Resources

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.

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2010 – March – Haskins – The Future Of Safety Systems Management: From Reactive to Proactive

Author(s):

Date presented: December 27th, 2015

Tom Haskins BSc Hons, PgDip, M.I.E.T, MSaRS, MCMI Australia Parsons Brinckerhoff Pty Ltd There is a challenge to be faced by railways: what is the future role of a safety management system in an industry that continues to evolve? This paper examines the paradigms for safety management which I believe should be the way forward, for the future of Safety Management Systems. In essence there needs to be a shift from reactive to proactive safety management, a change from top down to bottom up participation with the emphasis on sharing knowledge within a learning organisation/culture.

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2001 – July – Schmits – Argus Broadband Data Network Technology

Author(s):

Date presented: December 27th, 2015

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2005 – Oct – Appleyard & Grady – Driverless Systems – The Challenge for the Operator and the Maintainer

Author(s):

Date presented: December 27th, 2015

MARK APPLEYARD AMIRSE, Deputy Director Signalling & Systems NORM GRADY COMP. IRSE, Deputy Director LRT SBS Transit Ltd. The following paper sets out the experiences of SBS Transit Ltd in the operation and maintenance of two driverless guided transport systems in Singapore. This paper is not a detailed description of the technologies employed, but rather looks at the issues arising from the application of these technologies. The paper commences by discussing the how the Government of Singapore recognises the role of public transport in the development of the nation and how the provision of high quality public transport is used a development tool. It then discusses the operational performance of the system to date, the operator's and maintainer's challenge unique to driverless systems and sets out challenges for the future as seen by the authors.

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2011 – March – Wust and Hjort – Wheres The Train?

Author(s):

Date presented: December 27th, 2015

Derel Wust BE (Hons) MIE Aust, CPEng, GAICD 4TEL Pty Ltd Graham Hjort BE (Hons), Grad Dip (Rail Sig) 4TEL Pty Ltd GPS based technology is now common place in everyday life with GPS receivers standard as part of many phones and satellite navigation fast replacing maps for most motorists. GPS has been standard installation on all trains operating in NSW since the mid 1990's, with the introduction of CountryNet radio. Train GPS positions are transmitted back to the control centre as part of the basic CountryNet functionality. The Train Order Computer system in NSW has been successfully making use of these GPS positions for 10 years, to ensure the trains actual location is consistent with the Authority it holds. One challenge has been the ability to provide train location information to remote field sites or staff where it could be of great value. Continued improvement in technology has not only made this possible, but practical as well. Improved awareness in the position of trains when working in and around the rail corridor, or provision of greater detail into train planning and reporting functions can be achieved through the use of GPS based train location data. Inherent limitations in the reliability of data delivery and GPS position accuracy will limit the use of GPS based train location information for safety related functions. However, the opportunity now exists for making use of train GPS data for improving the efficiency and safety of the rail network.

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2008 – March – Hermansson & Elestedt – Moving Block Implementation and Optimization

Author(s):

Date presented: December 27th, 2015

Dan Hermansson MSc, PMP Peter Elestedt MSc Bombardier This paper provides a brief description of a communication based moving block system designed to be compliant with UIC's 'Regional ERTMS' specification and interoperable with the ERTMS Class1 specifications. It discusses in some more detail the optimization of such a system. Bombardier has been working with the implementation of communication based signalling with moving and flexible block principles for mainline applications since the mid 1990's. The first commercially operated system was commissioned in 1998. The moving block principles have since been further refined. This paper discusses Bombardier's implementation of moving and flexible blocks, the rationale behind the implementation and the possibilities in optimizing traffic capacity whilst maintaining or improving the operational safety. The moving block signalling system discussed herein is known as INTERFLO 150. More information about this system can be obtained from Bombardier.  

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2012 – March – Beavis & Keightly – Design Philosophy for Performance on the Melbourne Metro Rail Tunnel

Author(s):

Date presented: December 27th, 2015

Paul Charles Beavis BA BE(Hons) PhD MIEAust Victorian Department of Transport Gareth Keightley BEng(Hons) Metro Trains Melbourne Melbourne Metro is a proposed 9km tunnel with five underground stations extending between South Kensington in the west and South Yarra in the east. It thus provides additional capacity through the inner core of the rail network, contributing to city growth and productivity. It provides new CBD rail capacity and connections for all the lines within the existing Caulfield and Northern rail groups. The introduction of a new rail corridor through the CBD offers the opportunity to introduce new approaches to operations and quality of service, including the ability to deploy technologies that enable a metro-style performance. This performance extends to the rail operations and stations operations which underpin the passenger experience, rail safety and the dependability of the system. Both the performance of the infrastructure with tunnel section and the surface lines are critical to the successful operation of the Melbourne Metro. This paper scopes a design philosophy for the performance of the Melbourne metro system driven by the user experience. This paper presents some of the functional requirements of the Melbourne Metro concept. It outlines how the functional requirements can be translated to criteria for regulatory acceptance and commercial completion using a RAMS (Reliability, Availability, Maintainability and Safety) approach.The challenges include: delivering systems in a greenfields and brownfields environment; integration of an appropriate control and information system; rolling stock selection and transition; and infrastructure solutions. The transition to the Melbourne Metro corridor will also consider the implementation of in-cab signalling for High Capacity Signalling. Public Transport Victoria (PTV) with the Operator Metro Trains Melbourne (MTM) is pursuing a development program for in-cab signalling which will demonstrate the effectiveness and requirements of the transition of the network.

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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.

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2013 – March – How – IRSE Presidential Address

Author(s):

Date presented: December 27th, 2015

Francis How MA (Cantab) CEng FIRSE MIEE IRSE President As his term of office as IRSE President nears completion, Francis will reflect on the Centenary Year. He will consider what has been achieved, and offer a personal perspective on what still remains to be done in terms of modernising the Institution and making it fit for the next 100 years. In particular he will briefly explore the need for greater focus on professional development, which has been a recurring theme in discussions with members and Local Sections around the world.

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2005 – Oct – Salson & Revell – Innovative System Application and Integration Engineering for Asia – Pacific

Author(s):

Date presented: December 27th, 2015

Howard Revell BA, FIRSE Ansaldo Signal - Union Switch & Signal Pty Ltd Australia Part 1: Innovative Systems Applications using Microlok II Raphael Salson MSc Ansaldo Signal - CSEE Transport Hong Kong Part 2: Systems Integration using modern Computerised Technology SUMMARY OF PART 1 Current trends in railway signalling system design and delivery are dictated by market forces and the flexibility of the products and services that are available to support them. Cost minimisation, increased system adaptability and functionality, technical innovation and engineering accountability all impact on the final system outcome and the customer's satisfaction. In Part 1 of this paper, the major factors that lead to innovative system application engineering and their impact on final system outcomes are presented and discussed. Following this, the paper reviews a number of practical examples of such outcomes that have been implemented on main line railways in the Asia - Pacific region over recent times using Union Switch & Signal's Microlok II vital programmable controller. These examples represent a few of the unique circumstances cost effective and innovative system solutions have been delivered by the supplier. There are several other examples referenced in the paper that have been implemented by the customer alone. In these cases the customer has been totally responsible for the system innovation and application choosing simply to purchase product from the supplier. SUMMARY OF PART 2 Part 2 of this paper presents how modern computerized technology can be used to integrate Signalling and Telecommunications technologies into a state of the art Central Supervision System and focuses on two examples deployed in Hong Kong Mass Transit Railway (MTR) The first System presented is the MTR Operations Control Centre (OCC), commissioned in 1999/2000 which provides all Signalling,Train Radio and CCTV functions at the Operator's fingertips in a single integrated system: the Signalling Indications & Control Panel (SICP). With 8 servers and 51 operator workstations, the SICP is entralizing the information from the different Signalling interlockings of 4 running lines, the Regulation System and the Radio and Video systems, constituting a highly sophisticated and one of the world's most complex control centres. The second part describes the Station Management System (SMS) installed in 37 MTR stations in 2001. In the same approach, the SMS regroups Signalling, Communication (Train and Telephone), CCTV & Station Management (Escalators, lifts operation, electricity controls, Gates, Platform Screen Doors, etc...) in one centralized system, with the information displayed on 4 screens to the Station Operator. Integrated with a Decision Support System (DSS), it eases the work and increases the efficiency of station staffs. The SMS has 25 subsystem interfaces and over 12,000 I/O points per stations.

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