DOCSLIB.ORG

Common Signal Design Principles S1 - Signalling Locking and Train Dynamics ESD-05-01

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Common Signal Design Principles S1 - Signalling Locking and Train Dynamics ESD-05-01 Division / Business Unit: Enterprise Services Function: Signalling Document Type: Standard Common Signal Design Principles S1 - Signalling Locking and Train Dynamics ESD-05-01 Applicability ARTC Network Wide Publication Requirement Internal / External Primary Source Document Status Version Date Reviewed Prepared by Reviewed by Endorsed Approved 3.0 13 Oct 15 Standards Stakeholders Manager Operational Safety & Environment Standards Review Committee 13/10/2014 GM Technical Standards 30/11/2015 Amendment Record Version Date Reviewed Clause Description of Amendment 3.0 21 Oct 14 6.2.7 New Clause 6.2.7 Provision of Overlaps for Modified Simultaneous Entry at a Crossing Loop (approved by OSERC 13/10/2014). Further Various minor editorial amendments throughout for consistent terminology and 26 Jun 15 6.2.6 removal of superseded reference documents. Clause 6.2.6 previously applicable to NSW only now extended to network wide applicability. 13 Oct 15 Various Rebranded. © Australian Rail Track Corporation Limited (ARTC) Disclaimer This document has been prepared by ARTC for internal use and may not be relied on by any other party without ARTC’s prior written consent. Use of this document shall be subject to the terms of the relevant contract with ARTC. ARTC and its employees shall have no liability to unauthorised users of the information for any loss, damage, cost or expense incurred or arising by reason of an unauthorised user using or relying upon the information in this document, whether caused by error, negligence, omission or misrepresentation in this document. This document is uncontrolled when printed. Authorised users of this document should visit ARTC’s intranet or extranet (www.artc.com.au) to access the latest version of this document. CONFIDENTIAL Page 1 of 42 Common Signal Design Principles S1 - Signalling Locking and Train Dynamics ESD-05-01 Table of Contents Table of Contents Table of Contents ............................................................................................................................................. 2 1 Introduction ............................................................................................................................................. 4 1.1 Purpose .......................................................................................................................................... 4 1.2 Document Owner ........................................................................................................................... 4 1.3 Reference Documents ................................................................................................................... 4 2 Route Locking ......................................................................................................................................... 5 2.1 Designation of Class and Direction of Routes ............................................................................... 5 2.2 General Locking Arrangements within Routes and Overlaps ........................................................ 7 2.3 Approach Locking .......................................................................................................................... 8 2.4 Route Holding (Route Locking) .................................................................................................... 10 3 Point Locking ........................................................................................................................................ 13 3.1 General Point Locking Requirements .......................................................................................... 13 3.2 In-Route Points............................................................................................................................. 14 3.3 Self Normalising Points for Traps and Catch Points .................................................................... 14 3.4 Self Restoring Points for Crossing Loops .................................................................................... 14 3.5 Yard Entrance/Exit ....................................................................................................................... 14 3.6 Points Sequencing ....................................................................................................................... 14 3.7 Derailment at Catch Points .......................................................................................................... 14 3.8 Detection of Points ....................................................................................................................... 14 3.9 Track Circuit Locking of Points ..................................................................................................... 20 4 Headway ................................................................................................................................................ 22 4.1 Headway Concepts and Definitions ............................................................................................. 22 4.2 Signal Spacing ............................................................................................................................. 22 4.3 Sighting Point & Distance ............................................................................................................. 22 4.4 Distance between Running Signals ............................................................................................. 23 5 Braking Distance Concepts and Definitions ..................................................................................... 24 5.1 Definitions ..................................................................................................................................... 24 5.2 Braking Distance in Signalling Systems ....................................................................................... 24 6 Overlaps Concepts and Definitions .................................................................................................... 26 6.1 Overlap – Definition ...................................................................................................................... 26 6.2 Overlaps for Colour Light Running Signals .................................................................................. 26 6.3 Overlaps in ETS and OTS Territory where Colour Light Running Signals are Provided ............. 31 This document is uncontrolled when printed. Version Number: 3.0 Date Reviewed: 13 Oct 15 Page 2 of 42 Common Signal Design Principles S1 - Signalling Locking and Train Dynamics ESD-05-01 Table of Contents 6.4 Overlaps in Train Order Working Areas ....................................................................................... 32 6.5 Conditional Overlaps .................................................................................................................... 32 6.6 Locking Opposing Routes Leading into or Situated within an Overlap ........................................ 33 6.7 Setting and Locking of Points within an Overlap.......................................................................... 34 6.8 Setting and Locking of Points within an Overlap at a Crossing Loop in CTC Territory ............... 37 6.9 Overlaps for Low Speed Subsidiary Signals in Route Signalling Territories ............................... 38 6.10 Overlaps for Subsidiary, Ground Shunting or Low Speed Route Signalling ................................ 38 6.11 Preferential Setting of Conditionally Locked Points in an Overlap ............................................... 38 6.12 Automatic Overlap Setting by Track Circuit Operation ................................................................ 39 6.13 Overlap Swinging ......................................................................................................................... 40 7 Block Sections ...................................................................................................................................... 42 This document is uncontrolled when printed. Version Number: 3.0 Date Reviewed: 13 Oct 15 Page 3 of 42 Common Signal Design Principles S1 - Signalling Locking and Train Dynamics ESD-05-01 Introduction 1 Introduction 1.1 Purpose The purpose of this Standard is to address: • The requirements for the provision of route holding as a means of maintaining locking by the occupation of track circuits once a train has entered a route and the signal has been replaced to stop and the route normalised • The requirements for the provision of Interlocking between signals (routes), points and ground frames • The requirements for the provision of approach locking on signals and the methods and conditions under which it is applied and released • The requirements for the provision of time releases for various signalling functions and discusses the methods of determining time release expiry periods • The concepts and definitions relating to certain types of points • The concept of an overlap to provide a margin of safety between following trains and provides definition for of the terms associated with overlaps • The concept of headway and provides further definitions and concepts for the various factors affecting headway • The concepts and definitions of braking distance and its effect on the requirements and design of a signalling system. 1.2 Document Owner The Manager Standards is the document owner and is the initial point of contact for all queries relating to this Standard. 1.3 Reference Documents The following documents were considered in
Load more

Recommended publications
  • Operation of Points
    9100-000-007 Safeworking Rules and Procedures PUBLIC TRANSPORT AUTHORITY SAFEWORKING RULES AND PROCEDURES 9012 OPERATION OF POINTS 9012 Operation of Points Rev1.00 Date: 01 November 15 Page 1 of 18 9100-000-007 Safeworking Rules and Procedures CONTENTS 1. Purpose ................................................................................................................. 3 2. General .................................................................................................................. 3 3. Setting Points ........................................................................................................ 4 3.1. Indications of Points Setting ......................................................................... 4 3.2. Restoration of Points .................................................................................... 4 4. Movement over Points ........................................................................................... 5 4.1. Rail Traffic .................................................................................................... 5 4.2. Competent Workers ..................................................................................... 5 4.3. Trailing Points .............................................................................................. 5 5. Damaged Points .................................................................................................... 6 6. Failed Electrically Operated Points ....................................................................... 6
    [Show full text]
  • 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.
    [Show full text]
  • 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
    [Show full text]
  • T HR TR 25000 ST Buffer Stops, Version 1.0
    Technical Note – TN 033: 2018 For queries regarding this document [email protected] www.transport.nsw.gov.au Technical Note – TN 033: 2018 Issue date: 21 December 2018 Effective date: 21 December 2018 Subject: Amendments to T HR TR 25000 ST Buffer Stops, version 1.0 This technical note is issued by the Asset Standards Authority (ASA) to notify amendments to T HR TR 25000 ST Buffer stops, v1.0. 1. Background This technical note explains the speed related risk criteria to be considered during the buffer stop design stage. It provides amendments to the maximum allowable deceleration rate for lighter weight rolling stock while complying with the allowable impact force requirements. This technical note also provides amended maximum allowable impact force that the newer generation trains can accommodate without any damage. These figures shall be used by all parties undertaking review or design of new buffer stops across the Metropolitan Rail Area. 2. Section 12 Risk assessment Insert the following after the third paragraph: In order to establish the nature and extent of damage upon collision, the risk assessment for a buffer stop design shall consider the possibility of a train travelling at a speed higher than the design speed and the expected consequential damage upon collision. In the SFAIRP justification, an indication shall be provided to indicate the following: • Up to the design speed that no permanent damage will occur to the train. The buffer stop will be fully recoverable, either automatically or within simple maintenance actions. • Up to the 'worst case speed' that the damage will be easily reparable; for example, easy repair or replacement of buffer stop parts.
    [Show full text]
  • AMS Project Specifications: AMS Trackside Design Guideline
    Reference material AMS Project Specifications: AMS Trackside Design Guideline This document is published as reference material to support the implementation of Automatic Train Protection as part of the roll out of the Advanced Train Control Migration System project. The content described might be of assistance to individuals and organisations performing work on NSW Rail Assets. When reading this document, any inconsistencies with Transport for NSW Network Standards shall be raised with the Asset Standards Authority (ASA) for clarification. This document does not comply with accessibility requirements (WCAG 2.0). If you are having trouble accessing information in these documents, please contact the ASA. Authorised by: Chief Engineer, Asset Standards Authority Published: November 2018 Important message This document is developed solely and specifically for use on the rail network owned or managed by the NSW Government and its agencies. It is not suitable for any other purpose. You must not use or adapt it or rely upon it in any way unless you are authorised in writing to do so by a relevant NSW Government agency. If this document forms part of a contract with, or is a condition of approval by, a NSW Government agency, use of the document is subject to the terms of the contract or approval. This document is published for information only and its content may not be current. AMS PROJECT SPECIFICATIONS: AMS TRACKSIDE DESIGN GUIDELINE DeskSite Reference: 5188811 only Principle – Applicable to Transport Projects AMS Program Quality Management
    [Show full text]
  • 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.
    [Show full text]
  • Signal Box Register Series
    Signal Box Registers Publication schedule and current state of play as at 10th July 2019 Item Publication dateStatus 1. Great Western PB: 22 December 2007 Out of Print HB: 28 December 2007 Out of Print 1. Great Western PB: 10 May 2011 Published (Revised Edition) HB: 24 May 2011 Published 2. Midland Railway latest draft is version E22 dated Substantially complete. 18th September 2017 Publication expected 2020-2021 3. LNER (Southern Area) PB: 29 May 2012 Published. HB: 6 Nov 2012 Published. 4. Southern Railway PB & HB: 23 April 2009 Published 5. LNWR (includes NSR, Sources include NSR (1998), No work started yet. MCR, FR and L&Y) LNWR (240-599), L&Y (1999). 6. Scotland PB: 31 Oct 2012 Published. HB: 7 Nov 2012 Published. 7. North Eastern Region Work in hand (includes H&B) 8. London Transport PB: 12 Jul 2019 Published. HB: 26 Jul 2019 Published. 9. Ireland PB & HB: 3 August 2015 Published CD-ROM CD: 1 January 2008 Includes Volume 1 CDROM updates #1: 2 February 2008 Corr. Sht 1 & updated vol. 1 GW. #2: 16 September 2008 Corr. Sht 2 & updated vol. 1 GW. #3: 23 April 2009 Plus Volume 4 Southern Railway #4: 24 May 2011 Plus corr. sheet 3 & the GW register (revised edition) #5: 21 June 2012 As above plus correction sheet 4 and volume 3 LNER (Southern) #6: 15 Nov 2012 (DVD-ROM) As above plus correction sheet 5 and volume 6 Scotland #7: 25 Jul 2013 (DVD-ROM) As above plus correction sheet 6 #8: 31 May 2014 (DVD-ROM) As above plus correction sheet 7 #9: 3 Aug 2015 (DVD-ROM) As above plus correction sheet 8 #9: 3 Aug 2015 (CD-ROM) Volume 9 Ireland & Isle of Man #10: 21 Nov 2015 (DVD-ROM) As above plus correction sheet 9 #11: 10 Jul 2019 (DVD-ROM) As above plus correction sheet 10 Volume 8 London Transport Correction sheets 1: 16 January 2008 Amended vol.
    [Show full text]
  • Network Safeworking Rules and Procedures
    Network Safeworking Rules and Procedures Clipping Points Procedure Number: 9000 Version 1.0, 31 March 2016 Clipping Points Procedure Number: 9000 Document Control Identification Document title Number Version Date 9000 – Clipping Points 1.0 31 March 2016 Document History Reasons for and Publication version Effective date Page(s) affected extent of change(s) 9000 – Clipping Points 4 May 2016 Authorisation Adam Sidebottom Rail Safety Manager Brookfield Rail 31 March 2016 DISTRIBUTION AND CHANGE: Brookfield Rail maintains the master for this document and publishes the current version of the Brookfield Rail website. Any changes to the content of this publication require the version number to be updated. Changes to this publication must be approved according to the procedure for developing Brookfield Rail products. To view the latest version of this document visit www.brookfieldrail.com 9000 Clipping points, Version 1.0, 31 March 2016 UNCONTROLLED WHEN PRINTED Table of Contents Glossary for this Procedure ....................................................................................... 4 Purpose ......................................................................................................... 5 General .......................................................................................................... 5 Fitting a Points Clip ........................................................................................... 6 3.1. Competent Worker ...................................................................................................
    [Show full text]
  • Conception of Buffer Stop Blocks Miguel R
    Conception of buffer stop blocks Miguel R. Bugarín PhD - Civil Engineer – Assoc. Professor School of Civil Engineering UNIVERSITY OF LA CORUÑA Campus de Elviña, s/n - E 15071 La Coruña (Spain) Tfno: +34 (9)81 167000 Fax: +34 (9)81 167170 E-mail: [email protected] José-Manuel García Díaz-de-Villegas PhD – Mechanical Engineer - Professor School of Civil Engineering University of Cantabria Avda. de los Castros, s/n - E 39005 Santander (Spain) Tfno: +34 (9)42 201759 Fax: +34 (9)42 201703 1. SAFETY ON TERMINAL TRACKS Accidents in terminals seriously affect public confidence and following an accident it is vital to provide clear proof that safety measures have been improved in order to regain that confidence. Human and technical errors occur for a variety of reasons, and unfortunately, such events can lead to an accident. The objective is to find a means of reducing the likelihood of an accident occurring, or in the event of an accident, to reduce its impact. In other words, when all else fails, there has to be a means of stopping the train. Such measures have to be applied without producing any of the following: Serious injury to passengers and drivers. Serious injury to passengers or the general public in the arrival area of the train suffering from deficient braking. Excessive damage to the locomotive and rolling stock. Excessive damage to the station infrastructure and services, as well as to the arrival track. This document offers a summary of the projects carried out by the authors for Renfe and TIFSA (Tecnología e Investigación Ferroviaria, S.A.), aimed at developing a standard buffer stop pre-design capable of stopping a train on terminal tracks with complete safety and without causing damage, thereby preventing a catastrophe and the costs for the damage caused, as well as the expense and time involved in repairing equipment.
    [Show full text]
  • Rawie 16ZEB/28A Friction Arresting Buffer Stop at Freight Link Headshunt in Melbourne Only
    Engineering Procedure- Form New Equipment & System Approval Proforma Form number: EGP2101F-01 NEW EQUIPMENT & SYSTEM APPROVAL PROFORMA Ref: 14/19018 Note: the prompts given below are only a guide to the information required for approval. Dependent on the type of equipment or system that requires approval delete any section that is not applicable or include additional information if necessary. Mandatory fields are marked with an asterisk (*). 1 Equipment or System to be approved * Rawie 16ZEB/28a Friction Arresting Buffer Stop at Freight Link Headshunt in Melbourne only 2 Originator * Name: Patrick Gray Company: ARTC/RRL 3 Introduction * A new dual gauge freight headshunt was proposed by the Victorian Regional Rail Link Project to replace the previous freight headshunt over the North Melbourne Flyover in order to make way for the new Regional Rail Link Track use of the Flyover to access Southern Cross Station. The new headshunt is comprised of a Section of the new Freight Link Track and the Freight Link Headshunt which branches off the Freight Link Track. To control the risk of rolling stock overrun at the end of the headshunt it was determined through a risk assessment process that a friction buffer stop would be provided with capacity to safely bring a maximum freight train of 4500t to a stand from 15 km/h. The Rawie 16ZEB/28a Friction Arresting Buffer Stop is a non-insulated device capable of arresting centre coupled freight vehicles through a friction shoe braking mechanism that allows impact energy to be dissipated over the nominated length of track. This type of equipment provides enhanced rail safety over traditional fixed buffer stops by providing controlled speed reduction and reduces likelihood of destructive impact and the potential for rolling stock to override the buffer.
    [Show full text]
  • Indian Railways
    Ref: CG-WI 4.2.1-1 Specification No. Page 1 of 15 Month of Issue Rev.-1 RDSO/2016/CG-Draft INDIAN RAILWAYS SCHEDULE OF TECHNICAL REQUIREMENTS FOR SUPPLY AND ACCEPTANCE OF HIGH CAPACITY DEAD END ENERGY ABSORPTION SYSTEM FOR STATION/YARD FOR PASSENGERS COACHES IN INDIAN RAILWAYS (For Screw Coupling with side buffers and CBC fitted Coaches) Month / Year Revision/ Reasons for Sl.No Page No. of Issue Amendment Amendment (BROAD GAUGE – 1676 mm) ISSUED BY RESEARCH DESIGNS AND STANDARDS ORGANISATION MINISTRY OF RAILWAYS MANAK NAGAR, LUCKNOW –226011 Ref: CG-WI 4.2.1-1 Specification No. Page 2 of 15 Month of Issue Rev.-1 RDSO/2016/CG-Draft IMPORTANT Manufacturers/Firms are advised to go through this schedule carefully. In case they need clarification regarding any of the clauses of this schedule they should contact Director General (Carriage), RDSO, Manak Nagar, Lucknow-226 011. FAX No.-91-0522-2450679 Email – [email protected] Ref: CG-WI 4.2.1-1 Specification No. Page 3 of 15 Month of Issue Rev.-1 RDSO/2016/CG-Draft SCHEDULE OF TECHNICAL REQUIREMENTS FOR SUPPLY AND ACCEPTANCE OF HIGH CAPACITY DEAD END ENERGY ABSORPTION SYSTEM FOR STATION/YARD FOR PASSENGERS COACHES IN INDIAN RAILWAYS (For Screw Coupling with side buffers and CBC fitted Coaches) 0. Foreword 0. 1 This schedule is intended to cover the technical requirements/provisions relating to the design, development and supply of High Capacity Energy Dead End Absorption Buffer‐Stops for station/Yard for passenger coaches in Indian Railways. (For Screw Coupling with side buffers and CBC fitted Coaches and EMU/DMU/MEMU coaches) 0.2 This schedule for placement of High Capacity Dead End Energy Absorption System shall have both the planners and Indian Railway employees as a guiding document when determining buffer stop location and type.
    [Show full text]
  • West Midlands and Chilterns Route Utilisation Strategy Draft for Consultation Contents 3 Foreword 4 Executive Summary 9 1
    November 2010 West Midlands and Chilterns Route Utilisation Strategy Draft for Consultation Contents 3 Foreword 4 Executive summary 9 1. Background 11 2. Dimensions 20 3. Current capacity, demand, and delivery 59 4. Planned changes to infrastructure and services 72 5. Planning context and future demand 90 6. Gaps and options 149 7. Emerging strategy and longer-term vision 156 8. Stakeholder consultation 157 Appendix A 172 Appendix B 178 Glossary Foreword Regional economies rely on investment in transport infrastructure to sustain economic growth. With the nation’s finances severely constrained, between Birmingham and London Marylebone, as any future investment in transport infrastructure well as new journey opportunities between Oxford will have to demonstrate that it can deliver real and London. benefits for the economy, people’s quality of life, This RUS predicts that overall passenger demand in and the environment. the region will increase by 32 per cent over the next 10 This draft Route Utilisation Strategy (RUS) sets years. While Network Rail’s Delivery Plan for Control out the priorities for rail investment in the West Period 4 will accommodate much of this demand up Midlands area and the Chiltern route between to 2019, this RUS does identify gaps and recommends Birmingham and London Marylebone for the next measures to address these. 30 years. We believe that the options recommended Where the RUS has identified requirements for can meet the increased demand forecast by this interventions to be made, it seeks to do so by making RUS for both passenger and freight markets and the most efficient use of capacity.
    [Show full text]