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Glenn Miller and Romi Vespa, RailCorp delivered the presentation at the RISSB’s 2013 Rail Turnouts Workshop. The RISSB’s National Rail Turnouts Workshop 2013 gives all those involved an in-depth forum to consolidate and share the latest technical information for rail turnouts. Drawing on industry expertise, the workshop features technical and practical presentations that address key turnout functions in an every-day operational context. For more information about the event, please visit: http://www.informa.com.au/railturnoutsworkshop13
Citation preview
Romi Vespa & Glenn Miller May 2013
Turnouts & Signalling
A Signal Engineer’s View
National Turnouts Workshop
Commercial in confidence
Objective
Overview of RailCorp Turnouts
Signalling maintenance and accessissues on Turnouts
Signalling Trackside Infrastructure
Commercial in confidence
Our Aims
Accurately detect the position of switches
To the required position
Detect any obstruction \ abnormality
And that they remain in that position whilst a train traverses
Operate the Switches1
Ensure & Prove Locking2
Detect Switch Position3
4
Designed on fail safe principles, (including the mechanical components) & that it is
regularly maintained by competent staff to ensure it performs its designed function
6
Provide positive detection of locking
To Achieve this the Signalling SystemThe aim of the Signalling Components
And ensure that it is
5
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Lock Testing & Detection
Go ‐ No GoA Point Lock Test
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RailCorp's Turnouts
Multiplicity
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Electric Machine M3A Facing Point Lock
Electric Machine 84M or Electro Pneumatic Claw Lock
Electro Pneumatic or Electric Machine 84M Spherolock
3
21
ESG003 Configuration Policy
RailCorp's Turnouts
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Conventional FPL Points Interlocked lock\detector within the points machine
M3A
Internal Locking& Detection
Both switches are operated simultaneously
1 2
Deflection Ramp
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Claw Lock 84M Electric Points
84M
Internal Detection
External Lock
Switches operate independently
External separate Locking – Claw LockSeparate detection incl motor contacts
1
2 3
Steel In Bearer
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Typical Points Operation Claw Lock EP
Switch Operation is independent1 Detection is independent2
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BackdrivesSingle Rodding Backdrive with Claw Locks Spring Assist
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BackdrivesDouble Rodding using T Cranks
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The Preferred RailCorp Arrangement
Electro Pneumatic A Unit Control with Spherolock locking
& T Crank Back Drive
A Unit
External Lock
Steel In Bearer
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Signal MaintenanceoAccessoPoint machines\motors located on the side closest to a safe place
affect on adjacent tracks
oSpare parts standardisationoTurnout components and drillings standardisation
oStaff familiarisation
• limit number of different types
• eliminate varieties within a type
oSignals / Track co‐ordinationoMaintainability of mechanisms
Maintainability & Access
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Maintainability & AccessLocation M3A Mechanism 84M Mechanism Electro Pneumatic
Mechanism
On track in Danger Zone
Points Detector
Lock Detector
Drive Detector
Electric Motor
Clutch
Cut Out Crank
Points Detector
…………………..
Drive Detector
Electric Motor
Clutch
Cut Out Crank
Points Detector
…………………..
…………………..
Air Motor
…………………..
…………………..
Off track out of Danger Zone
Fuse and Switch
Cut Out Timer
ESML
Fuse and Switch
Cut Out Timer
EOL
Control Valves
Shuttle Valves
Pressure Switch
EOL integrated within Unit
Note: Circuitry on the Interlocking side at the point contactor relay is considered similar for all applications.
Commercial in confidence
Turnout Issues that Impact Signalling
× Bearer position relative to stock and switch drillings
× Longitude movement of switch or stockrail
× Out of square
× Out of level – switches riding up
× Switch geometry/crippled switches
× Heel blocks (hopefully not these days!)
× Broken Rail Brace Bolts
× Dry Switch Chairs
× Mechanised Maintenance
Issues
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Failure Modes to be Controlled
Critical components must not break or come apart
When trailed, points damage must be detectable
Switches must not roll such that the roll aids detection
Stock rail gauge needs to be controlled relative to switch detection for open and closed settings.
Locking must be proven
Obstructions are to be detectable (switch and backdrives)
Protected from dragging gear
Adequate flange way at back of open switch
Failure Modes
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Failure Modes to be ControlledMechanism Function Electro Pneumatic Mechanism M3A Mechanism 84M Mechanism
Locking of switches Direct between switch & stockrail –Spherolock\Claw lock
Indirect via rodding, pins, etc with spring through bearer.
Direct between switch & stockrail –Spherolock\Claw lock
Machine operating thrust and travel
Thrust can be changed by varying motor diameter
Not suitable for Claw Lock or Spherolock. Thrust limited by clutch settings. Issues with difficult configurations (e.g. super elevation). Longer Turnouts (1200m) will need 2 machines.
Thrust limited by clutch settings. Issues with difficult configurations (e.g. super elevation). Longer Turnouts (1200m) will need 2 machines.
Detection arrangements Direct from switches. Only has detector.
Direct from switches includes motor contacts as additional.
Direct from switches includes motor contacts as additional.
Impact of run throughs Fully protected – detection fails OK and no damage to mechanism
Detection may not fail. Mechanism is damaged.
Detection will fail OK. Mechanism is damaged.Trailable version is available
Failure potential Minimal components to fail. EOL integrated.
Electric mechanism has more components. Has separate ESML.
Electric mechanism has more components. Has separate EOL.
Equipment in the Danger Zone Minimal equipment on track Some equipment in location but motor and motor contacts ‐ hand crank contacts on track
Some equipment in location but motor and motor contacts ‐ hand crank contacts on track
Environmental aspects No significant impact No significant impact No significant impact
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An ‘Ideal’ Arrangement
o Maximise reliability, maintainability and accessibility
o Bearers secured to stockrails positively to:
• Maintain square
• Locate holes precisely
o No need to cram all equipment inside a bearer
o Keep all rodding as short as practicable
o Ensure joints accommodate the necessary planes of movement (e.g. ball joints for detection)
o Trail proof – able to be trailed without critical damage
o Rodding within bearers to permit machine tamping
For RailCorp
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The Preferred Arrangement in Operation
D84M Spherolock
Spherolock Internals
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Signalling Trackside Infrastructure
o Principles of Train Detection and Signalling
o IRJ and GIRJ and insulations in and around crossing works and that they go in the least used leg of the turn out
o cross bonding and signal cables connecting to rails traction flowing in the rails in and around electrified areas
o signal and cables and trainstops and power supplies and cabling to and from points
o axle counters and other equipment in and around points
o signal placement as regards points and crossings
o condition monitoring of points
o asset capture
Commercial in confidence
Signalling Trackside Infrastructure
o IRJ and GIRJ
o Cross bonding and signal cables connecting to rails traction flowing in the rails in and around electrified areas
Commercial in confidence
Signalling Trackside Infrastructure
o signal and cables and trainstops and power supplies and cabling to and from points
o signal placement as regards points and crossings
Commercial in confidence
Signalling Trackside Infrastructure
o Condition monitoring of points
1 month prior 1st Alarm Failure Repaired
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Thankyou Questions