1979 – July – Leclercq – Pulse Code Modulator Systems for Telephone Tru
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Technical Meeting Papers
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2024 – March – Zhu, Lauro & Nardi – Innovative Tablet Solution for Improving Rail Operation
By: Dr Bin Zhu, Gianluigi Lauro & Federico Nardi
Date Presented: March 12th, 2024
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
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2024 – March – Sudholz – Passively Active – Warning systems for passive & occupation level crossings in agricultural settings
By: Thomas Sudholz
Date Presented: March 12th, 2024
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
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2024 – March – Robinson – Barriers to innovation in signalling design, verification, and validation
By: Neil Robinson
Date Presented: March 12th, 2024
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
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2024 – March – Moore – Signalling Principles – What are they and where do they come from?
By: Trevor Moore
Date Presented: March 12th, 2024
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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2024 – March – Khan & Kamarulzaman – FRMCS – Integrated Migration Strategy
By: Obaid Khan & Khairulzaman Kamarulzaman
Date Presented: March 12th, 2024
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
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2024 – March – Alvarez – Case Study – FRMCS Migration Path in Perth
By: Rodrigo Alvarez
Date Presented: March 13th, 2024
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.
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2024 – August – Burns – Human Factors at Level Crossings
By: Peter Burns
Date Presented: August 21st, 2024
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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2024 – August – Boss – Human aspects of managing cyber security in delivering ERTMS
By: John Boss
Date Presented: August 21st, 2024
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
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2022 – November – Youle – Qualitative analysis – the more efficient approach to managing risks SFAIRP
By: Patrick Youle
Date Presented: November 1st, 2022
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
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2022 – November – Hunter – Cybersecurity in the Railway Industry
By: Hugh Hunter
Date Presented: November 1st, 2022
Cybersecurity is a hot topic worldwide with regular attacks being performed against multiple domains.
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1963 – July – Rylands – Carrier Telephone Links in NSW Railways
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FA Rylands AMIE (Aust) New South Wales Railways I intend, tonight, to talk about the various items that go to make up a complete carrier telephone installation.
1984 – Aug – Metcalfe – Low Cost CTC Alternative
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AJ Metcalfe MIRSE DML Engineering (QLD) Pty Ltd in the intervening years between the two world wars C.T.C. systems were developed, basically as we know them today, giving all the advantages of secure block sections combined with the concept of overall control by one operator of a complete section of line as in the train order system. C.T.C. systems have one major disadvantage to modern railway administration, and that is the relatively high cost and generally, the continued use of many hundreds of kilometres of pole line which is expensive to maintain. In my talk today I would like to firstly consider how the cost of C.T.C. schemes for the more major routes could be reduced without losing integrity or flexibility of the system and then continue to low cost alternatives to obsolescent and labour intensive systems used on low density traffic lines.
1995 – July – Davis – Open Discussion – Trusted Suppliers
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Ken Davis Recent cl.ianges to customer focussed orgaliisational structures has resulted in engineering, including railway signal and telecommuriications engineering, as being regarded as "services" to the owners and operators of railways. Ilow can we (railway engineering departments and industry suppliers) as "service" providers demonstrate to our customers that wc can be "trusted" to deliver safe and appropriately functional railway signalling and telecommunications systems. Currently, goverllmellt owned railways have their own engineering departments which specify, approve, certify etc the deliverablcs from industry suppliers, and by default, are "trusted" by the owners and operators. With railways focussing more on the bottom line, more and more engineering services are being outsourced, either resulting in staff rationalisations or resistance to staff increases to compensate for increased workload. This consequently impacts on the ability of engineering departments to perform these functions and therefore has an impact on this "trust". Reliance on past performance as the only evidence is not necessarily a reliable indicator if the service offered involves some novelty eg unusual requirements, high technology etc. How can we as suppliers of safety-related services demonstrate to our customer that they can "trust" us?