Signalling Principles and Configuration Requirements · PDF file7.5 Signalling system operation and maintenance ... SIGNALLING PRINCIPLES AND CONFIGURATION REQUIREMENTS L1-CHE-STD-036

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Engineering Standard Signals

L1-CHE-STD-036

Signalling Principles and Configuration Requirements

Version: 1

Issued: June 2017

Owner: Engineering

Approved By:

Phil Ellingworth

Chief Engineer

ENGINEERING STANDARD SIGNALLING PRINCIPLES AND CONFIGURATION

REQUIREMENTS

L1-CHE-STD-036 Version: 1 Effective from: 7th June 2017

Approving Manager: Chief Engineer Approval Date: 07/06/2017 Next Review Date: 07/06/20207 PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 2 of 14

Approval

Amendment Record

Approval Date Version Description 07/06/2017 1 Initial issue


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Table of Contents

1 Purpose ........................................................................................................................... 4

2 Scope ............................................................................................................................... 4

3 Abbreviation .................................................................................................................... 4

4 Definitions ....................................................................................................................... 5

5 Document Applicability and Relationships ................................................................... 6

5.1 Document Relationships ................................................................................................... 6

5.2 MTM Standards/Documents ............................................................................................. 6

5.3 Authorisation of SAPs ....................................................................................................... 6

5.4 Documents Superseded by this Standard ........................................................................ 6

6 Base Objectives of Signalling and Safeworking ........................................................... 7

7 Signalling The Layout ..................................................................................................... 8

7.1 Signal provision in relation system design ........................................................................ 8

7.2 Overlap Provision and Enforcement ................................................................................. 9

7.3 Signal aspects and construction ....................................................................................... 9

7.4 Signal controls & indications ............................................................................................. 9

7.5 Signalling system operation and maintenance ............................................................... 10 7.6 Headways ....................................................................................................................... 10

Appendix A. Signalling Positions ...................................................................................... 11

A.1. Types of Signalling.......................................................................................................... 11 A.2. Types of Three Position Signals ..................................................................................... 11

A.3. Three Position Home, Automatic and Repeating Signal Aspects .................................. 12

A.4. Three Position Home, Automatic and Repeating Signal Aspects (Continued) .............. 13

A.5. Three Aspects Headway ................................................................................................. 14

A.6. Four Aspects Headway ................................................................................................... 14


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1 Purpose To define the minimum requirements for signalling principles to be applied to new and altered MTM signalling infrastructure.

2 Scope The following standard approach shall apply to all signalling arrangement plans (SAPs) and associated signalling applications on the MTM network where there is a proposal to install or alter signalling infrastructure.

This document specifically excludes any applications in relation to CBTC, refer to Figure 1.

Exceptions to these standard requirements need to be supported by a waiver in accordance with L1- CHE-PRO-001.

These requirements are applicable to all projects from the date of publication with the exception of projects where a SAP has already been signed off as approved by MTM.

3 Abbreviation CBTC Communications Based Train Control

DPN Design Practice Note

LED Light Emitting Diode

MTM Metro Trains Melbourne

OHW Overhead Wiring

PTV Public Transport Victoria

PSR Permanent Speed Restriction

SAP Signalling Arrangement Plan

SID Safety in Design

TPWS Train Protection and Warning System

VRIOGS Victorian Rail Industry Operators Group Standards

WTT Working Timetable


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4 Definitions

Emergency Braking Distance

The minimum distance required by a train to stop after application of emergency (maximum application) braking.

Human Factors The consequences of human operation of, or interactions with, the new or altered infrastructure.

Network Configuration The MTM railway infrastructure arrangements related to the operational railway.

Service Braking Distance

The minimum distance required by a train to stop when braking is applied in accordance with normal operational running.

Structure Gauge Envelope A cross sectional profile that designates the minimum allowable dimensions that must separate trackside infrastructure from the Centre Lines and Rail Level of the track.

“Two Position” Signalling #1 Signals displaying one aspect only; either a red or a green (a starting or home signal) or a yellow or a green (a distant signal). The term is derived from two position semaphore signals. These signals define the occupancy condition of the line ahead but do not define the speed at which the train may travel. See Appendix A Figure 2.

“Three Position” Signalling #1 Signals displaying Stop, Warning or Caution, and Clear indications. The top and bottom aspects may be either red, yellow or green. These signals define the occupancy condition of the line ahead and also define the speed at which the train may travel, together with the indication the next fixed signal will be displaying. See Appendix A Figures 3-19

#1: for further definition and details of signal configurations refer to Book of Rules “Fixed Signals” Sections 1 to 23 inclusive


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5 Document Applicability and Relationships

5.1 Document Relationships The signalling principles document relationship with existing VRIOGS is shown in Figure 1.

Figure 1: Signalling principles document relationship

5.2 MTM Standards/Documents The requirements of this standard supplement VRIOGS and DPNs (unless stated as Superseded in Section 5.4 below). Where there is any conflict, this document takes precedence over VRIOGS, other previously published standards, including DPNs and guidelines applicable to the MTM Network.

MTM Network Configuration Manual (WTT Addenda) L1-CHE-MAN-003 is the source of the defined configuration of the network and the stock authorised to operate on it.

5.3 Authorisation of SAPs The required MTM authorisers are: Head of Engineering – Signals, Manager Network Safety and General Manager Train Services.

5.4 Documents Superseded by this Standard L1-NAM-INS-014 – Design Practice Note. Inclusion of TPWS in Project Scopes for Works Within the MTM Network

L1-NAM-INS-018 – Design Practice Note. Lamp Proving of LED Signals

L1-NAM-INS-029 – Design Practice Note. Flank Protection.


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6 Base Objectives of Signalling and Safeworking The signalling system provides for safe and efficient movement of trains. These signalling system objectives are based on the requirements set out in The Book of Rules and Operating Procedures and L1-CHE-MAN-003 and compliance with the operating constraints contained within these two documents. The base objectives are listed below for guidance and the specific requirements to achieve these objectives are stated in Section 7:

1. Provision of a reliable means of communicating information to the driver to enable safe train control for the prevailing track and traffic conditions;

2. Maintenance of a safe distance between following trains;

3. Maintenance of a safe distance between conflicting train movements;

4. Permit a proceed authority only when the route is confirmed as set and clear of obstruction;

5. Protect any route that has been set until it is either traversed or it is proved safe to release;

6. Provide adequate warning that the train is nearing the end of its movement authority;

7. Provide adequate warning to pedestrians and road users where active level crossing warning systems are provided;

8. Prevention of unattended vehicles running away from sidings and fouling main lines;

9. Provision of capacity and reliability to enable trains to run at the frequency and speeds required to meet business requirements;

10. Facing points in the overlap shall be locked (if alternative overlap is not available) and detected in a position that provides a clear, route locked overlap should a train fail to stop at the stop aspect unless a swinging overlap is required for operational flexibility;

11. To fail in a safe manner;

12. Minimisation of operational disruption due to system, sub-system or component failure;

13. Place and position signals in a way that minimises the risk of driver distraction or signals being misread;

14. Minimising the distance of reduced speed running and the subsequent impact on headways and capacity.


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7 Signalling The Layout

7.1 Signal provision in relation system design 1. Two position signalling shall not be used.

2. “Controlled Automatic” signals shall not be used unless a SFAIRP assessment shows that a ‘Controlled’ signal is not warranted and the arrangement is approved by the Head of Engineering - Signals.

3. The design shall not permit passenger trains to use dwarf signals for main line running.

4. Signals in the vicinity of an OHW air gap or section switch shall be positioned a minimum 10m on the approach to an OHW air gap or section switch and a minimum of 220m past an OHW air gap or section switch. As defined in L1-NAM-INS-015.

5. The minimum safe distance for the separation of trains moving under proceed authority shall equal the service braking distance plus an overlap. For three aspect signalling where the block entry signal can display a ‘normal speed warning aspect’ the minimum distance between signals shall not be less than the longest service braking distance calculated from the signal displaying a normal warning aspect to the signal displaying the stop aspect, based on the train passing the warning aspect at line speed.

6. Where the difference in braking characteristics based on the rolling stock permitted to use a specific line (as defined in L1-CHE-MAN-003) would lead to a reduction of the MTM train headways that existed prior to the proposed modification, operational restrictions for non-MTM rolling stock (freight trains or V/Line trains) shall be proposed in the form of a reduced permitted speed.

7. VRIOGS 012.0 Revision B, Section 4.1.4.7 shall not be applied and no waiver is required.

8. All new signals and altered signal heads shall have LED lamps. Where there are existing incandescent signal heads the risk of inter mixing lamp types shall be considered and potential misreading hazards mitigated.

9. Signal lamp types (e.g. LED, incandescent) shall be consistent for all signals on a structure (gantry, cantilever) and for all individual signal posts on multiple track layouts with signals reading in the same direction placed in a line across track.

10. A table of routes defining all signalled routes to be provided applicable to all signals with more than one route ahead shall be supplied in support of SAP approval.

11. Where signals read out of depots or sidings and are limited to a medium speed aspect due to the speed over crossovers, signals shall be placed as near as practicable beyond the last set of points to allow a full line speed aspect to be given.


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7.2 Overlap Provision and Enforcement 1. Overlaps (unless specifically identified as “reduced”) shall be fully braked and shall

apply to both normal and medium speed. Where operationally required both normal and medium speed overlaps may be provided for specific signals.

2. Where a reduced overlap rather than a fully braked overlap is proposed due to unacceptable operational constraints, a risk assessment shall be provided in support of the specific configuration prior to formal submission for approval of the SAP. Reduced overlaps shall be a minimum 50m. Risk assessment shall consider as a minimum the following factors: signal sighting, proximity to level crossing, proximity to conflict, line speed.

3. Mechanical trainstop protection shall be applied at all signals capable of showing a Stop aspect.

4. TPWS shall be applied at all signals on corridors upon which TPWS fitted trains travel unless risk assessment demonstrates this is not a required control.

5. Trailing points in an overlap shall be locked and detected in the non-conflicting position at time of clearance of the signal reading up to the stop signal for which the overlap is applicable.

7.3 Signal aspects and construction 1. Signal sighting shall be undertaken in accordance with L1-CHE-STD-004

2. Signals shall be Tri-Colour LEDs for main arm aspects, 36 dot LED for fixed marker light and 90 dot LED for ‘c’ arm aspects.

3. MTM may stipulate specific kinematic envelope criteria in addition to the structure gauge envelope (as described in VRIOGS 0001 Sections 3 to 8 inclusive) for specific locations in accordance with VRIOGS 012.001

7.4 Signal controls & indications 1. The following lamp proving principles replace the requirements stated in VRIOGS

012.1 Section 6.10.9 c. All new LED as well as altered incandescent and LED signals shall be lamp proved. This includes “A” and ‘B” arm signal aspects. The signal in rear of the failed lamp (imperfectly displayed signal) shall display a warning aspect. No lamp proving shall be provided for: Low speed “C” light; dwarf signal; Automatic “A” light; speed indicator, route indicator, arrow indicator, banner indicator, co-acting signal, theatre type indicator or an “A” or “B” arm fixed red where fed from a local power supply.

2. Signal and track circuits indications shall be displayed to the control centre (signalbox) operator consistently for all areas (including all auto sections). Signal indications shall be shown as either “proceed” (green) or “stop” (red). The proceed indication shall incorporate the corresponding trainstop lower detection.

3. All Track Circuits or axle counter sections shall be indicated “clear” or “occupied”.


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4. “Opposing Route Locking” shall be applied throughout. i.e. route locking shall be applied to all points in the block and overlap of the signal and to all opposing signal routes where those routes or overlaps of those routes conflict with the block or overlap of the signal to be cleared.

5. Flank protection (locking and detecting points, and detecting track circuits not in the route or overlap of the route set) is the non-preferred option for main line signals and shall only be supported in exceptional circumstances (e.g. “start from stop” and where signals are not equipped with signal enforcement) in conjunction with a risk assessment and prior approval by MTM Engineering.

6. Safeworking systems shall be configured to allow control of an interlocking by only one operator at any one time.

7. Where there are two or more destinations from a signal and these destinations vary in distance, a risk assessment shall be conducted to establish if there is a significant likelihood of the destination signal being passed at danger and whether supplementary indicator(s) should be provided. The outcome shall be verified in line with L1-CHE-STD-004.

7.5 Signalling system operation and maintenance 8. Signalling design shall mitigate risk caused by Human Factors (driver, signalling

controller and maintenance staff errors or actions). SID reports supporting design submissions shall specifically record how this has been achieved.

9. Signal interlockings shall be designed to ensure that any change of state commands (proceed signal aspects, movement of points, etc.) given after re-energisation or partial re-energisation of an interlocking or local module are positively verified as safe.

7.6 Headways 10. The required ‘headway’ time shall be the time interval between successive trains

running at line speed on clear normal speed aspects. See Appendix A Figures 18 and 19.

11. Stopping headway calculations shall be for both straight and all possible diverging routes.

12. A Time Distance Graph and headway tables shall be provided in support of SAPs submitted for review.

13. In calculating headways the peak dwell time shall be as stated in the Final Operating Requirements Specification or, where this does not exist for a specific change, the WTT, where the equipment delay shall be 5 seconds or as specifically determined based on the interlocking type and architecture. These values shall be used instead of the values quoted in VRIOGS 012.1 Rev B Section 5.5

14. Where signals are approach cleared (whether for control approaching a diverging route or related to level crossing strike-ins) the headway shall consider the delayed release on approaching the signal and a proceed at maximum permitted speed once the aspect has cleared.

15. Delayed clearance signals shall be identified in the headway table. 16. All PSRs shall be considered for the purpose of headway calculations.


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Appendix A. Signalling Positions

A.1. Types of Signalling

Figure 2

Two Position (Route Signalling)

Figure 3 Three Position

(Speed Signalling)

A.2. Types of Three Position Signals

Figure 4

Home Signals Figure 5

Automatic Signals


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A.3. Three Position Home, Automatic and Repeating Signal Aspects

Figure 6

Stop Figure 7

Normal Speed Warning Figure 8

Clear Normal Speed

Figure 9

Medium Speed Warning Figure 10

Clear Medium Speed Figure 11

Reduce to Medium Speed

Home Automatic Home Automatic Home Automatic

Home Automatic Home Automatic Home Automatic


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A.4. Three Position Home, Automatic and Repeating Signal Aspects (Continued)

Home Repeating Signal Repeating Signal

Figure 12

Low Speed Caution Figure 13 Warning

Figure 14 Proceed

Home Home Home

Figure 15 ‘A’ Light

Figure 16 65 km/h Medium Speed

Figure 17 80 km/h Medium Speed


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A.5. Three Aspects Headway

Figure 18 Three Aspects Headway

A.6. Four Aspects Headway

Figure 19 Four Aspects Headway