1995 – July – Davis – Open Discussion – Operational Reliability of Signals Equipment
Author(s):
Date presented:
Ken Davis
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
In this paper, we would like to introduce an innovative proposal based on the research conducted by the Hitachi Rail Innovation team to further improve the existing available tablet application, particularly
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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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2000 – July – McDonald – Restoring the Nullabor – The Application of Vital Telemetry to Self Restoring Points Across the Nullabor
Author(s):
Date presented:
Wayne McDonald BE(Elec), FlRSE Manager, Technology & Training Westinghouse Signals Australia This paper is a case study on the use of some of the latest vital telcnietry and communications technology to provide a safe, reliable and appropriate control solution to self restoring switches at over 40 passing loops on some of Australia's harshest railway. The paper describes the need, the equipment and the solution that fulfilled the requirements and contributed to a reduction of total journey travel time.
1995 – July – Gidwani – Station Passenger Information System – An Overview
Author(s):
Date presented:
Mahesh Gidwani State Rail Authority of New South Wales The State Rail Authority of New South Wales has embarked upon an ambitious programme of installing new automated electronic Station Passenger Information systems (popularly known as SPI systems) throughout its CityRail network. The objective of installing these new systems is to provide accurate, timely and reliable information to passengers and CityRail staff. The SPI system includes mechanisms to convey information by audio and visual means. During the late eighties cartridge tape based recorded announcements were introduced on CBD stations. This system was later replaced by Digitised Voice Annunciator (DVA) systems with proprietary hardware and software from Borge Pederson. During the evaluation system it was found that the PC based DVA technology for conveying audio information was in line with the modem technology and met the requirements of the new SPI system. This paper describes the visual aspects of the SPI system in detail. During feasibility stage various technologies, indicator layouts and system configurations were considered. Several options were evaluated in the office environment and also by installing prototype indicators at selected stations. Customer Service Standards were developed based on post implementation research. A pilot project was commissioned at Sydenham station in 1992. Since then similar SPI systems have been installed at Gosford and Sutherland stations and a project is under way for installation of SPI systems at seven additional stations. It is planned to provided similar SPI systems across most of the CityRail stations (except D class stations - with minimum traffic) by year 2000.
1996 – Nov – Lechowicz – Radar Based Level Crossing Control
Author(s):
Date presented:
Steve Lechowicz Principal Software Engineer Teknis Electronics Current level crossing control systems use either conductive or voice frequency track circuits. Both of these methods require physical connection to the track and rail-wheel contact. The first involves cutting the track which is inherently dangerous and costly to maintain. The second is so tuned to the electrical characteristics of the track that it is intolerant of such environmental variables as dew or rust. Voice frequency circuits are also susceptible to electrical interference from low frequency noise and even the presence of another similar track circuit 20km away [l]. This sort of interference also introduces difficulties in placing crossings close together such that the track circuits must overlap. Crossing indications are not fail-safe. Despite fail-safe detection logic existing systems do not confirm function so there is no explicit indication of system failure. Australian Standards allow only one type of active signal light at level crossings; the RX-5 assembly. The failure state of the RX-5 is the same as the safe state. The easiest way to improve the safety of level crossings would be to replace these dinosaurs with the equally venerable, but considerably safer, 3 aspect traffic light. Using Doppler radar Teknis has developed a fail-safe method of controlling level crossings which is low-cost, easy to install and maintain and requires no connection to the track.
2014 – July – Baker et al – Signalling Design for Freight and Passenger Railways – A Tutorial and Discussion Paper
Author(s):
Date presented:
Philip Baker MIRSE Aurecon Australia Kaniyur Sundareswaran FIRSE, CPEng Aurecon Australia Trina Chan MIET, CEng (ECUK) Aurecon Australia This is a discussion paper using Transport for NSW’s Auburn Junction Project, which is part of the Lidcombe to Granville Corridor Upgrade program of works being delivered by Novo Rail ( a partnership between Transport Projects division of Transport for NSW and Laing O’Rourke, RCR Infrastructure ODG and Aurecon), as a case study to examine some of the challenges and issues that can be faced when mixing freight and passenger trains on the same lines. The first part will discuss the difference in operational characteristics of freight and passenger trains, such as train lengths, braking characteristics and curves, and required train movements.The paper will then move on to look at some of the solutions that have been implemented in New South Wales including examples of where freight and passenger trains have been completely separated. But is this the best solution? The third part of this paper will look at examples of how these issues were resolved at Auburn Junction. Some of the implemented solutions include use of differential line speeds, increase in signal aspects, and use of modelling to prove attainable freight speeds for signal spacing purposes. But with each of these solutions there are compromises that have to be made, which can make it difficult to satisfy all stakeholders involved and provide the operational flexibility required in such a busy corridor. Finally we will explore some of the traps and pitfalls involved in mixing freight and passenger trains based on our experience of implementing those solutions. The decision on what solution to implement is ultimately a complex one, dependent on value for money, operational requirements, land availability and so on. Perhaps through this tutorial, new innovative solutions will be postulated that would eliminate some of the difficulties with mixed traffic railway lines.
2009 – Nov – Formenton – Improving Operational Performance of Freight Trains using Electronically Controlled Pneumatic (ECP) Braking
Author(s):
Date presented:
Chris Formenton Bach of Eng (Mech.), Grad Dip Comp. Eng., RPEQ Principal Brake Engineer, Queensland Rail For nearly 140 years the mainstay of train braking has been the automatic air brake system invented by George Westinghouse. Although notable improvements have steadily increased the reliability, safety and effectiveness of the air brake there is only so much that can be done to a system that is reliant on compressed air as both the control and energy medium. The last 15 years has seen a slow up-take in the use of a relatively new technology for controlling the brake system on freight trains. The new technology is Electronically Controlled Pneumatic braking commonly referred to as ECP braking. This paper intends to detail the benefits of ECP braking. The main advantages of ECP include, but are not limited to: providing shorter stopping distances; improving train service cycle times; increasing network capacity; enhancing rail safety; fuel savings; as well as reducing wear and tear on rollingstock. ECP braking can improve both train safety and operations by: reducing in-train forces, making train handling simpler, continuously recharging the train brake system, and providing shorter stopping distances independent of train length. This is because the ECP system communicates electronically with every vehicle in the train. It not only controls the simultaneous gradual application and release of brakes but also advises the driver of the status of each and every vehicle in the train. Combined with Wired Distributed Power (WDP) further improvements can be made to enhance the supply of compressed air through a train’s brake system, reducing in-train forces and bringing about new strategies for managing trains.
1997 – July – Iyad – Perumka’s Experience with Electronic Interlockings
Author(s):
Date presented:
Ir Mawardi Iyad Chief of Section Signalling, Signalling Telecommunicaton and Electric, Perumka Perumka has been developing Cikampek - Cirebon line to be made double track line.
1995 – Nov – Callender – An Application of Microtrax for the National Rail Corporation on the SRA-NSW North Coast Line
Author(s):
Date presented:
Earl R. Callender Nov. 1995 IRSE Technical Meeting, Brisbane First we will cover some background on coded track circuits. Then we will look at some of the constraints of coded track circuits, or for that matter, track circuits in general. We will briefly touch on the family of MicroTrax products leading into the specific product that was used on the NRC project. Then this product will be described and we will end with the application of it to the NRC, train order loops on the SRA's North Coast Line.
2008 – July – Brearley – Improving Skills to Improve Efficiency
Author(s):
Date presented:
Les Brearley BE (Elect), Grad Dip Bus, RPEQ, HonFIRSE Ansaldo STS Australia Effective training is an essential element in improving delivery efficiencies. This paper will look at three facets of the impact of training on the delivery of business outcomes. The first is the fundamental issue that if staff do not have the required skills they will not be able to produce the outputs. It follows that if skill levels are increased then flexibility and efficiency will be increased. The second facet is completing the right training. The actual training needs must be determined and training developed and delivered such that the skill gaps are filled effectively at the appropriate time. The third facet is how the training is delivered. There are a range of delivery options available from traditional classrooms and face to face raining to online training and assessments. Using the most effective option for particular situations will improve skill transfer with fewer resources required for both trainers and trainees.
1998 – March – Jones – Implementing the AWARE Train Radio System
Author(s):
Date presented:
Howard Jones Business Development Manager Railway Systems