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Technical Meeting Papers

Technical Meetings are held three times per year.
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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

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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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2014 – March – Altehage – Generating Consistent Infrastructure Data for Interlocking Applications

Author(s):
Date presented: December 27th, 2015

Klaus Altehage MSc, MIRSE SelectRail (Australia) Pty Ltd Railway infrastructure data is essential for different stages of an interlocking application; not only directly for planning and operation, but also for documentation, training and simulation systems. The same infrastructure data or at least a different view on the same data is also needed for timetable planning and disposition systems. The consistency and validity of such data is crucial. However, current practice still requires configuration of infrastructure in different ways for different (sub)systems, including the need to manually verify the consistency between different recipients. This is complicated by different infrastructure representations and technologies. Inconsistencies are often detected just when the different systems actually get integrated. The Advanced Model-Based Environment for Railways (AMBER) is a solution to this problem, which is based on a single infrastructure model and its corresponding tools, which was successfully used for the development of PLC based interlocking applications.

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2014 – March – Bennett – The Long Block Commissioning Solution

Author(s):
Date presented: December 27th, 2015

Daniel Bennett BEng (Infomechatronics) Hons. MIEAust Siemens Rail Automation The Long Block is a novel solution to the constraints of commissioning a signalling system when confronted with limited railway closure times. This engineering solution allows trains to operate through either a single or double track block section that is established through a temporarily decommissioned station area. This allows important off-track activities such as equipment changeovers and recoveries to take place without putting excessive delays on essential passenger and freight services. To make the Long Block solution portable, the required signalling equipment was housed within two box trailers. At the core of these trailers is a WESTRACE MkII object controller and a Thales AzLM axle counter. A third ‘Radio Repeater’ trailer was constructed to link the Long Block trailers together via radio. The experience of commissioning the Long Block, whilst ultimately proven successful, was beset some initial failures relating to the communications system. The lessons learnt from this experience, which are discussed within, highlight the need for signalling engineers to become more familiar with the technical aspects understanding and establishing IP networks.

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2003 – July – Pilbara Rail A New Challenge

Author(s):
Date presented: December 27th, 2015

Anthony Godber BSc(Eng), CEng, MIEE, MIRSE Pilbara Rail Company 2001, the integration of the Hamersley Iron and Robe River railways was announced. These two railways became the Pilbara Rail Company in April 2002. The primary purpose of this integration was to achieve capital and operating efficiencies for both mining companies. In particular, the connection of Robe's new mine at West Angelas with its port at Cape Lambert was achieved by maximum use of the existing Hamersley and Robe infrastructure, minimising the initial capital outlay to bring the mine on-line. This paper describes some of the challenges presented by the formation of the Pilbara Rail Company, particularly with reference to operations, signalling and communications. It also notes some of the achievements of the first year of operation.  

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2001 – Nov – Samayoa – Signalling Engineer Accreditation

Author(s):
Date presented: December 27th, 2015

Alexander Samayoa; B.E. (Honours), MIEAust CPEng, (Stud.)MIRSE Design Engineer, Railway Signalling, Connell Wagner P L It is evident that having a segmented Australian market in Railway Signalling has forced companies to look for opportunities in other parts of the world as well as for ways in which costs can be minimised. This move certainly brings in a number of advantages such as overseas recognition, but on the other hand also exposes these companies to a higher level of competition. In order to achieve a competitive advantage, the responsibility lies on individual Australian companies to build up a strong and competent personnel base coupled with the necessary avenues to develop their skills further. This is an area that the Railway Signalling industry in Australia will need to strategically plan, in order to not only compete internationally, but also to increase the awareness and interest of graduate and young engineers in entering the industry. The aim of this paper is to discuss the importance that professional accreditation has in the current working environment, the general pressures and expectations of today's graduate engineers from the author's perspective and the benefits that the Railway Signalling industry in Australia and all those associated, could gain by recognising these issues.

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1998 – July – Kliffen – The Development of Mobile Communications in Australia and New Zealand

Author(s):
Date presented: December 27th, 2015

J.W.M. Kliffen BE (Elect) Hons, GDBA. Manager Cellular Systems Ericsson Communications Ltd This paper provides Ericsson's view of the current and planned developments for mobile communications within Australia and New Zealand. This includes a brief summary of the existing cellular network operators, the outcome of the Australian cellular spectrum auctions, and what is planned for the 2 GHz spectrum auction in New Zealand. The major trend over the next 5 years, from an end-user perpective, will be increased use of mobile data and the development of high-speed mobile data networks. It is expected that the development of the current second generation TDMA technologies will converge towards a common 3rd generation standard based on Ericsson's EDGE technology. W-CDMA is likely to form an alternative third generation technology using IMT-2000 spectrum, which will be capable of providing up to 384 kbit/s in outdoor mobile environments, and up to 2 Mbit/s indoors. Future low orbit satellite networks will also integrate into these third generation networks, although with a reduced high-speed data capability.

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2010 – March – Nikandros – Signalling So Far As Is Reasonably Practicable

Author(s):
Date presented: December 27th, 2015

George Nikandros BE CPEng RPEQ FIRSE MIEAust MACS Chairman aSCSa1 In Australia, both the model rail safety legislation and the model workplace health and safety legislation require the reduction of safety hazards and risks so far as is reasonably practicable. Railway signalling evolved both as a profession and as a technology because of accidents and the realisation that safety with respect to the movement of trains over a network needed improvement. But will the signalling systems in use or planned satisfy the "so-far-as-is- reasonably-practicable" test; a test that is determined by a Court with the benefit of hindsight and the influence of public opinion? Demonstrating compliance with rail industry signalling standards may not be a sufficient to demonstrate that the railway operation is safe so far as is reasonably practicable. This paper discusses the SIL concept and what is needed to strengthen the argument for so far as is reasonably practicable.  

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2004 – October – Erdos – The Evolution of Rail Safety

Author(s):
Date presented: December 27th, 2015

George D Erdos B. Tech Elec, FIEAust, CPEng, FIRSE, FPWI, MIIE Australian Transport Safety Bureau Trains and railways have captured the imagination of people for more than 200 years. This is reflected in the huge following of rail enthusiasts who continue to chase trains all over the world endeavouring to capture that last photograph before another piece of history potentially vanishes into eternity. However, in recent times, Governments' and communities' worldwide have recognised that rail transportation is the salvation for congestion and environmental problems faced by their countries as road and air transport struggle to meet ever growing demands. As a result, we are now seeing a renaissance of both heavy and light rail in many countries. Today, rail is recognised as one of the safest modes of transport. However, this postulate can be used to resist reform and hide underlying problems of inadequate capital investment, the need for cultural change and/or inflexible management style. Ultimately, have we learnt the SAFETY lessons of the past or will we need to re-learn these lessons through the bitter experience of accidents and collisions re-lived. In this paper, I will briefly review a history of railway accidents; look at some safety developments with a particular focus on "Signalling & Communications". Finally, I will focus on the Australian scene and examine where I believe we need to go as an industry to enhance our current rail safety performance.

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1996 – Nov – Byrne – Rail Safety Accreditation in Victoria

Author(s):
Date presented: December 27th, 2015

Daryl Byrne Director Public Transport Safety Department of Infrastructure Since the early 1970's there have been numerous strategies and studies conducted by both government and rail management to reduce the ballooning operating deficits while continuing to meet the expectation of the  community for the provision of safe, efficient and reliable public transport. These strategies have ranged from formal inquiries into the operation of variousface ts of government rail activities through to the establishment of separate autonomous authorities for the metropolitan and country rail passenger and freight services. In January 1993 the Minister for Transport announced the reform of Public Transport in Victoria. The two main thrusts to the reforms was to transform the system into a service more responsive to community needs and to ensure the long term viability of public transport in Victoria. Amongst the many initiatives introduced were driver only trams and trains, automated ticketing, substitution of buses for some uneconomical rail services and the privatization of two intercity passenger train services. The reform package set the scene for the entry of private rail operators in Victoria. Since the announcement of these reforms there have been many new entrants including two new interstate freight hauliers and privatization of some of the rolling stock maintenance activities including The Overland passenger rolling stock. There are now a total of 30 organisations with safety accreditation in Victoria and with the imminent changes to the Transport Act 1983 up to another 10 or so organisations will also need to seek accreditation. To ensure that the good safety record of railways in Victoria was maintained a safety accreditation process was introduced in March 1994. This process required every organisation operating on the Victorian rail network to put in place a safety management system which addressed the safety risks. The Public Transport Safety Directorate was established in February 1996 to manage the accreditation process.

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2009 – Nov – Burton – How many interlockings does it take to signal a freight train?

Author(s):
Date presented: December 27th, 2015

Noel Burton BSc MIRSE
 Westinghouse Rail Systems Australia The title of this technical paper may be a little misleading but like all good attention grabbing headlines has at least some connection with the story. The content of this paper details the re-interlocking of the Hornsby station area. As the layout at Hornsby is extremely complicated as well as compact, previously four Solid State Interlockings (SSIs) were required to control the area. To need so many of the relatively large SSI interlocking in an area small enough to be bridged by a single freight train, indicates that the original resignalling project was quite a challenge. The paper includes an overview of the original SSI implementation and the engineering journey to commission the new WESTLOCK interlocking to eventually reduce that number.

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1994 – March – Symons & Vaz – North Sydney Resignalling

Author(s):
Date presented: December 27th, 2015

Peter Symons, F.I.R.S.E. Manager N.S.W. Operations Westinghouse Brake Rr. Signal Co. (Aust.) Ltd. Tony Vaz, F.I.R.S.E. Project Manager Signal Renewal Rr. Modernisation Programme North State Rail Authority of N.S.W. This paper details the rationale behind the decisions governing the signalling arrangements for North Sydney and describes the system installed and the ways in which problems were succesfully ercome during the :velopment of the project. The SRA, after investment appraisal, selected North Sydney for resignalling and track rationalisation. Subsequently a contract was awarded on the  17th of July 1992 to Urestinghouse Brake L% Signal Company (Australia) Ltd (WBA) . 'T'he selected interlocking system was SS1 allowing eventual control fiom the City Rail Control Centre and ir! the interim fro111 a temporary panel in the Sydney Signal Box.

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