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Stephen Lemon MSc CPEng FIRSE MIEAust Transport for NSW Mark Smith FIEAust CPEng EngExec NER APEC Engineer IntPE(Aus) Transport for NSW Warwick Talbot MIRSE GAICD MCITL MPMI Sydney Trains Dr Frank Heibel PhD MSc(Hon) MIEAust FIRSE CPEng NER RPEQ Transport for NSW / Doc Frank Rail Services SUMMARYTransport for NSW’s (TfNSW) Digital Systems program will transform Sydney’s rail network using world class technology to create high capacity turn up and go services to meet growing demand. The Program will replace legacy signalling and train controls with modern, internationally proven, intelligent systems based around European Train Control System (ETCS) Level 2 technology.Digital Systems contains three main elements: Replacing trackside signalling equipment with the latest ETCS Level 2 technology Implementing Automatic Train Operation (ATO), which will be used to assist drivers – who will still remain in control – and provide faster and more consistent journey times Introducing a Traffic Management System (TMS) for more effective incident management and serviceregulation across the network. These elements will deliver significant customer, performance, cost and safety benefits. The modern technology willallow for data driven operations such as dynamic timetabling, and lead to reduced maintenance possessions andincreased passenger and freight capacity. An equally significant component of the program is the organisational transformation required to realise the benefits of the new technology, specifically for the resident operators and maintainers - Sydney Trains and NSW TrainLink.This paper provides an overview of this major signalling technology and change program including the latestdevelopments, delivery considerations and tactics aimed to maximise the potential for successful program delivery.
Ørjan Sommerseth Cand. Scient. Wavetrain Systems AS Monika L. Eknes PhD Wavetrain Systems AS Svein Hansen Cand Polit Wavetrain Systems AS SUMMARYWavetrain® Systems (Wavetrain) Level Crossing Warning System (LCWS) is a product based on acoustic train detectionthat will issue reliable warnings about approaching trains at level crossings. It is installed with all components at thecrossing, without long cable runs, and it interfaces to the customer's preferred warning equipment, like barriers, lights oraudible devices. This gives the LCWS a cost of ownership advantage, including little or no service interruption duringinstallation.The LCWS is certified end-to-end as a SIL 2 solution. SIL 2 is according to the ACRI1 report an acceptable level foridentified low-cost warning system applications.Acoustic train detection provides an innovative and practical solution for reducing risks at level crossings. The LCWSprovides reliability and excellent price/performance, making large risk reduction possible at sites that are too costly toequip with conventional systems.
Federico NardiBCompE (Hons), RE(OIGenova), RPEQ (Elec), MIRSEAnsaldo STS Australia Pty Ltd SUMMARYThis paper has the aim of describing the status of interoperable ATO over ETCS (AoE). AoE provides a set of non-safetytrain operating functions related to speed control, accurate stopping, door opening and closing, and other functionstraditionally assigned to a driver. The safety of operation is ensured by ETCS. Enhancement of the time-table adherenceand optimization of energy consumption are two additional important features of AoE. Ansaldo STS, as a full memberof the UNISIG Consortium, is deeply involved in developing, maintaining and updating the ERTMS specifications inclose cooperation with ERA (system authority for ERTMS).
Andrew Blakeley-Smith BSc (Hons) CNAA, CP Eng, MIEAust, MIRSE Director, Andrew Blakeley-Smith & Associates Jan Stelmach MSc Electrical Eng, MIEAust CPEng NER APEC Eng. Director, D’ACE Design and Consulting Engineers SUMMARY25kV railway electrification implementation started in Europe, was implemented in the UK in the late 1950’s and wasmigrated to Australia in the mid 1970’s. Although some modification and additions were made to accommodate localconditions such as the use of the Multiple Earthed Neutral (MEN) in utility distribution systems, even at that timetechnology had advanced to the point where some specification requirements really needed reviewing but, lackingpractical experience, remained unchanged. This has become more pressing by the 21st century with the advent of, forexample, Optical Fibre technology, LED signals, axle counters and the demise of the Signal Post Telephone reducingS&C circuit lengths, questioning the requirement for Booster Transformers. Never the less, many specifications stillquote the standards of the 1950’s.Unquestioning compliance with requirements appropriate to these standards can have a significant cost, particularlywhere existing railways run parallel to, but have no running, over 25kV lines, new or to be electrified, or achievingseparation of earthing systems in existing complexes or new developments over or immediately adjacent to a 25kVrailway. The resulting design may be overly complex, time consuming, expensive or, in practice, realisticallyunachievable.Recent injection testing of nominally non-immune signalling equipment and short circuit and normal running EarthPotential Rise (EPR) testing on complex Central Business District (CBD) sites has shown that, when the going getstough, these issues must be looked at anew from first principles and old rules not followed blindly, if time and costblowouts are to be avoided. In some instances, by failing to recognise the nature of a problem, such as EPR arising fromlightning, outdated costly design requirements may not even be effective.
Xiaomin Wang Professor Southwest Jiaotong University Lei Jiang Ph.D Southwest Jiaotong University Qiming Zheng Ph.D Southwest Jiaotong University Wenfang Zhang Associate professor Southwest Jiaotong University During the past ten years, progress with the Chinese high speed railway (HSR) network has achieved worldwiderecognition and acclaim. The overall operational mileage exceeded 20,000 km by the end of 2017. As for the railwaysignaling system, it has been transformed into a large integrated automation system to keep trains safe. To ensuresignal system safety itself, many types of monitoring devices have been developed to monitor the operational conditionsof various items of signal equipment, and the massive amounts monitoring information generated individually are storedin each subsystem respectively. These monitoring systems indeed improve the maintenance efficiency. However, due tothe isolated information of these monitoring systems, maintenance has even become more difficult for large-scalecomplex signaling systems.Based on big data, this paper proposed an integrated monitoring and comprehensive intelligent analysis scheme for thesignaling system. In the scheme, we show the overall logical framework, the cloud and big data-based data center, themonitoring data mining and the intelligent analysis task. A case study of the intelligent monitoring and maintenancesystem in Guang-Zhou railway bureau is presented. The proposed framework can improve the intelligence level ofmaintenance and help to enhance the safe operation. The framework implemented in Guang-Zhou bureau shows theeffective data-driven maintenance approach.
Chee Hoe ChanSystems Engineer (Integration and Testing)B Eng. (Electrical and Electronics Engineering)Siemens Mobility Pty Ltd SUMMARYAustralia’s urban population density increase poses many new challenges, such as increased network density,unpredictability and complexity, while keeping up with the increased expectations of accessibility, reliability andpunctuality. This paper discusses the implementation of Dynamic Timetabling and Remote Equipment Diagnostics withinCentralised Traffic Control Systems; how these functionalities can be utilized in tackling these new challenges withoutthe blowout of operational costs and overhead associated with conventional methods, such as increasing the number ofservices and speeds.Dynamic Timetabling, when paired with train automation modules such as Automatic Route Setting, can dynamicallydetermine the optimal operational train speed, dwell times, number of services to use in relation to passenger demandand other traffic conditions. Furthermore, Dynamic Timetabling can assist in the changes of services during unplannedor irregular disruptions that can easily impact railway operations with disastrous outcomes such as special events andtrackside breakdowns where planned trips can no longer achieve delivery or punctuality.Remote Equipment Diagnostics involves the pairing of a reporting module with trackside sensors that read wear and tearof key trackside equipment, such as points and train wheels to ensure that they are preventatively serviced withoutincurring the associated overhead for regular inspections and assuring an early replacement of functional parts. Suchsensors vary in application, such as temperature and timing factors, and data can be fed back into the RemoteEquipment Diagnostics to predict the remaining life expectancy of various trackside equipment and whether specificequipment require maintenance attention. Adelaide Technical Meeting 2018
Trevor MooreB Eng, MBA, Hon FIRSE, FIE AustSignals Standards Engineer, Australian Rail Track Corporation SUMMARYThere are many signalling projects undertaken each year in Australasia. Each project involves the signalling designbeing produced by a signalling designer or team of signalling designers. The objective is to produce a design thatachieves a set of requirements for the operating railway. There is the possibility of Human Error in the undertaking ofthe design. There is a statutory requirement to ensure that the signalling design is safe So Far As Is ReasonablyPractical (SFAIRP).To achieve the project requirements in a safe manner, a great majority of projects knowingly or not apply the V designdevelopment cycle. As part of this development process a verification of the design is undertaken.This paper examines why we undertake the design verification, how we undertake the design verification and theoutputs from the verification process. The paper also examines the scope of the verification process.The design and verification activities are also reviewed in the context of the Systems Engineering Life Cycle.
Jose Luis Arana Telecommunications Engineer Thales - Spain Adelaide Technical Meeting 2018
John Gifford (FIRSE) Senior Signal Engineer Grad Dip Engineering Maintenance Management Kevin Morris Technical Support Engineer Bachelor of Electrical Engineering (Hons) Frauscher Sensor Technology Conventional track circuits have provided the backbone for railway signalling since their first release in the late 1800’s.Their simplicity and performance capabilities allowed operators to greatly improve the efficiency of their networks, whilemaintaining control over expanding infrastructure. With increased pressure for the railway industry to meet performanceexpectations, there has been a push for more reliable and available train detection.Axle counters provide an alternative to traditional train detection, with the introduction of various smart features to assistin meeting growing customer expectations. Their ability to provide a high level of reliability, availability and cost efficiencyhas ensured their place at the forefront of railway signalling infrastructure.This application paper examines the benefits which can be achieved by implementing axle counters and provides aninsight into some of the leading-edge features of the products themselves, and their use in railways throughoutAustralasia.
Charles Page BSc MBA FIRSE Head of Business Development & Strategy Siemens Mobility Pty Ltd Vijay Kumar B.Eng, MIRSE, MIEEE, CENG, RPEQ Head of Technical Operaions Siemens Mobility Pty Ltd Adelaide Technical Meeting 2018
In this paper, we would like to introduce an innovative proposal based on the research conducted by the Hitachi Rail Innovation team to further improve the existing available tablet application, particularly
This Paper investigates the issues regarding use of passive level crossings for livestock movements in the agricultural industry. This unavoidable practice presents a different risk profile to the typical user, with livestock movement being
I started in signalling more than 30 years ago at British Rail, where I learnt how to design interlockings, initially in relay circuits, and then by programming Solid State Interlockings. This work sparked my interest in safety critical syste
The term signalling principles is often referenced with regards to the design of a signalling system. It is also used as part of the title of a person ‘Principles Verifier’ or ‘Principles Tester’. Some rail managers also reference signalling p
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The Public Transport Authority of Western Australia (PTA) is currently building a new mobile radio and backhaul transmission communications network across the Perth metropolitan electrified railway network.
Today’s railway fatalities are arguably more likely to occur at level crossings than in the train collisions we tend to focus most attention on controlling. Designing for level crossing safety can be messy and grey, especially when the dependen
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Cybersecurity is a hot topic worldwide with regular attacks being performed against multiple domains.