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Technical Meeting Papers

Technical Meetings are held three times per year.
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2022 – November – Fraser – Train Positioning in Tunnels using Ultra-Wideband
By: Aaron Fraser
Date Presented: November 2nd, 2022

Aaron FraserUltra-Wideband (UWB) technology is a radio frequency technology that uses a very large bandwidth to transmit and receive small pulses that are used to calculate precise locations. UWB has been proven to provide industry-leading positioning wit


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2022 – November – Bonassa et al – Tunnel Solutions for Modern Transportation Systems – A Holistic Approach
By: Stefano Bonassa, Giacomo Cernelli, Massimo Orsi, Federico Nardi & Anthony MacDonald
Date Presented: October 21st, 2024

Stefano Bonassa, Giacomo Cernelli, Massimo Orsi, Federico Nardi & Anthony MacDonald Typically, the integration of the Signalling System, Platform Screen Door PSD, Tunnel Ventilation System TVS, Automatic Train Operation ATO, SCADA and other particular equipment, which interact with Signalling in and around the Tunnel, create new requirements to be allocated to innovative signalling systems like ETCS or CBTC.


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2022 – November – Boldeman – Systems Engineering – Myths and Realities
By: Steven Boldeman
Date Presented: October 21st, 2024

Steven Boldeman Within the last decade, Systems Engineering has been used with more and more industries, and has been adopted within the rail industry. This paper discusses the reality of practice for systems engineering in Australia, and in particular for the rail industry. Systems engineering is a relatively new field in Australia for rail and the application of the field to the rail industry is developing and improving as time progresses. There have been hard lessons.


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2022 – April – Wagner – Implementing an integrated system delivery framework to enable successful delivery of complex, multidisciplinary projects
By: Thomas Wagner
Date Presented: October 21st, 2024

Thomas Wagner The aim of this paper is to propose the use of an Integrated System Delivery framework approach for the implementation of complex, multidisciplinary projects. The paper summarises the current spending in the Australian rail market and the industry trends and practices related to the delivery of megaprojects. It looks at traditional design and construction delivery approaches for such projects and investigates their appropriateness compared to the proposed integrated approach. Key changes in approach such as the impacts Covid has had on project teams, common factors that contribute to project failures and the existing use of systems and digital engineering are discussed. The paper provides an overview of the proposed Integrated System Delivery framework for projects and outlines key aspects of the framework that support a new approach to design, construction and implementation phases of complex, multidisciplinary projects.


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2022 – April – Rahman – Reconnecting with Concepts of Collection, Verification & Maintenance of Accurate Geographic Data for ATP
By: Subrina Rahman
Date Presented: October 21st, 2024

Subrina Rahman When presented with a set of flawed input data, the best-case scenario a system designer can hope for is that the system will recognize the flaw and stop working; and in worst case it will keep working with the erroneous data and produce an unpredicted outcome. This is true for simple systems being designed by university students to safety critical complex systems like the Automatic Train Protection (ATP) system currently being rolled across the greater Sydney’s heavy rail network. Only in the latter case, flawed input data could cost lives.  


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2022 – April – Moore – Level Crossings – Controlling the Hazards
By: Trevor Moore
Date Presented: October 21st, 2024

Trevor Moore Level crossings encompass many hazards including the uncontrolled hazards associated with motor vehicles and pedestrians. This paper examines a variety of hazards impacting on level crossing safety. There are also references to incident reports which are a good source for hazards and their consequences.


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2022 – April – McGregor – Motor generators, 240V (MEN) and Isolated power supplies for signalling
By: Peter McGregor
Date Presented: October 21st, 2024

Peter McGregor In NSW country areas we have historically used diesel motor generator sets to provide 120V AC power to operate signalling equipment in the field. With new technologies with electronics/inverters and the drive to use COTS (Commercial off the shelf) equipment we are using 240V commercial generator sets as opposed to the customised (e.g., Lister brand) old style generator sets at 120V AC.  


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2022 – April – McGrath – The “Obsolescence Problem” in Signalling
By: Alex McGrath
Date Presented: October 21st, 2024

Alex McGrath The ‘obsolescence problem’ in signalling is a topic of much discussion and consternation. This paper focuses on the different types of obsolescence and the system elements and forces which drive the ‘problem’, to get a deep understanding of the landscape.


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2022 – April – Lemon – Can ETCS Level 2 help us reconnect the Australian rail networks and offer an interoperable and harmonised future for our railways?
By: Stephen Lemon
Date Presented: October 21st, 2024

Stephen Lemon As a result of Australia’s colonial history the state railway networks have evolved very differently, and whilst differences in track gauge have been largely resolved, there remain major differences between the signalling and train control systems that continue to present significant challenges for interstate and inter-network train operations.


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2022 – April – Cox – Trainguard MT Communications Based Train Control
By: Simeon Cox
Date Presented: October 21st, 2024

Simeon Cox The backbone of large cities is their mass transit, supporting the needs of the population and providing a dependable pathway between nerve sites. Over the next 30 years, several Australian capital cities will be approaching ‘Mega City’ levels of population and will need to consider high-capacity metro systems to move their population as they ‘re-open’ following the COVID 19 pandemic. Access to efficient public transport provides greater equity in access to employment and educational opportunities across the population of the city as people return to the office, workplace, and classroom. Since 2006, Siemens Trainguard MT CBTC has been at the centre of high-capacity metro railways operating at GoA2 and GoA4 in cities worldwide.


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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.

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2013 – July – Nankervis – Managing Competency of Signalling Telecommunications Engineers and Maintainers

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

Phillip Nankervis Master of Professional Education and Training – Distance and Open Education HRD Integrated Services Rail signalling staff competency is critical to ensure that not only are staff able to perform the role they are employed but also in accordance with legislation, industry standard, licensing and regulation. Both national regulators and AROs today require competency based schemes be implemented to identify current competence to perform rail signalling related work. The national competency framework provides a well-developed system for identifying and managing competency recognising industry skills against AQF levels. These systems are complex to implement and costly to maintain. This paper introduces the current requirements for identifying competency for maintainers; it discusses the engineering levels and the barriers moving forward. As rail signalling workers progress through their careers employers and regulators will need to collaborate and manage competencies following changes in signalling technologies, legislative and enterprise work practices. Changes in competency requirements will result in complex competency record keeping, administrative labour and the ongoing costs.  

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2006 – Nov – McDonald – Controlling The Alice Springs to Darwing Railway – A Case Study in Appropriate Technology

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

Wayne McDonald BE (Elec) FIRSE Westinghouse Rail Systems Australia The Alice Springs-Darwin Railway is the longest Australian rail construction undertaken in over 100 years. Trains travelling over its 1,420 km join with the existing Alice Springs-Tarcoola railway to provide a land bridge between the port of Darwin and the southern capital cities. This paper describes the peculiar requirements for the signalling system to control the new (Alice Springs-Darwin) and existing (Tarcoola-Alice Springs) railways that both transverse long, sparse distances. Trains are controlled for the whole route from an Adelaide based computer assisted train order system compliant with the (Australian) Code of Practice of the Defined Interstate Rail Network and utilising electronic equivalents of the existing paper forms all linked to track overview display. Train pass and cross at autonomous, train-operated passing loops fitted with self restoring points interlocked over a vital end to end radio telemetry link. The design of this signalling system is predicated on an expanding traffic volume from an initial low base and so the system has to both fulfil prime cost targets and provide expansion and automation capabilities to support the growing traffic without increasing Signaller and Driver loading. Foreshadowed enhancements are described. ADrail required minimal trackside equipment that must operate ultra reliably in a harsh and remote environment where maintenance can be many hours away. Trackside communications infrastructure is almost non existent and trains must utilise satelite communications with the control centre or short range local radio.

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2009 – April – Hodson & Isles – ICE Design and Testing Acceptance

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

Grant Hodson BSc Ben Isles BEng (Hons) Base2  The In Cab Equipment (ICE) for the Australian National Train Communications System (NTCS) implements the next  generation for Locomotive Voice and Data Communications. The ICE platform builds on design principles, hardware and protocols proven in critical Life Safety Communications. The design consists of a digital voice and data backplane with various communications integration modules plugged in to allow voice and data to be switched to different communications infrastructure. The primary suburban communications modules are 3G850 and Satellite while GSM-R is implemented for urban communications. The end result provides consistent driver communications functions regardless of the underlying technology or Train Control Centre. The ICE hardware introduces design and test methodologies to railway electronics that have their origins in Aerospace and Military equipment. Highly Accelerated Lifetime Testing allows design weaknesses to be identified and iteratively removed. This complements real world testing which has been performed in a 44 class locomotive. Continued involvement of access providers, operators and especially drivers in the design, testing and acceptance process has ensured that there will be a low level of operational risk and a high level of user acceptance on deployment.

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2004 – March – Rottmann – Why Choose Axle Counter for Track Vacancy

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

Andreas Rottmann (MEng) Project Development Manager Siemens Ltd Transportation Systems In recent years axle counters have gradually replaced track circuits as the main method used for track vacancy detection for main-line applications, particularly in Europe. This paper gives an introduction into axle counter technology, providing details about the axle counting principles, wheel detection and system configurations. A more detailed description of the track-side and indoor equipment is presented on the basis of the Siemens Az S 350 U axle counter system. Axle counters and track circuits are the two main systems currently on the market used for effective track vacancy detection. A comparison of the two systems has been carried out against selected evaluation criteria relevant for cost effective operation and design of signalling systems relevant to the Australian market. Also outlined in this paper is a practical example of an axle counter application installed at the Britomart Station in Auckland, New Zealand.

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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.  

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2001 – Nov – Everist – Phoenix Train Control System

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

Geoff Everist BE(Elect) MIEAust AMIRSE Business Development Manager - Systems Union Switch & Signal Pty Ltd The US&S Phoenix Train Control System (TCS) is a typical example of a "new generation" train control system. It provides features expected of a modern system such as "point and click Graphical User Interface (GUI), integrated train description facilities, blocking facilities, data driven design facilities, use of "commercial off the shelf' (COTS) operating systems and hardware, high reliability and availability through redundancy and much more. This paper provides an overview of the Phoenix TCS by outlining the philosophy behind the design of the system the features provided and the architecture of the system. Also considered is the application of the system in the Australian context, some of the resulting challenges faced and lessons learnt, and finally the future directions of the Phoenix TCS and "new generation" train control systems in general are suggested.  

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2012 – March – Georgescu – Many Railways, One System – The Future with CBTC

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

Mircea P Georgescu Product Strategy Manager Thales Canada, Transportation Solutions Signalling is a conservative industry and has a cautious approach to adoption of new technology. Traditional signalling uses fixed blocks for train separation, leading to restrictions on train movements and line capacity. Communications Based Train Control (CBTC), developed in the 80’s, introduced moving block technology, providing improvements in capacity and allowing a fully automated operation. Recent developments have provided further reductions in hardware costs, reducing energy consumption and increasing system reliability. With advancements in standardisation and demand for interoperability, driven by major operators in New York, Paris and Shanghai, the future of CBTC is now.

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2000 – Nov – Edwards – Lightning & Surge Protection for Railway Signalling Systems

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

David Edwards BE(Hons) FREE MlEAust CPEng ERICO Lightning Technologies Pty Ltd, Hobart, Tasmania, Australia Lightning and over-current/over-voltage surges cause millions of dollars damage each year. Whilst there is no single technology that can prevent damage, a Six Point Protection Plan is the best "Check-list" to cover all damage mechanisms. The plan takes account of surge protection devices (SPDs) and their placement according to the type of power distribution used by the facility. Communications, signal and data lines are also subject to failure. Innovative grounding practices and techniques are discussed.

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2005 – Aug – McDonald – Training to a Specification or How to Ruin a Good Training Course

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

Wayne McDonald BE (Elec) FIRSE Westinghouse Signals Australia Rail authorities include some interesting requirements in specifications for technical training to be deliveres as part of a signalling contract. Few of these have any relevance to the delivery of high quality, competency skills that will aid the participants perform their tasks more efficiently and effectively. Specification often place unreasonable demands on a supplier who has made a huge investment on training. The important facets are often overlooked along with any follow up or effort to improve the training in future. This paper looks at some of the issues from a Training Provider's view - what works, what doesn't what's reasonable and what adds cost with no value. It offers some suggestions on some of the more important short and long term considerations to maximise your benefit from training. In particular, it examins the best ways to ruin - and not to ruin - good training.  

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