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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.
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.
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.
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.
Keith Bladon & Philip Beck Teknis Electronics This paper reviews wheel condition monitoring technologies and presents the Teknis Wheel Condition Monitoring System. The design of the system was strongly influenced by the operational requirements specified at the time. Operational issues related to the introduction of train condition monitoring products in general are discussed.
Keith Bladon Engineering Director Teknis Electronics Pty. Ltd. This paper outlines two new train remote sensing systems. l. Sensing from outside the rail structure by a radar based sensor. 2. Sensing at the wheeVrai1 interface. A general purpose instrument for rolling stock condition monitoring of wheels, bogies and carriage suspension.
G. K. Kelly, B.Sc, B.E.Hons Project Manager, Railway Communications, Applied Technology Systems, Telecom Australia This paper discusses the central role of communications in Railway Signal and Control systems such as ATCS, and for Railway operations in general. The principles applied in provision of a state of the art digital communications system for the Trans Australian Railway for Australian National, which incorporates optical fibre and mobile voice and ATCS data transmission, are used as an example. Measures to meet the specific need of signals and high availability are highlighted. Future directions and needs for Railway communications, and the advantages of standardization are discussed.
KHOO HEAN SIANG B.Eng (Hons)., C.Eng MIEE. MIRSE, P-Eng. Adv. Dip. in Mkt. Ag Assistant Manager, System Our railway track is divided into track circuits such that there is a braking distance from 40 km/h to zero over one block and three blocks from 78 km/h. The coded electrical signal is fed into the rails by means of a transmitting device and a receiver at the other end to detect and evaluate the in-coming signal. When a track circuit is occupied, the axles of the train form a low impedance across the rails. This reduces the signal reaching the receiver and in turn indicates the track is occupied. The signalling information is communicated to the train ATP system in a fail-safe manner. The trainborne ATP system constantly monitors the maximum allowable safe speed to' ensure that the train is not in an unsafe condition of overspeeding. A train will normally be free running on a 78/77 code. On approach to a train in front, it will receive a restrictive code i.e. 77/62 on the fourth track circuit from the obstruction. The trainborne ATP consists of two sub-systems i.e. the vital system and non-vital system. The two systems perform the same safety functions independently of each other and in a dissimilar manner, thus providing effective protection against common made failures. The'two independent system receive ATP signals from the trackside equipment via separate ATP antennae and the train speed signals from two separate tachogenerators. If a safe condition is present, the ATP system keeps emergency brake relays energised, and via train control circuit, hold off the energency brakes and allow the train to proceed.
Pat Venneman, Manager Crossing Systems, Harmon Industries, U.S.A. What is Constant Warning Time Technology? Constant Warning Time Technology is an advanced method of providing consistent warning times at grade crossings exposed to extreme variations in train speed. Modem Constant Warning Time Train Detection Equipment monitors track parameters to determine train position and velocity. It is this technology that makes it possible to optirnize a Grade Crossing Warning System's performance providing consistent warning time to motorists and minimize disruptions to vehicular traffic flow.
B. Luber Siemens Ltd. The best-known, and even today, the most widely-used method of track-clear indicating, are track circuits in their various forms. However, shortly after the introduction, it became obvious that tract circuits were not always suitable. To quote two examples: if physical requirements can not be met, whic is the case when it is not possible to insulate the rails, or if the track section to be monitored is very long or difficult to reach - an uneconomical solution. To find an alternative method, based on axle counting, was the aim of Siemens as long ago as 1935. The system which has been developed is based on axle counting-in at one end of the track section and axle counting-out at the other end of this section. When both counts correspond, the track section concerned is indicated as being clear.
AL Neal MIE (Aust) MIRSE Chief Project Engineer, MNM The advantages of coded track circuits, compared with ordinary D.C. type track cricuits are well known; the lower power consumption, longer practical lengths, and the elimination of vital lineside wires, either cable or pole line. On the Mt. Newman Railroad the long lengths and information transmission abilities are exploited to the full. Indeed we operate some of the longest track circuits in the world, up to 14km without any repeating cut sections. There are no vital lineside cables along the railroad, all vital information is transmitted through the coded track circuits. Cabling is limited to a power cable, telemetry cable and a non-vital telephone cable (used for hot-box and dragging equipment detector equiment). The high cost of maintenance of the existing coded track equipment, the future expected major maintenance required led to investigations of alternative systems to the present G.R.S. "Trakode"system of track circuits. These investigations began in earnest about two and a half years ago. Following these investigations two types of fully solid state equipment have been put into service, two track circuits of G.R.S. "Trakode II", covering 11 km of the single track main line, and eight track circuits of "Electrocode", manufactured by the Electropneumatic Corporation in U.S.A., covering a total of 42 km, all but 3 km being on the single track main line, (the remaining 3 km is installed on a passing track). Experience in operating the systems has clearly shown that there are significant cost savings, enough to justify the conversion of all the existing relay coded tracks. Experience has also shown that even in the very harsh climate, and in an area subject to regular and intense sumner lightning storms, the equipnent performs more reliably than the present relay based system. There have been some problems, and these will be discussed a little later.