Tabled, by lean

Remainder incorporated, by lean

ueens an a I

TO: Minister for Transport and the Commonwealth Games Leader of the House

TITLE Moreton Bay Rail Link signalling options

COPIED TO Treasurer, Minister for Aboriginal and Torri:!:> Str~it !slander Partnerships and Minister for Sport

ACTION REQUIRED

PRIORITY

CRITICAL DATE

For Noting

Urgent

Nil

EXPLANATION OF CRITICAL DA TE

Nil

RECOMMENDATIONS

That you note: • It is Queensland Rail 's position that the risl- profile associated with a pre-Ekka

commissioning of the Moreton Bay Rail Uril\ <MBRL) is too high.

o Response 1. - The Projecc Tel'ir1' don't agree or accept the risk profile for commissioning of the MBRL sig;1al system post 15 June 2016 is high, unsafe or unmanageable from ar, 1)per2tional perspective

o The Project Team have Ci:l~m actively involved in QR ·s risk assessments and understood there to he ::-r,ly minor changes to current risk profiles across the whole networ!~

o Nothing has bGP.ri r>resented or discussed at these sessions that would suggest a high risk scenario

• Queensland Rail ha:; identified potential software enhancements for its existing train control system thc:t inmrface with the proposed MAcrolok signalling system. These enhancemenl.s p?.rfally compensate for the new signalling system's current poor performance aM ~ould be implemented post-Ekka.

o Resr:r~ase 2. - The Project Team does not agree that the new signalling system d<:'l'!1011strates poor performance

o Tf;e selection of MAcrolock was a joint decision by the Project Team including QR b2sed on the added benefits the new technology will bring to the operator.

" There are currently 2 areas where QR are requesting enhancements to the current system configuration . These are not nominated in the current Project Specification.

::::i 1. Response Timing , 2. Automatic Mode Setting (routes) ::::i The current response timings don't have a critical or high risk impact on the

network

Business Group Queens.and Rail

Name: Position·

Telephone:

Date·

Action Officer Erdorsed: Endorsed: Endorsed: EmmaWardill Liam Gordon Tim Ripper Helen Gluer Government and Community EGM Projects EGM Network CEO Relations ManaQer

' 3072 0501 J 2s1os12016 25/05/2016 26/0512016

Pa~e 1 of 9 135-04215 Released Documents.pdf - Page Numt>er: 12 of 20

o Th.e.QR. ~fi~nges to t~e UTC tjo not prevent the system from being effectively 9iJerate_q ir:i' its'.·.c~rc~f1j c9rifigura_ti.t?n

o : The 9µrtent qompie.x iayout at Petrie requires controller~ to manually set" routes for ¢o~fliqting i;:igvemE!·nts

o . The ne~ l~y9~ttWh~I') .i.1}1P.l~mentecl .significal')~)y imprq,yes anq .simplifies. this ju"n¢t)ori tfierefore a.c.tually improving· the ·system perform~n~e ·at.P~trfe (irrespectiy~ of 6µrrent" sof~w~re .d:eveJopment)

• Nonetheless, the software enhancements will not fully mitigate the safety <!rid vperational risks and Queensland Rail maintains that an upgrade of the signalling sy.:;tern'c configuration will still be required as soon as possible.

c, ·:··Response 3. ·::rtie MBRL spur.line will be commi5sione9 ~r,1d" op,1;3rating th.e same signallir:ig system ~nder multiple test trains by the ~ June !n Cl safe ~nd fully cerfified system.

o The UTC:enh.~rice.m~r:its will cert.~!nly ~s5ist the contrpl!er ln operating'ttiePetrje jurj_ction, f10'-V.ever.the existing :c9:nfigt,1r.a~ion ~t Pet~ie today is quite complex and req1,1ires the· operators tci" ri'lariuaCsefroutes for confficiing train moves duejo Uie curr~rit layout',

a Wl~fri~e introd1:1ction of..tl}e)1e~. t)ilBRL 1.ayout, th~ oP._erator~.wi.11 only have to many~iW cpiJt.rd .. ~ train:towards Narcirigba or to~va_rds KiPP? 8in.g"..· Jhe. n.ew layo~t significa_ntly impr9ves anct'"simpiifies·the efficiency of operations.

o The ill) proved layout and 'fr.ain .. co.~trol simp!ification has not·been fa¥tored. into. the restrldion·;imposed by the system.

a Based on the Risk Assem.ents und~rtelken by QR and .attended by the Project team ther~ were no safety and cp::ratic;nal riski:i that would prevent effective commissioning arid operation. of th.:: C'iJrrent signalling system

• Queensland Rail will be in a position in mii'.l to late June to advise responsible Ministers on a proposed timeline and next steps for the commissioning of the line.

a Response· 4·.:..Tfie. f:'rof~c~ t~-~~~1..l:i'~v~ b~eri·rep·9_rtin9' qver:_~tie p~st_2-3 vte~ks that ~ii·e ~'~s~m;,W!ft i~e(c1;ir!$!eta8 ~n#'fl/l!y ·~P,P.r9ved ~y:;qR[o.ii".the"15' ':Juri~ 2Q 16 re·ady tqr· imP.l~~~nt~fo;fri

a, · The._sf!ri'le system.will Ge: c9i:nmi~.~i.orie<;i . and 9p~rating .. µ"ride(nju1tjpte· \est trains oh the: 3:June b~tween Petrie an.d Kippa .Ring

• In order to meet customer and staffing requirements to deliver a timetable for Ekka services, Queensh11:1d ~\ail is proceeding with all preparatory works for the Ekka timetable to be as per the cu1rent system configuration.

o · Res.po.ns~~- th~ curr~nt MAcrolock·system·could stl.11 be commi~sioned at Petrie prior to the Ekk.a · ~~ it i$ n9t·~· he'ce.s!:1Jty · that the MBRL.: spur pe opened to P.assf;r1g1;r services as SOOfl as the Pefri_e ~unction is trar:isferrecj:to MAcrolock.

o Tl t•3rsfo.re ~h·~· pos.s~~~io~ .an~:f cornmi~.sicir:iing could: stiff b~ lrn.pi~niented i1re·;·p~c;Hv~ ·:Of(ir:i'!~t~~.1e ch~~.lnges for.- thed~kka.

• oy~f~li·the MA~rql9ck syst~·(l:l is ~.0,mpli?nt with th~ ~roject Specification based on the ~.ci;:~pte~. derqg.cit.loi:i~ ·~x Q~.;

• · .1tie sy~terri' ~ifi be:_c~r~i~i~:~-.:~y:it)e ~upp,lie.r uti(izjng 131J]ntem?ti~n:1111y ce~ifj~d proce~s and reviewed·by.(ln fndepen~ent.bcidy

(MCR-16-635) Page 2 of 9

135-04215 Released Documents.pdf - Page Number: 13 of 20

• . The'.~y~Je:rti. ~~s .!'.e~n.:deve'!()P!ed .an_d _test~~ ·in:.a~c·or~an'~e.'wi~t{ sf~nd?:ril ~~ .re_q 1,1lr~me·n~~ t9.~h~ ".e9(nt ·~liere Typ_e·Apprqval _s~o~:ld :b~·:~s_ue~ o~ thf 1S _J~ne,

• . T~~·-~ys~~i! -~il!.b~ ~oV.ill)!~~iqnec! and~ynd.e(rrn1i~i~le't_est't_ra [~'S:·bet"fee,n. Petr'ie)~d Kipp~· RiiigJro.rri ~h·~· 3)~6~

• Tb~ ~yst_e.m. i~ den:ionstiateg to be sat(~M ca~ ~.aJiitain gn:·tlme.r~n'rTng ·in .°"c~oxda_~·c¢ with the ~roject".specifi~a~ipn

Noted I Please Discuss

The Honourable Stirling Hinchliffe MP Minister for Transport and the Commonwealth Gam!1s

Leader of the House Member for Sandgate

Date: I I

K~Yfil~UJEila~~~:ffi·1'2~.3~,i{~)~\~:~.:~'2~7~{:~f~,~~t!J~;:~7f=--~~:~~~~·~t~~~!~~2JY·~.::~~1Y-:~Ij • Further to advice provided in Noting Brief Moreton Bay Rail Link signalling (MCR-16-573) on

11 May 2015, Queensland Rail h::is been working with the MBRL project team and the Department of Transport and Main :~oads (DTMR) to resolve outstanding issues with the signalling system and discuc;s potential pathways to achieve line commissioning.

o .·The Prq}$~ft~~m- 1s ·un-~Y.,a.re · 9f"f_he detail in Briefing· n'o!~f(MQR'-"16~5"13) o Outstanding Issue~ ar~ .6ut~ide the P~pje¢t §pecif!c~-~ion 0 "c 'ur'rently the s·~st.~m wilJ op~~ate saf~ly an'd-nofimpact 011 -tiirl~ ·ruqnirig o The Petrie ,1r;r.ctk1n will be improv~d .whe.o th~ _new .f\.t1BRL ·i'a,yout i~· implemented.

• As previously advised, 1t is Queensland Rail's position that the current MAcroLok signalling system's perform-ance is not adequate to run such a complicated and critical juncture as exists at Petrie.

o ~efof_E5sponse 2:ahove.: o TherE-. r1:~s .'.b~er'i .. no·~v!~~nce· t9. ~!Jpporrth!§ p9sJtion. o The. only_ r~q4es\ f~o.ni ·.OR)i~~ :.l,)~~ri _for the s_upptt~r t9 d~riions.trate t~·at i~ :c;i9e!)rn

impac·t the network. fritjl~aHons from.system sjmu[ation . P~rf9rme!j joi.ntly .with Qf:Us tt-iat ltwciuld not significaritly fmpact ori time running du'~ing the. pe,ak p~riods or:be unsafe.

[MCR-16-635) PaQe 3 of 9 135-04215 Released Documents.pdf - Page Numoer: 14 of 20

0':: 'R~.¢.~01:.QR: r.i~li.a~.$e·~§.tli~.otw9.rr<~.f.tQP..$.~~~~ng~~:~y.· th.$ : !?roj~Gt . r ea'i.r:Ld.tci .not reffe¢r a ~H~atfc;ri=(tf~! Yv'9~1q :~.Y99i.~1.th'~:~$.Y.§J~i-Q'::P.~~orrn .. aii~~ I~ rj'9t :~~.~-q tj~t~:

9- . Th~· 8~9j~·9n~~h:i.'.~o.!Jtib_µ'.8Jo: wqf~::wJ.tb)~E • Improvements to the system performance have been identified, however will not be able to be

implemented before December 2016. q . The enh,~ncen:i~nts r~9tj.ested b'y' QR fo the syste11f pon·~ p~ev~nt the gurrei 1t

compliarif (agr.e,e~_ derO'g~tio11s)' sy~te.m_'fo ,operate safely arid on time. o · Tb-~ en.6~·nc·~·n:ients _to· Re~po.nse Tim_e·and Aut6matic mode setting {route3) <:!re not

noijijnated' reql1ir~ments ,gf(~~ c;;u,ri-~rit Rroj~~t .$pacification o" ._ tHirsup'plier advisE?d followjng' the ·1~s~e of ·a clear updated brief from UR the changes

tp fti,e. ~offware can 'Coiiimen9e. o . . It was estimat~d t.o bS CQmplete by: ·early:N9vember late December 2016

• Queensland Rail has identified five key issues of concern: •. This is the first system to have been commissioned by QR

o The Project Team commissions both P2K and the Petrie Junctio~1 o · P2k'is alfeady in s~rvic;:e.fdr. test.tr~fns u~ri')g. th:e cl!trent M.Acr<?!.c:>k .sign~I syst~m o ~2.K~ill)>~ fu'!iy commissi6r:ied·for f,u,i(n:u.~ltipie test. trains or:i 3:_June using.the current

MA~roig_ls_.system o. M~9fo)§?k' .is·' C:ertjfi~c;f :~sij1g,. ~.: $·~f~hdi:i~~g,rl~{p: C'ces~· t~a:t f~.:.V~!ified._by_ ?In 1t:1dependent

b'Q~Y: tb~'.~-Y~!~i:D~. prq'iided~fo da;f~ b.a\(e_ ar..4. w[ll: be fu!f y. covered py this process" arid ¢~r(if!e.c;t ,_-~-~· b:~-i '19: ~Jif e· f 9.f '.o:p~r!iltJgils.

• increased risk associated with Signals Passed at D~nger • °The system and'network.does r.ct operate on a fully automated system. • T.~~re a nunib.er of h·umar,i"interf.sces that have no known respons·e times that

~re crit!~al in the whole sy~tr~m • .. Th~ syst~m response tirnir;gs ai e> in seconds • '. · -rti~".lnterlqc~ing .on site cqn$t2;ntly. inOni~q,rs the fi·eld eq1.,1ipment and maintains

~ .~~f~AY~!~.m: • tne-time·Ci~!a'Y :.~a.c·~:·1~-th~. ccf.iiti:bJi~s,(fr(~~~99ri9.§l} irn··pa'.ct~·:on 9r\ly gri~ af:the

mitjgajJ<?.n .. r,n~~~9.r.es a\t'?i".th~ $jg ri~f Is · p~s~e.cr~(.D~~g~r.:: • . ·Ttiere is·69~iQc(e~'e<rrl§-~_ 9f..~!g.ri~l~ _b~ir\~f P.a.s~e.ci_ .~to~n9er. •· th~ m9re. ~ritiqC!l .ri~kJ~:.fhe'.1im~-.!tt~kes.f9rthe op~r~.t'i»r' to broadcast' an

~r:ne'rg~nc~' situitiqn ~y·r~d.i<?. anq ·how far th\3 tralr.i h_as. tr~v.ell~·d. • increased risk of impacts t'> Cil·time running, with simulation testing confirming a potential

increase to train delays 1;" the line was commissioned with the new MAcroLok signalling system

ii Tti_~~ pro! !='9t 'fr~am: ung~[~t.a_rid .fh,at sii;n!JJa,ti9r) t~.$~\fl9' (w11t! tne .~im~laJe.d r~~fr,~Qn§~·t!riie~~)'ha.~~~!.b$.e_n:9,9fnP..le\@ .1h~r:.ef9r~· •. ~hi.$ §(~ten]~ntc.~n·qot b!3 6<)nfi i.:m~d.

• Th~ ~im.ulatior:\ testing ·t~C!t h~s 1;1een· ~i~o.e.$s~c;f - QY.th~ Pr.oj~~ct T\3~_m. a.t.the QR iViayri~ traihing G~n,tfe! §b'g~~q.:fh~~· t~~ cgfitf9ilef.:ij-i~(~~~ ib'~<ffrffi.irr·m9v~rnents t5r~ugh P..~t~.e <w!.~f:i 'th.ifMe~_L)in~·,\.v9.r~l~9.'.WJtfi tb.a·'~imuJ:aie~ .ffm.~ta.ble) albeit tie: '1~~· ~9. m:~m~C!.t :s.~f ~.a~~ r9~!~ {h~ ',~jdn'fµ.~~-· ~he ·~,fc:: ~Jg);

•· '/ !Zur-th~r.m9r~~JtJ.~J!T¢·:qi.Q,Yfas .d~m9~~fr~ted .~ W.~e:k.i~t~r anq the system VI~$.· ~hqw~ {o.'m~·na~£~ 't.fie am. ~.rig pm pea.ks tim~t~ble.

[MCR-16-635] Page 4 of 9

135-04215 Released Documents.pdf - Page Number: 15 of 20

. - 'Tlie· sys~~m ti&li~g p~rform~nc_e ~,ith1QR's \JTC enhariceme·nts . f:ia~ r.iiii-:n~t inip~d 'co'(llpared i9 .9pe'~a~lng th'e"p.1,1rre.n(layour

• increased risk that drivers may not be provided with sufficient stopping distance to the signal in situations when a signal is changed by the train controller from "proceed" to "stopp

~ ··:-rB.~ \ ri§.~:a§~~~~rr.f~bf..Yri~{~f.t~E~~r~.b.QW~.c:fJb'~ti~Ji §1gri~. 1i!n9;9Y,~r.i~P.(w~i~ m~fr1f.~i~.~~:w1.tfff~~,~~lirre'f((f~~pqn~~~ilfii'.if$.t

• -t.i:u~tls_~ ~W~$)~~i~W.~~ ~ndlo~· tg!~(qyr~!Lori:f¢>f:.ttli~ §c~.nirl~ii'59.fG~Jn~Jti~ ci,lfr~nf tEisp~;~si:tTm~~·Wa~J9~.!1.dl9iB~· i~~l9hific~.fif':( !;6;'.~~~f:i~f.i~·tfrat%er~ ·18 ail_.inf.rasfruct~ir~ ·i$·$_lle .(8ail ,~rfag~_'.s_fr~g~· t?y.fr~C:i<; .. cau~l~~Jb?- ~f.i~g~ to di~lqpge)

• ·. e.y· th~ ·lime_.a,.~h¢'n'e ·q~ii-is-rjlad~ .~o · 9oi:\t.ro1;:~ncf tli~ -!o.9~tk>.n;.Q'fs!ti'.~)1)i~M·!~ cdnfir.frieq, "~riq ttl.~_:cqnt.rni1.~ris.et.ir'~-:~19~-~-,:~g ·t~i:ffort.ralr;i§~!~t~e_:Ql.~jqrJ@~ tjGr~·tion'.t~k~n'.r~ttier'ttipn-iliE{exfra ~::sEici9fic(s ·d0e"t6 ·;esP.of.l§·~:Jicri~f

• increased risk of confusion and mistakes with the potential overtaxi1~g cf train controllers using the existing system within its limitations

• .. Tt{~)Setfi~: ~unctio.n wi ll ' b~·cqni~ ies~ :qqrr1pi'19~t~a fpr QO~~roji~r.~)~it.h': th~ ~e~ M !3RL' layo~t

• . "tn~ firs~ stm,Jtatlo.n -~i!h a controller fo~ ·am and ·pm. pe_a~ qe_m9.n~trate~ the sy~t~m -~9rked .first time.

• . Ahy ne~.-system will ·requjre .trainir.g·arid farniliarizatio.n • AD.Y.Qv~it~Xibg :wQ~Jtj.:~~ . q~eJ.Q .. t.~~··~r.Kh5~wtJ:.[~}~9iJ-eJn.~:rJt~ . Qf.J~~~tem1 .. t}~tl.9_e

wBY. .lh~::.i:,i}tg:_:~\9·;1.~:~~J.~9~.i.rop~m~_nt.~~:19,~·~~l~t~ • _ ·:t.XJt ~~ie~~ J!:(6~:ptqi~Cj .. 1·~~.rD~. n~~~.1Ji>~~fllVJ_Qf ~(DQ:Y-'i!~~t~B}Q:~~y~1~g a

Q4!1.§~ft~tf Qm·,P.~~Eir.t9·:P.r.QY!~~~~1~ :£0ntrM1~ti~Tt.5-:th.~. int 9rm.atif>_r.i· of-hc:iw.-th.e si.st~D1 n.~~~~~JC?;:[~··9P..ef.~l~r.iy~;_i:~:,t~'Vrc'i~ic(

• tn~: P.~·iper ~!~6. rep#r'jif;?·ri'ds: ~~~!~(~-9-~~.,~~~1m4·1aJion . tlr1i~!f~ -~-~~~r.e'·tK.e operator.s· ar.e: ful!y 'egujp'p~ff an~.fr~!ne:9 .

• Again ·a~,'per-tiote, . i th~- track lay.our after co.rnmjssionit'lg Js:far sim,pler and less cqll')pJex than !t is today· ther~fore; -the risk should aytually .be!repuced.

• The change in operations for trairi con1rollers may increase the workload of train control staff considerably and may require UJ.i to rive additional staff to manage the workload safely.

• Th!~i' 'cari 9r1!y be: d~terrti.iri.~Ci <i~~r cqri~uJ.taJl011. w,it~· op!:![ators_~high ·h~~ri~t occurred yet~

• . tfi(ir~ ·1~ · no _ev,l9er1ce· f9~ ·ffi.!s· p.IWs :W.it~ _:the··_¢h~r1ges. ~·pted ~~bov¢ :1)fay . .not .. tiave bee·n ·~pnsic:e,·r~d.

• While Queensland Raii believes the ultimate solution to this problem is to improve the MAcroLoc signalling ~ystem's performance, work has also been underway to identify some enhancements to Queensland Rail's existing Universal Train Control system (UTC) in an attempt to rrl!tiq .3~~ these risks on an interim basis.

o ·As r:.qr;:ia'preyiousJy th~ c.t.J~r~rifp~!'forn1an<>e is ·c·owp!iantwith ·the P~dJect $p~dfi~_aJi<;)_ri

o . (;i~i:ir.i§f ~e!f1g ·r~vleW.e:~ ar~ ·ehli:ai:ic.Eiirieti.t.s-tq, 't6~"Q\J(renn"rC?i~ctSpe¢Jti~tic»r:i fqr 1. R_e.~P.ons·~ ' tipi_e·an9 -~;J\u1om~tlc mc;iCl~ :s~tiing (rqute~)

o Th~ Proj~cfle-arri;iswoArking with·QR t9 unB,erst.a~d .. tne.r,equired cli~n9.e~ .a11_q :d~sign parameters so"an·u.pd<!ted Specificatlqh c~n · b~ ·issuecHo the .Supplier by.·3 June

[MCR·16-635] Paite 5 of 9 135-04215 Released Documents.pdf - Page Number: 16 of 20

• To verify whether trains can be operated safely and reliably through Petrie Junction using the modified UTC system and the currently poorly performing new signalling system, a simulated test environment has been established.

o ·_ ·.ri-ie Proj~ct i: eani dQn'.t -agree _the. sy~t~in. !s· currently performing poorly a · The sys~~m is compliant (based c;m ~gr~ed derogations) o ·_qR.~r~ ~ow· r~qu~s~jng neyv ope~atifig_ p~_rarrieter.$ not .nominated in the Project

~-p~q!f)9.~ti,61'.) b · ,:· .~fh!!s.i?-[aJ~c!·f~~il:i)h~Y~.~r~tj!Je

0

s(~l:(th($.;JDJ9jm.~fion..tq ·s~·pporfth~. P. r"o~e~s qut have not f.~9~[iie(! ~ny· feedb~g~

• A number of assumptions regarding the MAcrolok system's performanc(-! have i.~een used in the simulated test environment and Queensland Rail will seek an indspende:it external party to validate these assumptions by 17 June 2016.

o -.th~:P.r6je~H.~arr:i'i_s :u11~w~r~ .qf.-~h..e :9ssum.p~ions rel_ating to.tt?e flJifo.crolok syst~m P.er:forni.i3.nc~

Ci· Jti~ P~oj~9,f,.:fe~HTI· ~r.eJ.m~ware of aryy dempnstr~}ed peiicrmaJ1¢~ i$sue arising from fh.~ . l?irT:iu!~ti"o.ri sys_terri~_tq date-.

o · ."Fhis :s.t.~_t~fo~_nU:,011~r~~-i.ct~Jh.~ .Pf~vJo.us statem~nt ti:i3t th~· "/nc.reased risk of impacts tg __ ~[l:t(rri_e -r:unriiog, · W!ff5. ~[m!J.£?/(QO J~~ff.nfi~9n}f rmfog. §3· pote_f!fjg_I-itJ.c(f)B~~: to train cf.eiar$. lf'fh~ l itJ.e: w~s·q,0m.m1~§igb~cf:wllii .. tiie ~h~w :M,~<;_r'o...1,..9k§19o'aJ!l1J9 -$rslF,1m'!:

o .. 1f th!s !.~ i.oc~:u·rr:in9 ; ~tMm)tii.!?.J pf.i?C-;~~ss· W,'iJ1 ,i)r9vi::t~ .c~-'w!tn. fh.e) nJqrrnafiori t9 es°t<~blish cle~r·uP.dat~q · specific~tf<?~·l?..lh this· ir~~"~oa tl113n this .-A/lit· alJ9w · (b.e'S~pplie.r to design a sys~·~m'.t<:>· me.et H1el)e,n~w ·r~uk~ni~nts'.

• Testing and implementing of the UTC software enhancements along with train controller testing is expected to be completed by 30 A!iis '.?016.

o Th1;i_:Pr0Jed Team,.a6i:i~J cons.iq~r. fh.i~· ~hc~l(j prevent .~_qm.ini~sior:i_ing based on the curre.rifSystein

q tt:i.e·prqJ~~t:~ea_m v.1~r~ a.d:vi~ed it wo\.11.d take 2 -.ve~ks fr_or:n...th~ ~O May, Vi~refore c6mp10,t_e by 1 o ~u_ne:

o Th~ Project team haven't b.ee1J. ~ .. qvised.or.i any otner.tirnefr.ar'n~s for thi!? to occur

• Queensland Rail notes trat these enhancements, if proven and accepted, would be a temporary measure designed to achieve a safe commissioning of the signalling system and line, but that a full upgrade of tl1e MAcrolok system is critical to ensure the system's responsiveness can rnr:~t r1etwork requirements.

o · .. fh~ ~~i:fri~~fa~;11~ry~(,>rk ·r~qu(rem~r:i!~".e:ii~ ngt -~~rrer:itly .r:i·o,iiii[lated in_ ~he P.roj$°ct .$!9.n.~)lifig ,S;;i.acit{catiori .

0 .. :Thtf f?.'_rcje~t:f.;:aiii are·¢!;>nfi,dennb.~. 91,1rre.oi ~Y.~~E?.m 9~r:i. b.~ ~o.(Tiinissic;mecj in itS cwrent fo.rrriat

o UriJ:1 ~r ,e simulatio.n .i~H~Orr:1RJ.e.ted, ._and the s1,1pplier <;:qnfjrrns he. can achieve new r~qu':rements the stateni~rit above niay b$ unachievable.

• In line wit!'I thfJ above works, Queensland Rail has identified three options exist for the timing of the fiv~·day Zillmere to Caboolture closure required to undertake connection and c:.imrnissioning activities at the Petrie/MBRL junction. These are:

1 . a SCAS on 6 July with services commencing in late July

[MCR-16-635] Page 6 of9

135-04215 Released Documents.pdf - Page Number; 17 of 20

• Th~ F'roject T~C!mJi:; c1;1rreri,t1y ·p1anr:iing·:and resow¢ii:ig · i~s :w~ri<~·,for· the $CAS o_n the ·6 J·uly as the ~ystetri\vill be cpmplete an9 ready.to 96 on the 15 J·une.

2. a SCAS sometime after Ekka 3. A SCAS after the upgraded signalling system is in place (December/January) .

• Option 1: a SCAS closure on 6 July with a late July commissioning o a closure on this date would normally require plans to be put into action six weeks in

advance (in the case of a 6 July closure, this would be from 25 May) to ensure appropriate rostering, train planning, communications and alternative ti::inr-.port are put in place in sufficient time for the closure;

o · tti1~ -.tj~t~ .. h~~ ·~~en_~is'9u~~~<ff9r: tfleJ~~~ 3~4 w~e~·~ .V!ifh''iYfrviR'.:ind·,¢R o this option does not allow time for any validation of assumptions aro~nd system

performance and UTC enhancements prior to making ammgerr.ents for the closure and, therefore, carries a very high risk of the closure needir1g tJ be cancelled if any issues arise from the independent validation exercise;

o Qon'.f agree o In addition, it is necessary for Queensland Rail t0 understand by 30 May if the MBRL

line will be in commission in time for Ekka as this wi!I impact customer, timetabling and staffing requirements for Ekka services.

o · posse~s(o.n co1,1!tj. ·stiil .gd .~b~~d ·ey~h-if M!3R.4· ~o.Lup~'r1~.q ~()' ·P.~.s§~_riger. servic6-S o · This· Has ne':-,rer b~~n. id~ritified ·;al:! · ;a~ req1Ji(erilen.tto. th.~· p·r.oje.ct te.?..r.n.~'

• Option 2: a SCAS closure sometime after Ekka o This option assumes Queensland Rail can independently validate assumptions around

the responsiveness of the signalling system by June 30. The necessary Zill mere to Caboolture closure planning activiti1~s ce:m commence after this date

o It remains Queensland Rail's pr~ierence that this closure be timed for the September school holidays to minimise di:>rupiioi1 to customers, however, if the above works are achieved, it could be timed after EkKa but earlier than the September school holidays.

• Option 3: a SCAS closure after the U09iaded signalling system is in place o Under this scenario, commisskrning would be delayed until Ansaldo can upgrade the

MAcroLok system's pertcrrmmce.

• Queensland Rail will cor;tini;~ t0 work with the project team, DTMR and Ansaldo to gain a clearer understanding of the possible timing of an upgrade.

• From-<1 p:ojectteam perspective, ttie project is:on·ta'rget to ·commissiof') ·P2K 'next ~eek ~tith th~ l~~;st-s~ft.ware l!P.d~t~,.t~ ."ci1lo~ ~~-~ltfp1~\ralri .. 0P.~r~tj_or]~,:~n.d:i.5. ~lso on t~rg~t i.l?·i1aiie:_the L2P soft~al:e 'compie~e~·aiid !~.ac;ly by. th.~ f5th jun~ ..

• 'II ·P.ek!y signalling ,s_es~ions a_re held. with k~y repres_entative~ frorri The 'Project Team inc11.,ding OT.MR an9. QR

• :=oreca.sts ~re. issu!?g daiiy._on all, key f?lem_ents otprogre~.s ~ No major show stoppers noh)inatt;!d-_over fast we:~k

• Queer.si::m".l Rail notes that once the commissioning of the new signalling system i:.ommenc&s, Queensland Rall will be unable to reinstate the former signalling system.

(.) The P2K section 'has been· comniissioried sirice the 14tti March ·and 'has 'aliowed' test trains to operate.-imd h·as provided QFUime 'to·familiari$edtse.!f.w[tti the :ha.rdw.are .. and software.

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o.· -· lfhe ~2K is·;be.ing uJiMt.~d· fo a·cc:~r.h.rD.Odat.e.;multipleJrains by· the 3 June and this will pJgvi<;f~J!-:lr.th~r .9.~nfip~nc~ t<;> Q~:t.haJtb~ ~Y~t~111 . is ~~~.bl.e · a.nq safe.

• It is Queensland Rail's view that, in light of the above considerations, the risk profile for Option 1 is too great considering the Signals Passed at Danger risk, the potential impacts to on-time running performance and consequent reputational issues associated with the new line.

P · . Th~ Pr9i~9.t .t~~ijj .cfon·•.r:sb<?~~ :thes_~- ¢,onc~rris 0 ... ·R~q:~nf~j_sk Ass~~~m.e:ot~. ru_~·-by Ci'R ?rid .altended by Pfoject team merT!ber& ii.ave

nq(i~~D.tifl~q.~L!Ph ·ls§~~s 9 .. 'in :faqqhey.ddentifi~8, low l~yei' risk arid _qli~11g~ .to the .current Netw.)rk risK profil~. o · The,on tJmft1runnin'g.;p~rtorrn96.ce _o.fih~ ·§µ:rr~nt-network_at Pe~rie·s.hot!id i:i fact _rm.prove as

!h~'~.9ti:!~ ·ftec.~ .th.afex·i~ts !'It· ~etrie. today'will tie improved.d_ue to ·2 s:r,.ol~·r free {lowing track !3rrangement

o · · iri regarc!s.t9.,reputatjori~l . issues, .t.his exi~~s ~lso. if t_he 11.'.lo.retcm E!ay Project is left closed and not·openedto,~he public and test:tra_ins are operating along the S~!11e signal.system between Petrie_ ~i:id Kippa Ring

o Delay~ to com.missioning w\il aJsci . imp~ct o.ther:project r.esourc~s a_nd subco.ntractor~ and foliOw·on:at!ivities-suah:a~:wicommisslon_ing

C> • Queensland Rail recommends this option is not prcgr~ssed.

o Th.e ,Proje:ct Te·am doii;t sup.porfth·i ~ v!Eiw and a1 e c;onfident the 6 July SCAS is achievable.

• It remains Queensland Rail's position that a prt•-\:kka commissioning is not achievable. o The Project Teani:cfon!t support this:View· c:nd are confident the 6 July SCAS is

aq!1iev~~le .

Accordingly, Queensland Rail will continJe :o work through June to implement and test the proposed UTC enhancements for train contiollers and will continue to work with the project team, DTMR and Ansaldo to discL:!>S the: l.lpgrade of the MAcroLok configuration

• Queensland Rail will be in a pos1t!o11 in mid to late June to advise responsible Ministers on the proposed next steps for the five-ci::!~ SCAS and subsequent commissioning of the line.

• The Minister for Transport g:JVe a public commitment that the MBRL line would be open by the Royal Queensle-.nd 8how (August 5-14, 2016).

• Public messaging !ia"> indicated the MBRL line will be open in "mid-2016".

• In order to meet Cl!Sromer and staffing requirements to deliver a timetable for Ekka services, OL·eensic?.nd Rail is proceeding with all preparatory works for the Ekka timetable to be as per the current system configuration.

{J .. ~'11!"-.,~-.----~··.-,.. • I c ;"~-~ .... --~.--... ~·~~--- ... -"":_::m--""- .. ~·- ·~--- .. --·-----...... _,,. JiGN.~.~J:.J.~~~~!JNJliE~rf!~~1Smu§lit~lliID.li~~r·J~t~~I:~·;;!:Ab'l.::·~i:2~}~Q::f~~~-:~;;..::;~~i • Queensiand Rail has engaged specialists from across its business to provide advice on this

malter t:rnd to assist the MBRL project team to resolve these outstanding issues . ....... ---::- ·..-"'ili-r~~·---·-~·---"I'-·~- r. -~--r:- --.. --·..-. ·~----~··-~· -:r:;-:-... ~- ~ .. -{""' re©NS\lJ [ig1i'A'JTll"'N:~iEM11JERN~~sm~~Elfl©E0'6RS·..::« ;~;, .:_~_;-;.:.~,):;~!-'~~::· :8;:~~:-,7.·:. :-~~ ~,:~.; ::;;~~- '~ ~;...::: ~.,. .... · .. ::. ....... ~.,,.,--"-"'~-:,.j', __ ~~--...:....-i...!-!.~~ .. -:-:.::.1.:.,.;~-.. ::~·.!.:..:;i:;. __ ..,::;,._,~:..':'.Z.::.:.:. ... _.t;·.h • .:.e.;.\':.._ ... !.::,,:;. j

• Q1Jeensland Rail has been working closely with the MBRL project team and DTMR to re~.;ilve these outstanding issues.

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~MPLOYME~ff 0~PQRTUNITIES· • Nil

~ESOURCE l~P-:UC:i.\T!Q,NS • The potential cost of upgrading the processing system is yet to be determined. This advice

would need to come from Ansaldo and/or the Department of Transport and Main Roads.

No direction has been issued on this matter as it is not re lated to any iss1•es noted in this briefing paper

COMMUNICATlbNS.-STRATEGY . . .... -. - - ' ....... -~- - .. _ ~-- -.:.L:: ....... _ . .... · ·--~- • . • - --· .

• Queensland Rail is finalising a communications plan to assist with mess?.ging required to communicate a decision around the potential timing of MBRL comrnissioning.

!=LECTIQN COMMIIM;~.zrs • Nil

PREVIOtlS BRIEF .Rl;f /S • Moreton Bay Rail Link signalling (MCR-16-573)

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