200403 – Earl – Remote Level Crossing Monitoring
Author(s): Cameron Earl
Date presented:
Technical Meeting Papers
Technical Meetings are held three times per year.
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199903 – O’Hara – Year 2000 Testing of Embedded Systems Devices
By: Kevin O'Hara
Date Presented: March 12th, 1999
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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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200407 – Modernisation of KTMB’s Signalling & Telecommunication Systems
Date Presented: July 19th, 2004
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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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200407 – Piper – Train Detection System Used on the KL Monorail
Author(s): Zac Piper
Date presented:
1989 – July – Moore – Communications for Signalling Systems
Author(s):
Date presented:
T. G. Moore, P. Eng.,M.I.R.S.E. Development Engineer, Signals Standards CityRail Engineering, State Rail Authority of NSW Ever since signalling safeworking advanced beyond the stage of a man with a red flag walking in front of the train, there has been a need to communicate information about the status of train movements to distant locations. Initially systems used the telegraph network which shared the communications network between signalling requirements and the need to communicate more general information. Subsequent systems such as block instruments and electric train staff used a dedicated circuit to meet their communication requirements. More complex systems involving relay interlockings used multiple dedicated electrical circuits to communicate the information status to relays at the distant location. These systems effectively absorbed a very wide band of the available circuits to transmit a small amount of information with a high level of security and integrity.
200904 – Bollard, Copperthwaite & Tooth – The Importance of System Integration and Integrated Logistic Support in of Rail Infrastructure
Author(s):
Date presented:
Arran Bollard MMgt, Grad Dip MilSc & Tech, BScAnsaldo S
200403 – Deveney – Regional Fast Rail – Project Overview
Author(s): Thomas J Deveney
Date presented:
1991 – Aug – Pickering – Risk Management – Introduction of New Technology – A signalling company’s point of view
Author(s):
Date presented:
Ralph Pickering B.E., M.Eng.Sc, F.I.R.S.E. This paper looks at the management of the introduction of new technologyfrom a signalling company's point of view.
1995 – July – Davis – Open Discussion – Operational Reliability of Signals Equipment
Author(s):
Date presented:
Ken Davis
1995 – July – Gidwani – Station Passenger Information System – An Overview
Author(s):
Date presented:
Mahesh Gidwani State Rail Authority of New South Wales The State Rail Authority of New South Wales has embarked upon an ambitious programme of installing new automated electronic Station Passenger Information systems (popularly known as SPI systems) throughout its CityRail network. The objective of installing these new systems is to provide accurate, timely and reliable information to passengers and CityRail staff. The SPI system includes mechanisms to convey information by audio and visual means. During the late eighties cartridge tape based recorded announcements were introduced on CBD stations. This system was later replaced by Digitised Voice Annunciator (DVA) systems with proprietary hardware and software from Borge Pederson. During the evaluation system it was found that the PC based DVA technology for conveying audio information was in line with the modem technology and met the requirements of the new SPI system. This paper describes the visual aspects of the SPI system in detail. During feasibility stage various technologies, indicator layouts and system configurations were considered. Several options were evaluated in the office environment and also by installing prototype indicators at selected stations. Customer Service Standards were developed based on post implementation research. A pilot project was commissioned at Sydenham station in 1992. Since then similar SPI systems have been installed at Gosford and Sutherland stations and a project is under way for installation of SPI systems at seven additional stations. It is planned to provided similar SPI systems across most of the CityRail stations (except D class stations - with minimum traffic) by year 2000.
1996 – Nov – Lechowicz – Radar Based Level Crossing Control
Author(s):
Date presented:
Steve Lechowicz Principal Software Engineer Teknis Electronics Current level crossing control systems use either conductive or voice frequency track circuits. Both of these methods require physical connection to the track and rail-wheel contact. The first involves cutting the track which is inherently dangerous and costly to maintain. The second is so tuned to the electrical characteristics of the track that it is intolerant of such environmental variables as dew or rust. Voice frequency circuits are also susceptible to electrical interference from low frequency noise and even the presence of another similar track circuit 20km away [l]. This sort of interference also introduces difficulties in placing crossings close together such that the track circuits must overlap. Crossing indications are not fail-safe. Despite fail-safe detection logic existing systems do not confirm function so there is no explicit indication of system failure. Australian Standards allow only one type of active signal light at level crossings; the RX-5 assembly. The failure state of the RX-5 is the same as the safe state. The easiest way to improve the safety of level crossings would be to replace these dinosaurs with the equally venerable, but considerably safer, 3 aspect traffic light. Using Doppler radar Teknis has developed a fail-safe method of controlling level crossings which is low-cost, easy to install and maintain and requires no connection to the track.