Resources

Date Presented: July 22nd, 2018

Date Presented: July 22nd, 2018

Date Presented: April 8th, 2018

Francesco RispoliAnsaldo STS, A Hitachi Group CompanyAf

Date Presented: April 8th, 2018

Bob Detering FIRSERetiredA look at at IRSE Australasia

Date Presented: April 8th, 2018

Alex McGrath Level Crossing Removal Authority (LXRA) The field of resilience engineering explores the mismatch between a system-as-designed, and the actual system as itoperates in the real world, in the presence of shocks, stresses and resource constraints. In signalling systems, themodelling of component availabilities into system availability leads to the belief that more redundancy is always an asset;while in a real operating railway, redundancy has at times been an asset to the system and at other times has increasedcost while also decreasing performance and whole-system safety margins.This paper explores the justification for component and link redundancy in signalling system design alongside thelegislation and body of research on system resilience. It draws on a series of ideas from the field of resilienceengineering, and real-world rail and signalling examples, to explore the issues. Alarm architecture, lifecycle maintenanceplanning, and criticality assessment are provided as concrete guidance for how to design a resilient signalling system.However, true resilient behaviour depends on the context, organisational culture and human behaviours, and the realrailway as an evolving complex system.

Date Presented: April 8th, 2018

Julian Danton Bombardier Transportation Delhi Metro is a greenfield development of a 58km heavy metro system with 38 stations and 2 depots, forwhich Bombardier Transportation are currently introducing a CITYFLO 650 communications based traincontrol (CBTC) signalling and control system. The line is a mixture of above ground and tunnel areas,leading to design consideration of system functionalities required to be able to handle operations in eitherenvironment.The vehicles on the line are designed to be operated in both UTO (Unattended Train Operation) and nonUTO modes, both above ground and tunnel. The CBTC system functionalities and integration with therolling stock have therefore been designed to be able to operate with or without a driver across the differentline environments.The introduction of UTO requires a CBTC system with a higher degree of automation, including fullyautomatic depot storage and dispatch, automatic jog and creep at platforms and automatic handling ofemergencies between platforms including evacuation. It also requires increased remote visibility and controlthrough the provision of remote access to onboard CCTV at the OCC (Operational Control Centre) andstations to provide the ability to remotely handle onboard issues for a train in UTO.

Date Presented: April 8th, 2018

Hugh Hunter Certifier Australia Serge Joseph French and Algerian Ministry of Transport Regulation of Australian Railways in standardised across Australia and is administered by the Office of the National Rail Safety Regulator (ONRSR).The ONRSR Major Project Guidelines [21] states that ONRSR expects major projects to engage an Independent Safety Assessor who:• Is independent from the delivery organisations• Resources the project based on the scale and complexity of the task• Use Subject Matter Experts (SMEs) with an appropriate mix of competency, qualifications and relevantexperience for the project scopeState government organisations such as Transport for New South Wales (TfNSW) state in their Guide to IndependentSafety Assessment [17], that new or altered assets requiring “safety significant changes” should be subjected toIndependent Safety Assessment (InSA).There is a general lack of understanding in the railway industry regarding areas such as:• What is Independent Safety Assessment, why is it performed and what is its role in a project• The types of independent assessments that are required to be performed for the fulfillment of differentregulations and standards. This includes the usage of multiple assessment types within a project.• Can any safety assurance body perform independent safety assessments or do these entities have to beaccredited to perform their various independent assessment types?• Who performs the accreditation of an ISA and how is this accreditation recognised in different states andcountries.• Where in the project lifecycle does the ISA become involved?• How much of a project does the ISA assess, and how does the ISA ensure that the InSA provides a suitablefocus on the areas of higher risk• How does the ISA work together with the project with regards to observation management and the generationof ISA reports?• What does the ISA expect the project team to provide for assessment?• What are the tools and techniques utilised by an ISA• The usage of multiple ISAs in project and how an ISA can accept the results provided by other ISAs.This paper addresses this lack of understanding, providing descriptions of the different independent assessment types,detailing the role of the ISA, describing the InSA process, and describing the use of accreditation for an ISA and how thisaccreditation is recognised throughout the world.

Date Presented: April 8th, 2018

David Ness MMRA Rail Systems Alliance Package Director The Owners Persepective - details of the complexity of the project

Date Presented: April 8th, 2018

Evan Tattersall CEO Melbourne Metro Rail Authority Transforming Victiorias Rail Network - Presentation

Date Presented: February 20th, 2017

Melbourne Local Meeting 15 February 2017