REGISTER

Stephen Lemon

FIEAust CPEng EngExec RPEQ FIRSE GHD

As a result of Australia’s colonial history the state railway networks have evolved very differently, and whilst differences in track gauge have been largely resolved, there remain major differences between the signalling and train control systems that continue to present significant challenges for interstate and inter-network train operations.

The emergence of new digital train control technologies, such as Europe’s ERTMS (with ETCS signalling) or ARTC’s ATMS system, mean that conventional signalling systems with colour-light signals are being replaced with communications-based in-cab signalling. Once in-cab signalling systems are more widespread in Australia – an inevitability given their benefits in cost, capacity and safety - there will be significant challenges managing interstate and inter-network rail traffic due to incompatibilities between the technologies being implemented, with each network implementing a solution that is optimised to resolve their own local issues, without the remit or funding to consider the wider, national situation..

The implications of this inherent lack of interoperability or harmonisation is that we may end up with multiple in-cab systems fitted in trains operating interstate, or perhaps end up operating these trains with a reduced level of safety, or even be forced to have trains changing locos and passengers changing trains at network boundaries. Solutions that might offer technology interoperability are likely to be complex and expensive, with no guarantee of success.

Whilst the answer is not necessarily a simple one, an obvious starting point in any solution is ‘let’s not make the situation any worse than it already is’. Without further action, Australia is in danger of falling at this first hurdle. Some key actions that are required include:

• Standardising ETCS Level 2 implementation as much as possible across Australia, including all aspects of the people, process and technology elements that make up the integrated railway system.
• Having a national strategy for digital train control systems that includes the governance and authority to ensure that it is implemented.
• Supporting current interoperability technology solutions, including resolving issues around funding for their development, and long-term management of their ongoing operability.
• Recognition of the need for a national body in Australia, equivalent to the ERA in Europe, with an interoperability and harmonisation mandate, and the resources and authority necessary to ensure safe, reliable, efficient and connected train operations continue to be possible throughout Australia.

In response to the question posed in the title of this paper - Can ETCS Level 2 help us reconnect the Australian rail networks and offer an interoperable and harmonised future for our railways? – the answer is probably, yes, but only in part, and only if we address the challenges we face urgently, comprehensively, and at a national level.