202503 – Afshar – CBTC Signalling System & Emerging Technologies; AI, Machine Learning & Crowd Computing for Adaptive Real-Time Train Timetables
Author(s): Parisa Afshar
Date presented:
Technical Meeting Papers
Technical Meetings are held three times per year.
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1973 – April – Beikoff – Supervisory Control Systems for Railway Signallin
Date Presented: December 28th, 2015
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1973 – July – Graham – Computer Analysis of Signalling Failures
Date Presented: December 28th, 2015
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1948 – May – Stewart – Power Railway Signalling
By: Mr. F. Stewart (Member) A. S. T. C., A. M.I.E. (Aust.) Assoc. Inst. T.,Signal Engineer, McKenzie & Holland (Aust.) Pty. Ltd.
Date Presented: December 28th, 2015
Some Observations on English and American Practice Mr. F. Stewart (Member) A. S. T. C., A. M.I.E. (Aust.) Assoc. Inst. T., Signal Engineer, McKenzie & Holland (Aust.) Pty. Ltd. Modern railway signalling covers such a wide field that no single paper can adequately cover the technicalities involved, and this paper has, therefore, been limited to some observations on English and American practice in power signalling.Railway systems in England and America have had to meet widelv different conditions of population density and area, and traffic operating conditions in the two countries have been developed to suit the local conditions.Railway signalling in each country has been adapted to meet the varying traffic conditions and track layout, whilst retain- ing the accepted basic principles of safe working.We get some idea of these differences by comparing the long hauls on single track, with long and heavy trains, so characteristic of much of the mileage on American railways, with the shorter trains and short hauls on multiple track, which constitute the greater portion of English railways.
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1979 – July – Purcell – Pilbara Area – Hamersley Iron
Date Presented: December 28th, 2015
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1954 – Aug – Black – Signalling of Plunger Locked Crossing Junction Stat
Date Presented: December 28th, 2015
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1990 – July – Whybird – Queensland Railways Telecommunications Aspects o
Date Presented: December 28th, 2015
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1952 – Sep – Fahey – American Railway Signalling Practice
Date Presented: December 28th, 2015
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1971 – March – McCamley Meyers – NSW Ralways – Sydney – Orange Microwave L
Date Presented: December 28th, 2015
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1973 – Oct – Cumming Turnham – Planning New Developments of Signalling
Date Presented: December 28th, 2015
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1972 – Nov – Tooth – A New Approch to Power Signalling
Date Presented: December 28th, 2015
AD Tooth ASTC MIEAust MIEE Chief Engineer, Masters Equipment Pty Ltd This paper deals with a new approach to the problems of railway signalling using the technology which has been developed over the last few years in hydraulics for the aircraft and allied industries. This approach involves the use of a sealed hydraulic system which is completely self-contained and should offer a 10-year mean time between fai lure period. The use of hydraulics provides a means of generating power from a train itself for remote areas. The system also gives a means of providing a more economical and reliable power signalling system for areas where mains power is available.
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202503 – Li – Competency Management in the Australian Railway Signalling Industry
Author(s): Daniel Li
Date presented:
202503 – Moore – Signal Design Report: What Is It and Why Do We Need It?
Author(s): Trevor Moore
Date presented:
202503 – Sudholz – Break of Gauge: Competencies in the Australian Signalling Project Environment
Author(s): Thomas Sudholz
Date presented:
202503 – Turner – Growing Graduates in the Sun: 30 Years of Signalling Graduate Development in Queensland Rail
Author(s): Blake Turner
Date presented:
202503 – Villegas – The Importance of Operation and Maintenance Concepts in the Delivery and Operation of Rail Networks
Author(s): Selena Villegas
Date presented:
2004 – July – Modernisation of KTMB’s Signalling & Telecommunication Systems
Author(s):
Date presented:
The total route length of KTMB’s network amounts to approximately 1670 km and is mainly single track except for about 150 km of electrified double track sections around the capital city, Kuala Lumpur, for commuter services.
1998 – July – Skilton – Tranz Rail’s National Train Control Centre
Author(s): JT Skilton
Date presented:
JT Skilton Signalling systems within Tranz Rail which require control from a remote location can be classified into three types, Centralised Traffic Control (CTC), remote controlled interlockings in Track Warrant (TW) territory and remote controlled interlockings embedded in Double Line Automatic (DLA) signalling. The CTC systems control the movement of trains in both directions over a single line section divided up into block sections and crossing loops. A field unit is installed at each crossing loop for the purpose of communicating with the control centre. TW control requires all trains to hold a warrant for the section of line being traversed. This warrant is issued to the locomotive engineer verbally over the train radio system and checked for correct reception by reading back over the radio system to the control centre. A selected number of crossing loops within TW territory are fully interlocked and equipped with a field unit which allows the Train Control Operator (TCO) to have full control over motor points and signals. Centralised control of interlockings in DLA territory is used where junctions between main and branch lines occur. Central control is used for movements to and from the branch line and, although it can also be used for signalling along the main lines, the interlocking can be switched to automatic for main line movements.
1998 – July – McDonald – Today’s Interlocking – A World of Applications
Author(s): Wayne McDonald
Date presented:
Wayne McDonald Computer based interlockings today must be adaptable to the vastly different environments found in the many rail networks throughout the world. This paper overviews some of these environments where one such system, WESTRACE, has been installed and it highlights some of the special requirements essential to suit those locations.
1997 – November – Brock, Ebzery & McMurtrie – Homebush Bay Rail Link – Signalling Design and Management
Author(s): Peter Brock, Frank Ebzery & Bruce McMurtrie
Date presented:
Peter Brock, Frank Ebzery & Bruce McMurtrie The construction of the Year 2000 Olympic facilities and the relocation of the Royal Agricultural Show Grounds Homebush Bay requires the construction of a high capacity transport link. Heavy rail is the only transport system that will supply the required capacity. The new Homebush Bay rail Loop will connect Olympic Park and the new Homebush Bay Showgrounds with the rest of the Sydney metropolitan rail networkTrail loop is nearing completion and will be commissioned on the 22/23 November 1997.