SPG 0706 Installation of Trackside Equipment

Technical Note - TN 020: 2018

For queries regarding this document [email protected] www.asa.transport.nsw.gov.au Technical Note - TN 020: 2018 Issued date: 02 August 2018

Effective date: 02 August 2018

Subject: Update to SPG 0706 - clarification of signal, trainstop and rail vehicle detection placement

This technical note is issued by the Asset Standards Authority (ASA) as an update to SPG 0706 Installation of Trackside Equipment, version 2.3 to clarify the construction requirements with respect to the relative position of the signal, trainstop and rail vehicle detection point. The update also clarifies the placement tolerances with respect to where installation or site constraints exist.

101

101 AT

DIRECTION OF TRAVEL MAXIMUM PERMITTED STAGGER IN OPEN TRACK – 2.4m (MEASURMENT TAKEN FROM THE POINT AT WHICH THE 101 AT SECTION DROPS)

Figure 4A – Relative positions – insulated rail joint – preferred arrangement

MAXIMUM PERMITTED STAGGER IN OPEN TRACK – 2.4m (MEASURMENT TAKEN FROM THE POINT AT WHICH THE 101 AT 101 SECTION DROPS)

101 AT

DIRECTION OF TRAVEL 1m MAX #

2.5m MAX

NOTE: • # - FROM SIGNAL POSITION • INSULATED RAIL JOINT MAY BE PLACED UP TO 2.5m IN ADVANCE OF THE SIGNAL POSITION. • TRAINSTOP MAY BE PLACED UP TO 1M IN ADVANCE OF THE SIGNAL POSITION. • TRAINSTOP SHALL NOT BE PLACED IN ADVANCE OF THE INUSLATED RAIL JOINT. • INSULATED RAIL JOINT AND TRAINSTOP SHALL NOT BE PLACED IN REAR OF THE SIGNAL POSITION. Figure 4B – Relative positions – insulated rail joint – alternate arrangement (installation constraints)

Replace Figure 5 in Appendix A with the following figures:

SI – SELF INDUCTANCE DIREFTION OF TRAVEI (CENTRE POINT OF 101 TUNED LOOP)

TU SI

3.5M

Figure 5A – Relative positions – tuned loop – preferred arrangement

DIREFTION OF TRAVEI SI – SELF INDUCTANCE (CENTRE POINT OF 101 TUNED LOOP) TU SI

1m MAX #

2.5M MAX

3.5M

NOTE: • # - FROM SIGNAI POSITION • SIGNAI MAY BE PIAFED UP TO 2.DM IN REAR OF THE RAII VEHIFIE DETEFTION POINT. • TRAINSTOP MAY BE PIAFED UP TO 1M IN ADVANFE OF THE SIGNAI POSITION. • TRAINSTOP SHAII NOT BE PIAFED IN ADVANFE OF THE RAII VEHIFIE DETFTION POINT. Figure 5B – Relative positions – tuned loop – alternate configuration (installation constraints)

Authorisation:

Technical content Checked and Interdisciplinary Authorised for prepared by approved by coordination release checked by Signature

Date Name Daniel Oakes Omer Saricilar Peter McGregor Jagath Peiris

Position Principal Engineer A/Lead Signals and A/Chief Engineer Director Technical Standards Control Systems Network Standards Engineer and Services

For queries regarding this document [email protected] www.asa.transport.nsw.gov.au Technical Note - TN 030:2017 Issued date: 02 August 2017

Effective date: 02 August 2017 Subject: Amendment to balise tail cable installations

This technical note is issued by the Asset Standards Authority to notify the following amendment to SPG 0706 Installation of Trackside Equipment, version 2.3.

Replace the heading and the contents of Section 9.3 ETCS Tail Cable with the following content:

Section 9.3 Balise tail cable

The balise tail cable is a single pair cable connected to the ETCS junction box at one end and terminated to the balise at the other end. It is a surface run cable that shall be provided for mechanical protection.

Section 9.3.1 Installation of balise tail cable

Balise tail cabling shall be installed so that it is secured in such a way to positively locate and protect cables within the danger zone, making the installation compatible with the operation of track tampers and ballast regulators.

Where the balise is mounted on a sleeper, the balise tail cable shall be secured to the sleeper using RailCorp approved track cable protector plates (details for manufacture and installation outlined in the RailCorp ‘Track Cable Protector’ guideline). Refer to standard construction drawings M05-507, M05-510, M05-512, M05-544 and M05-558 for installation details.

Surface run balise tail cables between the ETCS junction box and balise shall be sleeved with approved orange flexible electrical hose over the length of the cable to provide mechanical protection and to improve visibility.

Refer to standard drawing M05-510 for standard surface mounted cable construction guidelines.

When assessing an existing conduit route, balise tail cables shall not be run with air lines.

The whole-of-life costs have been assessed and it is not cost effective to install a ULX/URX for an ETCS balise tail cable(s) to cross one track. In certain circumstances it may be necessary to install a surface-laid balise tail cable in such a way that it is required to cross an adjacent line before being connected to an ETCS balise. Surface-laid cross-track installation of a balise tail cable as shown in M05-509 is considered as a non-standard installation.

The application of surface-laid cross-track installations for balise tail cables shall be restricted to ETCS limited supervision only.

At locations where multiple balise track cables are required to be run across an adjacent line, steps shall be taken to minimise the use of cross-track installations by combining the actual cross-track location.

Prior to considering using this installation method, an evaluation of the site conditions is necessary to identify any constraints that can exist and to ensure all risks have effective treatments.

Justification to use a non-standard installation method shall be documented and shall include evidence of proper consultation. This shall include consultation with the local maintainers to ensure any impacts to local maintenance practices are also taken into consideration.

Factors influencing the decision to install a surface-laid cross-track cable installation may include, but not limited to, the following:

• no existing ULX within the vicinity

• existing ULX is not re-enterable for balise tail cable

• any requirements for keeping the adjacent line operational during maintenance activities

The minimum requirements of standard drawing M05-509 shall be included into the installation of surface-laid cross-track cables.

The installation of a surface-laid cross-track cable shall follow the criteria as shown in M05-510 and shall also include the following:

• The balise track cable shall be protected by an approved standard 32 mm orange coloured PVC electrical hose between two parallel and immediately adjacent tracks.

• The orange hose shall be continuous and installed along the sleeper face in the four-foot under the cable protector plates continued across the six-foot on top of the ballast to the balise located on the adjacent track.

• The cross-track cable installation shall cross one adjacent line only.

• The route to the balise across the six-foot shall have no more than a four sleeper stagger.

Technical content Checked and Interdisciplinary Authorised for prepared by approved by coordination release checked by Signature

Date Name Eric Edwards Peter McGregor Jason R Gordon Jagath Peiris Position Senior Signal Lead Signals and Chief Engineer Director Engineer Control Systems Network Standards Engineer and Services

For queries regarding this document [email protected] www.asa.transport.nsw.gov.au Technical Note - TN 011: 2016

Issued date: 20 April 2016

Effective date: 20 April 2016 Subject: Update to SPG 0706 Installation of Trackside Equipment

This technical note is issued by the Asset Standards Authority to notify the following changes to SPG 0706 Installation of Trackside Equipment, Version 2.3.

Section 9.1.1.4 Temporary speed warning balise groups (TSW’s); second paragraph is replaced with the following content:

The balise group for a temporary speed restriction (TSR) shall be positioned at the Warning TSR sign in the normal direction being protected but may be moved up to 30 m beyond the TSR Warning sign if required.

Section 9.1.1.4 Temporary speed warning balise groups (TSW’s); fourth paragraph is replaced with the following content:

The TSW balise group shall not be located closer than 10 m from any other balise on the same track.

Section 9.1.1.4 Temporary speed warning balise groups (TSW’s); add the following final paragraph:

Where a guard rail or other object is encountered in the four foot, the TSW balise group should be relocated. As a simplified requirement, the balise shall not be any closer than 10 m from guard rails, point's equipment or any large objects (containing metal) in the four foot.

The entire contents of Section 9.1.2 Balise installation is replaced with the following content:

There are three types of balise mounting methods permitted:

• Vortok (or the approved alternative) on-sleeper spreader beam (eClip or FastClip)

Technical Note - TN 011: 2016

• direct fixed (typically bolted direct to sleeper or slab)

• Vortok (or the approved alternative) between-sleeper universal mount spreader beam (for example, for TSW or where the normative balise permanent mounting methods are impractical due to the infrastructure constraints)

Balises shall be secured in a manner that allows repeated removal and re-fixing using tools, by authorised personnel. This should be done without damaging the integrity of the anchor or the balise or the structural integrity of the sleeper/slab.

Balises shall be secured by a minimum of two approved fixing points.

Balise mounting brackets, fixings, spacers, spreader beams and associated cabling shall:

• be fully removable from the track

• be manufactured from materials resistant to UV radiation, oil, corrosion, weather and abrasion

• have a minimum design life of 25 years

The AMS project for the installation of the ETCS Level 1 LS equipment has carried out a life cycle analysis in consultation with maintenance. The following order of preference for balise mounting is required for the AMS project works:

i. Vortok on-sleeper spreader beam (eClip or FastClip) for concrete sleepers and slab track

ii. Direct fixing for timber sleepers, where guard rails are installed or on slab track where the Vortok on sleeper spreader beam cannot be used

iii. Vortok between sleeper universal mount spreader beams is to be used where the on-sleeper spreader beam or direct fixing is not possible

Replace the heading and the entire contents of Section 9.1.2.1 Direct fixing with the following content:

9.1.2.1 On-sleeper spreader beam

Vortok (or the approved alternative) on-sleeper spreader beam mounted balises shall be fitted in accordance with drawing M05-569.

Replace the heading and the entire contents of Section 9.1.2.2 Spreader beam installation with the following content:

9.1.2.2 Direct fixing

Direct fixed balises shall be mounted on a rubber mounting pad, refer to drawing M05-500 for manufacturing details.

Technical Note - TN 011: 2016

Note: Rigid balise spacer mounts used with direct fixing are not preferred and should not be installed except where required to bring the balise up to within the required vertical design limits.

Balise mounting anchor holes shall be protected by fitting a flush mounted, plastic slotted plug when the balise has been removed for track maintenance.

Concrete sleepers or slab track

For concrete strata, direct fixed mounted balises shall be fitted in accordance with drawing M05-502.

Where balises are to be direct fixed to concrete, two flush mount M10 female 316 grade stainless steel anchors shall be fitted into the concrete and two Class 70 316 grade stainless steel M10 bolts.

Anchors shall be of either mechanical-set type or chemical-set type depending on concrete strength parameters and other key considerations. For concrete sleepers mechanical-set anchors are generally required. In the case of slab track, where the concrete is weaker than 40 MPa or the strength is unknown or the concrete is weakened, chemical-set anchors may be used.

Balise fixing points shall be located along the centre line of the sleeper in accordance with methods approved by TfNSW.

Cup washers and thread-retaining/anti-galling fluid shall be used to secure parallel thread bolts in place.

Timber sleepers

For timber strata, direct fixed mounted balises shall be fitted in accordance with drawing M05-501.

The balise shall be fixed using two galvanised steel coach screws of 12 mm diameter and at least 150 mm in length together with 316 grade stainless steel cup washers.

In order to ease future removal of steel coach screws in timber, lanolin grease or other approved environmentally friendly product shall be used for lubrication in a pre-drilled hole before insertion of the screw.

Heavily degraded timber sleepers shall not be used for balise installation and should be considered for replacement. Where the timber degradation is not structural (surface degradation only) and it is not practical to replace the sleeper, a chemical anchor may be considered generally in accordance with the installation procedure detailed on drawing M05-502. When drilling a timber sleeper for a chemical anchor, undercut the hole to ensure that the chemical (resin) plug cannot be easily pulled out of the sleeper.

Add new Section 9.1.2.3 after Section 9.1.2.2 with the following content:

9.1.2.3 Universal spreader beam installation

Technical Note - TN 011: 2016

Vortok (or the approved alternative) universal beam mounted balises shall be fitted in accordance with drawing M05-548.

The use of a universal spreader beam for a permanent balise installation is not permitted where any other approved permanent method can be used to mount the balise and relocation is not practical.

Thread-retaining/anti-galling fluid shall be used to secure the bolts in place.

Section 9.1.3.1 General; first and second paragraphs are replaced with the following content;

Balises shall be positioned clear of a DTRS train radio Transponder and a DPU in accordance with Design Principles ESG 100.31.

Where a DTRS train radio transponder:

• Occupies the required placement of a balise, shift the affected balise or the balise group one sleeper increment in accordance with the permitted window of tolerance. If movement by one sleeper is not possible, the balise/balise group shall not be installed until the DTRS train radio transponder has been relocated.

• Is within the exclusion zone from a balise, the DTRS train radio transponder shall be relocated.

The contents of Section 9.1.3.2 Balise alignment is replaced with the following content:

Balises shall be positioned and aligned in accordance with specification drawing M05-503.

Balises shall be mounted transversally to the rails, unless there is existing infrastructure in the four foot, such as guard rails or check rails and so on require a longitudinal mount.

Drawing M05-545 details the longitudinal mounting method. The transverse mounting arrangement is shown on drawing M05-501 or drawing M05-502.

Balises at guard rails shall be shall be fitted in accordance with drawing M05-558.

The contents of Section 9.1.4.2 Balise location ID is replaced with the following content:

Balise location ID plates shall be affixed to the sleeper or concrete slab adjacent to each balise in accordance with drawing M05-544.

Section 9.1.5 Temporary speed warning (TSW) balise ID; second paragraph the drawing number M05-546 is replaced with the following drawing number:

M05-565

Section 9.1.6 Big metal mass; second paragraph is replaced with the following content:

A balise shall not be installed within 30 m before or after a BMM.

Technical Note - TN 011: 2016

Authorisation:

Technical content Checked and Interdisciplinary Authorised for prepared by approved by coordination release checked by

Signature

Name Peter McGregor Peter McGregor John Paff Graham Bradshaw

Position Lead Signals and Lead Signals and A/Chief Engineer Director Control Systems Control Systems Network Standards Engineer Engineer and Services

Engineering Specification Signals Construction Specification

SPG 0706

INSTALLATION OF TRACKSIDE EQUIPMENT

Version 2.3

Issued 4 December 2012 Spe Reconfirmed 17 September 2019

Owner: Warwick Allison, Chief Engineer Signals and Control Systems

Approved Warwick Allison Authorised Paul Szacsvay by: Chief Engineer by: Principal Engineer Signals and Control Systems Signal Research & Development

Disclaimer This document was prepared for use on the RailCorp Network only. RailCorp makes no warranties, express or implied, that compliance with the contents of this document shall be sufficient to ensure safe systems or work or operation. It is the document user’s sole responsibility to ensure that the

copy of the document it is viewing is the current version of the document as in use by RailCorp. Engineering cification RailCorp accepts no liability whatsoever in relation to the use of this document by any party, and RailCorp excludes any liability which arises in any manner by the use of this document. Copyright The information in this document is protected by Copyright and no part of this document may be reproduced, altered, stored or transmitted by any person without the prior consent of RailCorp.

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Version Date Summary of change 1.0 30 August 2006 Version 1.0 of this Specification replaced Specification No SC 00 47 00 00 SP - Installation of Trackside Equipment Version 2.6 of 12 July 2005. 1.1 20 March 2007 Amend 7.2.1 to delete last paragraph and move to new section 7.4 (Identification of Points) with additional details 1.2 18 June 2007 New paragraph added to end of Section 5 re: trainstops out of use. 1.3 26 February 2009 Level Crossing requirements transferred to Level Crossing Specifications SPG 0723 and SPG 0724. Section on signal post foundations transferred across to Specification SPG 0705. Minor changes all sections. Focusing of LED & Incandescent colour lights moved to Appendix. Section 2.1.4 revised for safe access to ladders and landings. Section 2.2.2.1 added last paragraph. Section 2.2.2.6 Other Considerations, re-written. Added Section 2.2.3 Protective Barriers. Section 2.3 main red datum height corrected. Section 2.4 corrected foundation bolt sizes. Moved information on signal gantry cages from Section 3.2 across to SPG1571. Section 3.4 has been moved and is now section 15.4 ‘Subsidiary Signals, Horizontal and Vertical Shunt Signals’. Section 4.1 Guards Indicator. Information copied in from SPG 0705. Section 5 Buffer Stop Lights. Information copied in from SPG 0705. Section 6 revised. Section 7 Train Stops. Information copied in from SPG 0705. Section 8 Track circuits. Information copied in from SPG 0705. Added Section 9.1 Points. Deleted first paragraph in sect 9.4 Insulated Joint stagger was 2m. Refer to revised sketch 0706/003. Added Guards Indicator Sketch 0706/005. Added last 3 paragraphs of Section 10. Added Section 11, Notice Boards. 1.4 3-Mar-09 New Section 2.6 – Cable Distribution Pits; Minor amendments. Sections: 1.1, 1.2, 1.3, 1.4, 1.5, 1.7.1, 2.1.1, 2.1.2, 2.1.3, 2.1.4, 2.2.1, 2.2.2.1, 2.2.2.5, 2.2.2.6, 2.2.3, 2.2.3.1, 2.2.3.2, 2.4, 2.7, 8.1, 8.2, 9.3.1, 9.4, & 15.1 . 1.5 1-Dec-2009 1.6.2, 2.2.1 & 3: Reference to Structure Gauge changed to ESC 215 1.6 21-May-2010 Document reformatted to comply with TMA 400 Engineering Publications Manual. Technical content updated to incorporate requirements re drilling of rails from Engineering Instruction: Signalling 06/01. Appendix D ‘Drilling of Switches

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Version Date Summary of change & Stockrails’ added. Section 2.2.3 drawing reference corrected to M01-170. Section 1.4 updated to include reference to TMC 251. Section 9.1 added another paragraph at end. Section 9.3.1 relocated some paragraphs into section 9.1 and deleted some text. Section 9.3.2 relocated last sentence into sect 9.1 and some text deleted. 1.7 23 July 2010 Amended section 2.6 Cabling Distribution Pit 1.8 7 Sept 2010 2.2.2.2 – add note about 10% speed tolerance 1.9 7 June 2011 • 4.1 – correct reference to drawing to be Fig 5 in Appendix A rather than Fig 8 in Appendix C 2.0 6/12/2011 Section 5 Buffer Stop Lights added text regarding the provision of a buffer stop light for various configurations. 2.1 1 May 2012 1.8 – add M12 Series drawings to list 2.2 13 August 2012 Section 2.1.2 Signal – amended size of the "out of use" white cross from 100mm x 1000mm to read 1000mm x 1000mm. 2.3 4 December 2012 Updates to RailCorp ETCS requirements

© RailCorp Page 3 of 46 Issued 4 December 2012 UNCONTROLLED WHEN PRINTED Version 2.3 RailCorp Engineering Specification — Signals — Construction Specification Installation of Trackside Equipment SPG 0706 Contents

1 General...... 7 1.1 Introduction ...... 7 1.2 Definitions ...... 7 1.3 Submissions for Approval...... 7 1.4 Referenced Documents...... 7 1.5 Referenced Drawings ...... 8 1.6 Quality of Work ...... 8 1.6.1 Fitness for Purpose ...... 8 1.6.2 General...... 8 1.7 Locks...... 9 2 Signals...... 9 2.1 General ...... 9 2.1.1 Signal Location...... 9 2.1.2 Signal “Out of Use” Marking...... 10 2.1.3 Security ...... 10 2.1.4 Ladders and Landings...... 10 2.1.5 Alignment of Incandescent Colour Light Running Signals...... 11 2.2 Signal Installation...... 11 2.2.1 Structure Gauge...... 11 2.2.2 Location of Signals...... 11 2.2.2.1 Location ...... 11 2.2.2.2 Acceptable Sighting ...... 12 2.2.2.3 Sighting Limitations...... 12 2.2.2.4 Unacceptable and Undesirable Sighting...... 13 2.2.2.5 Solutions to Unacceptable and Undesirable Sighting ...... 13 2.2.2.6 Other Considerations...... 13 2.2.3 Protective Barriers - General...... 14 2.2.3.1 Fall Protection Barrier ...... 14 2.2.3.2 Electrical Protection Barrier ...... 14 2.3 Relative Heights of Signals...... 15 2.4 Signal Foundations...... 15 2.5 Ladder Footings...... 15 2.6 Cabling Distribution Pit ...... 15 2.7 Tunnel Signal Installation...... 16 3 Signal Gantries...... 16 3.1 Gantry Access Ladders ...... 17 3.2 Signal Gantry Cages...... 17 3.3 Gantry Walkways and Handrails ...... 17 4 Guards Indicators / Warning Lights ...... 17 4.1 Guards indicators...... 18 4.2 Warning lights ...... 18 5 Buffer Stop Lights...... 19 6 Flashing Lights and Horns (Calling Devices)...... 19

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7 Train stops...... 19 8 Track Circuits, Traction Bonding and Impedance Bonds...... 21 8.1 Track Circuits...... 21 8.1.1 Bootleg Risers ...... 21 8.1.2 High Voltage Impulse and Audio Frequency Track Circuits...... 21 8.2 Traction Bonding...... 22 8.3 Impedance Bonds...... 22 9 European Train Control System (Automatic Train Protection) Equipment ...... 23 9.1 ETCS Balises...... 23 9.1.1 General...... 23 9.1.1.1 Signal Balise Group ...... 23 9.1.1.2 Non-Standard Stopping Locations (at signals) ...... 23 9.1.1.3 Station Areas ...... 23 9.1.1.4 Temporary Speed Warning Balise Groups (TSW’s)...... 23 9.1.2 Balise Installation ...... 24 9.1.2.1 Direct Fixing ...... 24 9.1.2.2 Spreader Beam Installation ...... 25 9.1.3 Balise Installation Constraints ...... 25 9.1.3.1 General ...... 25 9.1.3.2 Balise Alignment ...... 26 9.1.3.3 Metal Mass...... 26 9.1.3.4 Cable Exclusion Zone...... 27 9.1.4 Permanently Fixed Balise Identification ...... 27 9.1.4.1 Balise ID...... 27 9.1.4.2 Balise Location ID ...... 28 9.1.5 Temporary Speed Warning (TSW) Balise ID ...... 28 9.1.6 Big Metal Mass...... 29 9.2 ETCS Trackside Junction Box...... 29 9.3 ETCS Tail Cable ...... 29 10 Points and Ground Frames...... 29 10.1 Points...... 29 10.2 Point Indicators ...... 30 10.3 Point Machines ...... 30 10.3.1 Electric...... 30 10.3.2 Pneumatic Mechanisms ...... 30 10.4 Ground Frames...... 31 10.5 Identification of Points and Catchpoints ...... 31 11 Location Cases and Platforms ...... 31 12 Notice Boards and Signage ...... 32 13 Level Crossings ...... 32 14 Alignment (focusing) of Level Crossing Signals...... 32 Appendix A Drawings...... 33 Appendix B Alignment (focusing) of LED Colour Light Running Signals...... 40 Main Signals...... 40 Turnout Signals (band of yellow lights)...... 40

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Turnout Indicators (band of white lights)...... 41 Subsidiary Signals, Horizontal and Vertical Shunt Signals...... 41 Appendix C Alignment (focusing) of Incandescent Colour Light Running Signals ...... 42 Appendix D Drilling of Switches & Stockrails ...... 46

© RailCorp Page 6 of 46 Issued 4 December 2012 UNCONTROLLED WHEN PRINTED Version 2.3 RailCorp Engineering Specification — Signals — Construction Specification Installation of Trackside Equipment SPG 0706

1 General

1.1 Introduction This Specification sets out requirements for the installation of trackside signalling equipment including signalling related communications equipment.

Requirements for foundations for location cases, telephones, releasing switches etc and general mounting arrangements for track circuit equipment boxes, tuning units etc are set out in Specification SPG 0705.

Where a method of fastening or fixing is not specified by this or any other specification the proposed method of fastening or fixing shall be as nominated by person/s with the appropriate delegated engineering authority.

1.2 Definitions AREMA American Railway Engineering and Maintenance of Way Association.

1.3 Submissions for Approval Where the Specification calls for items or activities to be approved, or where superior alternatives are proposed, the matter shall be submitted, with documented justification, to RailCorp’s Chief Engineer Signals.

1.4 Referenced Documents The following standards and documents are referenced in this Specification:-

ESG 100 Signal Design Principles SPG 1571 Light Signals SPG 1588 Points Mechanisms SPG 0705 Construction of Cable Routes and Signalling Civil Works SPG 0707 Installation of Equipment Racks and Termination of Cables and Wiring SPG 0708 Small Buildings and Location Cases SPG 0709 Traction Return, Track Insulation and Bonding SPG 0723 Manufacture and Assembly of Level Crossing Equipment SPG 0724 Level Crossing Protection Equipment - Installation SPG 1858 Track Circuit Types, Characteristics and Applications SPG 1042 Signal Lamps SPG 1210 Signs Notice Boards & Instruction Plates TMC 251 Turnouts

Australian Standard 1657 Fixed platforms, walkways, stairways and ladders – Design, construction an installation. Australian Standard 1742 Manual of uniform traffic control devices – Railway crossings Australian Standard 1743 Road Signs – Specifications AREMA part 3.2.15 Recommended Design Criteria for Gate Arm Operating Mechanisms for Highway Grade Crossing Warning Device AREMA part 14.2.1 Specification for Incandescent Electric Lamps

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1.5 Referenced Drawings The following RailCorp drawings are referenced in this Specification:-

Drawing M05-066 Sign Mounting Hardware Civil drawing E1-451Gantry Ladder Footing. Drawing M01-163 Guard/Buffer Light Post – Manufacturing Details. Drawings M10 series Standard Points Layout Drawings. Drawing M01-169Signal Post Access Design Guidelines. Drawing M12 Series – Standard Installation Drawings Drawings M05-500 to 599 ETCS (ATP) series of construction drawings.

1.6 Quality of Work

1.6.1 Fitness for Purpose The standard of materials and workmanship shall ensure that the installed system is fit for purpose, over the lifetime of the asset in its physical and operational environment, in terms of the standards of safety, integrity, reliability and durability, maintainability, operability and supportability as set out in this Specification and referenced documents.

Quality of materials and workmanship shall also ensure that the necessity for regular preventative maintenance tasks to retain the safety, reliability and usability of the asset over its lifetime is minimised.

All relevant Signal Sighting, Mechanical, Site Installation, Layout and/or Structural Drawings shall be produced in accordance with SPG 0703 and SPG 0711.2 and approved by persons with delegated engineering authority. Evidence of Inspection, Testing and Certification of the works shall be provided as set out in SPG 0711.1 to 7.

1.6.2 General On site drilling, cutting or other machining or grinding of galvanized or zinc plated steel components will generally not be acceptable. However in those circumstances where approval is granted, holes drilled as part of the installation process or any other cut, machined or ground surface shall be left clean, free of corrosion and free of burrs and shall be cold galvanised prior to the installation of the item.

Welding of previously galvanised steel components will generally not be acceptable. However in those circumstances where approval is granted, the weld area and adjacent plating affected by the weld shall be thoroughly cleaned and cold galvanised.

Where equipment is to be attached to other equipment or structures made from dissimilar metals and there is a possibility of electrolytic action an insulating barrier shall be installed between the different metals.

Generally equipment shall be installed so that it does not infringe within the Structure Gauge as defined in the Standard Structure Gauge Drawing ESC 215 and referenced in Specification SPG 0705. A survey using qualified surveyors to applicable RailCorp Standards shall be required where there is any doubt as to structure gauge clearances and each time a submission for an infringement waiver is necessary. Note that the size of the structure gauge envelope will vary according to location, track curvature and track superelevation and the nature of the type of equipment being installed.

Clearances shall be maintained where tracks converge. Survey for the location of clearance points to applicable RailCorp Track Standards shall be required using suitably qualified surveyors.

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Where physical limitations force the placement of equipment within the Structure Gauge envelope or the location of a clearance point is required, details of the proposed location with the degree of infringement defined and details of options considered, shall be documented and submitted in accordance with the requirements of and presented to the RailCorp Chief Engineer Signals for approval.

Any fasteners used shall generally be hot dip galvanised or made from stainless steel. Zinc plating or similar shall be acceptable on fasteners less than 8mm diameter except where the fastener is used in a location which is likely to retain moisture.

Note that:

• Self locking nuts (eg nyloc nuts) shall not be used with hot dip galvanised bolts unless the thread of the bolt is recut with a die nut before the nyloc nut is fitted. Where this is done, the thread shall be cold galvanised after the nut is fitted. • An anti-seize product (eg Loctite Anti-seize) shall be used between stainless steel bolts and stainless steel nuts or inserts.

Bolts used to attach equipment to timber sleepers (or any timber at or close to ground level) shall be installed such that nuts are located on the top of the sleeper or timber. A special lock washer shall be installed under the head of the bolt to prevent rotation of the bolt. The nut shall be secured with “Loctite 242 or equivalent”.

1.7 Locks Construction locks shall be provided so that all relay rooms, walk-in enclosures, location cases and trackside equipment can be locked following installation. Sufficient keys for these locks shall be supplied to permit access for RailCorp’s representatives to carry out inspection of the progress and quality of the work.

The construction locks will be replaced with RailCorp’s locks during the project commissioning.

Lock hardware fitted to relay rooms and walk-in enclosures shall be compatible for direct substitution with RailCorp’s series of security locks.

2 Signals

2.1 General

2.1.1 Signal Location The longitudinal location of signals shall be generally as defined by the Signalling Plan and the Signal Sighting Forms.

The longitudinal location of signals shown on signalling plans may be adjusted, with written approval:-

• to meet the sighting requirements of this Specification. • to avoid obstructions or placement on a bridge or viaduct. • to avoid the provision of a signal gantry. • to avoid switched airgaps in the 1500 Volt Traction system on the approach side of a signal. • to avoid placement adjacent to live overhead wiring and components.

provided that this does not:

• compromise braking distances or overlap requirements

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• unduly compromise headway requirements

And the amended Signalling Plan is approved by the Chief Engineer Signals or his delegate.

Such adjustments shall be agreed prior to the approval of the Detailed Site Surveys and the surveying or marking of the signal foundation location or the surveying or marking of the location of any associated track circuit, train stop, location case or walk-in enclosure and prior to any construction of cable route in the vicinity.

2.1.2 Signal “Out of Use” Marking Immediately following the installation of any signal, a large white retro-reflective cross, each arm 1000 mm x 1000 mm, shall be attached either in front of or immediately below the top mainline lampcase and shall remain in this position until the signal is brought into use. The cross shall be securely attached to the signal.

Alternatively, the signal head may be covered with a purpose made laminated woven or extruded, heavy duty minimum 0.2mm thick, weatherproof, UV resistant plastic bag incorporating a large white retro-reflective cross. The bag may be black or white in colour. The most prominent bag on any signal displaying a cross shall be positioned to ensure that the cross is displayed in the direction of oncoming traffic.

The cross should consist of two pieces of tape, either self adhesive or sewn on, each 50mm in width and 450mm to 600mm in length.

The retro-reflective cross material shall be Class 1 white material.

Similarly any signal which is taken out of use, but not removed, shall be fitted with a diagonal retro-reflective white cross.

For semaphore signals, the white cross shall be attached across the face of the arm. Subsidiary signals and horizontal or vertical shunt signals shall be securely covered with opaque material until brought into use. Lamps shall not be fitted into signals until they are to be brought into use except that they may be temporarily fitted for the purpose of testing, which shall comply with the Network Rules (after which they may be left stored within the lampcase). Lamps shall be removed from any signal which is taken out of use.

For main signals illuminated by LEDs, the printed circuit boards are to remain fitted to the signals but the face of the signal shall be covered with a suitable opaque cover as described further above. The white retro-reflective cross shall also be fitted.

2.1.3 Security Lampcase doors shall be fitted with padlocks and locked immediately the signal is erected. Refer to dimensional sketch of padlock shown in Specification SPG 1571.

2.1.4 Ladders and Landings Signal ladders and landings shall be provided to give maintenance staff safe access and egress to/from all lampcases, indicators etc fitted to the signal and shall be manufactured to the requirements of Specification SPG 1571 and AS 1657 and drawings.

Where it is not possible to install the ladder immediately behind the signal post, alternative proposals shall be submitted for approval.

It is not acceptable to require a lampcase to be accessed from a landing which is above the lampcase or to require a lampcase to be accessed from ground level where the lampcase is more than 1700 mm above ground level.

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2.1.5 Alignment of Incandescent Colour Light Running Signals Refer to Appendix C for focusing of colour lights.

2.2 Signal Installation

2.2.1 Structure Gauge No signal shall be installed within the area defined by the RailCorp Standard Structure Gauge Drawing ESC 215 without prior written waiver approval from the Chief Engineer Track RailCorp.

2.2.2 Location of Signals

2.2.2.1 Location Signals shall be located in accordance with the signalling plans and the approved signal sighting forms provided that the requirements of Section 2.2.1 and the requirements included in this clause are met.

The centre of the signal post shall be located between 2.2 and 2.5 metres from the running face of the nearest rail. Exceptions may be approved provided that the requirements of Section 2.2.1 are met and sighting is not compromised.

Running signals shall be placed to the left of the track in the direction of travel.

Exceptions:-

a) At the ends of crossing loops in single line sections.

b) Where the signal is for the “wrong” running direction in bi-directionally signalled double line track areas only, and all signals are similarly located..

If it is considered necessary to place a signal to the right of the track for any other reason, the proposal shall be submitted to the Chief Engineer Signals RailCorp for approval, with full reasons, including as assessment of risks associated with the location. Co-acting signals on the correct side may be required.

The selection of location shall take into account:-

a) Fixed obstructions interfering with sighting, eg cuttings, retaining walls, foliage, and structures.

b) Other trains:- whether acceptable sighting is available with another train approaching on an adjacent track, notably on right hand curves; whether acceptable sighting is available with rolling stock standing on sidings, notably on left hand curves.

c) Background lighting:- whether road traffic lights, street lights, floodlights will overpower the signal aspect or tend to mislead the train driver.

d) "Reading through":- whether the driver will be misled by sighting past the signal to another more obvious signal.

e) That signals on parallel running lines, or at the ends of loops, should generally be placed opposite one another and stagger along the track should be minimised. Exceptions may be made where the approach is such that both signals are visible and there is no possibility of confusion, and as noted below.

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f) Where bi-directional running applies, the possibility of sighting the signal on the "wrong" road before sighting the correct signal.

g) Overhead wiring switched airgaps, and components of the overhead wiring including pull-off arms where these would be within 1m of a persons outstretched arm. Signals shall not be located in such locations.

2.2.2.2 Acceptable Sighting Running signals shall be located to provide:

• As far as practical, the longest, most continuous sighting of the signal after passing the signal in the rear. • Preferably, a minimum of 200 metres sighting distance for speeds to 100 kph and 300 metres for speeds over 100 kph wherever the environment permits. • A minimum of 6 seconds sighting at line speed. Distances which equate to 6 seconds at various speeds are given in Table 1 (Note: These distances include a 10% speed tolerance, but must be treated as minimum distances) • Signal sighting distances shall be maximised where signals are widely spaced and speeds are high. Where related1 signals are spaced more than 2.5 kilometres apart, the minimum sighting distances shall not be less than 200m for speeds to 100 kph and 300m for speeds over 100kph.

Service Speed – kph Distance metres 40 73 50 93 60 110 70 129 80 147 90 165 100 183 115 200 130 239 145 266 160 294 Table 1 - Absolute minimum Sighting Distances (Equal to six (6) seconds sighting)

2.2.2.3 Sighting Limitations Sighting of running signals generally cannot be guaranteed for all types of rolling stock and locomotives when the drivers position is within 5 metres of the signal. Deflecting prisms in lenses, where available, will improve very short range sighting but are effective only over a very limited approach distance.

The maximum reliable sighting distance for a colour light running signal in full sunlight is usually limited to 500 - 600 metres. A crowded, multicoloured or very bright background environment will reduce this distance.

It is not necessary that sighting be totally uninterrupted except for the final approach to the signal (50 metres approximately). However interruptions should be of only short

1 Related means that the indication on one signal will affect the indication on the signal in the rear. Eg home and distant signals, automatic signals in section.

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duration and in total should not apply for more than 20% of the total sighting distance to the signal.

A gantry mounted signal will not normally be visible, in daylight, within about 10 - 15 meters of the gantry. If a train is required to pull right up to a gantry mounted signal (eg at a platform), a co-acting signal will usually be necessary.

2.2.2.4 Unacceptable and Undesirable Sighting Signal sighting shall be regarded as unacceptable when:-

a) Local conditions are exceptional and such that it is reasonable to predict that drivers may have particular difficulty in properly observing and being able to stop at the signal when required to do so.

b) The signal will not be visible to the driver when the train is stationary at a platform or when the train is stationary within 15 metres of the signal.

Signal sighting may be regarded as undesirable when:-

Trains frequently approach a signal with restricted sighting, having received a caution indication at the previous signal. In order to prevent unnecessary slowing of the train it would be advantageous to advise the driver before the signal becomes visible, that the signal has cleared.

The signal is a junction signal and the sighting is such that the driver would be required to slow the train more than is necessary for the diverging route.

2.2.2.5 Solutions to Unacceptable and Undesirable Sighting In most circumstances careful selection of location, varying the height of a signal and/or providing screening against background lighting, correct lens selection and careful focusing of the signal will provide the train driver with acceptable sighting.

Co-acting and repeater signals shall be provided only in those cases where there is no alternative method of providing acceptable viewing to the train driver.

2.2.2.6 Other Considerations In addition to providing for the driver’s view of the signal, selection of location shall also to take into account:-

• Safe access for drivers to alight and use the signal post telephones. Walkways shall be provided (and handrails placed for protection on embankments or from other tracks) whenever this requirement is noted on approved signal sighting forms. Where walkways are required, the position of access to and from the drivers cabin shall be taken into account when determining the length of walkway required. Where the walkway will impact on the track ballast or formation profile, the Chief Engineer Track &/or the Chief Engineer Bridges & Structures shall be consulted. • Overhead wiring air gaps. Avoid locating signals such that an electric train stopped at the signal will span an air gap. Since the last pantograph on an 8 car intercity electric set is approximately 175 metres from the front of the set, the signal should be placed at least 200 metres after the air gap, if the air gap is on the approach side of the signal. • Where there is likely to be the possibility of a reduction in visibility from sunlight shining into the lens. If this possibility does exist:-

– hoods shall be increased in cover and length as noted on the signal sighting sheets.

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– a convex and/or downward sloping lens should be used.

• Where there is potential for a person to come into contact with the overhead wiring or where the standard configuration is considered inadequate to guard against a particular hazard the need for, additional protective barriers shall be provided in accordance with Section 2.2.3. All other measurements to avoid the need for a protective barrier shall be investigated before implementing a protective barrier.

2.2.3 Protective Barriers - General Protective barriers and foundation shall be designed for wind velocities up to 160km/hr.

Barrier infill may be constructed of expanded sheet metal with openings typically no larger than 50mm by 50mm to limit an arm being placed through the infill screen.

Barriers shall be assessed for insulation, bonding and spark-gap bonding requirements.

Refer to drawing M01-170 for design guideline details of protective barriers.

2.2.3.1 Fall Protection Barrier Where a signal is situated on an embankment or viaduct or similar and the distance from the top of the ladder or highest landing decking to ground level exceeds 6 meters at any point within a 2.0 metres radius of the signal post; additional protective barriers shall be provided.

The protective barrier shall extend at least 1.5 metres ahead of the signal post centre and at least 1 meter behind the base of the signal ladder.

Where the signal does not incorporate a work landing i.e. only a ladder, the screen shall extend to the full height of the signal ladder, or higher where required.

Where the signal incorporates a work landing, the screen shall extend to at least 1m above the deck of the topmost landing.

2.2.3.2 Electrical Protection Barrier Signals shall not be located where any part of the signal structure and access including an open door panel or the safety chain/bar or the outstretched arm of a person servicing the signal, can be placed within 1.0 metre of any live overhead, pull-off, stay or isolating insulator.

If this is impossible, a barrier in the form of protective cages or screening shall be provided to prevent inadvertent contact with live wiring. Note that a pull off or stay wire isolated by only a single small diameter insulator is to be considered live (wherever possible RailCorp will, in this case, replace the single small insulator).

Where the signal does not incorporate a work landing i.e. only a ladder, the screen shall extend either, at least 1m above the signal ladder or at least 1.5 meters above the height of the live wiring, whichever is the lesser distance.

Where a work landing is incorporated into the signal, the screen shall extend either, 2m above the deck of the topmost landing or at least 1.5 meters above the height of the live wiring, whichever is the lesser distance.

Full details of any proposed screens, including insulation and bonding shall be submitted to the Chief Engineer Signals for consideration and approval.

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2.3 Relative Heights of Signals Adjacent signals on running lines of equal importance shall be of equal height.

At crossing loops, the loop starting signal shall be 400 to 500 mm lower than the main line starting signal and substantially in line with it unless otherwise approved.

For bi-directional running on double line sections, adjacent signals shall be of equal height.

For double aspect signals the lower main red indication shall be the reference point for height measurements.

For single aspect signals the main red shall be the reference point for height measurements.

2.4 Signal Foundations Signal foundations shall be installed in accordance with the requirements of Specification SPG 0705.

Signal gantry footings are to comply with Bridges and Structures (Civil) specifications and requirements.

Posts shall be without reliance on the ladder or any other stay.

Foundation bolts shall be not less than 30mm diameter galvanised steel for 140mm OD signal posts, not less than 24mm diameter galvanised steel for 114mm OD signal posts and not less than 16mm galvanised steel for dwarf signals.

The top of the foundation shall generally be positioned at rail level. However, where the cess depth or ballast shoulder exceeds 750mm the top of the foundation may be positioned not less than 300mm above ground level and the signal post lengthened accordingly. In some circumstances the top of foundation may be positioned above rail level where agreed on the Signal Sighting form.

2.5 Ladder Footings A concrete landing/footing pad for ladders used on signal posts shall be 600 x 900 x 150mm minimum size, with F72 mesh and projecting 600 mm behind the ladder, except where the provision of the pad would interfere with drainage or other equipment. In this case an alternative proposal shall be submitted for approval.

Where more than one ladder is fitted to a signal post, a single concrete pad should be formed and poured linking all ladders.

Signal gantry access ladder concrete landing/footing pad shall comply with Civil manufacturing drawing E1-451.

2.6 Cabling Distribution Pit Main running signal installations (and behind nominated shunt signals) shall include a cable distribution pit between the signal base and the ladder unless agreed otherwise. The pit shall be incorporated into the ladder footing. The pit shall be 600 deep and be of sufficient size to accommodate all incoming and outgoing conduits without being wider than the adjacent signal base or affecting the stability of the signal. Conduits include local cabling from the adjacent signal location for the signal, trainstop, balises, track circuit and telephone/s. The balise conduit shall be installed from the pit to clear of the concrete apron in front of the signal, & other trackside equipment, to the proposed balise junction

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box. Site Installation Drawings (SPG 0711.2) shall be produced and approved for each typical installation drawing at each signal.

2.7 Tunnel Signal Installation Tunnel Signals shall be fixed to the tunnel wall through the bracket provided on the signal using Stainless Steel anchors. Method of fixing may be, “Chemset” or “Dynabolt” or “Loxin” or similar. The depth and type of fixing to be determined by the condition of the tunnel wall. Standard fixing depths as specified by the masonry anchor manufacturer shall be used in concrete or brickwork in good condition. For old, weathered or sandstock brickwork the anchor depth shall be at least 1½ bricks.

The signal lampcases shall be clear of the tunnel wall by 20 - 30mm at the closest point and shall be mounted so that the top red aspect is between 2250 and 2550mm above rail level. The signal shall be vertical in both planes.

Where the top lampcase of the signal is more than 2 metres above the floor level of either the tunnel or refuge (if the signal is mounted at the edge of the refuge), a step, platform or ladder shall be installed to provide maintenance access to the signal.

The lampcase doors shall be able to open fully without obstruction.

3 Signal Gantries Signal gantries shall be provided where indicated by the signalling plans and signal sighting forms. The gantry shall span the minimum number of tracks consistent with obtaining clearances between mast and track required by the Standard Structure Gauge Drawing ESC 215 and the necessity to clear any pathway or roadway adjacent to the track.

Gantries shall be designed to accommodate dead load from the structure, cages, signals, walkway and handrails; live loading from maintenance personnel and wind loading assuming a maximum wind speed of 160 kph and the appropriate terrain category for the location, plus any construction and temperature loadings. The design (where design details are not provided) and a Structural Engineer’s certificate specifying that the gantry is suitable for its intended use, shall be submitted for approval.

Welding to or drilling of the gantry structure after fabrication and erection to attach signals, signal cages, walkways, handrails, ladders, notice plates, telephones, cable trays or cables is not permitted. Either holes and/or brackets for attachment are to be included in the gantry structure during manufacture or the various items are to be clamped to the gantry.

Signals gantries and all ferrous attachments thereto shall be hot dip galvanised after fabrication.

Gantry foundations shall be constructed in accordance with the requirements of Specification SPG 0705.

Gantry masts shall be vertical in both planes. The gantry beam shall be horizontal and be either straight or have small positive camber. Masts shall be wedged, shimmed or packed on foundations to achieve levelling then grouted between foundation and mast foot.

The gantries shall be positioned on the footings to allow a minimum of 25mm of low shrinkage concrete grout to be installed between the concrete footing and the column base plate after levelling has been completed. All temporary packing (if used) shall be removed.

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3.1 Gantry Access Ladders Gantries spanning three or less tracks shall include one access ladder to the gantry walkway. The walkway shall extend sufficiently from the ladder to access all cages on the gantry. All other gantries shall have ladders at each end of the gantry and continuous walkway between the ladders unless approval is granted for a single ladder and reduced walkway. A safety chain or bar shall be provided across the ladder opening in the balustrade.

Gantry access ladders shall not exceed 6m in height without an intermediate landing, in compliance with AS1657 Fixed Platforms, walkways, stairways and ladders.

Gantry access ladders shall be fitted with safety cages.

Cages shall extend down no lower than 2m above the ground level landing and be fitted with a lockable door panel to restrict unauthorised access. A split door panel is preferred in lieu of a single door construction, in order to reduce the overall weight and potential for the door to fall on the user.

3.2 Signal Gantry Cages Signal gantry cages shall be securely fastened to the gantry with galvanised steel bolts (or U-bolts if clamped), flat washers, spring washers and nuts.

Cages shall be installed such that they are vertical in both planes, except that where the gantry beam is cambered, no compensation is necessary for the angle caused by the camber unless this exceeds 0.2°.

The cage shall be provided with an access ladder not less than 380 mm wide between stiles, stile section not less than 50 x 12, rungs not less than 20 mm diameter and rung spacing not greater than 300 mm.

Where cages are cantilevered from the gantry, the ladder stiles shall extend to the topmost rail on the gantry handrail. There shall not be less than 175 mm clearance behind any rung on the ladder to any part of the cage or gantry.

The cage shall be either pre-drilled for lampcase brackets or shall have the brackets welded in as part of the cage. Similarly the cage shall be pre-drilled for attachment to the gantry.

3.3 Gantry Walkways and Handrails Gantry walkways and handrails shall be attached to the structure in accordance with the fastening method defined on the relevant design drawing and the walkway and handrail shall comply with the requirements of AS 1657.

4 Guards Indicators / Warning Lights Guards Indicators and warning lights shall be in accordance with Specification SPG 1571 and each shall be located as shown on the signalling plan or as directed to enable it to best fulfil its intended purpose.

Prior approval shall be obtained where it is required to mount indicators on heritage listed infrastructure.

Guards Indicators and warning lights shall be covered or wrapped in black opaque woven or re-enforced material until brought into use.

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4.1 Guards indicators Guards indicators are required where shown on the signalling plans and/or detailed site survey plans. They may be installed on station structures or on separate posts on the platform depending on site conditions.

Guards indicator mounting posts may be steel pipe (Minimum75NB) with capped top or RHS (minimum 75x75x3.2) whichever best matches the particular station architecture. (Note: On some stations, which are heritage listed, posts that more closely match the period architecture of the station may be required. The necessity for this is to be determined in consultation with the Regional Representative)

The post may be bolted to a concrete foundation or cast into a concrete foundation. The size of foundation shall be such that it can withstand a person swinging on the post without moving the foundation in the platform.

The underside clearance of the guards indicator lampcase with identification plate shall be mounted 2400mm above platform level unless otherwise directed.

The post shall be painted the same colour as the station lighting posts.

Cabling to guards indicators shall be run in pipes buried in the platforms or in conduits or cable ducts in or on station buildings or other structures subject to specific approval. Exposed conduits or cable ducts shall be made as unobtrusive as possible and painted to blend with the supporting structure.

Guards Indicator Lights:

Shall be positioned such that they provide an uninterrupted view by the train Guard.

Shall be placed at a height such that they can be maintained with the use of a 2m step ladder placed behind the yellow safety line on the platform. Refer to Figure 6 in Appendix A.

May be mounted on station buildings or awnings or may be mounted on free standing posts away from the building. Where it is intended to mount onto a building, the building owner’s permission shall be obtained. The guards indicator should be clamped to the building; drilling or welding for fixture is to be avoided.

Shall not be placed where they will block the driver's or guards observation of any signal.

Where a Guards Indicator is suspended from a building or associated structure, refer to Figure 6 in Appendix A for guidance.

Where a Guards Indicator is to be post mounted, refer to manufacturing drawing M01-163.

Refer to Guards Indicator sighting form located in SPG 0711.7 Inspection and Testing of Signalling - Standard Forms.

Also refer to ESG 100.1 Signal Design Principles - Signals for guidance on locating of Guards Indicators.

4.2 Warning lights Warning lights may be attached to any convenient structure provided it is not on a heritage listing and provided that the warning light will not block or detract from the driver's observation of any signal. A warning light shall not be mounted where it can be seen illuminated with a signal.

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5 Buffer Stop Lights Buffer stop lights are normally mounted immediately to the left of, and in line with, the face of the buffer stop.

Buffer stop lights shall be positioned at the buffer stop or stop block, with the red light at a height of 1200 to 1500 mm above rail level.

In areas where trip fitted trains approach the buffer stop a fixed train stop shall be provided before the buffer stop & the buffer stop light shall be located adjacent to the left of the fixed train stop.

Where practical, buffer stop lights shall be fitted to a free standing post. A free standing buffer stop light post shall be constructed to Standard drawing M01-163.

The buffer stop light mounting post shall be capable of supporting a 150kg horizontal load applied at 1.5m above ground level with deflection of less than 10mm.

The post shall be secured, into the ground or otherwise, so that it is capable of resisting a pull out force or 250kg plus the above specified horizontal loading without movement.

Where metal buffer stops are provided, any metal work for the buffer stop light shall be insulated from the buffer stop frame itself or separately mounted and insulated, to avoid any touch potentials from the buffer stop.

Refer to ESG 100.1 Signal Design Principles - Signals for configuration details.

6 Flashing Lights and Horns (Calling Devices) Where specified rotating/flashing blue lights and warning horns (and circuits for their operation) shall be provided to act as maintainers/drivers calling devices. Horns shall be duplicated if necessary to provide bi-directional audibility.

Where horns are located close to any dwelling, hotel, motel or similar building occupied during or overnight, the horns shall be silenced between the hours of 2000 and 0600.

If there is any hospital, nursing home or similar in the vicinity, as well as being silenced overnight, the horns shall be directed away from the establishment.

The calling devices shall be located where indicated on the signalling plan or in the Particular Specification.

The rotating flashing light shall be equivalent to Hella model 2RL002 03 and horns shall be equivalent to RVB model 4100-008

The calling devices shall not be mounted in any position which will obscure or reduce the clarity of any signal indication and if mounted on a location or building roof shall have the mounting arrangement suitably sealed to prevent any possibility of moisture entry to the location or building.

Maintenance access shall be provided to calling devices but either the access or the devices shall be secured to prevent unauthorised access, theft or vandalism.

Flashing Lights shall be covered or wrapped in black opaque woven or reinforced material until brought into use.

7 Train stops Pneumatic or hydraulic train stops shall be cycle tested for a minimum of 20 operations per hour for 24 hours prior to installation in the track. For hydraulic train stops, this shall

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be followed by a hold clear test of a minimum of 6 hours duration to test the valve and ram seals. The trip arm shall not move more than 4mm towards the stop position during this test.

Attachment of train stops to mounting brackets shall be in accordance with Drawings M04-027,028.

Train stop mounting brackets shall be installed on concrete sleepers in accordance with Drawings M04-027,028 and shall be mounted parallel to the rail and horizontal.

Train stops attached directly to timber sleepers shall be fixed with 20 mm galvanised steel coach screws which penetrate the timber for at least 100mm. Flat washers shall be provided under coach screw heads.

Wet sump JA and JAH type train stops shall be filled with lubricating oil and the lubricating system primed immediately following installation.

The train stop is to be mounted in the position shown on Drawing 0706/ 004 and the location of the arm in the raised position is to be tested with a train stop gauge, the gauging dimensions of which are shown on Drawing 0706/ 005. The relative positions of signal, train stop and insulated joint (or tuned loop) are shown on Drawings 0706/006 and 007.

The cable entry to the train stop shall be sealed after cable termination with a neutral cure silicon sealant to prevent moisture entry.

Train stop arms shall be securely fixed down to the sleeper and the return spring disconnected from the train stop, or the arm shall be removed, until the train stop is required to be brought into use. Fitting a wedge between arm and arm stop is not acceptable.

Alternatively a sleeve, secured by bolt or other means may be fitted over the extended ram shaft (pneumatic or hydraulic) to prevent retraction.

Where a ram shaft is to be held in the extended position for more than 30 days, it shall be protected against corrosion. The corrosion inhibitor used shall not in any way be detrimental to the hydraulic or pneumatic seals on the ram or cylinder.

Train stops which have been taken out of use but not removed shall also have the arm securely fixed down or removed.

The train stop deflection plate shall be secured to the train stop mounting brackets or to the timber sleeper in advance of the train stop in the normal direction of travel, in accordance with the relevant drawings.

On tracks signalled for operation in either direction, train stop deflection plates shall be provided on both ends of the train stop.

Flexible conduit leading to the train stop shall be arranged as specified in Specification SPG 0705.

Where required by the Particular Specification, ballast guards shall be provided to maintain the area around the arm, arm shaft and arm stop free of ballast. The guard shall take the form of a galvanised steel barrier, shaped as necessary and fixed to the sleepers to which the train stop is mounted.

If a train stop is not in use and fitted to a running road, a retro-reflective white cross that is visible to drivers shall be fixed to the cover of the train stop.

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8 Track Circuits, Traction Bonding and Impedance Bonds

8.1 Track Circuits Track Circuit types, characteristics and applications are given in Specification SPG 1858.

Insulated joints in turnouts shall be placed in accordance with the track insulation plans and will normally be in the least used and/or slowest speed route (usually the turnout route) whenever possible.

Junctions between rails of different section shall not be used for insulated joints.

Wiring to connect track circuits to both control equipment and to rail shall be as stipulated in Specification SPG 0707.

Maintenance access shall be made available to tuning units, matching units etc of audio track circuits and terminal cases of impulse track circuits. Where these are mounted on the edges of drains or cesses which are likely to be water filled or in which staff cannot stand, a suitable standing area formed by either filling or by installing a fabricated platform, shall be provided.

8.1.1 Bootleg Risers For the purposes of this specification, 'Bootleg riser' is defined as a small termination box mounted on a 50NB hollow steel post or pipe with a steel or concrete base. The incoming cable from relay room or location case to the bootleg riser shall pass through the base and inside the pipe into the termination box. Four (4) RSA or similar terminals with links shall be provided within the box.

The bootleg riser is used as an interface between the surface mounted rail connecting cables and the track circuit cables running to the equipment location case or to the relay room as applicable or between the surface mounted rail connecting cables and the bonding cables in the cable route.

Their most common application is AC and DC track circuits.

The bootleg riser is suitable for only for terminating cables of sizes up to 7/1.7 mm. For larger size bonding cables specific proposals shall be submitted for approval.

Except where site conditions preclude, the bootleg risers shall be installed 2500 mm (minimum) from the nearest rail face and the top of the terminal box shall be 300 - 400 mm above ground level. Where track centres do not permit this position, the riser shall be placed centrally between tracks and the top of the box shall be at least 50mm below rail level.

8.1.2 High Voltage Impulse and Audio Frequency Track Circuits Where the high voltage impulse and audio frequency track circuit trackside equipment can be installed within three (3) metres of the rail, surface mounted track connecting cables may be run directly to the trackside equipment.

The posts and trackside equipment shall be installed opposite the applicable IRJ or track connection position to avoid excessive length on the track connecting cables.

Posts used for mounting high voltage impulse (Jeumont Schneider) and audio frequency track circuit (CSEE, ML and Westinghouse) trackside equipment and boxes shall be of sufficient cross section to support the box plus a load of 150kg applied horizontally at the top of the post (nominally approximately 1metre above ground level) with less than 20mm

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deflection. In addition the post shall have sufficient torsional rigidity to deflect less than 5° under a torque of 300Nm applied at the top.

The posts shall be secured into the ground so that there will be no movement of the base of the post with a load of the box plus 150kg applied vertically to the post plus the load of 150kg applied horizontally at the top of the post or with these loads applied individually. The post shall also withstand a pullout load of at least 250kg.

Incoming cable from location case to box shall be protected by either passing through the post or by a rigid conduit securely fixed to the post. Cables to the track shall be supported by clamping to the post to minimise loading on the cable terminations.

Design life of the posts, the method of securing in ground, and conduits and cable supports shall be a minimum of 25 years.

Cable entries into tuning units shall be sealed to prevent entry of moisture.

8.2 Traction Bonding Traction bonding shall be installed in accordance with bonding plans and the requirements of Specifications SPG 0707 and SPG 0709.

Where traction bonds are attached to rails with either stainless steel tapered bolts or stainless steel cadweld studs, an anti-seize compound (such as ‘Loctite’ 771) shall be used between the stainless steel nuts and stainless steel bolts/studs. Care shall be taken to ensure that the anti-seize is not permitted to contaminate the mating surfaces between cable lug and bush or boss on the rail.

The mating surfaces of cable lugs and of the copper bush in the rail or the cadweld boss welded to the rail shall be cleaned (with solvents or abrasive products if needed) prior to assembly.

8.3 Impedance Bonds Impedance bonds shall be mounted in accordance with the requirements of Specification SPG 0705.

Size, type, quantity and connection requirements for side lead and neutral conductors to rails and impedance bonds shall be as specified in Specifications SPG 0707 and SPG 0709.

Side lead and neutral conductor cable terminations shall be accessible for examination and disconnection with the bond lid or cover in place but shall not be unduly exposed to damage. Cables shall be mechanically supported to reduce the load on the termination point and cable lugs.

The side leads to one rail shall be equal in length and configuration to the side leads to the other rail.

All cable connections to bonds shall be made using stainless steel fastenings. An anti- seize compound (Loctite 771 or equivalent) shall be applied to the fastenings during installation. Care shall be taken to ensure that the compound is not permitted to come between cable lug and bond termination plate.

The mating surfaces of cable lugs and of the impedance bond terminals shall be cleaned (with solvents or abrasive products if needed) prior to assembly.

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9 European Train Control System (Automatic Train Protection) Equipment

9.1 ETCS Balises

9.1.1 General ETCS balises are required for spot transmission of ETCS telegrams from trackside to the train. Balises are generally required at signals, and are positioned in the ‘four foot’ on the track.

Balises may be of either ‘fixed’ or ‘controlled’ type. A controlled balise is connected by a cable to an LEU which determines the telegram the controlled balise will transmit.

All balises that are installed but are not commissioned shall be prevented from affecting operating services by muting (either by a metal cover or electronically).

Each balise shall be a reduced (compact) size Class A. Balise mounting shall meet requirements of Class B in accordance with SRS Subset-036.

Refer to the signalling plan for balise placement kilometerage details.

9.1.1.1 Signal Balise Group For standard placement of a balise group at a signal, refer to drawing M05-507 for details.

Note: Where a DPU is encountered at a signal, the DPU is treated as per an insulated rail joint.

9.1.1.2 Non-Standard Stopping Locations (at signals) Non standard stopping locations i.e. where the standard balise group requirements cannot be installed at the signal, are described in Design Principles ESG 100.31. Also refer to design guideline document ‘Balise Placement Where There Is No Space’.

9.1.1.3 Station Areas For balise groups located at platform starter signals, the centre of the car marker location must be no closer than 600mm on the approach side of the controlled balise.

Refer to balise placement drawing M05-512 for guidance.

9.1.1.4 Temporary Speed Warning Balise Groups (TSW’s) The TSW balise group consists of two fixed type balise.

The balise group for a Temporary Speed Restriction (TSR) shall be positioned at the blue TSR sign but can be moved up to 30m beyond the TSR blue sign if required.

Balise pairs making up the TSW balise group shall be spaced as close as practical to each other depending on sleeper spacing, but never closer than 2.5m between the balise reference marks.

The TSW balise group shall not be located closer than 8m from any other balise on the same track.

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The TSW balises are to be installed using an approved spreader beam fixing system that is easily installed and removed using tools.

9.1.2 Balise Installation There are two types of balise fixings:

• Direct Fixed (typically bolted direct to sleeper or slab), and • Mounted using a purpose designed Spreader Beam (eg: for TSW or as approved by the Chief Engineer Signals and Control Systems).

Balises shall be secured in a manner that allows repeated removal and re-fixing using tools, by authorised personnel. This is to be done without damaging the integrity of the anchor or the balise or the structural integrity of the sleeper/slab.

Balises shall be secured by a minimum of two approved fixing points

Balise mounting brackets, fixings, spacers, spreader beams, etc and associated cabling shall be:

• Designed to be fully removable from the track, • Manufactured from materials resistant to UV radiation, oil, corrosion, weather, abrasion and • Designed to last the life of the balise.

9.1.2.1 Direct Fixing Direct fixing of balises is the preferred option for balise mounting.

Direct fixed balises shall be mounted on a rubber mounting pad, refer to drawing M05- 500 for manufacturing details. Note: rigid balise spacer mounts used with direct fixing are not preferred and should not be installed except where required to bring the balise up to within the required vertical design limits.

Refer to fabrication drawing M05-553 for details of the balise drilling template. Alternative templates may be submitted for review.

Balise mounting anchor holes shall be protected by fitting a flush mounted, plastic slotted plug when the balise has been removed for track maintenance.

Concrete Sleepers or Slab Track

Refer to drawing M05-502 for fixing details.

Where balises are to be direct fixed to concrete, two flush mount M10 female 316 stainless steel anchors shall be fitted into the concrete and two 316 Class 70 Stainless Steel M10 bolts.

Anchors shall be of either mechanical-set type or chemical-set type depending on concrete strength parameters and other key considerations.

Note: Generally, for concrete sleepers use mechanical-set anchors. In the case of slab track where the concrete is weaker than 40MPa or the strength is unknown or the concrete is weakened, chemical-set anchors are likely to be required.

Balise fixing points shall be located along the centre line of the sleeper in accordance with methods approved by RailCorp.

Cup washers and thread-retaining/anti-galling fluid shall be used to secure parallel thread bolts in place.

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A stainless steel internal star type push-on fix washer or similar product may be used where it is necessary to keep the bolts captive to the balise during maintenance activities.

Timber Sleepers

Refer to drawing M05-501 for fixing details.

The balise shall be fixed using two galvanised steel coach screws of 12mm diameter and at least 150mm in length together with 316 stainless steel cup washers.

In order to facilitate future removal of steel coach screws in timber, lanolin grease or other approved environmentally friendly product shall be used for lubrication in the pre-drilled hole before insertion of screw.

Timber sleepers heavily degraded shall not be used for balise installation and should be considered for replacement. Where the timber degradation is not structural (surface degradation only) and it is not practical to replace the sleeper, a chemical anchor may be considered generally in accordance with the installation procedure detailed on RailCorp drawing M05-502. Note: When drilling a timber sleeper for a chemical anchor, undercut the hole to ensure that the chemical (resin) plug cannot be easily pulled out of the sleeper.

9.1.2.2 Spreader Beam Installation The use of a spreader beam for a permanent balise installation will require approval from the Chief Engineer Signals and Control Systems.

Approval will only be given where it is not possible to direct fix a permanent installation and relocation is not practical.

The balise shall be secured to the spreader beam with two stainless steel 316 Class 70 M12 bolts and spring washers.

The spreader beam shall incorporate two stainless steel 316 M12 threaded inserts to suit position of balise fixing holes.

Thread-retaining/anti-galling fluid shall be used to secure the bolts in place.

Design life of the spreader beam and method of securing shall be a minimum of 25 years.

9.1.3 Balise Installation Constraints

9.1.3.1 General Balises shall be positioned clear of a DTRS Metronet train radio Transponder and a DPU in accordance with Design Principles ESG 100.31.

Where a Metronet train radio transponder:

• occupies the required placement of a balise, shift the affected balise or the balise group one sleeper increment in accordance with the permitted window of tolerance.If movement by one sleeper is not possible, the balise/balise group shall not be installed until the Metronet train radio transponder has been relocated. • is within the exclusion zone from a balise, the Metronet train radio transponder shall be relocated.

For all permanent balise positions where the balise falls foul of a track mounted object, the following options are to be considered:

• Identify the type of balise obstruction,

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• Relocate the balise, after approval from the Chief Engineer Signals and Control & Systems, • Modify the track obstruction, after approval from the both the Chief Engineer Signals and Control Systems, and the Chief Engineer Track.

Where track is used by ETCS fitted rollingstock:

• Rails shall not be stored in the four foot within 1m of any balise. • No more than two rails shall be stored side by side in the four foot. • Where stored rails overlap one another, the distance shall be less than 8m.

9.1.3.2 Balise Alignment For details of the balise position and orientation tolerances, refer to drawing M05 503.

Balises shall be mounted transversally to the rails, unless existing infrastructure in the four foot, such as guard rails or check rails etc require a longitudinal mount. Refer to drawing M05-558 for details of longitudinal mounting method.

Vertical Alignment

The Balise Reference Mark (BRM) on the side of the balise shall be positioned between 93mm and 193mm from the top of rail level. This height range is known as the mounting height constraint. Refer to drawing M05-503 for details.

Where the standard rubber under-packing would otherwise exceed 20mm to accommodate the above requirement, an alternative approved packing solution may be required.

Balises shall generally be mounted as low as possible within the mounting height constraints except where the balise is mounted between guard rails in which case the balise shall be mounted as high as practical within the mounting height constraints.

The top of the balise shall never be higher than the plane of the top of the rail heads.

Horizontal Alignment

The balise shall be positioned centrally to the rails. Refer to drawing M05-503 for details.

Balises shall be aligned centrally in the four foot (parallel to the rails), but should not laterally exceed +/-15mm with respect to the track centre.

Note: Where necessary due to infrastructure constraints, lateral deviation from track centre of up to 40mm may be permitted.

A balise shall not be installed where the track curve radius is less than 160mm without approval from the Chief Engineer Signals and Control Systems.

Where lines converge on each other, balises shall not be installed within 2m of each others centre line.

9.1.3.3 Metal Mass The presence of metal mass within close proximity of a balise may cause degeneration of the message or cross talk between balises.

Balises should preferably not be located on or adjacent to metal objects in the four foot unless infrastructure constraints make it unavoidable. These include concrete slab track, guard rails, concrete derailment plinths, checkrails etc.

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A geographical survey shall be carried out to identify metal mass locations. Once identified, exclusion zones will be provided and maintained around the balise location

Where a balise is to be located between guard rails:

• and the feet of the guard rails are between 440mm and 630mm apart , install the balise in accordance with drawing M05-558. • and the feet of the guard rails are less than 630mm apart, the guard rails shall be cut adjacent each balise and an insulated joint kit installed in accordance with drawing M05-558. • and the feet of the guard rails are less than 440mm apart, refer to the Chief Engineer Signals and Control & Systems for resolution.

Where a balise is to be mounted on or above a concrete slab, the steel reinforcing shall be at least 210mm below the side BRM. Where the depth of the reinforcing below the surface of the concrete is unknown, it shall be assumed to be 25mm.

Where a balise is to be located within a concrete derailment plinth:

• the plinth shall be cut out and the balise mounted ensuring that the steel reinforcing and side BRM are kept at least 210mm vertically apart. • The steel reinforcing in the derailment plinth shall not be located closer than 500mm in the horizontal plane from the top BRM (centre of balise).

All modifications to guard rails, check rails, concrete derailment plinths and the like, shall be first approved by the Chief Engineer Track, and Chief Engineer Civil.

Note: A concrete derailment plinth may only be removed or cut after approval has been granted from RailCorp. Where it is unacceptable to leave a gap in a derailment plinth, a site inspection will be required and an engineering report prepared to assess the hazards and risk being mitigated by the plinth and provide recommendation for appropriate mitigations.

9.1.3.4 Cable Exclusion Zone A balise shall not be located within the 1m cable exclusion zone. The exclusion zone shall be maintained free of cabling around the balise. Subsequent relocation of cabling or balise shall be first approved by the Chief Engineer, Signals and Control & Systems.

Refer to sketch 6 of Appendix A for normative interoperable exclusion limits. Note: Some balise suppliers may have a less restrictive distance than shown.

9.1.4 Permanently Fixed Balise Identification Each balise shall be fitted with a balise identification (ID) name plate.

Each balise location shall be fitted with a balise location identification (ID) name plate.

Identical information shall be provided on the balise ID name plate and its respective balise location ID name plate.

Refer to drawings M05-545 for details of the balise ID plates and Signal Design Principles ESG 100.31 for details on naming convention. Manufacturing material, layout, information to be shown and lettering of ID plate are outlined in the aforementioned drawings.

9.1.4.1 Balise ID Balise ID name plates shall be affixed by mechanical means to the balise and should be able to be removed without damage using tools so that the label from a damaged balise can be relocated to a new replacement balise of the same model. Where the balise ID

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Label is secured to the balise using one or more of the balise hold-down fixings, a star type push-on washer is essential to secure the fixing bolt.

Balise ID name plates shall be manufactured in accordance with drawing M05-546.

As well as being provided with its own balise identification plate, each balise shall display its own manufactures identification label. The manufactures label shall include the following information as a minimum:

• Manufacturer or Supplier details. • Model or Part number. • Version details. • Serial Number.

Other traceability information such as, description of product, manufacturing date, expiry date, batch number etc should be provided where applicable.

9.1.4.2 Balise Location ID Balise location ID plates shall be affixed to the sleeper or concrete slab immediately adjacent to each balise in accordance with drawing M05-544.

For concrete slab track or sleepers, the location ID plate shall be glued and aligned as per the balise ID plate.

For wooden sleepers, the location ID plate shall be screwed and glued to the sleeper and aligned as per the balise ID plate.

Balise location ID plates shall be manufactured in accordance with drawing M05-524.

9.1.5 Temporary Speed Warning (TSW) Balise ID Balises from different TSW balise groups shall not be mixed. TSW balise group pairs shall be kept together in respective pairs.

Each balise in a TSW balise group pair shall be fitted with an identification (ID) plate manufactured of the same material, have the same form and the same mounting as the standard Balise ID plate (refer to drawing M05-546 for material and dimensional details).

Each balise in a TSW group shall have a unique balise identifier made up as follows:

• Each TSW balise group pair shall be uniquely numerically identified e.g: 1, 2, 3, onwards. • The first balise encountered in the relevant running direction shall be colour coded blue. The balise position in group identifier for this balise is 0, and identification plate engraving shall include “First TSW balise in direction of travel” as well as the position in group letter ‘A’ identifier. • The second balise encountered in the relevant running direction shall be colour coded amber (or yellow). Balise position in group identifier for this balise is 1, and identification plate engraving shall include “Second TSW balise in direction of travel” as well as the position in group letter ‘B’ identifier.

See example sketch below showing TSW balise group number 1 with position in group letter ‘A’.

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Balise position in Note: In this example, the group identifier FIRST TSW plate is black lettering on a description BALISE IN DIRECTION light-blue background as it OF TRAVEL is the first balise encountered in the normal direction of travel.

Plate fixing hole 1A Balise position in group identifier TSW balise group pair, letter. Either A or B depending on unique identifier, eg: whether it is the first or second 1,2,3,4, etc balise in the group.

Figure 1 Example of TSW Balise Group ID plate

Note: The colour coding requirements defined above shall be achieved by colour coding the engraved identification plates i.e. instead of a white background the plate will have a blue or yellow/amber background, as required.

9.1.6 Big Metal Mass A geographic survey will be carried out to identify any Big Metal Masses (BMM).

A balise shall not be installed within 10m after a BMM.

9.2 ETCS Trackside Junction Box An above ground ETCS junction box is provided to allow jointing of controlled balise tail cable and balise trunk cable.

The ETCS junction box shall be constructed in accordance with drawing M05-504, cabled/wired in accordance with M05-511 and secured with a Falcon 8 padlock.

The incoming balise trunk cable from the location case shall be typically protected by a rigid 63mm HD conduit securely fixed to the junction box in-ground post. Stainless steel bandit strapping is an acceptable method to secure the conduit to the post.

The balise tail cable (enclosed in electrical hose) shall be secured to the junction box in- ground post with half saddles.

Design life of the box shall be a minimum of 25 years.

9.3 ETCS Tail Cable Where the balise is mounted on a sleeper, the balise tail cable shall be secured to the sleeper using RailCorp approved Track Cable Protector Plates (details for manufacture and installation outlined in the RailCorp ‘Track Cable Protector’ guideline). Refer to construction drawings M05-507, M05-510, M05-544 and M05-558 for installation details.

10 Points and Ground Frames

10.1 Points All bolted connections that are not adjustable shall use nyloc nuts.

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All critical elements shall be evidenced as unlikely to fail or shall be provided with redundancy, eg: double secured pins.

Any work involving drilling switches and stockrails shall be carried out in accordance with the requirements of appendix ‘D’ Drilling of Switches and Stockrails.

All point machines shall be installed to the standard designs. Where individual set screws or plain nuts are used, “Loctite 242” or equivalent shall be used. Nyloc nuts are to be used wherever possible.

If stainless steel bolts are used with stainless steel inserts in the sleeper an anti-seize compound (Loctite 771 or equivalent) shall be applied to the bolts.

Where a standard layout drawing is not available a design for a suitable layout shall be prepared and presented for approval.

Connections between the machine and switches shall be to details referenced on the standard points layout drawing. Where the referenced details are unsuitable, detailed designs for the connections are to be prepared and submitted for approval. Every effort shall be made to use or adapt items referenced on the standard layouts.

Protection ramps shall be installed ahead of the electrical detector and rodding as shown in the standard layout drawings.

10.2 Point Indicators Mechanical point indicators may be attached to extended timbers with coach screws or fixed to a separate steel or concrete base with suitable bolts or anchors.

Electrical point indicators shall be in accordance with the requirements of Section 2 of this Specification and the requirements of Specification SPG 0705 for horizontal or vertical shunt signals.

10.3 Point Machines

10.3.1 Electric All power operated point driving and locking mechanisms used shall be in accordance with the requirements of Specification SPG 1588.

The switch machine shall be installed so that no part infringes structure gauge except that the hand throw levers on a dual control machine may infringe when being thrown between the normal and reverse positions and the crank handle may infringe when inserted in the switch machine for emergency operation.

Where there is insufficient space to locate the switch machine without some infringement of structure gauge, the extent of the required infringement shall be submitted for determination as to whether the proposed infringement can be permitted.

Backdrives shall be provided as shown on the standard layout drawing or where not available, a design shall be prepared and submitted to RailCorp for approval.

The switch machine cable entry shall be sealed with a neutral cure silicon sealant after cable termination to prevent moisture entry.

10.3.2 Pneumatic Mechanisms For conventional electro-pneumatic operation, pneumatic points motors, economical movements, facing point locks, indication boxes, electrical detectors, baseplates, cranks

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and rodding shall be installed in accordance with the standard points layout drawing relevant to the type of turnout and whether it is facing or trailing.

For claw lock or Spherolock operation, motors, claw lock or Spherolock mechanisms, and detectors & backdrives shall be installed in accordance with the standard points layout drawing.

All bolts through timber sleepers shall have nuts secured with "Loctite 242" or equivalent.

Protection ramps shall be installed ahead of the electrical detector in the normal direction of travel.

10.4 Ground Frames The general layout of ground frames and rodding shall be as shown on Drawing M10-301.

The layout of ground frame and channel rodding runs, including compensation, if it differs in any way from the layout shown on Drawing M10-301, shall be drawn up and submitted for approval.

Tangental type turnouts and large conventional turnouts shall not be fitted with hand operated ground frames.

10.5 Identification of Points and Catchpoints 100 mm cast aluminium or enamelled steel numerals coloured white shall be fixed to the sleeper either in the “four foot” or adjacent to the switch machine giving the point (turnout) number and, if there are multiple ends with the same number, the end identification, “A”, “B” etc. eg 441A, 441B

‘N’ and ‘R’ letters shall also be provided to indicate the normal and reverse positions.

When concrete bearers are in use, the identification shall be glued to the bearer.

When in-bearers are in use or it is otherwise not possible to fit to the A beam, the identification shall be provided on the A1 sleeper (the beam preceding the tip of the blades).

11 Location Cases and Platforms Location cases and platforms for location cases shall be installed in accordance with the requirements of Specifications SPG 0708 and SPG 0705.

Direct access for maintenance staff shall be provided from the equipment which is serviced by the location case (eg track circuit units, points machines etc) to the location case.

In this context “direct” shall be taken to mean that:

• the case and equipment are not separated by a cess or drain which is too deep to walk through or subject to standing water or flooding. • the case is not at the foot of a steep embankment. • the case is not at the top of a steep cutting.

Where necessary, walkways, steps, ladders or bridging over drainage ditches or cesses shall be provided.

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Walkways, steps and landings shall comply with the requirements of AS1657 - Fixed Ladders and Walkways.

Handrail posts shall be bolted to masonry surfaces with stainless steel "Dynabolt" or equivalent expanding anchors or stainless steel chemical anchors. The minimum anchorage depth shall be such that the strength of the anchorage is equal to or exceeding that of the post.

Handrail posts (where not welded to the structure) shall be bolted to steel structures with galvanised bolts with spring washers and nuts. The strength of the fastenings shall be equal to or exceeding that of the post.

12 Notice Boards and Signage Notice boards and other signage shall be installed on 50mm nominal bore galvanised steel pipe posts at a distance of 2500mm from the running face of the adjacent rail. The pipe shall extend 450mm into a concrete foundation approximately 200mm in diameter.

The height of the sign shall be not more than 1600mm above the level of the formation. This height is to ensure that the sign does not become a hazard by being at head height. Where the formation falls away and the sign would be too low for reasonable driver visibility, the post height may be increased, but in such cases the lower edge of the sign must be installed well above head height, which for these purposes shall be taken as 2200mm. In any case the lower edge of the sign shall not be more than 2000mm above rail height. When these longer posts are required the post size shall be 65mm nominal bore, and shall extend 600mmm into the ground.

Where these requirements cannot be met due to site constraints and local requirements, the matter shall be referred to the Chief Engineer Signals for determination.

Signage that requires to be mounted low to clear structure gauge, such as between tracks, such as Yard Limit, EYL, Shunting Limit boards etc may be located low down on similar posts. It may be appropriate to lay back the post so that the sign is more easily readable. Such posts should not protrude above the sign by more than 50mm.

All posts are to be fitted with pipe caps.

Refer to specification SPG 1210 and drawing M05-066 for sign manufacturing and mounting requirements.

13 Level Crossings Refer to Specification SPG 0723 and SPG 0724.

Refer to Specification SPG 0705 for foundation details.

14 Alignment (focusing) of Level Crossing Signals Refer to Specification SPG 0724.

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Appendix A Drawings 0706/001 Position - Trainstop Arm Relative to Rail Level

0706/002 Trainstop - Gauging Dimensions

0706/003 Relationship of Signal, Trainstop and Insulated Joint

0706/004 Relationship of Signal, Trainstop and Audio Track Circuit Tuned Loop

0706/005 Guards Indicator- Placement

0706/006 Balise Cable Exclusion Zone

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Figure 2 - Drawing No 0706/001 - Position - Train Stop Arm Relative to Rail Level

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Figure 3 - Drawing 0706/002 - Trainstop -Gauging Dimensions

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Figure 4 - Drawing 0706/003 - Relationship of Signal, Trainstop and Insulated Joint

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Figure 5 - Drawing 0706/004 - Relationship of Signal, Trainstop and Audio Track Circuit Tuned Loop

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Figure 6 - Drawing 0706/005 – Guards Indicators suspended from buildings

Notes:

1) Minimum underside clearance shall be 2400mm. Maximum underside clearance should not exceed 3000mm.

2) Cable should be top entry and preferably incorporated within the support bracket to provide mechanical protection.

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Figure 7 – Nominal Cable Exclusion Zone for ETCS Balises

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Appendix B Alignment (focusing) of LED Colour Light Running Signals

Main Signals The signal shall be focused (aligned) to provide the train driver with optimum sighting of signal indications.

The final check of signal focus shall be carried out from a train approaching the signal. This check shall be carried out in daylight, where possible with the sun in front of the signal. A signed record of this check shall be submitted as part of the quality documentation.

The alignment shall be carried out in daylight. (If circumstances force initial alignment to be carried out at night, a follow up check in daylight must be made).

The signal shall be viewed from a distance of approximately 300 metres, or at the maximum sighting distance, or from the signal in the rear, whichever distance is the lesser. The signal shall be viewed by a standing person from a position immediately above the left hand rail.

The person aligning the signal should first approximately align the lampcase to point towards the viewer and vertically align the lampcase so that the light beam is approximately horizontal.

Where possible, sighting should be carried out using the green indication as this is usually the least visible of the indications in daylight due to the colour green being the closest of the colours to daylight in the colour spectrum.

The lampcase is then to be rotated side to side and the viewer is to indicate the position of maximum visibility. Lock at the position of maximum visibility. If a focusing ring is fitted adjust the ring and insert the locking pin.

Finally the lampcase is to be rotated up and down until the viewer indicates the position of maximum visibility. Again lock at the position of maximum visibility.

Where the approach to the signal is curved, the viewer is then to walk along the track towards the signal checking the visibility. Some reduction in the intensity of the indication can be expected on a curved approach as can some obstruction from overhead wiring structures. Provided the signal is visible for 80% or more of the approach distance, this is acceptable. There must be unobstructed and clear visibility of the signal indication between 15 and 50 metres from the signal.

Where maximum sighting distances are 150 metres or greater, it is not necessary for the viewers eye level to be elevated to driver’s eye level. The vertical spread of the LED signal will take care of the difference.

Special attention shall be paid to gantry mounted signals. Because they are mounted so far above the track and need to be angled downwards.

Further requirements associated with conversion of incandescent signals to LED are set out in SPG 0711.6 Interface Requirements and Procedures for Alterations.

Turnout Signals (band of yellow lights) Turnout signals shall be aligned for best sighting at 150 - 200 metres if indicating a route off the main line and at approximately 30 metres if indicating a route from a refuge or siding.

© RailCorp Page 40 of 46 Issued 4 December 2012 UNCONTROLLED WHEN PRINTED Version 2.3 RailCorp Engineering Specification — Signals — Construction Specification Installation of Trackside Equipment SPG 0706 Turnout Indicators (band of white lights) Turnout indicators shall be aligned to provide best sighting at 200 - 300 metres or to the maximum available sighting distance if less than 200 metres.

Subsidiary Signals, Horizontal and Vertical Shunt Signals Subsidiary signals and horizontal and vertical shunt signals [dwarf position and colour light signals] shall be aligned to provide best visibility at the point from which the driver is most likely to be viewing the signal.

In yards where trains may stand very close to shunt signals, mounting on a post may improve visibility. Shunt signal post construction is to comply with drawing M01-168.

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Appendix C Alignment (focusing) of Incandescent Colour Light Running Signals Typical situations and recommended sighting arrangements are shown on drawings 0706/006, 0706/007 and 0706/008 further below.

The alignment distances shown assume that there is no other signal, or obstruction, within that distance. Where there is, the alignment distance should be reduced to the distance between signals or the distance to the obstruction.

The correct lens shall be selected to achieve best sighting. The spread light type of lens, which reduces the intensity of the indication, should not be used unless the approach to the signal is sharply curved and/or the maximum available sighting distance is less than 250 metres.

Drawings:

0706/006 Incandescent Signal Alignment - Straight Track

0706/007 Incandescent Signal Alignment - Gently Curved Approach

0706/008 Incandescent Signal Alignment - Sharply Curved Approach

© RailCorp Page 42 of 46 Issued 4 December 2012 UNCONTROLLED WHEN PRINTED Version 2.3 RailCorp Engineering Specification — Signals — Construction Specification Installation of Trackside Equipment SPG 0706

Figure 8 - Drawing 0706/006 – Incandescent Signal Alignment - Straight Track

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Figure 9 - Drawing 0706/007 - Incandescent Signal Alignment - Gently Curved Approach

© RailCorp Page 44 of 46 Issued 4 December 2012 UNCONTROLLED WHEN PRINTED Version 2.3 RailCorp Engineering Specification — Signals — Construction Specification Installation of Trackside Equipment SPG 0706

Figure 10 - Drawing 0706/008 - Incandescent Signal Alignment - Sharply Curved Approach

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Appendix D Drilling of Switches & Stockrails Drilling of Switches & Stockrails

Drilling of switches and stockrails staff may only be carried out in conformance with the following requirements (includes competency requirements).

• Holes are to be drilled using a jig (where an approved jig is available) • For holes up to 22mm diameter the minimum distance between holes (edge to edge) is 11mm including tolerances. • Other holes to be no closer than 45mm centre to centre for holes up to 30mm (the maximum hole diameter) • Holes must be drilled circular (holes must not be elongated) using broach drill bits • The hole must be drilled clean and square and deburred after drilling to reduce the risk of crack propagation due to localised stress raisers. • Temperature of the drill must not be excessive i.e. Blueing of the rail must not occur. • The hole must be drilled using a Contec drill kit for switch blades supplied by Techsol (or approved equivalent). Staff carrying out drilling of switches must be under the supervision of: • Track staff with the competency “Install Turnouts” or “Maintain Turnouts” • Signal staff with the minimum competency of signal sectioner or signal erector. Drilling of Switches on Conventional Switch Blades Switches are normally factory drilled to fit the required signalling equipment. For conventional switch blades new drilling may be required in situ. Altered drilling should be carried out to suit the standard drawings for the equipment. In any case drilling must not contravene the following:

• The centre of the hole must be between 62mm and 72mm above the rail foot • Holes must not be drilled within 45mm of the switch tip. Drilling of Stockrails Stockrails are normally factory drilled to fit the required signalling equipment. Altered drilling should be carried out to suit the standard drawings of the equipment:

• The centre of the hole is to be 75mm from the bottom of the rail for 60kg/m rail and 68mm from the bottom of the rail for 53kg/m rail. • For holes up to 22mm diameter the minimum distance between holes (edge to edge) is 11mm, including tolerances. • Where required 22mm holes are countersunk on the blade side using a 90 o countersink bit.