Signalling the Standard Gauge Line Weste

8/3/2019 Signalling the Standard Gauge Line Weste

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SIGNALLING THE STANDARD GAUGE - WESTERN AUSTRALIAINTRODUCTION

Fo r many yea rs the provision of a standard gauge railway linking theeas te rn states with Western Australia was considered des irab le. Ear ly in this decade,work commenced and this very larg e project is approaching the final st ages ofcompletion.

Soon it will be possib le to haul roll ing stock ac ro ss the continent withoutchange of gauge with r esultin g benefits of sh ort er t ran sit t ime and l es s handling andconsequent damage of freight.All s tat es and thei r ind ustries will profit from the improved efficiency of the fa ste r,safer railway transportation syste m.

The previous lack of pr og re ss with ra il standardisation was principallydue to lack of short te rm justification fo r the expenditure of the capital re qu ire d.

However, such justification was provided fo r this p roje ct in 1960 whenthe West Australi an Government concluded an ag reem ent with B. H. P. for the provisionof an integrated ir on and st ee l works in the Kwinana ar ea contingent on the cons tructionof a standard gauge railway from Kalgoorlie to Kwinana befo re 1968. The agreement


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route to Northam c reat ed no re al problem since the section genera ted little traffic ).From Northam to Merredin, 1 in 150 gradie nts wer e obtainable for the

standa rd gauge trac k to run paralle l with the existing alignment with only minordeviation.

From Mer redi n to Southern Cr os s, Koolyanobbing and Kalgoorlie thenew gauge deviates from the existing re se rv e for almost the total distance.

The maximum curv atur e was specified a s 40 chain Radius in the Agreement.However, it has been found nec ess ary to amend this in some localitie s to avoidexcessive capital expenditure.

The sharpe st curvature used is 10 chain Radius ( speed restriction 30 m. p. h. )in the restri cte d Cliff Street are a at Frem antle. The tortuous na ture of sec tion s of theAvon Valley demanded the use of maximum c urva tu re of 20 chain Radius ( speedrestriction 45 m . p. h. )

On open line sections elsewhere it has been possible to maintain a minimumradius of curvature of 40 chains ( speed restr iction 60 m. p. h .) and indeed over most ofthe route the shar pest curve is 50 chain radiu s ( speed re strictio n 70 m. p. h. )


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In the initial contract s for bridges and culv erts tend ers were called forboth pres tres sed c oncrete and steel superst ruct ures for brid ges. Although capitalcos ts varied litt le, the le ss er maintenance cost of concre te lead to the selection ofthe forme r a s standard for the project.

The Consultants, Maunsell & Partners, have been responsible forbridging designs and they evolved thr ee standa rd span designs viz . 100 ft . , 60 ft. ,and 35 - 38 ft .In gen eral , minor culvert s have been constru cted of reinforced con cret epipes up to 42 ins . , in diameter , either single o r multiple.

Larger culverts a r e single o r multiple reinforced concrete box culverts.General rolling stock i s designed to 20 ton axle load with a maximum

permiss ible speed of 50 m . p. h . for goods traffic.Iron ore and grain wagons have been designed with a 23$ ton axle loadgiving an all up gro ss of 94 ton. These vehicles may be rest rict ed in the loadedcondition to 45 m. p. h.

Proposed permissible speeds for passenger tra ins is 70 m . p. h . and


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DESIGN AND CONSTRUCTION OF SIGNALLING EQUIPMENTOperating Voltages

The following operating voltages a r e specified : -Searchlight Signal Mechani sms

Searchlight Signal LampsColourlight Shunt Signals

- 12 voltdirect current

- 12 volt- 12 volt

Marker Lights - 12 voltLights in Switch Point IndicatorsPoint Machines

Switch LocksBoom Gate Mechanisms

Boom Gate Lamps

- 12 volt- 110 volt 50 cycle

alternating curren t- 12 voltdirect current- 16 volt

d irect current- 12 volt

Interlocking re lay s - 24 o r 50 volt


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Time releases used for the emergency release of approach locking areadjustable between 20 seconds and 4 minutes and these t im es a r e unaffected byopera ting voltage fluctuation.SIGNALS

All main line running signals a r e of the sea rchli ght type, having 8%"diame ter le nse s, giving red, yellow and green indications, and suitable for operationon 12 volts direct current obtained direct fr om rec tifi ers . Pre-ca st concretefoundations of AAR design wer e used for mounting the signal m as ts .

Shunt colour light ground signals a r e thr ee asp ect searchlight type,with 6.3/8" dia met er len ses . The mechanisms a r e interchangeable with those of therunning signals .

The ground signals a r e mounted on concrete bas es and provision i s madefor vertical tilting a s well a s horizontal swivelling.

Some special signal asp ect s a r e provided. At Toodyay, an ArrowIndicator and a Colour Light Indicator a r e provided at the facing and traili ng endsrespec tively of points. A white ar ro w light in the facing dir ect ion and a b a r of


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POINTSEle ctr ic point machines conform with British Standard Specification

No. 581.At the installations where 250 volt alternating cur ren t standby s et s

a r e called for, the point machines a r e of the high voltage type for o peration on110 volts, 50 cycle , single phase, alternating cur re nt and capable of operatinga seco nd pair of points off the loc kbar.

Sufficient crank handles and assoc iated interlocked cr ank handle cir cui tcontr ollers a r e supplied and mounted adjacent to the point m achines, o r in the annexof the relay cabin if located at the end of the loops .

Removal of a cra nk handle from the circ uit. con tro lle r c ut s power offthe point machine and it s detection circui t.In the Koolyanobbing to Kalgoorlie sectio n, sp ring switch machines andmechanical switchman devices a r e to be provided.

Points layouts include ' Universal Type ' switch circuit clo ser s whicha r e fitted to the norma lly closed blade of a switc h.


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The annexe al so houses : -a ) A telephone connected to the tr ain c ontrol ci rcu it.b) An interlocked circuit controller and crank handleC Fi re extinguishing equipment, automatically operated.

A fire al ar m system using a smoke detection system i S installed ineach relay room and annexe with indication on the Centralised Traffic ControlConsole. Sheet Steel shelt er boxes a r e used to house wayside equipment.TRACKS

Tra ck ci rcu its a r e both of the steady cur re nt and of the coded type.Where steady current tr ack ci rcuits a r e used, the maximum length is

one mile and the D. C. tr ac k relay coils have a total resis tan ce not exceeding 4 ohms.Where coded tra ck c irc uit s a r e used the maximum length is two miles .The track shunt is not le ss than 0.06 ohms for main line tra cks and

0. 5 ohms for yeard t racks .Some track circui ts a r e operating with audio frequency track circui ts


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Cr os s bonding at cro ss ov ers and turnouts fo r fouling protection consi stsof two con duc tor s each of 7/036 signa l cabl e.POWER

The power supplies will be reviewed in th re e pa rts .1 . Midland to Koolyanobbing .

An independent 3,3 00 volt single phase , 50 cycle tra ns mi ss io n line wasbuilt between Midland Railway Junction and Toodyay. In addit ion a 250 volt , 50 cycle,single phase supply is provided at Midland Junction, eac h of the pas sin g loops andToodyay .

Elsewhere power is obtained from local supplies and distributed wherenec ess ary along the railway by 440 o r 250 volt, single phase mains run on the top a r mof the signal and communication Pole Line.At Northam and Merredin Marshalling ya rd s supplies a r e available atappropriate locations.

At i nterme diate signal locations and flashing light locations th e 110 voltsupply requ ired for signal purpo ses is obtained by s te p down tran sf or me r fr om eit her.


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Each intermediate signal location der ive s it s power supply from an" Alternating Current Primar y Battery System " of the open circuit type a s recommendedby the Thomas A . Edison Incorporated Primary Battery Division, Bloomfield, NewJersey. Prima ry batte rie s a r e Edison copper oxide of the 504 type.

Batteries operate in accordance with the manufacturers recommendationsregarding maximum curr ent d rain.

At all protected level cro ssi ngs standby facili ties a r e provided by lead-acidbatteries.2 . Koolyanobbing to Kalgoorlie.

The signalling sys tem i s to be supplied with elect ric al power in this sectiona s follows : -

Each loop is to be provided with two secondary sto rag e bat ter ies , one ateach end of the loop.

Fu rt he r, each loop shall be provided with one altern ator unit ca pable oftaking the full load of the loop continuously.

Automatic cont rol sha ll be achieved by u se of contacting Ampere- hourm ete rs of a type s im il ar to that shown in Bulletin 639B of the Sangamo Elec tr ic Company,


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HIGHWAY CROSSING PROTECTIONBoom gate mechanis ms, flashing light sign als, and associate d equipment,all genera lly to AAR design .Where signalling circ uit s exis t, audio frequency overlays a r e used for

crossing track circuits .The solid - state fl asher unit is of WAGR design.

WIRINGLightning a rr es to rs fo r signalling circu its a r e choke coil type in accordance

with the Association of Ameri can Railro ads Sig. Set. Specification 52 - 51 ( Part 95 ofthe A.A.R. Manual ).

Lightning a rr es to rs fo r communication circuits and C. T. C. lines a r e ofthe gas eous type having a breakdown voltage of 250 volts,

Fuses and fu se bas es used in signalling cir cui ts a r e to British StandardSpecificat ion No. 714 - 1950. The cartri dge fuse is of the non - indicating type with thefuse wire soldered to the end caps.

All wire siz es a r e such that the percentage voltage dro p fro m any


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Wires ar e grouped together fro m left to right o r top to bottom. A spar eis provided between each group to aid identification.

All terminatio ns and junctions a r e made on standard A. A. R. linkedter min al s in accordance with the Signal Section drawing No. 1070.

All wires a r e identified where they terminate.COMMUNICATIONS

A trai n control s elector telephone cir cuit is installed over each section.Telephones with sele ctor s a r e installed in the annexes at Junctions, and

at each passing siding.A telephone without se lec to r is installed at each pai r of in termed iate

signals and at each elect ric switch lock.Prov ision has been made a t each annexe by means of a " stick" circuit

for the train control selector to illuminate visual ' T ' light signals which remainilluminated until the annexe door is opened.

One unit ' T ' light unit i s dir ected towards th e Home signal and one unittowards the Starting signals fro m each annexe.

Way- side telephones a r e sim ila r to the Western Australian Government


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Northain to Kewdale, a dist ance of about 70 mi le s.Fo r each other C. T. C. section 200 lb. H. D. C. , P. V. C. , sheathed

conductors a r e used.Aerials for the control of signals or repeat circ uits a r e 0.104 inch mean

diameter, ( No. 12 gauge ) P. V. C. , covered, radi al thickness 0.0 3 aer ial cableconductors of high conductivity hard drawn copper wi re to Australian Standard No.C. 306 of 1958, with a maximum res ist ance at 2 0 ' ~ . of 5.2 5 ohm s/m ile.

Aerials used for communication circuits a r e 200 lb/mile ba re H. D. C.GENERAL DESCRIPTION OF LINES SIGNALLED.

The lines to be signalled will be descri bed with refe renc e to theseperate contracts let.The Railways of Western Australia ar e not electrif ied. Standard gauge tr ai ns a r eoperated by di esel e lect ric locomotives and Budd type rai l c a r s ; narrow gauge tr ainsa r e operated by diesel elec tric o r steam locomotives.CONTRACT S & T 1 - Midland to Northam via the Avon Valley

The specification provided fo r the design of cir cu it s, manufacture,constru ction, erectio n and testing of automatic signalling equipment commencing with


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and narrow gauge lin es between Midland and Kewdale and to the cont rol of sta rti ng signalsat Kewdale one on the standard gauge line and one on the nar row gauge line.

All tr ain movements in thi s section ar e under the sole control of a ControlOfficer stationed at Perth.

Tr af fi c between Bellevue and Northam is worked over two lines, onecar ry ing the UP tra ffic and the other the DOWN tra ffi c,

Track between Midland Railway Junction and Storage Siding is laid with 63 lb.Australian standard with 40 feet length ra il s.

The nar row gauge yard at Toodyay is laid in 63 lb. Australian Standard Rail,The Centralised Traf fic Control machine make s provision for the future

contro l and indica tion of : -a Controls and indications at least equivalent to those initially provided at

Toodyay for Midland.b ) Two passing loops between Midland and Kewdale.C ) Controls and indications for starting signals at Kewdale and Northam.

The control console at Perth is provided with location selection and function


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CONTRACT S & T 5 West Northam Marshalling Yard a re a.Thi s specification provided for the design of ci rcu its , manufacture,

installation and tes tin g of a complete signalling sche me with contr ol panel for thecontr ol of the West Northam Marsh alling Yard a re a with connections to E ast Northamleading to the Wongan Hills and Eastern Goldfields Railways and to Sprlng Hill on theGre at Southern Railway.

The specification also included protective equipment at 3 level crossings,2 of which have flashing light sign als and one half-boom g at es with flashing light signa ls

Up and down dual gauge tr ac ks fr om the Avon Valley rou te e nt er th eWeste rn end of th e yard which extends eastw ard s f or about 2 3 miles .

The Northern boundary is circle d fo r the gre at er part by two narrow gaugeand the southern boundary by two standard gauge tra ck s which meet at the ea st er n endand then diverge into one standard and one nar row gauge line running directly ea st toEast Northam, 2 mi le s distant, and a third n arr ow gauge trac k leading southwardswhich provides acce ss to the presen t Northam yard, and connects with the GreatSouthern Railway via Spring Hill approximately 6- 1/4 mil es fr om West Northam.


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Other indicators showing the state of the power supply and fireextinguishing equipment a r e provided.

The relay room is located on the second floor of the Yard Mast er 's building,immediately below the operat ing room, and houses the rela y interlocking for the wholeof the area. All re lays a r e eit her standard s ize plug- in rel ays o r miniature plug- inrelays.

Multicore cables a r e run from the relay room to the locations in surfaceconcrete ducting. All external re lay s and control equipment a r e housed in steel s helte rboxes.

Facilities at Northam include lar ge grain storage silo s.CONTRACT S & T 8 Northam to Merr edin

The specification covered the design of ci rc ui ts , manufacture of equipment,installation and test ing of a complete signalling scheme fo r the s tanda rd gauge singleline of railway between Avon ya rds and Merr edin with conventional ce ntr ali sed traf ficcontrol.

The distance between Avon yards and Mer red in is about 99 miles and there


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Merredin is a country cen tre, situated on the Great Eas tern Highway,163 mile s by road from Perth.

The new marshal ling yard and Yard Mast er's office is sited about twomile s on the Perth side of the town. The Merredin station ar ea being cent ral to thetown.

The whole ar ea is readily accessible fro m goods roads.The new yard at Merredin will be a focal point for both standard and narrowgauge syst ems. A larg e installation has been completed to receive gra in from all

narrow gauge lines leading into Merredin and will provide speedy transhipment intostanda rd gauge wagons for tran spo rt to North F rema ntle .

A sepera te modern passenger station adjacent to the existing faciliti es andbarr ack accommodation for t rain crew s a r e planned for this location.CONTRACT S & T 14. Merredin to Koolyanobbing and signal ling fo r Koolyanobbing.

The specification covered the design of circuits, manufacture of equipment,install ation and tes ting of a complete signalling schem e for the st andard gauge singleline of railway between Merr edin and Koolyanobbing with conventional C. T. C.

is


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Nearby is Dowd's Hill which, with Mount Bungalbin, 30 mi le s to th e nor th ,contains 100 million tons of ir on or e, 65 pe r cent haematit e. The iron or e crushingplant at Koolyanobbing will feed crush ed o r e into overhead stor age bins with a capacityof 12,000 tons. These will, enable speedy loading of the o r e into the WAGR's 72 toncapacity wagons.

A train load of 64 vehicle s will c a r r y 4608 net tons of o r e to Kwinana andthe 608 mil e round tr ip , including unloading is scheduled to take 24 hou rs.CONTRACT S & T 20 Koolyanobbing to Kalgoorlie

The specification co ve rs the design of cir cu its , manufac ture of equipment,installation and testing of a complete signalling schem e for the sta ndar d gauge singleline of railway between Koolyanobbing and Kalgoorl ie

The scheme incorporates " Automatic Crossing Loops " ; that i s crossingloops where the depar ture signals a r e normally a t stop but where they cl ea r automaticallyupon the approach of a tr ain . When a cros si ng has to be made the cro ssi ng loop is traincr ew operated. Spring switch mech ani sms and Pettibone Mulliken mechani cal switchmanar e used.

The distance between Koolyanobbing and Kalgoorlie is about 118 miles and


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CONCLUSION

When the sta nda rd gauge line is fully operative it is anticipated that35 hours will be saved on the c r o s s continental ro ute.

Today, the WAGR handles some 850 million ton-miles of freight annuallyand it is in the best in te re st s of the community that traffic of thi s quantity on mainroutes be confined to the ra il s.

Over $166 million has been spent on the Sta te' s ra il sys tem s ince WorldWar I1 to recondition and moder nise it so much so that the WAGR i s now gear ed tohandle mo re traf fic than at any time in i ts hist ory. It i s ther efore only reasonable toensure that full use is made of this investment by putting a s much traf fic a s possible ontothe facilities that ar e alread y available. Railways ca rr y out a wide range of nationaltasks which other forms of transport do not undertake and the cost involved inperforming these ser vic es in some ca se s make it difficult for the railways to achievefavourable financial results.

Standard gauge spur lines may be built to provide even bet ter se rv ic e to the


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PART I I INTRODUCTIONThe purpos e of thi s sec tion of the pap er is to ill ust rate the type of

signalling and circuit design employed by the Western Australian Government Railways : -a ) On the double line between Midland and Northamb ) At passing loops and interlockingsc ) fo r protecti on of highway c ro ss in gs both flashing lights and boom gat es .

To ill us tr at e th es e points a number of sli des will be shown of th e controlcir cui ts employed. These sl ides we re taken fr om office working pri nts and in somecases contain odd hand written notes and the like for which your indulgence is craved.DOUBLE LINE SIGNALLING BETWEEN MIDLAND AND NORTHAM

This section of tr ac k is signalled for single direction running with codedtra ck circui ts using 120 CPM and 180 CPM to provide thr ee aspect automatic signalswithout the us e of signal contr ol ci rc ui ts on the pole line.

The re is approximately 56 mi le s 40 chains of double line automa ticte rr it or y when the Midland Junction, the two passing loops and Toodyay Yard a r e excluded.Original planning required : -


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automatic signal. Track ci rcuits a r e fed fr om Edison Copper Oxide primary cells andsignal lighting and control circuits ar e energised from a 12 volt rectif ier set with prim arycell standby using the AC/Primary System with Power OFF Relay. Lamp cir cui ts andcode tra nsm itt ers a r e continuously energi sed. The circuits fo r double line automaticsignals 203 and 204 signals a r e basically identical, but oper ate in opposite direct ions.

Similar circuits use sim ila r contact number, fuse, N12 Busbar and ter min alnumbe rs in all thre e types of automatic signal circ uit s for e as e of maintenance and al somaking conversion of sing1 e to double signal location o r vice v er sa a simpl e ma tte r ifrequired.

Each of the s hee ts of ci rc ui ts ha s notes showing the mile age of the location towhich it applies, and notes add variou s cir cui ts to specific locations such a s : - t rackcoupling units, tra nsm itt ers and recei ver s for Audio Frequency Overlay, tra ck circu itsto contro l Flashing Light and Boom Ba rr ie r protection of Highway cro ss in gs , and tr ac krepeat c ircuit s to passing loops.

The cut section slide contains four sheet s of ci rc ui ts . The B, B ( Back-Back)cut sect ion type 3 is most commonly used w here the distance between signal locationsreq uir es only the us e of 2 track c irc uit s i . e . le ss than 4 miles with 2 mile limit on


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t r ack i . e . a " safe " fail ure. If opposite polarity was used, the relay would b edriven down by the feed o ver its own front con tacts and a " door bell " random codewould result which could be decoded unsafely by the decoding equipment.SIGNALLING O F LOOPS AND INTERLOCKINGS

In the double line automatic signalling te rr it or y passing loops were formedby widening the tr ack ce ntr es in the loop a re a and adding a common loop tra ck betweenthe up and down main l ines . Both way running was provided on the loop and shuntingmoves a r e permitted on the main lines outside the starting signals. Each main lineha s an electr ically release d switch locked siding for crippled vehicles.

The s yst em provides a f orm of route signalling fo r running signals with onea r m for each road and generally circu its follow American practi ce. All circ ui ts withina relay box or housing ar e single cut a s a r e circu its which go from one location toanother in multicore cable. Circuits on aer ial lines ar e single cut with short circuitingof the controlled element.

Signal L amps a r e 12 volt 16 watt double contact SL 28 and searchlight signalsa r e a l so 12 volt DC.

The fi rs t function in the ci rcuit of signa l 2 i s the 2 RRLR contact providing


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2 R NLR relay ( the approach lock re lay ) to drop this completes the elect ricalinterlocking and 2RRLR energi se s. 2RJR a pendulum type time rel ay is also provedde-en ergise d and ready to provide a full tim e approach lock rel ea se if req uir ed.No track r el ea se was provided for approach locking in thi s ar ea , due to the possibilityof an " unsafe " rel ea se during a power changeover from normal to stand-by o r viceversa . More will be s aid on thi s subject la te r.

The signal repeat and pole change rela ys a r e 24 volt miniature re la ys at thecontro l end of the loop and 12 volt standard rel ays at the r emo te end due to voltage dro pin the cab le between ends of t he loop.

Point operating and interlocking relays NLR and RLR a r e 24 volt miniaturelatched relays . The circuits provide the necessar y trac k and interlocking using signalnormal i . e . approach lock rel ays ).

Point Co ntroll er, Motor and Detection ci rcui ts provide cut off of motorsupply when a crank handle is taken from its interlocked circuit contro ller. Two machinesa r e neces sar y on dual gauge turnouts to operate moveable " K's" with common controland detection ci rc ui ts. Isolated supplies at 30 volt D. C. provide power for pointdetection using electr ically interlocked, biased miniature re la ys in opposition.


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" point free " light energised direc tly fro m the locking cir cui ts through a suitableresistor to provide 12 volt for the lamp from the 24 volt miniatur e relay supply.

FLASHING LIGHTS AND BOOM GATES FOR PROTECTION OF HIGHWAY CROSSINGSThe ci rcu its shown a r e from the Midland - Kwinana section, the firs t and

simplest: ci rcuit cov ers protection for five identical cros sin gs . Two track cir cuitsonly ar c crnployed, with, at the cro ss ing, one block joint on the up side o f llic roadwayon one rail and on the down side of the roadway in the other ra il . The appropriatestick relay ene rgi ses ilnlnediately on a tra in en tering the approach tra ck and a stickrel ay contact around the block joint extends the tra ck a cr os s the roadway.Tr ac ks a r e fed from Edison Copper oxide pri mar y c el ls while lam p and signal circ uit sa r e energised from 6 volt 120 amp ere hour lead acid secondary batter ies changed byautomatic batter y ch ar ge rs of sufficient capacity to enable the installation t o continueto operate even though the secondary battery may be disconnected during reg ula rmaintenance.

A tra nsi sto ris ed st atic flasher unit used is designed by Western AustralianRailways engineering staff.


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control cir cui ts all operate fr om a 16V battery comprising 8 - 2 volt 350 amperehour lead acid ce lls charged by an automatic battery ch ar ge r, again of sufficientcapacity to operate the whole installation during maintenance with the batterydisconnected. An installation of this type would re qu ir e a rec tif ier set to provide in theor de r of 500 watts under these conditions. Lamps used in the flashing lights a r e 12 volt16 watt Double contact SL28 and each lam p ha s a 5 Q 20 W wire wound res ist orconnected in s er ie s to enable it to obtain co rr ec t voltage fro m the 16 volt supply.

CONC LUSION

While it is not within the scope of th is pape r to completely detail a llasp ect s of the signalling system and circ uit design for the projec t, it is hoped that thefeature s described will prove of intere st to the mem ber s.


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BELLEVUE - WEST NORTHAMS IGNALLING 8 INTERLOCKINGCI RCUI TS FOR DOUBLE LINE

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Signalling the Standard Gauge Line Weste

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