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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1980 – July – Cox – Track Circuits on Victorian System Shunting Effect
Date Presented: December 28th, 2015
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1978 – March – Birrell – Description of Larse Supervisory System
Date Presented: December 28th, 2015
W Birrell Associate IRSE Westinghouse Brake & Signal Co The Style MCL-1 Larst equipment supplied to ANRC Tasmanian Region, is a Time Division Multiplex data transmission system configured to transmit and receive the status of controls and indications between Launceston Control Centre and Outstations located at Coldwater Creek, East Tamar Junction and Relbia. The equipment is designed aroud Larse Data Communicator Modules which were introduced into Australia during 1972. Larse Data Communicators make extensive use of Metal Oxide Semiconductor (MOS) techniques and introduces large scale integration into the Remote Control and Superviory field.
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1980 – July – Haberlon – A.C. Immune D.C. Track Circuits with Particular
Date Presented: December 28th, 2015
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1993 – April – Vickers Everist – Universal Traffic Control – A Technol
Date Presented: December 28th, 2015
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1965 – Oct – Rees – Various Aspects of the Rebuilding of the Commonwealth
Date Presented: December 28th, 2015
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1990 – Apr – Rayner Stepniewski – Distributed Processing for Train In
Date Presented: December 28th, 2015
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1974 – March – Rees – Current Signalling Trends in Great Britain France
Date Presented: December 28th, 2015
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1981 – July – Cumming – Staff Training – Vicrail
Date Presented: December 28th, 2015
R.G. Cumming FIRSE Brisbae Queensland Recruitment into the tradesman level is generally by apprenticeship. Retirement and resignation losses are covered by planned replacement through apprenticeship and only extraordinary losses are filled by recruitmen from outside industry. The fact that both recruitment methods are use in use necessitates training procedures to cover each requirement, and as this area is to be the topic of my detail presentation, I will not expand on it at this time.
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1947 – Nov – Inauguration
Date Presented: December 28th, 2015
Article from the Journal of the Institute of Transport
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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.