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.

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.

1996 – March – Baker & Oberkramer – BHPI0 : Improving Safety & Efficiency with Automatic Train Protection (ATP)

Author(s):

Date presented: December 27th, 2015

Brett Baker, B.E. (Elec), MBA, Project Leadr - ATP, BHP Iron Ore Bill Oberkramer, B.E., Systems Engineer, Harmon Industries The main aims of the railroad of BHPIO is to improve efficiency and safety. The current signal status information as been provided to the driver in the locomotive cab on a continuous basis and the removal of search light signals, also provides distinct maintenance and operational advantages. One of the main features of the system is its Integration with the locomotive electronic air brake system, whereby the ATP system can provide controlled braking applications, overcoming the hazards of only a penalty application. The introduction of ATP, resulting form the success of the Best Practice Demonstration Program, shall provide the Railroad Department of BHPIO with additional safety in an environment where safety is considered with the highest priority.

Author(s):

Date presented: December 27th, 2015

T. Perry Westinghouse Brake and Signal Company Today, rail transport is faced with the ever-increasing demands for the higher speeds, closer headways and the strict adherence to established schedules, even under inclement weather conditions. Obviously these demands must be met, and in full compliance with safe train operation. To that end WABCO WESTINGHOUSE has developed automatic train control (ATC) systems. With an ATC system, wayside signals are in effect brought into the cab, thus informing the traindriver of the status of the signal blocks ahead and advising him of the maximum speed at which he is permitted to run. The cab signal controls are used in conjunction with a speed determining device to enforce the traindriver's obedience (overspeed protection) to the speed-limit conveyed by the cab signal. Consequently, any failure of the train driver to maintain his train speed results in an automatic brake application.

Author(s):

Date presented: December 27th, 2015

Mr T. G. Moore, Train Control Systems Manager CityRail Signal Renewal and Modernisation Programme PART A - CONTROL CENTRE ARCHITECTURE AND FUNCTlOlN Mr A. Topfer, Project Engineer Telemetry CityRail Signal Renewal and Modernisation Programme PART B - INTERFACE TO SIGNALLING Mr A. Dwyer, Train Control Systems Engineer CityRail Signal Renewal and Modernisation Programme PART C - SYSTEMS INTERFACE AND GATEWAYS CityRail serves Sydney and a population of 4.6 million people. The CityRail network extends over 150 km from Sydney to the North, South and West. It is intended that this network be controlled from one Control Centre for all Operations and Infrastructure functions. A two step strategy has been adopted to develop the engineering and organisational changes required for the final Control Centre. The CityRail Control Centre at Central will consolidate the operations of signal boxes at Sydney, Strathfield, Sydenham, North Sydney, Hurstville, East Hills, Glenfield, Campbelltown, Liverpool, Sefton, Bankstown, Canterbury, Rhodes, Epping and Thornleigh. Operations Controllers, Mechanical Defects Officers and Passenger Information Officers will also be included in the Control Room. The Control Centre will control over 2,000 train movements daily. The Control Centre will cover 35 signal interlockings and 11 4 stations. The signalling includes 1,900 signals, 400 points and 2,900 track circuits.

Author(s):

Date presented: December 27th, 2015

Own Clenick B.E (Hons). MIRSE. RPEQ and Reg. Eng. NZ Westinghouse Signals Australia The Indonesian Government railways are operated by PERUMKA which is currently a semi Corporation contained within the Directorate General of Land Transport and Inland Waterways (DGLT) which is itself under the Department of Communications. PERUMKA has an extensive railway network in Java but most of the signalling is still mechanical and up to sixty years old. Over the last twenty-five years relay interlocking have been installed at the larger stations to increase operating efficiency. The planning of DGLT and PERUMKA has been to resignal the main lines in Java to increase the traffic capacity. WSA began investigating the resignalling of the railway between Cirebon-Kroya-Yogyakarta in 1987 in cooperation with AusAID under the Development Import Finance Facility (or DIFF) program. Under this program the Australian Government makes a grant which allows the Indonesian Government to obtain a loan with lower than market interest rates to finance the project. The review of railways signalling technology to be used in Indonesia by the Indonesian Government and other factors deferred progress and the preliminary joint site surveys with PERUMKA took place in June 1992. After the tendering and evaluation process the contract to resignal this section of line was signed between DGLT and WSA on 13 April 1993 for a value of A$115.318.000

Author(s):

Date presented: December 27th, 2015

D HYLAND, BE, MIE Aust, Director, Hyland Joy & Wardrop Pty Ltd J R KENNEDY, ARMIT, MIE Aust, Principal, Interlogis Consulting This paper summarises the assumptions used and the methodology developed to rank projects to be included in the Signal Renewal and Modernisation Project. The application of risk analysis techniques using as a comparative measure the loss exposure that could result from not doing the work was used to rank projects to provide the maximum return on investment and to ensure that only work that would have a significant impact on the operation of the system was done. The evaluation method allows management to:- identify the safety and service risk that could be eliminated by doing specific projects assess the cost to provide a specified level of service and safety or alternatively the levels that can be provided for the funding available.

Author(s):

Date presented: December 27th, 2015

George Erdos Chairman IRSE Australasian Section Licensing Sub Committee This paper builds on recent events in the rail industry both in Australia & the UK and explains the need for adopting an accreditation scheme, in Australia, for employees involved in the profession of railway signalling and telecommunications. The paper further looks at the reason for adopting the UK IRSE licencing scheme and progress made to-date in Australia for implementing this scheme. The IRSE licencing scheme was first conceived in the UK. It stems from a number of major rail signalling related disasters, including the Clapham Junction accident. As a result of these accidents an independent UK board of inquiry found it necessary to recommended that only "Competent Employees", skilled in the profession of railway signalling/telecommunications should be allowed to work on railway safety critical signalling systems. It was considered that this could be best achieved by a process of accreditation/licencing and continuous auditing. British Rail (BR) and London Underground (LUL) subsequently began examining mechanisms by which they could best introduce an employee certification scheme. They eventually considered that the lnstitution of Railway Signal Engineers (UK) would be ideally suited to undertake this independent certification task. Although the scheme has been developed at the specific request of British Rail and London Underground it is designed to be flexible enough to be adopted by almost any country. The IRSE (UK) is infact encouraging its overseas membership to review the scheme for possible adoption as appropriate.

Author(s):

Date presented: December 27th, 2015

David Ness Kinhill Connell Wagner Joint Venture National Rail Corporation was formed in 1992 under the auspices of the Federal Governments One Nation Programme. In line with the main objectives of the One Nation Policy National Rail was charged with the planning and implementation of a standard gauge rail linking Brisbane to Perth via each of the State capitals and major east coast population centres. The aim of this link is to enable transnational rail traffic to be hauled uninterrupted by state boundaries.The enormity of this task should not be underestimated given Australia's historic State parochialism's and 2 previous, but aborted, attempts at unifying our disjointed national rail system. The budget for achieving the enviable goal was set at $153 million for the Melbourne to Adelaide corridor. Although a seemingly generous sum at face value a per kilometre break down results in an average budgetry expenditure of approximately $125,000 dollars per kilometre. As I am sure many of you would be aware when it is considered that much of the works required to enable single gauge running involve not only civil and trackworks, but roadworks, land acquisition, level crossing and pedestrian protection, as well as signalling issues, the sum is in fact far short of what even the most hard pressed State Authorities would anticipate for any similar upgrading of it's own infrastructure. This obvious shortage of funds, as well as problems arising due to the inevitable conflicts between the desires of National Rail and those of the various State Rail Authorities, local and State Governments and other public pressure groups have created a project driven by compromise more than pure engineering rationale. The Belair - Goodwood Corridor, as much as any other portion of the project reflects each of these various factors and has shaped the planning, design and implementation of the necessary works in a way that might not normally be envisaged. The following outline of the project works aims to detail the ''whys" and "hows" of theBelair - Goodwood standard gauge resignalling works.

Author(s):

Date presented: December 27th, 2015

P.J. Cross Technical Director Westinghouse Signals Limited In my opinion it's all about finding out where the trains are (or to be pedantic but more precise, where they aren't!). The paper is a personal view based on a few (!) years of experience in the field. It is not intended that it should be a replacement for excellent treatises on the subject (such as refs. 1, 2 & 3). I have attempted to provide a historical view of train detection and its role in the signalling system and then explore the latest technology and how the new demands for train detection are being met. No apology is made for the fact that the paper is heavily biased towards track circuits as they have dominated the train detection market.

Author(s):

Date presented: December 27th, 2015

P. Knowlton Union Switch & Signal Pty. Ltd. This paper describes the technical solutions reached to satisfy the requirements of a heavy haul railway for a modern integrated central control, distributed processor based interlockings and an in-cab signalling system incorporating on-board automatic train protection. The operating methods for a dedicated heavy haul railway are in many respects different to a mixed passenger and freight railway, Maintaining safety is concerned with the efficient delivery of the product from the mine to the port, which in this case adds the complexity of not stopping trains, unless absolutely necessary. Unnecessary braking of a heavily loaded train can cause problems with broken couplings which can have significant operating consequences.

Author(s):

Date presented: December 27th, 2015

P.N. Scottney-Turbill Train Services Superintendent State Transport Authority South Australia Following the State Transport Authority's acceptance of its Consultant's recommendation to install British type, three aspect colour light route signals in the Adelaide metropolitan area, it was necessary to identify any problems in introducing what appeared to be a radical departure from the existing speed signalling system. Firstly, A.F.U.L.E. representatives were given a demonstration of the physical characteristics of the new style of signal and the aspects to be displayed and, in general terms, there were found acceptable. Following comments from the A.F.U.LE. some modifications were made. Some of the major factors which were considered when developing Operating Rules to apply to the new Signalling system were: Australian National trains use State Transport Authority lines. State Transport Authority trains use Australian National lines. Australian National's signalling system uses speed indications only. Australian National crews work on State Transport Authority trains on a made available basis, and the interchange between the two organizations. During the construction and comissioning stages there will be a mixture of both signalling systems in the metropolitan area. The system should give a simple clear signal indications. There should be no degradation of safety nor reduction in flexibility.

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Technical Meeting Papers

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By: Selena Villegas

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200407 – Modernisation of KTMB’s Signalling & Telecommunication Systems

Date Presented: July 19th, 2004

1998 – July – Skilton – Tranz Rail’s National Train Control Centre

By: JT Skilton

Date Presented: October 20th, 2024

1998 – July – McDonald – Today’s Interlocking – A World of Applications

By: Wayne McDonald

Date Presented: October 20th, 2024

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Date presented: December 27th, 2015

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Date presented: December 27th, 2015

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Date presented: December 27th, 2015

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