Resources

Date Presented: December 27th, 2015

Peter Jones (AMIRSE) The intent of this Paper is to provide a background and broad overview of the Kuala Lumpur Monorail System particularly for those who are not familiar with the requirements of the city's transport needs and constraints with a focus on the EUS&S portion of works from the Project Manager perspective. A separate paper will be delivered focussing on the technical detail of the Train Detection System that has been implemented.

Date Presented: December 27th, 2015

Hessel (Hank) DE JONG CP Eng. B Ap.Sc. MIE Aust, MIRSE, MAICD WestNetRail The communications backbone project was a direct consequence of the communications requirements between centralised train control centres and the trackside signalling infrastructure. Whilst the signalling infrastructure upgrade is the subject of another paper this paper briefly describe the circumstances, criteria and process involved in determining the stages and requirements for the communications backbone.

Date Presented: December 27th, 2015

Date Presented: December 27th, 2015

Warren Kaiser (Design Engineer, ATP Pilot Trial) Stein Nielsen (Project Engineer, ATP Pilot Trial) United Group Limited This paper aims to give an overview of how an ERTMS system can be "configured" to improve train safety. A simple explanation of ATP, ERTMS and ETCS is given and the history of ERTMS is outlined. The information transmitted to the train from the trackside equipment and the available configurable variables in for this information are described and an example is used to show how the variables can be configured to improve the safety for a specific scenario.

Date Presented: December 27th, 2015

Les Brearley BE (Elect) Grad Dip (Bus) Hon FIRSE, RPEQ Director, L & B RailConsult Pty Ltd The Signal and Telecommunications Program was developed as a project through the Cooperative Research Centre for Railway Engineering and Technologies (Rail CRC) as a response to the industry need for structured education in railway signal and telecommunications engineering. The program was developed by the Rail CRC with the content provided by IRSE Australasian Section members. The  program took an innovative approach to engineering education with a combination of learning techniques including distance education, workplace activities, problem based learning, team based projects and workplace mentors. The initial offering in 2004 through Central Queensland University (CQUni) was for a Graduate Diploma and Graduate Certificate in Railway Signalling. Since then the program has been expanded to include a course on Railway Telecommunications, a Masters Degree and recently a course in Professional Competency. This paper provides a brief background on the Program and what has been achieved to date explaining how innovation was definitely worth the risk. It then provides an update on the recently completed second five year review. It explains the need for an increased partnership approach with industry if the objectives of the program are to be achieved. It also explains the needs for the proposed changes that have come out of the five year review process including the proposed change from a three term student year to a two semester student year. It also explains how technology will be used to further enhance the students' learning experience.

Date Presented: December 27th, 2015

Phil McCluskey B App Sc (Eng) Project Manager Train Control Centralisation Australasian Railway Consultancy Services WestNet Rail is in the process of centralising its Train Control Operations in Western Australia. Given the strategic importance of the new facility, a significant effort has gone into ensuring that the new system utilises high level resilience and redundancy strategies, whilst maintaining a flexible platform for business needs. This paper describes how this was achieved in an environment of high technical and commercial risks, tight timeframes and constrained resources.

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.