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Thomas McPeake  MIET  AMIRSE

Arcadis

Axle counter technology is a proven, reliable method of track vacancy detection suited for a variety of installations. But despite the many advantages this technology can offer it has not rivalled conventional track circuits as a form of track vacancy detection within single line sections in Australia. This perhaps can be attributed to a number of inherent issues that impeded the effectiveness of axle counters system when configured to transmit data over long distances. However, in recent years there have been a number of advancements in both axle counter and telecommunications technology which have overcome some of these inherent issues. This paper investigates whether axle counter technology is now a smarter solution for single line sections, or if conventional track circuits still provide the best solution.

Anjum Naweed BSc (Hons), MSc, PhD, CPE

Central Queensland University

Jeanette Aitken BE (Hons), MEngSc, Dip VET, MIEEE, AMIRSE

Competency Australia

Trains are the fastest and heaviest of land vehicles and the intent of railway systems design is to transport them safely and efficiently from one location to another. Track workers and maintainers are the unsung heroes of rail safety but are often placed in dynamic and hazardous situations, rendering them vulnerable to the very things they work to protect. The dramatic irony inherent in their work is addressed by the “Lookout working’ concept of safeworking where a range of technologies are used to assist in the provision of acceptable margins of personal safety from approaching trains.

This technical paper aims to conceptualise the degrees of control and types of technologies used to protect the safety of track workers and maintain the security of their work sites. Presented from a human factors perspective using a systems thinking approach, the paper articulates key lessons that can be drawn from previous accidents and “near-misses” associated with failures in track worker protection, which have been investigated in the context of railways in the UK and Australasia. The objective of the paper is to evaluate the viability of utilising smarter technologies to achieve improvements in maintenance track worker safety within the Australian railway environment.

Peter Burns MBA, BAppSci (Elect), MIRSE, CPEng, MIEAust

PYB Consulting

This paper on Movement Authorities is one of a series on the various elements of the Generic Systems Framework (see figure 1). The issuing of Movement Authorities is distinguished from the setting of a route and the general pre-conditions for the issuing of a Movement Authority stated.

Movement Authorities are shown to be found in all safeworking systems and having characteristics which are common to all of them. The process for issuing a Movement Authority may be characterised as the formation of a contract between the train and the interlocking.

Looking at fixed signal systems, the signal is found to fill three distinct functions, one of which is the communicating of movement authorities.

Turning to ERTMS and CBTC systems, it is shown that their central functionality is of a nature that does not require treatment as a movement authority. Benefits can be obtained by recognising the different natures of the three distinct
functions which are replaced when ERTMS and CBTC systems requirements around those distinct functions appropriately.

John Aitken BE SMIEEE MIRSE

Aitken & Partners

Simplifying assumptions are a key to understanding many problems and can be very helpful. Thin, inextensible strings and ideal capacitors make for simple analysis but neither is available for purchase, so their practical usefulness is limited.
Sometimes, simplifying assumptions conceal an underlying problem or distort our understanding. This tutorial paper discusses some situations where assumptions may lead to undesirable outcomes and provides some gentle reminders to exercise caution and be thorough in design, implementation and testing.

Bruno Lambla

Product Manager, TTG Transportation Technology, Australia

This paper first focuses on DAS technology insertion into the reality of the legacy of complex railway assets and provides one of TTG’s return on experience on DAS deployment.

In a second stage, we focus on steps for integration of DAS with other railway signalling systems. Integration is inevitable and will add value and capability to the DAS offer. Dynamic optimisation of standalone DAS can deliver energy savings of around 5 to 18% to train operating companies. Integration with traffic management systems (Connected DAS) will allow DAS to dynamically take into account other trains’ trajectory. This will allow to optimise the network capacity.

DAS remains a SIL 0 (SIL 1 in the case of C-DAS) system but can operate with Safety Systems such as ETCS. Integration with ETCS will require ETCS display to be modified so that the DAS graphical interface can be represented on the ETCS screen. This integration to a single visual display will ensure the driver can’t get any conflicting advice between DAS and ETCS. The conflicts will be managed through ETCS accepting or ignoring advice coming from DAS.
Integration has started and will continue so that information can be shared improving situation awareness. The value of the DAS advice will be increased. This integration will be made possible by deployment of traffic management systems, new telecommunications allowing constant and secure information flow, ETCS implementation.

Brenton Atchison PhD, BSc, RENG
Michael Bruce BSc Eng, MIRSE

Siemens Ltd. Mobility Division, Australia

This paper describes the experience of implementing the European Train Control System (ETCS) Level One on the Adelaide Metropolitan Passenger Rail Network (AMPRN). The ETCS implementation was part of the broader signalling and communications contract associated with network rail electrification program.

The project commenced in October 2012 and an independently assessed safety case for ETCS was completed September 2015 with first passenger service in November 2016. It is the first operational ETCS system deployed in Australia.

This paper discusses the challenges associated with ETCS trackside engineering and implementation. It describes the key choices in operating principles, contrasts trackside application for the re-signalled and overlay lines, describes rolling stock installation considerations, and system integration methodology.

Paul Gray B.Eng., M.Eng., Ph.D. Cohda Wireless
Paul Alexander B.Eng., M.Eng., PhD. Cohda Wireless

In 2010 Cohda Wireless conducted a feasibility study for the use of Dedicated Short Range Communications (DSRC) for improving rail level crossing safety.

DSRC is the globally coordinated standard for Cooperative Intelligent Transportation Systems (ITS). It combines GPS and wireless communication in dedicated spectrum at 5.9GHz. Safety-of-life applications, such as cooperative collision avoidance are the key feature of DSRC, and the 5.9GHz spectrum includes a communications channel dedicated to cooperative safety applications.

Vehicles use DSRC to share information by continually broadcasting their location, speed, direction, vehicle type and size, and additional status information. The DSRC system also includes a processor that uses local position information, and information received from other vehicles, to accurately detect potential collisions and activate driver warnings. DSRC Roadside Equipment (RSE) allows communications between vehicles and infrastructure, such as railway warning systems.

Dr Corinne Braban, IRSE Associate Member and Dr Gérard Yelloz, FIRSE

Siemens Transportation Systems, France

In the past few years, on a worldwide basis, the subject of resignalling of existing networks has emerged. The reasons are various, such as how to deal with technology obsolescence, transport capacity upgrades, and with overall service quality improvements due to modern operation practices. Simultaneously, there was the additional issue of getting suppliers to commit to long-term after-sales services and procurement in a rapidly changing technological world. This last point has made railway transport companies realise the need to push for multi vendors’ policy or for interoperable systems solution.

This paper will present the various issues surrounding the need of resignalling and interoperability. The different methods of implementation strategy (Hong Kong, Paris, New York, etc) will be presented too, as well as the actual status of their progress.

In order to cover the above issues, in the medium term, a program called UGTMS – Urban Guided Transport Management System - and followed by MODURBAN – Modular Urban Guided Rail System - was launched, thanks to the European Rail Community. Various mass transit corporations, suppliers, universities and research centres are members of this program. The objective is to define and specify standards and agreed on specifications, in particular, common architecture specification including interfaces between interchangeable equipment. The content and status of this project will be presented.