Just wondering if it has something to do with their public liability or
other insurance?

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".

Anyone know?

On Tue, Mar 14, 2023, 16:39 Matthew Geier matthew@...>
wrote:

> On 14/3/23 15:30, 'bblunt3473@yahoo.com' 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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