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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

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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2005 – March – Barnard – TASS – ERTMS Tilt Train Control

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

Bob Barnard BSc CEng FlEE FlRSE ALSTOM Transport Ltd (UK) In September 2004, Britain's Virgin Trains introduced radical new timetables for their West Coast and Cross Country services, with more frequent services and significantly reduced journey times. This was made possible by the use of 200kmlh tilting operation by Virgin's fleets of electric and diesel trains. To mitigate the additional risks that these tilting trains potentially introduced to the rail network, continuous speed supervision and safe switch onloff of tilt was provided by the TASS (Tilt Authorisation and Speed Supervision) system. TASS was developed by ALSTOM Transport as part of its Virgin Pendolino train contract, with on-board equipment also supplied for the Bombardier Super Voyager diesel trains. TASS uses ERTMS-based onboard equipment to carry out the required functions according to telegrams received from passive Eurobalises on the track. The 194 sets of on-board equipment and 433 Eurobalises so far installed are enabling around 300,000 kmlweek of tilting operation, giving very rapid experience of the performance of ERTMS equipment in full commercial service.

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2009 – July – Nellai and Lusty – Radio Link for use in Computer Based Interlocking – Microlok

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

Somasundaram Nellai B.S (Eng Tech), MS (IM), MIET, AMIRSE Ansaldo STS Australia Pty Ltd Anthony Stephen Lusty BE (Electrical), GDip Railway Signalling, MIRSE Ansaldo STS Australia Pty Ltd The introduction of Processor Based Interlockings (PBIs) to the railway network has led to the requirement for vital serial data communication between distributed PBIs. Traditionally, vital serial data has been carried via closed/hardwired communication systems (eg copper  or Fibre Optic), which often involve significant installation costs. The Ansaldo STS developed Microlok Vital link over Radio (MVR) provides an efficient and cost effective alternative. The MVR is a point to point, open transmission communication system, which transports vital serial data between distributed PBI applications in low to medium density railway networks. The MVR has been specifically developed to meet the requirements of conventional vital communication, addressing all the requirements for the safe communication of vital data. The paper outlines the system concept, the development process, challenges, independent safety validation and successful implementation of new MVR systems in rail networks.

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2007 – March – Bolster – QR Network Access Master Planning

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

Patrick Bolster BA ACA (ICAEW) QR Network Access Until 2005 QR Network Access was required to obtain approval for its planned multi-user related investments able to recover the investment from customers in its below rail access charges. QRNA could still construct new investments however this would entail significant investment risk. In 2006 QR Network Access initiated its first Coal Rail Infrastructure Master Plan ("Master Plan"), as part of a new investment approval process in its second Access Undertaking. This paper seeks to outline the Master Planning process conducted by QRNA, and explain the development of the current investment path.

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1988 – July – Whybird – Telecommunications Requirements in the Main Line Electrification Environment of Queensland Railways

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

K.W. Whybird MIRSE Queensland Railways In association with the Main Line Elec-trifi cation Project, the Department's extensive private telecommunication network has been undergoing radical changes. Existing open wire pole routes which, prior to elec-trification, formed the backbone of the communications network, are progressively being demolished and replaced with the latest optical fibre and microwave radio based Pulse Code Modulation (P.C.M. ) digital cornmunicatiorls systems. Departmental operational requirements dictate that communications channels must be available at the foll.owing locations:- (a) Major equipment rooms and microwave radio access points.(b) Centralised Train Control (CTC) installations.(c) Station Master's (SM) offices.(d) Feeder Stations (PS).(e) Track Sectioning Cabins (TSC).(f) Autotransformer Installations (AT).(g) Motorised Isolator Installations (NI). The system chosen hacl to be capable of being immune to the overhead trac.tion .system as well as being able to economically access the above locations, which in practice, are distributed unevenly along the traclt with relatively close spacing. For example, on the Gladstone - Rockhampton - Blackwater and Branches section there are 4071tm of traclc with 77 required communication access points. This gives an average separation of 5.281rm between points.

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2012 – July – Terry – ETCS for Worldwide Train Control

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

Nick Terry BA CEng MIET MIRSE RPEQ Independent Consultant This paper discusses the application of the European Train Control System (ETCS) now and into the future. From its beginnings in an EU Directive in 1989, it is today one of the world's most successful cab signalling and train protection systems that can be applied to any railway in the world. Interoperability is a major feature of ETCS. To achieve this, compliant ETCS without modification must be deployed. The advantages and the limitations of making changes are discussed. The application of new developments of Baseline 3 and ETCS level 3 are briefly considered. Looking to the future, the addition of Automatic Train Operation to ETCS, and the confluence (or not) of ETCS and CBTC technologies is introduced. But overall, because ETCS includes so many options and parameters, the success of a particular installation now depends heavily on the application engineering. This is explained in some detail.

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2004 – October – Erdos and Morrison – TransAdelaide CTC Replacement Project

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

George D Erdos B. Tech Elec, FIEAust, CPEng, FIRSE, FPWI, MIIE TransAdelaide Alistair Morrison ALSTOM Australia This paper is a continuation of that made to the IRSE in Adelaide on 14 March 2003 by Tony Simes and Alistair Morrison. In that paper we reviewed the existing TransAdelaide (TA) rail signalling system with a particular emphasis on the CTC system. We then looked at the need for replacement of the current CTC system, examined the review, tendering and evaluation processes leading to the awarding of a contract to ALSTOM Australia Pty Ltd and finally looked at the ALSTOM bid and the systems that are to be replaced. In this paper we will briefly revisit the need for replacement of the CTC system and then focus on what has transpired between 14 March 2003 and 29 October 2004. We will also look at some safety related issues that have occurred locally and examine how these have influenced the project with an emphasis on strategies aimed at improving TransAdelaide's safety performance.ALSTOM will then provide a project status report; with a particular focus on ARS, alarms, fault management and pseudo interlocking and outline features to be delivered. The paper will finally examine strategies leading to the eventual commissioning of the new CTC system and how this will be achieved while simultaneously "Mitigating the Risk" and any system downtime.

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2006 – July – Everist – Telemetry System Upgrade NSW North Coast CTC ( Applying the Puddle to Fit the Pretzel )

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

Geoff Everist BE (Electrical) MIEAust AMIRSE Union Switch & Signal Pty Ltd To suggest that Australian railway operations suffer from the "tyranny of distance" is not only a cliché but an understatement. Australian freight railway lines are characteristically long and thin (pretzels), with critical infrastructure often in remote and isolated locations. From an economic standpoint, the negative impact of distance is compounded by the curse of low density. From a railway communications perspective, this isolation combined with a critical operational dependence on the availability of communications infrastructure has historically led to in-house provision of this infrastructure. Competitive pressures combined with advances in technology have driven modern railways towards centralisation of control of their signalling systems. Telemetry data communications are an often neglected but critical component of any centralised and therefore remote controlled signalling system. The data communications backbone is generally common to all elements in the overall scheme; therefore the entire system is dependent upon its reliable operation. Traditionally, telemetry data communications have been provided over bearers provided primarily for voice communication. Australian Rail Track Corporation (ARTC) have recognised that in-house provision of communications infrastructure is not sustainable and are implementing strategies to also use existing service provider networks. Utilisation of existing commercial service provider networks (puddles) solves many problems, but introduces new problems that require careful consideration and management. The telemetry system upgrade for the NSW North Coast CTC provides a useful illumination of some of the issues involved and their innovative solutions.

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2006 – Nov – Foley – Matching Technology and Operational Requirements, The Safety Perspective

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

Peter Foley B App Sci (Mar Eng), BE (Mech), Grad Dip Bus Mgt (Tech Mgt) Australian Transport Safety Bureau This paper outlines the development of the 'safety investigation', the genesis of the Australian Transport Safety Bureau and its accident investigation methodology with reference to its systemic focus on the contribution of human factors issues, in particular, the man/machine interface.

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2015 – March – Baird – Victorian Signalling Principles

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

Robert Baird BE (Elec) Hons, CEng, FIRSE, MIET Rail Networks Consulting This paper provides an overview of the signalling systems and principles that are used on the Victorian network. While originally being one rail network where the majority of these principles come from, Victoria now has 3 separate main networks: Metropolitan (run by Metro Trains Melbourne), Regional and Country (run by V/Line) and Interstate & Standard Gauge (ARTC). Each of these networks is currently modifying existing and developing new principles to suit their business; so at best this paper represents a snapshot in time.This paper is meant to be informative only, describing the signalling systems used to implement the safeworking systems in the Victorian Rulebook, the signalling configurations and aspects shown to drivers, the interlocking arrangements and an overview of some systems and technology used in the State. For detailed information the reader should refer to more detailed standards and documentation published by the Network Managers, a number of which are referenced in this paper.

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2015 – October – Palazzi – Railway Capacity – Signalling amongst other influences

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

Bill Palazzi B.Eng (Elec.) MIRSE palazzirail The layout and configuration of a signalling is a key factor in defining the capacity of a railway. However, the signalling system is not the only factor influencing capacity, and in fact many of the other issues can compromise the capacity delivered by the signalling system. Capacity on any given infrastructure is partially about what is designed, but is also about how it is operated and what external influences there are. In this way, a railway is less like a measuring tape which provides a consistent and repeatable outcome, but is more like a tool where the quality of the outcome can be poor, acceptable or outstanding depending on the skill of the craftsperson. To assist the understanding of railway capacity, this paper has outlined a hierarchy of influences on capacity which progressively constrain what is achievable in operation. The hierarchy incudes four levels of influence, as below: Tier 1 Influences - Inherent factors; baseline infrastructure configuration Tier 2 Influences - Design factors; signalling theoretical capacity Tier 3 Influences - Achievable capacity: what can be timetabled Tier 4 Influences - Delivered capacity; day of operation impacts. The four tiers of influence help define how the various elements that make up capacity relate to each other, including the relationship between the signalling design and other influences. The tiers also help to clarify where signalling can help, but also the areas where signalling has little or no influence. Finally, whilst optimising train throughput might be valuable, it is not the only consideration. Attributes such as safety, availability, reliability and quality of service are also important customer expectations; these are reflected in the need to find the most appropriate capacity balance for each railway operation.

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