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Technical Meeting Papers

Technical Meetings are held three times per year.
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2022 – November – Fraser – Train Positioning in Tunnels using Ultra-Wideband
By: Aaron Fraser
Date Presented: November 2nd, 2022

Aaron FraserUltra-Wideband (UWB) technology is a radio frequency technology that uses a very large bandwidth to transmit and receive small pulses that are used to calculate precise locations. UWB has been proven to provide industry-leading positioning wit


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2022 – November – Bonassa et al – Tunnel Solutions for Modern Transportation Systems – A Holistic Approach
By: Stefano Bonassa, Giacomo Cernelli, Massimo Orsi, Federico Nardi & Anthony MacDonald
Date Presented: October 21st, 2024

Stefano Bonassa, Giacomo Cernelli, Massimo Orsi, Federico Nardi & Anthony MacDonald Typically, the integration of the Signalling System, Platform Screen Door PSD, Tunnel Ventilation System TVS, Automatic Train Operation ATO, SCADA and other particular equipment, which interact with Signalling in and around the Tunnel, create new requirements to be allocated to innovative signalling systems like ETCS or CBTC.


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2022 – November – Boldeman – Systems Engineering – Myths and Realities
By: Steven Boldeman
Date Presented: October 21st, 2024

Steven Boldeman Within the last decade, Systems Engineering has been used with more and more industries, and has been adopted within the rail industry. This paper discusses the reality of practice for systems engineering in Australia, and in particular for the rail industry. Systems engineering is a relatively new field in Australia for rail and the application of the field to the rail industry is developing and improving as time progresses. There have been hard lessons.


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2022 – April – Wagner – Implementing an integrated system delivery framework to enable successful delivery of complex, multidisciplinary projects
By: Thomas Wagner
Date Presented: October 21st, 2024

Thomas Wagner The aim of this paper is to propose the use of an Integrated System Delivery framework approach for the implementation of complex, multidisciplinary projects. The paper summarises the current spending in the Australian rail market and the industry trends and practices related to the delivery of megaprojects. It looks at traditional design and construction delivery approaches for such projects and investigates their appropriateness compared to the proposed integrated approach. Key changes in approach such as the impacts Covid has had on project teams, common factors that contribute to project failures and the existing use of systems and digital engineering are discussed. The paper provides an overview of the proposed Integrated System Delivery framework for projects and outlines key aspects of the framework that support a new approach to design, construction and implementation phases of complex, multidisciplinary projects.


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2022 – April – Rahman – Reconnecting with Concepts of Collection, Verification & Maintenance of Accurate Geographic Data for ATP
By: Subrina Rahman
Date Presented: October 21st, 2024

Subrina Rahman When presented with a set of flawed input data, the best-case scenario a system designer can hope for is that the system will recognize the flaw and stop working; and in worst case it will keep working with the erroneous data and produce an unpredicted outcome. This is true for simple systems being designed by university students to safety critical complex systems like the Automatic Train Protection (ATP) system currently being rolled across the greater Sydney’s heavy rail network. Only in the latter case, flawed input data could cost lives.  


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2022 – April – Moore – Level Crossings – Controlling the Hazards
By: Trevor Moore
Date Presented: October 21st, 2024

Trevor Moore Level crossings encompass many hazards including the uncontrolled hazards associated with motor vehicles and pedestrians. This paper examines a variety of hazards impacting on level crossing safety. There are also references to incident reports which are a good source for hazards and their consequences.


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2022 – April – McGregor – Motor generators, 240V (MEN) and Isolated power supplies for signalling
By: Peter McGregor
Date Presented: October 21st, 2024

Peter McGregor In NSW country areas we have historically used diesel motor generator sets to provide 120V AC power to operate signalling equipment in the field. With new technologies with electronics/inverters and the drive to use COTS (Commercial off the shelf) equipment we are using 240V commercial generator sets as opposed to the customised (e.g., Lister brand) old style generator sets at 120V AC.  


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2022 – April – McGrath – The “Obsolescence Problem” in Signalling
By: Alex McGrath
Date Presented: October 21st, 2024

Alex McGrath The ‘obsolescence problem’ in signalling is a topic of much discussion and consternation. This paper focuses on the different types of obsolescence and the system elements and forces which drive the ‘problem’, to get a deep understanding of the landscape.


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2022 – April – Lemon – Can ETCS Level 2 help us reconnect the Australian rail networks and offer an interoperable and harmonised future for our railways?
By: Stephen Lemon
Date Presented: October 21st, 2024

Stephen Lemon As a result of Australia’s colonial history the state railway networks have evolved very differently, and whilst differences in track gauge have been largely resolved, there remain major differences between the signalling and train control systems that continue to present significant challenges for interstate and inter-network train operations.


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2022 – April – Cox – Trainguard MT Communications Based Train Control
By: Simeon Cox
Date Presented: October 21st, 2024

Simeon Cox The backbone of large cities is their mass transit, supporting the needs of the population and providing a dependable pathway between nerve sites. Over the next 30 years, several Australian capital cities will be approaching ‘Mega City’ levels of population and will need to consider high-capacity metro systems to move their population as they ‘re-open’ following the COVID 19 pandemic. Access to efficient public transport provides greater equity in access to employment and educational opportunities across the population of the city as people return to the office, workplace, and classroom. Since 2006, Siemens Trainguard MT CBTC has been at the centre of high-capacity metro railways operating at GoA2 and GoA4 in cities worldwide.


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1998 – Nov – Baird – Victorian Railway Signalling Competency Management

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

R. B. Baird, B.E.(Hons), AMIEE, MlRSE Manager, Signals & Communications BAYSIDE TRAINS Competency management systems are not new: most rail organisations have systems in place for ensuring only competent staff carry out design, installation, testing, commissioning & maintenance functions. These include:- Minimum qualifications; Direct supervision and mentoring including workplace assessment; Inservice training; Detailed procedures and instructions; Investigations of incidents and follow up rectification; Independent checking procedures. Recently there has been pressure to document and formalise competency systems as a result of the following externalrequirements:- Government legislation / regulation; Outsourcing (contractual requirement to set common standards); Quality and safety management systems adopted by rail organisations. Most of these require the organisation involved in rail safety functions to demonstrate a competency system is in place and is followed without being specific about the detail.

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2006 – July – Josh – NSW Train Control Consolidation

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

Garry Josh MIRSE, MAIPM Australian Rail Track Corporation The Australian Rail Track Corporation has embarked on a significant programme of train control consolidation and signal box closures throughout New South Wales. Ultimately two Network Control Centres will control rail traffic over the majority of the New South Wales rail network. Train control consolidation is underway during a time of significant organisational and cultural change as the New South Wales rail system evolves from a government entity to business and customer focussed corporation which can be considered both an advantage and a major hurdle simultaneously. The Train Control Consolidation Project is comprised of a number of minor and major resignalling works to replace mechanical and hybrid interlockings and signalling systems to allow for their remote control from PC based train control systems. Additionally ARTC has a number of complimentary projects within its' various corridor strategies which also need to be considered.

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1999 – July – Dean – Advances in Train Control Technology

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

Lawrence Dean (B App Sc, Dip PM.) Project Engineer Westinghouse Signals Australia This paper provides an overview of Westinghouse Signals Australia (WSA) Advanced Train Control (ATC) technology, particularly in the area of train scheduling. In addition to WSA's current train scheduling methods, this paper discusses other methods, their advantages and disadvantages, and their applicability to railway systems. This paper also outlines WSA's background in ATC systems, focussing on the previously installed systems for Hamersley Iron Ore and the Taiwan Railway Administration. This document provides a description of the various components that make up the ATC system, including the Train Scheduler, Train Graph and Automatic Route Setting (ARS). Future enhancements, such as fleet and crew rostering, are also discussed.

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2000 – March – Worthington – Hillside Trains – The Franchise Experience

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

lan Worthington FlRSE Alstom Australia Ltd. The paper provides details of the Hillside Trains business and looks forward to the improvements to be provided as part of the commitment to the State Governments vision "to protect passenger's rights and improve service quality on Victoria's trains under a privatised transport system". The paper addresses the performance requirements and reporting including the operational performance and asset condition improvements as they relate to the railway signalling aspect of the business.

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1987 – Nov – Cornish – Aberdeen – Werris Creek CTC – Digital Transmissin System

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

R. Cornish Nokia Telecommunications Nokia Telecommunications supplied the digital transmission system on optical fibre between Muswellbrook and Werris Creek. There are two parallel systems; an 8 Mb/s trunk system and a 2 Mb/s branching system. The transmission of the telephone voice and the data information for the CTC is by digital means using Pulse Code Modulation and optical carriers over pairs of glass fibres in the Olex cables.

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1996 – March – Illingworth – CATOS Computer Assisted Train Order System – A tool for controlling dark territory

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

Mark Illingworth, Westrail CATOS Project Engineer In recent years due to the high costs of automatic and controlled signalling equipment and the restrictions on staff based safeworking systems, many railways around the world have opted for the re-introduction of the Train Order based safeworking system on non-track circuited single lines. This system was used in the early days of railways, and from it evolved the highly developed signalling systems we know today. Longer and less frequent trains, reducing the number of crosses and passes required, as well as the improved communications between the Driver and Train Controller is considered to be sufficient to minimise the safety related concerns that led to the previous abandonment of Train Orders as a suitable safeworking system. Apart from cost, the main benefit identified with Train Orders above low end signalling systems such as the Staff and Ticket system, is the added flexibility and subsequent improvement in the "throughput" of train journeys. 40r example, for a train to travel from Geraldton to Coorow, a distance of about 230krn passing through 12 stations, a  minimum of one train order is required. The total time involved in preparing, issuing and receiving the Train Order by the Train Controller and the Driver would rarely exceed one half hour. A similar journey under the Staff and Ticket system would involve 12 changes of staff, requiring the train to stop 12 times, increasing the total train journey time in excess of 120 minutes (based on the prescribed 10 minutes at each stop). The subsequent improvement in productivity is self evident.

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1994 – Aug – Croucher – Zone Released Radio Shunting

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

Lynden Croucher Signals & Operational System Corporate Services Engineering Division Queensland Rail The purpose of this paper is to provide an overview of the Zone Released Shunting System (ZKRS) recently installed at Paget and Merinda. This paper details the advantages of the system and includes a discussion of both the hardware implementation and operation of the system.

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2013 – July – Skilton – Cost Effective Signalling – Sweating the Asset in New Zealand

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

John Skilton BE Hons. (Electrical and Electronic) FIRSE, MIPENZ, CPEng Generations of signalling engineers have been subjected to accusations that signalling is too expensive. This paper examines some of the techniques applied in New Zealand to provide cost effective signalling and train control systems. Case studies for the use of common SCADA platforms for train control and the use traffic light based level crossing systems in yard areas are provided. The paper concludes with a brief look at some trends in the signalling arena that may impact on the cost of train control systems in the future.

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2000 – Nov – Kohbor – Justification from Conventional Signalling to Computer Based Interlocking and Automatic Train Protection

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

K. Kouhbor, B,E.(honours), M.I.E.Aust., M.I.R.S. Project Engineer, Signal and Control Systems Siemens Ltd Efficient management of train operation to meet the safety, reliability, availability and faster journey demands for more sophisticated and cost effective technologies which would reduce the risks of human errors and provides for a safer and more reliable journey to commuters. Hence the aim of this submission is to present and discuss the advantages that could be achieved from new railway signalling technologies and associated savings. This would make our justification easier for changes to a safer transport system, reduction andlor elimination of wayside signalling equipment and related cost of maintenance and train accidents.

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2012 – Oct – Boshier – Independent Verification of Light Rail Systems – What, when, how and why

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

Steve Boshier, MIRSE Hyder Consulting Pty Ltd Independent Verification is an area that is not always well understood, perhaps misunderstood, yet if applied correctly in can produce huge benefits for both the contractor and client when implemented at the start of a project. In recent years there has been a continual growth in the area of Light Rail Systems and with this growth, the complexities of delivering these networks has also grown. As the number of Light Rail Systems continues to expand, they not only need systems to ensure their safe operation, but they need to be planned and implemented in a safe fashion. This is where the role of the Independent Verifier comes into play and provides just as an important service to ensure that the system owner receives what they were expecting to end up with. The Verifiers core function is to ensure that the design, construction, procurement, acceptance testing, completion along with the planning and documentation for the operations and maintenance phase are carried out in accordance with the project requirements.

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