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Identification and Localization of Track Circuit False Occupancy Failures Based on Frequency Domain Reflectometry
sensors Article Identification and Localization of Track Circuit False Occupancy Failures Based on Frequency Domain Reflectometry Tiago A. Alvarenga 1 , Augusto S. Cerqueira 1 , Luciano M. A. Filho 1 , Rafael A. Nobrega 1 , Leonardo M. Honorio 1,* and Henrique Veloso 2 1 Electrical Engineering Department, Federal University of Juiz de Fora, Juiz de Fora 36036-900, MG, Brazil; [email protected] (T.A.A.); [email protected] (A.S.C.); luciano.ma.fi[email protected] (L.M.A.F.); [email protected] (R.A.N.) 2 MRS Logística, Juiz de Fora 36060-010, MG, Brazil; [email protected] * Correspondence: [email protected] Received: 15 October 2020; Accepted: 9 December 2020; Published: 18 December 2020 Abstract: Railway track circuit failures can cause significant train delays and economic losses. A crucial point of the railway operation system is the corrective maintenance process. During this operation, the railway lines have the circulation of trains interrupted in the respective sector, where traffic restoration occurs only after completing the maintenance process. Depending on the cause and length of the track circuit, identifying and solving the problem may take a long time. A tool that assists in track circuit fault detection during an inspection adds agility and efficiency in its restoration and cost reduction. This paper presents a new method, based on frequency domain reflectometry, to diagnose and locate false occupancy failures of track circuits. Initially, simulations are performed considering simplified track circuit approximations to demonstrate the operation of the proposed method, where the fault position is estimated by identifying the null points and through non-linear regression on signal amplitude response. -
Settlement Capacity Study Update
Chiltern & South Bucks Local Plan 2036 Settlement Capacity Study Page 0 of 122 Chiltern & South Bucks Local Plan 2036 Settlement Capacity Study Introduction Local authorities are encouraged by Paragraph 65 of the National Planning Policy Framework (NPPF) to set out a housing requirement for designated neighbourhood areas as part of their strategic policies. This is to enable neighbourhood plans to provide sufficient housing sites to meet their expected allocation. All currently-designated neighbourhood areas in Chiltern and South Bucks Districts share their boundaries with parish boundaries. It is anticipated that any future designations will also be for town council or parish council areas rather than for areas smaller or larger than these. The purpose of this study is to calculate required housing numbers for each parish within Chiltern and South Bucks. The Planning Practice Guidance1 confirms that there is no set methodology available for doing this, stating “the general policy making process already undertaken by local authorities can continue to be used to direct development requirements and balance needs and protections by taking into consideration relevant policies such as the spatial strategy, evidence such as the Housing and economic land availability assessment, and the characteristics of the neighbourhood area, including its population and role in providing services. In setting requirements for housing in designated neighbourhood areas, plan-making authorities should consider the areas or assets of particular importance (as set out in paragraph 11, footnote 6), which may restrict the scale, type or distribution of development in a neighbourhood plan area”. The NPPF requires the housing requirement figure for a neighbourhood area to reflect the Local Plan’s overall strategy for the pattern and scale of development and any relevant allocations. -
Report on Railway Accident with Freight Car Set That Rolled Uncontrolledly from Alnabru to Sydhavna on 24 March 2010
Issued March 2011 REPORT JB 2011/03 REPORT ON RAILWAY ACCIDENT WITH FREIGHT CAR SET THAT ROLLED UNCONTROLLEDLY FROM ALNABRU TO SYDHAVNA ON 24 MARCH 2010 Accident Investigation Board Norway • P.O. Box 213, N-2001 Lillestrøm, Norway • Phone: + 47 63 89 63 00 • Fax: + 47 63 89 63 01 www.aibn.no • [email protected] This report has been translated into English and published by the AIBN to facilitate access by international readers. As accurate as the translation might be, the original Norwegian text takes precedence as the report of reference. The Accident Investigation Board has compiled this report for the sole purpose of improving railway safety. The object of any investigation is to identify faults or discrepancies which may endanger railway safety, whether or not these are causal factors in the accident, and to make safety recommendations. It is not the Board’s task to apportion blame or liability. Use of this report for any other purpose than for railway safety should be avoided. Photos: AIBN and Ruter As Accident Investigation Board Norway Page 2 TABLE OF CONTENTS NOTIFICATION OF THE ACCIDENT ............................................................................................. 4 SUMMARY ......................................................................................................................................... 4 1. INFORMATION ABOUT THE ACCIDENT ..................................................................... 6 1.1 Chain of events ................................................................................................................... -
Issue 185 Feb 2020 SPECIAL FEATURE on HOW the LATEST
Issue 185 ● Feb 2020 www.railfuture.org.uk/East+Anglia twitter.com/RailfutureEA Railfuture campaigns for better services over a bigger railway (passengers + freight) Join us for £20 per year www.railfuture.org.uk/join SPECIAL FEATURE ON HOW THE LATEST TRAIN TECHNOLOGY CAN BENEFIT PASSENGERS Image reproduced courtesy of Petards Rail Technology— www.petards.com Inside this edition of RAIL EAST... • East West Rail - Progress at last! • Station footfall for 2018/19 • Look back over last 10 years • Easy Stations — the winners • What we expect in the next 10 • A giant leap for train technology • Cambridge South consultation • Whittlesford audit improvements RAIL EAST 185 — FEBRUARY 2020 Railfuture East Anglia www.railfuture.org.uk TOPICS COVERED IN THIS ISSUE OF RAIL EAST In this issue’s 24 pages we have fewer (but longer) articles than last time and only five authors. Contributions are welcome from readers. Contact info on page 23. Chair’s thoughts – p.3 Easy Stations winners announced – plus how do our stations compare with Germany’s? And a snapshot of progress with platform development work at Stevenage East West Rail big announcement (1) – p.5 Preferred route for the central section is finally published – now the serious work begins East West Rail big announcement (2) – p.7 Progress on the western section, as Transport & Works Order is published and work on the ground is set to start Another critical consultation – Cambridge South – p.8 Momentum builds on this key item of passenger infrastructure – Railfuture’s wish- list for the new station -
50 Years Ago – a Postscript
50 YEARS AGO – A POSTSCRIPT METROPOLITAN MODERNISATION Whilst some of us will recall the late-1950s and early 1960s as the period “when it all happened”, there was a lot going on much earlier. Here is a selection of what happened, details being obtained from the Traffic Circulars of the time. Some items may not be directly relevant but nevertheless are included for interest, if only that London Transport were bringing the Metropolitan Line up to date and ‘in line’ with the rest of the network. Date Brief details 02.01.50 “Stop-and-Proceed” abolished north of Harrow-on-the-Hill and all signals, semi- automatic and automatic, provided with signal post telephones. All trains to receive authority from relevant signalman before passing any signal at danger. Signal boxes affected were Watford Station (JL), Croxley (B), Watford Junction (C), Northwood (E), Pinner (G) and Harrow Station (JB). 01.50 Telephones provided on Chesham line (to signalmen at Chalfont & Latimer and Chesham) at One Mile Post, Two Mile Post and Three Mile Post. 04.06.50 Track slewed on a new alignment 30ft west of present from 1,000ft north of Watford South Junction to 1,500ft south of Watford South Junction, to allow bridges MR78, MR80 and MR81 to be taken out of use. 17.06.50 From midnight, maintenance responsibility for track, works & buildings and signalling between 28½ mile post (Mantles Wood) and 37 miles 195 yards, about ¾ mile south of Aylesbury South Junction, will be transferred from Railway Executive to London Transport. 25.06.50 London Transport to take over responsibility for management of ex-Joint Line from Harrow to Aylesbury South Junction including Watford and Chesham branches. -
The Evolution of Train Services on the Met and Gc Line
THE EVOLUTION OF TRAIN SERVICES ON THE MET AND GC LINE by Eric Stuart (Readers may find reference to the Four-Tracking article in the July 2018 issue of Underground News helpful) After the Great Central (GC) arrived at Quainton Road and the service south thereof became established, both the GC and the Metropolitan Railway (Met.) provided services. However, the personalities at the heads of the two companies did not enjoy the best of relationships. Matters came to a head when a GC train crashed when failing to reduce speed over the (then) reverse curve into Aylesbury station in 1904. About that time, both the leaders retired and a period of better relations between the companies began. On 2 April 1906, the Metropolitan & Great Central Joint Railway (MGCJR) was created. This latter took over the lines of the Metropolitan Railway north and west of Harrow South Junction, with the exception of the branch to Uxbridge. These included the main line between Harrow-on-the-Hill and Verney Junction and the branch from Chalfont & Latimer to Chesham. The MGCJR was created under the terms of the Metropolitan & Great Central Railway Act, which received Royal Assent on 4 August 1905. At the same time, the Great Central and Great Western Joint Railway was formed, covering the lines south of Aylesbury via Princes Risborough to Northolt Junction. This was the result of a new line that aided the GC by partly avoiding congestion on the Met. and also giving the Great Western a shorter route to Birmingham1. One curiosity was that a Joint Committee was set up to manage a new Aylesbury station, jointly owned by two joint railways! Some points on terminology: The new line was commonly called just ‘The Joint Line’ and, even in later LT days, some staff still belonged to a particular class that made them feel superior to others2. -
Signalling Control Table Design and Test Knowledge
CPD Series: Signalling Control Table Design and Test Knowledge Course Code: SC 20-038 30 October 2020 (Friday), 7:00 pm – 10:00 pm Objectives and Learning Outcomes This course aims to provide participants in-depth knowledge in signalling control table design and test. Upon completion of this course, participants will be able to: • Understand how to set a signalling route and call a point machine through a number of relay logic circuit sequences • Understand how to normalize a route through trains passing through and by route button pull with or without approaching train • Understand how the relay logic circuits and Solid Course Structure State Interlocking (SSI) data are implemented This course covers the following major according to the control tables topics: • Understand what tests will be conducted before an interlocking system is put into service • Route Relay Interlocking (RRI) principles and related relay circuit sequence for Who Should Attend route setting Those who are interested in railway signalling • Relationship between control tables technology in design, test and commissioning aspects design and signalling circuits on-site implementation Pre-requisites • Introduction of how the Solid State Participants with signalling knowledge and practical Interlocking (SSI) performs the safety experience are preferable* function in Interlocking design to ensure same integrity of RRI Language • What tests will be done in the signalling Cantonese with English terminologies (with presentation circuit during implementation stage slides in English) • How to do the signalling system control tests (Signal, Route & Point Machine) Venue before a signalling system is put into MTR Academy - Hung Hom Centre, Kowloon, Hong Kong service to ensure the signalling circuit is implemented according to the control Mode of Learning table design Classroom lecture and discussion Speaker Timothy Y.T. -
Education, Research and Collaboration in Railway Signalling, Control and Automation Yul Yunazwin Nazaruddin, Prof
International Webinar on “Railway-University Link: Railway Research and Education Outlook“, Thursday, 21 January’2021 Education, Research and Collaboration in Railway Signalling, Control and Automation Yul Yunazwin Nazaruddin, Prof. Chair of Instrumentation and Control Research Group, ITB Senior Research Fellow of the National Center for Sustainable Transportation Technology (NCSTT) e-mail : [email protected] OUTLINE 1. Graduate Program in Instrumentation and Control with Specialization in Railway Signalling, Control and Automation 2. Research Activities and Collaboration in Railway Signaling, Control and Automation 3. Collaboration with Research and Development Agency, MoT 2 Program Studi Magister Instrumentasi dan Kontrol, ITB, 2020 Graduate Program Master in Instrumentation and Control with special concentration in Railway Signalling, Control and Automation in collaboration with : Faculty of Industrial Technology Institut Teknologi Bandung 3 Master Program in Instrumentation & Control (I&C) • Master Program in Instrumentation dan Control (I&C) is a graduate program in the Faculty of Industrial Technology, Institut Teknologi Bandung (FTI ITB). • Established in 1991, this Program has produced more than hundreds of graduates who are currently working in various universities, industry, institutions / R&D. 4 Master Program in Instrumentation & Control (I&C) • Objectives of the Program “to produce qualified graduates with masters Dozens of graduates have obtained Doctorate degrees and are currently competency level who have the ability pursuing -
HOW to REDUCE the IMPACT of TRACK CIRCUIT FAILURES Stanislas Pinte, Maurizio Palumbo, Emmanuel Fernandes, Robert Grant ERTMS Solutions/Nxgen Rail Services
S. Pinte, M. Palumbo, E. Fernandes, R. Grant HOW TO REDUCE THE IMPACT OF TRACK CIRCUITS FAILURES ERTMS Solutions/NxGen Rail Services HOW TO REDUCE THE IMPACT OF TRACK CIRCUIT FAILURES Stanislas Pinte, Maurizio Palumbo, Emmanuel Fernandes, Robert Grant ERTMS Solutions/NxGen Rail Services Summary Every year, thousands of track circuit failures are reported by railway infrastructure managers in Europe and worldwide, resulting in significant delays which can also lead to substantial economic costs and penalties. For this reason, the ability to detect and diagnose the health of track circuits to prevent or provide a fast response to these failures, can generate a significant benefit for infrastructure managers. In many countries, a process of periodic manual inspection of wayside assets (including track circuits) is in place, but the benefits of this strategy are limited by several factors related to safety, the time required to perform the inspection, and difficulties associated with making manual measurements. With the purpose of minimizing economic loss and operational delay, as well as offering railway infrastructure managers a tool that can provide an automated and effective maintenance strategy, ERTMS Solutions has designed the TrackCircuitLifeCheck (TLC). The TrackCircuitLifeCheck is a track circuit measurement instrument that can be installed on track inspection or commercial trains to automatically diagnose AC, DC, and pulsed track circuits, thus enabling a preventive maintenance strategy, based on the analysis of multi-pass data from each track circuit over time, and the application of standard deviation analysis. KEYWORDS: Track Circuits, Preventive Maintenance, Train Detection, Train Protection, In-Cab Signaling, UM-71, TVM, TrackCircuitLifeCheck. INTRODUCTION This paper presents a high level functional and architectural description of track circuits, with a In order to detect the presence of trains on a special focus on AC track circuits. -
Joint Lines Ref No
Joint Lines Ref No. F Item Description and Source Notes F1 Documents re closure of Manchester Central F2 The Cheshire Lines Railway - HMRS Jnl, 1967, article F3 Accident at New Mills, report - HMSO, 1961 F4 Index to articles re CLC in RM F5 The Swinton & Knottingley Railway -Ms, D.L. Franks F6 Met. & L.T Lines - Notes F7 Met. Line electrification - Amersham station - MT, 4/59, article F8 The Chesham Branch - RM, n.d., article F9 Quainton Rd.-verney junction - Notes F10 Marple Rail Trails - W.R Burton F11 Manchester Central aerial view - A3 laser copy Donated by Robert Emblin. F12 Manchester Central & Piccadilly - Photographs Donated by Robert Emblin. F13 From Train Shed to Exhibition Centre - The Story of the Manchester Central Station - Original Ms copy Donated by Robert Emblin. F14 The Development of the Central Station site into the G-Mex Centre - N. Spooner, 1/1987 F15 Manchester Central Station - The Engineer, 13/2/80, 27/2/80, 5/3/80, copies F16 Recalling the CLC - P. Hay - Steam World 8/92 F17 Manchester Central Revisited - RW, 5/1983, R.E Rose, copy F18 Manchester Central Remembered - R.E Rose F19 The Rise & Fall of Manchester Central - K. Groundwater, RW, June 1969 F20 Marple - A one time traffic centre of the Midland Railway - BRJ 1994 - W.R. Burton F21 Manchester Central - GN Warehouse - Manchester Evening News, 17/10/95 (article & photo) F22 GCR's Joint Lines - The Rewards of a railway flirt - R. Emblin, B. Longbone F23 GCR joint lines - Data appendix - R. Emblin 2/1994 F24 Gw-GC Joint Line Opening April 1906 copy F25 Inspection of new works Neasden to Prices Risborough July 1904 copy F26 Inspection of new works Northolt to High Wycombe April 1905 F27 book: 'The Metropolitan Railway' by C.Baker. -
Integration of a Mechanical Interlocking Lever Frame Into a Signalling
MRes in Railway Systems Engineering and Integration College of Engineering, School of Civil Engineering University of Birmingham Integration of a Mechanical Interlocking Lever Frame into a Signalling Demonstrator By: Mersedeh Maksabi Supervisor: Prof. Felix Schmid DATE SUBMITTED: 2013-10-30 University of Birmingham Research Archive e-theses repository This unpublished thesis/dissertation is copyright of the author and/or third parties. The intellectual property rights of the author or third parties in respect of this work are as defined by The Copyright Designs and Patents Act 1988 or as modified by any successor legislation. Any use made of information contained in this thesis/dissertation must be in accordance with that legislation and must be properly acknowledged. Further distribution or reproduction in any format is prohibited without the permission of the copyright holder. Preliminaries Executive Summary Railway signalling has experienced numerous changes and developments, most of which were associated with its long evolutionary history. These changes have occurred gradually from the earliest days of the railway industry when fairly safe distances between the trains were controlled by signalmen with their rudimentary tools to multiple aspects colour light signalling systems and complicated operating systems as well as computerised traffic information systems. Nowadays signalling technology is largely affected by the presence of high performance electromechanical relays which provide the required logic on one hand and securely control the train movement on the other. However, this kind of control system is bulky and requires large space to accommodate. Therefore, such a technology will be expensive as it requires intensive efforts for manufacturing, installation and maintenance. -
IL Combo Ndx V2
file IL COMBO v2 for PDF.doc updated 13-12-2006 THE INDUSTRIAL LOCOMOTIVE The Quarterly Journal of THE INDUSTRIAL LOCOMOTIVE SOCIETY COMBINED INDEX of Volumes 1 to 7 1976 – 1996 IL No.1 to No.79 PROVISIONAL EDITION www.industrial-loco.org.uk IL COMBO v2 for PDF.doc updated 13-12-2006 INTRODUCTION and ACKNOWLEDGEMENTS This “Combo Index” has been assembled by combining the contents of the separate indexes originally created, for each individual volume, over a period of almost 30 years by a number of different people each using different approaches and methods. The first three volume indexes were produced on typewriters, though subsequent issues were produced by computers, and happily digital files had been preserved for these apart from one section of one index. It has therefore been necessary to create digital versions of 3 original indexes using “Optical Character Recognition” (OCR), which has not proved easy due to the relatively poor print, and extremely small text (font) size, of some of the indexes in particular. Thus the OCR results have required extensive proof-reading. Very fortunately, a team of volunteers to assist in the project was recruited from the membership of the Society, and grateful thanks are undoubtedly due to the major players in this exercise – Paul Burkhalter, John Hill, John Hutchings, Frank Jux, John Maddox and Robin Simmonds – with a special thankyou to Russell Wear, current Editor of "IL" and Chairman of the Society, who has both helped and given encouragement to the project in a myraid of different ways. None of this would have been possible but for the efforts of those who compiled the original individual indexes – Frank Jux, Ian Lloyd, (the late) James Lowe, John Scotford, and John Wood – and to the volume index print preparers such as Roger Hateley, who set a new level of presentation which is standing the test of time.