|Category: Technical Papers|
|Technical Papers||Files: 20|
|2015 - October - Palazzi - Railway Capacity - Signalling amongst other influences|
Bill Palazzi B.Eng (Elec.) MIRSE
The layout and configuration of a signalling is a key factor in defining the capacity of a railway. However, the signalling system is not the only factor influencing capacity, and in fact many of the other issues can compromise the capacity delivered by the signalling system.
Capacity on any given infrastructure is partially about what is designed, but is also about how it is operated and what external influences there are. In this way, a railway is less like a measuring tape which provides a consistent and repeatable outcome, but is more like a tool where the quality of the outcome can be poor, acceptable or outstanding depending on the skill of the craftsperson.
To assist the understanding of railway capacity, this paper has outlined a hierarchy of influences on capacity which progressively constrain what is achievable in operation. The hierarchy incudes four levels of influence, as below:
The four tiers of influence help define how the various elements that make up capacity relate to each other, including the relationship between the signalling design and other influences. The tiers also help to clarify where signalling can help, but also the areas where signalling has little or no influence.
Finally, whilst optimising train throughput might be valuable, it is not the only consideration. Attributes such as safety, availability, reliability and quality of service are also important customer expectations; these are reflected in the need to find the most appropriate capacity balance for each railway operation.
|2015 - October - Moore - Signalling Principles of ARTC|
Trevor Moore BEng, MBA, FIRSE, FIE Aust
Australian Rail Track Corporation
The Australian Rail Track Corporation was established in 1998 to manage the below rail assets from the devolution of Australian National Railways. It subsequently set up leases for the interstate rail network in Victoria and New South Wales. It now covers 5 states in Australia. It manages track and access for trains from Kalgoorlie in Western Australia through Adelaide, South Australia to Melbourne, Victoria and on to Sydney, New South Wales and finishing just outside of Brisbane, Queensland. It is an accredited rail organisation and manages rail operations, signalling, track and civil infrastructure.
The signalling principles are represented in signalling standards and in the network operating rules. The Rules detail how the train drivers and the network controllers/signallers view and operate on the rail network.
The signalling principles of a railway cover design, construction, testing, maintenance and operation. All of the System Life Cycle elements incorporate principles that govern the manner in which the signalling system operates.
ARTC has inherited the rail networks, signalling infrastructure and signalling principles of the long standing railways in South Australia, Victoria and New South Wales. For the past ten years these inherited signalling standards have been reviewed and merged. This is an ongoing task and will continue as the railway adapts and grows and new technology is introduced.
|2015 - October - McGregor and Lemon - ETCS and CBTC Considerations for Sydney|
Peter McGregor BEng (Elect) Grad Dip Sys Eng FIRSE
Lead Engineer Signals and Control Systems Asset Standards Authority, TfNSW
Stephen Lemon MSc,Rail Systems Engineering MIRSE
Signalling & Control Systems Manager Sydney Trains, TfNSW
Which technology solution Communications Based Train Control (CBTC) or European Train Control System (ETCS) would be best for fitting to the current Sydney suburban rail network? The answer depends on a number of important considerations: the current needs, the existing state of current signalling infrastructure, risk profile of the railway, short term and long term operational requirements, long term asset plans and of course the available budgets?
This paper explores some of the key influences and implementation issues for using CBTC or ETCS on the Sydney suburban rail network. Many of the issues are not related to signalling principles or technology but involve a whole new way of running a railway. These technologies are “disruptive” to the current operating railway as the implementation involves nearly every part of the organisation: Operations, planning, drivers, guards, network controllers, rolling stock maintenances, track engineers, signalling and communications engineers and of course the railway customers who use the rail network.
|2015 - October - McDonald - When Axles just dont count|
Wayne McDonald BE (Elec), FIRSE
Siemens Rail Automation
Australian Railway signalling has relied on tried and proven track circuits of all technologies for train vacancy detection. Signal Engineers and maintainers assimilated the resolution of the traps and pitfalls through procedures, the school of hard knocks, and mentoring from the industry die-hards. The corporate experience and knowledge has resulted in continued issues being addressed or accepted to the extent that they are invisible..
Enter axle counters. They are not, as some have suggested, the panacea for all train detection ills. While they are immune to ballast conductance, the vagaries of wheel-rail impedance and while they eliminate bonding restrictions they also introduce a whole new set of problems for the uninitiated (gotchas) that require new understanding, new techniques and the application of investigatory skills to resolve.
This paper broad brushes the issues and utilises two case studies, on two different axle counters, to introduce causes of under and over counts and demonstrate a scientific approach to addressing the problems when axles just don’t count properly.
|2015 - October - Marillet et al - Headway improvement through ETCS Level 2, ATO and track sectioning optimisation|
Scott Lister Pty Ltd.
Scott Lister Pty Ltd.
Luke Lee MRailSig BE AMIRSE MIEAust
Scott Lister Pty Ltd.
The trend across the world is for introduction of in-cab signalling to save on infrastructure costs, increase safety and improve performance of railway systems. This is happening today in all suburban networks within major Australian cities.
This paper discusses the potential performance that an automated (GoA2) in-cab signalling system based on ETCS Level 2 with AoE and optimised track sectioning may achieve in a dense suburban network.
To do so, the paper firstly explains the differences between operational and theoretical headways which have been used throughout the paper, followed by principles of the headway calculations for lineside and in-cab signalling systems and the key concepts of ETCS and ATO having direct impact on the theoretical headway. An optimisation methodology for track sectioning is then introduced along with the result of a case study to test its effectiveness on a typically dense suburban network trying to achieve a theoretical headway of 120s.
The results of the study have demonstrated that a significant improvement in the theoretical headway can be made with a major reduction in the asset quantities that is beyond the limit of the conventional signalling system can achieve.
|2015 - October - Hartwell - A Review of the Thameslink Programme|
Georgina Hartwell MEng (Hons) AMIRSE MIET
Network Rail Consulting
The aim of this paper is to provide a project description and update to Network Rail’s Thameslink Programme in London. It discusses the history behind the programme and key design considerations. The paper then goes on to look at the reasons behind the decision to implement ATO over ETCS Level 2, before explaining some of the supporting projects and work-streams. In order to successfully commission ATO, a migration strategy and comprehensive set of system proving is required; testing activities are discussed in the paper. Finally, examples of best practice and lessons learned are given, before highlighting key considerations to be made by other high capacity infrastructure projects.
|2015 - Oct - Tipper and Staunton - Signalling the Layout or Signalling the Train|
|2015 - March - Simmons - Regional Rail Link TCS - The view of an operator|
Simmons Rail Consultants
The Regional Rail Link (RRL) Project required the introduction of a new V/Line Train Control System (TCS) to control the signalling in both existing areas and the new greenfields areas.
The result was a train control system that was commissioned by a focussed and co-operative team that has been fully accepted by the end users.
This paper describes the journey from the point of view of the end user Train Controllers and Signallers.
|2015 - March - Ramsdale - Transforming V/Line's Regional Rail Network|
David Ramsdale B.Bus, CPA, MBA
Senior Associate - Advisian
This paper articulates how Regional Rail Link (RRL) significantly transforms V/Line’s Regional Rail Network. Regional Rail Link provides dedicated regional tracks from West Werribee Junction to Deer Park, then along the existing corridor from Sunshine to Southern Cross Station. The project has delivered approximately 90km of new tracks for Melbourne’s regional rail network providing Ballarat, Bendigo and Geelong services with their own dedicated Up and Down track pair to Melbourne’s Southern Cross Station.
The project provides two new stations, being Wyndham Vale and Tarneit, removal of two level crossings at Anderson Road in Sunshine and 13 road and rail grade separations on the greenfield corridor section between West Werribee and Deer Park Junction. The project also delivered upgrades to stations including Footscray and Sunshine, a new stabling facility in Melbourne for V/Line trains, and other associated infrastructure.
|2015 - March - Moore - Standards and the Signal Engineer|
Trevor Moore B Eng, MBA, FIRSE, FIEAust
Australian Rail Track Corporation
Signal Engineers are great users and drafters of signalling standards. This often means that each organisation has their own standard for a subject and national standards are ignored. This paper gives an insight into the process for developing Australian railway signalling standards by the Rail Industry Safety and Standards Board. It also provides an overview of standards developed and under development. The drafting and adoption of national railway signalling standards will assist the development of signalling practices in Australia and the portability of the signalling workforce.
|2015 - March - Heibel - CBTC for Mixed Traffic|
Frank Heibel PhD MSc (Hon) MIEAust CPEng FIRSE
Doc Frank Training and Consulting
The mixed operation of different railways with diverging operational characteristics has always been a challenge for the signalling industry. Conventional signalling, with optical lineside signals and fixed block sections defined by track circuits or axle counters, allows for basic levels of signalling interoperability. But things get more complicated when introducing additional safety systems such as Automatic Train Protection (ATP), or wider performance enhancements via Automatic Train Control (ATC), as fitted and unfitted trains will require very different operational handling.
The next level of complexity will be added as metropolitan railways develop into high capacity metro-style operations, utilising in-cab signalling without lineside signals and sometimes even without the need for trackside train detection. The most popular technology example for such high performance signalling is Communications Based Train Control (CBTC) with moving block principles. The operational gap between high performance metro railways and conventional regional rail services into city centres becomes increasingly bigger and calls for enhancements to the regional services to avoid that performance gains from in-cab signalling are undone by mixed traffic requirements on the same rail corridor.
This paper will investigate options for bridging the gap between metro and regional rail services to improve safety and performance for both transport modes, using Melbourne’s Cranbourne-Pakenham Rail Corridor as case study.
|2015 - March - George - 2.2 kV Three Phase Signalling Power Network for Regional Rail|
Stephen George Dip Eng, FIEAust, CPEng
The signalling power distribution network for the Victorian Regional Rail Link project is provided in two distinct ways, from the metropolitan rail systems secure 2.2kV single phase system and from a new VLine 2.2kV three phase system.
This paper will discuss the design, equipment and operation of the VLine 2.2kV three phase system.
|2015 - March - Yum amd Mahmood - Practical application of semiformal RAM methodology|
Kai Yum BEng, BSc, GradDipSig&Comms
Tariq Mahmood BSc (Hons), MEng
This paper provides a review of the Reliability, Availability and Maintainability Engineering program carried out by the
|2015 - March - Baird - Victorian Signalling Principles|
Robert Baird BE (Elec) Hons, CEng, FIRSE, MIET
Rail Networks Consulting
This paper provides an overview of the signalling systems and principles that are used on the Victorian network. While originally being one rail network where the majority of these principles come from, Victoria now has 3 separate main networks: Metropolitan (run by Metro Trains Melbourne), Regional and Country (run by V/Line) and Interstate & Standard Gauge (ARTC).
Each of these networks is currently modifying existing and developing new principles to suit their business; so at best this paper represents a snapshot in time.This paper is meant to be informative only, describing the signalling systems used to implement the safeworking systems in the Victorian Rulebook, the signalling configurations and aspects shown to drivers, the interlocking arrangements and an overview of some systems and technology used in the State.
For detailed information the reader should refer to more detailed standards and documentation published by the Network Managers, a number of which are referenced in this paper.
|2014 - March - Mariapon - Safe and Reliable Signalling Power Supplies|
Johnson Mariapon MIEAust, CPEng, RPEQ, Assoc.MIRSE
As contemporary railway signalling adopts more and more sophisticated electronics, incorporating communication subsystems like network switches, modems and diagnostics for overall train control, the need for high performance power supplies to feed these items is a paramount. The sensitive Signalling & Telecommunications (S&T) devices cannot even tolerate a momentary break in the power supply because these breaks affect its normal functioning and can reduce its designated life expectancy. This tutorial paper discusses techniques for designing a reliable power supply for signalling and communication systems using modern power equipment. Details on current electrical safety practices specific to S&T are also provided. In most signalling training, subjects discuss the signalling design and general power supply concept but do not focus largely on the unearthed power supply systems adopted for railways (Floating Supply) and requirements for feeding the signalling equipment in a traction electricity environment. This paper addresses this gap by exploring, explaining and outlining the floating signalling power supplies and the associated usage of Earth Leakage Detectors (ELD) in signalling power supplies in detail. This paper also emphasizes the application of AS/NZS 3000:2007 standards in signalling power design.
|2014 - March - Heibel - Passenger Benefits from Automatic Train Control|
Dr Frank Heibel
|2014 - March - Blakeley-Smith - Forty Years of 25 kV Electrification in Australia|
Andrew Blakeley-Smith BSc (Hons), MIEAust, MIRSE
Director, Andrew Blakeley-Smith & Associates
The first 25kV system planning in Australia started in 1974 for Adelaide but the first system commenced revenue service in 1979 in Brisbane. 25kV system planning and implementation is one of the most interdisciplinary exercises around and many things have changed and lessons learnt in the past 40 years.
This paper looks at the basic elements and options: power supply, signalling & communications and rollingstock for 25kV and why it so often the preferred choice. Particular emphasis is given to the interdisciplinary relationship with signalling and communications, including immunization and earthing and bonding and how this has changed over the years. Finally, the proof of the design, the short circuit test, is discussed.
|2014 - March - Bennett - The Long Block Commissioning Solution|
Daniel Bennett BEng (Infomechatronics) Hons. MIEAust
Siemens Rail Automation
The Long Block is a novel solution to the constraints of commissioning a signalling system when confronted with limited railway closure times. This engineering solution allows trains to operate through either a single or double track block section that is established through a temporarily decommissioned station area. This allows important off-track activities such as equipment changeovers and recoveries to take place without putting excessive delays on essential passenger and freight services.
To make the Long Block solution portable, the required signalling equipment was housed within two box trailers. At the core of these trailers is a WESTRACE MkII object controller and a Thales AzLM axle counter. A third ‘Radio Repeater’ trailer was constructed to link the Long Block trailers together via radio.
The experience of commissioning the Long Block, whilst ultimately proven successful, was beset some initial failures relating to the communications system. The lessons learnt from this experience, which are discussed within, highlight the need for signalling engineers to become more familiar with the technical aspects understanding and establishing IP networks.
|2014 - March - Altehage - Generating Consistent Infrastructure Data for Interlocking Applications|
Klaus Altehage MSc, MIRSE
SelectRail (Australia) Pty Ltd
Railway infrastructure data is essential for different stages of an interlocking application; not only directly for planning and operation, but also for documentation, training and simulation systems. The same infrastructure data or at least a different view on the same data is also needed for timetable planning and disposition systems. The consistency and validity of such data is crucial. However, current practice still requires configuration of infrastructure in different ways for different (sub)systems, including the need to manually verify the consistency between different recipients. This is complicated by different infrastructure representations and technologies. Inconsistencies are often detected just when the different systems actually get integrated.
The Advanced Model-Based Environment for Railways (AMBER) is a solution to this problem, which is based on a single infrastructure model and its corresponding tools, which was successfully used for the development of PLC based interlocking applications.
|2014 - July - Naweed & Aitken - Drive a mile in my seat: signal design from a systems perspective|
Anjum Naweed BSc MSc PhD
Central Queensland University
John Aitken BE MIRSE SMIEEE
Aitken & Partners
Train drivers navigate conventionally designed railways using a keen awareness of their routes and by calculating likelihood predictions of future states. These processes have traditionally followed a model of signal-to-signal based running, which comprises the awareness of their static (location-based) and dynamic (aspect-related) properties.
This paper reports findings from a study that examined the socio-cultural and technical ties between the signal and the driver in the context of SPAD risk management. It provides examples of how signal aspects are being interpreted on Australasian railways, how operational pressures are altering the driver-signal dynamic, and how the meaning of the caution aspect has evolved in today’s dynamic and productivity oriented rail environment.
The paper seeks to describe the train drivers’ experience of interpreting and responding to railway signals, so that the signal engineering community may better understand the implications of introducing new variables and schemes into their signal design language.