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Alexander Walsh BEng(Computer) RailCorp Audio frequency track circuits are used extensively in railway signalling to detect the presence or absence of rail traffic. When track circuits fail they will indicate a section being occupied as part of their fail-safe design. This typically results in rail traffic being stopped and/or delayed. The scope of this investigation is to gain a more thorough understanding of the design, specifications, operation and behaviour of these track circuits. An experimental approach has been used to relate theory with field measurements. Frequency sweeps provide a new perspective to examine tuning and may prove to be an invaluable tool in diagnostics. A thermal testing program is identifying frequency drift in analogue transmitter and receiver units, The rail current meter is enhanced to allow simpler fault finding and an intermittent transmitter detector is developed. The data and results of this investigation have identified reliability improvements that are expected to reduce the number of repeat failures and to better aid in the diagnosis of intermittent faults.
David Ness Kinhill Connell Wagner Joint Venture National Rail Corporation was formed in 1992 under the auspices of the Federal Governments One Nation Programme. In line with the main objectives of the One Nation Policy National Rail was charged with the planning and implementation of a standard gauge rail linking Brisbane to Perth via each of the State capitals and major east coast population centres. The aim of this link is to enable transnational rail traffic to be hauled uninterrupted by state boundaries.The enormity of this task should not be underestimated given Australia's historic State parochialism's and 2 previous, but aborted, attempts at unifying our disjointed national rail system. The budget for achieving the enviable goal was set at $153 million for the Melbourne to Adelaide corridor. Although a seemingly generous sum at face value a per kilometre break down results in an average budgetry expenditure of approximately $125,000 dollars per kilometre. As I am sure many of you would be aware when it is considered that much of the works required to enable single gauge running involve not only civil and trackworks, but roadworks, land acquisition, level crossing and pedestrian protection, as well as signalling issues, the sum is in fact far short of what even the most hard pressed State Authorities would anticipate for any similar upgrading of it's own infrastructure. This obvious shortage of funds, as well as problems arising due to the inevitable conflicts between the desires of National Rail and those of the various State Rail Authorities, local and State Governments and other public pressure groups have created a project driven by compromise more than pure engineering rationale. The Belair - Goodwood Corridor, as much as any other portion of the project reflects each of these various factors and has shaped the planning, design and implementation of the necessary works in a way that might not normally be envisaged. The following outline of the project works aims to detail the ''whys" and "hows" of theBelair - Goodwood standard gauge resignalling works.
Ray Kinnear Director, Public Transport Policy & Planning In Summary, this is a huge step forward for public transport in Victoria : • More than 24,000 more services every week within 5 years• More than 2 million Victorians get a decent service for the first time• And more and more services will be accessible, even if you are temporarily or permanently disabled• For the first time there will be a network of routes. Within 5 years there will be a crosstown network of 330 kilometres of SmartBus routes to complement the existing 600 kilometres of radial rail network• Capacity to carry more and more train passengers• From a Tramway to a Light Rail system• Programs to fix interchanges and add Park and Ride capacity• Essential safety and communications systems replaced• Will carry extra 50 million public transport passengers by 2010
Kim Kjaer-Olsen (B. Sc. EE, MIRSE) Queensland Rail This paper describes some key systems deployed in Queensland Rail's (QR) signalling, train control, real time, passenger information and business systems, a synopsis of interlocking types, challenges associated with interfacing these to single train control systems, some of the special signalling applications (eg Dynamic Speed Indicators, LEDS, etc.) and the advantages that these have brought to train drivers and operations. This paper will also describe the two types of train control systems used in QR and their respective geographic areas of control. Some of the key software features provided by these train control systems as well as perceived operational benefits are discussed, for example the application of "route queuing" in lieu of Automated Route Setting (ARS), point and click interfaces, GPS, long route setting, etc. Some of the real time and management systems that receive information from QR's Train Control Systems and which in turn provide the above rail operators, the travelling public, station masters, ports, mines and management with a host of operational information, are also discussed. Finally, QR's potential future usage of real time operational information is briefly presented. For example improved electronic timetable distribution, improved operational performance indicator reporting, etc.
Pierre-Henri Marillet Scott Lister Pty Ltd. Francois Pignard Scott Lister Pty Ltd. Luke Lee MRailSig BE AMIRSE MIEAust Scott Lister Pty Ltd. The trend across the world is for introduction of in-cab signalling to save on infrastructure costs, increase safety and improve performance of railway systems. This is happening today in all suburban networks within major Australian cities. This paper discusses the potential performance that an automated (GoA2) in-cab signalling system based on ETCS Level 2 with AoE and optimised track sectioning may achieve in a dense suburban network. To do so, the paper firstly explains the differences between operational and theoretical headways which have been used throughout the paper, followed by principles of the headway calculations for lineside and in-cab signalling systems and the key concepts of ETCS and ATO having direct impact on the theoretical headway. An optimisation methodology for track sectioning is then introduced along with the result of a case study to test its effectiveness on a typically dense suburban network trying to achieve a theoretical headway of 120s. The results of the study have demonstrated that a significant improvement in the theoretical headway can be made with a major reduction in the asset quantities that is beyond the limit of the conventional signalling system can achieve.This means that for the dense suburban network studied, a reliable operation beyond 22 trains per hour can be achieved with ETCS Level 2 only, while 24 reliable trains per hour can be achieved when adding the ATO over ERTMS functionalities.
Kaniyur Sundareswaran M.S., FIRSE, CEng., FIETE, MIEAust, CPEng., Aurecon (NovoRail Alliance) Sulphide Junction Signalling System was successfully commissioned on 27th February 2011. The system existing at the start of the project was a 28 year old relay interlocking system comprising of a distributed interlocking architecture performing the core interlocking functions within the Relay Room. The higher aspects and train stop controls are managed locally within the distributed locations. Remote controlled from Broadmeadow using SCADA 2000 links, the system has an Emergency Local Control Panel installed in the Traffic Room of the Relay Room building. As part of providing improved access to the EDI Downer workshop (Waratah Trains assembly and testing), a heart transplant of the relay interlocking to Microlok in the relay room was planned, mainly to overcome the restrictions placed by "no more than 2 day possession" rules. The external distributed interlocking was left as is, with minimal modifications to accommodate additions/changes, to keep costs down. The aerial photograph below shows the Sulphide Junction Rail Corridor and the access to EDI Downer workshops.
P.J. Cross Technical Director Westinghouse Signals Limited In my opinion it's all about finding out where the trains are (or to be pedantic but more precise, where they aren't!). The paper is a personal view based on a few (!) years of experience in the field. It is not intended that it should be a replacement for excellent treatises on the subject (such as refs. 1, 2 & 3). I have attempted to provide a historical view of train detection and its role in the signalling system and then explore the latest technology and how the new demands for train detection are being met. No apology is made for the fact that the paper is heavily biased towards track circuits as they have dominated the train detection market.
Alistair Morrison National Sales & Business Development Manager Information Solution, ALSTOM Australia The scope of this paper is to promote discussion and review of the maintenance processes and tools used to manage Rail network Assets. This paper looks at the processes used for signalling systems, but they can be applied to other industries and processes. With the introduction of computer based systems utilising serial communications and multi-layered databases for "Real-time" and "Static" information, tools can be created to track the data in both forms, to provide positive feedback to maintenance and asset management staff.
P. Knowlton Union Switch & Signal Pty. Ltd. This paper describes the technical solutions reached to satisfy the requirements of a heavy haul railway for a modern integrated central control, distributed processor based interlockings and an in-cab signalling system incorporating on-board automatic train protection. The operating methods for a dedicated heavy haul railway are in many respects different to a mixed passenger and freight railway, Maintaining safety is concerned with the efficient delivery of the product from the mine to the port, which in this case adds the complexity of not stopping trains, unless absolutely necessary. Unnecessary braking of a heavily loaded train can cause problems with broken couplings which can have significant operating consequences.
P.N. Scottney-Turbill Train Services Superintendent State Transport Authority South Australia Following the State Transport Authority's acceptance of its Consultant's recommendation to install British type, three aspect colour light route signals in the Adelaide metropolitan area, it was necessary to identify any problems in introducing what appeared to be a radical departure from the existing speed signalling system. Firstly, A.F.U.L.E. representatives were given a demonstration of the physical characteristics of the new style of signal and the aspects to be displayed and, in general terms, there were found acceptable. Following comments from the A.F.U.LE. some modifications were made. Some of the major factors which were considered when developing Operating Rules to apply to the new Signalling system were: Australian National trains use State Transport Authority lines. State Transport Authority trains use Australian National lines. Australian National's signalling system uses speed indications only. Australian National crews work on State Transport Authority trains on a made available basis, and the interchange between the two organizations. During the construction and comissioning stages there will be a mixture of both signalling systems in the metropolitan area. The system should give a simple clear signal indications. There should be no degradation of safety nor reduction in flexibility.
In this paper, we would like to introduce an innovative proposal based on the research conducted by the Hitachi Rail Innovation team to further improve the existing available tablet application, particularly
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I started in signalling more than 30 years ago at British Rail, where I learnt how to design interlockings, initially in relay circuits, and then by programming Solid State Interlockings. This work sparked my interest in safety critical syste
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