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The Victorian tram and train networks operate on a Franchise Model that includes both the operation and maintenance of the networks’ assets, with the contracts managed by Public Transport Victoria (PTV). PTV identified that to better manage investment decisions and to prepare for the next franchise contract, it needed a more comprehensive understanding of the long-term condition of its assets whose lifespan far exceeds rail franchise contract terms. This paper outlines the steps PTV undertook to kick-start the journey of enhanced asset knowledge through the delivery of Phase 1 of the Asset Condition Assessment Program (ACAP). During Phase 1, a suite of asset condition assessment guidelines was developed and baseline asset condition assessments for every asset type within the metro rail and tram infrastructure, rolling stock and OCMS asset classes were undertaken. The team developed a data rich framework which represents a paradigm shift to the transport sector’s view of asset condition by understanding the life ending dominant failure modes of assets and identifying metrics to repeatedly measure the lead indicators of failure. Phase 1 of ACAP is due for completion by July 2019 and is expected to demonstrate the following outcomes that will be presented to the audience:• A repeatable and scalable method to define and track long term failure modes• A data driven approach to identifying optimum representative samples of assets to monitor• Visualisation techniques for aggregating asset remaining useful life to asset class and network health• Lessons from data collection in a brown field environment and how we intend to tackle these for Phase 2 and beyond.
Automatic Selective Door Operation system automatically determines the doors to enable at a given platform. It also triggers visual/audio announcements to inform passengers where doors remain closed and guiding passengers in adequate time to alight the train from through the train where doors are opened. This function reduces the role the train crew have to perform with respect to door operations, to correctly positioning the train and then operating the door release button. Management of abnormal or degraded situations are addressed through manual override. Correct side door enable function is part of the Automatic Selective Door Operation System. With this function doors on the opposite side of the platform are inhibited. Correct side door enabling function can be enabled automatically by the Automatic Selective Door Operations system without intervention from train crew or through verification and then selection from train crew. This paper discusses the implementation Automatic Selective Door Operation System and Correct Side Door Enable Function, where the position and system data are obtained using the Eurobalise and an on-train Eurobalise reader using the ERTMS/ETCS system, on the Sydney Trains Network as part of the New Intercity Fleet project. This paper focuses on the integration of new technology into existing operations including maintenance considerations, Human Factors, interfacing and integrating with existing projects that are being deployed simultaneously along with New Intercity Fleet project and finally this paper concludes with the lessons learned.
Urban Circus has had the opportunity to work alongside Metro Trains Melbourne and the Level Crossings Removal Projects on the signal sighting for the Carrum to Kananook Level Crossing Removal Project on the Frankston Line. Utilising our in-house 3D visualisation tool, a myriad of data types and our Signalling Workflow Methodology, we were able to enhance and support the design, validation and approval process of the Signalling Arrangement Plan. This paper shares our findings while working on the Carrum to Kananook Level Crossing Removal Project.The paper is divided into three parts:• The first part consists of the project background, an explanation of the support we provided to the Signalling Design Team as well as the results we gained in the Review Workshops attended by the Signal Sighting Committee.• The second part of the paper introduces the Signalling Workflow Methodology that we developed while working alongside the Signalling Design Team and its impact on the design, validation and approval process of the Signal Arrangement Design process.• The third part focuses on Urban Circus inhouse 3d tool that was used to facilitate the Review Workshops as part of the Signal Sighting Workflow Methodology and its potential impacts on the Signalling Design package. The biggest learning for us was the level of collaboration and interaction that the process within the workflow created.
The mode selection function allows switching between the operating modes of the High Capacity Metro Train (HCMT) for the Metro Tunnel Project (MTP) in Melbourne, i.e. conventional signalling and CBTC modes under normal and degraded operating modes of High Capacity Signalling (HCS). The task of specifying and designing the associated systems (cab HMI, on-board CBTC, people and process) is complex, made so by the more obvious issues of multiple stakeholders, but also by the less obvious issues of our preconceptions and experiences. Each of these needs to adapt to some extent for integration to be successful. This paper provides a general context for the MTP and HCS scope and technical content from which a case study of the mode selection function is then presented. That illustrates how diversity of knowledge inputs and previous experience provides both positive and negative influence in reaching an outcome. Established principles of designing for driver interaction are discussed alongside the designer interactions and preconceptions as they are equally part of the human in the overall system. The seemingly simple act of appreciating the different perspectives and seeking to understand where the other party is coming from influence what the design outcome is, but also change how that is arrived at.
Ballarat Line Upgrade (BLU) is the first project in the $1.75 billion dollar portfolio of Region Rail Revival program that will see upgrades to every regional passenger train line in Victoria. Even more so, BLU is one of several Victorian rail projects taking place concurrently in the recent years of infrastructure boom. This brings a great security to those in the railway industry to not move interstate looking for project work but also brings many challenges to meet infrastructure needs. The paper intends to briefly outline the BLU project and provide a signalling perspective in the success and challenges of delivering major capital works. The content will mainly relate to signalling delivery, design, technology choices, program, procurement, standards, resource, cost, and time will be explored with practical application through past and recent experiences. The future of delivery of projects has an opportunity to share the lessons learnt with industry to mature and streamline the processes and applications of delivery.
Any change to an operational system in the railway industry is met with rigorously engineered safety controls – whether it be a signalling system or a power distribution system, a strong emphasis is placed on engineering out risk: equipment should be designed and built with high resiliency, redundancy, availability, and so on. And yet even the most perfectly engineered signals, plant or rolling stock are still operated at some point by a human. Humans are part of railway systems too, but humans cannot be engineered like a piece of physical infrastructure. Their propensity for “faults” (i.e., non-conformance behaviour) has to be built into the design, rather than built out of the design. Most safety-critical systems require human operators to make decisions based on the information on a computer screen, and yet the design of this Human-Machine Interface (HMI) is often overlooked in the rail industry as a significant risk factor. This is despite decades’ worth of examples from other industries that have implicated poor HMI design as a contributing factor in catastrophic failures of safety-critical systems.
A recent IRSE article discussed ‘why do signalling projects fail’ and provided valuable insights into what defines a failed project, as well as the inherent risks that contribute to this. It was identified that the primary challenge is to optimise project scope whilst ensuring it is compatible with project schedule and cost constraints and considering signalling project delivery risks (Rumsey 2018). Achieving this trade-off for signalling ‘brownfield’ sites can be even more challenging due to the legacy issues and complexities involved.
The evolution of digital technologies and information and communication technologies represents a great opportunity forrailway managers and operators to manage efficiently the railway infrastructure and to improve their services. Important steps in this direction have already been taken by railway equipment suppliers, and smart solutions areavailable in the market. This paper describes the innovative solutions for the digitalization of railway infrastructure and the achievement of highcapacity, reliable, and cost-efficient rail transport. Two solutions are described: The evolution of ETCS, for improving network capacity, and minimizing infrastructureupgrading, and the Intelligent Asset Management System, for exploiting the vast amount of available data bytransforming it into knowledge for supporting decision-making. These two solutions provide a broader vision of a futurerailway by forming part of an integrated transport eco-system in which information is exchanged between differentservice providers and transportation modes ultimately to deliver reliable integrated mobility.
Engineering process embraces tools, methodologies and resources to make sure the outcome of engineering process is safe so far as is reasonably practical (SFAIRP) and that there is a clear and transparent translation of the document application that leads to efficiency. Currently, significant focus is on integration. Digital engineering is just one aspect of integration. In our signalling discipline, there can be some challenges when delivering a project, for example: senior designers not having enough time to guide younger designers. Consequently this could lead inexperienced designers to apply outdated standards. Similarly, when approved drawing revisions are updated, there is potential for incorrect and outdated versions to be utilised by installation and test teams. These two examples will lead to significant rework and delivering poor project outcomes.
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
This paper offers a detailed FRMCS integrated migration strategy as a preparatory guide for current GSM-R users, particularly Rail Transport Operators (RTOs), as well as for projects in the planning and developmen
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
The Netherlands is rolling out the European Rail Traffic Management System (ERTMS) across the national network. The government created a Programme Directorate to manage the rollout. Cyber security for both ERTMS as well as the transportation syst
To support the acceptance of safety risk for configuration changes to railways, systems engineering recognises both qualitative and quantitative hazard and risk assessment methods. Quantitative analysis can be perceived as objective and quali
Cybersecurity is a hot topic worldwide with regular attacks being performed against multiple domains.