Proceedings 2002/2003 - IRSE

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132 SOUTHERN AFRICAN SECTION at Spoornet) enlightened the guests as to the current role of women in rail in South Africa and related this to a highly successful locomotive preparation project. A female colleague of Shulami managed the project. Shulami also had a significant involvement in the project. The award for the best paper in the 2001 session was announced at the dinner, with the winner being Ernst Swanepoel of the SARCC for his paper entitled “Management of Rail Assets – Art or Science”. A strategic session was held during the year to review the role and focus of the Southern African Section and to decide on the positioning of the Section with regard to the proposed formation of a Rail Safety Regulator in South Africa. The conclusion of the session was that the Southern African Section is doing most of the things it should and that it should continue to: • Ensure a presence in the environment • Define a training strategy • Actively market the services it can provide to possible members. The Southern African Section still labours under a decrease in the number of members arising from a number of retired members suspending their membership during this session and the ongoing overseas recruitment that continues to attract signalling expertise from Southern Africa. Vic Bowles General Secretary Western Section COMPOSITION OF THE COMMITTEE Chairman Vice-Chairman Hon Secretary Hon Treasurer Members Mark Glover Peter Duggan Doug Gillanders Mark Brookes Chris Napper, Ed Gerrard Peter Martell TECHNICAL MEETINGS It was disappointing start to the session when it was necessary to rearrange at relatively short notice the first paper of the session because the original planned event had no response whatsoever. The original event was to have been a short papers evening where the prize for the best was to have been a Section-sponsored place on the <strong>IRSE</strong> Convention in Birmingham. No papers at all were submitted. We again had a varied range of papers which, by the attendance figures, suggests that the choice is generally of the correct interest level but could be improved. As no April/May visit could be arranged, as we were either declined or received no response, the AGM is to be convened before the first paper of the next session. The first paper of the session which took place in Amey Rail’s offices in Bristol, was presented by Simon Chadwick of Westinghouse Rail Systems and was entitled “Westlock – The Next Generation Interlocking”. Simon introduced his topic by giving an overview of what he was going to present and stressed the recurring theme would be evolution not revolution with a system based on the tried and trusted SSI. SSI is very good but had reached its limits. More was required of SSI and there were issues of obsolescence. The object was to recreate-use the concepts and the technology and make use of the extensive experience of staff within the rail industry. The plan is to build on the data structures and recreate-use the TFMs and datalink modules where appropriate. The new interlocking will connect to an existing SSI one, but as it is around four times the size of an SSI, the designer can determine the optimum position of the boundary. He then moved on to explain the system architecture. There were three safety critical bits – the CIP (Control Interlocking Processor), the TIF (Trackside Interface) and the SII (SSI Interface). In future instead of the TIFs together with the TFMs, the method of control may change to OBs (Object controllers). The OB may also replace the Radio Block Control systems. Currently SSI uses LDTs (Long Distance Terminals) where in future these would be replaced and have remote TIFs. The Westlock interlocking can be so configured to either have local TIFs, replacing the MPMs of SSI, feeding out to LDTs changing only the “centre” or it can be configured to have remote TIFs doing away with LDTs and changing the lineside configurations. The data preparation and testing tools are being designed to make it easier to do both activities. The data structure is similar to SSIs but will be able to be compiled in a PC environment rather than a workstation. The process from design to commission remains identical as is now used. Data is generated for the new interlocking using the PC environment or it is converted from SSI data to Westlock data for an existing interlocking. The interlocking can then be fully tested off-line using either actual equipment or a fully simulated set up. This will have the effect that stageworks will be tested more efficiently. However, at some point, when the actual control and indications have to be tested, more of the working railway will have to be turned off! The way forward now is pick a trial site for some parallel running. The most suitable in terms of SSI interfaces is the Euston/Willesden project but the scheme is too big for one Westlock interlocking. Consequently, a section of the Willesden area has been chosen where the Westlock can be connected to all the different possible interfaces. The section chosen will use 199 TFMs, 126 signals, 140 points, 254 track circuits and have 431 routes.
WESTERN SECTION 133 The future development needs to have a support system to allow for the safety approvals to be addressed. It also needs another site where the track layout and the outside signalling doesn't change. This will then allow the interlocking to be fully tested using “Over and Back” methodology. The best way forward is to build on past experience. (Attendance 20 members, 8 visitors) The second meeting took place in the usual venue of WRSL’s offices in Chippenham, where we were privileged to be joined by our President Mr Peter Stanley, who gave us a short talk on the perspective from the Centre. Mr John Martin and George Dewar, of Atkins, then presented their paper entitled “North Staffs Resignalling”. John introduced himself and George before stating that he would outline the North Staffs project, then George would introduce the axle counters which were used and say something about the safety approval, finishing off with some of the hurdles they had to jump. The main reason for renewal was the asset condition. It had passed beyond its service life. The project was the centralisation of control on Stoke on Trent with the resultant closure of seven old signalboxes. The new signalling covered 120 colour light signals, 40 ground position light signals, six level crossings (five CCTV and one AHB), 50 point machines, seven SSIs 21 axle counters covering 220 sections, 78 locations, 21 REBs 40 miles of cable route using 435km of cable. The capital cost of using axle counters in place of track circuits was an increase of 10%. However, the whole life costs were considerably less. There are no track circuits anywhere on the project. The provision of TPWS was designed into the scheme as an integral part and not a “bolt on”. There was also an integral condition monitoring scheme. North Staffs was commissioned on the 27th May this year using a 24-day blockade. There were no stage works at all. At this point George took over. The axle counters used were the Alcatel AzLM using digital technology and the multi-headed system. They were used at North Staffs because they were at the right point in their development. This imported additional risk to the project but the conceptual design and the safety case used in the North Staffs application was based on the core system in use on DB and using the cross acceptance approach to the safety case approval. Risk assessments of interfaces and the use of a trial site at Stone in July 2000 using 16 sections proved to be very useful. To get the necessary approval, a conceptual safety case, GETS control system safety case, AzLM reset and restore risk analysis (for the conditional reset) and the applications manual were all required. The conditional reset system was used as only one signalbox – Stoke – was involved. If the last count was “in”, the system would not reset, if the last count was “out” it will. There is also the availability of the "sweeping train" reset but this was causing a lot if delay to the first train of the day. Consequently a dedicated “sweeping train” is now being used. George then returned to the benefits of using axle counters – namely reduced delays, fewer SPADs (cat B), rail contamination is no longer an issue and reduced EMC problems. The concerns were addressed by “expert groups” especially convened to look at the problems which mainly were the reset and restore requirement and the detection of the rail integrity. (Attendance 19 members, 6 visitors) The Christmas paper held in Amey’s office in Bristol, was the sequel to last year’s paper and was entitled “Checking the Chieftain”. This again was presented by John Francis of WRSL. Again the audience gave rapt attention to John for over two hours. No divulgence of mis-spent youth in the West Country this year as the paper was set during John’s time in central Scotland. John introduced himself by saying that this covered the period around 1990 when he was a signaller in central Scotland at Greenloaning and Carmuirs signalboxes. He started by way of a few “props” explaining there particular use during that period. They were a Stop Order – which allowed the signaller to get home – and the On Company Service (OCS) sticker which allowed selected goods to be conveyed to other parts of the country without charge! The paper was delivered with the aid of slides to which the anecdotal commentary was added. Greenloaning was one of the first boxes to be worked by John when he went up there after returning from Australia.There were various views of the box in both summer and winter. During the winter months, ie from November through to March, the outside toilet – which was “plumbed in” to the culvert – was of no use as it was frozen up. From there after a short spell in other boxes nearby allowing him to work up the signalman class system, he spent a period south of Edinburgh as a crossing attendant during the electrification of the East Coast and the joining up with the West Coast electrification. John the returned to central Scotland to the Carmuirs East and West boxes and Larbert Junction which together formed a triangle serving Perth, Edinburgh and the Forth Bridge. There were various techniques explained which ensured that the “Chieftain” was stopped at signals whilst the local “Orange peril” trundled on past right in front of the “Chieftain” at around 15mph. Nearby was also a golf course which provided both a short cut home and entertainment at the expense of the golfers on the course. The signal layout was explained and how, on occasions, it was necessary to send trains around two sides of the triangle to keep them moving when a problem had occurred. One o’clock on a Saturday afternoon was a notable time as the whole area became very quiet as in the bus station behind Larbert signalbox, all the machinery was switched off. It was only then that you realised the high level of background noise that was present all the other times. Finally, John showed a few traditional slides from a slide projector, covering some views of the different trains and seasons up in that part of
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Proceedings 2002 - 2003
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The Institution of Railway Signal E
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Contents Contents ……………
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5 PETER STANLEY BSc CEng FIEE FIRSE
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OFFICERS AND COUNCIL 7 Photo: Colin
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9 Institution Announcements (The pr
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INSTITUTION ANNOUNCEMENTS 11 Head O
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13 Institution Awards PRESIDENT’S
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OBITUARIES 15 overseen the conversi
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17 Annual Dinner and Dance The Inst
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19 The Institution of Railway Signa
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PRESIDENTIAL ADDRESS 21 in terms of
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PRESIDENTIAL ADDRESS 23 technical l
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EUROBALISE TRANSMISSION SYSTEM, A T
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Company Announcement Bridgen Enterp
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EURORADIO AND THE RBC 33 another wh
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EURORADIO AND THE RBC 35 communicat
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EURORADIO AND THE RBC 37 PLAINTEXT
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EURORADIO AND THE RBC 39 4.7 DISCON
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EURORADIO AND THE RBC 41 would be a
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EUROCAB AND THE DRIVER MMI - AN INT
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49 Technical Meeting of the Institu
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SIGNALLING CONTROL CENTRES TODAY AN
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63 Migration to ERTMS on Existing L
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MIGRATION TO ERTMS ON EXISTING LINE
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CTRL SIGNALLING AND COMMUNICATIONS
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Page 83 and 84: CTRL SIGNALLING AND COMMUNICATIONS
Page 85 and 86: CTRL SIGNALLING AND COMMUNICATIONS
Page 87 and 88: INTERNATIONAL CONVENTION 85 RIC lev
Page 89 and 90: INTERNATIONAL CONVENTION 87 case se
Page 91 and 92: INTERNATIONAL CONVENTION 89 the sys
Page 93 and 94: INTERNATIONAL CONVENTION 91 Connect
Page 95 and 96: NINETIETH ANNUAL REPORT 93 see the
Page 97 and 98: NINETIETH ANNUAL REPORT 95 THE INST
Page 99 and 100: NINETIETH ANNUAL REPORT 97 THE INST
Page 101 and 102: NINETIETH ANNUAL REPORT 99 Accounts
Page 103 and 104: NINETIETH ANNUAL REPORT 101 Adminis
Page 105 and 106: NINETIETH ANNUAL REPORT 103 Vice-Pr
Page 107 and 108: NINETIETH ANNUAL REPORT 105 There a
Page 109 and 110: NINETIETH ANNUAL REPORT 107 Fabbian
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Page 114 and 115: 112 Sydney Hosts 2002 Convention Fo
Page 116 and 117: 114 SYDNEY HOSTS 2002 CONVENTION
Page 118 and 119: 116 SYDNEY HOSTS 2002 CONVENTION Co
Page 120 and 121: 118 Much Better Engineer Signal Eng
Page 122 and 123: 120 2002 Examination Results Anothe
Page 124 and 125: THIS SPACE COULD BE WORKING FOR YOU
Page 126 and 127: 124 AUSTRALASIAN SECTION dangerous
Page 128 and 129: 126 AUSTRALASIAN SECTION to address
Page 130 and 131: 128 CHAIRMAN’S REPORT Midland & N
Page 132 and 133: 130 SCOTTISH SECTION He drew compar
Page 136 and 137: 134 WESTERN SECTION Scotland. (Atte
Page 138 and 139: 136 YORK SECTION The October meetin
Page 140 and 141: 138 Younger Members’ Section The
Page 142 and 143: 140 The Editor would like to thank
Page 144: Railway Signalling… A Science or
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