Resources

Date Presented: December 27th, 2015

Keith Bladon & Philip Beck Teknis Electronics This paper reviews wheel condition monitoring technologies and presents the Teknis Wheel Condition Monitoring System. The design of the system was strongly influenced by the operational requirements specified at the time. Operational issues related to the introduction of train condition monitoring products in general are discussed.

Date Presented: December 27th, 2015

Keith Bladon Engineering Director Teknis Electronics Pty. Ltd. This paper outlines two new train remote sensing systems. l. Sensing from outside the rail structure by a radar based sensor. 2. Sensing at the wheeVrai1 interface. A general purpose instrument for rolling stock condition monitoring of wheels, bogies and carriage suspension.

Date Presented: December 27th, 2015

Date Presented: December 27th, 2015

G. K. Kelly, B.Sc, B.E.Hons Project Manager, Railway Communications, Applied Technology Systems, Telecom Australia This paper discusses the central role of communications in Railway Signal and Control systems such as ATCS, and for Railway operations in general. The principles applied in provision of a state of the art digital communications system for the Trans Australian Railway for Australian National, which incorporates optical fibre and mobile voice and ATCS data transmission, are used as an example. Measures to meet the specific need of signals and high availability are highlighted. Future directions and needs for Railway communications, and the advantages of standardization are discussed.

Date Presented: December 27th, 2015

KHOO HEAN SIANG B.Eng (Hons)., C.Eng MIEE. MIRSE, P-Eng. Adv. Dip. in Mkt. Ag Assistant Manager, System Our railway track is divided into track circuits such that there is a braking distance from 40 km/h to zero over one block and three blocks from 78 km/h. The coded electrical signal is fed into the rails by means of a transmitting device and a receiver at the other end to detect and evaluate the in-coming signal. When a track circuit is occupied, the axles of the train form a low impedance across the rails. This reduces the signal reaching the receiver and in turn indicates the track is occupied. The signalling information is communicated to the train ATP system in a fail-safe manner. The trainborne ATP system constantly monitors the maximum allowable safe speed to' ensure that the train is not in an unsafe condition of overspeeding. A train will normally be free running on a 78/77 code. On approach to a train in front, it will receive a restrictive code i.e. 77/62 on the fourth track circuit from the obstruction. The trainborne ATP consists of two sub-systems i.e. the vital system and non-vital system. The two systems perform the same safety functions independently of each other and in a dissimilar manner, thus providing effective protection against common made failures. The'two independent system receive ATP signals from the trackside equipment via separate ATP antennae and the train speed signals from two separate tachogenerators. If a safe condition is present, the ATP system keeps emergency brake relays energised, and via train control circuit, hold off the energency brakes and allow the train to proceed.

Date Presented: December 27th, 2015

Raymond Balck FlRSE Adtranz Signal InterFlow is a communications based modular system that facilitates the control and automation of freight and country railway systems to a level suited to each unique application and customer demand. The InterFlow concept is based on radio communication between the stationary control system and the locomotives. The system provides in cab information to the train driver and provides Automatic Train Protection. In case of driverless trains (in a mining application) the system communicates directly with the ATOIATP equipment. This results in a cost effective system with minimal wayside equipment, reducing the initial investment cost as well as the operational maintenance. Apart from passive balises along the track and object controllers at each point-machine, allsystem components are in the control room or onboard the locomotives. Changes to the system are simplified as there is a minimum of wayside plant.

Date Presented: December 27th, 2015

Pat Venneman, Manager Crossing Systems, Harmon Industries, U.S.A. What is Constant Warning Time Technology? Constant Warning Time Technology is an advanced method of providing consistent warning times at grade crossings exposed to extreme variations in train speed. Modem Constant Warning Time Train Detection Equipment monitors track parameters to determine train position and velocity. It is this technology that makes it possible to optirnize a Grade Crossing Warning System's performance providing consistent warning time to motorists and minimize disruptions to vehicular traffic flow.

Date Presented: December 27th, 2015

B. Luber Siemens Ltd. The best-known, and even today, the most widely-used method of track-clear indicating, are track circuits in their various forms. However, shortly after the introduction, it became obvious that tract circuits were not always suitable. To quote two examples: if physical requirements can not be met, whic is the case when it is not possible to insulate the rails, or if the track section to be monitored is very long or difficult to reach - an uneconomical solution. To find an alternative method, based on axle counting, was the aim of Siemens as long ago as 1935. The system which has been developed is based on axle counting-in at one end of the track section and axle counting-out at the other end of this section. When both counts correspond, the track section concerned is indicated as being clear.  

Date Presented: December 27th, 2015

AL Neal MIE (Aust) MIRSE Chief Project Engineer, MNM The advantages of coded track circuits, compared with ordinary D.C. type track cricuits are well known; the lower power consumption, longer practical lengths, and the elimination of vital lineside wires, either cable or pole line.  On the Mt. Newman Railroad the long lengths and information transmission abilities are exploited to the full.  Indeed we operate some of the longest track circuits in the world, up to 14km without any repeating cut sections.  There are no vital lineside cables along the railroad, all vital information is transmitted through the coded track circuits. Cabling is limited to a power cable, telemetry cable and a non-vital telephone cable (used for hot-box and dragging equipment detector equiment). The high cost of maintenance of the existing coded track equipment, the future expected major maintenance required led to investigations of alternative systems to the present G.R.S. "Trakode"system of track circuits. These investigations began in earnest about two and a half years ago. Following these investigations two types of fully solid state equipment have been put into service, two track circuits of G.R.S. "Trakode II", covering 11 km of the single track main line, and eight track circuits of "Electrocode", manufactured by the Electropneumatic Corporation in U.S.A., covering a total of 42 km, all but 3 km being on the single track main line, (the remaining 3 km is installed on a passing track). Experience in operating the systems has clearly shown that there are significant cost savings, enough to justify the conversion of all the existing relay coded tracks.  Experience has also shown that even in the very harsh climate, and in an area subject to regular and intense sumner lightning storms, the equipnent performs more reliably than the present relay based system. There have been some problems, and these will be discussed a little later.  

Date Presented: December 27th, 2015