RTR Eurailpress

RTR 4/2010 42 „ Upgrading Information and Communication Technology systems in Victoria (Australia) Fig. 7: Fleet status view into the system. This allows the operator to make decisions so that he can align the severity of the fault with the appropriate action. For instance, should the vehicle be taken out of service immediately? If so, FMS is able to inform the decision maker which services will be affected and where replacement vehicles can be found. If it is agreed that the vehicle can continue running until the end of the day, then FMS informs the decision maker which transpositions need to be made within the operating plan in order for the vehicle to arrive at a specific location whether it be a Stabling Yard or Maintenance Depot. FMS is based upon Funkwerk IT’s ResourceManager product which is Vehicle-Type Agnostic (VTA), i.e. not reliant on the use of particular types of vehicle. With the initial implementation, FMS is being deployed across EMU, DMU, and locomotive-hauled fleets using different technologies. In future, FMS will be able to benefit from sophisticated real-time interfaces with data supplied in real-time from vehicles. VTA is an important aspect for any customer’s investment in rail vehicle operations technology. For instance, monitoring systems on a vehicle could be capable of informing the Control Centre Manager via FMS of emerging problems before they have been noticed by on-train personnel or lineside sensors. Some operating decisions could therefore be made such as vehicle transpositions and ad-hoc replatforming with less service disruption because of advanced warning of emerging problems. The User Interface for FMS includes some features specifically developed for the DoT’s implementation of Funkwerk IT’s ResourceManager. The customer required a clear ‘at-a-glance’ view of fleet deployment for which the ‘Fleet Status View’ has been implemented (Fig. 7). It allows the Operator to see exactly what vehicles are located within stabling roads together with their position at each of the yards around the network. It presents vehicles in their geographical context, their current and future operational deployment, together with key aspects of their maintenance condition in a dynamic and information rich format. 5 Concluding remarks By delivering the TMS and FMS components of the planning systems, Funkwerk Information Technologies will make a significant contribution to the future success of the rail network in the State of Victoria. The solution implemented will ensure that all stakeholders have access to relevant information from one secure source, and can be a role model for railway systems world-wide where efficient and punctual railway operation is essential. tasks, it provides the basis upon which the tracking of hours/kilometers/days/peak periods is carried out. The aim is to ensure that all planned maintenance and servicing is carried out as close to the critical path whilst maximising fleet availability. Much of the strength of FMS lies in its capability as a predictive tool. Faults observed on vehicles whilst in service are entered Recent vehicle deliveries have been ordered together with maintenance contracts from the supplier – A trend that is of course becoming more common elsewhere in the world. Therefore it is incumbent upon the operator to ensure that vehicles are delivered on-time to the maintenance depot in order to support the interaction between engineering and operating functions. In addition to supporting ad-hoc maintenance Fig. 6: Train Graph with vehicle linkages

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