Resources

Date Presented: December 27th, 2015

R. B. Baird, B.E.(Hons), AMIEE, MlRSE Manager, Signals & Communications BAYSIDE TRAINS Competency management systems are not new: most rail organisations have systems in place for ensuring only competent staff carry out design, installation, testing, commissioning & maintenance functions. These include:- Minimum qualifications; Direct supervision and mentoring including workplace assessment; Inservice training; Detailed procedures and instructions; Investigations of incidents and follow up rectification; Independent checking procedures. Recently there has been pressure to document and formalise competency systems as a result of the following externalrequirements:- Government legislation / regulation; Outsourcing (contractual requirement to set common standards); Quality and safety management systems adopted by rail organisations. Most of these require the organisation involved in rail safety functions to demonstrate a competency system is in place and is followed without being specific about the detail.

By: Garry Josh

Date Presented: December 27th, 2015

Garry Josh MIRSE, MAIPM Australian Rail Track Corporation The Australian Rail Track Corporation has embarked on a significant programme of train control consolidation and signal box closures throughout New South Wales. Ultimately two Network Control Centres will control rail traffic over the majority of the New South Wales rail network. Train control consolidation is underway during a time of significant organisational and cultural change as the New South Wales rail system evolves from a government entity to business and customer focussed corporation which can be considered both an advantage and a major hurdle simultaneously. The Train Control Consolidation Project is comprised of a number of minor and major resignalling works to replace mechanical and hybrid interlockings and signalling systems to allow for their remote control from PC based train control systems. Additionally ARTC has a number of complimentary projects within its' various corridor strategies which also need to be considered.

Date Presented: December 27th, 2015

Lawrence Dean (B App Sc, Dip PM.) Project Engineer Westinghouse Signals Australia This paper provides an overview of Westinghouse Signals Australia (WSA) Advanced Train Control (ATC) technology, particularly in the area of train scheduling. In addition to WSA's current train scheduling methods, this paper discusses other methods, their advantages and disadvantages, and their applicability to railway systems. This paper also outlines WSA's background in ATC systems, focussing on the previously installed systems for Hamersley Iron Ore and the Taiwan Railway Administration. This document provides a description of the various components that make up the ATC system, including the Train Scheduler, Train Graph and Automatic Route Setting (ARS). Future enhancements, such as fleet and crew rostering, are also discussed.

Date Presented: December 27th, 2015

lan Worthington FlRSE Alstom Australia Ltd. The paper provides details of the Hillside Trains business and looks forward to the improvements to be provided as part of the commitment to the State Governments vision "to protect passenger's rights and improve service quality on Victoria's trains under a privatised transport system". The paper addresses the performance requirements and reporting including the operational performance and asset condition improvements as they relate to the railway signalling aspect of the business.

Date Presented: December 27th, 2015

R. Cornish Nokia Telecommunications Nokia Telecommunications supplied the digital transmission system on optical fibre between Muswellbrook and Werris Creek. There are two parallel systems; an 8 Mb/s trunk system and a 2 Mb/s branching system. The transmission of the telephone voice and the data information for the CTC is by digital means using Pulse Code Modulation and optical carriers over pairs of glass fibres in the Olex cables.

Date Presented: December 27th, 2015

Mark Illingworth, Westrail CATOS Project Engineer In recent years due to the high costs of automatic and controlled signalling equipment and the restrictions on staff based safeworking systems, many railways around the world have opted for the re-introduction of the Train Order based safeworking system on non-track circuited single lines. This system was used in the early days of railways, and from it evolved the highly developed signalling systems we know today. Longer and less frequent trains, reducing the number of crosses and passes required, as well as the improved communications between the Driver and Train Controller is considered to be sufficient to minimise the safety related concerns that led to the previous abandonment of Train Orders as a suitable safeworking system. Apart from cost, the main benefit identified with Train Orders above low end signalling systems such as the Staff and Ticket system, is the added flexibility and subsequent improvement in the "throughput" of train journeys. 40r example, for a train to travel from Geraldton to Coorow, a distance of about 230krn passing through 12 stations, a  minimum of one train order is required. The total time involved in preparing, issuing and receiving the Train Order by the Train Controller and the Driver would rarely exceed one half hour. A similar journey under the Staff and Ticket system would involve 12 changes of staff, requiring the train to stop 12 times, increasing the total train journey time in excess of 120 minutes (based on the prescribed 10 minutes at each stop). The subsequent improvement in productivity is self evident.

Date Presented: December 27th, 2015

Lynden Croucher Signals & Operational System Corporate Services Engineering Division Queensland Rail The purpose of this paper is to provide an overview of the Zone Released Shunting System (ZKRS) recently installed at Paget and Merinda. This paper details the advantages of the system and includes a discussion of both the hardware implementation and operation of the system.

Date Presented: December 27th, 2015

John Skilton BE Hons. (Electrical and Electronic) FIRSE, MIPENZ, CPEng Generations of signalling engineers have been subjected to accusations that signalling is too expensive. This paper examines some of the techniques applied in New Zealand to provide cost effective signalling and train control systems. Case studies for the use of common SCADA platforms for train control and the use traffic light based level crossing systems in yard areas are provided. The paper concludes with a brief look at some trends in the signalling arena that may impact on the cost of train control systems in the future.

Date Presented: December 27th, 2015

K. Kouhbor, B,E.(honours), M.I.E.Aust., M.I.R.S. Project Engineer, Signal and Control Systems Siemens Ltd Efficient management of train operation to meet the safety, reliability, availability and faster journey demands for more sophisticated and cost effective technologies which would reduce the risks of human errors and provides for a safer and more reliable journey to commuters. Hence the aim of this submission is to present and discuss the advantages that could be achieved from new railway signalling technologies and associated savings. This would make our justification easier for changes to a safer transport system, reduction andlor elimination of wayside signalling equipment and related cost of maintenance and train accidents.

Date Presented: December 27th, 2015

Steve Boshier, MIRSE Hyder Consulting Pty Ltd Independent Verification is an area that is not always well understood, perhaps misunderstood, yet if applied correctly in can produce huge benefits for both the contractor and client when implemented at the start of a project. In recent years there has been a continual growth in the area of Light Rail Systems and with this growth, the complexities of delivering these networks has also grown. As the number of Light Rail Systems continues to expand, they not only need systems to ensure their safe operation, but they need to be planned and implemented in a safe fashion. This is where the role of the Independent Verifier comes into play and provides just as an important service to ensure that the system owner receives what they were expecting to end up with. The Verifiers core function is to ensure that the design, construction, procurement, acceptance testing, completion along with the planning and documentation for the operations and maintenance phase are carried out in accordance with the project requirements.