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T. DEVENEP A.R.M.I.T., M.I.R.S.E. ENGINEERING MANAGER PUBLIC TRANSPORT CORPORATION VICTORIA The Alternative Safeworking System is currently being developed by the Public Transport Corporation Victoria for its medium density country lines. The development came out of the need to find an alternative cost effective safeworking System for lines which were perceived as being unsuitable for train orders. Treasury indicated that it was unwilling to fund a Safeworking System similar to ATCS in cost. The project which started life as the Electronic Safeworking Project became the Alternative Safeworking Project. The system which will be operated as Section Authority Working may be divided into three areas. These are; an Operational Rules Base, Radio Transmission System and Train Control Workstation System. Each of the major elements is progressing towards an implementation date of November 1991 for the North Geelong to Mildura Corridor. Remaining corridor implementations will be staged over the following 2 years as locomotives are fitted.
Eddie Hawes HTEC, TMIEAust CEngT, IEng, MIRSE, MIET, GCCI AECOM Dr Tomas Magyla PhD, MSc(Hons), BSc, MIRSE, AIPM, APM, MIET, MAET AECOM The paper describes the proposed solutions currently in development, to provide for the separation of signalling and control functionality of the Metropolitan Freight Network from RailCorp to ARTC – to be integrated as part of the existing Network Control Centre South, at Junee. The concept of operation is being revised with the introduction of dedicated 650 m shuttle trains that will operate between the ports and various freight yards in the outer Sydney suburbs. Trains will operate in ‘push-pull’ mode with a locomotive at each end. To facilitate this, the layouts at Botany Yard, Cooks River and Mascot are being remodelled and extensively re-signalled. The paper explores the various options and associated technologies considered for the signalling of the revised layouts. The selection of the current preferred solution is detailed, including the control system link arrangements both to the ARTC and RailCorp systems. Key to implementation of the project is agreement with RailCorp on the interfaces between the two networks and cognisance of the operational issues and requirements associated with the two networks operating concurrently along the shared corridor between Marrickville and Campsie.
Les Brearley BE (Elect), Grad Dip Bus, FIRSE, RPEQJavier Gonzalez B E (Hons)Lee Tran BE (Elect), MIRSE, MIEAustA/Prof Ken Kwong B E (Hons), PhD, FIEAust, FIEE Risk management is about identifying what can go wrong, assessing the risk of the undesirable event and putting into place corrective action to reduce the risk. An essential risk mitigation control for all of phases of a signal and communications system lifecycle is the use of competent signal engineering staff. However where and how do you obtain competent staff? When experienced signal engineers are in short supply you need to train suitable staff in the specialist signal engineering skills. However in the past there has been no broadly based signal engineering course that is widely available in the industry to form the foundation of a training program. This significant shortfall in risk management controls available to the industry has been recently filled by the development of a Post Graduate Diploma in Railway Signalling by the Cooperative Research Centre for Railway Engineering and Technologies (Rail CRC). This provides a broadly based program in railway signal engineering to fill the void in the provision and recognition of signal engineering knowledge. This paper provides an update on the progress to date with development of the program and the experience gained in running the course for the first time. This paper has been prepared jointly by: • Les Brearley who provides an overview of the program and the current progress with development• Javier Gonzalez who provides a student’s perspective• Lee Tran, a workplace mentor, who considers the program from both a supporting organisation and mentor’s perspective• Associate Professor Ken Kwong, the Program Coordinator who provides the perspective of the delivery organisation, Central Queensland University. The program is being developed with wide input from industry and will require further ongoing support during the delivery phase. The successful establishment of this course is a vital element in ensuring there is sufficient competent signal engineering staff for future industry needs. This paper builds on previous papers presented to the Institution in August 2002 and November 20031,2.
Mike Schek (QR) This paper looks briefly at the major events and influences which led to the in-house development of QR's Universal Traffic Control system. This evolution is based on a wealth of operating and technical experience which has now positioned UTC as QR's strategic control system for operation in all power signalled areas - be it a conventional CTC, urban, or yard environment. QR control systems developed for un-signalled or dark territory include Computer Assisted Train Order System (CATOS) and QR Direct Traffic Control (QR DTC). The philosophy behind the QR DTC system and a comparison with train order operations is covered by Andrew Antoniou in part 2 of this paper.
Andrew Blakeley-Smith BSc(hons), MIRSE MIEAust The Kuala Lumpur metre gauge suburban rail system is being double tracked and electrified at 25kV. The railway authority, KTMB, required tests to be carried out to prove that, under short circuit conditions, the electrification system would not induce hazardous voltages in trackside cables or produce hazardous voltages on t-mdlor between trackside metalwork such as electrification masts rails, exposed metalwork in stations etc. Andrew. Blakeley-Smith & Associates have been advising the Malaysian signalling contractor, Sapura Holdings Sdn Bdh on immunization measures including cable screening, maximum cable lengths and earthing and bonding practices. KTMB's requirement to prove safe operation of the communications system design, together with the immunization measures adopted by the electrification contractor, ABB-Sapura, provided a unique opportunity to build upon knowledge gained from the original electrification tests carried out in the early 60's in the UK and examine how some of the electrification design changes adopted in Australia in the 80's and the computer modelling carried out performs in practice.
Dejan N. Lutovac MSc. Electronics, MIRSE Senior Signal Design Engineer Connell Wagner Railway Signalling Division This paper gives a summary of possible areas of improvement of Computer Interlocking Systems (CIS) and proposals to resolve many of the present problems. The solutions are presented in the form of an Universal CIS which could become a standard system, independent of track layout and the country of application. The main contribution is conversion of the operational, functional and safety requirements of an interlocking system into the general interlocking software. The approach is based on a new way of presenting a control table which can be entered as a simple data file and control table conversion into interlocking functions suitable for computer application. An advanced method of screen design showing the layout of a railway station is proposed as well.
Martin Simmons Simmons Rail Consultants The Regional Rail Link (RRL) Project required the introduction of a new V/Line Train Control System (TCS) to control the signalling in both existing areas and the new greenfields areas.While V/Line had a number of initial requirements, opportunities developed during the project for the enhancement of existing train operations and rail safety utilising the technology of the TCS. These opportunities were explored in conjunction with all parties and with the positive consultation and interaction between signalling professionals, specialist advisors such as Human Factors and Rail Safety experts, Operations management and the Train Controllers and Signallers. The result was a train control system that was commissioned by a focussed and co-operative team that has been fully accepted by the end users. This paper describes the journey from the point of view of the end user Train Controllers and Signallers.
Alex Borodin BEng (Microelectronics) Safety and Environment QR This paper broadly discusses the SPAD Management programme in QR.
Victor G. Abbott B.E (Elec), M.B.A (Tech Mgt), MlRSE Project Manager, Foxboro Transportation, Invensys Rail Systems Today's railway control systems provide a spectrum of functionality and are essential for railway operators to meet their key business and performance objectives. Supervisory Control and Data Acquisition (SCADA) systems are an ever increasing class of control system used in the railway environment, not only for the traditional traction power control function, but also as the platform for integration of modem railway control and communications system applications. Rail SCADA customers demand that these systems not only provide the desired functionality but also achieve desired safety integrity levels. Although SCADA systems are rarely relied on to provide the sole mitigation against high risk hazards, they are frequently used to contribute to the management of hazardous situations, or to implement partial defences. As such, in some applications, SCADA systems are safety-related systems (as opposed to safety-critical systems) and are nominally considered as SE 1 or 2 systems. Development and safety requirements for these middle integrity systems are often conflicting. On one hand, customers demand extensive functionality using standard, Commercial-Off-The- Shelf (COTS) products and want the cheapest price. On the other hand, in determining the safety integrity requirements of a SCADA system, the SCADA system vendor must take into account the environment in which the system is to be deployed, consider the availability of other hazard defence mechanisms, and engineer a cost-effective solution. Moreover, cost-effective safe solutions are a must for the rail-based transportation task to thrive in a fiercely competitive world whilst providing increasing levels of safety. Based on the work by [Atchison & Grifiths 20021 this paper discusses the issues involved in engineering a SCADA system product for use in modern railway environment addressing the associated safety-related criteria. This paper is organised as follows: Section 2 - discusses railway operational requirements and control systems used in the railway environment. Section 3 - describes SCADA systems architecture and use in rail applications, Section 4 - discusses SCADA system safety and impact in rail applications, Section 5 - discusses the approach to SCADA engineering and issues associated with safety assurance, Section 6 - provides a proposed solution for engineering SCADA systems. Section 7 - briefly outlines Foxboro's experience with systems and safety assurance. Section 8 - provides an overall conclusion and summary of the paper.
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