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Prefabrication of Railway Signalling Installations in New Zealand."

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Prefabrication of Railway Signalling Installations in New Zealand. 117 Technical Meeting of the Institution held at The Institution of Electrical Engineers Thursday, November 20th, 1958 The Vice-President (Mr. D. G. SHIPP) in the chair Mr. Shipp said that he had been asked to take the chair at this meeting in place of the President, whose business had taken him temporarily out of the country and who had sent his apologies for being unable to be present. The minutes of the Technical Meeting held at the Institution of Electrical Engineers, London, on Thursday, October 23rd, 1958, were read and approved. Mr. Shipp introduced and welcomed to the meeting Mr. B. K. Cooper (Associate) and Mr. K. D. Brickham (Technician Member) who were present for the first time since their election to membership, and welcomed Mr. C. H. Cayzer (Member) from the Nigerian Railways who was present for the first time since returning to this country from overseas. The Chairman stated that being in New Zealand and therefore unable to read his paper himself, Mr. Hardman had arranged for this to be done by Mr. W. R. Carslake, and Mr. Shipp then invited Mr. Carslake to read Mr. Hardman's paper entitled" Prefabrication of Railway Signalling Installations in New Zealand." Prefabrication of Railway Signalling Installations in New Zealand By W. A. HARDMAN (Associate Member) Introduction staff, willing to work m travelling For some years after the end of World installation teams. War II, the New Zealand Railways exper­ (2) Adequate supervision of isolated ienced considerable difficulty in carrying groups of men is not easy to arrange. out signalling installations at localities (3) The movement of materials to the away from the main centres. Labour site is sometimes slow. tended to migrate towards the larger (4) Inclement weather can delay outdoor towns, and there was a scarcity of men work. willing to work in country districts as members of travelling installation teams. (5) Experienced workmen are often used The traditional method employed for inefficiently to carry out work on the the construction of railway signalling in­ site (for example, there may be ex­ stallations in New Zealand was to send a cessive walking time, and delays group of men to a particular locality, where due to handling of equipment). the installation would be assembled piece (6) Difficulty is experienced in testing by piece along the track. These men some­ the installation prior to bringing it times worked three or four miles from into use. their base camp, which usually consisted (7) It is not possible to use specialised of portable huts mounted on wagons. This tools and plant efficiently and to the method has the following disadvantages : maximum advantage. (1) It is not always possible to recruit About four years ago, when there was suitably educated, and experienced already a considerable backlog of signalling 118 PREFABRICATION OF RAILWAY SIGNALLING INSTALLATIONS IN NEW ZEALAND construction work throughout the North breaking-up and shunting of longer trains. Island, powerful diesel-electric locomotives Delays to traffic movements therefore were introduced on the busy Wellington­ result. Auckland main trunk line, and the exten­ When the crossing loop is lengthened to sion of crossing loops and provision of the extent required, viz., 700 yds., motor associated signalling equipment became an operation of the points at each end of the urgent necessity, to enable 100-wagon loop is the only satisfactory method. trains to pass each other at stations along The installation of a centralised traffic the single tracks. control system on the North Island Main It should be mentioned that many of the Trunk railway is the objective on the crossing loops in the central section of the 340-mile section between Frankton and North Island are capable of crossing trains Wellington (fig. 1). The section Welling­ of only 50 to 60 wagons, necessitating the ton-Paekakariki has operated under CTC KEY si C.TC. IN U~E. D C. TC IN C.OUllSE OF INSTA.LL.... TION, 0 ,.IZ._,.,.. CONTCZOI..OJ"FtCE. D C T.C, OFF"ICt. C TIZA.IN CONTROL. AND c TC orr:-1cc. FRANk.TON TE. 1'.UITI 1 l Ol(Jo.HUIWIZA ' TAUMAJZUNUI c: .' 1 1 1 ,_.APl(ll OMA."-UNt l WAA'.)U20 ,' Tlrr.lMAPli ' '1 1 1 l MAM!TON , ( PA.L.Mtll~TO'r,I NT"- 1 1 ,._1 OTa..l(J ,' ' PAtW.A.k."-IZ:IW.I 1 ' F"L.. TMEClt.TON ',._ Wl:f..Ll,..,.TOM ' fig. I. Map of North Island New Zealand, showing Resignalled Crossing Loops and proposals to complete CTC Wellington to Frankton PREFABRICATION OF RAILWAY SIGNALLING INSTALLATIONS IN NEW ZEALAND 119 for 20 years, and Taumarunui to Frankton system consists of two sections of appara­ (90 miles) has recently been completed. tus: Work is in hand at many other points. As a (1) The supervisory control, which is preliminary stage each crossing loop is designed purely to transmit the being resignalled and equipped for future required control code to the locality, control by CTC but until such time as and to re-transmit back to the oper­ sufficient stations have been completed to ator the actual condition of all signal warrant the changeover, each interlocking aspects, position of points, and the is temporarily controlled by a station situations of the various trains panel (fig. 2), and the token system for throughout the area controlled (fig. working between stations is retained. 4). Fig. 3 shows the layout of a typical centralised traffic control system. This Fig. 2. Station Control Panel for typical crossing loop Fig. 4. CTC Supervisory equipment Fig. 3. CTC Control Panel, Wellington-Paekakariki N.Z. Government Railways 120 PREFABRICATION OF RAILWAY SIGNALLING INSTALLATIONS IN NEW ZEALAND This supervisory control is usually which was undertaken in 1954, proved an designed to operate over two or outstanding success, and laid the founda­ three line wires, or, where practicable tions for a system of prefabrication which in some modern installations, by has facilitated the resignalling of crossing micro-wave transmission. Carrier loops at the rate of one a month. circuits are used in New Zealand The re-signalling of Otorohanga crossing but not micro-wave as yet. loop-completed on April 14th, 1957, at a (2) The signalling installation, which is distance of 310 miles from the base depot­ designed to provide the highest is a typical example of the work now being possible factor of safety. undertaken. Detailed organisation, and methods of Fig. 5 shows the signalling provided for production that have recently been devel­ a CTC single-line crossing loop at Otoro­ oped, enable the prefabrication of the hanga. The design of each signalling in­ signalling system for a crossing loop of stallation is based on the use of a 230 v. this type to be completed in one month single-phase multiple earth neutral power at the Wellington Depot and then to be reticulation, with diesel standby supply, installed, and brought into use over a fed from the main relay room to the centre three-day period without any preparatory of the block section on each side, a total work having been carried out on site. distance of approximately 5 miles. A.c./ The organisation may be considered d.c. track circuits are used throughout, under the following six headings : and a 230 v. rectifier unit has been designed for the operation of the low-voltage d.c. (1) Planning points motors. Separate secondary wind­ (2) Prefabrication ings with individual rectifiers are provided for each motor power circuit (30 v.), points (3) Loading of signalling equipment contactor (24 v.), and points detection (4) Positioning and unloading of train circuit (14 v.). This is in conformity with the policy of providing individual power (5) Installation on site supplies to external circuits. (6) Cable laying For main-line and loop signals, 12 v. d.c. three-aspect searchlight signal units (7) Testing are used. Local Control Panels are situated at each loop-to-sidings turnout, and from Planning these positions the station agent or guard Every effort has been made to carry out may operate the main-line signals and all preparatory work to the last detail. points, after having obtained release from Regular meetings are held between engin­ the CTC operator. The loop-to-sidings eers, supervisors and foremen, to ensure points are actuated by mechanical frame that those who take part in the operations levers with electrical release. The plastic­ have an opportunity to put forward new sheathed and armoured cables are laid ideas. These meetings sometimes bring to direct in the ground, as later described. light deficiencies in organisation and methods. Criticism is outspoken, but Development of Prefabrication always constructive. Some recommenda­ Having regard to the shortcomings of tions can be implemented for the next traditional methods of installation and the operation ; other suggestions require fuller availability of trained staff, the equipping investigation. of crossing loops in the central section of Each member of the organised signals the North Island with modern signalling team has a sense of discipline which makes systems would have taken many years to him feel that he has a moral responsibility complete. It was therefore decided to to give absolutely of his best, and to take a carry out a trial project, making use of pride in the work he is detailed to do. signal equipment pre-assembled in Welling­ Without such spirit, an operation of this ton. This equipment was loaded on to a nature could not succeed. special train, unloaded at the site by crane, During the first few installations, various and installed by organised teams, the phases of the work at the site, such as un­ complete installation being brought into loading and cable laying, were carefully lilse within a few days.
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