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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.
Peter Symons FIRSE General Manager Bombardier Transportation (Signal) Australia Pty. Ltd. This paper on Australasian Signalling is an introduction to whet the appetite for those travelling to Sydney for the 2002 International Conference, provides an update for those who have been before and show those who have never been what they are missing. Australia and New Zealand have a diverse range of practices and systems some home grown and many adapted from Europe and America. This paper provides a snapshot as at December 2001, of some of the continually developing Australasian (Australia and New Zealand) signalling and safeworking practices. Australasia has an interesting mix of predominately British and North American derived signalling and safeworking practices. The huge distances meant that the evolution of signalling systems was fragmented resulting in different practices in each capital city, state and country. In Australia, three very different systems are evident metropolitan and country, with country having either CTC or Dark Territory. Metropolitan rail systems are characterised by being increasingly centrally controlled with train management systems, with computer based interlockings, full track circuiting and either route or speed signalling. Train protection systems range from none, to AWS, train stops and intermittent ATP CTC areas typically have route relay or CBI interlockings, colour light signalling, full train detection using coded track circuits, axle counters or conventional track circuits and asset protection systems such as dragging equipment detectors and hot box detectors. Some CTC has continuous ATP, Hammersly Iron or intermittent or intermittent with radio infill QR. The Dark territories in the country and interstate are low volume railways using Train Order Working (TOW) and are increasingly using augmented train order systems such as DTC in Queensland and TMACS in New South Wales. This trend is likely to continue, promoted by Australian Rail Track Corporation interstate operations, eventually replacing TOW and CTC and all wayside equipment except point machines and grade crossing protection. This will lead one day... - to a standard and uniform signalling and safeworking system that matches the standardisation of the gauge.
D . J . Ness, MIEAust MIRSE Connell Wagner(Vic) From 1985 to the present, the State Railway of Thailand (SRT) has embarked upon a series of major re-signalling schemes which have and will, continue to replace signalling equipment installed up to forty years ago with modern control and communications facilities. This modernization programme focuses on the areas of highest traffic density within SRT's 3,673 km network and includes the upgrading of some 130 existing interlockings plus the construction of completely new lines and systems. Figure 1 illustrates the extent of SRT's Signalling and Telecommunications (S&T) network as it existed prior to the implementation of the two major projects currently under construction (i.e. Westing house (Aust) CTC Project and GEC (UK) Colourlight Project). Figure 2 indicates the network as i t will be following completion of these projects. These new works represent a 16 fold increase in the number of relay interlockings to be operated and maintained by SRT. Coupled to these developments other projects, both confirmed and proposed, to meet the needs of Thailand's expanding economy, w i l l continue to impose major alterations on the face of the network at least until the end of the decade. A list of SRT's current and future S&T projects is provided in Figure 3 and as will be appreciated the complexity of equipment demanded for these modern systems clearly represents a quantum leap forward in technology that necessitates a level of knowledge, and familiarity with a range of equipment, not previously encountered on the railway. In order for the railway to operate at maximum efficiency i t is not only necessary for staff directly involved with the systems to be trained to the requisite level but highly desirable that other members of the organization, who will also be exposed to them, be provided with a sufficient degree of understanding of the systems that they can effectively deal with the new technology without fear or hesitation (e.g. Operator's & Drivers). With all previous projects SRT has adopted the approach that training particular to each project be provided by the contractor and/or consultant involved. This scheme has proved successful in the past however, i t has allowed different practices to be employed in different regions which complicates staff relocation and inhibits standardization of maintenance procedures. In view of the wide variety of equipment employed throughout the country, and SRT's desire for a flexible and mobile workforce, the decision has been made to set up a national training scheme for all S&T and related staff that will allow the organization to effectively cope with its changing environment.
Graeme Stainlay B.Sc, BE (Elec) (Hons) David Glendinning BE (Elec) (Hons), Post.Grad. Dip. RailSig Rail Corporation New South Wales Rail Corporation New South Wales (RailCorp) is currently conducting a Trial Project of four suppliers of the European Train Control System (ETCS), a first for Australia. In order to evaluate each of the supplier’s equipment, ETCS key concepts and benefits, various test runs and simulations were conducted over each of the test sites. Outputs of this evaluation will influence the development of a new set of Design Principles suitable for ETCS within the RailCorp context and future implementation strategies of this technology across the RailCorp network. Key elements of this evaluation include the relationship between release speeds, the placement of infill balises and suitable overlap distances; linking reactions between balise groups; mitigation strategies for error margins within the onboard system and position of balises; the suitability of the onboard system operating modes; and potential operational and technical benefits from implementing ETCS.
AEC Neilson BE (Elect), MIPENZ, FIRSE Manager STE Engineering Tranz Rail Ltd New Zealand's railways have a history of signalling innovation and change. Double line and single line automatic signalling were first introduced in the early 1920s and a decision made to introduce CTC by 1938 (l) resulting in 2 small systems in operation by the end of 1939 and the system between Wellington and Paekakariki by 1941. Appendix 5 details some innovations from the 1950s to the 1970s. Signalling infrastructure was provided to meet operational needs of the time which were influenced by Government control of the then New Zealand Railways Department (NZR). Despite technical innovation, as a government Department, NZR entered the late 1970s with mounting financial losses. It also faced new competitive challenges. The statutory road transport limit of 64 kilometres that was designed to provide protection to rail traffic was relaxed to 150 km in 1978 and lifted entirely in 1983 thus resulting in more intense competition between road and rail. The network then comprised about 4500 route kilometres supported by approximately 20,000 staff. In 1981 the status of New Zealand Railways was changed with the establishment of the New Zealand Railways Corporation (NZRC) with its own board of directors to make it more responsive to the marketplace and rail's competitors. This was the first step in the process of commercialization. NZRC was given the mandate to provide safe and efficient rail and ancillary services in such a way that revenue exceeded all costs and to provide a return on capital at a rate to be set by the government. In 1990 NZRC changed to a limited liability company "NZ Rail Lid" which was still owned by the Government as a State Owned Enterprise. This was then sold in 1993 to a consortium of Wisconsin Central, Berkshire Partners and Fay Richwhite. The Company changed its name in 1995 to "Tranz Rail Ltd" and was listed on the New Zealand Stock Exchange and the National Association of Security Dealers Automated Quotation System National Market (NASDAQ) in the USA in 1996. This paper will review the signalling infrastructure history and provide an overview of how changes to the signalling infrastructure, staffing and practices were managed and implemented from the late 1980s.
G.R. Pallister Project Manager, Westinghouse Brake & Signal Co. (Australia) Ltd. The Signalling Project is composed of two separate contracts, Stage One and Stage Two. The specification for Stage One was available in March, 1983. The Stage One Signalling contract was awarded to Westinghouse- McKenzie-Holland Pty. Ltd. on the 22nd December, 1983 - just before the Christmas closedown of most Australasian Engineering companies. Westinghouse-McKenzie-Holland Pty. Ltd. is a wholly owned subsidiary of Westinghouse Brake & Signal Co. (Australia) Ltd. The Signalling Contract was for the design, manufacture, supply, installation, testing, commissioning and guarantee of the signalling system for that portion of North Island Main Trunk Railway between Palmerston North and Ohakune inclusive. The contract period was one hundred and fifty weeks.
Brenton Atchison BSc (Hons), PhD Siemens Rail Automation Dirk Klokman BE, MBA Siemens Rail Automation David Baker DipPM TasRailThis paper describes a current project to upgrade the TasRail Train Control system. Commencing in October 2012, the project is part of a larger infrastructure renewal program for the TasRail network. The current TasRail Train Control operations are based on Track Warrant Control using verbal radio communications to grant authorities to trains and track vehicles. The upgraded Train Control System is based on North American Positive Train Control (PTC), and combines a graphical Train Control Centre with electronic communication to onboard computers equipped with display and GPS location. The solution allows for communication and monitoring of electronic track warrants and provides an example of applying current technology to support improved safety and capacity for a Train Control system in a cost-effective fashion.
N. Wallace The first Railway Signalling & Telecommunications Course was promoted by the signalling sector of the Rail Industry Association of Great Britain (R.I.A.). R.I.A. is an association of British companies which provide equipment, technology and services to railways throughout the world. The signalling sector of the R.I.A. comprises those companies whose activities are mainly concerned with railway signalling, telecommunications and related matters. The headquarters of the association are located at 56 Buckingham Gate, London SWlE6AE. The Director is David R. Gillan and the assistant director is Stephen A. Kercher. The purpose of the course was to pass on to senior engineers and engineering managers from overseas railways the knowledge and experience of British experts in all aspects of railway signalling, telecommunications and related matters.
Robert E Piper, REA, MIRSE, ONTRACKKen K Ashman, AMIRSE, ONTRACKMyles A Radford, ONTRACK The Auckland Electrification Project (AEP) and Develop Auckland Rail Transport (DART) project will require complete replacement of the majority of the existing signalling system. By necessity, construction of the projects, including this new signalling system, will be carried out within a live, mixed traffic, railway environment. All construction and installation work must therefore be carried out with minimal impact on train operations and disruption to the travelling public. The interfaces and complexities of construction, installation, changeover and commissioning of a completely new signalling system within this live, working, railway environment will demand careful planning and implementation of: • Track possessions to facilitate safe and maximised duration track access windows for construction activities.• Minimised disruption to existing signalling and interlocking. This paper summarises the signalling work to be undertaken as part of the AEP and DART Project and explains steps being taken to minimise disruption to the existing signalling during this work.
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