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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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1995 – Nov – Callender – An Application of Microtrax for the National Rail Corporation on the SRA-NSW North Coast Line

Author(s):
Date presented: December 27th, 2015

Earl R. Callender Nov. 1995 IRSE Technical Meeting, Brisbane First we will cover some background on coded track circuits. Then we will look at some of the constraints of coded track circuits, or for that matter, track circuits in general. We will briefly touch on the family of MicroTrax products leading into the specific product that was used on the NRC project. Then this product will be described and we will end with the application of it to the NRC, train order loops on the SRA's North Coast Line.

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1998 – March – Jones – Implementing the AWARE Train Radio System

Author(s):
Date presented: December 27th, 2015

Howard Jones Business Development Manager Railway Systems  

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1996 – July – Deveney – The Application of Level Crossing Processors on the Newport To Ararat Standard Gauge Line

Author(s):
Date presented: December 27th, 2015

Tom Deveney National Rail Corporation Level Crossing Processors were chosen for application on the Newport to Ararat section of the standard gauge line due to the requirements of the safeworking system to be employed. The design and operational issues are discussed and then problems related to inter between units encountered is outlined. A mathematical analysis of the inteference based on transmission line theory using the properties of the concrete sleeper track is presented. The analysis indicates that a potential exists for integerence between level crossing processors of the same frequency over long distances.  

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1984 – Nov – Turner – Application of Microcode to Single Line Block Signalling

Author(s):
Date presented: December 27th, 2015

C.R. Turner MIRSE Australian National THIS PAPER OFFERS AN INSIGHT INTO THE APPLICATION OF MICROCODE THE SINGLE LINE BLOCK SIQIUILLING, BETWEEN  DRY CREEX AND CRYSTAL BROOK. THE SPECIFIC CONSTRAINTS IMPOSED BY THE RAIL SYSTEM ARE LISTED FOLLOWED BY AN EXPLANATION OF THE MICROCODE SYSTEM AND THEN THE APPLICATION OF THE MICROCODE SYSTEM TO SUIT AUSTRALIAN NATIONAL'S BLOCK SIGNALLING REQUIREMENTS.

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1993 – July – Tapsall – NSW CityRail – Application of Solid State Interlocking to Liverpool Resignalling Scheme

Author(s):
Date presented: December 27th, 2015

R. Tapsall GEC Alsthom Australia Limited This paper describes some of the special features which were adopted to apply British Rail Style Solid State Interlocking to a New South Wales CityRail signalling system. In particular, the development of geogra hical data to suit SRA of New South Wales signalling principles and practices ancfsatisfying State Rail with respect to validation of the system.

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1984 – Nov – Keddie – Experience with a Computer Based Message Switching System

Author(s):
Date presented: December 27th, 2015

D Keddie Australian National In June 1984, Australian National began commissioning a Computer Based Message Switching (CBMS) System This system was intended to eliminate telegraph offices located at the Adelaide Railway Station, Port Augusta and Peterborough, and provide increased facilities to all teleprinter operators connected to the system. Other mainland railway systems in Australia have message switching systems either operating, being commissioned or in the tender stages.  When interconnected, a Teleprinter Operator situated anywhare in Australia will be able send a message to any other to Operator in any other Railway system "direct", ie at no stage will the message be converted either to an operator readable form or converted to paper tape for retransmission. The system selected by Australian National as satisfying its requirements for Message Switching is manufactured in England by Computer & Systems Engineering (CASE) who are represented in Australia by Case Communications in Sydney. This paper is not intended to be a technical treatise on Computer Based Message Switching Systems but rather will serve to introduce the reader to the facilities that can be supported on a Computer Based Message Switch beyond the obvious function of telegraph message switching and present some findings based on Australian National's experience with the Case System.

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1988 – July – Whybird – Telecommunications Requirements in the Main Line Electrification Environment of Queensland Railways

Author(s):
Date presented: December 27th, 2015

K.W. Whybird MIRSE Queensland Railways In association with the Main Line Elec-trifi cation Project, the Department's extensive private telecommunication network has been undergoing radical changes. Existing open wire pole routes which, prior to elec-trification, formed the backbone of the communications network, are progressively being demolished and replaced with the latest optical fibre and microwave radio based Pulse Code Modulation (P.C.M. ) digital cornmunicatiorls systems. Departmental operational requirements dictate that communications channels must be available at the foll.owing locations:- (a) Major equipment rooms and microwave radio access points.(b) Centralised Train Control (CTC) installations.(c) Station Master's (SM) offices.(d) Feeder Stations (PS).(e) Track Sectioning Cabins (TSC).(f) Autotransformer Installations (AT).(g) Motorised Isolator Installations (NI). The system chosen hacl to be capable of being immune to the overhead trac.tion .system as well as being able to economically access the above locations, which in practice, are distributed unevenly along the traclt with relatively close spacing. For example, on the Gladstone - Rockhampton - Blackwater and Branches section there are 4071tm of traclc with 77 required communication access points. This gives an average separation of 5.281rm between points.

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1996 – July – Baird – Signal Maintenance & the Customer

Author(s):
Date presented: December 27th, 2015

Robert Baird BE. (Hons), AMIEE, MIRSE Manger, Metropolitan SignalsPublic Transport Corporation This paper aims to show:- The relationship between the Metropolitan Signals Department of the Public Transport Corporation of Victoria (PTC) and its operational customers; How customer needs are defined and serviced in the PTC; What considerations are essential when outsourcing signal maintenance functions. The paper will also focus on documenting the interface between the operator and maintainer to improve their combined performance particularly under singalling failure conditions.

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1986 – March – Brock – Illawarra Resignalling for Electrification Construction

Author(s):
Date presented: December 27th, 2015

A.J. Brock Tech. Engineer, IRSE, GEC Projects Division Railway Signals The installation for the Illawarra project involved the resignalling of 47 km. of track from just south of Helensburgh to Port Kembla, south of Wollongong , as shown on Diagram 1. Generally the line consists of two tracks with bi-directional working on both roads. Major interlockings are situated at points along the line as described later in this paper. The main Control Centre is at Wollongong, just south of Wollongong station. The entire project had to be completed and available for electric trains to run by the end of December 1985, from a commencement date of 1st March 1984. This goal was achieved, but unfortunately the start of electric services was delayed by problems with the Stanwell Park viaduct. Electric trains commenced the service to Wollongong on Tuesday 4th February 1986, after the official opening by the Premier of New South Wales, the Honourable Mr. Neville Wran.

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1998 – Nov – Heibel – Modern Engineering & Design of Computer Based Interlockings

Author(s):
Date presented: December 27th, 2015

Dr.-lng. Frank Heibel Group Manager Signalling & Control Systems Siemens Ltd. The global marketing of Computer Based Interlocking technolog makes high demands on customisation (reffered to as engineering) and design. Particularly, the respective tools have to be economical and user-friendly. This paper describes the tools for the engineering and design of Siemens SIM IS-W Computer Based Interlocking and its VlCOS user interface. After a brief background of the history of SlMlS interlockings and the tool development, the main requirements, which led to a new generation of engineering and design tools, are outlined. Some definitions and explanations of the systems and expressions used in this paper are given. The engineering process for interlocking and user interface is described, followed by the design process for project-specific data. A brief conclusion with a glance of future prospects closes this paper.

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