1994 – Aug – Knowlton – 4 Microloks Plus a Triangle
Author(s):
Date presented:
Peter Knowlton FlRSE General Manager Signalling Ventura Projects
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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1998 – March – Fullerton – AWARE – Australia Wide Augmented Radio Environment
Author(s):
Date presented:
John Fullerton Chief Operating Officer National Rail Corporation Ltd
1994 – March – Abbott – Integrated Transport Control System for the Kowlo
Author(s):
Date presented:
Victor G. Abbott, B.E. (Elec), Grad. Dip. Bus (Mat), Project Engineer, KCRC ATP Project Leeds+Northrup Australia This paper provides a technical overview of LeedscNorthrupls Integrated Transport Control System (ITCS) for the Kowloon Canton Railway Corporation's Automatic Train Protection Project. The ITCS is a fully integrated control and communications system that provides train control, electrical power control, passenger information, voice communications and train radio communications. This system integrates both new and proven technologies for controlling the future!
1996 – July – Thornton – Australian Submarine Corporation – Logistic Support in a Commercial Environment
Author(s):
Date presented:
Jock Thornton Australian Submarine Corporation In June 1987, the Royal Australian Navy let a contract to the Australian Submarine Corporation (ASC) to design and build six Collins Class submarines to the Type 471design by Kockums of Sweden. All submarines are now under construction and the first 'COLLINS' is due for delivery in July of this year. In addition to designing, building and delivering the submarines between now and the Year 2000, ASC is also contracted to provide Integrated Logistic Support to the submarines up to the end of the construction contract and beyond into the operational life of the submarine force.
1998 – Nov – Grady – Jolimont Rationalisation Project
Author(s):
Date presented:
Norm Grady Project Manager, JRP The Jolimont Rationalisation Project (JRP) is a multi-element project which has permanently changed the operational characteristics of the Melbourne suburban rail system and will change the face of thecity. The project involves the removal of all train stabling and maintenance activities from the inner city, resulting in a substantial simplification of the infrastructure and train operations. It also allows the development of a number of key Government initiatives on the land released from railway requirements.
1989 – July – Hurford – Centralised Control on the London Underground
Author(s):
Date presented:
N . HURFORD F. I. R. S. E. LONDON TRANSPORT INTERNATIONAL Centralised control and allied supervisory and monitoring systems have been an essential part of the operational philosophy of the London Underground system for many years. The purpose of this paper is to outline the progressive development of systems and the expansion of the scope of installations made possible by technological and economic developments.
1984 – March – Hamersley Iron – Railway Signals & Communications Departme
Author(s):
Date presented:
1987 – March – Johnston – Some Compatibility Aspects of the NIMT Electrification Project
Author(s):
Date presented:
W.B. Johnston Engineering Manager, Hawker Siddeley Rail Projects Ltd It is unlikely for an electrified railway system with such diverse elements as traction, power supply, signalling and telecommunications that there will be a "perfect" system. What may show tremendous advantages to the traction engineer may well create a situation within the system which is completely unacceptable to his sign alling, telecommunication or power supply counterpart. The introduction of power electronics for traction drives about 15 years -ago brought about new possibilities for energy efficient drives. Modern semiconductor technology gives the traction engineer the possibility of achieving, on an a.c. electrified railway, what is for him an ideal mechanism: a fast acting, notchless control of tractive effort. The control of tractive effort could be achieved by a single bridge (either fully or half controlled) operating over the full secondary voltage of the transformer. However, engineers from other disciplines may well object to the high magnitude of harmonic currents, poor power factor and gross supply voltage distortion. Increasing the number of series bridges to two, four or even more may show advantages to power supply, telecommunication and signal engineers, but from a financial and spatial consideration it is not an attractive solution for the traction engineer. It is therefore essential that the design and interface parameters are co-ordinated to ensure the compatibility of each element in optimising the system design, taking into account not only the financial factors involved, but also the important, though less easily quantified factor of practicability. The problems of compatibility are not unique to the NIMT Project but are similar to those of an a.c. electrified railway which has signalling and telecommunication networks either directly linked or in close proximity to the running rails and obtains power from a catenary system which is coupled via a transformer to a high voltage grid network.
1989 – Nov – Stepniewski – An Application of SSI to Epping
Author(s):
Date presented:
R.T. A. STEPNIEWSKI MIRSE GEC ALSTHOM AUSTRALIA LTD. Many papers have been published on the subject of the British Railways Solid State Interlocking (SSI). It is, therefore, assumed that most signal engineers have some idea of what SS1 is and its basic operation. This paper focuses on describing the design and test process of applying SS1 to the Epping interlocking. It covers the areas of scheme design, SS1 location and circuit design, and in particular the customisation of the SS1 interlocking to the Epping requirements.
1998 – July – Cockram – Keynote Address – Down the Privatisation Road
Author(s):
Date presented:
FC Cockram Corporate Relations Manager Tranz Rail Ltd