Resources

2008 – Nov – Skilton & Clendon – Signalling Considerations for Electrification of the Auckland Metropolitan Rail Network

Author(s):

Date presented: December 27th, 2015

John T Skilton, CPEng, BE (Elect) Hons, MIRSE, MIPENZ, ONTRACK James D Clendon, CPEng, BE (Elect) Hons, MIPENZ, Booz & Co. By 2013 it is proposed that the Auckland Metropolitan Rail Network (AMRN) will be electrified with a 25kV AC electric traction system. The existing signalling system in Auckland is predominately in excess of 30 years old and not immunised against the effects of electric traction. This paper examines the resignalling requirements for the AMRN to provide electrification immunisation and also provide a control system which meets the operational requirements of the railway. A background to the Auckland network and the resignalling requirements is provided along with a description of the procurement process undertaken. A high level description of signalling and telecommunications considerations for the project is provided along with a more in depth analysis of the requirements for train protection and train detection.

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1994 – March – Abbott – Integrated Transport Control System for the Kowlo

Author(s):

Date presented: December 27th, 2015

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!

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1996 – July – Thornton – Australian Submarine Corporation – Logistic Support in a Commercial Environment

Author(s):

Date presented: December 27th, 2015

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.

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2013 – Oct – Heibel – Quantum Leaps in Train Protection and Control

Author(s):

Date presented: December 27th, 2015

Frank Heibel PhD MSc (Hon) CPEng MIEAust FIRSE Doc Frank Pty Ltd The signalling systems of the metropolitan rail networks in the major Australian cities face their most prominent technology upgrade for decades, the introduction of modern Automatic Train Control (ATC). Key drivers for this introduction are: Increase signalling safety by introducing train protection or replacing existing train protection solutions that have become obsolete and insufficiently reliable; Increase the capacity of railway lines without major infrastructure investment, e.g. for building additional tracks or lengthening station platforms to run longer trains; Reduce cost for operation and maintenance of signalling field equipment by replacing it with in-cab signalling technology; and Enhance efficiency of train operations by substituting the “human error element” with increased levels of automation. For selecting the most suitable technology, railway operators have a fundamental choice between an overlaid ATC system over the existing signalling infrastructure with fixed block signalling, such as the European Train Control System (ETCS), or an independent solution introducing virtual or moving block signalling, such as Communications Based Train Control (CBTC). This paper outlines some considerations for selection between those two types of ATC systems. Two topics specifically addressed are the implementation risk of those technologies and the much discussed subject of interoperability from a practical application viewpoint. The analysis uses case studies from current ATC introductions in Australia and aims to draw commonalities for providing some strategic guidance to the arguably most influential signalling technology decision for at least 20 years.

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1998 – Nov – Grady – Jolimont Rationalisation Project

Author(s):

Date presented: December 27th, 2015

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.  

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1989 – July – Hurford – Centralised Control on the London Underground

Author(s):

Date presented: December 27th, 2015

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.

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1984 – March – Hamersley Iron – Railway Signals & Communications Departme

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Date presented: December 27th, 2015

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2014 – July – Naweed & Aitken – Drive a mile in my seat: signal design from a systems perspective

Author(s):

Date presented: December 27th, 2015

Anjum Naweed BSc MSc PhD Central Queensland University John Aitken BE MIRSE SMIEEE Aitken & Partners Train drivers navigate conventionally designed railways using a keen awareness of their routes and by calculating likelihood predictions of future states. These processes have traditionally followed a model of signal-to-signal based running, which comprises the awareness of their static (location-based) and dynamic (aspect-related) properties. This paper reports findings from a study that examined the socio-cultural and technical ties between the signal and the driver in the context of SPAD risk management. It provides examples of how signal aspects are being interpreted on Australasian railways, how operational pressures are altering the driver-signal dynamic, and how the meaning of the caution aspect has evolved in today’s dynamic and productivity oriented rail environment. The paper seeks to describe the train drivers’ experience of interpreting and responding to railway signals, so that the signal engineering community may better understand the implications of introducing new variables and schemes into their signal design language.

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1987 – March – Johnston – Some Compatibility Aspects of the NIMT Electrification Project

Author(s):

Date presented: December 27th, 2015

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.

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2005 – Oct – Choo & Harris – Getting the Right Balance in Delivering an Enhanced Automatic Train Supervision Capability for the SMRT Rail Network

Author(s):

Date presented: December 27th, 2015

Choo Siew Aun Senior Manager, Signals SMRT Trains Ltd. Singapore Mike Harris Project Manager Westinghouse Rail Systems Ltd. United Kingdom Which comes first – technology or business innovation? In the technological age, is necessity still the mother of invention? The technological approach would argue that organisations should embrace as much leading edge technology as possible to capitalise on expected emergent benefits. Traditionalists would argue that one needs to identify the business need first and then carefully fit the technology to a business case based on tangible foreseen benefits. There is, in reality a spectrum of approaches between these two extremes depending on the type of business, its market and its rate of organisational change. So how does a railway organisation balance its approach on this spectrum in terms of the risks and benefits? Recently SMRT Trains Ltd, with Westinghouse Rail Systems Ltd (WRSL) as its supplier, has completed the renewal of its Automatic Train Supervision System (ATSS) covering the North-South and East-West MRT lines. The solution to the technology introduction balance had essentially three main components. Firstly, identifying the needs of the operational railway, secondly, deciding on the optimum level of technology advancement to be introduced, and thirdly, managing the introduction closely with all the stakeholders.

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