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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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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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