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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
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
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
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
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
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.
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
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
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
Cybersecurity is a hot topic worldwide with regular attacks being performed against multiple domains.
John Rasborsek Support Services Engineer, Illawma Region, CityRail James Fuller CTC Engineer, North Region, Freight Rail Peter McGregor Safeworliing Systems Engineer, Signals Standards Greg Hockings Electronic Systems Engineer, Signals Standards Paul Szacsvay MIRSE Engineer for Technical Standards, Signals Standards
LAURENT SAMUEL HEAD OF THE HONG KONG BRANCH THALES INFORMATION SYSTEMS Technology has progressed to the point where train control functions can now be costeffectively integrated into an architecture that improves the delivery of both operational and engineering services. The purpose of this paper is to inform the audience of the latest developments in integrated supervisory control systems for metropolitan railway networks. It addresses the main differences between the traditional organisation of a metropolitan Train Control Center and the integrated concept. The benefits to the operator, passengers, engineering and external agencies are also dealt with. The major advantages of the integrated approach are: increased efficiency in safety and disaster recovery management through a closely co-ordinated response with all relevant information available to all agencies involved. enhanced passenger information and services through the integration of functions savings in cost for the owner through reduced maintenance support and operational resources improved visibility of operational performance of the network The technology described here is in operational service in various metros around the world. The latest networks to adopt the Thales integrated approach are the Singapore North East Line and Marina Line. Both of these lines are fully integrated systems that demand the highest levels of integrity and safety.
John Ursich Control and Communications Systems Manager, Westrail Westrail has embarked on a signalling and communications modernisation program for its key Freight Services network mainline routes. The first stage of this program recently resulted in a contract being awarded for the design, supply and installation of Processor Based Interlocking and a new train control system. This paper discusses Westrail's vision, issues and decisions leading up to the building block approach for the project and why the PBI application was considered to be the best "fit for purpose" safety case outcome in search of the final signalling system technology. The adaptability of PBI for in-cab or trackside signal technology options is discussed and how this will assist Westrail in its quest to find the ultimate choice of signalling system solution for the final stage of the modernisation program to replace signals, track circuits and related equipment.
Bernhard Stamm Senior Sales Engineer Siemens The ETCS standard was first developed by the UIC (Union Internationale des Chemins de Fer), then by the EEIG (European Economic Interest Group, an organisation representing Europe's major railways) and finally by UNISIG (Europe's leading signalling suppliers). Due to the complex nature of the ETCS system the process to develop the full standard took quite some time and evolved through a number of releases of the ETCS System Requirement Specification (SRS). The current release (SRS 2.3.0) is the first one that is being used on major cross-border projects, especially on the European rail corridors which are being promoted and partly funded by the European Community. A number of issues were discovered when planning these projects, so that workarounds had to be defined to solve them. New functional requirements were also developed in parallel to make ETCS even more flexible and complete. Both issues will be resolved in the next major release of the System Requirement Specification (SRS 3.0.0), together with the related documents, which will then form the first truly complete and consistent package. This paper briefly describes the process applied to develop the next system version and then discusses some of the major functions that will be included in it, according to today's planning.
Peter Pudney PhD (Mathematics) University of South Australia Phil Howlett PhD (Mathematics) University of South Australia In 1982, researchers at the University of South Australia embarked on a project to develop an in-cab system to provide driving advice that would help suburban railcar drivers improve timekeeping and reduce energy use. By 2000, we had developed specialised journey optimisation software that could quickly calculate an optimal driving strategy over hundreds of kilometres with any combination of gradients, curves and speed limits. For the next ten years we worked with TTG Transportation Technology to develop the prototype software into a commercial product, and to demonstrate significant energy savings on trains. The system, called Energymiser, is currently being installed on freight trains in Australia and on high-speed passenger trains in the UK. Meanwhile, we are continuing to enhance the system, to make it easier to adopt, to evaluate, and to integrate with other systems.
Koss Lcishnian. Project Manager Wcstingliousc Signals Australia The purpose of this paper is to describe the Tasikmalaya-Banjar-Kroya resignalling project, one of two similar projects being undertaken by Westinghouse Brake and Signal Co. (Australia) Ltd. in Central Java. This paper will focus on the differences between the two projects and some of the challenges of working in Indonesia. Most of the systems being provided to PERUMKA have previously been described by Owen Clenick from Westinghouse Brake and Signal Co. (Australia) Ltd. in an IRSE paper titled the Cirebon - Kroya - Yogyakarta Resignalling Project (dated July, 1997). Another paper relating to the same projects has been presented by Mal Lauder and deals specifically with the CTC systems (also dated July, 1977)
Paul Szacsvay B.E. (Elec) M. Admin. MIRSE MIE(Aust) Rail Infrastructure Corporation of NSW Monitoring and logging the performance of critical systems is a practice which is well known in the airline industry, and has long been commonplace in locomotives in the rail industry. In the past two decades advances in digital technology has made the technology cost effective for adoption in other industries, railway signalling among them. From its conception in 1988, the Rail Infrastructure Corporation has developed its 'Cerberus' level crossing monitoring and test system into a mature, safety-validated and fully featured monitoring system for level crossing protection equipment, complete with real-time reporting of fault conditions and facilities to complete the daily crossing test traditionally carried out in New South Wales by individual contractors. While based is based on a standard RIC data acquisition module, the monitor incorporates novel purpose-designed interface hardware and software.
Matthew Barber Lead Systems Engineer BE (Hons), BSci Siemens Ltd. Increasing operational demands for higher performance and technological improvements have led to the development of increasingly complex metro rail solutions. The complexity and the challenge of implementing such solutions require significant attention to the methodologies applied to the development of these complex solutions. This is essential to ensure that the desired function and performance requirements are delivered. In Australia, railways have developed with special needs not necessarily aligned with their European counterparts. The geographic imperative of European railways has led to increased co-operation in the development of railway technologies and a resulting level of standardisation across solution deployments. This standardisation leads to cost-savings for European rail operators through reduced development and schedule risk, increased competition from suppliers and improved return on investment for railways investing in capability enhancements. Australian railway operators are able to see similar positive impacts by adopting technologies developed for their European counterparts and modifying them for the local Australian needs. Through the application of formal system engineering processes "commercial off the shelf" products can be tailored and deployed as Australian metro rail solutions. This provides the mixture of the benefits of reduced development risk, whilst aligning Australian metro rail solutions with the capability development framework employed in Europe. In turn, this positions Australian metro rail solutions for further cost effective capability enhancements into the future.
Xavier CHAMPAUD CCL Signalling Project Manager Alstom From an ambition to permanently improve the public transport system in Singapore to the implementation of what consists the longest automatic metro line in the world, a new interesting and challenging industrial story is being written. Are presented in the following the different aspect of this adventure. • The key factor taken into account to prepare the future• The basis of the industrial arrangement with ALSTOM• The scope of the contract allocated and its inheritance from previous contract such as North East Line• Alstom an integrator able to delivered turnkey integrated solutions• Track installation : the challenge• A CBTC solution• High tech and custom tailored train