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A tiny arm that is connected to a home signal post beneath the main semaphore arm is used for calling-on calling (Fig. 31.6). The train is allowed to move slowly along the line until it encounters the next stop signal when the main home signal is in the horizontal (on) position and the calling-on signal is in the inclined (off) position.
The train, which is waiting beyond the home signal, is intended to be “called” by the calling-on signal. When the main signal malfunctions, the calling-on signal is helpful, but in order to receive a train, an authority letter must be delivered to the driver of the waiting train telling him or her to go against what the signal indicates and arrive at the station.
The France Rail Signaling Market accounted for $XX Billion in 2021 and is anticipated to reach $XX Billion by 2030, registering a CAGR of XX% from 2022 to 2030.
A consortium led by Alstom-Setec Ferroviaire has been awarded a contract to provide digital signalling equipment to SNCF Réseau, the French national railroad company.
The LGV Sud-Est line, a high-speed line connecting Paris and Lyon, will be equipped with the Atlas European Railways Traffic Management System (ERTMS) Level 2. Alstom shall design, manufacture, install, test, and maintain the equipment in accordance with the requirements of the contract.
Setec Ferroviaire will be in charge of testing, integrated project management, and design verification. Trains can move at higher speeds without actual lineside signals thanks to Atlas ERTMS Level 2, a computerised signalling system. In the upcoming years, Alstom anticipates that the systems already in use throughout Europe will be replaced by the Atlas ERTMS Level 2 system.
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