Glenn Miller and Romi Vespa, RailCorp - Module 4: Turnouts & Signalling - A Signal Engineer's View
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Glenn Miller and Romi Vespa, RailCorp - Module 4: Turnouts & Signalling - A Signal Engineer's View



Glenn Miller and Romi Vespa, RailCorp delivered the presentation at the RISSB’s 2013 Rail Turnouts Workshop. ...

Glenn Miller and Romi Vespa, RailCorp delivered the presentation at the RISSB’s 2013 Rail Turnouts Workshop.

The RISSB’s National Rail Turnouts Workshop 2013 gives all those involved an in-depth forum to consolidate and share the latest technical information for rail turnouts. Drawing on industry expertise, the workshop features technical and practical presentations that address key turnout functions in an every-day operational context.

For more information about the event, please visit:



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Glenn Miller and Romi Vespa, RailCorp - Module 4: Turnouts & Signalling - A Signal Engineer's View Presentation Transcript

  • 1. Romi Vespa & Glenn Miller May 2013 Turnouts & Signalling A Signal Engineer’s View National Turnouts Workshop
  • 2. Commercial in confidence Objective Overview of RailCorp Turnouts Signalling maintenance and access issues on Turnouts Signalling Trackside Infrastructure 
  • 3. Commercial in confidence Our Aims Accurately detect the position of switches To the required position Detect any obstruction  abnormality And that they remain in that position  whilst a train traverses Operate the Switches1 Ensure & Prove Locking2 Detect Switch Position3 4 Designed on fail safe principles, (including the  mechanical components) & that it is regularly maintained by competent staff to ensure  it performs its designed function 6 Provide positive detection of locking To Achieve this the Signalling SystemThe aim of the Signalling Components And ensure that it is 5
  • 4. Commercial in confidence Lock Testing & Detection Go ‐ No GoA Point Lock Test
  • 5. Commercial in confidence RailCorp's Turnouts Multiplicity
  • 6. Commercial in confidence Electric Machine M3A Facing  Point Lock Electric Machine 84M or  Electro Pneumatic Claw Lock Electro Pneumatic or Electric  Machine 84M Spherolock 3 21 ESG003 Configuration Policy RailCorp's Turnouts
  • 7. Commercial in confidence Conventional FPL Points Interlocked lockdetector within the points machine M3A Internal Locking & Detection Both switches are operated  simultaneously 1 2 Deflection Ramp
  • 8. Commercial in confidence Claw Lock 84M Electric Points 84M Internal Detection External Lock Switches operate independently External separate Locking – Claw Lock Separate detection incl motor contacts  1 2 3 Steel In Bearer
  • 9. Commercial in confidence Typical Points Operation Claw Lock EP Switch Operation is independent1 Detection is independent2
  • 10. Commercial in confidence Backdrives Single Rodding Backdrive with Claw Locks Spring Assist
  • 11. Commercial in confidence Backdrives Double Rodding using T Cranks
  • 12. Commercial in confidence The Preferred RailCorp Arrangement Electro Pneumatic A Unit Control with Spherolock locking  & T Crank Back Drive A Unit External Lock Steel In Bearer
  • 13. Commercial in confidence Signal Maintenance oAccess oPoint machinesmotors located on the side closest to a safe place  affect on adjacent tracks oSpare parts standardisation oTurnout components and drillings standardisation oStaff familiarisation • limit number of different types • eliminate varieties within a type oSignals / Track co‐ordination oMaintainability of mechanisms Maintainability & Access
  • 14. Commercial in confidence Maintainability & Access Location M3A Mechanism 84M Mechanism Electro Pneumatic  Mechanism On track in Danger  Zone Points Detector Lock Detector Drive Detector Electric Motor Clutch Cut Out Crank Points Detector ………………….. Drive Detector Electric Motor Clutch Cut Out Crank Points Detector ………………….. ………………….. Air Motor ………………….. ………………….. Off track out of  Danger Zone Fuse and Switch Cut Out Timer ESML Fuse and Switch Cut Out Timer EOL Control Valves Shuttle Valves Pressure Switch EOL integrated within  Unit  Note: Circuitry on the Interlocking side at the point contactor relay is considered similar for all  applications.
  • 15. Commercial in confidence Turnout Issues that Impact Signalling × Bearer position relative to stock and switch drillings × Longitude movement of switch or stockrail × Out of square × Out of level – switches riding up × Switch geometry/crippled switches × Heel blocks (hopefully not these days!) × Broken Rail Brace Bolts × Dry Switch Chairs × Mechanised Maintenance Issues
  • 16. Commercial in confidence Failure Modes to be Controlled Critical components must not break or come apart When trailed, points damage must be detectable Switches must not roll such that the roll aids detection Stock rail gauge needs to be controlled relative to switch  detection for open and closed settings. Locking must be proven Obstructions are to be detectable (switch and backdrives) Protected from dragging gear Adequate flange way at back of open switch Failure Modes
  • 17. Commercial in confidence Failure Modes to be Controlled Mechanism Function Electro Pneumatic Mechanism M3A Mechanism 84M Mechanism Locking of switches Direct between switch & stockrail – SpherolockClaw lock Indirect via rodding, pins, etc with spring  through bearer. Direct between switch & stockrail – SpherolockClaw lock Machine operating thrust and  travel Thrust can be changed by varying  motor diameter Not suitable for Claw Lock or Spherolock.  Thrust limited by clutch settings. Issues with  difficult configurations (e.g. super elevation).  Longer Turnouts (1200m) will need 2  machines. Thrust limited by clutch settings. Issues  with difficult configurations (e.g. super  elevation). Longer Turnouts (1200m) will  need 2 machines. Detection arrangements Direct from switches. Only has  detector. Direct from switches includes motor contacts  as additional. Direct from switches includes motor  contacts as additional. Impact of run throughs Fully protected – detection fails OK  and no damage to mechanism Detection may not fail. Mechanism is  damaged. Detection will fail OK. Mechanism is  damaged. Trailable version is available Failure potential Minimal components to fail. EOL  integrated. Electric mechanism has more components.  Has separate ESML. Electric mechanism has more components.  Has separate EOL. Equipment in the Danger Zone Minimal equipment on track Some equipment in location but motor and  motor contacts ‐ hand crank contacts on track Some equipment in location but motor  and motor contacts ‐ hand crank contacts  on track Environmental aspects No significant impact No significant impact No significant impact
  • 18. Commercial in confidence An ‘Ideal’ Arrangement o Maximise reliability, maintainability and accessibility o Bearers secured to stockrails positively to: • Maintain square • Locate holes precisely o No need to cram all equipment inside a bearer o Keep all rodding as short as practicable o Ensure joints accommodate the necessary planes of movement  (e.g. ball joints for detection) o Trail proof – able to be trailed without critical damage o Rodding within bearers to permit machine tamping For RailCorp
  • 19. Commercial in confidence The Preferred Arrangement in Operation D84M Spherolock Spherolock Internals
  • 20. Commercial in confidence Signalling Trackside Infrastructure o Principles of Train Detection and Signalling o IRJ and GIRJ and insulations in and around crossing works and that they  go in the least used leg of the turn out  o cross bonding and signal cables connecting to rails traction flowing in  the rails in and around electrified areas o signal and cables and trainstops and power supplies and cabling to and  from points o axle counters and other equipment in and around points o signal placement as regards points and crossings o condition monitoring of points o asset capture 
  • 21. Commercial in confidence Signalling Trackside Infrastructure o IRJ and GIRJ o Cross bonding and signal cables connecting to rails traction  flowing in the rails in and around electrified areas
  • 22. Commercial in confidence Signalling Trackside Infrastructure o signal and cables and trainstops and power supplies and  cabling to and from points o signal placement as regards points and crossings
  • 23. Commercial in confidence Signalling Trackside Infrastructure o Condition monitoring of points 1 month prior 1st Alarm Failure Repaired
  • 24. Commercial in confidence Thankyou Questions