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.
Papers are available here for download.
You must be logged in to be able to download content.
1982 – July – Both – Communications to THE CENTRE – An Introduction – Ta
Date Presented: December 28th, 2015
Read More...
1991 – Aug – Moore – Risk Management – Introduction of New Technology
Date Presented: December 28th, 2015
Trevor Moore, P.Eng. FIRSE The introduction of new technology for railway signalling must be a partnership between the contractors and the SRA. It requires a rigourous approach by both sides to identify the problems, the requirements and the solution. A detailed approach to implementation must encompass agreed quality standards and transfer of technology. Management of the risk associated with new technology does not rely on some glorified formulae for trouble free implementation. Risk will be minimised by a rigourous attention to detail from the concept of the project through to bringing into use and the life of the system.
Read More...
1994 – Nov – Deveney – The One Nation Project – Overview
Date Presented: December 28th, 2015
Tom Deveney Dip Com. Eng, MIRSE The $429 million One Nation Rail Infrastructure Program is part of a key Commonwealth Government initiative to invest in projects targeting micro economic reform and at the same time stimulate economic growth. This program is intended to ensure Australia's competitiveness by the careful selection of long term investments. Those investments which have a structural effect on the economy leading to long term beneficial outcomes are most favoured. Interstate rail is seen as an important part of the economy which has been capital starved for many years. One Nation is intended to correct this situation by the investment in the strategic elements of the interstate rail infrastructure. The project is administered by the National Rail Corporation on behalf of the Commonwealth Government.
Read More...
1969 – March – no author – Power Signalling Construction Practices – WAGR
Date Presented: December 28th, 2015
Read More...
1979 – Nov – Logan – Eastern Suburbs Railway – Part 1 – Signalling Desi
Date Presented: December 28th, 2015
Read More...
1985 – Nov – Tickner – Train Radio Victorian Style – Part 3
Date Presented: December 28th, 2015
N.A. Tickner Train Controller V/Line A User's Viewpoint Train Controller
Read More...
1989 – Nov – Steele – Computerised Interlockings – 850 System
Date Presented: December 28th, 2015
B. STEELE FlRSE EB SIGNALS PTY. LTD. BRISBANE QLD. Computerised interlocking systems have been in operation for more than a decade, the first one having been brought into service in Gothenburg Sweden in 1978 by Ericsson Signal Systems, now EB Signals. Since that time we have witnessed a steady growth in numbers of computer based interlockings worldwide. This is testimony to the confidence that both the signalling companies and the railway authorities have in these systems in terms of safety, reliability and future direction, Several major signalling companies have developed and successfully commissioned their own type of Computerised Interlocking System. This paper outlines the general principles of the Ebilock 850 system.
Read More...
1989 – April – Eaton – Perth Urban Rail Electrification Project Train Con
Date Presented: December 28th, 2015
P.R. Eaton Westrail The Perth suburban rail system consists of 3 lines that radiate from the Perth city centre. The Fremantle line runs westward to the port of Fremantle. The Midland line runs eastward to the foothills of the darling scarp while the longest and most heavily patronised line runs south-east to the suburb of Armadale. As part of the decision to electrify the Perth suburban rail system a control centre will be established on the 4th floor of the Westrail Centre building, which is located 2 km from the Perth city centre on the Midland line. This Integrated Operations Control Centre will control all aspects of the electrified railway, eliminating all the existing suburban signal boxes. Due to timing constraints of the project and the expected time required to produce a full control system it was decided to provide a temporary control system from the Operations control Centre.
Read More...
1995 – Nov – Cruikshank – Gold Coast Railway Project
Date Presented: December 28th, 2015
JOHN R CRUIKSHANK, Brisbane, Australia MlEAust CPEng TEng IRSE Project Co-ordinator, Queensland Rail In 1887 the Queensland State Government committed funding to constructing and operating a railway south of Brisbane from Beenleigh to Southport and 10 years later a further branch line to Tweed Heads on the QueenslandINew South Wales border, the Gold Coast railway was then conceived. The rail line to Southport commenced operations in the late 19th century to satisfy the freight needs of farmers in the Gold Coast region. Unfortunately the railway never was a profitable operation for Queensland Railways(QR) and the curtain progressively closed on the Gold Coast Railway up until 1964 when the service was discontinued and the infrastructure was progressively removed or abandoned. Ownership of the original land corridor remained with Queensland Rail and sections of the old corridor have now been used in QR's new Gold Coast Rail network being commissioned later this year. The sustained development and rapid population growth in the Brisbane to Gold Coast region has once again enabled QR to construct and operate a passenger service in this dynamic area. QR is set to commission and integrate 45klms of new electrified track, 3 new stations and new high speed rollingstock into its Brisbane Citytrain network. In conjunction wit this project are other major upgrading works to enable additional trains to integrate into the existing services. Already further expansion of the new Gold Coast track to Robina a further 18klms south has been approved and is currently under construction.
Read More...
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.