Technical Meeting Papers

Technical Meetings are held three times per year.
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199907 – Blakeley-Smith & Webb – Queensland Rail’s Integrated Intelligent Hot Bearing and Wheel lmpact Detector Systems

By: Andrew Blakeley-Smith & Paul Webb
Date Presented: June 23rd, 1999

Andrew Blakeley-Smith & Paul Webb This paper describes


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199903 – Revell – Observing & Managing Trends Down an Evolving Signalling Product Line

By: Howard Revell
Date Presented: March 12th, 1999

Howard Revell, BA, MIRSEManager, Engineering Developmen


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199903 – Ingwersen – Impact of Freight Brake Equipment on Signaling

By: Michael Ingwersen
Date Presented: March 3rd, 1999

Michael Ingwersen Institute of EngineersRailway Technic


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199903 – Hickey – Railways at War

By: Michael Hickey
Date Presented: March 2nd, 1999

Michael Hickey B.E., GRAD. DIP, P.M. & I.R., F.I.E. AUS


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202503 – Moore – Signal Design Report: What Is It and Why Do We Need It?

Author(s): Trevor Moore

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2004 – July – Modernisation of KTMB’s Signalling & Telecommunication Systems

Author(s):

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.

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1998 – July – Skilton – Tranz Rail’s National Train Control Centre

Author(s): JT Skilton

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.

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1998 – July – McDonald – Today’s Interlocking – A World of Applications

Author(s): Wayne McDonald

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.  

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1997 – November – Brock, Ebzery & McMurtrie – Homebush Bay Rail Link – Signalling Design and Management

Author(s): Peter Brock, Frank Ebzery & Bruce McMurtrie

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.

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