Just wondering if it has something to do with their public liability or
I imagine that Sydney Trains would have negotiated a reduced premium with
their insurer once the DTRS was operational as it represents an extra layer
of safety. I can also imagine the insurer saying something like "Yep, no
worries we'll lower your premium but you gotta have this radio on 24/7. If
it stops, so do your trains".
On Tue, Mar 14, 2023, 16:39 Matthew Geier matthew@...>
> On 14/3/23 15:30, 'firstname.lastname@example.org' via TramsDownUnder wrote:
> I'm not conversant with the system or the failure, but if the problem is
> in the trains' equipment, how does a hand-held radio help? Most crews
> already have hand-held units for voice communications, which I imagine
> would be separate from the train control system.
> The problem appeared to have been network wide, it is hard to believe that
> a couple of hundred trains could fail simultaneously?
> The DTRS terminals in the trains were all OK, they lost the central
> management system due to a networking fault. And for some reason the
> fail-over system failed to fail-over.
> Presumably the branch lines that kept operating, the local SM made
> arrangements with the train drivers to use mobile phones. I think guards
> actually have a Sydney Trains issued mobile phones.
> As the DTRS is basically a mobile phone network (if you tell your mobile
> phone to scan for carriers and you are near the railway you will see an
> extra network), they could have 'failed over' to a carrier network when
> they couldn't login to Railcorp network. Control wouldn't be able call to
> trains, but they should have been able to 'roam' to Telstra/Optus and make
> outgoing calls in an emergency.
> Seems crews are so micromanaged now that the idea of operating with out a
> 'call all trains' and 'halt all trains' option is unthinkable.
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