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3/58

Modernisation of Railway Signalling & Telecommunication

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CONTENTS

1 - INTRODUCTION________________________________________________ 61.1 - SUBJECT 6

1.2 - F IELD OF APPLICATION 62 - DOCUMENTS & TERMINOLOGY ____________________________________ 7

2.1 - ABBREVIATIONS 72.2 - DEFINITIONS 72.3 - REFERENCE DOCUMENTS 82.4 - APPLICABLE DOCUMENTS 8

3 - SYSTEM OVERVIEW ____________________________________________ 93.1 - GENERAL 93.2 - INTERLOCKING SYSTEM 13

3.2.1 - SIGVIEW LOCAL TRAFFIC CONTROL SYSTEM 133.2.2 - SOLID STATE INTERLOCKING (SSI) SYSTEM 133.2.3 - TRAIN DETECTION SYSTEMS 143.2.4 - WAYSIDE EQUIPMENTS 143.2.5 - SIGNALLING CABLES 14

3.3 - CENTRALIZED TRAFFIC CONTROL 153.4 - POWER SUPPLY SYSTEMS 153.5 - COMMUNICATION SYSTEM 163.6 - BLOCK SYSTEM 16

3.6.1 - FULL AUTOMATIC BLOCK 163.6.2 - SPECIFIC CASES 16

3.6.2.1 - BIM SON BIM SON CONG NGHIEP 163.6.2.2 - HANOI NORTH - GIA LM 173.6.2.3 - CAU GIAT QUYNH CHAU 17

3.7 - LEVEL CROSSING SYSTEM 173.7.1 - EXISTING LEVEL CROSSING SYSTEM INSIDE STATIONS 17

3.8 - INTERFACE WITH EXISTING INTERLOCKINGS 173.8.1 - PHU-LY 173.8.2 - VINH 17

4 - SYSTEM SPECIFICATION________________________________________ 18

4.1 - GENERAL

184.1.1 - ABBREVIATIONS AND TERMINOLOGY 184.2 - S IGNALS AND ROUTES 20

4.2.1 - SIGNAL ASPECTS 204.2.1.1 - Aspects Meaning 204.2.1.2 - Main Aspects 214.2.1.3 - Shunt Aspect 214.2.1.4 - Call-On Aspect 21

4.2.2 - SIGNAL TYPE 214.2.2.1 - Starter Signal 214.2.2.2 - Home Signal 22

4.2.2.3 - Distant Signal 224.2.2.4 - Shunt Signal (Standalone) 234.2.2.5 - Shunt Protection Signal 23


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4.2.3 - SIGNAL DISTANCE 234.2.4 - SIGNAL LIGHT DIMMING 234.2.5 - SIGNAL ROUTES 23

4.2.5.1 - General 234.2.5.2 - Fleeting Route Control 244.2.5.3 - Optional Routes 24

4.2.6 - ROUTE CONTROLS 244.2.7 - SIGNAL INTERLOCKING CONDITIONS 254.2.7.1 - General 254.2.7.2 - Distant Signals Interlocking Conditions 254.2.7.3 - Main Routes Interlocking Conditions 264.2.7.4 - Shunt Routes Interlocking Conditions 274.2.7.5 - Emergency Routes Interlocking Conditions 274.2.7.6 - Berth Track Occupation Approach Control 284.2.7.7 - Lamp Proving Aspect Step Down 28

4.2.8 - ROUTE LOCKING CONDITIONS 294.2.8.1 - General 29

4.2.8.2 - Approach Locking 294.2.8.3 - Comprehensive Approach Locking 294.2.8.4 - Subroute Locking 294.2.8.5 - Route Release Conditions 304.2.8.6 - Emergency Timed Route Release 30

4.3 - POINTS 314.3.1 - POINT MACHINES 314.3.2 - LEVER POINTS 314.3.3 - POINT CONTROLS 31

4.3.3.1 - General 314.3.3.2 - Individual Point Moving 324.3.3.3 - Emergency Point Lock Release 324.3.3.4 - Trailed Point Reset 324.3.3.5 - Point Blocking and Point Unblocking 334.3.3.6 - Lever Point Control 33

4.4 - SHUNTING AUTHORISATIONS 334.4.1 - GENERAL 334.4.2 - AUTHORISATION CONTROLS 33

4.4.2.1 - General 334.4.2.2 - Grant Authorisation 334.4.2.3 - Release Authorisation 34

4.5 - BLOCK SYSTEM 344.5.1 - GENERAL 344.6 - LEVEL CROSSINGS SYSTEM 34

4.6.1 - GENERAL 344.7 - TRAFFIC CONTROL SYSTEM 35

4.7.1 - GENERAL 354.7.2 - SIGNALLING VIEW WINDOW 354.7.3 - CONTROL PROCEDURE DESIGN 35

4.7.3.1 - Two Step Control Principle 354.7.3.2 - Emergency Operation Procedure 364.7.3.3 - Logon / Logoff Procedure 36

4.7.3.4 - Local/Central Control 374.7.3.5 - Point Specific Control 374.7.3.6 - Route And Signal Specific Control 38


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4.7.3.7 - Shunting Authorisation Control 394.7.3.8 - Block Operation Control 39

4.7.4 - ADDITIONAL WINDOWS 404.7.4.1 - Alarms view window 404.7.4.2 - Maintenance view window 40

4.8 - TRAIN DESCRIBER SYSTEM 41

4.8.1 - GENERAL 414.8.2 - TRAIN NUMBERING 414.8.2.1 - Localiser 414.8.2.2 - Automatic Train Numbering 414.8.2.3 - Traffic punctuality 414.8.2.4 - Manual Train Numbering 424.8.2.5 - Train number stepping 424.8.2.6 - Train number removal 42

4.8.3 - TIME TABLE APPLICATION 424.8.4 - TRAFFIC REPORTING APPLICATION 42

4.8.4.1 - Introduction 42

4.8.4.2 - Data entry 424.8.4.3 - Reporting 434.8.4.4 - Station reports. 434.8.4.5 - Train reports 434.8.4.6 - Traffic delay reports 43

4.8.5 - TRAIN GRAPH APPLICATION 43

5 - SYSTEM DESIGN _____________________________________________ 455.1 - GENERAL 45

5.1.1 - ABBREVIATIONS AND TERMINOLOGY 455.2 - S IGNALLING SYSTEM ARCHITECTURE 46

5.2.1 - SIGVIEW CENTRAL TRAFFIC CONTROL SYSTEM 485.2.1.1 - General 485.2.1.2 - SIGView CTC architecture 48

5.2.2 - CTC/LTC/SSI COMMUNICATION SYSTEM 505.2.3 - SIGVIEW LOCAL TRAFFIC CONTROL SYSTEM 51

5.2.3.1 - General 515.2.3.2 - SIGView LTC architecture 51

5.2.4 - SSI SYSTEM 525.2.4.1 - General 525.2.4.2 - Interlocking Cubicle 52

5.2.4.3 - SSI Interlocking Software 545.2.5 - I/O INTERFACE 555.2.5.1 - General 55

5.2.6 - WAYSIDE EQUIPMENTS 565.2.6.1 - Train Detection System 565.2.6.2 - Signals 565.2.6.3 - Points 56


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1 - INTRODUCTION

1.1 - SUBJECTThis document describes the System to be installed for Phase 2 of the Project of Modernisation ofthe Railway Signalling and Telecommunication on the HA NOI - VINH line of the Vietnam National

Railway.

1.2 - FIELD OF APPLICATIONThe scope concerns the system to be installed for the above mentioned project, which is made upof : One Central Traffic Control (CTC) at HANOI, installed within an Operating Control Center

(OCC) in coordination with the Telecommunication sub/systems (backbone, phones), One Local Traffic Control (LTC) in each 31 modernised stations. An electronic based interlocking system (IXL) in each 13 sections (one section corresponds

to a zone covered by 1 SSI, except Giap Bat where there are 2 SSI), The signalling equipment (mainly signals, point machines, and axle counters) in each 31

modernised stations, The power supply arrangement in each 31 modernised stations, The management of the interfaces by PLC with existing IXL of Phu Ly and Vinh to control

these stations through CTC in remote mode. The management of the interfaces with existing IXL of Phu Ly and Vinh and with existing

block system of Hanoi North to ensure without incoherence the block management function, The extension and upgrade of Phase 1 Telecommunication system, the provision of

redundant data transmission network for CTC and LTC, see [R.2], The related studies and documentations.


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2 - DOCUMENTS & TERMINOLOGY

2.1 - ABBREVIATIONS

Acronym Meaning

BR British Rail

CTC Centralized Traffic Control

IP Internet Protocol

IXL Interlocking

LP Lever Point

LTC Local Traffic Control

MMI Man Machine Interface

MP Mechanical Point

MUX Multiplexer

OCC Operating Control Center

ODLM Optical Data Link module

PABX Private Automatic Branch eXchange

PLC Programmable Logic Controller

PM Point Machine

SDH Synchronous Digital Hierarchy

SSI Solid State Interlocking

TCS Train Control System

TDL Trackside Data Link

TDS Train Describer System

TFM Trackside Functional Module

TT Technicians Terminal

UPS Uninterruptible Power Supply

2.2 - DEFINITIONS1 HOME SIGNAL:

Signal origin of an Entrance route.


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2 SHUNTING MASTER:

The person who is responsible for operating points on site, after the station operator hasgiven the relative authorisation. Shunting master must follow strict procedures and is fullyresponsible of movements that he manages on site.

3 STARTER SIGNAL:

Signal origin of an Exit route.

4 SHUNTING SIGNAL:Signal origin of a shunting route.

5 STATION CONTROL ROOM:The room or building where the Local Traffic Control equipment is situated.

6 STATION OPERATOR:

The person who is responsible for operating the signalling equipment when it is in localcontrol.

7 TECHNICAL ROOM:

The room or building used to house signalling and telecommunication equipment8 UPS = Uninterruptible Power Supply:

Battery backed-up power supply that maintains output voltage within a specified range undertransient or long term fault conditions of the incoming supply.

9 CENTRAL OPERATOR:

The person who is responsible for operating the signalling equipment when it is in remotecontrol.

10 CENTRAL SUPERVISOR:

The person who is responsible for train dispatching.

2.3 - REFERENCE DOCUMENTS

,- !"-

.!-/0 System Engineering Management Plan HV02-SYS-STO-S100-ALL-0006

.!-0 General description of telecommunication system HV02-TEL-STO-T000-ALL-0122

.!-10 Signalling Telecommunication Interface Specification HV02-SYS-STO-S450-ALL-0353

.!-20 Digital Clocks Subsystem - Subsystem RequirementSpecifications and Architecture Description

HV02-TEL-VER-T401-ALL-0134

.!-30 Transmission Subsystem Architecture Description HV02-TEL-STO-T101-ALL-0126

.!-40 Special Telephony Subsystem - Architecture Description HV02-TEL-VER-T201-ALL-0129

.!-50 PABX Telephony Subsystem - Architecture Description HV02-TEL-VER-T301-ALL-0132

.!-60 Power Supply Specification HV02-SYS-STO-S400ALL-0342

.!-70 Functional description of Level Crossing linked with IXL of the

Station

HV02-IXL-STO-S450-ALL-0323

.!-/80 Block Management specification HV02-IXL-STO-S450-ALL-0004

.!-//0 ATS Subsystem User Interface HV02-ATS-BND-S460-ALL-0001

.!-/0 Central / Local Control Specification HV02-SYS-STO-S400-ALL-0320

2.4 - APPLICABLE DOCUMENTS

Id. Title Ref.

[A.1] Contract VNR-ST-05


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3 - SYSTEM OVERVIEW

3.1 - GENERALThe HA NOI - VINH line is the Northern section of the HA NOI - HO CHI MINH CITY line. Thissection is 319 km long and comprises 36 stations, 2 of which being already modernised (PHU LY

and VINH) by others suppliers. This line is a single track line with metric gauge and is notelectrified.

This project comes after a Phase I contract lead by ALSTOM which has mainly consisted inequipment of : 3 stations (Van Dien, Bim Son and Thanh Hoa) of this line with indoor and outdoor signalling

equipment, able to insure a safe traffic operation for all trains running within the area ofthese stations,

the management of the block (semi-automatic) on both sides of Thanh Hoa Station, one Local Traffic Control for each of the 3 stations, able to insure an efficient traffic

operation for these 3 stations, 31 stations + 5 Telecoms centres + CTC building (Special telephony + clocks). all equipped

with telecom system (Transmission + PABX telephony + Special Telephony + Digital Clock)The Phase II Contract consists in : Signalling equipment of the 31 remaining stations of the line, classified in Big, Medium or

Small :

1. HANOI (HN), big

2. GIAP BAT (GB1 & GB2), big

3. VAN DIEN (VD), -

4. THONG TIN (TT), small

5. CHO TIA (CT), small

6. PHU XUYEN (PX), small

7. DONG VAN (DV), small

8. PHU LY (PL), -9. BINH LUC (BL), small

10. CAU HO (CH), small

11. DANG XA (DX), small

12. NAM DINH (ND), medium

13. TRINH XUYEN (TX), small

14. NUI GOI (NG), small

15. CAT DANG (CD), small

16. NINH BINH (NB), medium

17. CAU YEN (CY), small18. GHENH (GN), small

19. DONG GIAO (DG), medium

20. BIM SON (BS), -

21. DO LEN (DL), small

22. NGHIA TRANG (NT), small

23. THANH HOA (TH), -

24. YEN THAI (YT), small

25. MINH KHOI (MK), small

26. THI LONG (TL), small

27. VAN TRAI (VT), small28. KHOA TRUONG (KT), small

SECTION 1

SECTION 2&3

SECTION 4

SECTION 5

SECTION 6

SECTION 7

SECTION 8

SECTION 9

SECTION 10

SECTION 11


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29. TRUONG LAM (TRL), medium

30. HOANG MAI (HM), medium

31. CAU GIAT (CG), big

32. YEN LY (YL), small

33. CHO SY (CS), small

34. MY LY (ML), small

35. QUAN HANH (QH), medium

36. VINH (VH). -

The systems to be supplied (except Phu Ly and Vinh) for the railway signalling system are thefollowing : For each of sections:

Alstom Smartlock SSI based interlocking system, For each of stations:

Alstom ICONIS SIGView based LTC (Local Traffic Control) operator interface, Train detection system with Axle counters,

Wayside equipments, such as point machines and signals, Signalling Cables, Uninterruptible Power Supply (UPS) systems, Communication systems,

And : Alstom ICONIS SigView based CTC (Central Traffic Control) system interface to

manage traffic and also control and monitor equipment in the stations along the wholeline.

These subsystems are described in following chapters.

The figure below shows the Architecture of the system with the different levels :

- level 0 : LTC/CTC which is composed of terminal from which the operator can managethe traffic of given area (Station and block).

- Level 1 : SSI (interlocking system) Computer-based Interlocking to implementsignalling control functions in stations.

- Level 2 : TFM Rack which are the interface modules with trackside products

- Level 3 : Trackside Products

SECTION 12

SECTION 13

SECTION 14


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The systems to be supplied for the telecommunication system are the following : Extension of the phase I telecom system on three branches (starting from Phu Ly,

Bim Son, Cau Giat) with : Transmission subsystem with Access (MUX) and Transport levels (ADM), PABX Telephony subsystem, Special Telephony subsystem, Digital Clock subsystem, Optical fibres cables.

Upgrade of Telecommunication subsystem installed over the 319 km of the line, with : Upgrade of PABX Telephony subsystem, Introduction of the Video Conferencing subsystem in the Telecom Centers, Introduction of a new LAN Service for CTC/LTC system in signalling stations, Protection of the Transmission network by the external MoD network.

Telecommunication systems independent of Signalling system, such as Digital clock, PABXTelephone network and Special Telephony, are described in separate document. See referencedocuments [R.4] to [R.7].


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3.2 - INTERLOCKING SYSTEMThe interlocking system provides the means for safe control of the station by ensuring that allsafety conditions are met before the signal is cleared. The interlocking includes all control tosignalling equipments such as signals or point machines and all associated indications such astrain detection, point positions, and block status.

The interlocking system consists of: SIGView LTC (Local Traffic Control) System to monitor and control all signalling equipment

in the station. Alstom Smartlock SSI System to ensure the operation of the interlocking meets all required

safety conditions. Train Detection Systems with Axle counting zones to detect the occupation of sections of the

interlocking. Wayside Equipments, including:

Electrical point machines to control and detect the position of the points, Color light multi-aspects signals to control the entrances or exits of train routes, Locks and detectors to control the operation of interlocked lever points, Trackside shunting control panel to enable the shunting master to monitor and

operate points subject to shunting authorisation (only big & medium station), Signalling Cables.All equipment mentioned here above are not physically systematic in all stations(for instance : SSIis located in main station and control a set of stations).

3.2.1 - SIGView Local Traffic Control System

The stations Local Traffic Control (LTC) system enables station operator monitoring and control ofall signalling equipment in the station in order to handle daily traffic.

LTC is provided with Alstom ICONIS SIGView, a computer-based Man Machine interface (MMI).With SIGView, the track layout is geographically represented on the screen together with otherindication and control elements. SIGView enables station operator monitoring of the signallingequipment status as indicated with symbols and sending controls by selecting appropriate buttons

in a predefined order.SIGView is connected to the Panel Processor system through Front End Processor (FEP) viaredundant TCP/IP network. Panel Processor is part of the interlocking system that is responsiblefor sending indications to LTC to be displayed in screen and receiving LTC control specified stationoperator.

The LTC has the following controls and indications: Train Detection indications. Point controls and indications. Signal controls and indications. Route controls and indications. Block interval controls and indications. Applicable Shunting Authorisation control and indications.

Signal Dimming control and indication. Applicable Level Crossing controls. Applicable Train Announce indication. Alarm system for Power and Signalling system.

3.2.2 - Solid State Interlocking (SSI) System

The Interlocking System ensures the operation of the interlocking meets all required safetyconditions. Interlocking system is provided with Alstom Smartlock SSI (Solid State Interlocking), anelectronic based Interlocking System. One SSI system can manage several stations which formone section.

The SSI system consists of the following major sub-systems: Interlocking Cubicle, including:

Interlocking Processor system, to handle all safety functions, Panel Processor system, to handle communications with the LTC (Local Traffic

Control) and CTC (Centralized Traffic Control) systems, Diagnostic (Data Logging) Processor system, to handle diagnostic and logging


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function of interlocking system, Data Link Modules, to handle communication with TFMs, via TDLs

TFMs (Trackside Functional Modules), to receive indications and to provide controls towayside equipments. In Phase II contract, TFM-UPM is used to interface with pointmachines and TFM-UM with other equipments.

Technicians Terminal (TT), to provides screen display and a printed list of fault reports fromthe Diagnostic (Data Logging) Processor system.

3.2.3 - Train Detection Systems

Axle counter systems shall be used for train detection system. To locate moving vehicles on therails the tracks are divided in zone sections (axle counter zone). Axle counting heads shall beprovided on track as such on the Station Specific Signalling Design.

As soon as the train enters a zone section, the axle counter device initiates the detection of thistrain by counting the axles and transmits this data to the vital logic. When the train goes out of therelevant zone, the axle counter device will free the zone by counting the same number of axles.

3.2.4 - Wayside Equipments

As possible, existing wayside equipment shall be reused, such as for: Color Light Signals:

Two aspect (G/Y) Distant signals, Four aspect (Y1/G/R/Y2) Home signals with specific aspect (Red/Milky white) for call-

on aspect, Lever points and its locking device.New equipment shall be supplied, such as for: Point Machines, Color Light Signals:

Two main aspect (G/R) Starter signals, Two main aspect (G/R) Starter signals with shunt aspect (Milky white), Three main aspect (G1/R/G2) Starter signals (only for Phase I stations), Three main aspect (Y/R/G) Starter signals with shunt aspect (Milky white), Two aspect (Milky white/Indigo blue) Shunt signals, Two aspect (Milky white/R) Shunt Protection signals,

Trackside shunting control panel, including: Individual Point Moving Switches and Indicators (point position and point track zone

occupation) for point machines subject to shunting authorisation.

3.2.5 - Signalling Cables

New signalling cables are provided for each station. This shall include, but not be limited to, thefollowings: Fibre optic cables: 2 pairs, for connections between Interlocking Cubicles and TFM Racks,

1 pairs for connections between distant axle counter cubicles ZPFU cables: 2 pairs, for axle counter cables between head and cubicle. Tail cables: 2-pairs, 4 pairs, 7 pairs, 14 pairs, 21 pairs, 28 pairs, for connections between

TFMs and wayside equipments.

All cable connections to wayside equipment shall be equipped with lightning protection.


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3.3 - CENTRALIZEDTRAFFICCONTROLThe Central Traffic Control (CTC) system enables supervision and control of the traffic of Hanoi-Vinh line. It is localized in Operational Control Center (OCC) of Hanoi.

CTC is provided with Alstom ICONIS SIGView, a computer-based Man Machine interface (MMI)for operators and supervisor. SIGView MMI for operator presents track layout overview on severalscreens. SIGView enables OCC operator to select station button on Overview to display stationdetailed monitoring view. Operator can send controls by selecting appropriate buttons in apredefined order. Control of Shunting operations in station are not allowed from CTC.

SIGView MMI for supervisor presents track layout global overview on one screen, only forsignalling monitoring function. It also presents 2 others screens dedicated to Train DescriberSystem (TDS).

SIGView CTC is connected to Panel Processors of all 14 SSI cubicles through Front EndProcessor (FEP) server via redundant TCP/IP network.

The CTC comprises the following sub-systems:

Traffic Control System (TCS) which insures: Control function

Monitoring function with several views (signalling, alarms, logger, maintenanceviews) Traffic display panel

Train describer System (TDS) which insures: Supervision of the traffic with the train numbering Time table application Traffic reporting application Train graph application

3.4 - POWER SUPPLY SYSTEMSThe power supply system provides the electric energy for the signalling and telecommunicationequipments in each station of Hanoi-Vinh line.

Main power will be supplied from the public utility grid 220V/50Hz. The grid supply is fed into theUPS.

Standby power will be supplied from a diesel generator system. Following a power failure, thegenerator set will automatically start. Once the voltage and frequency are stabilised, the transfer ofload will be made to the generator. A manual switch on and switch off facility shall also beavailable in the generator room for switching over in the event of main power failure.

To keep the signalling and communication systems operational between the time of a main powerfailure and the switchover to the standby power system, the battery system of the UPS will supplythe load.

The battery system will be sized to provide power for 4 hours for telecommunication and for 4hours for signalling in case of both main and standby power failures.The aim of the power supply architecture (see [R.8]) is to guarantee the availability of the powerdistribution and consequently a high availability of the operating system. Power Supplyspecification and architecture is detailed for each station during technical design.


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3.5 - COMMUNICATION SYSTEMTelecommunication system covers the line section between Ha Noi and Vinh and 3 new branchlines (Phu Ly, Bim Son, Cau Giat).

General description of Telecommunication Systems (Transmission network, PABX, SpecialTelephony, ) is given in separate document. See reference document [R.2].

For signalling purpose, this telecommunication system shall provides the following: Redundant TCP/IP data communication lines using Ethernet system for communication

between CTC/LTC and all local stations.

Redundant Fibre Optic (2 pairs) for Data Transmission system between all stations and FibreOptic (1 pair) for Axle Counter system for managing all block-interval section between stationsof main line (already provided in Phase I project).

See reference document [R.3].

3.6 - BLOCK SYSTEMBlock system provides protection against opposing movements between stations and allowsprotected following movements.

3.6.1 - Full Automatic Block

If the adjacent station is also a re-signalled station using electronic based interlocking system withautomatic block system capability, the following Full Automatic Block System can be provided: Communication line interface between adjacent stations, to enable the interlocking of both

stations communicate each other to perform block operation dialogue automatically withoutstation operator intervention.

Block interval train detection by axle counting zone to detect occupation of the block section.Block track zones are the sections between the 2 counter heads of Home signals of thecommon block-interval of the two stations.

Then all block operation is automatically done with route setting and route release operation. Theinterlocking of both stations shall handle all necessary block system logic and perform all requiredfor safety operation checks without any station operator intervention.

The block operation dialogue and block interval clearance shall be proved, to ensure that the routegiving access to the block can only be authorised if all safety conditions are met.

In Phase I contract, 3 stations were already modernised with SSI interlocking and 31 stations willbe modernised in Phase II then sections between these stations will be managed with fullautomatic block function.

System will also provide block management interface with PHU-LY and VINH stations alreadyequipped with other interlockings. Block interval train detection by axle counting zone shall beprovided or re-used to detect occupation of the block interval and a new equipment for blockmanagement purpose shall be installed at PHU LY and VINH to interface with interlocking ofadjacent stations (DONG VAN and BINH LUC for PHU LY, QUAN HANH for VINH).

3.6.2 - Specific cases

3.6.2.1 - BIM SON BIM SON CONG NGHIEPBIM SON interlocking shall be interfaced with the BIM SON CONG NGHIEP station existingChinese 64D block system, to enable communication between SIGView LTC operator interfaceand that Chinese 64D block system. BIM SON stations operator shall handle the required blockoperation and check the train integrity manually before set the route giving access to that block.

An optical fiber shall be added and the suitable Frauscher material shall be installed at bothextremities to detect the block zone.


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3.6.2.2 - HANOI NORTH - GIA LMAs GIA LM is not a modernised station, the management of existing block-interval common withHanoi is kept in function and interfaced with Hanoi IXL at Hanoi.

It is necessary to manage a block interface with existing Chinese management block.

3.6.2.3 - CAU GIAT QUYNH CHAUThe CAU GIAT station interlocking also interfaced with the existing token block system for QUYNH

CHAU station direction. The TFM interface is located at Cau Giat station.

3.7 - LEVELCROSSINGSYSTEM

3.7.1 - Existing Level Crossing System Inside Stations

The existing equipment, including barriers, road signals, and power supply will be kept unchanged.A Train announce indication shall be provided to interlocking as information for station operator.Depending on location and type of the level crossing, station interlocking sends one or severalconditions to level crossing PLC in order to calculate train announcement delay.

3.8 - INTERFACE WITH EXISTING INTERLOCKINGS

3.8.1 - Phu-Ly

For local control purpose, existing hard control panel of Phu-Ly will be replaced by one LTCidentical to ones of others station. The interface with existing interlocking is insured by a PLC thatalso collects data for station remote control on CTC MMI.

3.8.2 - Vinh

To be completed


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4 - SYSTEM SPECIFICATION

4.1 - GENERALThe chapter mainly defines the signalling requirements for Project Modernisation of RailwaySignalling & Telecommunication, Ha Noi Vinh Phase 2. It is intended wherever possible to follow

the existing Procedure of Signalisation of Viet Nam Railways and common signalling principles asapplied for system equipped with electronic-based interlocking system.

For telecommunication system specification please refer to [R.2].

4.1.1 - ABBREVIATIONS AND TERMINOLOGY

1 APPROACH CONTROL:The berth track zone being occupied in order to delay the signal displaying a proceedaspect. This is to ensure the driver has already reduced the trains speed.

2 APL = Approach Locking:

The function to prevents the change of route ahead of a signal once the driver has seen aproceed aspect at that signal or has seen an aspect at a previous signal that would indicateto him that the former signal is displaying a proceed aspect. See: SAPL, TRL.

3 ARR:Automatic Route release mode, also called: TORR (Train Operated Route Release).

4 AUTHORISATION:

Permission given by station operator to shunting master, to control points on site formanaging movements under his own responsibility.

5 AUTHORISATION AREA:

Geographic area where an authorisation is affected.

6 AUTOMATIC REPLACEMENT:

Once a train accepts a route, passes a signal showing a proceed aspect and both berth andfollowing tracks are occupied, the signal is automatically replaced to its At danger aspect.

7 BERTH TRACK:

Track zone where origin signal is located.8 BLOCK SECTION:

Section of track in which entry and occupation is restricted to one train at a time (except forNorth of Hanoi, non-absolute block).

9 EMERGENCY ROUTE (CALL-ON ROUTE):

The Emergency route, is set by the interlocking, upon operator request, when a mainentrance route signal fails to clear. The Emergency route can be used in case of track zonefailure along the route, or in case of lamp proving failure.

10 CLEARANCE POLE:

A marker to identify where the fouling point between two rails starts.

11 AT DANGER ASPECT:

Aspect giving order to stop imperatively.12 DOWN TRAFFIC:

The direction of travel is away from Ha Noi

13 ENTRANCE:

The start point of the train enters the route.

14 EXIT:The destination of the train exits the route.

15 FLANK PROTECTION:

The setting of point machines, lever points and proving of tracks clear, not in line of route,for the purpose of protecting the route from un-signalled movements.

16 FLEETING:


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The function used to replace a signal to its most restrictive aspect after the passage of atrain and prevents automatic re-clearing of the signal, also called STICK CONTROL.

35 SUBROUTE LOCKING:Is defined as a method of maintaining the locking of points and signals by track zoneoccupation in one direction only, thus permitting the sequential release of points and signalswhen the locking is no longer required.

36 TOKEN BLOCK SYSTEM:

The system which allows only one train at a time to enter a block section which requires thetrain driver to take a token from sending station to be given to receiving station.

37 TRACK ZONE CLEAR:

The proving of a section of track vacant by utilising a train detection system, for example anaxle counter.

38 TRL = Timed Release Locking:

A type of locking condition which is released only after a defined time expired.

39 UP TRAFFIC:

The direction of travel is towards Ha Noi

40 SSI = Solid State Interlocking:

An electronic based interlocking system, one of Alstom SMARTLOCK Family.

4.2 - SIGNALS AND ROUTES

4.2.1 - SIGNAL ASPECTS

4.2.1.1 - Aspects Meaning

The signalling system is a color light, multi aspect system, with the following general meaningaccording to Vietnam Railways operation procedure:

Color Indication Terminology Meaning

Red Stop At Danger Train is not allowed to pass this signalIndigoBlue

Shunt Stop At Danger Shunt activity is not allowed to pass this signal(ignored for main route)

Yellow Attention Caution Proceed, prepare to stop at next signal

Green Proceed Clear Proceed, next signal is not at danger

MilkyWhite

Call-On /Shunt /Proceed

ExtremeCaution

Proceed at low speed, prepare to stop short ofany obstruction.

Proceed to Ha Dong branch line for Phase I.

Proceed to Quynh Chau branch line for Phase II.

Yellow Aspect on Home signals : Single Yellow aspects is used to mark a straight entrance route to stop on main line. Double Yellow aspect is used to mark a diverging entrance route to stop on siding line

(receiving / delivery track).Green Aspect on Starter signals towards a junction: Single Green aspects is used to mark a straight exit route towards main line. Double Green aspect is used to mark a diverging exit route towards branch line.Milky White aspects when associated with Home Signal shall be associated with a call-on route(emergency) , while when associated with Starter Signal or standalone Shunt Signal shall beassociated with a Shunt route, except when associated with a Main exit route toward a branch line

equipped with token block system.Milky White aspect clearances shall require berth track occupation approach control when traindetection exists.


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4.2.1.2 - Main Aspects

Main aspects shall be displayed by multi lamp color light. Main aspects shall be provided withdouble filament lamps. One of which shall be deemed the main filament, the other the auxiliaryfilament. Failure of the main filament, switches on the auxiliary and when this occurs an alarm shallbe generated. Main aspects exist on the following Main Signals: Home Signal

The signal that controls the entry of a train from the block section into the station limits. Starter Signal

The signal situated at the exit from each signalled line that allows the train to exit from astation into the block section.

Distant SignalThe signal provides early warning about the aspect of the next home signal at a full servicebraking distance away of the aspect displayed on the next home signal.

Shunt Protection Signal (red color only)

4.2.1.3 - Shunt Aspect

Shunt aspects shall be displayed by one Milky White lamp for Shunt Proceed and one Indigo Bluelamp for Shunt Stop. Shunt aspects is provided with a double filament lamps, but only the mainfilament is connected. When failure of the main filament occurs, an alarm shall be generated.

Shunt aspects exist on the following Signals: Shunt Signal (Standalone)

Shunt Signal shall be provided with two lamps, one Milky White and one Indigo Blue. Starter Signal

Both Starter signal at main line or siding line (receiving / delivery track) can be equipped withShunt Aspect provided with one lamp, Milky White only.

Shunt Protection SignalShunt Protection Signal shall be equipped with Shunt Aspect provided with one lamp, MilkyWhite only.

Shunt aspect whether associated with a main or standalone signal shall be associated with a shuntroute, except when associated main exit route toward a branch line equipped with token blocksystem. Stop and shunt aspect may not be displayed at the same time, so shunt controls shall

extinguish the stop aspect (Red or Indigo Blue) when the shunt signal is displaying a proceedaspect (Milky White).

A Shunt route authorises the driver for shunt movement in station area.

Shunt movement shall be done at low speed preparing to stop short of any obstruction.

4.2.1.4 - Call-On Aspect

Call-On aspect shall be displayed by one Milky White lamp associated to one Red lamp. Call-Onaspect is provided with a double filament lamp. One of which shall be deemed the main filament,the other the auxiliary filament. Failure of the main filament, switches on the auxiliary and whenthis occurs an alarm shall be generated. Call-On aspect exists only on Home Signals.

Call-On aspect authorises the driver to pass the red or blacked out aspect with call-on(emergency) route. Call-on aspect enables train entrance under emergency conditions.

Such train movement shall be done at low speed with extreme caution preparing to stop short ofany obstruction.

4.2.2 - SIGNAL TYPE

The following types of signals are used in the project: Main signals (Starter and Home signals withits Distant signals), and Shunt signals.

4.2.2.1 - Starter Signal

This signal shall have two main aspects, from top: Green and Red. Where required a shunt MilkyWhite aspect may be fitted below the main aspects. There are two kinds of Starter Signals: Main Starter Signal, located on the main line is a signal on mast type. Siding Starter Signal, located on the siding line (receiving / delivery track) is a dwarf type.This signal controls the train to exit from a station toward the block section, with the following rule:

Color Indication Rule


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Red Stop Train is not allowed to exit from the station

Green ProceedTrain is allowed to enter the block section of main line at theauthorised speed

Shunt Train is allowed to do a shunt movement until another signal. Itshould never pass out the Home signal.

Milky White

Proceed Train is allowed to exit from the station to the branch lineequipped with token system

On the North main line, the existing non-absolute block system is kept in function and interfacedwith IXL at Hanoi station. This block interval is equipped with specific starter signals called blocksignals of 3-aspect type (Red, Green, Yellow) in both directions. These signals are lit when thedirection is oriented (Red if no free section, Yellow if 1 free section, Green if 2 free sections) andextinguished when the opposite direction is oriented.

4.2.2.2 - Home Signal

This signal shall have four main aspects, from top: Yellow-1, Green, Red, and Yellow-2. This signalshall have a call-on Milky White aspect fitted below the main aspects. Single Yellow (Yellow-1)aspects informs the driver to stop on main line while Double Yellow (Yellow-1 + Yellow-2) aspectinforms the driver to stop on siding line (receiving / delivery track). Home signal is a signal on masttype.

This signal controls the entry of a train into the station limits, with the following rule:


Red Stop Train is not allowed to enter the station(if Milky-White aspect is not lit)

DoubleYellow

Train is allowed to come and stop in siding line (receiving /delivery track) in station, the speed shall be reduced to 35 km/h

SingleYellow

Attention

Train is allowed to come and stop in main line in station

Green ProceedTrain is allowed to run through main line in station(exit route is set and authorised)

Milky White+ Red

Call-On Train is allowed to come in under emergency conditions(with Red aspect lit)

4.2.2.3 - Distant Signal

This signal shall have two main aspects, from top: Green and Yellow. Distant signal is a signal onmast type.

The signal provides early warning about the aspect displayed on main signal ahead, with thefollowing rule:


Yellow AttentionTake full service braking to stop before the main signal ahead,the next signal is at closing state

Green Proceed Proceed at the authorised speed, the next signal is at openingstate


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4.2.2.4 - Shunt Signal (Standalone)

This signal shall have two shunt aspects, from top: Milky White and Indigo Blue. Shunt signal is adwarf type.

This signal controls the shunting movement of a train in the station area, with the following rule:

Color Indication Meaning

Indigo Blue Shunt StopShunt activity is not allowed to pass this signal (ignored for mainroute)

Milky White Shunt Proceed Train is allowed to do a shunt movement until another signal

4.2.2.5 - Shunt Protection Signal

This signal shall have two shunt aspects, from top: Milky White and Red. This signal is placeddownstream track circuit not equipped with train detection system. Shunt signal is a signal on mast

type.This signal controls the shunting movement of a train in the station area, with the following rule:

Color Indication Meaning

Red Shunt StopShunt activity is not allowed to pass this signal (ignored for mainroute)

Milky White Shunt Proceed Train is allowed to do a shunt movement until another signal

4.2.3 - SIGNAL DISTANCEThe distance from Distant signal to Home signal shall be at least 800 meters and maximum 1200meters.Normally the minimum sighting distance of the Home signal is 600 meters. Speed must be reducedwith respect to the site alignment (curvature of track).

4.2.4 - SIGNAL LIGHT DIMMING

At night time, the signal lamp voltage shall be reduced to prevent glare. This percentage lessintensity dimming function shall be effective only on Main aspects, not on Shunt and Call-Onaspects.

4.2.5 - SIGNAL ROUTES

4.2.5.1 - GeneralRoutes shall be classified as Main, Shunt and Emergency routes.

1 Main Routes

Main routes shall be associated with main aspect of main signals, starts at a main signal andend at another main signal or block section, except for main exit route toward a branch lineequipped with token block system.

Main routes shall be taken as a running move whereby the train speed is dictated by thetrack geometry.

2 Shunt RoutesShunt routes shall be associated with shunt aspect, starts at a shunt signal, which may be astandalone shunt signal or shunt protection signal or a subsidiary signal, and ends atanother signal or in a yard.


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Long shunt route can have intermediate signals (shunt signal with the same direction). Inthat case, all Shunt signals shall present simultaneously Milky White aspect to authoriseshunt movement.A Shunt route authorises the driver for shunt movement in station area.

Shunt routes shall be taken as low speed routes, maximum 15 km/h speed, with the drivershall be responsible for ensuring that the train can be stopped short of any obstruction.

3 Emergency route

Emergency routes shall be associated with call-on aspect, provided only for home signal.Call-On aspect authorises the driver to pass the red or blacked out aspect with Emergencyroute.

Emergency route enables train entrance under any combinations of the following emergencyconditions:3.1 Track zone failure,

3.2 Loss of detection of point machines or lever points,

3.3 Lamp failure of origin, destination or flanking signals;Emergency routes shall be taken as low speed routes, maximum 15 km/h speed, with thedriver shall be responsible for ensuring that the train can be stopped short of anyobstruction.

4.2.5.2 - Fleeting Route Control

Fleeting route control shall be provided on main routes, which do not diverge over points.

In the case of a lamp proving failure, the fleeting mode should be unset, after the lampreplacement, to returns to its normal aspect control. At this time the fleeting must be controlledagain by the operator.If a fleeted route needs to be cancelled, it is not required to cancel the fleeting first. Cancelling theroute will automatically cancel the fleeting.

4.2.5.3 - Optional Routes

According to operation regulation, for stations of Hanoi, Giap Bat and Cau Giat, some routes canbe done by several ways. To go from origin signal to destination signal, train can go throw analternate route defined by one milestone (signal, point, or else). This alternative route is calledoptional route.

4.2.6 - ROUTE CONTROLS

Signals shall be controlled via the interlocking from LTC or CTC operators MMI (excluded modes).The MMI shall have the following main capabilities: Main routes and shunt routes are set by selecting the entrance and the exit point. Points in

the line of route will automatically move to the required position. Optional route is set by selecting first the origin signal, then the milestone and finally the

destination signal. To enable train entrance under emergency conditions, after an entrance route setting has

failed, an Emergency route setting and Call-on aspect control shall be done usingEmergency route setting procedure and then Call-On Signal Open procedure. On eachapplication of the procedure for Call-On Signal Open, the control counter operation shall beincremented by one, recording the amount of times the procedure has been issued.

After a route has been set and signal open, opened signal can be manually closed withoutcancelling the route by Emergency Signal Closing procedure. Main signal aspect for mainroute and shunt signal aspect for shunt route which has been closed by Emergency SignalClosing procedure can be reopened by Signal Opening procedure under condition that theroute has not been manually released. Call-on signal aspect for Call-On route can only beclosed by Emergency Signal Closing procedure. It can be reopen by re-applying Call-OnSignal Open procedure under condition that call-on route has not been manually released.

After a main route has been set, Fleeting Route can be set and unset by Fleeting Routeprocedure. Fleeting Route shall only be provided on main routes that do not diverge overpoints.

A main route, Emergency route, or shunt route already set can be manually released.


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Immediate or Timed Route Release is then processed by the interlocking, depending on theapproach locking status. An Emergency route can be released only after the signal isclosed. On each application of the procedure of Timed Route Release, the control counteroperation shall be incremented by one, recording the amount of times the procedure hasbeen issued.

A signal (or block section / exit line to yard / marker) can be blocked by Signal Blockingprocedure. Signal blocking feature is provided to prevent a route through the signal is set.

Signal Unblocking procedure is provided to allow releasing the blocking feature describedabove. This function is at the Level 0 function only and not at interlocking level. This functionis only available on local mode (LTC MMI). Before changeover to central mode (control fromCTC), all signal, block section or exit line to yard blocked, must be unblocked by localoperator, else a warning message will be raised.

The detail procedure of Route Setting, Call-On Signal Open, Emergency Signal Closing, SignalOpening, Fleeting Route, Timed Route Release / Route Cancellation, Signal Blocking andUnblocking control are described at Sub Chapter 4.7.3.6 - - Route And Signal Specific Controlunder Chapter 4.7 - TRAFFIC CONTROL SYSTEM.

4.2.7 - SIGNAL INTERLOCKING CONDITIONS

4.2.7.1 - General

If a route is selected by the station operator, the interlocking will check if this route is available, thisprocess is called the Route Interlocking level.

The Route Interlocking level for all routes shall prove in general:1 No conflict routes, including:

1.1 Main, shunt, and call-on routes setting.

1.2 Block section operations,

1.3 Shunting authorisations.

2 No conflict for points operation, including:2.1 Point machines operation,

2.2 Lever points operation,

If the route is set and the locking applied with the signal clear then the conflicting conditions arecontinuously proved to allow the signal to show the proceed aspect, this process is called theRoute Aspect Control level.The Route Aspect Control level for main routes and shunt routes shall prove in general:1 Route set.

2 Point position:

The relevant points shall be proved and detected in the required position.

3 Signal aspect:

If both main and auxiliary filaments fail the signal aspect shall step down to the mostrestrictive aspect (i.e. Green to Red), see Sub Chapter 4.2.7.7 - Lamp Proving AspectStep Down under this chapter.

4 Track zones clearance:All foul track zones shall be proved clear unless points can condition the track zones out. Inwhich case if the track zones become occupied then the relevant points shall be provedcontrolled and / or detected in the required position.

4.2.7.2 - Distant Signals Interlocking Conditions

1 Route Interlocking level

There shall be no Route Interlocking level for distant signals.

2 Route Aspect Control LevelThe Route Aspect Control level shall prove:2.1 A main route set for the Home signal ahead

2.2 The Home signal ahead displaying a proceed aspect and lamp proved.


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4.2.7.3 - Main Routes Interlocking Conditions

In case of the main route is set and the aspect cannot be controlled, the Emergency route settingand Call-On aspect should be controlled by the operator.

1 Main Route Interlocking levelThe route interlocking level shall prove:

1.1 The route is not yet set and has not been barred by the Technicians Terminal.

1.2 Emergency routes, with the same origin and destination normal or entrance Shuntroutes with the same destination normal or exit Shunt routes with the same originnormal.

1.3 Opposing direction and conflicting route for entrance route normal.

1.4 Conflicting route and opposing block operation for exit routes normal.

1.5 Conflicting shunting authorisation normal.1.6 Point machines in line of route controlled, or free to move, to the required position.

1.7 Lever points in line of route in the required position.

1.8 Point machines required for flank protection controlled, or free to move, to therequired position.

1.9 Lever points required for flank protection in the required position.

1.10 Lamp proved for origin, destination and flank signals.2 Main Route Aspect Control Level

The aspect control level shall prove:

2.1 Main route set.

2.2 Signal stick set.

2.3 The signal has not been replaced to danger.

2.4 Point machines in line of route set, locked and detected in the required position.2.5 Lever points in line of route detected in the required position.

2.6 Track zones in line of route clear.

2.7 Point machines providing flank protection, locked and detected in the requiredposition.

2.8 Lever points providing flank protection detected in the required position.2.9 Signals providing flank protection shall be proven to display the red aspect.2.10 Foul track zones and track zones forming flank protection clear.

The aspect control level for exit route from siding line aspect also shall prove:

2.11 Approach control track zones occupied.

The aspect control level for entrance route also shall prove:

2.12 The destination signal lit.Main route with Call-On aspect clearance shall follow the same TISP/ALR/RR process asper with main aspect clearance, while Signal Stick (SSU) is not applied because berth trackoccupancy is required for the call-on aspect.

3 NormalisationSignal aspect automatic replacement for main route uses first wheel replacement, the signalis automatically replaced to danger by berth and first track section after the signal both beingoccupied. Before a main route normalises, route cancellation and approach locking (APL orSAPL) or timed release locking (TRL) conditions shall be proved.

4 Emergency Signal ClosingEmergency signal closing shall replace the signal aspect back to danger without cancellingthe route. When emergency signal closing has been applied, the following exception isapplied:4.1 Signal Stick is not applicable (point 2.2).

4.2 This signal replacement is not applicable (point 2.3).

5 Fleeting Route

When Fleeting Route has been established, the following exception is applied:5.1 Signal Stick is not applicable (point 2.2).5.2 Route cancellation in normalisation process is not applicable.


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4.2.7.4 - Shunt Routes Interlocking Conditions

Shunt routes shall not require any overlap conditions. Shunt aspect clearance shall not provedestination track zone clearance. Shunt aspect clearance shall prove berth track occupationapproach control.

If the platform track is occupied by a train coming from the opposing direction, it is proved that thetrain has stopped by the occupancy of the track section for a specified time.

1 Shunt Route Interlocking levelThe interlocking level shall prove:1.1 The route is not yet set and has not been barred by the Technicians Terminal..

1.2 Main routes with the same destination normal and Call-On routes with the same originand destination normal.

1.3 Opposing and conflicting route normal.

1.4 Conflicting shunting authorisation normal.

1.5 Point machines in line of route controlled, or free to move, to the required position.

1.6 Lever points in line of route in the required position.

1.7 Point machines required for flank protection controlled, or free to move, to therequired position.

1.8 Lever points required for flank protection in the required position.2 Shunt Route Aspect Control Level (the similar for protection signals)At Starter signal with Shunt aspect, Shunt Milky-White aspect and Main Red aspect may notbe displayed together. When Shunt Milky-White aspect is displayed, the Main Red aspectshall be extinguished.

The aspect control level shall prove:

2.1 Shunt route set2.2 Signal stick set.

2.3 The signal has not been replaced to danger.

2.4 Point machines in line of route set, locked and detected in the required position.

2.5 Lever points in line of route detected in the required position.

2.6 Track zones in line of route clear, except that the destination tracks may be occupied.2.7 Point machines providing flank protection, locked and detected in the required

position.

2.8 Lever points providing flank protection detected in the required position.

2.9 Signals providing flank protection shall be proven to display the red aspect.

2.10 Foul track zones and track zones forming flank protection clear.

2.11 Approach control track zones occupied.

The aspect control level for shunt route toward a signal also shall prove:

2.12 The destination signal lit.

3 NormalisationSignal aspect automatic replacement for shunt route uses last wheel replacement, the signal

is automatically replaced to danger by clearance of the berth track. Before the routenormalises, route cancellation and timed release locking (TRL) conditions shall be proved.4 Emergency Signal Closing

Emergency signal closing shall replace the signal aspect back to danger without cancellingthe route. When Emergency signal closing has been applied, the following exception isapplied:

4.1 Signal Stick is not applicable (point 2.2).

4.2 This signal replacement is not applicable (point 2.3).

4.2.7.5 - Emergency Routes Interlocking Conditions

Emergency route is set to enable train entrance under emergency conditions, by applying aEmergency route setting procedure and a Call-On signal open procedure to entrance route.

Emergency routes setting (manual operation) shall not require any track or lamp prove conditions.Call-On aspect clearance shall prove berth track occupation approach control. Call-on aspectclearance shall not prove track, lamp prove or level crossing conditions.


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If the platform track is occupied by a train coming from the opposing direction, it is proved that thetrain has stopped by the occupancy of the track section for a specified time.

1 Emergency Route Interlocking LevelThe route interlocking level shall prove:

1.1 Route is not yet set and has not been barred by the Technicians Terminal

1.2 Point machines in line and flanking of route set are controlled or free to move.

1.3 Main routes, with the same origin and destination normal or entrance Shunt routeswith the same destination normal or exit Shunt routes with the same origin normal.

1.4 Lever points in line of route and flanking, are detected in the required position.1.5 Opposing direction and conflicting route for entrance route normal.

1.6 Conflicting shunting authorisation normal.

2 Call-On Aspect Control LevelA Call-On Milky-White aspect is displayed with the Main Red aspect.The aspect control level for Emergency route is applicable for signal clearance only. Afterthe route is set and the locking applied with the signal clear, the signal aspect is maintaineduntil the signal is manually closed.The aspect control level shall prove:

2.1 Emergency route set.

2.2 Point machines in line and flanking of route, locked and detected in the requiredposition.

2.3 Lever points in line of route and flanking are detected in the required position.2.4 Approach control track zones occupied.

3 NormalisationSignal aspect automatic replacement is not applicable for Emergency route. Emergencysignal closing shall replace the signal aspect back to danger without cancelling the route.The route can only be normalised by manual timed route release and only after the signal isclosed. Before the route normalises, route cancellation and time release locking (TRL)conditions shall be proved.

4.2.7.6 - Berth Track Occupation Approach Control

Approach control shall be used to ensure the driver already reduced the train speed. The approachcontrol conditions shall be berth track zone occupied. Approach control shall be used for: Exit routes from siding line (receiving / delivery track). All Milky White aspects:

Exit routes to token block section (with Shunt Aspect). Emergency routes. Shunt routes.

Clearance of Call-On for main route set.

4.2.7.7 - Lamp Proving Aspect Step Down

Lamp proving is provided for the aspect of main signals only. If main aspect of distant or home orstarter signal is not lit, the signal will step back to the next restrictive aspect: Aspect step down for two aspect starter signal:

If Green fails, the signal shall display Red, If Red fails, then the home signal in the rear shall display Red;

Aspect step down for three aspect starter signal (Block signal): If Green fails, the signal shall display Red, If Yellow fails, the signal shall display Red, If Red fails, then the home signal in the rear shall display Red;

Aspect step down for home signal: If Green fails, the signal shall display Red.., If Yellow-1 (in Single Yellow aspect) fails, the signal shall display Red, If Yellow-1 or Yellow-2 (in Double Yellow aspect) fails, the signal shall display Red, If Red fails, then the distant signal in the rear shall be maintained in Yellow;If the home signal step back to Red, then the distant signal in the rear shall adapt

accordingly and display Yellow; Aspect step down for distant signal:

If Green fails, the signal shall display Yellow.


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4.2.8 - ROUTE LOCKING CONDITIONS

4.2.8.1 - General

Locking and release for the routes is done in two phases: Phase 1: approach locking, Phase 2: subroute locking,

4.2.8.2 - Approach Locking

Approach locking prevents the change of route ahead of a signal once the driver has seen aproceed aspect at that signal or has seen an aspect at a previous signal that would indicate to himthat the former signal is displaying a proceed aspect.

If the signal for an established route is replaced to At danger aspect, approach locking shall beapplied to prevent the immediate release of the route. Approach locking shall be effective once thesignal has displayed a proceed aspect.The release time shall be sufficient to have the approaching train at a stop without it passing thesignal. Only then the approach locking will be released and the route is cancelled. If the trainpasses the signal and stops, the approach locking will be released (after time elapses) butinterlocking conditions is maintained by subroute locking.

4.2.8.3 - Comprehensive Approach Locking

In a simple case, a signal will become approach locked as soon as it has been cleared. However,where this arrangement would cause unacceptable delay, the interlocking looks back for anapproaching train, and the signal only becomes approach locked when it is cleared AND a train isdetected occupying an approach track. If no train is detected approaching, the route will releaseimmediately the signal is replaced to At danger aspect. This is called "comprehensive approachlocking".

Comprehensive approach locking looks back at the approach track zones, for running signals it isnecessary to look back at least as far as the sighting point of the earliest signal whose aspect isaffected by the replacement.

The majority of these tracks will be conditional on one or both of the following factors:

1) a train being route up to the replaced signal. This will depend on the lie of points. Trailing pointswill give a choice of approaches while facing point will exclude the approach if set for another route( taking VD Signal CII as an example, if P6 is controlled and detected in reverse, track circuit Cb1will NOT approach locking Signal CII as the train is routing to Signal C1 not CII. Therefore,approaching locking of signal CII in this case is not required).

2) The signal approaching the replaced signal displaying a proceed aspect. If the previous is at red(and free of approach locking) then it is not necessary to look back at the section in rear of it(taking also signal CII (replaced signal) as an example, if signal C is at red & free of approachlocking, then there is no need to look back up to the track CBT. However, if the Signal C is clear,then we have to look at CBT for approach locking of Signal CII).

4.2.8.4 - Subroute Locking

If an established route is normalised, and after the approach locking has been released, asubroute locking application shall be continued, to assure the integrity of the train. Subroutelocking is applied for each track zone from the start of the route (entrance) up to the destination ofthe route (exit).

Subroute locking for a track zone shall be effective once the route sets and shall remains effectiveuntil: The route is normalised AND The approach locking is released AND There is no train between the entrance and that track zone (not applicable if Emergency

Timed Route Release is applied).

Subroute locking shall be released by the following methods:1 Automatic subroute locking release by Train Operated Route Release (TORR), applicable

only for main route and shunt route, not for Emergency routes.


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A timed 180 seconds release shall be effective.

4.2.8.6.2 Simple Approach Locking (SAPL)

Simple Approach Locking (SAPL) is applied for: Main entrance routes, where the train come from a block section without train detection.

Simple Approach Locking (SAPL) shall only be released manually by Timed Route Releaseprocedure with the following conditions:

1 Before signal clearance (Cancellation).The lock released immediately.

2 After signal clearance.A timed 180 seconds release shall be effective.

4.2.8.6.3 Timed Release Locking (TRL)

The following routes requires berth track occupation approach control, and are applicable forTimed Release Locking (TRL): Main exit routes from siding line (receiving / delivery track). Main exit route from main track to a diverted line (applicable for LII-CA in Van Dien) Shunt routes. Emergency routes.

Timed Release Locking (TRL) for main routes and shunt routes shall be released by the followingmethods:

1 Automatic release by Train Operated Route Release (TORR)The lock released immediately.

2 When Timed Route Release procedure operated.2.1 When the approach track is clear OR before signal clearance (Cancellation).

The lock released immediately.

2.2 When the approach track is already occupied AND after signal clearance.

A timed 60 seconds release for main route shall be effective.

Automatic release is not applicable for Emergency routes. Emergency routes shall only bereleased manually by Timed Route Release procedure, with timed 60 seconds release shall be

effective.

4.3 - POINTSPoints within the interlocking area can be one of the followings: Electric trailable point machines. Lever points with their lock and detector interface.

Points within yards outside the interlocking area (called Mechanical Points) shall not require anyinterfaces with the stations interlocking.

4.3.1 - POINT MACHINES

Electric trailable point machines shall be provided for power operation of all points marked as suchon the Station Specific Signalling Program.

Points forming a crossover shall be controlled in series: If controlled to left, then both points shall be controlled and checked left. If controlled to right, then both points shall be controlled and checked right.

Those crossover points should operate independently, not both at the same time.

4.3.2 - LEVER POINTS

The existing lever point and its locking device shall be reused. Interface shall be provided forexisting lever points marked as such on the Station Specific Signalling Program.

4.3.3 - POINT CONTROLS

4.3.3.1 - General

Points within the interlocking area shall be controlled via the stations interlocking system. Station

operator can control the points using LTC system by the following control: Individual Point Moving control Route Setting control


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Station operator can authorise shunting master to control the points individually using Tracksideshunting control panel during Shunting Authorisation.

Under emergency conditions the following emergency control is allowed via the interlockingsystem: Emergency Point Lock Release control if the points track zone failing. Trailed Point Reset control if the points area trailed.The LTC system shall have two other procedures associated with points these being: Point Blocking control Point Unblocking control

The detail procedure of Individual Point Moving, Emergency Point Lock Release, Trailed PointReset, Point Blocking and Unblocking control are described at Sub Chapter 4.7.3.5 - - PointSpecific Control under Chapter 4.7 - TRAFFIC CONTROL SYSTEM.

4.3.3.2 - Individual Point Moving

Before allowing the points to move the following conditions shall be proved by the interlocking:

1 The point has not been disabled as barred by the Technicians Terminal.

2 The point has not been blocked.3 If the point has been trailed, point not controlled but no longer shown in correspondence,trailed point has to be reset.

4 The point must be able to be controlled again.5 All subroute over the points are normal.

6 All point track zones are clear.

7 The authorisation has not been given to the shunting master to move a point from his localpanel.

4.3.3.3 - Emergency Point Lock Release

The emergency point lock release allows point locking because point track zones occupation to beover-ridden under emergency conditions. On each application of the procedure a control counter

shall be incremented by one, recording the amount of times the procedure has been used.Only one Emergency Point Lock Release control shall be permitted at any giventime within a station area. (Managed by Interlocking)

Before allowing an emergency point lock release, the following conditions shall be proved:1 The point has not been blocked.

2 If the point has been trailed, the trailed point has been reset.

3 One or more of point track zones shall be occupied.

4 All related signals are closed.

5 All subroute locking over the points are normal.

After the conditions are proved the point become unlocked to allow individual point moving control.

After the point controlled to move the point locking is automatically set again.The emergency point lock release will inhibit all stations route settings across the points.

If subroute locking is active across the points by track section failure, after the route is released, alocal procedure is to be followed to reset the axle counter zone, following site inspection of point toensure there is no more obstruction.

4.3.3.4 - Trailed Point Reset

Trailed Point Reset control is provided to bring a point back into correspondence after the pointtrailed. Correspondence shall be made to where the points are detected. If no detection is present,the station operator shall attempt to control the points and bring those in detection.

Trailed Point Reset shall be permitted ONLY after the machine and point hasbeen inspected and tested.

Before allowing a trailed point reset to be initiated, the following conditions shall be proved:

1 The point has not been blocked.


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2 The point has been trailed.

3 The Point is detected in an end position.

4 All point track zones are clear.Following the reset of the trailed point, the aspect cannot be regained until any routes set oversuch points are cancelled and reset.

4.3.3.5 - Point Blocking and Point Unblocking

Point blocking feature is provided to prevent points being moved via LTC by means of individualpoint moving or route setting or being moved via Trackside shunting control panel.

Point unblocking feature is provided to allow releasing the blocking feature described above.

4.3.3.6 - Lever Point Control

The control for a lever point is done manually by hand lever. The position of existing lever points,which are part of the controlled area, shall be checked by a detector. Normally the lever point shallbe in the preferred position and locked to prevent the lever point to be moved.

The lock release mechanism operated by shunting authorisation settings to allow the lever point tobe moved under shunting authorisation. Shunting Authorisation is described at Chapter 4.4 - -Shunting Authorisations.

4.4 - SHUNTING AUTHORISATIONS4.4.1 - GENERAL

Shunting Authorisation shall be provided when no shunting routes can secure the trainmovements. A shunting authorisation shall be given only if a shunting master is present on site. Atelephone confirmation shall be given by this shunting master before the station operator could setthe shunting authorisation. A Trackside shunting control panel shall be installed at trackside toenable shunting master control the points associated to the authorisation and to monitor theirpositions.

Once the shunting master has taken control of the section, control of that section is no longerpossible from the stationmasters local control panel.

Because safety of the process is based on people (shunting master and station operator) actions,a strict written procedure shall be defined by VNR and used to secure the train movements permitby relative authorisation.

4.4.2 - AUTHORISATION CONTROLS

4.4.2.1 - General

Station operator can control the shunting authorisation for specific authorisation area using LTCsystem by the following control: Grant Authorisation control, to initiate a shunting authorisation. Release Authorisation control, to confirm the end of trackside operation mode.

The detail procedure of Grant Authorisation and Release Authorisation control are described atSub Chapter 4.7.3.7 - Shunting Authorisation Control under Chapter 4.7 - TRAFFICCONTROL SYSTEM.

Shunting master can take-over or restitute the granted shunting authorisation by positioningauthorisation handover switch at trackside shunting control panel on position: Authorisation ON, to confirm a shunting authorisation take over. Authorisation OFF, to initiate a shunting authorisation restitution.

During shunting authorisation, shunting master shall utilise trackside shunting control panel fortrackside operation task. This task includes shunting movement which is no shunting routesavailable for that, like the following shunting movements:

1 Exit from interlocking area to the yard.

2 Entering the interlocking area from the yard which is not provided with shunt signal.

3 Other shunting movement between the interlocking areas.

4.4.2.2 - Grant Authorisation

The station operator can grant shunting authorisation only after telephone confirmation from theshunting master on site. Before allowing shunting authorisation for an authorisation area to beinitiated, the following conditions shall be proved by the interlocking:


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1 Routes with destination to the area are normal and their origin signals shall be proven todisplay the red aspect.

2 Incoming traffic from adjacent station with destination to the area is normal.3 Point machines in the area are controlled or free to move.

4 Point track zones in the area are clear.

The authorisation is then at pre-set status. An indication shall be lit at trackside shunting control

panel and shunting master shall take this authorisation, within a determined time.Once confirmation of authorisation taken is received, and if there is no point to control in theprotection position to secure the authorisation, the authorisation is set. If there is a point to controlin the protection position, when confirmation of authorisation taken is received the process shouldbe as follows, control of the point in protection position waiting for the detection in the requiredposition. If detection is received within time then the authorisation changes to set status, if not thepreset status is cancelled. Then the interlocking shall realise shunting authorisation by thefollowings:

1 Release the lock of lever points in the area.2 Disable processing point control from LTC (Local Traffic Control).

3 Enable processing of individual point control from trackside shunting control panel,

Before an individual point control is processed, the following conditions shall be proved:

3.1 The point has not been disabled as barred by the Technician's Terminal.3.2 The point has not been blocked.

3.3 The point track zone is clear.

4.4.2.3 - Release Authorisation

The shunting master on site can restitute shunting authorisation after give a telephone call to thestation operator. An audible alarm is emitted and station operator shall release the authorisation.Then the interlocking shall normalise the shunting authorisation with the following conditions: When all point track zones are clear:

The authorisation released immediately. When one or more point track zones are occupied or failing (emergency release):

A timed 30 seconds release shall be effective.

4.5 - BLOCK SYSTEM

4.5.1 - GENERAL

Block system provides protection against opposing movements between stations and allowsprotected following movements. The specification of the block system depends on type of adjacentstation block system.

The different types of block systems are:

- The 64D semi-automatic block system

- The token block system

- The automatic block system

- The block system between the north side of Hanoi and Gia Lam station.

Detailed specification of block management functions are described in reference document [R.12].

4.6 - LEVEL CROSSINGS SYSTEM

4.6.1 - GENERAL

Functional description of level crossing linked with interlocking system of the station is detailed infollowing reference document [R.9].


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4.7 - TRAFFIC CONTROL SYSTEM

4.7.1 - GENERAL

The CTC traffic control workstations will display and process all indications and controls necessaryto handle daily operation of the controlled line. The traffic display panel contains all indicationsnecessary to inform about overview status of the system along the controlled line. The status of all

the stations on the controlled line, including the status of signals or points and where the trains areat any time can be observed from the workstation or from the traffic display panel.

Normal operation every stations along the controlled line will be handled by OCC through the CTCsystem. For shunting movements and emergency situations, local control is available through LTC(Local Traffic Control) console at each station.

Indications on traffic control workstations and traffic display panel will always be displayed evenwhen the station may be under local control as long as the data transmission system is in service.The traffic operator workstation will process and display all the controls and indications necessaryto support station operator handling the daily traffic operation of the station. The traffic operatorconsole shall have two type of screen view or windows: Signalling Window, used by traffic operator for monitoring and issuing controls to the

signalling equipment.

Technician Window, an additional window that is intended to help technician to domaintenance task.

4.7.2 - SIGNALLING VIEW WINDOW

There are two type of signalling views as follows: Overview: displays several stations on one screens. This view consists only normal

signalling indications, route controls, and global alarm indications to allows normal dailyoperation usage. This view is only available on operator workstation at OCC.

Detailed view: Displays detail layout of one station individually on one screen. This viewincludes special signalling indications, equipment controls, and detailed alarm indications,intended for special situation usage.

The Signalling Window shall contain the graphical representation of station signalling equipmentviewed as track layout and related monitoring indication symbols and control button symbols.The screen of Signalling Window shall be divided in different areas : Track Layout Area, contains a detailed graphical representation of the station track layout,

together with signalling indications and individual signalling equipment control elements. Service Panels, consists Upper Service Panel and Bottom Service Panels, contains a

message box dialogues echoes, an alarm view displaying the system and signalling alarm,alarm control button, and common signalling control buttons.

Optional service panel: The block operation is automatically done by route setting and routerelease operation, so the panel is not required for normal use. But under special conditions(refer to [R.10]), manual block operation/panel is required. This block service panel is onlyavailable on LTC signalling view.

The screen background color shall be grey. The indications are always displayed automatically.

The typical indications and controls of Signalling Window are described in detail on the followingreference document [R.12].

4.7.3 - CONTROL PROCEDURE DESIGN

4.7.3.1 - Two Step Control Principle

All controls related to signalling equipment require two step control procedure, first byselecting appropriate prefix control button and then followed by selecting correspondingsignalling equipment button, except for route setting procedure, first by selecting start of theroute with origin signal button and then followed by selecting end of the route withdestination signal (or block section or exit line to yard or marker) button.All button selections are done by single clicking on appropriate button signs using left buttonof pointing device (mouse). This two step control principle is required for safe Traffic Controloperation on Signalling Window, and also not for alarm acknowledgment and login / logoutprocedure.


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4.7.3.6 - Route And Signal Specific Control

Incoming Train Approach IndicationWhen an incoming train has approached the home signal and the station operator has notset a entrance route yet, a flashing train approach indication occurs to get station operatorattention. After a entrance route is set, train approach indication become steady, and back tonormal after the train has entered the station.

Route Setting Control

Route setting procedure is done by selecting start of the route with origin signal button andthen followed by selecting end of the route with destination signal (or block section or exitline to yard or marker) button. For optional routes, it is possible to select the alternate wayby selecting milestone before selecting end of the route. Depending of the selected origin,milestone is automatically animated signalling view to proposed optional route if it exists. Inother case, milestone can not be selected.Based on its start and end of the route, it is possible to set the following route: Main Route

Starts from starter signal (exit route) and ends at block section.

Starts from home signal (entrance route) and ends at starter signal.

Shunt Route Starts from starter signal and ends at home signal.

Starts from starter signal and ends at exit line to yard. Starts from starter signal and ends at a mechanical block section.

Starts from shunt signal and end at starter signal.

Starts from shunt signal and end at shunt signal.

Starts from shunt signal and end at exit line to yard.

Starts from shunt protection signal and end at starter signal.

Starts from shunt protection signal and end at shunt signal.

Starts from shunt protection signal and end at exit line to yard.

Call-On (Emergency) Route setting ControlIf requested entrance route can not succeed, operator can set Call-On Route by pressing

Emergency Route Setting Button (NLZC) then selecting end of the route with destinationsignal button. A call-on route setting request is sent. If route conditions are satisfied, theinterlocking will sent a route set indication, but the signal remains closed. It can only be clearafter a call-on signal open procedure.

Call-On Signal Open ControlAfter Call-On route setting request is received and route conditions are satisfied, theinterlocking will sent a route set indication, but the signal only will be clear after an call-onsignal procedure which can be done by pressing Call-On Signal Button (NZ) as prefix controlbutton followed by specified origin signal button (start of the route).A call-on signal request is sent when a track zone remains occupied, point is not free tomove or a signal lamp is in failure. Call-on signal setup is a registered operation, controlcounter for Call-On Signal operation is increased for each call-on signal request sent.Call-On aspect is only applicable for Entrance route. The following entrance route is only

available with Call-On aspect: Starts from home signal and ends at exit line to yard.

Emergency Signal Closing ControlAfter route already set and signal is open, an open signal can be manually closed bypressing Signal Closing Button (NNT) as prefix control button followed by specified originsignal button (start of the route). A signal closing request is sent after a prerequisitechecking that the specified route exists and the specified signal open.Signal for main route and shunt route which has been closed by Emergency Signal Closingcontrol can be reopen by Signal Opening control under condition that route has not beenmanually released. Signal for call-on route which has been closed by Emergency SignalClosing control can be reopen by re-applying Call-On Signal Open control under conditionthat call-on route has not been manually released.

Signal Opening ControlSignal for main rou

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