1979 – Nov – Stanley – Eastern Suburbs Railway – Part 3 – Automatic Far
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Technical Meeting Papers
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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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1969 – March – Goodman – Power Signalling Construction Practices – NSWGR
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E Goodman MIRSE Construction Engineer, Signal and Telegraph Branch, NSWGR
1994 – March – Kelly – CityRail Train Radio
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John Kelly, BE, ASTC, FIEAust, lRSE Project Manager, Train Radio GHD-Transmark
1966 – March – Irving – Signalling Associated with 3 Track Operation Between
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1979 – July – Shea – Communication Aspects of Westrail Material Supply
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G Shea Westrail An interactive computing system for the control of pur- chasing for Westrail has recently been established. Supporting communication facilities consisting of main and standby data links, peripheral switching, order wire and multiple line telephone access have been provided by the Signal and Communications Branch.
1966 – July – Adamson – Modern Trends in Railway Signalling
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WJ Adamson AMIRSE In recent years, the importance of a modern, efficient, signalling system for the Railways of Great Britain has increased enormously. Since the Nationalisation of the Railway Companies in 1947, the British Railways, or British Rail, as it is now called, has spent over £400 million on the modernisation of its Railway System, to meet the demand for a faster and more economic service. The signalling system has advanced from being a means of providing safety for the running of the railway, to a point where it is essential for the control of the railway network and although safety is still a basic requirement, the purpose of such a system is to co-ordinate and control1 traffic in the most efficient and economic manner possible. This paper has tried to outline some of the many developments which have taken place over these years of modernisation and to stress a few of the advantages which may be gained from extensive signalling installations.
1974 – Nov – Clare – Train Describer Systems
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MA Clare Westinghouse Brake & Signal Co Ltd It is the purpose of this paper to review the development of Train Describer systems, consider how they have become an aid to controlling and regulating the flow of rail traffic and to examine how a present day Train Describer system performs the various functions it is called upon to carry out. The computer based Train Describer has realised that many other ancillary functions, in addition to its primary requirement of train describing, are possible, and therefore, or though necessarily dealt with in brief, the paper looks at some of the ancillary functions in respect to what a computer based Train Describer of the future could possibly comprise of.