SIGNALLING THE STANDARD GAUGE LINE WESTERN AUSTRALIA

A PAPER PRESENTED t o THE I. A . S.E. (AUST. SECTION) ON SATURDAY JULY 1 3 ~968 L '

PART 2.
BY M. L. GUENT HER MANAGER,SIGNAL DIVISfON MGHENZIE L HOLLAND (AUST) PTY. LTD.

BY L.F. RlTCHlE
SIGNAL ENGINEER Mc KENZIE 8- HOLLAND (AusT.) PPT. LTD.

SIGNALLING THE STANDARD GAUGE INTRODUCTION

WESTERN AUSTRALIA

For many years the provision of a standard gauge railway linking the eastern states with Western Australia was considered desirable. Early in this decade, work commenced and this very large project is approaching the final stages of completion. Soon it will be possible to haul rolling stock a c r o s s the continent without change of gauge with resulting benefits of shorter transit time and l e s s handling and consequent damage of freight. All states and their industries will profit from the improved efficiency of the faster, safer railway transportation system. The previous lack of progress with rail standardisation was principally due to lack of short t e r m justification for the expenditure of the capital required. However, such justification was provided for this project in 1960 when the West Australian Government concluded an agreement with B. H. P. for the provision of an integrated iron and steel works in the Kwinana a r e a contingent on the construction of a standard gauge railway from Kalgoorlie to Kwinana before 1968. The agreement

proposed the haulage of substantial quantities of iron o r e estimated of the order of 2 million tons per annum from the Koolyanobbing deposits to the proposed steel works. Accordingly, the W. A. State Government made proposals to the Federal Government which culminated in the Railway Standardisation Agreement of 1961 to construct the Kalgoorlie to Kwinana standard gauge railway at an estimated cost of 41.2 million. ( The present estimated cost is $130 million ) . The decision to build a railway having been taken the selection of the correct route is always the determining factor for its success o r failure. Factors involved in determining this route included : (a) The shortest distance commensurate with the achievement of minimum

grades without excessive capital cost. (b) Provision of railway transportation facilities to the maximum number of

present and future centres en route, i. e . having regard to the source, destination and quantity of traffic. At the western end, rather than maintain the existing narrow gauge route it was decided to pass a double track dual gauge ( three

rail ) track through the Avon

Valley so obtaining the advantages of easy gradients. ( The abandonment of the existing

route to Northam created no real problem since the section generated little traffic ). From Northam to Merredin, 1 in 150 gradients were obtainable for the standard gauge track to run parallel with the existing alignment with only minor deviation. From Merredin to Southern Cross, Koolyanobbing and Kalgoorlie the new gauge deviates from the existing reserve for almost the total distance. The maximum curvature was specified a s 40 chain Radius in the Agreement. However, it has been found necessary to amend this in some localities to avoid excessive capital expenditure. The sharpest curvature used is 10 chain Radius ( speed restriction 30 m . p . h . ) in the restricted Cliff Street a r e a at Fremantle. The tortuous nature of sections of the

Avon Valley demanded the use of maximum curvature of 20 chain Radius ( speed restriction 45 m . p. h. ) On open line sections elsewhere it has been possible to maintain a minimum radius of curvature of 40 chains ( speed restriction 60 m . p . h . ) and indeed over most of the route the sharpest curve is 50 chain radius ( speed restriction 70 m . p. h. ) The Agreement specified 94.lb/yd. A. S. rail for main line, but in view of the intensity of traffic to be hauled, the Railways made application for variation of the agreement to the extent of using 107 lb/yd. A. S, r a i l from Kwinana to Koolyanobbing. The variation was not agreed to. Main line rail is flash-butt welded into 360 ft. lengths. A programme of field welding into 1,440 f t . lengths by the " Quick Thermit " process has been undertaken in some sections a s the track consolidates. Conventional Australian fastenings were specified under the Agreement : Sleeper plates Dogspikes Rail Anchors

94 A. S. Double Shouldered 3/4" square

X

5- 3/4" long

Fair Rail type ( determined by tender ) 9 in.

X

2,640 only 5 ft.

34 in. indigenous timber sleepers On dual gauge track 8 ft.

X

per mile were used on Standard Gauge Track. sleepers were used for additional stiffness.

9 in.

5 in.

2,900 cubic yards per mile of crushed rock ballast was used, representing approximately 9 ins. under sleepers.

In the initial contracts for bridges and culverts tenders were called for both prestressed concrete and steel superstructures for bridges. Although capital costs varied little, the l e s s e r maintenance cost of concrete lead to the selection of the former a s standard for the project. The Consultants, Maunsell & Partners, have been responsible for bridging designs and they evolved three standard span designs viz and 35

100 ft. , 60 ft. ,

38 ft.

In general, minor culverts have been constructed of reinforced concrete

pipes 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 permissible speed of 50 m . p. h . for goods traffic. Iron o r e and grain wagons have been designed with a 23$ ton axle load giving an all up g r o s s of 94 ton. These vehicles may be restricted in the loaded condition to 45 m . p . h . Proposed permissible speeds for passenger trains is 70 m . p. h . and r a i l c a r s 80 m . p. h . Vertical structural clearance initially laid down in the Agreement was 18 ft. 6 in. However, this was increased to 20 ft. giving capacity to handle the

highest pig- a- back and out- of -gauge traffic. The signalling system, designed to afford fast transit of all traffic was developed by Mr. D. C. Curtis, Signal & Telecommunication Engineer of Western Australian Government Railways. A general description of the equipment used and some comments relating to the lines to be signalled for each section of the scheme follow.

In Part 2 of this paper, Mr I. Ritchie discusses the signalling

arrangements, circuit design and some features of special interest.

DESIGN AND CONSTRUCTION OF SIGNALLING EQUIPMENT Operating Voltages The following operating voltages a r e specified : Searchlight Signal Mechanisms Searchlight Signal Lamps Colourlight Shunt Signals Marker Lights Lights in Switch Point Indicators Point Machines Switch Locks Boom Gate Mechanisms Boom Gate Lamps Interlocking relays

12 volt direct current 12 volt 12 volt 12 volt 12 volt 110 volt 50 cycle alternating current 12 volt direct current 16 volt direct c u r r e n t 12 volt 24 o r 50 volt direct c u r r e n t

) ) ) )

Other Relays Track Circuits Centralised Traffic Control Equipment

Tenderer to specify.

Generally signal lamps a r e rated a s 12 volts, but where these a r e needed in m a r k e r lights, o r point indicator lamps, provision is made to reduce this voltage to 9 volts at the lamp filament o r , alternatively, two pin 24 volt, 6 Watt lamps energised a t 12 volts a r e provided The Centralised Traffic Control systems f o r these installations a r e of the electronic type. The design of control desks is similar to that known a s a " Traffic Control Centre " o r " Traffic M a s t e r " in the U. S. .A. with a separately mounted t r a c k diagram sufficiently large to show the full length of line to be finally controlled. Relays a r e of the plug-in type, and to the relative British Standard Specification and/or Association of American Railroads Signal Section.

Time r e l e a s e s used for the emergency r e l e a s e of approach locking a r e adjustable between 20 seconds and 4 minutes and these t i m e s a r e unaffected by operating voltage fluctuation. SIGNALS All main line running signals a r e of the searchlight type, having 8%" diameter lenses, giving red, yellow and green indications, and suitable for operation on 12 volts direct current obtained direct f r o m r e c t i f i e r s . Pre-cast concrete foundations of AAR design were used for mounting the signal m a s t s . Shunt colour light ground signals a r e t h r e e aspect searchlight type, with 6.3/8" diameter lenses. The mechanisms a r e interchangeable with those of the running signals. The ground signals a r e mounted on concrete b a s e s and provision i s made for vertical tilting a s well a s horizontal swivelling. Some special signal aspects a r e provided. At Toodyay, an Arrow

Indicator and a Colour Light Indicator a r e provided at the facing and trailing ends respectively of points. A white a r r o w light in the facing direction and a b a r of Yellow light in the trailing direction, indicates that all movements over the interT o permit entry to

locked points a r e controlled by hand signal from the Shunter.

the interlocked a r e a by fixed signal, the light in the a r r o w indicator i s extinguished and the colour light indicator placed to stop indication, i . e . a b a r of Red light.

Marker lights having purple lenses, low speed lights ( Shunt ) having yellow lenses, white ' A ' lights and ' T ' light units a r e provided. fitted with 5.3/8" diameter lenses. At Toodyay one gantry and two bracket signals a r e erected. Gantry and bracket signals a r e also provided at several other locations in o r d e r to achieve improved sighting visibility. These s t r u c t u r e s conform to Standards Association Australia Specifications : Int . No. 350 These units a r e

Interim Code for the Minimum Design loads on Buildings.

Int. No. 351 -

Interim Structural Steel in Building Welding.

Int. No.

352 -

Welding

and provide for a load of 500 l b s . a t the signal position ( i . e . two men ) in addition to the weight of the signal equipment

POINTS Electric point machines conform with British Standard Specification No. 581. At the installations where 250 volt alternating current standby s e t s a r e called for, the point machines a r e of the high voltage type for operation on 110 volts, 50 cycle, single phase, alternating current and capable of operating a second pair of points off the lockbar. Sufficient crank handles and associated interlocked crank handle circuit controllers a r e supplied and mounted adjacent to the point machines, o r in the annex of the relay cabin if located at the end of the loops. Removal of a crank handle from the circuit. controller cuts power off the point machine and i t s detection circuit. In the Koolyanobbing to Kalgoorlie section, spring switch machines and mechanical switchman devices a r e to be provided. Points layouts include ' Universal Type ' switch circuit c l o s e r s which a r e fitted to the normally closed blade of a switch. Electric switch locks a r e fitted to hand-operated points and provide a 10

12 volt direct current locking mechanism , lock indicator, 3 way circuit

controller, lock proving contact and door operated economiser switch. A 12 volt supply is provided to each Western Australian Government Railways type point indicator for a 12 volt 4 watt lamp. Facing point locks a r e provided at the points on the Auxiliary Loop, Toodyay . RELAY CABINS Signal control equipment is accommodated in sheet steel o r brick houses adjacent to the points a t Junctions and a t both ends of loops. Each consists of two compartments, the larger to house signalling relay racks and associated equipment. This portion i s capable of being locked off from the second compartment o r annexe. The annexe i s 3 feet in length and contains an exterior door a s well a s the door into the signalling equipment room.

The annexe also houses : a) b)

C

A telephone connected to the train control circuit. An interlocked circuit controller and crank handle F i r e extinguishing equipment, automatically operated. A fire a l a r m system using a smoke detection system i S installed in

each relay room and annexe with indication on the Centralised Traffic Control Console. Sheet Steel shelter boxes a r e used to house wayside equipment. TRACKS Track circuits a r e both of the steady current and of the coded type. Where steady current track circuits a r e used, the maximum length is one mile and the D. C. track relay coils have a total resistance not exceeding 4 ohms. Where coded track circuits a r e used the maximum length is two miles. The track shunt is not l e s s than 0.06 ohms for main line tracks and 0 . 5 ohms for yeard t r a c k s . Some track circuits a r e operating with audio frequency track circuits superimposed for level crossing protection. Rail connections using OB bond tails Cat. Nos. 18601, 18602 o r equivalent a r e installed and wired into wooden trunking. Insulated r a i l joints for the 94 lb. A. S. r a i l a r e of the moulded, bonded vulcanized and armoured type a s developed by the Research Department of the Association of American Railroads and a r e manufactured by the Johnson Rubber Company of 111 Vine Street, Middlefield, Ohio, under the trade name of "Vulca Bond". All r a i l bonding provided i s installed in accordance with Association of American Railroads Signal Specifications 135 - 51, and their Signal Section Instructions Part 219. Manganese frogs a r e bonded with multistrand annealed copper wire braized to the flange of the r a i l . The common r a i l and the standard gauge r a i l a r e bonded with hammer head bonds to A. A. R. Signal Section Specification 179 - 48. The narrow gauge rail i s bonded with stranded copper bonds of A. A. R.

design around the fishplate and to the web of the r a i l . The second ( o r inside ) r a i l of the narrow gauge is bonded to the adjacent standard gauge r a i l , at the start and end of each track circuit and every 360 feet between ends.

Cross bonding a t crossovers and turnouts for fouling protection consists of two conductors each of 7/036 signal cable. POWER The power supplies will be reviewed in three parts. 1. Midland to Koolyanobbing . An independent 3,300 volt single phase, 50 cycle transmission line was built between Midland Railway Junction and Toodyay. In addition a 250 volt, 50 cycle, single phase supply is provided a t Midland Junction, each of the passing loops and Toodyay . Elsewhere power is obtained from local supplies and distributed where necessary along the railway by 440 o r 250 volt, single phase mains run on the top a r m of the signal and communication Pole Line. At Northam and Merredin Marshalling yards supplies a r e available at appropriate locations. At intermediate signal locations and flashing light locations the 110 volt supply required for signal purposes is obtained by step down transformer from either of these voltages . The local distribution for battery charging o r rectifier supply requirements
is 110 volts, 50 cycles, single phase.

Where standby power is required an air cooled diesel powered 250 volt, single phase 50 cycle alternator unit capable of taking the full load continuously is provided. These generators a r e between 5 KW and lOKW capacity at unity power factor Each set is arranged to s t a r t up automatically in the event of the supply voltage falling below 90% of normal for m o r e than 5 seconds and is capable of taking over the full load within 10 seconds of such occurrence. After restoration of full supply voltage for one minute, operation r e v e r t s t o normal and the standby plant shuts down. Alternators a r e to British Standard Specification 2613/1957. The track diagram appropriate to the standby locations incorporates, two indications, v i z . , Normal Power ' O F F ' and Standby power ' ON '. A 250 volt single phase supply is obtained from the transmission line by step down transformers adjacent to the housing for the standby plant. Aerial lines a r e run from the standby plant housing to the two relay cabins at each Passing Loop and t o the relay cabins at Junctions.

Each intermediate signal location derives i t s power supply from an

"

Alternating Current Primary Battery System " of the open circuit type a s recommended

by the Thomas A. Edison Incorporated Primary Battery Division, Bloomfield, New Jersey. Primary batteries a r e Edison copper oxide of the 504 type. Batteries operate in accordance with the manufacturers recommendations regarding maximum current drain. At all protected level crossings standby facilities a r e provided by lead-acid batteries. 2. Koolyanobbing to Kalgoorlie. The signalling system i s to be supplied with electrical power in this section a s follows : Each loop is to be provided with two secondary storage batteries, one a t each end of the loop. Further, each loop shall be provided with one alternator unit capable of taking the full load of the loop continuously. Automatic control shall be achieved by use of contacting Ampere- hour m e t e r s of a type similar to that shown in Bulletin 639B of the Sangamo Electric Company, Springfield, Illinois, U. S. A. These m e t e r s shall be connected in the battery circuits

in a manner such that they will record the charge and discharge Ampere-Houses and initiate the running and shut-down of the alternator. Fault conditions shall be detected and indicated back to Merredin using a voice frequency channel. A primary battery shall b e provided a t the location of each pair of Intermediate Signals. The battery shall consist of two banks of ten cells of the Le Carbone AD608A type o r their direct electrical equivalent. 3. General. Rectifiers used for battery charging a r e of sufficient capacity to fully recharge the batteries in 24 hours after 24 hours power outage. Rectifiers a r e not used in vital circuits where the safe operation of the circuit depends on the integrity of the rectifier. Primary and secondary batteries of the following types a r e used :

a ) Secondary, lead- acid, nickel- cadmium o r nickel- iron alkaline. b ) Primary

Edison Primary Batteries, Type S504, M504 o r HA504

depending upon current drain. Alternatively, Le Carbone cells may be used.

HIGHWAY CROSSING PROTECTION Boom gate mechanisms, flashing light signals, and associated equipment, all generally to AAR design. Where signalling circuits exist, audio frequency overlays a r e used for crossing track circuits. The solid - state flasher unit is of WAGR design. WIRING Lightning a r r e s t o r s f o r signalling circuits a r e choke coil type in accordance with the Association of American Railroads Sig. Set. Specification 52 - 51 ( Part 95 of the A.A.R. Manual ). Lightning a r r e s t o r s f o r communication circuits and C. T. C. lines a r e of the gaseous type having a breakdown voltage of 250 volts, Fuses and f u s e bases used in signalling circuits a r e to British Standard Specification No. 714 - 1950. The cartridge fuse is of the non - indicating type with the

fuse wire soldered to the end caps. All wire sizes a r e such that the percentage voltage drop from any transformer o r battery bus b a r to the terminal of the farthese apparatus fed from them does not exceed 8 p e r cent under max. operating load conditions. Single conductors for exterior wiring have a 5/64 inch radial thickness of first quality vulcanised rubber applied concentrically about the conductor, and a r e then sheathed with a high tensile strength polychloroprene sheath of 2/64 inch thickness. All wiring is installed in accordance with the Association of American Railroads Signal Section Specification 119 - 42 ( Part 84 of the A. A. R. Manual ). All main runmulticore cables c a r r y 10 per cent spare conductors with not l e s s than two s p a r e conductors per cable. Where wires a r e subject to vibration, e . g . wiring to r a i l s , point machines, switch circuit controllers e t c . , stranded wires a r e used between such apparatus and the nearest junction f r e e of vibration. Stranded conductors a r e crimped to tags for connecting to A. A. R. terminals, o r to connectors for plug- in apparatus. Provision is made for the termination of all external cables and wires on individual terminals conveniently situated together near cable and wire entries to relay huts and boxes.

Wires a r e grouped together from left to right o r top to bottom. A spare

is provided between each group to aid identification.

All terminations and junctions a r e made on standard A. A. R. linked terminals in accordance with the Signal Section drawing No. 1070. All wires a r e identified where they terminate. COMMUNICATIONS A train control selector telephone circuit is installed over each section. Telephones with selectors a r e installed in the annexes at Junctions, and at each passing siding. A telephone without selector is installed at each pair of intermediate signals and at each electric switch lock. Prov ision has been made at each annexe by means of a " stick" circuit for the train control selector to illuminate visual ' T ' light signals which remain illuminated until the annexe door is opened. One unit ' T ' light unit i s directed towards the Home signal and one unit towards the Starting signals from each annexe. Way- side telephones a r e similar to the Western Australian Government Railway's design, of equivalent transmission qualities and housed in weatherproof boxes. The signal control and communication line is erected for most of the route on the south side of the track and the transmission line on the north side. Pole spacing i s 4 chains. Construction takes the form of rail poles supporting two o r more wood crossarms. Where the alternating current, 50 cycle, single phase supply main applies on this pole line it i s run on the top a r m position

Four feet six inches below the power a r m , signal circuits occupy the next one o r two a r m s ; these a r m s being spaced at eighteen inches. Where minor communication circuits apply these occupy the next lower a r m eighteen inches below followed by the major communication circuits on a crossa r m three feet lower. In the Perth

N ~ r t h a m section, the Centralised Traffic Control equipment

operates over a 11 mile, 200 lb/mile H. D. C. line originating in Perth and teeing into a 200 lb. H. D. C. , P. V. C. , covered line at Bellevue, which will ultimately extend from

Northain to Kewdale, a distance of about 70 miles. For 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 o r repeat circuits a r e 0.104 inch mean diameter, ( No. 12 gauge ) P. V. C. , covered, radial thickness 0.03 aerial cable conductors of high conductivity hard drawn copper wire to Australian Standard No. C. 306 of 1958, with a maximum resistance at 2 0 ' ~ . of 5.25 ohms/mile. Aerials used for communication circuits a r e 200 lb/mile b a r e H. D. C. GENERAL DESCRIPTION OF LINES SIGNALLED. The lines to be signalled will be described with reference to the seperate contracts let. The Railways of Western Australia a r e not electrified. Standard gauge trains a r e

operated by diesel electric locomotives and Budd type rail c a r s ; narrow gauge trains a r e operated by diesel electric o r steam locomotives. CONTRACT S & T 1

Midland to Northam via the Avon Valley

The specification provided for the design of circuits, manufacture, construction, erection and testing of automatic signalling equipment commencing with the signalling of approximately 60 miles of railway between Midland and Northam, together with a Centralised Traffic Control machine and related coding equipment to regulate traffic between Kewdale and Northam, via Midland, a distance of approximately 68 miles. The control centre is located at Perth, Midland. A double line of dual gauge track is constructed between Bellevue and Northam. Each dual gauge track i s laid with three rails to c a r r y either 4 foot 84 inches o r 3 foot 6 inches gauge rolling stock. Each line comprises dual track of three r a i l s s o spaced a s to provide f o r a narrow and standard gauge line. The common rail on both UP and DOWN lines is on the north side. Signalling with Centralised Traffic Control and indication is provided for the Midland Railway Junction, two passing loops and Toodyay. At a later date the standard and narrow gauge lines shall seperate at Midland and extend to Kewdale, a distance of approximately 8 miles, a s seperate 11 miles west of

single lines. With this extension it is proposed to extend the Centralised Traffic Control to Midland, to the control of simple single line crossing loops on both the standard gauge

and narrow gauge lines between Midland and Kewdale and to the control of starting signals at Kewdale one on the standard gauge line and one on the narrow gauge line. All train movements in this section a r e under the sole control of a Control Officer stationed at Perth. Traffic between Bellevue and Northam is worked over two lines, one carrying the UP traffic and the other the DOWN traffic, Track between Midland Railway Junction and Storage Siding i s laid with 63 lb. Australian standard with 40 feet length rails. The narrow gauge yard at Toodyay is laid in 63 lb. Australian Standard Rail, The Centralised Traffic Control machine makes provision for the future control and indication of : a Controls and indications at least equivalent to those initially provided at Toodyay for Midland. b) C) Two passing loops between Midland and Kewdale. Controls and indications for starting signals at Kewdale and Northam. The control console at Perth is provided with location selection and function control buttons which cover points, signals and releases. A system control panel with buttons for the C, T. C. master circuit selection and alarm indications is also fitted. The track diagram is seperated from the console. All tracks a r e shown on this diagram together with signal and point indications and other indications necessary for the correct working of the system. When controls a r e in transit e . g . to clear a signal o r r e v e r s e points a flashing indication is displayed showing an out of correspondence condition. Between each controlled location indicating lamps a r e provided on the track diagram to show the number of trains present in the section. It is notable that the greatly improved gradients of the Avon Valley route
( 1 in 200 as against 1 in 40 on the now-closed Darling Range section ) has proved of

considerable economic advantage and has been one of the factors contributing to the WAGR's vastly improved profitability. Locomotives which formerly hauled a single

unit load of 250 tons on the old line can now handle 1000 tons.

CONTRACT S & T 5

West Northam Marshalling Yard a r e a .

This specification provided for the design of circuits, manufacture, installation and testing of a complete signalling scheme with control panel for the control of the West Northam Marshalling Yard a r e a with connections to East Northam leading to the Wongan Hills and Eastern Goldfields Railways and to Sprlng Hill on the Great Southern Railway. The specification also included protective equipment at 3 level crossings, 2 of which have flashing light signals and one half-boom gates with flashing light signals Up and down dual gauge tracks from the Avon Valley route enter the Western end of the yard which extends eastwards f o r about 23 miles. The Northern boundary is circled f o r the g r e a t e r part by two narrow gauge and the southern boundary by two standard gauge t r a c k s which meet a t the eastern end and then diverge into one standard and one narrow gauge line running directly east to East Northam, 2 miles distant, and a third narrow gauge track leading southwards which provides access to the present Northam yard, and connects with the Great Southern Railway via Spring Hill approximately 6- 1/4 miles from West Northam. This network i s controlled from a machine housed on the top floor of the Yard Master's office, which is located approximately in the centre of the Marshalling Yard. The illuminated track diagram and control panel a r e combined in one unit, the illuminated track diagram being tilted slightly from the vertical, and mounted s o that the signal levers and panel indicators a r e operated and observed from a standing position. 51 routes a r e controlled from the panel. The layout of the panel is unusual, in that the signal levers a r e located in the line of the illuminated track. The rotary keys have the r e d ON indication showing through the centre of the key. This red light flashes whilst the release for the approach locking of the signal is being timed off. The green signal indicator i s located on the panel adjacent to the key switch. Point levers a r e situated at the top of the panel. The normal, r e v e r s e and locked indicators a r e located adjacent to the point switches. Provision is made also for ' out of correspondence ' lights, these taking the form of a flashing r e d light in the centre of the switch.

Other indicators showing the state of the power supply and fire extinguishing equipment a r e provided. The relay room is located on the second floor of the Yard Master's building, immediately below the operating room, and houses the relay interlocking for the whole of the a r e a . All relays a r e either standard size plug- in relays o r miniature plug- in relays. Multicore cables a r e run from the relay room to the locations in surface concrete ducting. All external relays and control equipment a r e housed in steel shelter boxes. Facilities at Northam include large grain storage silos. CONTRACT S & T 8 Northam to Merredin

The specification covered the design of circuits, manufacture of equipment, installation and testing of a complete signalling scheme for the standard gauge single line of railway between Avon yards and Merredin with conventional centralised traffic control. The distance between Avon yards and Merredin is about 99 miles and there a r e 9 intermediate crossing loops. The specification also included t h e design of circuits, manufacture of apparatus, supply, installation and testing of protective equipment a t 13 level crossings 11 of which a r e to have flashing light signals and 2 half-boom gates with flashing light signals. All turnouts a r e in 94 lb. A. S. rail, main to loop being l in 14 while loop to sidings a r e 1 in 10. anese steel frogs. Catch points a r e 82 lb. A. S. with a 14' blade. Sleepers a r e 8' long, 9" wide and 43" deep, spaced 2' centres, supported on 9" of crushed stone ballast. CONTRACT S & T 13 Merredin a r e a In both cases the switches a r e 20' loose heel with cast mang-

This specification covered the design of circuits, manufacture, installation and testing of a complete signalling scheme with control panel for the control of the Merredin Marshalling Yard and Merredin Station Yard a r e a s . The specification also included the design of circuits, manufacture, supply and installation of protective equipment at 2 level crossings, one of which has flashing light signals and one half-boom gates with flashing light signals.

Merredin is a country centre, situated on the Great Eastern Highway, 163 miles by road from Perth. The new marshalling yard and Yard Master's office is sited about two miles on the Perth side of the town. The Merredin station area being central to the town. The whole a r e a is readily accessible from goods roads. The new yard at Merredin will be a focal point for both standard and narrow gauge systems. A large installation has been completed to receive grain from all narrow gauge lines leading into Merredin and will provide speedy transhipment into standard gauge wagons for transport to North Fremantle. A seperate modern passenger station adjacent to the existing facilities and barrack accommodation for train crews a r e planned for this location. CONTRACT S & T 14. Merredin to Koolyanobbing and signalling for Koolyanobbing.

The specification covered the design of circuits, manufacture of equipment, installation and testing of a complete signalling scheme for the standard gauge single line of railway between Merredin and Koolyanobbing with conventional C. T. C. The distance between Merredin and Koolyanobbing is about 106 miles and there a r e 7 intermediate crossing loops. The specification also included the design of circuits, manufacture of apparatus supply, installation and testing of protective equipment at 6 level crossings 5 of which a r e to have flashing light signals and 1 half-boom gates with flashing light signals. The location of the new standard gauge line is such that some sections a r e accessible from the Great Eastern Highway, but elsewhere by ordinary road vehicles is possible only by line-side track except after excessively wet conditions. A causeway has been constructed across Lake Seabrook which is south-west of the township being built at Koolyanobbing. Facilities a r e being provided in the yard at Koolyanobbing for the handling of the iron o r e traffic including that which will be containerised for the smelting works at Wundowie. Adjoining the yard is a 25 bedroomed a i r conditioned barracks for train staff. The Broken Hill Proprietary Co. has constructed a model township to accommodate 500 people and final plans envisage 100 houses, first aid centre, primary school, civic centre and sporting and recreational facilities. All streets a r e paved, kerbed and modern lighting has been installed.

Nearby is Dowd's Hill which, with Mount Bungalbin, 30 miles to the north, contains 100 million tons of iron o r e , 65 per cent haematite. The iron o r e crushing

plant at Koolyanobbing will feed crushed o r e into overhead storage bins with a capacity of 12,000 tons. These will, enable speedy loading of the o r e into the WAGR's 72 ton capacity wagons. A train load of 64 vehicles will c a r r y 4608 net tons of o r e to Kwinana and the 608 mile round trip, including unloading is scheduled t o take 24 hours. CONTRACT S & T 20 Koolyanobbing to Kalgoorlie

The specification covers the design of circuits, manufacture of equipment, installation and testing of a complete signalling scheme for the standard gauge single line of railway between Koolyanobbing and Kalgoorlie The scheme incorporates " Automatic Crossing Loops " ; that i s crossing loops where the departure signals a r e normally a t stop but where they c l e a r automatically upon the approach of a train. When a crossing has to b e made the crossing loop is train crew operated. Spring switch mechanisms and Pettibone Mulliken mechanical switchman a r e used. The distance between Koolyanobbing and Kalgoorlie is about 118 miles and there a r e 5 intermediate crossing loops. The location of the new standard gauge line i s , north of, but not adjacent to the present Eastern Goldfields Railway. An earth access road follows the route throughout its length and this is accessible from Koolyanobbing and Kalgoorlie and by several tracks and dirt roads from the Great Eastern Highway. CONTRACT

S & T

11.

In the metropolitan a r e a a s e r i e s of highway crossings with boom gates and flashing light protection have been installed on the standard gauge line between Midland and Kwinana . OTHER CONTRACTS Other contracts yet to be let in the metropolitan a r e a will provide for signalling between Midland and East Perth, and at Kewdale and Kwinana. The railway complex at Kewdale will embrace composite narrow and standard marshalling yards, freight terminals and locomotive, wagon and c a r depots The design of the yards will be similar to the latest overseas installations, incorporating gravity humps, automatic r e t a r d e r s and remote controlled points. Kewdale will be the assembly point and centre for the integration of traffic originating from o r consigned to either the narrow o r standard gauges

CONCLUSION

When the standard gauge line is fully operative it is anticipated that

35 hours will be saved on the c r o s s continental route.

Today, the WAGR handles some 850 million ton-miles of freight annually and it i s in the best interests of the community that traffic of this quantity on main routes be confined t o the r a i l s . Over $166 million has been spent on the State's r a i l system since World War I1 to recondition and modernise it s o much s o that the WAGR i s now geared to handle m o r e traffic than a t any time in i t s history. It i s therefore only reasonable to

ensure that full use is made of this investment by putting a s much traffic a s possible onto the facilities that a r e already available. Railways c a r r y out a wide range of national t a s k s which other f o r m s of transport do not undertake and the cost involved in performing these s e r v i c e s in some c a s e s make it difficult for the railways to achieve favourable financial r e s u l t s . Standard gauge spur lines may b e built to provide even better s e r v i c e to the wheat belt and new mining c e n t r e s . The e r a of g r e a t change in transport methods is upon us. The g r e a t s t r i d e s that science and engineering a r e producing should allow signal engineers to contribute to a railway transportation service which is fast, safe and capable of handling all kinds of freight and other traffic especially, over long distances, better than any other mode of transport.

PART I I

INTRODUCTION The purpose of this section of the paper is to illustrate the type of

signalling and circuit design employed by the Western Australian Government Railways : a) b) c) On the double line between Midland and Northam At passing loops and interlockings for protection of highway crossings both flashing lights and boom gates.

To illustrate these points a number of slides will be shown of the control circuits employed. These slides were taken f r o m office working prints and in some c a s e s contain odd hand written notes and the like for which your indulgence is craved. DOUBLE LINE SIGNALLING BETWEEN MIDLAND AND NORTHAM This section of track is signalled for single direction running with coded track circuits using 120 CPM and 180 CPM to provide three aspect automatic signals without the use of signal control circuits on the pole line. There i s approximately 56 miles 40 chains of double line automatic territory when the Midland Junction, the two passing loops and Toodyay Yard a r e excluded. Original planning required : a)

13 double signal locations ( some of which were separated a t the sighting committees request to 2 single signal locations.

b)

21 cut section locations which fell into three groups

1 ) Back contact cut section for both up and down t r a c k s .

2 ) Front contact cut section on down track and back contact cut sections on up tracks. 3 ) Back contact cut section on down track and front contact cut section on up track. The first four slides of circuits reproduce all circuit drawings necessary for the 56 miles 40 chains of track. This is achieved by standardising naming of signal and track circuits to a high degree i. e . all Down Automatic Signals a r e numbered 203 and all Up Automatic Signals a r e numbered 204. Tracks in approach to Down signals a r e 201 track and those in approach t p Up signals a r e 206 track. The circuit for Double Line Automatic Signals 203/204 shows, referring t o 204 only, the signal cleared if either 120 CPM o r 180 CPM i s detected by 204 HR relay from 204 TR and the decoding transformer, and with the 180 Decoding Unit energising 204 DR relay the aspect changes to Green from Yellow. Similarly 204 PCR relay energises the approach track with coded energy of 120 CPM o r 180 CPM to control the aspect of the next

automatic signal. Track circuits a r e fed f r o m Edison Copper Oxide primary cells and signal lighting and control circuits a r e energised from a 12 volt rectifier set with primary cell standby using the AC/Primary System with Power OFF Relay. Lamp circuits and code transmitters a r e continuously energi sed. The circuits for double line automatic signals 203 and 204 signals a r e basically identical, but operate in opposite directions. Similar circuits use similar contact number, fuse, N12 Busbar and terminal numbers in all three types of automatic signal circuits for ease of maintenance and also making conversion of sing1 e to double signal location o r vice v e r s a a simple matter if required. Each of the sheets of circuits has notes showing the mileage of the location to which it applies, and notes add various circuits to specific locations such a s : - track coupling units, transmitters and receivers for Audio Frequency Overlay, track circuits to control Flashing Light and Boom Barrier protection of Highway crossings, and track repeat circuits to passing loops. The cut section slide contains four sheets of circuits. The B, B ( Back-Back) cut section type 3 is most commonly used where the distance between signal locations requires only the use of 2 track circuits i . e . l e s s than 4 miles with 2 mile limit on length of track. The Back Contact Repeat inverts the generated code form i . e . ' ON ' pulses of the f i r s t track appear a s ' OFF ' spaces in the second t r a c k . This compensates f o r loss of ' ON ' time due t o storage time of the track. Where distance between signal locations is g r e a t e r than four miles a third track is necessary, this second and third cut sections then become F , B. ( Front back ) type 4 o r B. F. ( Back front ) type 5 a s necessary The front cut section being inserted to avoid excessive gain of ' ON ' time. The two tracks in such a combination fed over front coding contacts a r e kept short compared to the track fed over a back coding contact again to avoid losing ' ON ' time. Type 1 and 2 B. B.
( back-back ) cut sections ( Type 2 not shown ) a r e variations of type 3 in naming of

tracks only, where they a r e adjacent a loop. Again many variations a r e catered for by use of notes to add ancillary items necessary to the c o r r e c t operation of the Audio Frequency Overlay track circuits. Polarities of track a r e not illustrated on the circuits. Back contact cut sections have opposite polarity because in the event of joint failure the current fed a c r o s s the joints ( because the relays a r e biased ) i s in a direction to " pick down " the track relay thus causing coding action to c e a s e with steady energy on the track. Front contact cut sections have like polarity so that broken down block joints

will cause the relay to latch up and coding action will cease with steady energy on the

t r a c k i . e . a " safe " failure. If opposite polarity was used, the relay would b e driven down by the feed over its own front contacts and a " door bell " random code would result which could be decoded unsafely by the decoding equipment. SIGNALLING O F LOOPS AND INTERLOCKINGS In the double line automatic signalling t e r r i t o r y passing loops were formed by widening the track centres in the loop a r e a and adding a common loop track between the up and down main lines. Both way running was provided on the loop and shunting moves a r e permitted on the main lines outside the starting signals. Each main line has an electrically released switch locked siding for crippled vehicles. The system provides a form of route signalling for running signals with one a r m for each road and generally circuits follow American practice. All circuits within

a relay box o r housing a r e single cut a s a r e circuits which go from one location to
another in multicore cable. of the controlled element. Signal Lamps a r e 12 volt 16 watt double contact SL 28 and searchlight signals a r e also 12 volt DC. The f i r s t function in the circuit of signal 2 i s the 2 RRLR contact providing interlocking and control lever functions, 2 LS contact i s a lever o r lock stick on the resetting track circuit, 10 R PCR is the pole change of the signal ahead, the circuit then splits over point lock and detection Normal o r Reverse LR and WP relays and thus includes correspondence between point control and point detection. The circuit is completed by tracks in the section, no overlap tracks a r e included, and locking and detection of the switchlock for the main line, this type of circuiting is economical in its use of contacts and relays and equipment accommodation. The remaining signal circuits on this and the next sheet a r e similar basically, a point of interest is the control of the searchlight type shunt signals which give a yellow aspect when the road is locked and detected and improve t o g r e e n if t r a c k s and the signal ahead a r e c l e a r . The circuits for signals a t the remote end of the loop a r e similar except in the length of multicore cable from one end t o the other. Interlocking relays a r e 24 volt miniature type, circuits a r e drawn on the s a m e sheet and compliment each other. Operation of the 2 RRP relay, which is a repeat of the remote control relay when points a r e correctly set and opposing signals a r e normal i . e . ( IN 5 N 9N lOLN ) o r ( IR 9R lORN ) energises the normal latch coil which allows Circuits on aerial lines a r e single cut with short circuiting

2 R NLR relay ( the approach lock relay ) to drop this completes the electrical interlocking and 2RRLR energises. 2RJR a pendulum type time relay is also proved de-energised and ready to provide a full time approach lock release if required. No track release was provided for approach locking in this a r e a , due to the possibility of an " unsafe " release during a power changeover from normal to stand-by o r vice versa. More will be said on this subject later. The signal repeat and pole change relays a r e 24 volt miniature relays a t the control end of the loop and 12 volt standard relays a t the remote end due to voltage drop in the cable between ends of the loop. Point operating and interlocking relays NLR and RLR a r e 24 volt miniature latched relays. The circuits provide the necessary track and interlocking using signal normal i. e . approach lock relays ). Point Controller, Motor and Detection circuits provide cut off of motor supply when a crank handle is taken from its interlocked circuit controller. Two machines a r e necessary on dual gauge turnouts to operate moveable " K's" with common control and detection circuits. Isolated supplies at 30 volt D. C. provide power for point

detection using electrically interlocked, biased miniature relays in opposition. As previously mentioned at passing loops no provision was made for track release of approach locking due to possible " unsafe " release during a power failure. It was later found that this omrnission caused unreasonable delays during shunting moves while approach locking time releases were operating, a standard 2 minute time release was used, and this had to run to f r e e the points. The system was, therefore, amended in l a t e r portions of the project and track release using the lock stick relay was provided after the signal replacing track was cleared, thus allowing shunting to be c a r r i e d out without delays. In order to overcome the objection of possible loss of approach locking during power changeover all approach lock relays were energised through contacts of a power of timing relay POJR, which dropped out at each power changeover with the operation of the normal o r standby power indication relays, and left power off the approach lock relays until power had been restored for 2 minutes, thus giving the equivalent of normal approach lock release timing. Approach lock release timing is not automatic and requires the train controller to push a button whenever a release is required, whichever signal has i t s lever normal and approach lock relay de-energised will then commence a time r e l e a s e . A further l a t e r amendment to point locking circuits was the addition of a

" point f r e e " light energised directly from the locking circuits through a suitable

resistor to provide 12 volt for the lamp from the 24 volt miniature relay supply. FLASHING LIGHTS AND BOOM GATES FOR PROTECTION OF HIGHWAY CROSSINGS The circuits shown a r e from the Midland

Kwinana section, the f i r s t and

simplest: circuit covers protection for five identical crossings

Two track circuits

only a r c crnployed, with, a t the crossing, one block joint on the up side of llic roadway on one r a i l and on the down side of the roadway in the other r a i l . The appropriate stick relay energises ilnlnediately on a train entering the approach track and a stick relay contact around the block joint extends the track a c r o s s the roadway. Tracks a r e fed from Edison Copper oxide primary cells while lamp and signal circuits a r e energised from 6 volt 120 ampere hour lead acid secondary batteries changed by automatic battery chargers of sufficient capacity to enable the installation to continue to operate even though the secondary battery may be disconnected during regular maintenance.

A transistorised static flasher unit used i s designed by Western Australian

Railways engineering staff. The second circuit illustrates a morc complex flashing light installation, m o r e correctly two installations, one having standard and narrow gauge control and the second while on the same roadway has only standard gauge control. Up approach tracks a r e cut out by point and signal conditions. A track held a t the signal with the approach track cut out of the flashing light control is delayed after clearance of the signal i s attempted by a time relay to compensate for the shortened approach before the signal c l e a r s . Aerial line repeat circuits a r e single cut and short circuiting is employed. The f i r s t Boom Gate circuit is for the simplest type of installation on single line with trains running in both directions. This circuit covers protection of four identical crossings. T r x k circuits and stick relays a r e similar to the flashing light circuits with the track control fed into a T P re1 ay. The T P relay dropping causes the FCR relay to drop to start the flashing light operation and also de-energises the JR relay which is a copper slug inherent slow release relay, when this relay opens its front contacts the JPR is de-energised and slow releases on its rectifier slug. The

JPR relay opening its front contacts allows the boom gates to commence t o descend. The normal arrangement of gate mechanism contacts prevent the FCR energising to cut off the flashing lights until the booms a r e vertical. The Booms, flashing lights, bells and

control circuits all operate from a 16V battery comprising 8 - 2 volt 350 ampere hour lead acid cells charged by an automatic battery charger, again of sufficient capacity to operate the whole installation during maintenance with the battery disconnected. An installation of this type would require a rectifier set to provide in the order of 500 watts under these conditions. Lamps used in the flashing lights a r e 12 volt 16 watt Double contact SL28 and each lamp has a 5

20

wire wound resistor

connected in s e r i e s to enable it to obtain correct voltage from the 16 volt supply.

CONC LUS ION While it is not within the scope of this paper to completely detail all aspects of the signalling system and circuit design for the project, it is hoped that the features described will prove of interest to the members.

ACKNOWLEDGEMENTS The signalling system for the Kwinana

Kalgoorlie standard gauge line

was designed by Mr. D. C. Curtis , Signal & Telecommunications Engineer of

W. A. G. R. to whom we a r e also indebted f o r many of the slides used to illustrate

this paper. Contracts
( Aust.) Pty. Ltd.

S & T

1, 11 and 13 were let to McKenzie & Holland

Contracts S & T 5, 8, 14 and 20 were let to A, E. I. Ltd.

Engineering

In connection with all contracts certain field works were carried out by

W. A. G. R. personnel.

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