Dispatch communications system

Technical condition of individual system components and their maintenance processes have key influence on rail dispatcher communication system. System reliability is a good indicator of maintenance performance. By design, planned downtimes for central offices do not exceed two hours over forty years. Longer dovm periods are permitted for small subscriber groups or inter-office connections. Another popular indicator of reliability of ICT systems is probability of failure during a year. Mean failure time i.e. mean time to repair is also essential to evaluate ICT system reliability. An indicator connecting Mean Time To Repair (MTTR) and Mean Cycle Between Failures (MTBF) is the availability rate Kg (Jajszczyk A. 2006). 

The correct operation of the communication system has a direct impact on the safety of railway traffic. At the stage of implementation of the exploitation there are no information on reliability properties of the railway dispatch communication system during exploitation, therefore there is a need to assess the reliability on the basis of forecasting methods. Knowledge of reliability indicators will allow for implementation of appropriate operational strategies allow for the maintenance of these systems in the states of functional and task ability. 

Rail ICT System (RICTS) is digital ICT system facilitating modernisation of technical and technological solutions in closed loop networks and thus in traffic communication. Logical architecture of the digital dispatch communication system has been illustrated on Figure 1. 

Siergiejczyk M. 2009. Operational Availability of Railway Dispatch Communication System. Dependability of Computer Systems. IEEE Computer Society Press. Los Alamitos, Washington, Tokyo. 

In the area of rail transport issues of assessment of reliability are fairly well described in terms of traffic control systems, rail automation (Lewinski A, Perzynski T. 2010), ETCS systems and rail infrastructure (Flammini F. 2012). There are also publications related to the work of the dispatcher in rail transport, and specifically with the analysis of the reliability of the operator (Human Reliability Analysis) (Belmonte F, Boulanger J.-L., Schon W. 2008). In contrast, there are no publications that relate to the assessment of the reliability of a wired system of railway dispatch communication. 

The shift supervisor had just dispatched a third equipment operator to open AFW isolation valves AF-599 and AF-608. These are chained and locked valves, and the shift supervisor gave the lock-valve key to the operator before he left the control room. He paged a fourth equipment operator over the plant communications systems and directed him also to open valves AF-599 and AF-608. Although the operators had to go to different rooms for each valve, they opened both valves in about 3 1/2 minutes. They were then directed to the AFW pump room. 

Routing pickup-and-deUvery vehicles does not end with the development of routes prior to the drivers departure from the depot. Once drivers have left the depot, in-vehicle communications and route-information systems offer mechemisms not only to improve their performance but to meet on-demand customer requests. When dispatchers have the ability to communicate routing instructions and customer requests to drivers in the field, the opportunities for improving the overall efficiency of a dispatch plan increase substantially. However, the initial development of an efficient and effective dispatch plan is still critical. 

The transportation community has turned to the deployment of inteihgent transportation systems (ITS) to increase the efficiency of existing highway, transit, and rail systems. One of the key variables in the vehicle-routing models described above is travel time. With the use of information from ITS, dispatchers can make better decisions. The U.S. Department of Transportation (DOT) has indicated that ITS uses advanced electronics and information technologies to improve the performance of vehicles, highways, and transit systems. ITS provides a variety of products and services in metropolitan and rural areas. ... 

N Y N Maplnfo Routronics 2(XX) has been developed as a complete customer-service routing and dispatch system with interfaces to wireless communications. 

To determine the number of trucks needed, in addition to the throughput requirement and the location of the points, we need to spediy a dispatching policy, which basicedly determines which truck moves which load and when. There are a number of centralized and decentralized dispatching rules one can adopt. Centralized rules require a central dispatcher (or computer) to keep track of each load in the system waiting to be moved such loads are also known as move requests. They also require a means of communication between the dispatcher and each device so that the appropriate device can be dispatched to the appropriate load. Decentralized rules tend to be less efficient but simpler and less expensive. With decentralized rules, each device generally follows a set of fixed instructions (or preprogrammed instructions) to decide which load to move next. 

An inherent part of the system is the equipment instahed at the central and dispatching station, as weU as the equipment of the communication network at the area concerned. The selection of the Reclosers instahed at the system nses the principle of addressing. The system is protected against signal interferences and the effects of static electric charge. 

Gather information about the call via radio, computer-aided dispatch, and personal knowledge. When other responders are on-scene, communicate with them to obtain more information. If the Incident Command System has already been established, report to the command post or staging area. 

The Rail ICT system creates a network assuring communication between traffic controllers (or other authorised personnel) and all stations located within perimeter of the railway station, dispatcher and stations track-side along the railway route. The RICTS facilitates data transmission required to assure and maintain safety and control rail traffic. 

LNT language is not a specific process algebra for real-time systems, it has no time operators and no preemptions. So we use counters to present time. We perform calculation, based on AADL property values, to deduct needed values like dispatching and communication times. 

In addition to the monitoring, live technical support and service dispatching, customers also get fault alert notification via email or phone call, and the tracking, reporting and data collection of unit performance. This data provides a record of burner cycles, burner nui hours, and approximate fuel usage. The OnGuard RMT System also has the ability to monitor up to four water heaters with one communication gateway and provide statistical data on each unit. 

---