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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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2012 – March – Farooque – DTRS System Integration – Integrating Melbourne’s Digital Train Radio System

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

Saulat Farooque MEng, BEng, BSc Test and Integration Manager, DTRS Project, Siemens Australia Ltd The Digital Train Radio System (DTRS) project with the Department of Transport (DoT) Victoria has evolved out of the need for a more robust, reliable and flexible Rail Communication System to replace the existing and ageing Urban Train Radio System (UTRS). The UTRS is coming towards the end of its maintainable life, and the need to upgrade to DTRS has become apparent to ensure operators can run and maintain a safe train network. Based on a standard EIRENE GSM-R platform, the DTRS project represents a complex Software Centric System comprising of many subsystem and elements. Once fully integrated and tested, the DTRS would provide an enhanced Rail Communication System that is capable of superior voice communication, data transmissions and the flexibility for future upgrades by building on the GSM-R backbone.This paper provides an overview of the DTRS project and all the Subsystems that make up the system. The paper also examines in detail the System Engineering process and how it has been applied to this project as a method of bringing all the DTRS Subsystems together to operate as an integrated system.

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2002 – April – Muttram – Development of System Authorities on the UK Mainline Railway System and Their Application to the Deployment of the European Rail Traffic Management System (ERTMS)

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

RODERICK I MUTTRAM, B.Sc, CEng, FIEE, FIRSE, MCIT, MILT, MIMgt RAILWAY SAFETY (UK) The British railway system is now owned, managed and run by over 100 organisations with very different objectives and cultures. Against the background the implementation of complex systems with elements in many different companies can be very difficult. Such systems need to have a single 'system architect' to optimise the design and assure safe performance. To perform this function the UK mainline railway has developed the concept of 'System Authorities'. This paper sets out something of the history of the concept and its development to date and then goes into some detail on the application of the principles in planning for the deployment of the new European standard Train Control System (ETCS/ERTMS). The conclusion of the work to date is that there is no case on safety or business grounds for fitting ETCS Level 1 to the UK mainline network. A case can be made for Level 2 once business and intermodal effects are included. Level 3, once developed, potentially offers further benefits. Members may find it useful to consider the ERTMS/ETCS elements of this paper in conjunction with the author's paper "A Train Protection Strategy for the UK" delivered to the Institution in London in October 2001.

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1996 – July – Baird – Signal Maintenance & the Customer

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

Robert Baird BE. (Hons), AMIEE, MIRSE Manger, Metropolitan SignalsPublic Transport Corporation This paper aims to show:- The relationship between the Metropolitan Signals Department of the Public Transport Corporation of Victoria (PTC) and its operational customers; How customer needs are defined and serviced in the PTC; What considerations are essential when outsourcing signal maintenance functions. The paper will also focus on documenting the interface between the operator and maintainer to improve their combined performance particularly under singalling failure conditions.

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2001 – July – Topfer – New Passenger Information Systems for SRA

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

Alan Topfer Rail Infrastructure Corporation This paper provides details of the passenger information systems for (predominantly) metropolitan stations in NSW and in particular the new automated computer based system utilising "Plasma Screen style indicators" delivered for key stations immediately prior to the Sydney Olympic Games. The paper describes the various information systems and equipment and the project issues and customer feedback on the new information systems.  

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2009 – April – Kessner – Locomotive Communication Systems Installations Project and Operational Challenges

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

John Kessner OMIEAust, MBus, GradDip Manuf Man, AIMM Pacific National The freight rail industry is going through some significant changes in the use of radio communications systems. The ARTC  NTCS is providing the industry with a significant step forward in technology, albeit a fairly large and complex one. The  changes for locomotive fleet owners such as Pacific National have not been straightforward. Moving from a culture of fitting locomotives with multiple stand alone systems to one of introducing a fully integrated system is exciting but full of challenges. Locomotive cab design and equipment space requirements are difficult aspects of system installations. This is made even  more complex due to the number of locomotive classes and variations in cab design. There are many project considerations for rail operators such as business impacts, legal considerations, industrial relations, human factors, safety, new technology, engineering, installation, commissioning, training, maintenance and system retirement. The ICE kits have fallen short in some features anticipated and required by PN and other operators. Some of these have been rectified through project variations at additional cost to the operators. Some remain unresolved or will be covered  independently by PN. Due to the delayed delivery of the ICE kits, there has been a large effort and cost on PN's part to continue to support existing systems and fit locomotives with interim systems until ICE becomes available. PN are also fitting equipment for use outside of the ARTC territory including the systems designed for operation in Queensland.

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2012 – March – Wilson – Level Crossing Principles

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

Laurie Wilson Rail Industry Safety and Standards Board The Rail Industry Safety and Standards Board (RISSB) is a small dynamic organisation based in Canberra. The RISSB works with rail industry representatives to develop national rail standards. The RISSB works towards “harmonising rail through progressive improvement not delayed perfection.” One of the current standards recently completed is AS 7658 Level Crossings. This paper outlines the RISSB standards development process, the technical aspects and principles of the level crossings. All RISSB standards are accredited nationally in conjunction with Standards Australia. The RISSB development process leads the way in its quality and rigour to ensure a suitable outcome is achieved that benefits rail organisations at all levels and areas of the industry. The technical component of the RISSB AS document is derived from the discussions and contributions of representatives from rail organisations and is deemed by these contributors to be good practise for the rail industry. The development of the level crossing standard is a significant achievement in that it had to take into consideration and facilitate an agreed outcome across a number of interfaces. The development of the level crossing principles were created in conjunction with the development of the level crossing standard.

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2011 – July – Zhang & Baulderstone – Rail Car Depot Infrastructure -The Dry Creek Experience

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

Paul Zhang BE (Elec), GradIEAust Sinclair Knight Merz David Baulderstone BE (EEE), GradIEAust Sinclair Knight Merz The former Adelaide Rail Car Depot has been relocated from Adelaide to a new site at Dry Creek to make way for the new Royal Adelaide Hospital. This new depot not only provides improved train maintenance and train washing capabilities, but also infrastructure and train control systems to support the effective movement and control of suburban rollingstock throughout the depot. This paper provides an overview of the project, as well as a technical review of the following topics: Redevelopment of the Signalling System at Dry Creek, including Upgrade of the Gawler Mainline (Dry Creek section) relay interlocking to a computer based interlocking system to accommodate additional signalling infrastructure Interface redesign between Adelaide CTC and Dry Creek Mainline interlocking, ARTC and Dry Creek Mainline interlocking, Mainline interlocking and RCD Define boundaries for CTC and Depot Control Power Distribution Design at Dry Creek RCD Transformer, generator and switchboard architecture Underground conduit and pit network Power monitoring Dry Creek Project Design Challenges Coordinating with multiple contractors Introduction of new signalling equipment on Adelaide Broad Gauge Network, such as Westrace, M23A and 84M point machines Interfacing Design

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2005 – Oct – Mott, Roberts, Threlfall & Glover – Strategies for Re-signalling Metro Lines Compared to Signalling New Lines, Using the London Underground Victoria Line as an Example

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

David Mott BA MBA MSc CEng MIEE FIRSE MAPM MCIT MILTRichard Roberts BSc CEng MIEE MIRSEPhil Threlfall BSc CEng FIEE MIRSEEur Ing Mark Glover BSc BPhil CEng FIEE FIRSE Westinghouse Rail Systems Ltd For many years the rapid worldwide expansion in urban transport systems has led to the requirement for new signalling systems to be provided for green-field sites. Entire systems have been developed with an integrated approach to civil engineering, permanent way, electrification, provision of rolling stock, signalling, train control, train supervision and operation. Now however the emphasis is changing, and there is an increasing demand for signalling, train control and train supervision systems to upgrade existing, running, railways. These upgrades have to be carried out with minimum disruption to the railway service – often within Engineering Hours only. Nowhere is this trend more apparent than in the Asia Pacific region. A European example of such migration is Westinghouse Rail Systems' resignalling of the London Underground Victoria Line for Bombardier Transportation on behalf of Metronet Rail BCV. This involves the upgrade of the existing railway from the 1960s generation ATP and ATO systems to a fully featured communications based solution by 2009.

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2014 – July – Greaves & Allison – End of the line for linewires at the end of the line

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

Adam Greaves BE (UTS), AMIRSE Sydney Trains Andrew Allison BE (UWS), AMIRSE Sydney Trains Microlok II computer-based interlockings with coded track circuits have replaced the last two electric train staff sections on the Transport for NSW network, Kiama – Berry and Berry – Bomaderry. Features include interface to a mechanical interlocking at Bomaderry and automatic working through Berry when unattended. While it will take time to confirm the anticipated reliability improvements, improved capacity has already been realised with time savings from elimination of the manual staff exchange. Motorists also benefit with reduced waiting times at level crossings in the vicinity of Berry station. The following describes the project from the design team perspective.

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2014 – July – Malaviya & Sweeney – Economic Signalling Enhancement – Providing Capacity Improvement in a Mixed Traffic Environment

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

Akshaya Malaviya, MIRSE B.Tech. PG Dip Management Engineering Manager, 
Australian Rail Track Corporation David Sweeney, FIRSE Grad. Dip Eng. Signalling Consultant, Calibre Global Coal volumes on the Hunter Valley network are steadily increasing and have gone up by about 50% in the last six years. The volumes are expected to increase to 200+ mtpa (Million Tonnes Per Annum). Based on the coal volume forecasts, the Hunter Valley Corridor Capacity Strategy (the Strategy) identifies projects to be delivered to ensure the network capacity stays ahead of the demand. The Strategy includes infrastructure upgrade projects involving track duplication/triplication and building of new crossing loops. The Heavy Haul Guidelines, in conjunction with the ARTC standards, form the basic framework for the Civil and Signalling designs on the projects delivered by ARTC in the Hunter Valley corridor. Although track upgrade projects provide the desired capacity increases, recent investigations have established that signalling enhancements, in some situations, can also provide equivalent capacity increases at significantly lower costs.Hunter Valley corridor is currently delivering the following economic signalling enhancement projects aimed at achieving capacity benefits:    1.    Kooragang Island Arrival Roads Signalling Optimisation;     2.    Hexham to Kooragang Re-signalling;     3.    Coded track circuit enhancements;     4.    Mount Thorley Signalling Enhancements; and     5.    New crossing loops with signalling solution to achieve simultaneous entry functionality. The coal trains originate from various mines located in the Hunter Valley region and travel up to the Port Waratah Coal Services (PWCS) and Newcastle Coal Infrastructure Group (NCIG) ports near Newcastle. Whilst the single track section north of Muswellbrook is capacity constrained necessitating construction of new crossing loops, the Ports area is heavily congested due to convergence of entire coal traffic into that region and slow clearance of dump stations and the arrival roads leading up to these dump stations. This paper first analyses the constraints in the Ports area leading to congestion and shows how these constraints have been overcome by using economic signalling enhancements. The paper then discusses how the crossing transit times at crossing loops can be optimised by using an economic signalling design referred to as Modified SIM entry. Lastly, the paper details the issues associated with the Coded Track Circuit designs and how they can be addressed.

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