m zone with cable length > 30 m. Other apparatus not covered by at least one of these given cases should be in compliance with EN 61000-6-2. If a port is intended to transmit or receive for the purpose of radio communication (intentional radiators, e.g. transponder systems), then the radiated emission requirement in this standard are not intended to be applicable to the intentional transmission from a radio-transmitter as defined by the ITU. Immunity limits do not apply in the exclusion bands as defined in the corresponding EMC related standard for radio equipment. The standard does not specify basic personal safety requirements for apparatus such as protection against electric shock, unsafe operation, insulation co-ordination and related dielectric tests. The requirements were developed for and are applicable to this set of apparatus when operating under normal conditions. Fault conditions of the apparatus have not been taken into account. The frequency range considered is from DC to 400 GHz. No measurements need to be performed at frequencies where no requirement is specified. For products in the scope of EN 61000-3-2, EN 61000-3-3, EN 61000-3-11 or EN 61000-3-12 the requirements of those standards also apply. These specific provisions are to be used in conjunction with the general provisions in EN 50121-1:2016. The immunity and emission levels do not of themselves guarantee that the integration of apparatus will necessarily be satisfactory. The standard cannot cover all the possible configurations of the apparatus, but the test levels are sufficient to achieve satisfactory EMC in the majority of cases.
This European standard is applicable to safety-related electronic systems (including subsystems and equipment) for railway signalling applications.
This European standard applies to generic systems (i.e. generic products or systems defining a class of applications), as well as to systems for specific applications.
The scope of this European standard, and its relationship with other CENELEC standards, are shown in Figure 1.
This European standard is applicable only to the functional safety of systems. It is not intended to deal with other aspects of safety such as the occupational health and safety of personnel. While functional safety of systems clearly can have an impact on the safety of personnel, there are other aspects of system design which can also affect occupational health and safety and which are not covered by this European standard.
This European standard applies to all the phases of the life-cycle of a safety-related electronic system, focusing in particular on phases from 5 (architecture and apportionment of system requirements) to 10 (system acceptance) as defined in EN 50126 (all parts).
Requirements for systems which are not related to safety are outside the scope of this European Standard.
This European standard is not applicable to existing systems, subsystems or equipment (i.e. those which had already been accepted prior to the creation of this European standard). However, as far as reasonably practicable, it should be applied to modifications and extensions to existing systems, subsystems and equipment.
This European standard is primarily applicable to systems, subsystems or equipment which have been specifically designed and manufactured for railway signalling applications. It should also be applied, as far as reasonably practicable, to general-purpose or industrial equipment (e.g. power supplies, display screens or other commercial off the shelf items), which is procured for use as part of a safety-related electronic system. As a minimum, evidence should be provided in such cases to demonstrate either
- that the equipment is not relied on for safety, or
- that the equipment can be relied on for those functions which relate to safety.
This European standard is aimed at railway duty holders, railway suppliers, and assessors as well as at safety authorities, although it does not define an approval process to be applied by the safety authorities.
SIST-TP CLC/TR 50542-1:2019(Main)
Railway applications - Driver's cab train display controller (TDC) - Part 1: General architecture
CLC/TR 50542-1:2018
In accordance with the ERTMS/ETCS specifications, Subset 121, UIC 612 leaflet, ERA_ERTMS_015560 document, EN 50126 and EN 61375 series requirements, this Technical Report describes the Train Display System (TDS) in the driver's cab, and the link between the TDS/TDC and some of its interfaces (Blue box and blue links only):
Figure 1 - Functional architecture
The scope of this document is to define the functional architecture around the TDC.
This Technical Report excludes the following items:
- Communication protocols (e.g. EN 61375 series);
- Ergonomic aspects;
- Interface with ETCS (Subset 121);
- Train functions;
- GSM-R EIRENE functions;
- Use of the displays as terminals for maintenance purpose.
EN 17084:2018(Main)
Railway applications - Fire protection on railway vehicles - Toxicity test of materials and components
SIST EN 17084:2019
This document describes the measurement of the toxicity potential of the products of combustion based on two test methods:
- Method 1: EN ISO 5659-2 Smoke chamber area-based test with Fourier transform infrared spectroscopy (FTIR) gas analysis techniques;
- Method 2: NF X70-100-2 Tubular furnace small mass-based test.
NOTE 1 This document also specifies test equipment and set out the calculation procedures for evaluation of toxicity data.
NOTE 2 This document can be used in addition to others for the determination of toxic gases from devices installed in tunnel.
CEN/TC 256
ISO/TR 21245:2018(Main)
Railway applications -- Railway project planning process -- Guidance on railway project planning
This document provides guidance on railway project planning for decision making. This document explores the key points of railway project planning, based upon the principles of ISO 21500, by incorporating characteristics specific to railway projects. This document covers: — the characteristics of railway projects; — stakeholders and their needs/interests; — conditions; — the definition of each process in a railway project; — key points of planning process; — correlation and causality among principal factors to be considered. This document can be used by any type of organization, including public, private or community organizations, and be applied to any type of railway project, irrespective of its complexity, size, duration, etc. However, this document provides neither detailed requirements nor specific processes for: — certification; — deriving a unique solution (specification for particular systems/products); — decision making itself. Topics pertaining to general projects are addressed only within the context of railway projects.
Railway applications -- Railway braking -- Country specific applications for ISO 20138-1
This document provides additional information to assist the understanding and the use of ISO 20138-1. The calculations in this document follow the same principles but they are slightly different. This document contains country specific calculation approaches currently in use and represents the state of knowledge including for calculating: — stopping and slowing distances; — equivalent response time; — brake performance; — brake ratio.
This document specifies methodologies for calculation of braking performance for railway rolling stock and is applicable to all countries. This document describes the general algorithms/formulae using mean value inputs to perform calculations of brake equipment and braking performance in terms of stopping/slowing distances, stationary braking, power and energy for all types of rolling stock, either as single vehicles or train formations, with respect to the braking distance. The calculations can be used at any stage of the assessment process (design, manufacture, testing, verification, investigation, etc.) of railway rolling stock. This document does not set out the specific acceptance criteria (pass/fail). This document is not intended to be used as a design guide for selection of brake systems and does not specify performance requirements. This document does not provide a method to calculate the extension of stopping distances when the level of available adhesion is exceeded (wheel slide activity). This document contains examples of the calculation of brake forces for different brake equipment types and calculation of stopping distance and stationary braking relevant to a single vehicle or a train.
SIST-TP CLC/TR 50624:2018(Main)
Railway applications - Functional Interface Specification - Pantograph System
CLC/TR 50624:2014
This Technical Report is covering the description of the pantograph system and the functional
interface between the pantograph system itself and the TCMS, including the context of multiple units.
The pantograph system contains the pantograph and the pantograph control. The internal interface
between pantograph and pantograph control is not in the scope of this document.
Global System for Mobile communication (GSM) - Requirements for GSM operation on railways
The present document identifies the 3GPP Technical Specifications containing provisions relating to the use of GSM
for application on railway networks.
The present document is applicable to GSM communication systems embraced by the European Council Directives
2008/57/EC [i.1] and 2009/131/EC [i.2] on the interoperability of the rail system within the Community.
CLC/TR 50542-1:2018(Main)
SIST-TP CLC/TR 50542-1:2019
In accordance with the ERTMS/ETCS specifications, Subset 121, UIC 612 leaflet, ERA_ERTMS_015560 document, EN 50126 and EN 61375 series requirements, this Technical Report describes the Train Display System (TDS) in the driver's cab, and the link between the TDS/TDC and some of its interfaces (Blue box and blue links only): [figure] Figure 1 - Functional architecture The scope of this document is to define the functional architecture around the TDC. This Technical Report excludes the following items: - Communication protocols (e.g. EN 61375 series); - Ergonomic aspects; - Interface with ETCS (Subset 121); - Train functions; - GSM-R EIRENE functions; - Use of the displays as terminals for maintenance purpose.
Short Range Devices (SRD) - Radio equipment for Eurobalise railway systems - Harmonised Standard covering the essential requirements of article 3.2 of Directive 2014/53/EU
The present document specifies technical characteristics and methods of measurements for radio transmitters and receivers used in the Eurobalise transmission system. The system is used in railway environment for the communication between tracks and trains.
It applies to the following equipment units:
a) the On-Board Equipment (OBE) Tele-powering the Eurobalise; and
b) the Eurobalise that is always installed in between the rails.
The OBE comprises a transmitter (normally un-modulated) and a receiver fitted with an integral or dedicated antenna.
The Eurobalise FSK-modulated transmitter is Tele-powered by the OBE and has an integral antenna.
The Eurobalise transmission system operates in frequency bands listed in table 1 in accordance with the EC Decision 2013/752/EU [i.5] and ERC Recommendation 70-03 [i.2], annex 4.
SIST EN 50126-2:2018(Main)
Railway Applications - The Specification and Demonstration of Reliability, Availability, Maintainability and Safety (RAMS) - Part 2: Systems Approach to Safety
EN 50126-2:2017
Part 2 of EN 50126
* considers the safety-related generic aspects of the RAMS life-cycle. The guidance in this part is still applicable in the application of specific standards;
* defines methods and tools which are independent of the actual technology of the systems and subsystems;
* provides:
- the user of the standard with the understanding of the system approach to safety which is a key concept of EN 50126;
- methods to derive the safety requirements and their safety integrity requirements for the system and to apportion them to the subsystems;
- methods to derive the safety integrity levels (SIL) for the safety related electronic functions. Note that this standard does not allow the allocation of safety integrity levels to non-electronic functions.
* provides guidance and methods for the following areas:
- system life-cycles;
- systems safety assurance;
- risk assessment process;
- risk management process;
- application of risk acceptance principles and criteria;
- safety integrity concept.
* provides the user with the methods to assure safety with respect to the system under consideration and its interactions;
* provides guidance about the definition of the system under consideration, including identification of the interfaces and the interactions of this system with its subsystems or other systems, in order to conduct the risk analysis;
* addresses railway specifics;
* does not define:
- RAMS targets targets, quantities, requirements or solutions for specific railway applications;
- rules or processes pertaining to the certification of railway products against the requirements of this standard;
- an approval process by the safety authority.
* does not specify requirements for ensuring system security.
This part 2 of EN 50126 is applicable
* to all systems under consideration - as regards safety - within the entire railway system and the stakeholders involved;
* to the specification and demonstration of safety for all railway applications and at all levels of such an application, as appropriate, from complete railway systems to major systems and to individual and combined sub-systems and components within these major systems, including those containing software; in particular:
- to new systems;
- to new systems integrated into existing systems accepted prior to the creation of this standard, but only to the extent and insofar as the new system with the new functionality is being integrated. It is otherwise not applicable to any unmodified aspects of the existing system;
- as far as reasonably practicable, to modifications and extensions of existing systems accepted prior to the creation of this standard, but only to the extent and insofar as existing systems are being modified. it is otherwise not applicable to any unmodified aspect of the existing system;
- at all relevant phases of the life-cycle of an application;
- for use by railway duty holders and the railway suppliers.
It is not required to apply this standard to existing systems including those systems already compliant with any version of former EN 50126, which remain unmodified. Railway applications mean Command, Control & Signalling, Rolling Stock and Fixed Installations.
TRRTP119
Railway Applications - The Specification and Demonstration of Reliability, Availability, Maintainability and Safety (RAMS) - Part 1: Generic RAMS Process
The part 1 of EN 50126
* considers RAMS, understood as reliability, availability, maintainability and safety and their interaction;
* considers the generic aspects of the RAMS life-cycle. The guidance in this part is still applicable in the application of specific standards;
* defines
- a process, based on the system life-cycle and tasks within it, for managing RAMS;
- a systematic process, tailorable to the type and size of system under consideration, for specifying requirements for RAMS and demonstrating that these requirements are achieved;
* enables conflicts between RAMS elements to be controlled and managed effectively;
* does not define
- RAMS targets, quantities, requirements or solutions for specific railway applications;
- an approval process by the safety authority;
The part 1 of EN 50126 is applicable
* to the specification and demonstration of RAMS for all railway applications and at all levels of such an application, as appropriate, from complete railway systems to major systems and to individual and combined sub-systems and components within these major systems, including those containing software; in particular:
* at all relevant phases of the life-cycle of an application;
* for use by railway duty holders and the railway suppliers.
Processes for the specification and demonstration of RAMS requirements are cornerstones of this standard. This European Standard promotes a common understanding and approach to the management of RAMS.
The process defined by this European Standard assumes that railway duty holders and railway suppliers have business-level policies addressing Quality, Performance and Safety. The approach defined in this standard is consistent with the application of quality management requirements contained within the ISO 9001.
EN 50126-2:2017(Main)
SIST EN 50126-2:2018
This part 2 of EN 50126 - considers the safety-related generic aspects of the RAMS life-cycle; - defines methods and tools which are independent of the actual technology of the systems and subsystems; - provides: - the user of the standard with the understanding of the system approach to safety which is a key concept of EN 50126; - methods to derive the safety requirements and their safety integrity requirements for the system and to apportion them to the subsystems; - methods to derive the safety integrity levels (SIL) for the safety-related electronic functions. NOTE This standard does not allow the allocation of safety integrity levels to non-electronic functions. - provides guidance and methods for the following areas: - safety process; - safety demonstration and acceptance; - organisation and independence of roles; - risk assessment; - specification of safety requirements; - apportionment of functional safety requirements; - design and implementation. - provides the user of this standard with the methods to assure safety with respect to the system under consideration and its interactions; - provides guidance about the definition of the system under consideration, including identification of the interfaces and the interactions of this system with its subsystems or other systems, in order to conduct the risk analysis; - does not define: - RAMS targets, quantities, requirements or solutions for specific railway applications; - rules or processes pertaining to the certification of railway products against the requirements of this standard; - an approval process by the safety authority. This part 2 of EN 50126 is applicable to railway applications fields, namely Command, Control and Signalling, Rolling Stock and Fixed Installations, and specifically: - to the specification and demonstration of safety for all railway applications and at all levels of such an application, as appropriate, from complete railway systems to major systems and to individual and combined sub-systems and components within these major systems, including those containing software, in particular: - to new systems; - to new systems integrated into existing systems already accepted, but only to the extent and insofar as the new system with the new functionality is being integrated. It is otherwise not applicable to any unmodified aspects of the existing system; - as far as reasonably practicable, to modifications and extensions of existing systems accepted prior to the creation of this standard, but only to the extent and insofar as existing systems are being modified. It is otherwise not applicable to any unmodified aspect of the existing system; - at all relevant phases of the life-cycle of an application; - for use by railway duty holders and the railway suppliers. It is not required to apply this standard to existing systems which remain unmodified, including those systems already compliant with any former version of EN 50126. The process defined by this European Standard assumes that railway duty holders and railway suppliers have business-level policies addressing Quality, Performance and Safety. The approach defined in this standard is consistent with the application of quality management requirements contained within EN ISO 9001.
This part 1 of EN 50126 - considers RAMS, understood as reliability, availability, maintainability and safety and their interaction; - considers the generic aspects of the RAMS life cycle. The guidance in this part can still be used in the application of specific standards; - defines: - a process, based on the system life cycle and tasks within it, for managing RAMS; - a systematic process, tailorable to the type and size of the system under consideration, for specifying requirements for RAMS and demonstrating that these requirements are achieved; - addresses railway specifics; - enables conflicts between RAMS elements to be controlled and managed effectively; - does not define: - RAMS targets, quantities, requirements or solutions for specific railway applications; - rules or processes pertaining to the certification of railway products against the requirements of this standard; - an approval process for the railway stakeholders. This part 1 of EN 50126 is applicable to railway application fields, namely Command, Control and Signalling, Rolling Stock and Fixed Installations, and specifically: - to the specification and demonstration of RAMS for all railway applications and at all levels of such an application, as appropriate, from complete railway systems to major systems and to individual and combined subsystems and components within these major systems, including those containing software; in particular: - to new systems; - to new systems integrated into existing systems already accepted, but only to the extent and insofar as the new system with the new functionality is being integrated. It is otherwise not applicable to any unmodified aspects of the existing system; - as far as reasonably practicable, to modifications and extensions of existing systems already accepted, but only to the extent and insofar as existing systems are being modified. It is otherwise not applicable to any unmodified aspect of the existing system; - at all relevant phases of the life cycle of an application; - for use by railway duty holders and the railway suppliers. It is not required to apply this standard to existing systems which remain unmodified, including those systems already compliant with any former version of EN 50126. The process defined by this European Standard assumes that railway duty holders and railway suppliers have business-level policies addressing Quality, Performance and Safety. The approach defined in this standard is consistent with the application of quality management requirements contained within EN ISO 9001.
Railway Applications - Design for PRM Use - Requirements on Obstacle Free Routes for Infrastructure
This European Standard describes the specific 'Design for PRM Use' requirements, 'for obstacle free routes' applying to Infrastructure on the Trans-European Network (TEN) and the assessment of those requirements. The following applies for this standard.
 The definitions and requirements describe specific aspects of 'Design for PRM Use' required by people with reduced mobility as defined in TSI PRM.
 This standard defines elements which are universally valid for obstacle free routes. The definitions and requirements of this standard are to be used for infrastructure applications.
 This standard covers those requirements relating to Obstacle free routes.
 The standard only refers to aspects of accessibility for PRM passengers it does not define general requirements and general definitions for specific components and systems.
 This standard assumes that the infrastructure is in the defined operating condition, any damages or operating failures will not be taken into account when assessing these requirements.
 This standard will describe these areas with clear and consistent terms and definitions. Measurement methods and/or assessment procedures needed to establish a clear pass/fail assessment are provided where necessary.
This European Standard describes the specific 'Design for PRM Use' requirements for obstacle-free routes applying to infrastructure and the assessment of those requirements. The following applies to this European Standard:
- The definitions and requirements describe specific aspects of 'Design for PRM Use' required by persons with disabilities and persons with reduced mobility as defined in the PRM TSI;
- This European Standard defines elements which are universally valid for obstacle-free routes. The definitions and requirements of this European Standard should be used for infrastructure applications;
- This European Standard only refers to aspects of accessibility for PRM passengers, it does not define general requirements and general definitions;
- This European Standard assumes that the infrastructure is in the defined operating condition;
- Where minimum or maximum dimensions are quoted these are absolute NOT nominal requirements.
This European Standard contains requirements relating to 'Obstacle-free routes'.
ISO/TS 22163:2017(Main)
Railway applications -- Quality management system -- Business management system requirements for rail organizations: ISO 9001:2015 and particular requirements for application in the rail sector
ISO/TS 22163:2017 specifies requirements for a quality management system when an organization: a) needs to demonstrate its ability to consistently provide products and services that meet customer and applicable statutory and regulatory requirements, and b) aims to enhance customer satisfaction through the effective application of the system, including processes for improvement of the system and the assurance of conformity to customer and applicable statutory and regulatory requirements. All the requirements of this International Standard are generic and are intended to be applicable to any organization, regardless of its type or size, or the products and services it provides.
EN 15273-1:2013+A1:2016/AC:2017(Corrigendum)
Railway applications - Gauges - Part 1: General - Common rules for infrastructure and rolling stock
SIST EN 15273-1:2013+A1:2017/AC:2017
2017-05-02 FJD - deletion of a formula and reinsertion of two figures at their approrpiate places; concerns the French and German versions.
Railway applications - Design for PRM use - Accessibility of persons with reduced mobility to rolling stock - Part 1: Steps for access and egress
This European Standard describes the specific 'Design for PRM use' requirements applying to rolling stock and the assessment of those requirements. The following applies to this standard:
- This standard defines elements which are universally valid for obstacle free travelling including steps for access and egress and boarding aids. The definitions and requirements of this standard are to be used for rolling stock applications;
- This standard only refers to aspects of accessibility for PRM passengers it does not define general requirements and general definitions;
- This standard assumes that the vehicle is in the defined operating condition;
- Where minimum or maximum dimensions are quoted these are absolute NOT nominal
The 'Accessibility of persons with reduced mobility' standard is written in two parts:
- This document is Part 1 and contains:
- Steps for access and egress
- Part 2 contains
- Boarding aids.
Railway applications - Design for PRM use - Accessibility of persons with reduced mobility to rolling stock - Part 2: Boarding aids
- where minimum or maximum dimensions are quoted these are absolute NOT nominal.
- Part 1 contains:
- steps for access and egress.
SIST EN 62625-1:2014/A11:2017(Amendment)
Electronic railway equipment - On board driving data recording system - Part 1: System specification
EN 62625-1:2013/A11:2017
D156/C020: Publication of Annex ZZ, this in view of the submission to the EC for citation in the OJEU under Directive 2008/57/EC.
SIST EN 61375-3-4:2014/A11:2017(Amendment)
Electronic railway equipment - Train communication network (TCN) - Part 3-4: Ethernet Consist Network (ECN)
EN 61375-3-4:2014/A11:2017
Apparatus and systems which are in an environment which can be described as residential, commercial or light industry, even when placed within the physical boundary of the railway substation, shall comply with EN 61000 6 1:2007 for immunity and EN 61000 6 3:2007 for emission requirements.
These specific provisions are to be used in conjunction with the general provisions in EN 50121 1.
SIST EN 62625-1:2014/AC1:2017(Corrigendum)
EN 62625-1:2013/AC:2016-10
IEC corrigendum
English and French language
Railway applications - Electromagnetic compatibility - Part 1: General
This European standard outlines the structure and the content of the whole set.
It specifies the performance criteria applicable to the whole standards series.
Clause 5 provides information about the EMC management.
This part alone is not sufficient to give presumption of conformity to the essential requirements of the EMC-Directive and is intended to be used in conjunction with other parts of this standard.
Annex A describes the characteristics of the railway system which affect electromagnetic compatibility (EMC) behaviour.
Phenomena excluded from the set are Nuclear EM pulse, abnormal operating conditions (e.g. fault conditions) and the induction effects of direct lightning strike.
Emission limits at the railway system boundary do not apply to intentional transmitters within the railway system boundaries.
Safety considerations are not covered by this set of standards.
The biological effects of non-ionizing radiation as well as apparatus for medical assistance, such as pacemakers, are not considered here.
Railway applications - Driver's cab train Display Controller (TDC) - Part 3: Other train systems FIS
The scope of this document is the definition of the functional interface between TDC and other train systems. These other train systems are the train systems (different from ETCS (Subset 121) and DMIs) from the TDC point of view.
The functional interface deals with data exchanged between TDC and these train systems.
The TDC is defined in document CLC/TR 50542-1.
Railway applications - Electromagnetic compatibility - Part 2: Emission of the whole railway system to the outside world
This European Standard is intended to define the electromagnetic environment of the whole railway system including urban mass transit and light rail system. It describes the measurement method to verify the emissions, and gives the cartography values of the fields most frequently encountered.
This European Standard specifies the emission limits of the whole railway system to the outside world.
The emission parameters refer to the particular measuring points defined in Clause 5. These emissions should be assumed to exist at all points in the vertical planes which are 10 m from the centre lines of the outer electrified railway tracks, or 10 m from the fence of the substations.
Also, the zones above and below the railway system may be affected by electromagnetic emissions and particular cases need to be considered individually.
These specific provisions need to be used in conjunction with the general provisions in EN 50121-1.
For existing railway lines, it is assumed that compliance with the emission requirements of EN 50121-3-1, EN 50121-3-2, EN 50121-4 and EN 50121 5 will ensure the compliance with the emission values given in this part.
For newly build railway systems it is best practice to provide compliance to the emission limits given in this part of the standard (as defined in the EMC plan according to EN 50121-1).
Railway applications - Driver's cab Train Display Controller (TDC) - Part 2: Display systems FIS
The scope of this Technical Report is the definition of the functional interface between TDC and DMIs. See Figure 1 - TDC DMI functional interface.
The DMIs are those defined and considered in CLC/TR 50542-1.
The TDC is defined in CLC/TR 50542-1.
NOTE The conversion of physical signals into numerical representation is out of the scope.
This European Standard applies to signalling and telecommunication apparatus that is installed inside the railway environment. Signalling and telecommunication apparatus mounted in vehicles is covered by FprEN 50121 3 2:2016, signalling and telecommunication apparatus installed inside the substation and connected to substation equipment is covered by FprEN 50121 5:2016.
The requirements specified given in this standard apply for:
Other apparatus not covered by at least one of these given cases should be in compliance with EN 61000 6 2.
For products in the scope of EN 61000 3 2, EN 61000 3 3, EN 61000 3 11 or EN 61000 3 12 the requirements of those standards also apply.
These specific provisions are to be used in conjunction with the general provisions in FprEN 50121 1:2016.
This European Standard applies to emission and immunity aspects of EMC for electrical and electronic apparatus and systems intended for use in railway fixed installations for power supply. This includes the power feed to the apparatus, the apparatus itself with its protective control circuits, trackside items such as switching stations, power autotransformers, booster transformers, substation power switchgear and power switchgear to other longitudinal and local supplies. Filters operating at railway system voltage (for example, for harmonic suppression or power factor correction) are not included in this standard since each site has special requirements. Filters would normally have separate enclosures with separate rules for access. If electromagnetic limits are required, these will appear in the specification for the equipment. If a port is intended to transmit or receive for the purpose of radio communication (intentional radiators, e.g. transponder systems), then the radiated emission requirement in this standard are not intended to be applicable to the intentional transmission from a radio-transmitter as defined by the ITU. The frequency range considered is from DC to 400 GHz. No measurements need to be performed at frequencies where no requirement is specified. Emission and immunity limits are given for items of apparatus which are situated: a) within the boundary of a substation which delivers electric power to a railway; b) beside the track for the purpose of controlling or regulating the railway power supply, including power factor correction; c) along the track for the purpose of supplying electrical power to the railway other than by means of the conductors used for contact current collection, and associated return conductors. Included are high voltage feeder systems within the boundary of the railway which supply substations at which the voltage is reduced to the railway system voltage; d) beside the track for controlling or regulating electric power supplies to ancillary railway uses. This category includes power supplies to marshalling yards, maintenance depots and stations; e) various other non-traction power supplies from railway sources which are shared with railway traction. The immunity levels given in this standard apply for: - vital equipment such as protection devices; - equipment having connections to the traction power conductors; - apparatus inside the 3 m zone; - ports of apparatus inside the 10 m zone with connection inside the 3 m zone; - ports of apparatus inside the 10 m zone with cable length > 30 m. Apparatus and systems which are in an environment which can be described as residential, commercial or light industry, even when placed within the physical boundary of the railway substation, shall comply with EN 61000 6 1:2007 for immunity and EN 61000 6 3:2007 for emission requirements. Excluded from the immunity requirements of this standard is power supply apparatus which is intrinsically immune to the tests defined in Tables 1 to 6. NOTE An example is an 18 MVA 230 kV to 25 kV power supply transformer. These specific provisions are to be used in conjunction with the general provisions in EN 50121 1. This part of the standard covers requirements for both apparatus and fixed installations. The sections for fixed installations are not relevant for CE marking.
Electronic railway equipment - On board driving data recording system - Part 2: Conformity testing
This part of IEC 62625 covers the standardized test methods for verifying the compliance of
an On board Driving Data Recording System implementation with the requirements specified
by IEC 62625-1.
Furthermore, it covers the conformity testing criteria for designed and manufactured ODDRS.
This part of IEC 62625 includes the list of the requirements specified by IEC 62625-1 and the
relevant acceptance conditions for ODDRS at design review, type test and routine test
phases. For the train level design review and train level test phases, this part provides
guidelines for the conformity testing methods to be applied to the ODDRS installed on the
train.
This part does not cover the conformity assessment schemes that, according to ISO/IEC
Directives Part 2, are the responsibility of ISO policy committee "Committee on conformity
assessment" (ISO/CASCO). Consequently, this part does not include elements related to
conformity assessment aspects other than design review and testing provisions for the
products, processes or services which implements the requirements specified in IEC 62625-1.
This part does not delete, change or interpret the general requirements for conformity
assessment procedures and vocabulary detailed in ISO/IEC 17000.
Railway applications - Current collection systems - Pantographs, testing methods for contact strips
Annex ZZ
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If people say that you tend to fall for the same type, does the same applies to those that fall for you?
Below are words of a genius that I wish to share. I guess it's an insult to even call them words, if you consider what wonderous things Neruda has done with them.
::past tense:: posted at 11:31 AM.


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There are many benefits to learning another language, including enhanced employability skills, cultural awareness and empathy, travel opportunities, and speaking more than one language has been proven to delay the onset of dementia.
Modern Language learning focusses on 4 main skill areas - Listening & Talking, Reading & Writing.
But in Modern Languages it's not just about the language skills of Reading, Listening, Talking & Writing, it's also about all the other transferable skills you can acquire, skills which will prepare you for the world of work beyond school - improving literacy skills, listening skills, presentation skills, critical thinking skills, problem-solving, working with others, working to a deadline, sharing ideas, being resilient, independent learning skills, analysis of language, being responsible, supporting others.
In these pages you will find more information about learning languages at Linwood High School, including advice on how to learn vocabulary and phrases and links to some of the websites we use in class that you can use to revise and do independent study. Some of our sections are restricted to Linwood High School pupils - ask your teacher for access details.


Part 2. We can call on God in prayer because he is our Father. We can have total confidence in him because he is almighty. He is both willing and able to act.
Part 6. It's only through faith in Jesus that we can know God. Placing confidence in anything else will fail and obscure us from him.
Poor choices and bad circumstances can lead us into difficulty. Family breakdown and personal isolation often occur but God doesn't leave us there. God is committed to us as a father to a son and won't let us go.
Part 6 of The Father teaching series.
Part 5 of The Father teaching series.
Part 4 of The Father teaching series.
Part 3 of The Father teaching series.
Part 2 of The Father teaching series.


March 16th we had fun with Matt Crespo, our soldier who is home on leave after his deployment in Iraq.
Yvonne made hamburgers and oatmeal cookies for dinner.
Risk board game set up for battle!
Then we dove into one of Matt's favorite games: RISK! It was a good game…Yvonne went after me first! Go figure! But I was able to come back and take her out altogether. Then it was down to Matt and me! Any idea who won?
Yvonne and Matt doing battle!
I won! Yvonne made Matt hand me the winner's trophy!
Then we talked story about Matt's time in Iraq and shared prayer requests and prayed together.
We've known Matt since he was 7 or 8 years old. He's turned into an awesome young man. We're really proud of the young man he has become!
Previous PostYvonne Tries New Pork Chop Recipe!


2015/2016 wheat production is estimated at 5.5 million metric tons (mmt) and is in good condition due to favorable weather in the south of Brazil. 2015/2016 corn production is estimated at 67 mmt, a 21 percent drop from the previous record year. The decrease is due to an early start to the dry season having a big impact on yields for the second "safrinha" crop. 2015/2016 milled rice production is forecast at 7.2 mmt, a 15 percent decrease from the previous year as producers in the south are switching to more profitable crops.
Wheat Supplies: 2015/2016 production is estimated at 5.5 million metric tons (mmt). 2016/2017 production is forecast at 6 mmt, in line with yearly trends. The wheat that will be harvested between October and December is reportedly in good condition due to favorable weather in the south of Brazil. Producers are showing a greater interest in commercializing their crop early; fearing the expectation of a large global crop could drive down prices the longer they wait.
Wheat Trade: 2015/2016 imports are forecast at 6 mmt, up slightly from the previous year. 2016/2017 imports are forecast to be similar to the previous year at 6 mmt. 2015/2016 exports are estimated at 1.1 mmt, a 35 percent decrease due to good climate conditions and expected higher quality than the previous year. 2016/2017 exports are forecast down slightly to 1 mmt based on the assumption of normal weather and good quality.
Wheat Consumption: 2015/2016 consumption is estimated down at 10.2 mmt, a 5 percent decrease from the previous year. Some milling quality wheat has been sold for use as feed while pork and poultry producers scramble to find feed on the domestic market due to tight domestic corn supplies. 2016/2017 consumption is forecast at 10.1 mmt.
Corn Supplies: 2015/2016 production is estimated at 67 mmt, a 21 percent drop from the previous record year. The decrease is due to an early start to the dry season having a big impact on yields for the second "safrinha" crop. 2016/2017 production is forecast at 83 mmt due to increased profitability. Because of the tight supplies, high domestic prices are driving an increase in first crop corn, which is expected to be about 38 percent of the total crop. The area is expected to be taken from soybean as corn becomes the more profitable crop.
Corn Trade: 2015/2016 corn exports are estimated at 18 mmt, down nearly 50 percent from last year's record exports. Any additional corn that will be exported was commercialized prior to the second "safrinha" harvest and it's unlikely that there will be any new sales realized until next year. With the exchange rate stable around R$3.20 to US$1 since July, sellers don't have the same incentive to export as they did in January and February when the Brazilian currency was much weaker. 2016/2017 exports are expected to rebound to 23 mmt, assuming normal weather and no delay in the planting of the second crop.
2015/2016 imports are estimated at 2 mmt, an 83 percent increase from the previous year due to tight domestic supplies. So far this marketing year, Brazil has imported 1.04 mt, with about half from Argentina and and half from Paraguay. On Sept 28, the Brazilian Foreign Trade Board (CAMEX) extended for 90 days the zero percent exemption of Common External Tariff for corn imports outside of Mercosul up to one million metric tons. The previous exemption would expire on November 19. The move is meant to encourage imports of U.S. corn to provide relief to Brazilian pork and poultry produce being squeezed by high domestic corn prices. The regulatory body CTNBio approved three U.S. biotech events on October 6, paving the way to allow U.S. corn imports for feed use only. The United States could potentially export 1 -1.5 mmt to Brazil.
Corn Consumption: 2015/16 consumption is forecast at 56 mmt, a two percent decrease from the previous year due to high domestic prices and reductions in the pork and poultry sectors. Some contacts have heard of farmers using bread quality wheat as feed, but otherwise Brazil doesn't have many substitutes for corn that can be switched over quickly.
A recent media report stated that corn ethanol is expected to expand in the state of Mato Grosso, but with high domestic prices unlikely to decrease until the next second "safrinha" crop is harvested and falling gasoline prices, corn ethanol may not be profitable in the near term.
2015/2016 milled production is forecast at 7.2 mmt a 15 percent decrease from the previous year as producers in the south are switching to more profitable crops. Due to the high price of domestic corn, some farmers are planting first crop corn instead of rice. But domestic rice prices are also rising as Brazil faces a shortage of stocks. These higher prices are expected to spur 2016/2017 production to 8.5 mmt.
2015/2016 stocks are estimated at just 301,000 mt. This is only about ten days of national consumption in a country where people eat rice nearly every day. The price of rice and beans, a staple meal in Brazil, increased 12.9 percent in the last 12 months. Because of the low stocks, any unexpected interruptions in supply could see prices increase even further.
2015/2016 imports are estimated at 850,000 mt, up 54 percent from last year, to meet offset reduced production and meet demand. 2015/2016 exports are estimated at 600,000 mt, down 35 percent from the previous year on higher prices and a need to meet consumption demands with domestic rice.
Rice Consumption: 2015/2016 consumption remains steady with a slight decrease to 7.8 mmt. Due to the higher prices for rice and beans, a small amount of consumers may reduce their portions of rice.


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redpajama_set_name: RedPajamaCommonCrawl


This course is intended for senior residents, subspecialists and recently board-certified radiologists. It is designed to provide an in-depth view into modern application of cardiac imaging in the clinical practice. Recent advances and already established applications in Cardiac Radiology will be presented by a joint faculty consisting of internationally renowned Chinese and European experts. Starting with more general lectures about implementation and optimisation of both coronary CT angiography and cardiac MRI, the use of these modern techniques in different, most relevant clinical conditions will be discussed. The spectrum of clinical scenarios presented during this course will include topics spacing from acute chest pain over typical conditions and findings after treatment up to the differential diagnosis of myocardial diseases and cardiac involvement in type 2 diabetes mellitus. Even latest innovations like the functional assessment of coronary stenosis by means of coronary CT angiography will be addressed. The combination of didactic lectures and interactive case-based discussions guarantees the high educational value of this teaching programme.
How I do a coronary CT angiography?
How I do a cardiac MRI?
Please note that registration is open to participants from China only.


Amidst the cacophony of claims made about forgiveness, this book serves to aid in an effort to put "forgiveness in perspective." Marieke Smit and Christopher R. Allers have collected here ten essays written by twelve authors from around the world and across the disciplinary spectrum including philosophers, practitioners, psychologists, literary theorists, and prison chaplains. All the essays offer a perspective on forgiveness and put forgiveness in perspective whether by tracing what forgiveness "is," how this religious inheritance is worked out in our secularizing societies, how forgiveness works in our quotidian experience, or a particular manifestation in a particular context such as marriage, prison, or after an abortion, to name a few. The multi-disciplinary character of this book provides a multi-disciplinary appeal as well as a resource to enlarge one's own perspective on this perplexing, enigmatic, and wonderfully complex concept of forgiveness.


text:
Q: Type erasure unexpected behavior in Java According to Java's documentation on Type Erasure and Bounded Type Parameters, I understand that in the code example below both versions of doStuff() will have the same erasure and, therefore, won't compile. My goal is to overload doStuff() in order to receive collections of ClassOne and ClassTwo.
import java.util.List;

class Example {
  class ClassOne {
  }

  class ClassTwo {
  }

  public void doStuff(List<ClassOne> collection) {
  }

  public void doStuff(List<ClassTwo> collection) {
  }
}

Mechanics for type erasure include the following step:

· Replace all type parameters in generic types with their bounds or Object if the type parameters are unbounded. The produced bytecode, therefore, contains only ordinary classes, interfaces, and methods.

Therefore, I should be able to apply a bound and then it would compile because now the type erased version of doStuff is overloaded with two different signatures (the declared upper bounds). Example:
class Example {
  class ClassOne {
  }

  class ClassTwo {
  }

  public <U extends ClassOne> void doStuff(List<U> collection) {
  }

  public <U extends ClassTwo> void doStuff(List<U> collection) {
  }
}

This second example actually doesn't compile and gives the following error:

Error:(15, 36) java: name clash: doStuff(java.util.List) and doStuff(java.util.List) have the same erasure

Can anyone explain this to me?

A: The problem is that List<U> will be reduced to just List in both your methods. (You can't have List<ClassOne> or List<Object> left after erasure.)
The passage you quote means that it is ok to have the following declaration:
class Example {
    class ClassOne {
    }

    class ClassTwo {
    }

    public <U extends ClassOne> void doStuff(U foo) {
    }

    public <U extends ClassTwo> void doStuff(U foo) {
    }
}

Here the generic arguments will be replaced by ClassOne and ClassTwo respectively, which works just fine.

redpajama_set_name: RedPajamaStackExchange


Leonardtown, MD - The 2018 General Assembly Session is right around the corner and I am looking forward to returning to Annapolis to work with my colleagues on both sides of the aisle to pass laws to improve the lives of St. Mary's citizens and all Marylanders.
Over the past year, I have reached out for your ideas for new legislation and improving existing laws, and you responded! This year I am submitting bills to continue the oyster shell recycling tax credit, create a new category of third degree assault enabling prosecutors and judges to better match charges and sentences to crimes, change the firearms carry permit process so applicants can wait until after the state has reviewed their applications and provided preliminary approval before taking expensive certification training, define the term "child care" in the law, and many others. I truly appreciate your willingness to participate in the legislative process.
I also sent out a 2017 Constituent Survey to many households in my district, and the response has been great. If you did not receive a survey and would like to participate, please go to www.DebRey.com and click on the link for the survey. Sharing where you stand on the issues helps me do a better job at representing you in Annapolis.
Once again, I will hold several town hall meetings during this year's legislative session where I will brief you on what's happening in Annapolis and get your feedback. These sessions are always informative and engaging.
If you have any concerns or issues I can assist you with, please do not hesitate to reach out to me. I am honored to represent you in Annapolis.


text:
@interface LBHamburgerButton () {

    CGFloat _lineHeight, _lineWidth, _lineSpacing;
    CGPoint _lineCenter;
    NSArray* _lineArray;
    BOOL _lineCreated;

}

@end

@implementation LBHamburgerButton

#pragma mark -
#pragma mark - Public functions

- (instancetype)initWithFrame:(CGRect)frame withHamburgerType:(LBHamburgerButtonType)type lineWidth:(CGFloat)lineWidth lineHeight:(CGFloat)lineHeight lineSpacing:(CGFloat)lineSpacing lineCenter:(CGPoint)lineCenter color:(UIColor *)color {

    if (self = [super initWithFrame:frame]) {

        _hamburgerAnimationDuration = 0.5;
        _hamburgerState = LBHamburgerButtonStateHamburger;

        [self setUpHamburgerWithType:type
                           lineWidth:lineWidth
                          lineHeight:lineHeight
                         lineSpacing:lineSpacing
                          lineCenter:lineCenter
                               color:color];
    }
    return self;
}

- (void)setUpHamburgerWithType:(LBHamburgerButtonType)type lineWidth:(CGFloat)lineWidth lineHeight:(CGFloat)lineHeight lineSpacing:(CGFloat)lineSpacing lineCenter:(CGPoint)lineCenter color:(UIColor *)color {

    if (_lineCreated) {
        // Lines have been created, do nothing.
        return;
    }

    _hamburgerType = type;
    _lineWidth = lineWidth;
    _lineHeight = lineHeight;
    _lineSpacing = lineSpacing;
    _lineCenter = lineCenter;

    CAShapeLayer* topLine = [self createLayerWithFrame:CGRectMake(0, 0, lineWidth, lineHeight) andColor:color atPosition:CGPointMake(lineCenter.x, lineCenter.y - lineHeight - lineSpacing)];
    CAShapeLayer* middleLine = [self createLayerWithFrame:CGRectMake(0, 0, lineWidth, lineHeight) andColor:color atPosition:lineCenter];
    CAShapeLayer* bottomLine = [self createLayerWithFrame:CGRectMake(0, 0, lineWidth, lineHeight) andColor:color atPosition:CGPointMake(lineCenter.x, lineCenter.y + lineHeight + lineSpacing)];

    _lineArray = @[ topLine, middleLine, bottomLine ];
    for (CAShapeLayer* layer in _lineArray) {
        [self.layer addSublayer:layer];
    }
    _lineCreated = YES;
}

- (void)switchState {
    [self animateButtonForward:(_hamburgerState == LBHamburgerButtonStateHamburger)];
    _hamburgerState = (_hamburgerState == LBHamburgerButtonStateHamburger) ? LBHamburgerButtonStateNotHamburger : LBHamburgerButtonStateHamburger;
}

-(void)setState:(LBHamburgerButtonState)state
{
    if(_hamburgerState == state)
        return;
    else
        [self switchState];
}

- (void)designateState:(LBHamburgerButtonState)state {

    _hamburgerState = state;
}

#pragma mark -
#pragma mark - Private functions

- (void)animateButtonForward:(BOOL)forward {

    NSArray* anims = @[ [self keyframeAnimationsOfLineIndex:0 forward:forward],
                        [self keyframeAnimationsOfLineIndex:1 forward:forward],
                        [self keyframeAnimationsOfLineIndex:2 forward:forward] ];

    [CATransaction begin];
    [CATransaction setAnimationDuration:_hamburgerAnimationDuration];
    [CATransaction setAnimationTimingFunction:[CAMediaTimingFunction functionWithControlPoints:0.4 :0.0 :0.2 :1.0]];

    for (NSArray* animations in anims) {
        NSInteger index = [anims indexOfObject:animations];
        for (CAKeyframeAnimation* anim in animations) {
            CAShapeLayer* layer = _lineArray[index];
            if (!anim.removedOnCompletion) {
                [layer addAnimation:anim forKey:anim.keyPath];
            } else {
                [layer addAnimation:anim andValue:anim.values.lastObject forKeyPath:anim.keyPath];
            }
        }
    }

    [CATransaction commit];
}

- (NSArray*)keyframeAnimationsOfLineIndex:(NSInteger)index forward:(BOOL)forward {

    switch (_hamburgerType) {
        case LBHamburgerButtonTypeBackButton:
        {
            switch (index) {
                case 0:
                {
                    CAKeyframeAnimation* animRotate = [CAKeyframeAnimation animationWithKeyPath:@"transform.rotation"];
                    animRotate.values = forward ? @[ @0, @(M_PI*5/4) ] : @[ @(M_PI*5/4), @0];
                    animRotate.calculationMode = kCAAnimationCubic;
                    animRotate.keyTimes = @[ @0, @0.33, @0.73, @1.0];

                    CGPoint startPoint = forward ? CGPointMake(_lineCenter.x, _lineCenter.y - _lineHeight - _lineSpacing) : CGPointMake(_lineCenter.x - [self scale:10], _lineCenter.y + _lineHeight + [self scale:7.2]);
                    CGPoint endPoint = forward ? CGPointMake(_lineCenter.x - [self scale:10], _lineCenter.y + _lineHeight + [self scale:7.2]) : CGPointMake(_lineCenter.x, _lineCenter.y - _lineHeight - _lineSpacing);
                    CGPoint controlPoint = CGPointMake(_lineCenter.x + [self scale:15], _lineCenter.y);

                    CAKeyframeAnimation* animPosition = [CAKeyframeAnimation animationWithKeyPath:@"position"];
                    animPosition.path = [UIBezierPath animateBezierPathFrom:startPoint toPoint:endPoint controlPoint:controlPoint].CGPath;
                    animPosition.removedOnCompletion = NO;
                    animPosition.fillMode = kCAFillModeForwards;

                    return @[ animRotate, animPosition ];
                }
                case 1:
                {
                    CAKeyframeAnimation* animRotate = [CAKeyframeAnimation animationWithKeyPath:@"transform.rotation"];
                    animRotate.values = forward ? @[ @0, @(M_PI) ] : @[ @(M_PI), @0];

                    return @[ animRotate ];
                }
                case 2:
                {
                    CAKeyframeAnimation* animRotate = [CAKeyframeAnimation animationWithKeyPath:@"transform.rotation"];
                    animRotate.values = forward ? @[ @0, @(-M_PI*5/4) ] : @[ @(-M_PI*5/4), @0];
                    animRotate.calculationMode = kCAAnimationCubic;
                    animRotate.keyTimes = @[ @0, @0.33, @0.73, @1.0];

                    CGPoint startPoint = forward ? CGPointMake(_lineCenter.x, _lineCenter.y + _lineHeight + _lineSpacing) : CGPointMake(_lineCenter.x - [self scale:10], _lineCenter.y - _lineHeight - [self scale:7.2]);
                    CGPoint endPoint = forward ? CGPointMake(_lineCenter.x - [self scale:10], _lineCenter.y - _lineHeight - [self scale:7.2]) : CGPointMake(_lineCenter.x, _lineCenter.y + _lineHeight + _lineSpacing);
                    CGPoint controlPoint = CGPointMake(_lineCenter.x + [self scale:15], _lineCenter.y);

                    CAKeyframeAnimation* animPosition = [CAKeyframeAnimation animationWithKeyPath:@"position"];
                    animPosition.path = [UIBezierPath animateBezierPathFrom:startPoint toPoint:endPoint controlPoint:controlPoint].CGPath;
                    animPosition.removedOnCompletion = NO;
                    animPosition.fillMode = kCAFillModeForwards;

                    return @[ animRotate, animPosition ];
                }
                default:
                    break;
            }
            break;
        }
        case LBHamburgerButtonTypeCloseButton:
        {
            switch (index) {
                case 0:
                {
                    CAKeyframeAnimation* animRotate = [CAKeyframeAnimation animationWithKeyPath:@"transform.rotation"];
                    animRotate.values = forward ? @[ @0, @(-M_PI*5/4) ] : @[ @(-M_PI*5/4), @0];
                    animRotate.calculationMode = kCAAnimationCubic;
                    animRotate.keyTimes = @[ @0, @0.33, @0.73, @1.0];

                    CGPoint startPoint = forward ? CGPointMake(_lineCenter.x, _lineCenter.y - _lineHeight - _lineSpacing) : _lineCenter;
                    CGPoint endPoint = forward ? _lineCenter : CGPointMake(_lineCenter.x, _lineCenter.y - _lineHeight - _lineSpacing);
                    CGPoint controlPoint = CGPointMake(_lineCenter.x + [self scale:20], _lineCenter.y - _lineHeight - [self scale:5]);

                    CAKeyframeAnimation* animPosition = [CAKeyframeAnimation animationWithKeyPath:@"position"];
                    animPosition.path = [UIBezierPath animateBezierPathFrom:startPoint toPoint:endPoint controlPoint:controlPoint].CGPath;
                    animPosition.removedOnCompletion = NO;
                    animPosition.fillMode = kCAFillModeForwards;

                    return @[ animRotate, animPosition ];
                }
                case 1:
                {
                    CAKeyframeAnimation* animRotate = [CAKeyframeAnimation animationWithKeyPath:@"transform.rotation"];
                    animRotate.values = forward ? @[ @0, @(M_PI) ] : @[ @(M_PI), @0];

                    CAKeyframeAnimation* animScale = [CAKeyframeAnimation animationWithKeyPath:@"transform.scale.x"];
                    animScale.values = forward ? @[ @1, @0.1 ] : @[ @0.1, @1 ];

                    return @[ animRotate, animScale ];
                }
                case 2:
                {
                    CAKeyframeAnimation* animRotate = [CAKeyframeAnimation animationWithKeyPath:@"transform.rotation"];
                    animRotate.values = forward ? @[ @0, @(M_PI*5/4) ] : @[ @(M_PI*5/4), @0];
                    animRotate.calculationMode = kCAAnimationCubic;
                    animRotate.keyTimes = @[ @0, @0.33, @0.73, @1.0];

                    CGPoint startPoint = forward ? CGPointMake(_lineCenter.x, _lineCenter.y + _lineHeight + _lineSpacing) : _lineCenter;
                    CGPoint endPoint = forward ? _lineCenter : CGPointMake(_lineCenter.x, _lineCenter.y + _lineHeight + _lineSpacing);
                    CGPoint controlPoint = CGPointMake(_lineCenter.x - [self scale:20], _lineCenter.y + _lineHeight + [self scale:5]);

                    CAKeyframeAnimation* animPosition = [CAKeyframeAnimation animationWithKeyPath:@"position"];
                    animPosition.path = [UIBezierPath animateBezierPathFrom:startPoint toPoint:endPoint controlPoint:controlPoint].CGPath;
                    animPosition.removedOnCompletion = NO;
                    animPosition.fillMode = kCAFillModeForwards;

                    return @[ animRotate, animPosition ];
                }
                default:
                    break;
            }
            break;
        }
        default:
            break;
    }
    return nil;
}

- (CAShapeLayer*)createLayerWithFrame:(CGRect)frame andColor:(UIColor*)color atPosition:(CGPoint)point {

    CAShapeLayer* layer = [CAShapeLayer new];

    UIBezierPath* path = [UIBezierPath new];
    [path moveToPoint:CGPointMake(0, 0)];
    [path addLineToPoint:CGPointMake(frame.size.width, 0)];

    layer.path = path.CGPath;
    layer.lineWidth = frame.size.height;
    layer.strokeColor = color.CGColor;

    CGPathRef bound = CGPathCreateCopyByStrokingPath(layer.path, nil, layer.lineWidth, kCGLineCapButt, kCGLineJoinMiter, layer.miterLimit);
    layer.bounds = CGPathGetBoundingBox(bound);

    layer.position = point;

    return layer;
}

- (CGFloat)scale:(CGFloat)value {
    return value/(50/_lineWidth);
}

@end

#pragma mark -
#pragma mark - Supporting Category
#pragma mark - CALayer

@implementation CALayer (LBAddAnimationAndValue)

- (void)addAnimation:(CAAnimation *)anim andValue:(NSValue *)value forKeyPath:(NSString *)keyPath {
    [self addAnimation:anim forKey:keyPath];
    [self setValue:value forKeyPath:keyPath];
}

@end

#pragma mark - UIBezierPath

@implementation UIBezierPath (LBAnimateBezierPath)

+ (UIBezierPath*)animateBezierPathFrom:(CGPoint)startPoint toPoint:(CGPoint)endPoint controlPoint:(CGPoint)controlPoint {

    UIBezierPath* path = [UIBezierPath new];
    [path moveToPoint:startPoint];
    [path addQuadCurveToPoint:endPoint controlPoint:controlPoint];
    return path;
}

@end

redpajama_set_name: RedPajamaGithub