1980 – March – Ellis Howker – Maryborough – Gympie Computer Based CTC Syst
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Technical Meeting Papers
Technical Meetings are held three times per year.
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202503 – Afshar – CBTC Signalling System & Emerging Technologies; AI, Machine Learning & Crowd Computing for Adaptive Real-Time Train Timetables
By: Parisa Afshar
Date Presented: March 21st, 2025
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202503 – Li – Competency Management in the Australian Railway Signalling Industry
By: Daniel Li
Date Presented: March 21st, 2025
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202503 – Moore – Signal Design Report: What Is It and Why Do We Need It?
By: Trevor Moore
Date Presented: March 21st, 2025
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202503 – Sudholz – Break of Gauge: Competencies in the Australian Signalling Project Environment
By: Thomas Sudholz
Date Presented: March 21st, 2025
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202503 – Turner – Growing Graduates in the Sun: 30 Years of Signalling Graduate Development in Queensland Rail
By: Blake Turner
Date Presented: March 21st, 2025
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202503 – Villegas – The Importance of Operation and Maintenance Concepts in the Delivery and Operation of Rail Networks
By: Selena Villegas
Date Presented: March 21st, 2025
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2004 – July – Modernisation of KTMB’s Signalling & Telecommunication Systems
Date Presented: October 20th, 2024
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
By: JT Skilton
Date Presented: October 20th, 2024
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
By: Wayne McDonald
Date Presented: October 20th, 2024
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
By: Peter Brock, Frank Ebzery & Bruce McMurtrie
Date Presented: October 20th, 2024
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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1967 – April – Wooderson – Level Crossing Protection in Queensland Railways
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EC Wooderson AMIE Aust Assistant to Eng Sig & Int QGR The basic requirement of level crossing protection from the railway point of view is: Protect trains from possible derailment due to collision with road vehicles which can be up to 20-30 tons. Protect road vehicles and users from damage by collision thus precluding damage or loss claims. Therefore the protection device provided should be governed by the following financial aspect: Possible costs of damage to railway equipment, and loss of revenue due to disruption of service. Costs of court action promoted by injured parties.
1995 – March – Moody – Quality Management in PTC Infrastructure
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Gail Moody, B.E. (Melb), M.Eng.Sci.(Mon), M.I.E. (Aust) Group Manager, Engineering Services Public Transport Corporation In 1990, the Public Transport Corporation embarked on a Corporation-wide programme to change the culture of the Organisation. It had long been recognised that the Corporation had been inward looking and non-responsive to its customers. The change sought for the Organisation was a shift from being product-oriented to customer-focussed and driven. This shift would achieve quality management principles and enable the Organisation to be accredited to AS 3900 series. Since that time, there has been a change of government in Victoria, a significant reorganisation of the Corporation and a bi-lateral major reform progranme which has led to over 8,000 staff leaving the Organisation since October, 1992. Nevertheless, inspite of these upheavals, our staff have come to recognise that they are all part of the service delivery chain, regardless of whether they service internal or external customers. Having taken that intellectual and, to no lesser degree, emotional step, it is fully recognised by the Chief Executive Officer that quality management, and all that it encompasses, is essential to the Organisation's future success. To that end, a target for the total Corporation to be ready for accreditation by 1997 has been set. This paper will outline how the Infrastructure Division of the Corporation has set out to take up this challenge.
1967 – Nov – Hambleton – Gas Pressure Concept in Cable Maintenance
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AM Hambleton BE Austral Standard Cables Pty Limited The need for protection of cables against the ingress of moisture has long been a problem in the communication industry. Moisture entering cables may produce direct faults at the point of entry or may travel along the cable producing faults at remote points. Essentially the sheath of the cable has as its basic task the protection of the con- ductors or core from the effects of moisture, but, as is well known, various faults may occur from time to time whereby the sheath is dam- aged or becomes permeable to water and is therefore ineffective in protecting the cable core. As a means of overcoming this problem,many solutions have been suggested, ranging from the completely filled cable, where the conductors are surrounded by a petroleum jelly sub- stance, to the high security plastic insulation currently being used in Australia where the effect of water on the conductors is minimised. However, problems in manufacture and in the construction of joints currently in use makes both of.these techniques slightly inadequate, and therefore a third technique using a pressurized cable and joint is gaining popularity. This paper deals with the application of gas pressurization systems to communication cables of both lead sheathed and plastic sheathed construction. It is the intention to describe techniques currently being used with success in communication cablenetworks of various types.
1950 – Feb – Riddle – Road Traffic Signalling with Special Reference to Ve
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1979 – July – Hogan – Forrestfield Hump Yard Communications
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R Hogan Westrail The narrow gauge hump yard within the Forrestfield Marshalling Yard occupies virtually the whole western side of the entire complex, extending 3.2h having a maximum width of 200m and covering an area of approximately 85 hectare overall. The standard gauge yard is on the east and all operational and service facilities shared between the two gauges are in a strip along the centre of the yard. The Hump Yard marshalls all loads for country destinations which were previously done at Midland, Perth Central, East Perth and Fremantle yards and block marshalls loads for metropolitan delivery points.
1978 – March – Leslie – Description of Signalling A.N.R. Tasmanian Region
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