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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

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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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2007 – July – Bilston – Design Development of Communications System for the Pilbara Iron Ore and Infrastructure Project

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

Simon Bilston B Eng, MIEAust Ansaldo STS Australia Pty Ltd (Formerly Union Switch & Signal) This paper will discuss, as a case study, the design development for the communications system design as undertaken by Ansaldo STS Australia (formerly known as Union Switch & Signal) that will support the Pilbara Iron Ore and Infrastructure Project. This project includes a railway between Port Hedland and Cloud Break mine in the Pilbara region of WA to be constructed for The Pilbara Infrastructure (a subsidiary of the Fortescue Metals Group). Included will be a review of the preliminary project history and the base requirements for the system, followed by discussion on the key processes used to accelerate the decision making process and finally a summary of the key systems presented in the Preliminary Design Report for the communications system. Ansaldo STS Australia assisted The Pilbara Infrastructure in the initial feasibility process that resulted in a number of important 'directions' that the design was to take in order to minimise TPI's exposure to project and cost risk. The two main directions taken were for the use of microwave radio over an optic fibre solution for the backhaul communications and the use of an analogue voice radio system over a digital system. The process of "Integrated Project Teams" was utilised to fast track the resolution of key design decisions. The process provided a valuable method for both Ansaldo STS Australia and The Pilbara Infrastructure to quickly explore and agree on a direction when faced with key technical decisions. The process was largely successful with a few noted improvements that will be applied to future projects completed by the Ansaldo STS Australia communications team. The resultant Preliminary Design Report for the communications system is biased toward robust, proven technical solutions that are fit for purpose and will provide the railway with reliable support for operations both during important initial stages and into the future.

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1997 – Nov – Wurst – Control Centres

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

Derel Wust Senior Asset Manager, Network Systems Rail Access Corporation  

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2014 – July – Hillcoat & Clancy – Increasing capacity in the Hunter Network – Streamlining train control

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

Brett Hillcoat G.C.Mgmt, Dip Bus Prog Parsons Brinckerhoff Michael Clancy B.Ed Australian Rail Track Corporation The Hunter Valley Rail Network is a mixed traffic rail network in New South Wales that is managed by the Australian Rail Track Corporation (ARTC). Since 2007, the Hunter Valley has seen significant growth in the demand for coal export via the port of Newcastle resulting in a significant increase in train services for coal transportation. Coal transport from pit to port has increased from 90MTPA to 150MTPA between 2007 and 2013. This growth has potential to increase to 200MTPA over the next several years, with notional prospective volumes currently indicating potential growth to 280MTPA. Non-coal traffic (passenger, freight services), which currently accounts for more than 50% of HV operations services, is also expected to grow. To facilitate this growth, a number of projects (predominantly track infrastructure projects) have been implemented to provide the additional capacity required within the ARTC HV Network. To manage the increase in trains servicing the growth in coal, ARTC HV Operations has instigated a number of measures, including some small Information technology integration projects, to facilitate automatic data transfer, additional human resources to reduce workload and assist in resolution of live run issues. With an eye on future increases in coal demand and expected organic increases in other commodities, ARTC have been investigating options to increase operational efficiencies during future growth. A recent downturn in the market for coal has accelerated this desire for increased efficiencies, whilst also limiting forward capital and operating spend. This desire has led to the initiation of the ARTC Network Control Optimisation (ANCO) project. The ANCO project involves the implementation and integration of a suite of systems and applications and processes designed to enhance and streamline network planning, control and management. The project aims to maximise the safe and efficient use of current infrastructure and resources to increase throughput, and to minimise the potential for further capital outlays and increased operational costs. This paper will discuss how ARTC plans to use technology, systems and process improvements in a network control environment to address and manage issues and challenges associated with a growing, evolving, dynamic mixed rail network like the Hunter Valley.

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2008 – March – Winter – Global Perspectives for ETCS

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

Peter Winter Hon. Professor, Dr. Ing. ETH, CompIRSE SBB Consulting, Berne Switzerland Director of ERTMS at UIC, Paris France This report gives an update on the evolution of the ETCS and GSM-R development and describes the European and world-wide perspectives for the ERTMS implementation. After phases of studies and specification (1989 – 1996), finalisation of specification, prototyping, tests and pilot applications (1997 – 2004), ETCS is rolled-out since about 2005. UIC has actively supported this process all the time with the vision of obtaining a universal system to be used for all kind of train services: high-speed, conventional mixed traffic and regional service on low density lines. The ETCS concept is based on open public specifications, which describe a so-called kernel and its interfaces between track and onboard equipment, as well as towards the adjacent subsystems on track and train side. In order to make it universally applicable with all kind of infrastructure equipment, ETCS has been designed with three levels of application, whereby the target level 3 offers significant cost reduction for the infrastructure side and the highest possible line capacity with use of moving blocks. However, it is hardly possible to introduce this concept in one step on the existing networks and traction unit fleets. Therefore, the ETCS levels 1 and 2 have been additionally conceived, which permit the stepwise building up of an ETCS equipped fleet of traction units in view of the generalised ETCS implementation. The report shows that ETCS-products from several suppliers have reached a high degree of maturity. In Europe, ETCS has been put in regular service on several high-speed lines such as in Spain and in Italy. On major corridor routes in Central and Eastern Europe, joint efforts are made to systematically implement ETCS with financial support by the EU. For application on regional lines, UIC is pushing together with the Swedish rail administration the use of ETCS with level 3, whereby the on-board fully corresponds to the current specification. The examples of China, India, Saudi-Arabia, South Korea and last but not last Australia illustrate that ETCS is also increasingly selected outside of Europe. This is extremely important for obtaining a real breakthrough for large scale procurement at affordable costs under real hard competition. Like in all highly informatised systems, the specifications for ETCS and GSM-R need to be regularly updated whereby a firm version management must be adopted. In this way, an optimal balance between protection of already realised investments and improvement of the system must be found under the governance of the European Rail Agency. For ETCS, the challenges are the finalisation of the current SRS version 2.3.0 and the merge to the next base-line 3.0.0. GSM-R needs a replacement of the circuit switched data handling for ETCS by more performant and frequency-economic IP based solutions. For the medium term, the EC supported project "Integrated European Signalling system" INESS will bring a re-engineering and further standardisation of trackside equipment especially in context with the radio based application levels 2 and 3.  

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1994 – Aug – Knowlton – 4 Microloks Plus a Triangle

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

Peter Knowlton FlRSE General Manager Signalling Ventura Projects  

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2002 – August – Brearley – Developing a Railway Signalling Course for Australia – Update on CRC Progress

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

Les Brearley BE (Elect), Grad Dip Bus, FIRSE, MClT, RPEQ Manager, Systems Safety and Quality Union Switch & Signal Pty Ltd The change in industry snucture of the past decade has had a significant impact on the training of engineers in railway signal and telecommunications. The change from large government owned organisations to multiple, smaller, privately owned organisations has created a vacuum in the industry in Australia for the delivery of specialist signalling training. The current age profile of signal engineers in Australia indicates that there will be a shortage of competent signal engineering staff at a time when there will be significant renewal and new installation work. This increases the priority .of providing suitable courses that are generally available to the industry. The Co-operative Research Centre for Engineering and Technologies (Rail CRC) is developing a project based, distance learning course for railway signalling in Australia. This is the first of a series of courses intended to cover all aspects of railway engineering. The objective of the signalling program is to develop the skills and knowledge required of competent signal engineering practitioners. This is an exciting development for the rail industry in Australia. It will require support from all of the sectors of the industry to be successful in ensuring competent signal engineering staff for the future. This will be imperative to ensuring modem, safe systems are available for railway operators to improve the viability of the railway industry.

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2002 – April – Grady – Melbourne’s Privatisation – How can technology meet the needs of the new regime and its operators?

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

Norm Grady FIE Aust. Comp IRSE ALSTOM Melbourne Transport Limited Melbourne's public transport operations were franchised to the private sector in 999 following a competitive bidding process. The privatisation model adopted differs from the British model in that the franchisees are responsible for all operations, rolling stock and infrastructure. The paper provides background on how metropolitan heavy rail operates in Melbourne, broad details of the regulatory and performance regimes, the present signalling system, the operator's requirements under the new regime and attempts to define the challenges to the signalling industry to meet those requirements. The paper argues that many of the operator's needs from a signalling and train control system are the same irrespective of the ownership issue and identifies where we believe different influences apply. The paper concludes not surprisingly, that safe operation of trains is the primary need, followed by personnel safety, reliability, maintainability and the challenge to the signalling industry is to deliver these in a cost-effective manner.

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2005 – Oct – Halinaty, Whitwam & Chui – Challenges of Implementing CBTC on an Existing Railway ( SelTrac Comes to the London Underground )

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

Mark Halinaty, Managing Director, Alcatel TAS UK Firth Whitwam, Director, Product Strategy, Alcatel TAS CIT P.L. Chiu, Business Development Manager, Alcatel Canada Inc, Transport Automation Communications-Based Train Control (CBTC) offers a variety of benefits over traditional signaling and is growing in popularity with Transit System Operators all over the world. SelTrac is a CBTC system with a proven heritage spanning more than 20 years in Automatic Train Operation (ATO) and driver-less applications, and was the choice of Tube Lines for its Jubilee and Northern Line Upgrade Programs on the London Underground. Applying this proven technology to the unique environment of the London Underground provides some interesting challenges. This paper looks at the background of the project and the innovative approaches to deal with putting SelTrac on the London Underground. The fundamental challenge of a project such as this lies in implementing a new system on a heavily used railway without disrupting or degrading the daily service in any way. At the same time, there is a desire to achieve the operational benefits as soon as possible. The majority of the risk associated with such an ambitious project is avoided by the selection of a well proven in service system. The SelTrac system has been in service around the world for more than 20 years. The hardware platforms, software algorithms and implementation strategies are all well established. Two of the more relevant references are London's Docklands Light Railway and Hong Kong's West Rail, both of which have many similarities to the London Underground environment and operating procedures. The combination of the proven track record of the SelTrac system, good planning, staged system integration and testing approach will result in achieving the performance improvement on time with minimal disruption.

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2000 – March – Detering – Transport Reform in Victoria

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

R.H.Detering FIRSE Rahden Pty Ltd The provision of government owned rail transport facilities within Victoria has undergone significant reform during the last decade. The pace of change accelerated upon the election of the Kennett government in 1992 culminating with a number of separate franchised operations being put in place during 1999. This paper largely focuses on passenger transport and does not attempt to canvas the commercial aspects of transport reform. The paper describes the organisations and processes that were put in place to effect the franchising of the businesses, particularly the processes by which decisions were made and approved. A summary description of the two key documents that give legal effect to the privatisation, namely the Franchise Agreement and the Infrastructure Lease Agreement is included to enable a better comprehension of the Victorian Transport Reform.

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1998 – March – Fullerton – AWARE – Australia Wide Augmented Radio Environment

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

John Fullerton Chief Operating Officer National Rail Corporation Ltd  

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