GK/GN0609. Guidance on Identification of Signalling and Related Equipment. Issue One June 2011 Rail Industry Guidance Note for GK/RT0009.

Transcription

1 GN Published by Block 2 Angel Square 1 Torrens Street London EC1V 1NY Copyright 2011 Rail Safety and Standards Board Limited GK/GN0609 Issue One June 2011 Rail Industry Guidance Note for GK/RT0009

2 Issue record Issue Date Comments One June 2011 Original document Superseded documents Supply This Rail Industry Guidance Note does not supersede any other Railway Group documents. The authoritative version of this document is available at Uncontrolled copies of this document can be obtained from Communications,, Block 2 Angel Square, 1 Torrens Street, London, EC1V 1NY, telephone or enquirydesk@rssb.co.uk. Railway Group Standards and associated documents can also be viewed at Page 2 of 16

3 Contents Section Description Page Part 1 Introduction Purpose of this document Copyright Approval and authorisation of this document 4 Part 2 Guidance on Requirements for Identification of Signalling and Related Allocation of infrastructure asset identities Display of infrastructure asset identities Train identity 12 Part 3 Application of this document Application infrastructure managers Application railway undertakings Health and safety responsibilities 14 Definitions and Abbreviations 15 References 16 Page 3 of 16

4 Part 1 Introduction 1.1 Purpose of this document This document gives guidance on interpreting the requirements of Railway Group Standard GK/RT0009, Issue 4, Identification of Signalling and Related. It does not constitute a recommended method of meeting any set of mandatory requirements. All the requirements in GK/RT0009 are reproduced in the sections that follow. Guidance is provided as a series of sequentially numbered clauses prefixed GN immediately below the text to which it relates. Where there is no guidance given, this is stated. Specific responsibilities and compliance requirements are laid down in the Railway Group Standard itself. 1.2 Copyright Copyright in the Railway Group documents is owned by Rail Safety and Standards Board Limited. All rights are hereby reserved. No Railway Group document (in whole or in part) may be reproduced, stored in a retrieval system, or transmitted, in any form or means, without the prior written permission of Rail Safety and Standards Board Limited, or as expressly permitted by law. Rail Safety and Standards Board () members are granted copyright licence in accordance with the Constitution Agreement relating to Rail Safety and Standards Board Limited. In circumstances where Rail Safety and Standards Board Limited has granted a particular person or organisation permission to copy extracts from Railway Group documents, Rail Safety and Standards Board Limited accepts no responsibility for, nor any liability in connection with, the use of such extracts, or any claims arising therefrom. This disclaimer applies to all forms of media in which extracts from Railway Group Standards may be reproduced. 1.3 Approval and authorisation of this document The content of this document was approved by: Control Command and Signalling Standards Committee on 20 January This document was authorised by on 17 May Page 4 of 16

5 Part 2 Guidance on Requirements for Identification of Signalling and Related 2.1 Allocation of infrastructure asset identities Identities of infrastructure assets The following infrastructure assets shall have a defined identity: a) Signalling control centres, signal boxes and gate boxes. b) Lineside signals and indicators. c) Ground frames and ground switch panels. d) Junctions or other distinct groups of points controlled or detected by the signalling system. e) Tunnels, viaducts, swing bridges and other significant physical and / or operational features. f) Neutral sections. g) Level crossings. GN01 GN02 GN03 GN04 GN05 GN06 The infrastructure asset identities provide a framework for drivers and other operational personnel to relate locations and lineside equipment to sectional appendices, operating notices, timetables and other operational publications for route learning and fault reporting purposes. Place names should, as far as possible, be consistent and compatible with locally used neighbourhood names. This is to avoid confusion when operators call the emergency services. Common names should be used for assets at the same geographical location, such as a signal box and an adjacent junction, station or level crossing. When new assets are to be installed, their identities should be determined well in advance to enable engineering drawings and specifications to carry the same names as will be carried forward into operational publications. Identities chosen should be consistent with names already in use in the Sectional Appendix. Further requirements for the naming of level crossings are set out in GK/RT0192. Further requirements for the identification of lineside signals and indicators are set out in Identities of lines Each line and siding, within or adjoining a signalled area, shall have a unique defined identity Single and bidirectional lines which have no predominant direction of traffic shall be identified by single, up & down or reversible Where necessary, to aid identification, the line identity shall also include an identification of route. Such line identities shall be unique within signalling control centre areas. Page 5 of 16

6 GN07 The precise and consistent identification of lines is necessary because: a) Operating staff (for example train crew, shunters and signallers) use line names when communicating operating instructions. b) Line names are used by the infrastructure manager and railway undertakings when preparing timetables, sectional appendices, operating notices and other operational publications. c) They are required to support: i) Safe and efficient working under normal and degraded conditions, and ii) The limits of possessions and temporary works to be defined without ambiguity. GN08 GN09 Except for single lines, the identity should contain a direction ( down or up ), as set out in GO/RT3215 Appendix C Use of the terms up or down, as necessary, to enable correct formatting of Sectional Appendix pages. It is permitted to add suffixes, for example, Northbound or Southbound. Bidirectional lines, which have a predominant direction of traffic, should be identified by the predominant direction, for example, down or up, as set out in GO/RT3215 Appendix C Identities of signalling control centres Each portion of route or signalling control centre shall be assigned a unique code of a maximum of three characters Each item or function shall have a unique identity within the portion of route or signalling control centre. GN10 GN11 GN12 GN13 The unique (to the area) identity code provides a common reference that is used by railway undertaking personnel (typically drivers) and the signaller when it is necessary for them to come to a common understanding about infrastructure features, for example, signals. Typically, they are used for train position and signalling equipment fault reporting. By labelling according to portions of route it is then possible to reallocate a different control centre without the need to renumber the signalling equipment. The portion of route or signalling control centre identity should consist of alphabetic characters derived from the extremities of the portion of route or signalling control centre name. Where such an identity includes a number, it is permissible to include this as a numerical character in the identity code. Where adjacent signalling control centre identities start with the same letter, a second character should be added to differentiate between the control areas. If the signalling control centre controls a large area, a second or third character should be used to denote a specific locality or signaller control area, for example: YF to denote Yoker (Finneston) EG to denote Edinburgh (Grantshouse) GN14 GN15 The same convention may be used to denote functions controlled or slotted by gate boxes or ground frames within control areas of larger signalling control centres. Alternatively, it is permissible to use unique identities for specific portions of route, with identity codes derived from the names of the localities at each end of the section of route. Page 6 of 16

7 GN16 The same identity code should be applied to all signals and other functions controlled or supervised by the portion of route or signalling control centre. Further requirements for the identification of signals are set out in GK/RT Identities of signalling lockout systems Each signalling lockout system shall be identified by a numeric identity unique to the signal box. Regardless of signal box or locality prefixes, there shall be adequate separation between similar identities so that there is no possibility of confusion for users as to which section is in use. GN17 GN18 GN19 The unique (to the area) lockout system identities are required so that users of the protection systems are able to relate each set of equipment to a particular section of railway when taking or giving up lockout protection and for signal equipment fault reporting. Where lockout protection systems include more than one key release instrument, each instrument should be identified by a distinctive suffix. It is permitted for lockout systems to be provided for the use of the infrastructure manager and / or railway undertaking. Further requirements for signalling lockout systems provided for use by a railway undertaking are set out in GK/RT Allocation of identities of other assets The Close Doors Indicator (CD) and Right Away Indicator (RA) shall be identified using the associated signal or European Train Control System (ETCS) block marker identity or, where there is no relevant signal or ETCS block marker, with the platform identity OFF indicators shall be identified with the relevant signal or ETCS block marker Points indicators shall be identified using the relevant point identification number Signal Passed at Danger (SPAD) indicators shall be identified using the relevant signal(s) identification The following ETCS features shall be allocated identities: a) Block markers. b) Cab signalling shunt entry boards. c) Indication of start of cab-signalling. GN20 The equipment identities provide a common reference that is used by railway undertaking personnel (typically drivers) and the signaller, when it is necessary for them to come to a common understanding about infrastructure features, for example signals. Typically, they are used for train position and signalling equipment fault reporting. Page 7 of 16

8 GN21 Passive lineside signs associated with the running of trains should be allocated identities for maintenance, documentation and record purposes. Examples are signs for: a) The stopping of trains. b) The speed of trains. c) Warning systems (for example, Automatic Warning System (AWS) gap signs). d) Changes in communication channels. GN22 Balises, loops and track equipment used for data transmission between track and trains should be allocated identities for maintenance, documentation and record purposes. (Requirements for identification of equipment for ETCS packet 44 applications are set out in GE/RT8064.) 2.2 Display of infrastructure asset identities Provision of lineside operational signs Signalling and related equipment identities shall be displayed for the following assets so that the identity is visible to traincrew at permissible speed in daylight: a) Signalling control centres and gate boxes (except where these are remote from the railway). b) Ground frames and switch panels. c) Level crossings. d) Junctions and other distinct groups of points. e) Tunnels, viaducts, swing bridges and other significant physical features GI/RT7033 identifies signs that are to be provided with grid references. GN23 GN24 GN25 GN26 GN27 Infrastructure manager and railway undertaking personnel are required to use equipment identities when communicating operational messages. The identities of all lineside features that might need to be known to traincrew, for route learning or incident reporting purposes, should be signed such that their names can be read from the cab of a train travelling at the permissible speed of the line. Where the permissible speed is high, some features, for instance level crossings, may need to have signs facing in both directions. Some signs include the six figure national grid reference to enable emergency services and other utilities to locate railway assets in relation to access roads, power lines etc. Where adjacent features share a common name, and a sign on an adjacent feature provides the required identification, it is not necessary to provide separate signs. Further requirements for lineside operational signs are set out in GI/RT7033. Page 8 of 16

9 2.2.2 Provision of signal and indicator identification plates Signal identification plates shall be provided at all of the following signals and indicators: a) Colour light signals. b) Semaphore stop signals. c) Semaphore distant signals. d) Independent position light signals. e) Limit of shunt signals. f) Banner repeating signals. g) Stop boards. h) Distant boards. i) Preliminary route indicators. j) SPAD indicators. k) OFF indicators. l) SPAD indicators combined identification sign and plate. m) Loading / unloading indicators separate identification plate as for a running signal. n) Other indicators where the associated control function is not obvious, for example, RA indicators separate identification plate as for a running signal Requirements for signal identification plates that are required to be read by drivers are set out in GI/RT7033. GN28 GN29 GN30 Signal and indicator identities are typically used to establish where the caller is speaking from when verbal communication takes place between a driver and the signaller in accordance with the GE/RT8000 Rule Book. The communication may be required in connection with normal, degraded or emergency situations. Signal and indicator identities may also be used by personnel working on or about the line, typically when it is necessary to contact the signaller in order to configure protection systems during signalling maintenance activities or in an emergency. Signal identities should be displayed so that: a) Drivers and other trackside personnel are able to clearly identify the correct signal number when contacting the signaller, and b) Signallers are able to clearly identify the signal that the caller is speaking from. GN31 When speaking to the signaller from a signal, the GE/RT8000 Rule Book requires the caller to state the signal identity depicted on the associated signal identification plate at the beginning of the conversation. The signaller uses the stated signal identity to locate the position of the signal within the layout using the signal display system (for example, signal box diagram, panel, visual display unit (VDU). This provides both parties with a means of establishing a common reference point, so that the signaller understands which signal the Page 9 of 16

10 driver is speaking from, and allows the signaller to relate that position to any other train movements that may take place. GN32 GN33 GN34 The relationship between the signal number depicted on the identification plate and the identification of the signaller s operating device(s) is important to the signaller. It is essential that the signaller is able to identify the depicted signal identity on the signal display system. Care should be taken when numbering adjacent signals, so that parallel signals do not display numbers that are similar in nature (for example, signal AB51 should not be positioned within five adjacent signals of signal AB61). Where more than five signals are located on parallel tracks in close proximity, the numbers of signals with the same last digit should be significantly different in other respects. Further requirements for lineside operational signs are set out in GI/RT The following ETCS features shall have an identification plate: a) Block markers. b) Cab signalling shunt entry boards. c) Indication of start of cab-signalling Signal identification plates shall distinguish between: a) Passable and non-passable stop signals. b) Colour light stop signals and isolated colour light distant signals. c) 2-state and 3-state banner repeating signals. GN35 GN36 The GE/RT8000 Rule Book sets out the operational requirements associated with signal identification. The distinction between stop signals and distant signals and 2-state and 3-state banner repeating signals is identified because this may form part of the route knowledge of a driver Displayed signal identities shall be unique to the portion of route or controlling signal box and shall incorporate all of the following: a) The portion of route or signalling control centre prefix code. b) The signal number, which shall be the signal primary identification where this applies. c) An arrow, where a shunting or a subsidiary signal is positioned on the right-hand side of the line in the direction of traffic. It is permitted for arrows to be provided where main signals are positioned on the righthand side of the line if the sighting committee believes that extra clarity is required. GN37 Where a signal consists of multiple elements or has more than one control device, the signal is identified by the primary control device only. The signaller s display identifies the same primary identity. Page 10 of 16

11 GN38 GN39 GN40 Identification plates at main signals should always incorporate the portion of route or signalling control centre prefix code. This is so that the driver knows which signal box is to be contacted when communicating with the signaller. Identification plates for independent position light signals positioned on the right-hand side of the line in the direction of travel should always incorporate an arrow to indicate which line the signal applies to. Signals on the left-hand side of the line may incorporate an arrow where this helps to avoid confusion about the applicable line, typically at a position light signal positioned between running lines. Where semaphore or colour light signals are operated by more than one lever or switch: a) The signal should be identified using only one of the relevant numbers, known as the signal primary identification (for example, the straight ahead route at a junction signal), and b) The signalling display system should be designed so that the signaller can easily identify the signal primary identification (for example, use of a larger / bold font on a signal box diagram). GN41 GN42 The distinction between different types of signal and indicator is identified because this may form part of the route knowledge of a driver. Where there are several indicators within a set, for example loading / unloading or OFF indicators, individual indicators should be identified by a suffix The following signals shall also display a suffix as part of the displayed signal identity, that is unique to that type of signal or indicator: a) Banner repeating signals shall have the same signal box prefix code and signal number identification as the repeated signal, with the addition of the suffix BR. Where multiple banners are provided for a signal, individual banners shall be identified by suffixes BR-1, BR-2, in the direction of traffic. b) Co-acting signals shall have the same signal box prefix code and signal number identification as the primary signal, with the addition of the suffix CA. c) It is permitted for distant signals worked from the same lever or switch as the associated stop signal to have the same prefix code and signal number identification as the stop signal, with the addition of the suffix R. d) It is permitted for outer distant signals worked from the same lever or switch as the associated stop signal to have the same prefix code and signal number identification as the stop signal, with the addition of the suffix RR. e) SPAD indicators shall have the same signal box prefix code and signal number identification as the associated signal(s), with the addition of the suffix SPAD, except where multiple SPAD indicators are provided in association with a signal(s), in which case the suffix shall be SPAD-A, SPAD-B (and so on). f) Preliminary route indicators shall have the same number as the junction signal to which they apply, with the addition of the suffix PRI, except where two preliminary route indicators are provided in a sequence, in which case: i) The outer preliminary route indicator shall have the suffix PRI-A, and ii) The inner preliminary route indicator shall have the suffix PRI-B. g) Loading and unloading indicators shall have a suffix to identify individual indicators within a set. Page 11 of 16

12 With the exception of the applications set out in a) to f), all signals shall be individually numbered as part of a sequence. GN43 Where practicable, the signal identities used within the layout should: a) Present a logical sequence of signal numbers to drivers when train movements take place (for example, an ascending sequence of numbers for down direction moves and a descending sequence of numbers for up direction moves). b) Use separate and distinct sequences of numbers for signals on adjacent running lines. GN44 GN45 Where signals are controlled by a lever frame or individual control switch panel, the signal identity should incorporate the controlling device number. The signalling asset management system should take account of the risks arising from degradation of signal identities. 2.3 Train identity Reporting of train identity GE/RT8270 sets out the process for the assessment of compatibility that is required whenever a material change is to be made that affects the interface between the signalling system and railway undertakings or any infrastructure managers that operate trains When it becomes necessary for the operation of the signalling system for train-mounted equipment to report the identity of the train on which it is installed, a system for allocating and recording these identities in which the infrastructure and the rolling stock sub-systems are compatible shall be established and maintained. GN46 Where control or supervision is via train-mounted systems, it is necessary for trainmounted equipment to utilise agreed protocols for the identification of each train to the signalling system so that the latter can issue: a) Appropriate movement authorities. b) Safety-critical advice to drivers regarding train movements. GN47 Identification of individual trains can be either: a) Automatic on each occasion, subsequent to the driver having input the train identity at the start of each journey, or b) Manual on each occasion. Examples of the former are the European Train Control System (ETCS) and Global System for Mobile Communications - Railway (GSM-R) systems, and of the latter, Radio Electronic Token Block (RETB) voice communications. Page 12 of 16

13 Part 3 Application of this document 3.1 Application - infrastructure managers Scope The requirements of this document apply to all work and alterations that require new identities or signage It is permissible for the infrastructure manager to designate specific infrastructure projects, ongoing when this document comes into force, for which compliance with the requirements of this document applicable to the design, construction and commissioning of new or altered infrastructure is not mandatory. When designating such projects, the infrastructure manager shall consider: a) Its responsibilities under its current safety authorisation. b) The stage reached by the project at the time this document comes into force (for example, approval in principle). c) Whether compliance is necessary to ensure compatibility with other parts of the infrastructure. d) Whether compliance is necessary to facilitate safe interworking having regard to changes to related requirements mandated on another infrastructure manager or a railway undertaking. e) The economic impact of compliance, but subject to its current safety authorisation in relation to the infrastructure in question Action to bring existing identities into compliance with the requirements set out in 2.1 and 2.2 of this document is not required Exclusions from scope There are no exclusions from the scope specified in for infrastructure managers General compliance date for infrastructure managers This Railway Group Standard comes into force and is to be complied with from 03 September After the compliance dates or the date by which compliance is achieved if earlier, infrastructure managers are to maintain compliance with the requirements set out in this Railway Group Standard. Where it is considered not reasonably practicable to comply with the requirements, authorisation not to comply should be sought in accordance with the Railway Group Standards Code Exceptions to general compliance date There are no exceptions to the general compliance date specified in for infrastructure managers. Page 13 of 16

14 3.2 Application - railway undertakings Scope The requirements of this document apply to all work relating to train identities that affects the interface between trains and the signalling system, as set out in The requirements of this document apply where it is known, or becomes known, that the requirements relating to train identities affect the interface between trains and the signalling system, as set out in Action to bring existing signage into compliance with the requirements set out in 2.1 and 2.2 of this document is not required Exclusions from scope There are no exclusions from the scope specified in for railway undertakings General compliance date for railway undertakings This Railway Group Standard comes into force and is to be complied with from 03 September After the compliance dates or the date by which compliance is achieved if earlier, railway undertakings are to maintain compliance with the requirements set out in this Railway Group Standard. Where it is considered not reasonably practicable to comply with the requirements, authorisation not to comply should be sought in accordance with the Railway Group Standards Code Exceptions to general compliance date There are no exceptions to the general compliance date specified in for railway undertakings. 3.3 Health and safety responsibilities Users of documents published by are reminded of the need to consider their own responsibilities to ensure health and safety at work and their own duties under health and safety legislation. does not warrant that compliance with all or any documents published by is sufficient in itself to ensure safe systems of work or operation or to satisfy such responsibilities or duties. GN48 There is no guidance associated with Part 3. Page 14 of 16

15 Definitions and Abbreviations AWS Automatic Warning System. Block marker A sign provided for the information of drivers on ERTMS signalled lines. It indicates a location designated as an End of (Movement) Authority when trains are operating in degraded mode. CD Close Doors Indicator. European Rail Traffic Management System (ERTMS) A system providing real-time control and supervision of trains, consisting of trainborne, track and lineside equipment. European Train Control System (ETCS) A subset of ERTMS providing a level of protection against overspeed and overrun depending upon the capability of the lineside infrastructure. GSM-R Global System for Mobile Communications Railway. Identification plate A conspicuous identity sign that can easily be read by users. The plate can be a lineside sign, or part of a lineside sign. RA Right Away Indicator. RETB Radio Electronic Token Block. SPAD Signal Passed at Danger. Other signalling related terms are defined in GK/GN0802. Page 15 of 16

16 References The Catalogue of Railway Group Standards and the Railway Group Standards CD-ROM give the current issue number and status of documents published by. This information is also available from Documents referenced in the text RGSC 01 Issue Three Railway Group Standards Code Railway Group Standards GE/RT8000 GE/RT8064 GE/RT8270 GI/RT7033 GK/RT0009 GK/RT0045 GK/RT0192 GK/RT0212 GK/RT0407 GO/RT3215 documents GK/GN0802 Rule Book European Train Control System: The Management of Packet 44 Assessment of Compatibility of Rolling Stock and Infrastructure Lineside Operational Safety Signs Identification of Signalling and Related Lineside Signals, Indicators and Layout of Signals Level Crossing Interface Requirements Signalling Lockout Systems to Protect Railway Undertaking Personnel ERTMS Principles (when published) Requirements for the Weekly Operating Notice, Periodical Operating Notice and Sectional Appendix Glossary of Signalling Terms Page 16 of 16