Resources

1993 – Nov – Royle – Safety Auditing of Railway Signalling Systems

Author(s):

Date presented: December 27th, 2015

GREGORY W.R. ROYLE Manager Trusted Systems Computer Sciences of Australia Pty Ltd Safety Auditing is an engineering activity which has arisen from requirements for the development of so-called "safety-critical systems". A safety-critical system is one in which a failure or design implementation error could cause risk to human life; it requires the highest level of safety integrity. Clearly, a railway signalling system fits this definition. The term "safety auditing" is introduced in the UK Defence Standards 00-55 and 00-56 (References 1 and 2). In these standards, an Independent Safety Auditor (ISA) has a role of assessing the safety of the overall system in a way which is free from any conflicts of interest. This role is referred to as an "Assessor" in other relevant standards such as IEC 65a (Reference 3) and FUA Spec. 23 (Reference 4). Safety-critical systems must be developed in a way which ensures that the risk to human life during operation of the system is acceptably low. This is achieved by establishing a Safety Program to operate throughout the system's development. A Safety Program comprises three main elements: safety program management safety analysis safety verification and validation (V&V). Safety analysis involves hazard analysis, hazard tracking, risk assessment and hazard resolution. Safety V&V involves the use of personnel who are not involved in other aspects of the project to perform checking and testing of the safety elements of the systems development against the system specification and progressive specifications and design documents. Safety Program Management involves the organisation, planning, monitoring and review of all safety activities to ensure that they are performed satisfactorily. The role of the ISA is part of the Safety Program Management. Although the Safety Program is identified as a separate element, it is part of the overall system development process. As such, it interfaces into, and works in conjunction with, other activities in: project management system engineering (including software and hardware engineering) system verification and validation. As such, an important element of safety Program Management is ensuring effective integration of the safety engineering activities with the other system engineering activities, yet maintaining a focus on the safety issues to ensure that the safety objectives are not compromised.

Read More

1987 – July – Wishnia – Glengowrie Tram Depot – Signalling Project

Author(s):

Date presented: December 27th, 2015

A.U. Wishnia A. Dip. EE. The 64 seater Glenelg trams have conveyed people over the 11 kilometres of track between Adelaide and the seaside resort of Glenelg for over half a century. The city office and dep6t of the Metropolitan Tramways Trust was opened for operation at Victoria Square on the 4th of April 1917. The city depot commenced operations on the 11th December 1923 with 11 tramway bays and an additional eight tracks were subsequently added. The administrative offices were opened on the Victoria Square facade on the 6th of May 1933. This depot was used to house 30 fuel buses back in 1965, giving it a dual operational role. The city depot remained this way until the new Tram Depot was opened at Glengowrie in 1986 when all the maintenance and operations associated with the trams moved to take up residence in its present modern environment. The old depot at Victoria Square is prime real estate and its sale will be used to offset the cost of constructing the new depot. Having made the decision to relocate, the final consideration was the method of controlling movements into and out of the depot. The old method in the city was simple. Spring operated switches and handles :ie manual operation. The final solution adopted was considerably more complex at Glengowrie. This was due to the problems introduced by the level crossings at Morphett Road and Maxwell Terrace and main line speeds allowed in this area. Several alternatives for operating the depot were considered but the one chosen was a remote automatic route selection system. This system was required to automatically select the main line routes in the absence of an instruction to the contrary from a tram and to set up a route which would enable trams to enter or leave the depot upon receipt of a signal from the tram. It should be noted that most service movements over the area are main line movements and it is only necessary to make a request to alter the road when leaving or entering the depot. Also, operation from a central or local control panel was rejected due to traffic requirements and operation into and out of the depot was to be achieved from the tram. It is for these reasons that an automatic main line selection is made after every tram has completed its movement.

Read More

1989 – April – Turner – Communications for the Perth Urban Rail Electrification Project

Author(s):

Date presented: December 27th, 2015

C. L. TURNER. B.ENG. MlRSC MIE AUST Manager Communlcat ions Perth Urban Rail Electrif lcation Project One of the more important issues that a transport organisation must investigate prior to electrifying a railway suste is that of communications. Is the existing communications system capabale of working beside and fulfilling the requirements of the electric, railway? If not, which system design should be chosen to satisfy the requirements? The questions and many other issues confronted the Perth Urban Rail Electrification Project (PUREP) team during the preparation of the 1986 Master plan which was the result of a feasibility study conducted by the above team consisting of specialist staff from Westrail and MMPE. In February 1988 the Government of Western Australia granted approval for the project to proceed within the scope of the Master Plan 1988 the Government granted approval to build a new electrified railway line through the burgeoning northern suburbs to Joondalup. At the time of writing this paper, approximately 10% of the communications field works associated with the electrification of the existing system were complete. With respect to the Joondalup extension, design works were in the preliminary stages. This paper outlines the existing communications system, the reasons for change, the chosen designs and describes associated new facilities.  

Read More

1992 – March – Chin – The Effective Implementation of an Automatic Vehicle Monitoring System

Author(s):

Date presented: December 27th, 2015

DAvid T.F. Chin., ME, MACS. Manager, Computer Engineering Services The PTC started looking at AVM(Automatic Vehicle Monitoring) Systems as early as 1978 and conducted a pilot project with four buses fitted and running in the West Heidelberg Route. The Objectives for the implementation of the AVM System at that time was to optirnise the deployment of fleet and crew resources, optimise Service delivery, improve public and crew safety. With the RC's "Service Now" focus, the other AVM benefits such as customer orientated capabilities are now being emphasised. The Schedule adherence data collected by AVM will also be used for real-time passenger information displays. Generally speaking, real-time control systems with real-time positioning and communication capabilities are now being realised for their Customer service capabilities because they are directly supporting the frontline staff(crews) and interfaces with passengers through passenger iformation displays. They are part of the frontline service infrastructure.   The PTC's Automatic Vehicle Monitoring System technical origin is from the US system called the Hoffmann broadfield signpost AVM system. Hoffman Information Identification Inc., which later became Gould Information Identification Inc. won a contract against other Competitors offering other types of location techniques(reference l), to implement a pilot system in the Southern California Rapid Transit District (USA). This pilot system was funded by the US Department of Transport through the Urban Mass Transportation Administration(UMTA) to test, deploy and evaluate a state of art multi-user AVM system in an operating transit environment. The PTC's AVM System is similiar to this System.

Read More

1985 – Aug – Howker – The Testing & Commissioning of Computer Based Signalling Systems

Author(s):

Date presented: December 27th, 2015

A.C. Howker The Paper reviews the experience and knowledge gained over the past six years of testing and commissioning of computer based signalling systems in Australia. It describes methods used both in testing new installations and carrying out stagework and track alterations. The Paper is written from the viewpoint of the Signal Engineer and signalling principles.

Read More

1996 – July – Clark – You Can’t Afford to Not Train But Can You Affo

Author(s):

Date presented: December 27th, 2015

Leon Clark TTrIC DipTechTch GradDipEdAdmin MEdSt Training Consultant, 
Westinghouse Brake and Signal Company (Australia) Limited Changing economic and workforce practices in Australian railways have placed new demands on managers when considering training for their various operating systems, whether the demands be for new-system training or for re-current training. One possible solution in addressing these demands is out-sourcing of the provision of training This paper broadly examines the concept of the out-sourcing of training by identifying the relevant issues which should be considered by managers and by highlighting some examples of best practice. One benchmark for out- sourced training providers will be proposed along with some discussion on trainer accreditation and trainer professionalism. It will also discuss training provider accreditation, workplace assessment and the provision of certification. Whilst directed to the railway industry, the paper draws from a broad base of vocational training and education disciplines.

Read More

1991 – March – Neal – The ANly Way to Go

Author(s):

Date presented: December 27th, 2015

Andrew L Neal FIRSE General Manager - Technical Services, Australian National The title of this paper was given to me without consultation. The title implies that AN has chosen a new and ideal way forward with its Austrac project. In my view this is far from the truth. for whilst the applications to the Railroad industry are new. the Technology is not. AN has recognised the reality that the Railroad industry is now in, the economic reality of all organisations, that are not protected by some sort of economic shield, or not yet catapulted into the reality, that Engineers no longer run Railroads. Austrac isa new concept. far from the conventional thinking that is behind most signalling projects, and does break new ground in both the train control and communication arenas. and probably most significantly, in the application of new technology to the railroad.

Read More

200403 – Rottmann – Why Choose Axle Counters for Track Vacancy Detection

Author(s): Andreas Rottmann

Date presented: March 19th, 2004

Read More

1984 – Aug – Pickering & Brock – Modern Technology and its application to produce low cost alternatives to conventional CTC for low density lines

Author(s):

Date presented: December 27th, 2015

RT Pickering GEC Signals PE Brock GEC Signals With the gradual acceptance of microprocessor technology for application to railway signalling, it is appropriate to examine the use of this technology to the CTC systems. This paper examines the current range of microprocessors in railway signalling and then examines possible future applications of microprocessors to CTC.  

Read More

200410 – Short – The Aftermath of Salisbury

Author(s): Peter Short

Date presented: October 29th, 2004

Read More