Resources

Date Presented: December 27th, 2015

Simeon Cox MIET AMIRSE Parsons Brinckerhoff Australia Pty Ltd Axle counters have many advantages as a train detection system but in comparison with track circuits they are complex.  Initial use for single sections, typically replacing absolute block or single line working systems proved very successful but as their benefits were realised they have been applied to more and more intensive applications. These intensive applications, which were previously the domain of track circuits, have seen a number of hazards arise that were not previously present with the use of track circuits. These hazards may have always have existed such as the loss of broken rail detection but are exacerbated by removing track circuits or may be specific to the use of axle counters such as reset and restoration. These hazards have been managed in many ways by different railway administrations; this paper will compare a selection of  applications, the technology and principles behind the mitigation of those hazards. The paper will also consider the evolution of the design of the axle counter from single sections, to multiplesection finally to advanced forms that communicate using open communication networks across huge distances but at the same time are closely integrated with the interlocking and control system to provide enhanced diagnostic and operational information that can be used to improve system reliability and performance.

Date Presented: December 27th, 2015

Date Presented: December 27th, 2015

Keith Lugsden, B.Eng., M.I.E.E.E. Software Team Leader, Safety Sr Communications International Railroad Systems Pty Ltd Adelaide, South Australia This paper describes the design of AUSTRAC, which is the Australian implementation of the North American Advanced Train Control System (ATCS) series of signalling specifications. AUSTRAC is being installed on Australian National's Trans-Australian and Central Australian lines. In particular, this paper focuses on the differences between AUSTRAC and ATCS, on some of the problems found with the ATCS specifications and on the unique features incorporated into AUSTRAC.

Date Presented: December 27th, 2015

Graeme Ackland B. AppSci (Elect) FIRSE ALSTOM AUSTRALIA The purpose of this paper is to examine the tools available to the Commissioning Engineer to achieve successful commissioning. Railway Commissioning activities are performed under a very tight time fiame, with substantial operational repercussion if the time fiame is exceeded, and safety repercussions if the testing procedures are not followed. My paper today will firstly define a commissioning and its component activities. I will then look at a number of tools and strategies that are used, and then examine the use and abuse of these tools by examining a number of commissionings. There have been a number of papers written about testing strategies but this paper concentrates on the method used to affect the alterations to signalling systems.

Date Presented: December 27th, 2015

Phil Sochon Deputy CEO Australasian Railway Association  

Date Presented: December 27th, 2015

Warwick Allison Principal Design Engineer, Signals, Rail Infrastructure Corporation The Botany Line is a predominantly single track railway with a junction from the goods lines at Marrickville Junction near Sydenham, in Sydney, to Port Botany. Expansion of the port facilities and the increase in both train size and frequency is driving investment in the corridor. The initial works include partial duplication and full resignalling with control from Sydenham Signal Box. The technology proposed was for a Microlok II computer based interlocking arranged with dual redundant data links and hot standby interlocking processors driving slave Microlok cardfiles in the field in order to achieve a high level of reliability. This arrangement is to develop and prove a configuration for high reliability single processor based systems that can be utilised on a heavily trafficked suburban railway.

Date Presented: December 27th, 2015

Yang-Lit Phay BEng(EE), GradIEAust, MIEEE Signals Engineer, Public Transport Authority of Western Australia Changes in regulations by the Australian Government in the use of RF spectrum will impact upon the Driver Video Assist System (DAVS) that is used on Perth's metropolitan train network. DAVS provides drivers live video footage of the platform that allows them to decide whether it is safe to close the train doors and depart from the platform. Current DAVS uses analog television technology as its transmission method. A project has been initiated to investigate and implement an alternate transmission technology. A number of technologies have been identified including infrared (IR) and Wi-Fi are discussed here along with the trials that have been conducted thus far.

Date Presented: December 27th, 2015

J.Keogh Manager Operations Research Queensland Railways Following over twelve months of investigation and negotiation Driver Only Operation was introduced into Queensland Railways on the Brisbane to Rockhampton section on Monday 14th May, 1990. This type of operation being successfully introduced without any loss of time due to industrial disputation.

Date Presented: December 27th, 2015

Written by A.Baayens Technical Officer Union Switch & Signa Heavy Haul Railways are often owned and operated by bulk commodity producers. Their rail operators are focused mainly on production. Although profit, costs, growth and sustainability are important to the operators, they will be focused and measured daily on productivity which can be simply described as, the number of tonnes of product actually delivered versus the planned tonnes. In boom times operators will be striving to increase planned tonnes and to do this cycle times must be reduced or more train consists operated. The railway is part of a production process. Although not productive in itself, it is necessary for the transport of the bulk product typically between the mine and port. Rail is usually the most efficient means of transporting bulk product over long distances. The railway adds to the unit cost of the product. The factors that affect the unit cost of the product by rail are: · Train crewing costs· The distance required to transport the product· Track gradient· The effectiveness of motive power· The efficiency of rolling stock used· The varying cost of fuel or energy required for motive power· The method of loading and unloading· The maintenance and repair of railway infrastructure and rolling stock· Capital costs· Asset utilisation· Delays in product delivery As the railway adds cost to the production process it is continuously under scrutiny to minimise costs wherever possible. Railways must minimise the cost of railing bulk product and safeguard production against delay and losses. It is vital for the production process to have a continuous flow of product for maximum efficiency and minimal cost. If the flow of traffic on a finely tuned railway is stopped an immediate loss is incurred. It is vital therefore to either anticipate and prevent the cause of disruption, or be able identify and respond immediately to the cause of the disruption.

Date Presented: December 27th, 2015