Resources

Date Presented: December 27th, 2015

Terence  Wardle CQE (ASQC) Ass. Dip.(Eng) This paper will show how quality strategies have been applied to the AUSTRAC project withing Australian National to ensure quality is built-in right from the start, that it is measurable and demonstrable with documented proof.

Date Presented: December 27th, 2015

Wayne McDonald, B.E. (Elec). MlRSE Manager, Research & Development, Signal Division, Westinghouse Brake & Signal Co. (Aust.) Ltd. This paper traces the development of a modular Solid State Signalling System specifically developed for the Railway Industry. The movement from relays to electronic equivalents is reviewed as a basis for expounding some fundamental dcsiln principles. A short analysis of the role of safety is presented. WESTRACE Vital Signaling Systems are overviewed in terms of equipment design and the application to typical railways. Finally, the paper considers the future potential for fail-safe electronics in the railway environment.

Date Presented: December 27th, 2015

David Bartlett B.E, B.Ec Department for Transport, Energy and Infrastructure The Port River Expressway (PRExy) opening bridges are the centre piece of a significant upgrading of the road and rail infrastructure in the Port Adelaide area. The project was complex in scope and was at the time the largest contract entered into by the Department for Transport, Energy and Infrastructure. It was the first transport project which contained a significant rail element. Both the rail component and the opening bridges were challenging. This paper describes how the contractor, Abigroup, worked closely with the Client and a diverse range of consultants, subcontractors and suppliers to ensure that the project met all the requirements of the scope of works. There were many areas where innovative engineering solutions were employed to ensure a successful outcome. The rail component was multi-faceted, with a complex scope and there was close involvement of a third party (ARTC) which had a keen interest in many of the design and construction outcomes. Several elements of the railworks were unique.

Date Presented: December 27th, 2015

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.

Date Presented: December 27th, 2015

Ray Hancox S.T.A. In December 1981 , the Austral i an Rai lways Union received a copy of a report produced by the John Connel l Group. The report contained recomnendations regarding an upgraded Metropolitan Signalling System at a cost of approximately f23M. The ramifications of such a project and its effect on staffing levels had to be addressed. The Union had been aware for several years of the necessity to meet the challenge of new technology, and to attempt to exercise some control over its introduction. Having. experienced a turbulent "baptism of fireH through the introduction of Centralised Train Control in the South Australian Railways, and subsequently the early years of Australian National management, it was obvious that the Union's approach needed to undergo radical change. The singular lack of success in securing the retention of employment for Signalmen in their traditional area of operations had resulted in a total loss of morale. Management's attitude to consultation to this point in time had been extremely poor. It was therefore incumbent on both parties to attempt a new approach. Lengthy periods of industrial unrest, and disruption to both passenger and freight services were of no benefit to either management or unions. Since the Union had adopted a high public profile, pointing out the deficiencies of an outdated signalling system and the resultant lower safety tandards when compared to other railway networks, extreme pressure had been placed on the State Government to rectify these problems. Approaches to State Transport Authority management resulted in an agreement to participate in the consultative processes - to their credit, the benefits to be gained such as an improving industrial climate, access to information previously considered to be confidential, were recognised by both parties. Since those early days, the Union has been actively involved in the re-signalling project, firstly on a part time basis in the comnittee stages; more recently in my particular area on a full time basis for the last year and a half. The State Transport Authority and the Union have together achieved considerable success through co-operation and consultation, resulting in major changes to the original philosophy and recomnendations of the consultants. Staff levels, rates of pay. changes to equipment, etc. have all been negotiated. Additional equipment purchased includes a Main Panel display, Route control panels for two of the three work stations, and a changed concept in the inner area - i.e. Adelaide to Wye - Mile End Junction - Keswick and Goodwood. This section will have sol id-state interlocking as opposed to relay iflterlocking in all outer areas. The services of the S.A. Health Department Ergonomist have been used throughout the project, especially his expertise in correct design of the workplace, lighting positions, seating etc. His advice and suggestions have been extremely useful, especially in the crucial area of re-training. In closing, I offer the following observation from a purely personal viewpoint. It has become increasingly obvious that the success of the Metropolitan Adelaide Re-signalling Project has been largely due to the ability of both State Transport Authority management. the Union representatives and the consultants to work towards a comnon goal. I remain confident that when complete the Control Centre will be at least equal, if not superior to similar centres throughout Australia. The only criticism I feel it necessary to note is the reduction in the number of platforms available. I remain unconvinced that nine platforms will be sufficient to cater for future traffic requirements. Also. the inflexibility of the distribution of control where required on an emergency basis at Dry Creek in particular is perhaps an error of judgement that all concerned could well regret.

Date Presented: December 27th, 2015

Alexander Badger BE (Hons) EE,Shubroto Bhattacharjee B Tech (Hons) EE, DMM, MIEAustDarko Musicki PhD Engineering Design Group, Tyco Integrated Systems Rydalmere NSW Australia In late 1998 the CityRail Division of the State Rail Authority (SRA) of New South Wales embarked on the Safe Stations Program to improve the safety and security of passengers at 302 CityRail stations of the Sydney metropolitan commuter network. Improved lighting on all stations complemented the installation of Closed Circuit Television (CCTV) surveillance, with local monitoring at 220 manned Stations. The Stations were to be placed in 17 Groups. Remote monitoring was, accordingly, planned from 17 Group Remote Monitoring Locations (GRMLs) and a central security control centre (Central GRML, or CGRML); the latter had all Stations in its domain.

Date Presented: December 27th, 2015

Henry van Ginkel FIE Aust Opus Rail Pty Ltd Track design and track maintenance, similar to signalling design and signalling maintenance have evolved over the years and go hand in hand. The requirements and tolerances are based on engineering principles and are modified from time to time after a review/investigation of an incident of one sort or another. Over the last 50 or so years:• track maintenance has progressed from manual to largely mechanical; track design has moved from largely manual to computer aided;• track has gone from mainly jointed rail to Continuously Welded Rail; and• the introduction of Rail Grinding has allowed a better rail/wheel interface resulting in less friction,hence less rail and wheel wear, and also less fuel consumption.

Date Presented: December 27th, 2015

Jeff Russell Signalling and Power Installation Manager John Holland Rail John Cilia Project Manager CPPM MAIPM AMIRSE UGL Limited In the past two years, Melbourne has experienced an unprecedented growth in public transport patronage of almost 27%. A rapidly expanding population, increased CBD-based employment and rising petrol costs mean that more people than ever are using Melbourne’s trains. The Epping and Hurstbridge lines together carry around 60,000 of Melbourne’s rail passengers each day, with significant growth expected to continue. The South Morang Rail Extension Project will increase network capacity, improve system reliability and introduce extra services to meet the rapidly growing demand for public transport in Melbourne’s northern suburbs. The South Morang Rail Extension Project is the first major rail extension to the metropolitan network since the city loop circa 1980. Built on the old rail reserve that runs through to Whittlesea, this multi-discipline project provides the residents of Thomastown, Epping, South Morang and surrounding suburbs with improved and accessible public transport amenities and ultimately safer and more reliable train travel opportunities. The purpose of this paper is to provide an overview of the project in general, and to provide a more detailed account of the signalling technology adopted and the delivery method implemented.

Date Presented: December 27th, 2015

Luke Smith, A.D. Cart., A.D. CE., P.G. Dip GIS. Member Permanent Way Institute Qld. Spatial & Information Solutions Division, Technical Services Group, QR. Typical methodologies for railway signal design in QR involve simple and disparate two dimensional plan and section style design. Each engineering discipline in the project documents designs in an autonomous manner arid the integration of the data sets is typically limited. For the purpose of safe-working railway systems and efficient design practices, it is put forward that a method of combining the discipline data sets in a three-dimensional (3D) visual construct be performed as a method of better determining the placement of railway signals. To determine the usefulness of combining data sets in a 3D manner, a model of a suspected signal sighting problem area was constructed and used as a pilot project to assess the effectiveness of this method. A 3D flythrough visualization was created to help identify any areas of safe-working concern, and to act as a method of quality control on the initial concept design. The results confirm that this method is capable of detecting and clarifjring areas of concern but is in some ways limited in its capabilities. Signal systems at close distances can be successfully reviewed but limitations occur when signal sightings for safe working are required at larger distances.

Date Presented: December 27th, 2015