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MTR Corporation is committed to maintaining  Safety-First  Culture which has been stated in the safety policy. Safety culture influences the attitudes and behaviours of our staff. It is essential to forge a culture that all parties proactively manage risks and take care of each other. Staff should be actively engaged to ensure better understanding and adherence to the safety rules and effective implementation of the safety management system. A good Just Culture plays an important role. This paper describes the journey and key steps that MTR has undertaken to reinforce the Just Culture and how the improvement in the safety performance been achieved.

Senior management has committed to adopt the principles of Just Culture, i.e. the concept related to systems thinking by focusing if there is any organizational culture problem. Managers and supervisors on one hand must enforce compliance with safety rules and procedures, take appropriate disciplinary actions for intentional and reckless violations and unsafe acts. At the same time, they provide coaching and adopt human factors approach to identify contributory factors to human factors incidents and prevent recurrence.

Furthermore, tools, including assessment form and communication packs, have been developed to facilitate the ongoing implementation and communication. To further reinforce the staffÕs awareness and understanding of the importance of Just Culture and their roles to play, a communication plan has been developed, which include mass communication by line management in 2023. Regular lessons learnt sharing on acceptable and unacceptable behaviours has been put in place. Just Culture shall be supported by good Reporting Culture in order to create an open environment where staff can freely report safety concerns without fear of blame and punishment. The essential attitudes of  Don’t Walk By and Speak UpÓ have been promoted and various reporting channels have been established, including the reporting tools via e-platform etc. to encourage staff to report any anomaly, hazard, near miss, fault, etc. Through proactive reporting and prompt follow-up, those safety concerns and/or errors will not be escalated into accidents/incidents.

Common shaping factors from accidents/ incidents are also analyzed. Through the application of appropriate technology and enhancement of the system intelligent, an even safer railway can be brought for our passengers, colleagues and stakeholders.

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South Africa has a dire shortage of critical skills. The rail industry relies heavily on artisans to keep wheels on the tracks, and as a growing player in the African rail market, Traxtion’s challenge was not only training highly skilled staff for its own operations, but also playing a major part in skills development.

The issues underpinning Traxtion’s commitment to skills development include a shortage of skilled artisans in the rail industry; a lack of fulfilment and career growth in the company; its cross-border activities have shown a need for supplemental training; people who are differently abled are often unskilled and not given opportunities and a lack of gender and race representation.

Traxtion looked at where and how it could assist both the industry and the company to improve skills and provide quality training. The foundation of this was investing first into internal training.

In 2022, Traxtion funded a range of study disciplines, including Incoterms, Business Management, Logistics and Supply Chain Management and Total Quality Management using external training providers. In the past five years, 55 internal staff bursaries have been allocated and 22 internal promotions were awarded.

Traxtion also looked at its contribution towards addressing the supply of scarce skills in the rail sub-sector, more especially when looking at the transport sector’s employment profile (predominantly 35-to-55-year-olds). The company is keenly aware of the dire consequences of not being able to retain or transfer knowledge and expertise in the rail industry.

A R100 million investment into Phase 1 of Traxtion’s Rail Services Hub in Rosslyn, Pretoria enabled the expansion of the Rail School which is accredited by the Transport Education Training Authority (TETA) and the Quality Council for Trade and Occupations (QCTO). The training facility allows Traxtion to develop and train the next generation of rail industry workers. The facility also meets the requirements set out by the QCTO as a Trade Test Centre (TTC) for Diesel-Electric Fitters. More than 700 drivers and 75 red seal technicians have been trained, there is a training footprint in eight African countries, and the first female artisan qualified in 2023. Traxtion has also been offering disability learnerships (with a third-party provider) over the past three years.

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In the densely populated city of Hong Kong, the demand for railway service is immense. The city’s heartbeat is driven by the trains that tirelessly run for over 19 hours each day, leaving a mere gap of 3 to 4 hours for maintenance and repair works. Given such limited maintenance window, the MTR Corporation continuously look for ways to accomplish more inspection tasks with the same resources. An innovative solution was proposed to leverage our current fleet of locomotives for tunnel inspections while they are conducting other maintenance activities. This is achieved by fitting these locomotives with high-speed cameras designed for low light applications. As the locomotives are dispatched on their service runs, the image capturing process is automatically initiated, thus turning each journey into an inspection opportunity. Upon completion of duty, the locomotives would return to the shed where the captured images are downloaded onto a backend AI server. This server then applies the AI algorithm for tunnel equipment detection and compare with recent batch of images from the last inspection to identify if there are any abnormalities (e.g. dislocation, disappeared equipment). On the user side, the system requires minimal human intervention and will automatically generate inspection report and abnormalities alerts to the maintenance team. This approach offers multiple benefits. First, the need for extra maintenance staff, additional locomotives, and extended maintenance hours for those inspection can be saved for other activities. Second, the system can pick up early dislocation symptoms and alert maintenance staff to take corrective action before the equipment becomes fully disengaged and intrudes into the running track area, hence protecting passenger safety. Third, every time the locomotives are dispatched for service, automatic inspections are carried out, thus enabling frequent and efficient examinations.

This innovative method allows us to utilize our maintenance resources more efficiently for enhancing railway safety. By detecting and rectifying potential problems early, we ensure that the railway service continues to run smoothly to meet the city’s great demand while ensuring the safety of our passengers.

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The Gautrain is undoubtedly a unique rail system, not only because it was the first of its kind on the African continent but due to its various design complexities including the geological conditions it was built on. One of these complex and sensitive areas is the 15km Gautrain Tunnel that traverses from the Marlboro Station Portal via Sandton and Rosebank Stations to Park Station in central Johannesburg. The construction of the Gautrain tunnel was a significant engineering endeavour, involving highly specialised construction techniques. The Gautrain tunnel did not only have to meet meticulous engineering design standards but it also needed to prove that it met the requirements for System Safety Certification.

The tunnel design is based on the European Technical Standard for Interoperability (TSI) for Safety in Railway Tunnels (SRT) premised on a philosophy of ensuring the protection of passengers and employees, and the preservation of assets in the event of an emergency. The tunnel consists of seven emergency shafts with refuge shelters aimed at ensuring access to the tunnel by emergency services (EMS) personnel and to provide a place of safety for passengers and employees whilst emergency response measures ensue. Furthermore emergency shafts incorporate vertically mounted cat ladders and fireman’s lifts intended for getting emergency services and their equipment from ground level to the refuge shelters as well as to evacuate injured people who require immediate medical attention.

Central to the design of the tunnel are the associated safety systems, equipment and communication tools that enable preventative, mitigating and response measures. The Station and Tunnel Management System (STMS) is responsible for the monitoring and control of various subsystems, such as the ventilation, fire detection and protection systems, heating ventilation and air conditioning as well as the Tunnel Ventilation System (TVS). The TVS is equipped with jet fans whose function in the event of a fire is to force the smoke generated by a fire away from the direction in which passengers and staff must move in order to make their way to a place of safety. The tunnel consists of full height 4-hour fire walls equipped with emergency lighting and a fire main that supplies several fire hydrants along the length of the tunnel. During an evacuation it is important that evacuators are able to disembark the train and arrive safely at the refuge shelters therefore the tunnel is built with walkways mounted with handrails. The height of the walkways above track level allows passengers and train crew to step directly from the train doorways onto the walkway without the need to use emergency ladders. The walkways are also fitted with emergency signage and lighting which indicate the distance to the nearest point of safety and allows for visibility and illumination.

Whilst the tunnel has been equipped with some of the best safety and emergency response systems, systems do not operate on their own. Therefore, safety and emergency management is a multifaceted approach including people, processes, procedures and risk management. Critical to the Gautrain achieving a low safety incident rate are the employees who undergo vigorous safety and competency training, continuous hazard identification and risk assessments, safety management systems and procedures, inspections and maintenance, monitoring and reporting.

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In South Africa uncertainties seem vast for the rail industry, however, the Railway Safety Regulator (RSR) together with the Operators and other higher-education institutions are making efforts to preserve the rail industry as well as to improve it. As part of the RSR’s mandate to oversee safety in the rail industry, Technical Awareness Workshops are conducted as a training and awareness strategy to disseminate information regarding the regulatory knowledge and tools. This is a form of training and awareness given to the industry and internally to refresh existing knowledge and to provide additional information where applicable.

The RSR has re-modeled the Technical Awareness Workshops, which previously was provided to the Operators, but without a measure of how much of the content was understood by the Operators. The adaptation included a Software application that was utilised pre, during, and post the Technical Awareness Workshop conducted.

From the re-modeled Technical Awareness Workshops, this study has sampled the Safety Permit Conformity Assessment Methodology (SPCAM) and Human Factors Management (HFM) Technical awareness workshops that were conducted virtually.

The Operators during the Technical Awareness Workshop were given the opportunity to provide immediate feedback on questions that were asked using the Software application on SPCAM and HFM concepts, which can have a direct implication to safety culture practices; depending on how Operators also view and implement safety culture. This paper therefore provides insights on the adaption of the Technical Awareness Workshops as well as the responses provided by the Operators through the Software application; it also provides insights on the benefits of the adaptation in relation to RSRs’ ability to track the disseminated information and the trends thereof. Lastly, it evaluates the extent to which SPCAM and HFM are embedded into the Operators’ system and improvements that can be made, where applicable.

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Presentation

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The periodic examination of wooden sleepers in railway tracks is examined with the help of human intervention. Using instance segmentation, the wooden texture on sleepers of railway tracks is detected, labelled, and masks are created for each class object. Segmentation is a combination of object detection, classification, and object localization. Mask R-CNN architecture is used to extract wooden sleeper regions from railway track images. The Mask R-CNN architecture is state of art in bounding box detection, keypoint detection and segmentation. Custom datasets are used for training the Mask R-CNN model. The custom dataset is prepared from drone, pre-processed and labelled using Make Sense AI tool. Then the model is evaluated based on IoU (intersection over union) of COCO dataset format.

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Railway provides a safe and comfortable way of transportation for the passengers. The reason for railway accidents can vary which includes human error, mechanical failures such as track misalignment, crack, broken rails, insufficient ballast, defective fasteners, wear and tear, natural disasters, and even acts of sabotage. Therefore, track inspection is significant to ensure the safety and efficiency of railway transportation. It helps to prevent accidents, reduces maintenance costs, ensures regulatory compliance, and enhances the reputation of railway companies. Joint bars are important component serving a crucial role in connecting two sections of rail in a railway track, maintaining the overall continuity and stability of the track system, providing stability, durability, safety and maintenance in tracks. Joint bars are vulnerable to various factors that can compromise its structural integrity thereby increase the risk of rail accidents. A deep learning approach is proposed for identifying the cracks in the joint bar from the images captured by drone footage. The proposed model utilizes five pre-trained models: VGG16 (Visual Geometry Group 16), VGG19 (Visual Geometry Group 19), Inception-V3 (Inception Version 3), DenseNet121 (Densely Connected Convolutional Network-121), and ResNet-50 (Residual Network-50). Additionally, OpenCV (Open Source Computer Vision) is employed to detect and identify cracks. By conducting a comprehensive comparison with other models, it becomes evident that VGG-19 has attained remarkably high accuracy of 90.83, thus highlighting its effectiveness and superiority.

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The ever-changing demands for secure railway systems necessitate significant developments in technology within and surrounding railway operations across the globe. The most fundamental and significant component of the railway signalling system is the interlocking system. It ensures the safety of train movement. The railway signalling system has evolved through three stages: mechanical interlocking system, relay interlocking system, and computer-based interlocking system. This study presents the evolution of interlocking system and examines the future development direction of railway interlocking system based on a review of the history of railway signal development. Despite its rapid evolution, the new computer-based interlocking systems are designed and developed in line with European Committee for Electrotechnical Standardization (CENELEC) standards that meet Safety Integrity Level (SIL).

Both freight and commuter train operations require similar highly safe and always available signaling systems to control and prevent tragic events. Railways, like the mining business, prioritize safety because one incident is one too many. As a result, higher availability is continually necessary for signalling systems to operate effectively, suggesting that external environmental conditions must be consistent, and a lack of physical security may impede system performance due to theft and vandalism. Power supplies, severe weather conditions, resilient communications systems, strengthened data center facilities, and cyber-security systems are among the crucial enabling systems and critical environmental conditions.

This paper examines the level to which South African railway operators have installed and are using modernized safe computer-based interlockings, as well as whether these systems provide some aspects of safety performance in the form of fallback functionality. This paper will provide global comparison of asset life cycle management of computer-based interlocking systems. Furthermore, the influence of using a computer-based signalling system that uses cloud-based architectural technology on safety performance and physical security needs is assessed in this paper. It is critical for South African railway operators to embrace hybrid innovation technologies to ensure dependability and high availability in signalling solutions for future usage in both freight and passenger rail.

The design, development, testing and implementation of computer-based interlocking systems follows the V-model of systems engineering’s stringent systems engineering procedures of verification and validation. Integrated processes of system design, technical management, and product realization guarantee that all phases completely meet the requirements. Ultimately, cloud-based interlocking solutions are desperately needed to reduce installation costs while safeguarding assets from theft and damage.

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Railway network has been regarded as one of the modes of transport amongst others to transport masses of people from their communities to areas of work opportunities. In South Africa it is regarded as the affordable mode of transport since it is subsidized by the government. The South African railway network is mostly operated by Transnet (Freight) as well as by PRASA which is for passenger trains. The rail network is generally operated at 750 VDC, 1 500 VDC, 3 000 VDC, 25 kV AC and 50 kV AC voltage levels
as well as with diesel in certain instances. The South African passenger rail network is operated at 3 kV DC voltage.

The railway network is one of the bulk energy users due to the high passenger capacity/demand which also determines the train frequency. Eskom is the South African grid and has been struggling to keep up with the energy demand and this has resulted to loadshedding measures being implemented which have affected a lot of energy users including railway signaling power supply.

Electricity has been increasing drastically from the utility and the energy users are paying these high tariffs which have been exponentially increasing from 2002 to date. The traction power supply is dedicated and exempted from loadshedding but the train stations and signaling power supplies are heavily affected by loadshedding. Due to the high cost of electricity and this constant loadshedding, bulk energy users are forced to come up with ways of minimizing energy cost and energy management efficiency solutions. PRASA has introduced new trains that are capable of regenerating energy for use by other accelerating trains in the same power supply region.

This paper is discussing different ways of energy management solutions in traction electricity network through load shifting, time shifting, regenerative braking as well as energy storage for later use. The excess energy is transferred to 11 kV AC and 33 kV AC for use in other sections or corridors. The results are based on simulations as well as measurements to achieve 30% energy reduction. Load is shifted from expensive substations to low-cost substations. Drivers are trained to drive efficiently using speed profiles through acceleration, cruising, coasting and regenerative braking to save energy.