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AUTHOR | Ivan Ristić, M.Sc.E.E.
Stay on track with railway signalling and telecommunications professionals!
AUTHOR | Ivan Ristić, M.Sc.E.E.
Newsletter No.5 - POLOMARCONI Company
5th issue, November 2023
The modern railway industry relies heavily on advanced technologies to ensure the safety and efficiency of rail operations. One such critical component of railway safety is the radio communication system, which is pivotal in preventing accidents and ensuring smooth railway operations.
POLOMARCONI is a reputable company with a rich history in the railway industry. Established in 2016, after the merging of 2 historical Italian companies, POLOMARCONI has continuously evolved to become a trusted provider of cutting-edge railway communication solutions. Their commitment to quality, reliability, and innovation has made them a preferred partner for railway operators worldwide.
The product portfolio
POLOMARCONI.IT, thanks to 20 years of experience, has developed a wide range of products as antennas, filters, diplexers, combiners, amplifiers and other items and accessories for RF/IT railway communication systems
All our products are designed to respect all the railway standards. All our train roof antennas are made to assure long time high quality secure link. Using with our filters and duplexers, our products are able to avoid each interreferences from other TLC/IT system, guarantee continues link even in challenging railway environments electromagnetic noise pollution such as tunnels, remote areas for low signal and city area where 5G coverage is more diffuse, creating potential RF interferences.
Features
All our products are designed to respect all the railway standards. All our train roof antennas are made to assure long time high quality secure link. Using with our filters and duplexers, our products are able to avoid each interreferences from other TLC/IT system, guarantee continues link even in challenging railway environments electromagnetic noise pollution such as tunnels, remote areas for low signal and city area where 5G coverage is more diffuse, creating potential RF interferences.
Customization
Our products are designed for different RF international standard as DMR, TETRA, GSM-R, 5G. But often the customization of the antenna of filter is the key of our success. Just an example? In Finland for the migration time from GSM-R to TETRA we have designed a new antenna dual mode TETRA+GSM-R plus GPS find the right compromise on dimension and performances, respecting the footprint of mono band GSM-R antennas installed in the past on train, for a fast replacement with a new one dual mode
References
Sure the most important milestone for POLOMARCONI was the first SNCF GSM-R contract in 2003, were the developed the first antenna compliant to UIC758.
Thanks our safety & security patent, present in all our train antennas, radio equipment and train drivers are protect against a possible discharge from 25kV.
After this we were invited during GSM-R industry and users groups meetings.
Thanks to this opportunity, then we become suppliers for all trains producers, sometime bidding and awarding the tender published from the European national train companies.
Actually POLOMARCONI has more than 30000 GSM-R antenna ON SERVICE, but our portfolio cover frequency range from 140 MHz to 6 GHz.
In fact last 5 years we focused our business for RAILWAYS DIGITAL EVOLUTION.
New media, CCTV real time, internet on board and IoT require a high demand for “high quality data rate”.
MIMO systems (Multiple Input Multiple Output) have been developed to improve the data rate with a really high quality in the transmission, and the aim has been successfully achieved. MIMO system, using several technique like spatial multiplexing or antenna diversity, is the only chance to provide multiple services on the same frequency range with high quality level without losing data rate in the communication.
Our new MIMO antennas permits to connect from 4 modems (or 2 2×2) to 12 modems (or 6 2×2) on frequency range from 700 MHz to 6 GHz; all our models are 5G ready. Again, for a secure quality link, a large choice of filters are available for a secure and fast train travel without slowing down.
Future directions
POLOMARCONI never stop! We are supporting train operators with a smart antenna for migration to the FRMCS. To know more please contact POLOMARCONI further to learn more about how this product can enhance your railway operations.
EXPERT SMALL TALK | exclusively for New In Signal
Kjell Holter, Head of ERTMS
Technical Management at Bane NOR
Our next guest is Kjell Holter,
Head of ERTMS Technical Management at Bane NOR.
Kjell, thank you for joining us today. As an expert in railway signalling, you are just the right person to discuss different topics from the field, including the digitalization of railway signalling systems.
Please introduce yourself and briefly overview your current work area.
I am a Head of Technical Management, Bane NORs ERTMS Programme. I have worked for Bane NOR since 1981 in different roles, but always in the signalling domain.
What were the main drivers and motivations for Norway to adopt ERTMS as its’ railway signaling system?
The main driver for ERTMS is three folded, with the following priority:
Renewal of the signalling systems; Increased safety/remote control;
Signalling systems for new infrastructure projects.
Bane NOR’s ERTMS Programme is also a cornerstone in the Government’s push towards digitalization of the Norwegian society as a whole. We see ERTMS as a “mean” to build modern signalling another way than the classical way.
Can you provide an overview of Norway’s ERTMS signalling project, including the progress made and the key milestones achieved so far?
Bane NOR made its’ strategy for ERTMS back in 2004. Then we produced two concept evaluations for the Ministry of Transport in 2008 (choice of technology) and in 2012 (rollout). We were given the task to rollout ERTMS back in 2012 and built a pilot line which was taken into operation in 2015. After 8 years of operation, this is one of our lines with very high availability and very low maintenance cost related to signalling.
CEO Sverre Kjenne and ERTMS program Director Lars Jorde
What are the main benefits and advantages that the ERTMS system has brought to the Norwegian railway network, both in terms of operational efficiency and safety improvements?
ERTMS L2 is a “mean” to change our way of operating, administrate and maintain the railway’s signalling system. The way we build provides different axis which will help us maintain signalling in a better way in the future.
We built a three-layer concept for the new systems:
- Trackside components (point
machines, axle counters, balises); - Trackside technical buildings (object controllers with EULYNX interface);
- Centralized facilities (computers)
What are the main benefits and advantages that the ERTMS system has brought to the Norwegian railway network, both in terms of operational efficiency and safety improvements?
ERTMS L2 is a “mean” to change our way of operating, administrate and maintain the railway’s signalling system. The way we build provides different axis which will help us maintain signalling in a better way in the future.
We built a three-layer concept for the new systems:
- Trackside components (point
machines, axle counters, balises); - Trackside technical buildings (object controllers with EULYNX interface);
- Centralized facilities (computers)
This enables us to have a two level competence structure:
- Maintenance of the decentralized part of the signalling system;
- Maintenance of the centralized part of the signalling system.
The strategy we laid back in 2004 had two main components:
- Signalling “out of the track” (app. 95 % of signalling failures are related to trackside);
- Standardization (to limit spare parts and competence needs, but will also reduce time/resources for fault finding, repairs and maintenance).
Could you share insights into the collaboration and coordination between stakeholders, such as the Norwegian Railway Authority (Bane NOR), railway operators and equipment suppliers, in the ERTMS deployment process? Can you highlight any interoperability challenges or integration efforts that have arisen?
Back in 2004, the NSA requested a binding ERTMS implementation plan. Based on this Bane NOR made an ERTMS strategy document, followed by two concept evaluations for the Ministry of Transport.
Based on the above, Bane NOR was given the task in 2012 by the government to implement ERTMS on the complete railway network. This was a very important milestone because then there was no way back. The ERTMS Programme is based on the renewal needs. We were the first country to provide an aid package to train operators, regarding retrofitting of trains with ERTMS. If they retrofitted trains according to our trackside rollout plan, 50% of their costs would be carried by the ERTMS Programme.
Bane NOR is cooperating closely with our three suppliers, and they are also cooperating well. The ERTMS Programm is approximately 2 years late due to challenges in the new way of designing the new signalling system, and system integration.
Now we see the light at the end of the tunnel (hopefully not a train running in opposite direction), and we hope to have the first ERTMS L2 line up and running in Q2 2024.
Kjell, thank you very much for sharing your insights and expertise on these interesting issues. It’s been a pleasure talking with you. We hope our readers will find some guidelines for their ERTMS rollouts.
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