1978 – March – McNamara – Melbourne – City of Level Crossings – Special D
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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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1979 – July – Wilkinson – Microprocessor Development on Westrail
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P. Wilkinson Westrail Paper describes the development work by Westrail on a microprocessor base route setting CTC system with controller operation via a keyboard/display console. Advantages includes reduced capital cost, ease of operation, adaptability to stagework and some self-diagnosis of faults. A small engineering task force as allocated for investigation and design of a working system. Development system used included central processor unit (CPU) and memory, visual display unit (VDU) dual disc drive unit, printer, EPROM programmer and U.V. eraser. Information is provided on the various hardware components and software facilites and the design philosophy followed. Further development work on computerised track data aquisition and fault reporting is in course.
1987 – July – Erdos – Adelaide Yard Resignalling – Stageworks
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G.D. Erdos S.T.A. B. Tech., M.I.E., Aust., M.I.R.S.E. Running almost in parallel with the Re-signalling Project two significant events were taking place which would strongly lnf luence the f lnal track and signal configuration of the Adelaide Yard area. They were the withdrawal of Australian National interstate passenger services from Adelaide Station and a major building redevelopment over the Adelaide Yard air-rights. (Adelaide Station Environmental Redevelopnent Project AKR). It was soon recognised that the impact of the ASER project, relocation of AN to Keswick and the re-signalling of Adelaide Yard had unveiled a unique opportunity to remodel the Adelaide Yard trackwork. A new arrangement of tracks and switchwork for Adelaide Yard was prepared by the Permanent Way personnel of STA and subsequently Fargher Maunsell were engaged to carry out the Design/Documentation work. (See Flg.1 and Fig.2 - old layout/ new layout). A number of benefits were soon seen to accrue from the remodelling, namely - the ability to release areas previously occupied by platforms 1 to 4 to ASER for redevelopment; the ability to run trains frm all platforms to the railcar depot, which was not previously possible with the old layout; reduce maintenance costs resulting from a such resulting from a much Permanent Way layout. reduced capital and operattng costs resulting from a less conplex stgnalling layout. Accordingly, it was decided to remodel the Adelaide Yard trackwork. This work was to be staged in conjunction with the Adelaide Yard Re-signalling Project but only after completion of the ASER project.
1980 – Nov – Thomson – Application of Computers with Time Division Multipl
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1986 – March – Meyers – Communications in the Illawarra Electrified Areas
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Robert Meyers As a result of the decision to electrify the Waterfall - Port Kembla line and subsequent proposals for complete resignalling of the area it became necessary to provide updated communications services to replace the inadequate and unreliable services that existed on that line and to provide centralised communications to the Wollongong Control Centre. Electrifying the area using 1500VDC traction and resulting interference problems meant the the existing open wire line route had to be replaced by buried cables, while complete resignalling of the 51km section of track and remote controlling of interlockings from the Wollongong control centre required a "rethink" of the communications services required. Electrification provided both the funding and the impetus to replace and modernise these services. It is appropriate to mention at this time that some of the technology used while relatively new to the State Rail Authority at the time of planning has been already superseded by technology developments. Increased demands for communications in both voice and data services and reliability demands may also require additional services to be provided in the near future In the light of subsequent experience some of the methods used would also be modified in future projects of this type. This paper briefly details the communications services available prior to electrification, the services provided as part of the Electrification project and then provides an outline of future communications proposals for the Illawarra and surrounding region.
1985 – Nov – Rose – Train Radio Victorian Style – Part 4
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J.A. Rose Locomotive Driver V/Line A User's Viewpoint Locomotive Driver I started in the Railways as a Flreman on the Loawnotlve and worked my way up to the Commissioners Fireman. I became a Driver In 1978, In this tlme I have been appointed to the posttion of Instructor Driver theory (CLASSROOM) and the remainder of the week I Drive Locomotives.
1950 – June – Hall – Interlocked Boom Gates
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HF Hall AMIRSE AMIE (Aust) One of the major problems in Railway working is to provide adequate facilities for Roadways crossing the lines and having provided these facilities, to protect the road user from the consequence of coming into collision with railway vehicles. For many reasons, the problem of avoiding such! accidents has invariably devolved upon the railway authorities. The obvious solution is to avoid crossings, or where this utopian ideal cannot be attained, to cross the railway by means of overbridges or subways. It will be realised however, that geographical conditions and economic considerations very often render this impossible and so it is found that in a great number of cases the roadway crosses the railway by means of what we know as a level crossing, that is a crossing where the roadway and railway tracks are on the same plane.