Advanced Train Management System Trackside Signalling

Division / Business Unit: Safety, Engineering Standards & Technology

Function: Engineering (Signalling)

Document Type: Standard

© Australian Rail Track Corporation Limited (ARTC)

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CONFIDENTIAL Page 1 of 41

Advanced Train Management

System Trackside Signalling Design

Principles

ESD-08-02

Applicability

ARTC Network Wide

Publication Requirement

Internal / External

Primary Source

ESD-08-01

Document Status

Version # Date Reviewed Prepared by Reviewed by Endorsed Approved

1.0 22 Dec 20 ATMS Team Stakeholders Manager

Signalling

Standards

General Manager

Technical Standards

22/12/2020

Amendment Record

Amendment

Version #

Date

Reviewed

Clause Description of Amendment

1.0 22 Dec 20 All First issue of document

http://www.artc.com.au/

Advanced Train Management System Trackside Signalling Design Principles

ESD-08-02

This document is uncontrolled when printed. Version Number: 1.0 Date Reviewed: 22 Dec 20 Page 2 of 41

Table of Contents

Table of Contents ............................................................................................................................................. 2

1 Introduction ............................................................................................................................................. 6

1.1 Purpose .......................................................................................................................................... 6

1.2 Limitations ...................................................................................................................................... 6

1.3 Scope ............................................................................................................................................. 6

1.4 Responsibilities .............................................................................................................................. 6

1.5 ARTC Reference Documents ......................................................................................................... 6

1.6 Definitions & Abbreviations ............................................................................................................ 7

2 Introduction to ATMS ........................................................................................................................... 10

2.1 Overview ...................................................................................................................................... 10

2.1 ATMS Key Concepts .................................................................................................................... 11

2.1.1 Train Location Reporting .............................................................................................................. 11

2.1.2 Remote Points Control.................................................................................................................. 11

2.1.3 Control Points (CP) ....................................................................................................................... 11

2.1.4 Management of Equipped and Unequipped Rail Traffic ............................................................... 11

2.1.5 Electronic Authorities .................................................................................................................... 11

2.1.6 Authority Enforcement .................................................................................................................. 11

2.1.7 Bi-Directional Double Track .......................................................................................................... 12

2.1.8 Electronic Blocks and Authority Roll up ........................................................................................ 12

2.1.9 Paperless Cab .............................................................................................................................. 12

2.1.10 Network Control Centre Redundancy ........................................................................................... 12

2.1.11 Train Integrity ................................................................................................................................ 12

2.1.12 Entry/Exit from ATMS Territory: .................................................................................................... 12

2.1.13 Trackside infrastructure used with ATMS ..................................................................................... 12

3 ATMS Principles ................................................................................................................................... 14

3.1 General Arrangement ................................................................................................................... 14

3.2 Track Design ................................................................................................................................ 14

3.2.1 Control Points and Overlap ........................................................................................................... 14

3.3 Point Control and Monitoring ........................................................................................................ 14

3.3.1 Manual Points Control .................................................................................................................. 15

3.3.2 Emergency Operation of Points .................................................................................................... 15

3.3.3 Operating Points from Local Control ............................................................................................. 15

3.3.4 Local Control of Point Setting Indicators and Main Line Indicators ............................................... 15


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3.3.5 Train detection systems and Track Locking .................................................................................. 16

3.3.6 Types of Train detection systems used for Track Locking ............................................................ 16

3.3.7 Extent of Train detection systems for Track Locking .................................................................... 16

3.3.8 Alternative to Entrance and Exit train detection system ................................................................ 16

3.4 Entering/Exiting ATMS Territory ................................................................................................... 17

3.4.1 Train Detection ............................................................................................................................. 17

3.4.2 Mapped Track ............................................................................................................................... 17

3.5 Interfacing with Other Rail Providers ........................................................................................... 19

3.5.1 RIM Interface Principles ................................................................................................................ 19

3.5.2 Designing the ATMS RIM Interface .............................................................................................. 19

3.5.3 Private Siding ............................................................................................................................... 21

3.6 Trackside Interface Units (TIU) .................................................................................................... 21

3.7 Locking of Derailers at Locations ................................................................................................. 21

4 ATMS Indicators and Signs ................................................................................................................. 22

4.1 ATMS Signal Indicators ................................................................................................................ 22

4.1.1 Main Line Indicators (MLI)/Repeaters ........................................................................................... 22

4.1.2 Point Setting Indicators (PSI) ........................................................................................................ 22

4.1.3 Visual Indicators at or near points ................................................................................................ 23

4.2 ATMS Signs ................................................................................................................................. 24

4.2.1 Location Ahead ............................................................................................................................. 24

4.2.2 Yard Limit (YL) .............................................................................................................................. 24

4.2.3 Limit of Shunt Signs ...................................................................................................................... 25

4.2.4 Control Point (CP) ........................................................................................................................ 25

4.2.5 Mapped Track Sign....................................................................................................................... 26

4.2.6 Location Name Signs.................................................................................................................... 26

4.2.7 Kilometrage Signs ........................................................................................................................ 27

4.2.8 “Begin ATMS Working” sign ......................................................................................................... 27

4.2.9 “End ATMS Working” sign ............................................................................................................ 28

4.2.10 Network Control Boundary Location signs .................................................................................... 28

5 Types of ATMS Locations ................................................................................................................... 30

5.1 Block Location .............................................................................................................................. 30

5.2 Crossing Location ........................................................................................................................ 30

5.3 Siding Location ............................................................................................................................. 31

5.4 Crossing Location with Siding(s) .................................................................................................. 32

5.5 Closely Spaced Features ............................................................................................................. 33

5.5.1 Level Crossings ............................................................................................................................ 34


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5.6 Level Crossings ............................................................................................................................ 35

5.6.1 Level Crossing some distance from the Loop/Siding .................................................................... 35

5.6.2 Level Crossing close to the Loop/Siding ....................................................................................... 36

5.6.3 Sidings on each side of the Level Crossing .................................................................................. 37

5.6.4 Specific Provisions for Passenger or Stopping Rail Traffic ........................................................... 37

5.7 Dual/Single Crossover ................................................................................................................. 38

5.8 Triangles ....................................................................................................................................... 38

5.9 Main Line Junctions ..................................................................................................................... 39

5.10 Other Location Types ................................................................................................................... 39

6 Appendix A Control Point Numbering Conventions ......................................................................... 40


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LIST OF TABLES Table 1-1: Standards ......................................................................................................................................... 6 Table 1-2: Abbreviations and Acronyms ............................................................................................................ 7 Table 1-3: Definitions ......................................................................................................................................... 7 Table 1-4: List of Symbols ................................................................................................................................. 8 Table 6-1: CP Numbering Conventions ........................................................................................................... 40

LIST OF FIGURES Figure 1 ATMS Driver Management Interface (DMI) ....................................................................................... 10 Figure 2 ATMS Train detection systems on Points ......................................................................................... 16 Figure 3 Mapped Track and entrance/exit Train detection systems ............................................................... 17 Figure 4 Territory, Mapped and Unmapped track ........................................................................................... 18 Figure 5 Option 1 - ATMS RIM Interface ......................................................................................................... 20 Figure 6 Option 2 - ATMS RIM Interface ......................................................................................................... 20 Figure 7 Private Siding off Loop ...................................................................................................................... 21 Figure 8 Loop with Main Line Indicators .......................................................................................................... 22 Figure 9 Loop with PSI .................................................................................................................................... 23 Figure 10 Visual Indicators at Points ............................................................................................................... 23 Figure 11 Location Ahead Sign ....................................................................................................................... 24 Figure 12 Yard Limit Sign ................................................................................................................................ 25 Figure 13 Limit of Shunt Sign .......................................................................................................................... 25 Figure 14 Loop with Shunting Limits ............................................................................................................... 25 Figure 15 Control Point Numbering ................................................................................................................. 26 Figure 16 Begin/End ATMS Mapped Track sign ............................................................................................. 26 Figure 17 Location Name Signs ...................................................................................................................... 27 Figure 18 Kilometrage on a Yard Limit Sign .................................................................................................... 27 Figure 19 Begin ATMS Working Sign .............................................................................................................. 28 Figure 20 End ATMS Working Sign ................................................................................................................. 28 Figure 21 Network Control Boundary Signs .................................................................................................... 29 Figure 22 No Crossing loop or siding .............................................................................................................. 30 Figure 23 ATMS Crossing Loop ...................................................................................................................... 30 Figure 24 Location with Siding ........................................................................................................................ 31 Figure 25 ATMS Crossing Loop with Siding .................................................................................................... 32 Figure 26 Closely Spaced Features – Section between locations .................................................................. 33 Figure 27 Closely Spaced Features –Back to Back Yard Limits ..................................................................... 33 Figure 28 Closely Spaced Features –Individual Shunting ............................................................................... 34 Figure 29 Closely Spaced Features - Level Crossing close to Points ............................................................ 34 Figure 30 Level Crossing some distance from an ATMS Location ................................................................. 35 Figure 31 Level Crossing some distance from an ATMS Location – Alternative Yard Limit ........................... 35 Figure 32 Multiple Level Crossings ................................................................................................................. 36 Figure 33 Level Crossing with MLI to Prevent Tail Flashing ........................................................................... 36 Figure 34 Level Crossing Adjacent to Loop..................................................................................................... 37 Figure 35 ATMS Dual Crossover ..................................................................................................................... 38 Figure 36 Triangle ............................................................................................................................................ 38 Figure 37 Main Line Junction .......................................................................................................................... 39 Figure 38 CP Numbering at a Loop ................................................................................................................. 40 Figure 39 CP Numbering at consecutive Loops .............................................................................................. 40


ESD-08-02

Introduction


1 Introduction

1.1 Purpose

This document describes the trackside signalling design principles of the Advanced Train

Management System (ATMS) for application across the ARTC railway network.

1.2 Limitations

At the time of publishing this document, the ATMS Rules have not been developed for Australian

jurisdictions outside of SA/WA. In jurisdictions outside of SA/WA where ATMS is to be designed

and deployed, any conflict or clarification relating to ATMS Rules shall refer to ARTC.

1.3 Scope

This standard covers the trackside signalling design principles for the Advanced Train Management

System (ATMS) applicable to new or upgraded ATMS deployment areas including:

• A general Introduction to ATMS;

• General Trackside Signalling Principles;

• Indicators and Signage Principles; and

• Generic ATMS location types.

1.4 Responsibilities

The General Manager Technical Standards is the Document Owner. For any query, initial contact

is to be made at [email protected].

The Signal Designer is responsible for the implementation of this standard in any new signalling

designs.

The Signal Design Manager is responsible for managing the process and ensuring consultation

with stakeholders. The Signal Design Manager is responsible that the signalling design meets the

operational requirements and are safe So Far as is Reasonably Practicable (SFAIRP).

1.5 ARTC Reference Documents

The following documents support this standard:

Table 1-1: Standards

Standard Ref Title

Code of Practice Code of Practice for the Defined Interstate Rail Network – Volume 3

Operations and Safeworking Part 1 Rules and ARTC Addendum to the Code

of Practice Issue 4-3 4 Oct 15

- Electronic Authority - Advanced

Train Management System (ATMS) v1.0

TA20 ARTC Code of Practice for the Victorian Main Line Operations (Victorian

Rule book)

- New South Wales Network Rules and Procedures

ANSG 604 Indicators and Signs (NSW Only)

ESD-03-01 Level Crossing Design

ESD-05-01 Common Signal Design Principles S1

Section 7 Clearances

mailto:[email protected]


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Introduction


Standard Ref Title

ESD-07-01 Points

ESD-08-01 Train Order Working

ESD-08-03 Placement of Yard Limit Signs

ESD-13-03 ATMS Equipment Data Management Guidelines

ESD-13-04 ATMS Generic Application Logic Design Specification

1.6 Definitions & Abbreviations

Table 1-2: Abbreviations and Acronyms

Abbreviation/Acronym Definition

AAR Association of American Railroads

AckTP Acknowledge to Proceed

AMS Authority Management Server (an element of the ATMS)

ARTC Australian Rail Track Corporation

ATMS Advanced Train Management System

CP Control Point

DMI Driver Management Interface

EOL Emergency Operating Lock (for motor points)

EYL End Yard Limit

HVI High Voltage Impulse

ICE In-Cab Communications Equipment

LDS Location Determination System (an element of the ATMS)

MLI Main Line Indicator

PE Point Enhancer

PSI Points Setting Indicator

RIM Rail Infrastructure Manager

RTC Rail Traffic Crew

SL Shunt Limit

TCS Train Control System (a variant of Hitachi’s Phoenix)

TIU Trackside Interface Unit (an element of the ATMS)

TLE Target Light Enhancer

YL Yard Limit

Table 1-3: Definitions

Term Definition

AAR Standard Association of American Railroads Section K

ATMS Rules Safeworking Rules for the operation of ATMS on ARTC DIRN.

ATMS Territory The section of track over which an ATMS Authority may be granted.

Authority Management Server The element of ATMS that safely validates authorities and manages

trackside interlocking.

Bi-directional MLI A Main Line Indicator that can be viewed by rail traffic in both running

directions.

Control Point A location denoting where an authority may be issued to or from.

Degraded Mode ATMS has lost communications between the rail traffic and AMS.

End of Train The physical back of a train oriented away from a train’s travelling direction.


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Introduction


Term Definition

Enforced ATMS has caused the rail traffic brakes to be applied either because the rail

traffic is overspeed, is predicted to move past its limit of authority or does not

hold an authority for that section of track.

Halo An internal safety parameter ATMS uses to protect equipped rail traffic. It

always precedes the physical head end of rail traffic and extends behind the

end of rail traffic.

Head of Train The physical front of a train oriented by a train’s travelling direction.

Location A place on the network with a designated name, identification number, or

signalling reference.

Main Line Indicator Wayside Indicators to indicate to a rail traffic crew travelling on the authority,

that the interlocking equipment, such as points and level crossings, are set

for the rail traffic to proceed.

Manual Points Control

Mechanism

A device used for the manual control of motorised points. Includes

Emergency Switch Machine Lock handle (ESML handle), Emergency

Operator Lock key (EOL key), Hand Lever Mode and crank handle

mechanisms.

Mapped Track A section of track that abuts ATMS territory used by ATMS to register and

log on/off the equipped rail traffic.

Master Key A key used to operate points mechanisms that is locked in a line side safe.

Points Track structures which provide for one track to join or cross another.

Points Setting Indicator Electrically or mechanically controlled colour-light indicator of points state

(normal/reverse and locked/unlocked).

Resolve to territory The longest time required for ATMS to log in and receive its movement

authority is up to 16 minutes (subject to driver input time). Note that most of

this time is GPS fixing. This can be performed outside mapped track or

territory.

Safe Head End An internal safety parameter ATMS uses to protect equipped rail traffic. It

always precedes the physical head end of rail traffic.

Shunt Limit A position on a railway track, usually marked by a sign, which represents the

limit for any shunting movements.

Trackside Interface Unit Programmable interface that electronically controls and monitors interlocking

of points and associated signalling equipment.

Yard Limit The defined area at an interlocking where yard working applies.

Table 1-4: List of Symbols

Symbol Meaning

Trackside Interface Unit

Location Ahead Sign

YL

Yard Limit Sign

YL (CP)

Yard Limit Sign with Control Point (CP)

Points Setting Indicator (mechanical)

Points Setting Indicator (electrical)

Main Line Indicator

Local Push Button


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Introduction


Symbol Meaning

SL

Shunt Limit Sign

Points

Train Detection System

CP Control Point

Level Crossing flashing lights


ESD-08-02

Introduction to ATMS


2 Introduction to ATMS

2.1 Overview

ATMS is a communication based safeworking system that issues an Authority which authorises rail

traffic to move between specified points. The RTC is required to comply with the instructions in the

Authority in addition to any signage or visual indicators. The route over which rail traffic is authorised

to move is verified as cleared by the Network Controller via the TCS and ATMSs Authority

Management Server. Where rail traffic is equipped with ATMS, the Authority is transmitted directly

to the rail traffic and displayed electronically to the RTC. Where the rail traffic is not equipped with

ATMS, written authorities are used per existing safe-working procedures.

Trackside ATMS signs and visual indicators are provided to identify the ATMS working territory

limits, Locations, Control Points, Point settings and other limits. Control Points are used to visually

identify the location at which an authority can start or finish. Start and limit of authority are displayed

on the Driver Machine Interface (DMI) of equipped rail traffic along with other information such as

speed and speed limit, train location, track features, train length/direction and braking curve as

illustrated in Figure 1. For unequipped trains, the start and limit of authority and other train working

instructions are contained within the written authority.

Figure 1 ATMS Driver Management Interface (DMI)


ESD-08-02



2.1 ATMS Key Concepts

Listed below are several key concepts specific to ATMS and likely to be informative to Signalling

Design.

2.1.1 Train Location Reporting

ATMS continually monitors, determines and reports the location of ATMS equipped rail traffic

approximately every 15 seconds to both the RTC and Network Controller. Both the Safe Head End

and End of Train are notified. ATMS creates a safety ‘halo’ in front of and behind the physical train

to ensures that rail traffic cannot violate any authorities.

2.1.2 Remote Points Control

Points controlled by ATMS are remotely controlled from the Network Control Centre. ATMS

assesses then automatically sets points alignment as part of the authority request validation

process (provided authority request is safe).

Points can be configured for either:

• self-restore to the normal position; or

• set for the next route or alternate safe route (used for flanking protection);

but not both.

2.1.3 Control Points (CP)

ATMS only issues Authorities between two ATMS Control Points. A Control Point is an electronic

location within ATMS’s Track Database. Control Points usually correspond to physical location

features such as Loop clearance points, Yard Limits, Shunt Limits and Begin/End ATMS Territory.

Virtual Control Points that do not correspond to a physical location marker can also be created.

Virtual Control Points are used where an Authority Limit is required but no track feature exists. An

example is at a cross over between rail operators (refer Figure 5).

2.1.4 Management of Equipped and Unequipped Rail Traffic

ATMS support management of both Equipped (ATMS fitted) and Unequipped (ATMS not fitted) rail

traffic.

Equipped Rail Traffic automatically receive and display electronic authorities. The DMI allows RTC

to real-time track occupancy including other rail traffic, TSRs or Track Workers with approximately

a 10 km ‘look ahead’.

For unequipped trains, authorities are managed electronically in the Network Control Centre and

issued to trains via voice communication between the Network Controller and RTC.

2.1.5 Electronic Authorities

ATMS will automatically issue authorities in the form of Electronic Authorities. These can be uni-

directional or bi-directional and includes Shunting authorities. Authorities can only be granted

between ATMS Control Points within the ATMS Territory.

2.1.6 Authority Enforcement

ATMS will ensure that equipped rail traffic does not exceed the limits of its Electronic Authorities by

warning the RTC if the train is not predicted to stop before the authority limit. If the RTC does not

bring the train within the predictive speed curve after receiving the warnings, ATMS will


ESD-08-02



automatically apply the service then emergency (if required) brakes to bring the train to a full stop.

ATMS will also enforce an equipped train which attempts to move against the direction of its

authority, exceeds the permitted track speed or attempts to enter ATMS Territory without a valid

authority.

2.1.7 Bi-Directional Double Track

ATMS supports ability for trains to run in either direction on double track.

2.1.8 Electronic Blocks and Authority Roll up

ATMS territory is not partitioned into physical section blocks, but by electronic blocks defined in the

ATMS Track Database. Block size is configurable and currently set at 500m. Once rail traffic is

confirmed clear of an electronic block, ATMS will automatically mark that electronic blocks as

available for allocation to other rail traffic (‘authority roll up’). This significantly increase the available

capacity within ATMS Territory. Should the location of a train become undefined (for example a

comms outage), ATMS will not release any blocks past the last known location of that train until the

train is cleared at the limit of authority. ATMS permits the rail traffic to autonomously proceed to

the limit of authority in this circumstance.

2.1.9 Paperless Cab

ATMS will provide trackside worker protection by notifying equipped trains of track worker

possessions and preventing equipped trains from encroaching upon their limits unless confirmed

safe to do so. Temporary speed restrictions will be created and maintained; equipped trains will be

enforced to the most restrictive speed of the temporary speed restrictions and track speed. ATMS

allows rail traffic to close up for rescue or to fit multiple trains in a loop.

2.1.10 Network Control Centre Redundancy

Although not currently implemented, ATMS supports multiple Network Control Centres.

2.1.11 Train Integrity

ATMS continuously monitors train integrity through integrated Head of Train and End of Train

equipment every 15 seconds. This is four times more frequent than the AAR Standard requires.

Should ATMS detect a loss of train integrity, automatic rollup of the rail traffic's authority will be

suspended, warnings will be provided to the RTC, and alerts will be provided to the responsible

Network Controller.

2.1.12 Entry/Exit from ATMS Territory:

ATMS allows equipped trains to enter ATMS territory at track speed (provided ATMS is logged in)

and provides for their exit from ATMS territory.

Network Controllers can set routes via their TCS interface to ATMS, like other signalling systems.

2.1.13 Trackside infrastructure used with ATMS

Trackside infrastructure used by ATMS includes:

• Signs that convey boundaries of the ATMS territories and mapped track associated with ATMS.

• Signs for location identification, yard limit, shunt limit and control points.

• Trackside Interface Units (TIU), permitting communication between centralised and field

equipment and the remote control of points.


ESD-08-02



• Points connected to the ARTC main line points and associated catch points where provided on

ATMS territory are to be provided as per ESD-07-01 for Points Standard.

• Train detection systems over controlled points also provide Track Locking. Axle counters are

recommended where there is little traffic over one of the paths of the points. High Voltage Impulse

(HVI) track circuits or other track circuits may be considered as an alternative. The specific

situation must be risk assessed considering the frequency of rail traffic over the least used path of

the points, the climatic conditions which may lead to rail surface contamination and the

performance of the type of track circuit. The Risk Assessment shall be recorded as part of the

Design Report for the location. Refer to ESM-07-02 Track Circuits and Train Detection Devices

Procedure.

• Indicators to display the status of points and other infrastructure to RTC.

• Security devices to permit authorised personnel to operate points and other trackside equipment

where required.

• Support infrastructure to provide the required facilities at each specific location, including such

items as push buttons for local points control, Local Control Panels, and control of active level

crossing protection during train shunting operations.


ESD-08-02

ATMS Principles


3 ATMS Principles

3.1 General Arrangement

ATMS uses reporting of point position/locking, train positions and authority validation as the primary

safe interlocking confirmation before an authority is issued. If a point state is unknown or not

reporting as locked, ATMS will reject an authority request. ATMS can support points that are not

controlled or monitored. This is covered in Section 3.3.

In addition to point locking, ATMS utilises train detection systems (track circuits or axle counters)

to confirm that rail traffic is clear of the points before issuing a command to drive the points and

issuing an authority. This means that any points controlled by ATMS within ATMS territory must be

protected by train detection systems. This is covered further in Section 3.3.4.

3.2 Track Design

The layout of track design and signalling is to be in accordance with the principles laid out in this

document, ATMS Rules and operational requirements.

ATMS supports single, double or multiple track configurations.

3.2.1 Control Points and Overlap

Control Points are used in ATMS to define the limit of an Authority. Equipped rail traffic will be

automatically enforced if the Safe Head End of that rail traffic (which is in front of the physical head

of train) moves past the limit of Authority (Reactive enforcement). In addition, ATMS will predictively

enforce prior to a Control Point if the proposed braking curve is not being observed by the RTC.

Automatic enforcement will only occur when ATMS is operational (i.e. whether ATMS is operating

in degraded mode or not). Under failure conditions the equipped rail traffic will operate under the

appropriate Network Rules and Procedures.

If unequipped rail traffic will utilise the rail corridor, then Overlaps shall be considered per ESD-05-

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

3.3 Point Control and Monitoring

ATMS allows different combinations of point control and monitoring, namely:

• Controlled and Monitored – points are controlled solely by ATMS and ATMS monitors their

position. Authorities will only be issued over points that are set and locked for the intended route.

Unequipped trains will observe and respond to the status of the visual indicator. RTCs will adhere

to the applicable network rule and procedure.

• Uncontrolled and Unmonitored – such points are ‘invisible’ to ATMS and normally outside ATMS

Territory. Where such points exist within ATMS Territory, ATMS can allow an authority to be

issued over these points with an AckTP to ensure Rail Traffic only traverses the points when

correctly aligned and unoccupied;

• Uncontrolled and Monitored – ATMS monitors the point state (and track occupancy) but does

not control the points. ATMS will permit an authority to be issued over such points with an AckTP

provided the points are correctly aligned and unoccupied. This combination is most often used at

rail interface points where rail traffic transit between track controlled by another rail provider and

ARTC’s network or on sidings/off-loops lines.

To maximise rail efficiency, all points in territory controlled by ATMS should be motorised and

protected by train detection systems. These are called controlled and monitored points in ATMS.


ESD-08-02

ATMS Principles


Points not controlled by ATMS must be protected by train detection systems or safe operational

procedures (to manage risk) as ATMS needs to be sure the points are clear of rail traffic.

Manually controlled or operated points can be supported by ATMS. These points may be either

monitored by ATMS or not (unmonitored).

3.3.1 Manual Points Control

Manual points control shall conform to ESD-07-01 Points.

3.3.2 Emergency Operation of Points

There should be a facility to manually disengage the points to ensure that the points cannot be

manipulated from the required position and disable the routing capability.

3.3.3 Operating Points from Local Control

ATMS supports local control of points as described in Local Control from the ATMS Addendum

Rule 12. Where local control is implemented, the local controls shall consist of push buttons to

operate the points to either normal, reverse or cancel. Indicator lights provide the following

information:

Track Occupied (Coloured Red): Indicates that the points track is occupied, and the points are

locked.

Points Released (Coloured Green): Indicates the 90 second timer has expired, and the points

can be operated by the push buttons.

Local Control Available (Coloured Yellow): Indicates Local Control is available.

Note: For colours, refer to Section1.2 Limitations.

The push buttons and indicator lights shall be contained within a control box. The control box shall

have a switch control within the door, or a release button set or release local control. When the

door of the box is opened (or release button pressed) it will place the Point Indicator at that end of

the location to red and initiate a timer during which period the points cannot be operated.

Upon expiry of the timer and provided local control is available, the pushbuttons can be operated

to call the points either normal or reverse.

Supplementary point normal or reverse detector lights may be provided in the local control box.

Once the control box door has been closed (or release button pressed), the points will be locked

and the ATMS Signal Indicator shall show the appropriate indication for either the main line or the

loop according to the lie of the points.

The Local Control Box shall be secured with a padlock or other lock and key designated for the

area/jurisdiction.

Note that ATMS locks points once it has set a route. Thus, local control of points is not possible

once ATMS has locked them unless the authority is cancelled and then the Network Controller

releases remote point control to the field. At this point the Competent Rail Safety Worker can control

the points using the local control panel.

3.3.4 Local Control of Point Setting Indicators and Main Line Indicators

In Locations such as loops, Point Setting indicators or Main Line Indicators need to show the status

of adjacent points or infrastructure (e.g. at the other end of the loop) as well as those they are

monitoring. In such situations, the TIU controlling that MLI and the TIU controlling the adjacent MLI


ESD-08-02

ATMS Principles


must be interconnected so both MLIs show the combined status of both points under local control

of the TIUs.

This is because whilst AMS controls the points interlocking, it does not send point state information

between the TIUs (partially because of the comms link). To ensure safe outcomes, PSI and MLIs

are therefore always controlled locally by the TIU based on the status of the points it controls.

3.3.5 Train detection systems and Track Locking

Train detection systems (axle counters or track circuits) are to be provided over all motorised points

per Section 3.3 Point Control and Monitoring. The train detection system when occupied, secures

the points in the position that they are set (ensuring the points cannot be moved under a train) and

confirms that the rail traffic is not foul of the clearance point. When used, train detection is required

on each leg that points interconnect (normally three) as illustrated in Figure 2.

LOOP LINE

MAIN LINE

Figure 2 ATMS Train detection systems on Points

Importantly, ATMS uses train detection systems across the points that it controls to detect

occupancy by unequipped rail traffic. This removes the possibility of points fouling by unequipped

rail traffic.

Thus, every set of points in ATMS territory must be protected by train detection unless a safe

alternative for occupancy detection and points orientation exists.

3.3.6 Types of Train detection systems used for Track Locking

Axle Counters provide reliable operation over points where there has been little traffic over one of

the paths of the points. They are the default selection for this function.

High Voltage Impulse (HVI) track circuits may be considered as an alternative for Train detection

systems for track locking. The specific situation shall be risk assessed considering the frequency

of rail traffic over the least used path of the points, the climatic conditions which may lead to rail

surface contamination and the performance of the type of Train detection systems. The Risk

Assessment shall be recorded as part of the Design Report for the location.

Note that ATMS does not automatically reset axle counters. This must be done outside ATMS.

3.3.7 Extent of Train detection systems for Track Locking

The Train detection system for track locking of points shall only extend as far as the clearance point

over the points.

The Train detection system is used for track locking of the point motor circuit until the rail traffic is

proven clear of the points. It is included in the aspect of the Point Setting Indicator or MLI.

3.3.8 Alternative to Entrance and Exit train detection system

Other means of preventing unauthorised rail traffic movements into the ATMS territory may be used

(i.e. catchpoints or derailers) on the departure road from a siding leading onto the running line.


ESD-08-02

ATMS Principles


3.4 Entering/Exiting ATMS Territory

The beginning/end of Territory marks the ATMS boundary with another signalling system. Moving

to/from a siding within ATMS territory is not generally considered entering or exiting ATMS territory.

Consequently entry/exit signage is generally not required within ATMS territory when moving

to/from sidings.

3.4.1 Train Detection

Train detection systems shall be provided within 200m of the beginning and end of ATMS Territory

to notify the Network Controller that rail traffic has entered/exited ATMS territory (see figure 4).

This track circuit or axle counter section may also be used for other functions (e.g. as part of the

adjacent signalling installation). It must only be traversed by trains entering or exiting ATMS territory

(i.e. occupation of the train detection system by shunting trains or trains diverting to an adjacent

route must not be possible, unless the train detection is qualified by the point detection indicating

the points are not set for the ATMS territory).

ATMS does not need to control all loops and sidings at a Location. Any feature controlled by ATMS

such as a loop, must be entirely contained within ATMS Territory. In general, if a feature such as a

Crossing Loop or siding can have an ATMS Authority granted over it then all of that feature must

be designated as part of ATMS Territory.

If rail traffic enters or exits ATMS territory from a feature (such as an adjacent siding), then this

feature or part of it should be designated as mapped track. If neither of these conditions exist, then

the feature would normally be under local control/yard working and would not normally be defined

in ATMS (i.e. it is unmapped track and not visible to Network Controllers or Rail Traffic Crews).

3.4.2 Mapped Track

Equipped rail traffic should pass through a “mapped track” section prior to entering ATMS Territory

and after leaving ATMS Territory. Mapped track is not part of ATMS territory but is used by the

system to register and log on/off the equipped rail traffic (refer to Figure 3 below).

All rail traffic operating within Mapped Track sections must be controlled by the safeworking system

adjacent to ATMS.

163T

BEG

IN

AT

MS

MA

PPED

TR

ACK

BEG

IN

AT

MS

WO

RK

ING

CP

END

ATM

S M

APP

ED

TRA

CK

MAPPED TRACK

1EN

D A

TMS

WO

RK

ING

CP2

Figure 3 Mapped Track and entrance/exit Train detection systems

Only the portion of track(s) immediately adjacent to the ATMS start/end of Territory where rail traffic

log on/off ATMS can be mapped. The length and configuration of mapped track shall be determined

as part of the ATMS signal layout plan for each entry/exit point to ATMS.

Typically, a minimum of 50m of track should be mapped. Other factors to be considered that shall

add to the minimum mapped tracked length are:

• Mapped Track must accommodate the length of the longest train operating on that portion

of the network (for train integrity check);


ESD-08-02

ATMS Principles


• Whether rail traffic is stationary or moving when logging on and rail traffic speed as per the

operational requirements, the longest time required for ATMS to log in and receive its

movement authority is up to 16 minutes (subject to driver input time);

• Mapped Track must not contain multiple tracks with centrelines closer than 4 metres (an

“ambiguous region”);

• The route from all points on Mapped Track to ATMS Territory must converge or if they

cannot, then the different paths to territory must have negligible differences in train stopping

distance prior to territory entrance;

Unlike ATMS Territory, features (such as points) in Mapped Track cannot be controlled by ATMS.

Thus, if a feature is required to be controlled, it must be designated as part of ATMS Territory rather

than Mapped Track.

Limitations of Mapped Track include:

• ATMS authorities cannot be placed over Mapped Track;

• Rail Traffic Crew and Network Controllers will not see point status (unless monitored), other

rail traffic or some track features in Mapped Track;

• ATMS will not control (but may monitor) the status of points;

Typically, loops or sidings immediately adjacent to ATMS Territory or Yards before or after ATMS

Territory will be mapped to simplify entry/exit from ATMS Territory. Entry/exit signage for mapped

track or ATMS is not generally required if this entry/exit is within ATMS Territory.

If the points are controlled by ATMS, a portion of the siding adjacent to the points must be part of

ATMS territory with a lead in being mapped track as illustrated in Figure 4.

SIDING

TerritoryMappedUnmapped

Figure 4 Territory, Mapped and Unmapped track


ESD-08-02

ATMS Principles


3.5 Interfacing with Other Rail Providers

3.5.1 RIM Interface Principles

Prior to design of any interface between ATMS and another rail provider, a number of pre-requisites

must exist and be agreed:

1. The boundary between ATMS and the other rail provider is defined and agreed;

2. A risk assessment of the operational impact of an interface has confirmed the interface as

safe;

3. Requirements for transition between networks have been defined. This may include any

visual indicator requirements for the adjacent network (i.e. the final ATMS indicator also

indicates the position of infrastructure on the adjacent network), and/or a form of slotting to

align indications with electric authorities;

4. Signalling arrangements to ensure all risks around points within or close to an ATMS route

are considered and addressed. Typically, this would be by applying the principles described

in 3.3 above;

5. The method for request and establishment of routes between networks has been

established and agreed;

6. The method of protection from incorrect points movement by the other operator has been

agreed.

3.5.2 Designing the ATMS RIM Interface

ATMS supports RIM interfaces with other rail providers.

In such situations, and depending on the agreement between operators, one set of points in the

interface will be controlled by ATMS (“ARTC Points”) and the other by the other Rail Operator

(“Other Provider Points”) with Network Control providing co-ordination for rail traffic transit between

the networks.

A pre-requisite for understanding the ATMS interface is definition of the interface point(s) between

ARTC and RIM networks.

ATMS supports RIM Interfaces by controlling the ARTC Points and monitoring the Other Provider’s

Points state. Conversely, the other Provider will control the Other Provider Points on their network

and if agreed, monitor the ARTC Points state. ATMS will not grant a transit authority unless both

points are set correctly.

As a minimum, ATMS requires the other operator’s points to be protected by an ATMS monitored

train detection system to ensure the cross over is not occupied. Depending on the operational and

commercial arrangements between the RIMs, it is preferable for the ATMS TIU to be directly

connected to the other RIMs points for point state monitoring purposes. Without this, ATMS would

require all transiting rail traffic to stop and inspect the point state before proceeding.

The location(s) for transition of rail traffic control between ARTC and the other Rail Provider must

be clearly defined as ATMS Control Point(s). This Control Point also represents the ATMS Limit of

Territory. ATMS will grant Authorities up to this point but not beyond. Per existing safeworking rules,

this Control Point should be far enough from the points to ensure points are not fouled unless

managed through operational procedures.

The adjacent RIMs track adjacent to the Control Point will be mapped to facilitate entry onto ATMS

Territory.


ESD-08-02

ATMS Principles


Two options exist for a RIM interface. The first, illustrated in Figure 5, has the interface point

between the networks. Both ATMS and the RIM controls rail traffic up to this Control Point. This

option has the benefit of a single authority over track. ATMS Territory starts/ends at this CP.

Territory start/end signage should be positioned as near as practicable to this CP. Visual indicators

or signals, as applicable, need to show both RIM’s points status to allow trains to transit. Transit

authorities must be negotiated between the train control centres either verbally or through electronic

interfaces. This is often referred to as ‘slotting’.

Other Rail Provider Network

Points controlled by other Provider and Monitored by ATMS

Points controlled by ATMS and monitored by other Provider

ARTC NetworkATMS start/end of Territory

CP

ATMS Mapped Track

CP

Figure 5 Option 1 - ATMS RIM Interface

The second option, illustrated in Figure 6, has the interface CPs past the crossover on the other

party’s network. This is a more complex arrangement requiring co-operative authorities over the

other RIMs network for transiting trains.

Other Rail Provider Network

Points controlled by other

Provider and Monitored by

ATMS

Points controlled by ATMS

and monitored by other

Provider

ARTC Network

ATMS start/end of Territory

CP

Other Providers Start/End

Territory

CP

ATMS Mapped Track

CP

CP

x meters

Figure 6 Option 2 - ATMS RIM Interface

In Figure 6, ‘x’ equals the minimum distance from the entry point on the network to the next CP,

which should be at least the maximum length of longest approved service access train.

Where nearby track features (such as other crossovers, level crossings etc) on the Other Provider’s

network prevent rail traffic clearing the Other Provider’s points, then additional ATMS monitoring of

these track features may be required to ensure safe interlocking. This arrangement is discussed in

the sub-section of Closely Spaced Features, Section 5.5.1 Level Crossings.


ESD-08-02

ATMS Principles


3.5.3 Private Siding

A Private Siding is an instance of a Siding. Refer Sections 5.3 Siding and 5.4 Crossing Location

with Siding. The unique consideration is where ATMS Territory commences and what track must

be mapped. Refer Error! Reference source not found. Error! Reference source not found..

SIDING

Siding points may be ATMS controlled or

not, monitored or not but must be

protected by track circuit

Territory

Typ. 500m

Mapped

Typ. 500mUnmapped

Figure 7 Private Siding off Loop

3.6 Trackside Interface Units (TIU)

Trackside Interface Units interconnect ATMS with trackside infrastructure such as points and

track detection to permit ATMS to control and monitor it. TIUs should be located at:

• Territory boundaries;

• Points (such as crossing loops, junctions, crossovers or sidings);

Under normal circumstances, Repeater signals would be extended back to the Points TIU.

Where level crossings are monitored by ATMS, there may be a requirements to combine the level

crossing status with the points status at the points TIU, refer to Section 5.6.2.

TIUs must be housed in a weather-proof, dust resistance and temperature-controlled shelter per

ESC-07-03 Small Buildings. TIUs should be protected from electrical induction (lightning and

surges) on both power inputs and any copper control cabling.

A TIU is typically housed adjacent to any cable termination frames of the equipment it controls.

A TIU may be located at any distance from the equipment it controls provided electrical

degradation (loss) is within the acceptable limits required for control of that equipment. This

typically means that one TIU will only control a single set of points at a crossing location unless

the crossing locations are closely spaced. Dual crossovers, for example, may have points that are

close enough to permit a single TIU to control all points.

3.7 Locking of Derailers at Locations

Derailers may be provided in ATMS territory provided the conditions are met in accordance with

ESD-07-01.


ESD-08-02

ATMS Indicators and Signs


4 ATMS Indicators and Signs

The requirements below provide guidance on required signalling indicators and signage for ATMS

territory and mapped track consistent with the Principles detailed in Section 3.

4.1 ATMS Signal Indicators

Note: Refer to Section 1.2 Limitations.

4.1.1 Main Line Indicators (MLI)/Repeaters

Main Line Indicators (MLI) may be used in ATMS territory. An MLI does not provide an Electronic

Authority over the points.

An MLI displays a colour-light indication to indicate whether or not the infrastructure conditions are

safe for the passage of rail traffic. In ATMS MLIs are used where rail traffic operates at line speed

or as operational circumstances dictate. One such circumstance is at level crossings where the MLI

will indicate that the level crossing protection is already operating or will operate on rail traffic

approach and points in the applicable route are set (Refer Section 5.5.1).

All Main line points controlled by ATMS are to be equipped with Main Line Indicators and or Point

Setting Indicators. Route indicators may be provided where the MLI or PSI reads to multiple routes.

Preferably the first set of power worked points should be within 300 metres of the MLI and the last

preferably within 750 metres.

Where the sighting distance is less than 2500m, or train service braking distance (whichever is

less), an Indicator repeater may be provided as defined in ESD-08-01 Section 2.9. The repeater

shall be identified by the letter “R” on the white retro-reflective diamond and repeat the indication

displayed on the indicator at the facing points.

YL (CP)

YL (CP)

LOOP LINE

CP

CP

CP

CPMAIN LINE

Figure 8 Loop with Main Line Indicators

Indicators and their meaning are defined in the ATMS Rules.

4.1.2 Point Setting Indicators (PSI)

Point Setting Indicators (PSI) may be used in ATMS territory. A PSI does not provide electronic

authority over the points. A PSI is a secondary indicator displaying the route setting through the

points. It is used when a requirement exists to visually indicate the points status to trailing rail traffic

either on approach or in a loop. Alternatively, a bi-directional MLI may perform the same function.

A PSI may be either electrically or mechanically operated.

PSIs are only required to provide trackside view of points state to ensure safe transit of rail traffic

through the points operating in full operational mode and a degraded mode.

An electrical PSI displays a colour-light indication to indicate whether or not the infrastructure

conditions (i.e. points or level crossing) are correct for the rail traffic to proceed past the indicator.


ESD-08-02



A mechanical PSI displays an indication of whether or not the infrastructure conditions (i.e. points)

are correct for the rail traffic to proceed past the indicator.

Mechanical PSIs must be located at the mechanical points they are indicating. Mechanical PSIs

cannot be remotely controlled thus, where points are remote controlled Electronic PSIs or bi-

directional MLIs must be used.

Where PSIs are operated from the facing point lock, a means is to be provided to prevent the points

being run through and damaged in the reverse position. Such a device would be a derail or

catchpoint. Trailable point mechanisms do not require this protection. When a derail or catchpoint

is provided, a "Derail" or "Catchpoint" white on retro-reflective red background sign is to be

provided. Trailable Points are to be provided with a "Trailable Points" notice sign which is to be

black on a retro-reflective white background.

PSIs may also be provided on points located in the Loop line at a crossing location, irrespective of

the type of indicator fitted on the Main line points, where it is desirable to reduce the delays involved

in drivers checking the position of points. Refer to Figure 9. PSI are not required on non-interlocked

points within sidings (i.e. outside of ATMS territory).

YL (CP)

YL (CP)

LOOP LINE

CP

CP

CP

CPMAIN LINE

PSI

PSI

Figure 9 Loop with PSI

4.1.3 Visual Indicators at or near points

ATMS provides ‘near real time’ updates of points state to both the Network Controller and Rail

Traffic Crew. Where operational circumstances require absolute real time reporting of points state

(such as high traffic areas, advance visual indication or line speed operations), an MLI must be

used.

To assist rail traffic travelling in a direction opposite to the MLI or holding in the adjacent crossing

loop, a Point Setting Indicator (PSI) should be used to display the point state as illustrated in Figure

10 unless the MLI indicator can be seen from all approach directions (e.g. a bi-directional MLI) or

other controls exist to ensure safe transit of train traffic across the points.

YardLimit/CP

LocationBoard

Shunt

Limit/CPYard

Limit/CPLocation

Board

Shunt

Limit/CP

YardLimit/CP Location

Board

Shunt

Limit/CP

CP

CP

PSIMLI

Figure 10 Visual Indicators at Points


ESD-08-02



4.2 ATMS Signs

4.2.1 Location Ahead

Location Ahead Signs are required in ATMS territory. Location Ahead signs are positioned not less

than 2500m, and not more than 3000m, or train service braking distance (whichever is the greater)

from the Yard Limit sign.

Location Ahead signs are a triangular shaped retro-reflective yellow sign and indicates that a

Location is being approached.

A plate, with black lettering on a retro-reflective yellow background, is fitted to the post with the

name of the location to which it refers.

Alternatively, a single plate showing both the triangle and location name may be used.

Where the location name is long or consists of more than one word, the lettering must not be

reduced, but the sign may have more than one line of writing. Punctuation must not be included in

the name.

The reverse sides of both the location sign and name plate are to be non-reflective (e.g. matt grey,

frosted or etched silver).

The distance from the Location Ahead sign to the Yard Limit sign is indicated on the bottom of the

triangle as illustrated in Figure 11.

Figure 11 Location Ahead Sign

4.2.2 Yard Limit (YL)

Yard limit signs are provided in ATMS territory. Yard Limit signs define the geographical limits of a

Location. Yard Limit signs also define points to which an authority may be issued, as set out in the

Network Rules.

As a minimum Yard Limits should ensure there is a minimum safe overlap of 500m between the

departing mainline control points and the yard limit.

These signs are retro-reflective with the words “YARD LIMIT” in black letters on a white

background. The reverse side of the sign has a black cross on a white background.

A Control Point sign as defined in Section 4.2.4 must be provided at every Yard Limit sign (i.e. both

ends of a Yard) within ATMS territory. The Control Point sign shall be positioned below the Yard

Limit Sign.

LOCATION

(distance)

Black lettering

on a yellow

retro-reflective

background


ESD-08-02



Figure 12 Yard Limit Sign

4.2.3 Limit of Shunt Signs

Limit of Shunt signs are provided in ATMS territory.

Limit of Shunt signs define shunting limits at a Location. Limit of Shunt signs also define points to

which an authority may be issued, as set out in the Network Rules.

These signs are retro-reflective with white letters on a red background. The reverse side of the sign

must be non-reflective matt grey.

A Control Point sign as defined in Section 4.2.4 must be provided at every Limit of Shunt sign within

ATMS territory. The Control Point sign shall be positioned below the Limit of Shunt Sign.

Figure 13 Limit of Shunt Sign

All new design/installation to use the preferred ‘Limit of Shunt’ sign.

YL (CP)

YL (CP)

Typ. 500m, or as

required

Typ. 500m or as

requiredAs per existing length

SL (CP)

Min. 500m

SL (CP)

Min. 500m

CP

CP

CP

CP

Min. 2.5-3 km or

braking distance

Min. 2.5-3 km or

braking distance

Figure 14 Loop with Shunting Limits

4.2.4 Control Point (CP)

Control Point signs are required in ATMS territory. ATMS ‘Control Point’ signs shall be used to

denote where an authority may be issued to or from, as set out in the ATMS Rules.

Control Points are placed at the clearance points between, or on the outside of the Main Line and

Crossing Loop. Control Points shall be positioned in accordance with the Track & Civil Code of

Practice Section 7: Clearances.

Front YARD LIMIT

Back

White lettering on a

red background

LIMIT OF

SHUNT


ESD-08-02



Control Point signs are also provided at Yard Limits, Limit of Shunts, Begin / End ATMS Working

signs, RIM interface boundaries and at other positions as agreed with operations staff.

In ATMS ‘Control Point’ signs must be numbered in accordance with Section 6 Appendix A Control

Point Numbering Conventions. The number shall be black and displayed below the term ‘CP’ on a

white retro-reflective background.

Figure 15 Control Point Numbering

4.2.5 Mapped Track Sign

ATMS Mapped Track signs define the points which ATMS mapped track begins and ends. They

are provided at a position that will allow time for the train to resolve to track. The longest time

required for ATMS to log in and receive its movement authority is up to 16 minutes (subject to driver

input time).

These signs have black letters on a white retro-reflective background, refer to Figure 16. The

reverse of the sign is coloured non-reflective matt grey.

The ‘Begin ATMS Mapped Track’ sign shall be positioned at the point at which mapped track starts.

The ‘End ATMS Mapped Track’ sign shall be provided at the point at which mapped track ends;

unless it is the same position at which a ‘Begin ATMS Working’ sign is positioned.

BEGIN ATMS MAPPED

TRACK

END ATMS MAPPED

TRACK

Figure 16 Begin/End ATMS Mapped Track sign

4.2.6 Location Name Signs

Location signs are required in ATMS.

Location Name signs may be erected parallel to the track (i.e. only visible from stationary rail traffic

or one in close-up proximity) and adjacent to ground frames/motor points that operate points into a

loop or siding in order to identify the name of the track. These are more important where a siding

and a loop exist at the one location in correctly identifying the loop or siding.

A plate, with black lettering on a retro-reflective white background, is fitted to the post with the name

of the location to which it refers as illustrated in Figure 17.

The reverse side of both the location sign and name plate are to be non-reflective (e.g. matt grey,

frosted or etched silver).

Black lettering on a

white retro-reflective

background

CP 7


ESD-08-02



KINALUNG

SIDING

KINALUNG

LOOP

NAME BOARDS

Figure 17 Location Name Signs

4.2.7 Kilometrage Signs

Signs inscribed with the kilometrage of a specific item may be provided. They may be mounted on

the same post as “Yard Limit”, “Shunting Limit” etc signs. The Kilometrage depicted on signs must

be consistent with those defined in the ATMS track database and shown on the RTCs Driver

Machine Interface (DMI) and NCs Train Control System (TCS) Workstation.

These signs have black letters on a white retro-reflective background as illustrated in Figure 18.

The reverse side of the location sign is to be non-reflective (e.g matt grey, frosted or etched silver).

YARD

LIMIT

CP

36

4

7

6

5

1 km

Figure 18 Kilometrage on a Yard Limit Sign

4.2.8 “Begin ATMS Working” sign

“Begin ATMS Working” sign shows the beginning of the territory where the ATMS system of

Safeworking applies and will include an ATMS Control Point sign. This sign is placed back to back

with the “End” sign, as applicable, for the departing system of safeworking.

A Control Point sign must be provided at every ‘Begin ATMS Working’ sign. The Control Point sign

must be positioned below the ‘Begin ATMS Working’ Sign. ‘Begin ATMS Working’ signs must be

positioned in accordance with Section Error! Reference source not found..

These signs have black letters on a white retro-reflective background as illustrated in Figure 19.

The reverse side of the location sign is to be non-reflective (e.g. matt grey, frosted or etched silver).

‘Begin ATMS Working’ signs may be collocated with a Location. If so, the Location name sign (black

letters on retro-reflective yellow) is to be mounted above the ATMS working sign as illustrated in

Figure 20.

BEGIN ATMS

WORKING

CP 1


ESD-08-02



Figure 19 Begin ATMS Working Sign

4.2.9 “End ATMS Working” sign

“End ATMS Working” signs define the points where the ATMS system of safeworking no longer

applies, and where another system of safeworking is in place. These signs have black letters on a

white retro-reflective background. The reverse of the sign is coloured non-reflective matt grey.

This sign is placed back to back with the “Begin” sign, as applicable, for the entering system of

safeworking.

A Control Point sign must be provided on every End ATMS Working sign. The Control Point sign

must be positioned below the ‘End ATMS Working’ Sign. ‘End ATMS Working’ signs must be

positioned in accordance with Section Error! Reference source not found..

‘End ATMS Working’ signs may be collocated with a Location. If so, the Location name sign (black

letters on retro-reflective yellow) is to be mounted above the ATMS working sign as illustrated in

Figure 20.

END ATMS

WORKING

Black lettering on a white retro-reflective background

LOCATION Black lettering on a yellow retro-reflective background

END TRAIN ORDER WORKING BOARD

Figure 20 End ATMS Working Sign

4.2.10 Network Control Boundary Location signs

Begin and End Control signs define the Network Control boundary where an interface boundary

exists between two Network Controllers. The signs are placed “back to back” at the Network Control

boundary with the respective Network Controllers permitted to issue Authorities to this sign only.

The Begin and End Control signs are retro-reflective with black letters on a white background. The

reverse of the signs are coloured non-reflective matt grey. Between the Begin and End Control

signs are a location name sign (black letters on retro-reflective yellow) with the location name as

used for the issue of Authorities to or from this point.

The signs below are an example where the respective Network Controllers are Australian Rail Track

Corporation (ARTC) and Country Rail Network (CRN).

CP 2


ESD-08-02



END ARTC

CONTROL

BEGIN CRN

CONTROL


Black lettering on a yellow retro-reflective background


LOCATION

END CRN

CONTROL

BEGIN ARTC

CONTROL


Black lettering on a yellow retro-reflective background


LOCATION

CP

1

CP

2

Figure 21 Network Control Boundary Signs


ESD-08-02

Types of ATMS Locations


5 Types of ATMS Locations

To allow for different infrastructure configurations within ATMS territory, generic types of locations

are described below. The selection of a location type to be applied at a specific location will normally

be defined in the Operational Specification.

5.1 Block Location

Block locations are used to divide a long section of track into two sections to increase the capacity

for follow-on movements where unequipped rail traffic operates.

Location Ahead signs are positioned not less than 2500m, and not more than 3000m, or train

service braking distance (whichever is the greater) from the Yard Limit sign.

It is not possible to cross rail traffic or shunt at these locations. Yard Limit signs are located 500m

apart to provide enough overlap for following movements.

Yard Limit

Min. 2.5-3 km or

braking distanceMin. 500m Min. 2.5-3 km or

braking distance

Locat ion

Yard Limit Location

Figure 22 No Crossing loop or siding

5.2 Crossing Location

A Crossing Loop allows the crossing of rail traffic travelling in opposing directions or the overtaking

of traffic travelling in the same direction. A crossing loop must be entirely within ATMS territory,

refer Figure 23.

Generally, ATMS is only concerned with main line and crossing loops that normally operate at line

speed. Additional sidings may also exist at a crossing location and this configuration is discussed

at 5.4 below.

Yard Limit signs are located on approach to the location with a Control Point at the same position.

For a Crossing Loop without additional sidings, Limit of Shunt signs are generally not provided

although they may be provided if required for the operational needs at the location. If Limit of Shunts

are provided, Yard Limits shall be located a minimum of 500m from the Limit of Shunt, to provide

an overlap between opposing authorities.



Authorities can be issued up to any Control Point e.g. Yard Limit/Limit of Shunt, Main Line Control

Points or Loop Line Control Points.

YL (CP)

YL (CP)

LOOP LINE

CP

CP

CP

CPMAIN LINE

PSI

PSI

Figure 23 ATMS Crossing Loop


ESD-08-02



Point Indicators shall indicate the position of the facing and trailing points as defined in Section 3.3.

The points shall be operated by either the ATMS system or the push buttons, where provided,

located within the control cabinet when under local control as defined in Section Error! Reference s

ource not found..

5.3 Siding Location

A Location may be provided with sidings but without a Crossing Loop. These locations are used

where no practical crossing loop exists at the location. This may be due to track configuration,

siding condition, siding ownership or for other reasons, or where it is desired to permit movements

(e.g. loading) to take place in the siding without the requirement for a shunt authority to be held.

These locations are also used to facilitate loading of rail traffic from the Main Line where this is

practiced.

Control Points are provided at these locations to exit/enter ATMS Territory and to protect each side

of the Location turnout.

Limit of Shunt signs must be provided and must be located as required to permit the shunting

moves that may be necessary.

Yard Limit signs are required and are located a minimum of 500m beyond the Limit of Shunt sign

at each end of the location to provide an appropriate overlap between approaching rail traffic and

any shunting moves at the location. Location Ahead signs are positioned not less than 2500m, and

not more than 3000m, or train service braking distance (whichever is the greater) from the Yard

Limit sign.

NOTE: ATMS will automatically prevent (through enforcement) equipped rail traffic attempting to

enter ATMS territory from a siding without an Authority (refer Section 2.1.6).

SIDING

Siding may be double ended, or multiple sidings may exist.

YL (CP)CP

YL (CP)

CP

ATMS Territory

boundary

SL (CP)

Min. 500m Min. 500mMin. 2.5-3 km or

braking distanceMin. 2.5-3 km or

braking distance

SL (CP)

Figure 24 Location with Siding


ESD-08-02



5.4 Crossing Location with Siding(s)

A Crossing Location with a siding may be provided. The Crossing Location must be entirely within

ATMS territory. A Siding connecting to the main line or loop line would normally be mapped track

(refer 3.4.2 Mapped Track) unless rail traffic movements on the siding require an ATMS authority

(i.e. ATMS Territory).

Where multiple sidings exist at a crossing location the first siding may be within ATMS territory

however subsequent sidings are normally considered to be outside of ATMS territory. No other

sidings beyond the first siding need to be mapped.

Yard Limit signs are located on the approach to the Location with a Control Point at the same

position.

Limit of Shunt signs with Control Point signs are to be provided and must be located as required to

permit the shunting moves that may be necessary.

Location Ahead Signs are required in ATMS territory. Location Ahead signs are positioned not less

than 2500m, and not more than 3000m, or train service braking distance (whichever is the greater)

from the Yard Limit sign.

Control Points must be located at Clearance points at each end of the crossing loop, on the main

line and on the loop line. Where a siding is used to enter/exit ATMS Territory, CPs and start/end

Territory signage must be placed at the start/end of ATMS Territory.

NOTE: ATMS will automatically prevent (through enforcement) equipped rail traffic attempting to

enter ATMS territory from a siding without an Authority (refer Section 2.1.6).

SIDING

YL (CP)

CP

CP

CP

CP

ATMS Territory

boundary

YL (CP)

CP

Figure 25 ATMS Crossing Loop with Siding


ESD-08-02



5.5 Closely Spaced Features

Where sidings or loops are closely spaced, the following arrangements may be applied:

1. Where, for operational reasons, it is desired to provide a section between the two locations,

the arrangement shown in Figure 26 may be used. In this situation it is essential to ensure that

the Location sign is no closer to the adjacent interlocking than that location’s Yard Limit sign.

2. Where there is insufficient distance for the above to apply but is desired to maintain separate

locations (to permit multiple shunting movements, for example), the locations may be

separated by back-to-back Yard Limit signs. The preferred arrangement is shown in Figure

27. In this situation, Limit of Shunt signs are provided 500m from the applicable Yard Limit

signs, permitting Authorities to be issued up to the Yard Limit whilst a Shunt authority is in

force at the location. Location Ahead signs are positioned not less than 2500m, and not more

than 3000m, or train service braking distance (whichever is the greater) from the Yard Limit

sign.

3. Where there is insufficient space for 2.) above to apply but it is still desirable to create separate

locations (for example, to allow independent shunting at two sidings), the arrangement shown

in Figure 28 may be used. In this arrangement, since there is not a full overlap between Yard

Limit and Limit of Shunt signs, it is not permissible to issue an Authority up to the Yard Limit

whilst a Shunt Authority is in force at the location. ATMS automatically prevents this. Location

Ahead signs are positioned not less than 2500m, and not more than 3000m, or train service

braking distance (whichever is the greater) from the Yard Limit sign.

Where the above arrangements are not appropriate due to lack of adequate distance between the

two loops, the sidings or loops must be treated as a single Location.

Yard Limit

Location

Board

B

CLOSELY SPACED TRAIN ORDER LOCATIONS

ARRANGEMENT WITH A TRAIN ORDER SECTION BETWEEN THE LOCATIONS

min.

500m

Yard

LimitLocation

Board

A

min. 2500m or

braking distanceas

required

Shunt

Limit

Shunt

Limit

min.

500mas

required

A B

Figure 26 Closely Spaced Features – Section between locations


PREFERRED ARRANGEMENT WITH BACK-TO-BACK YARD LIMITS

BA

Shunt

Limit

Shunt

Limit

min.

500m

min.

500m

Yard

Limit

Yard

Limit

Yard

Limit

Location

Board B

Shunt

Limit

Yard

Limit

Location

Board A

Shunt

LimitLocation

Board A

Location

Board B

min. 2km

max. 3km

min. 2km

max. 3km

as

required

as

required

Figure 27 Closely Spaced Features –Back to Back Yard Limits


ESD-08-02




ALTERNATIVE ARRANGEMENT WITH BACK-TO-BACK YARD LIMITS

BA

Shunt

Limit

Shunt

Limit

min.

100m

min.

100m

Yard

Limit

Yard

Limit

Yard

Limit

Location

Board B

Shunt

Limit

Yard

Limit

Location

Board A

Shunt

LimitLocation

Board A

Location

Board B

min. 2km

max. 3km

min. 2km

max. 3km

as

required

as

required


ALTERNATIVE ARRANGEMENT WITH BACK-TO-BACK YARD LIMITS

BA

Shunt

Limit

Shunt

Limit

min.

100m

min.

100m

Yard

Limit

Yard

Limit

Yard

Limit

Location

Board B

Shunt

Limit

Yard

Limit

Location

Board A

Shunt

LimitLocation

Board A

Location

Board B

min. 2km

max. 3km

min. 2km

max. 3km

as

required

as

required

Figure 28 Closely Spaced Features –Individual Shunting

5.5.1 Level Crossings

A level crossing that is close to a loop end or yard and requires protection (for example when

shunting activities are in progress) must be controlled in conjunction with the Location facing points.

See also Section 5.6 for further discussion on Level Crossings.

.

YardLimit

LocationBoard

Shunt

LimitYardLimit

LocationBoard

Shunt

Limit

WR

X MLI

CP

CP

CP

CP

Figure 29 Closely Spaced Features - Level Crossing close to Points


ESD-08-02



5.6 Level Crossings

5.6.1 Level Crossing some distance from the Loop/Siding

Where a level crossing is located some distance from the loop or siding at an ATMS Location, the

Yard Limit and Limit of Shunt signs should be situated to avoid the unnecessary operation of the

level crossing protection equipment.

Preferred arrangements are:

1. If there is sufficient distance between the siding and the level crossing, the Yard Limit sign

should be positioned so that rail traffic standing at the sign is clear of a level crossing in the

rear and thus does not cause tail-flashing.

2. Alternatively, Yard Limit and Limit of Shunt signs should be positioned at the extremities of the

level crossing approach tracks so that the level crossing falls between the signs.

These two alternatives are shown in Figure 30 and Figure 31 respectively.

YardLimit

LocationBoard

Shunt

LimitYardLimit

LocationBoard

Shunt

Limit

Min. train

length

CP

CP

CP

CP

Figure 30 Level Crossing some distance from an ATMS Location

YardLimit

LocationBoard

Shunt

LimitYardLimit

LocationBoard

Shunt

Limit

CP

CP

CP

CP

Figure 31 Level Crossing some distance from an ATMS Location – Alternative Yard Limit

In situations where the above is not possible or causes additional complications (for example, due

to the proximity of a second level crossing location), a Main Line Indicator may be used to prevent

unnecessary operation of the level crossing. Such an indicator would be normally at stop, with the

indicator cleared as required when rail traffic has an authority to proceed.

Should a Main Line Indicator be required this is to be installed with the same requirements as a

Repeater for a Main Line Indicator. If the sidings ahead are fitted with MLI’s or Point Setting

Indicators, the Main Line Indicator should be based on Section 4.1.1.

Refer to Figure 32.


ESD-08-02



Y R YardLimit

LocationBoard

Shunt

LimitYardLimit

LocationBoard

Shunt

Limit

X MLI

Max. tra in

length

CP

CP

CP

CP

Figure 32 Multiple Level Crossings

A Main Line Indicator may also be used to prevent tail-flashing of a level crossing due to rail traffic

stopped at a Yard Limit sign. In this arrangement, the indicator would normally show an aspect in

accordance with the ATMS Rules. A separate Location Ahead sign would normally be required not

less than 2500m, and not more than 3000m, or train service braking distance (whichever is the

greater). Refer to Figure 33.

YardLimit

LocationBoard

Shunt

LimitYardLimit

LocationBoard

Shunt

Limit

WR

X MLI

Location

AheadCP

CP

CP

CP

Figure 33 Level Crossing with MLI to Prevent Tail Flashing

5.6.2 Level Crossing close to the Loop/Siding

Where a level crossing is located close to the loop / siding such that the level crossing approach

track will be occupied in shunting moves, a Main Line Indicator shall be provided.

The Main Line Indicator will display in accordance with the ATMS Rules, indicating that the level

crossing will operate on rail traffic approach. Under Local Control, points at the location are released

by the appropriate release mechanism such as: Master Key, duplex lock or releasing switch or local

control box (with pushbuttons). Removing the release mechanism will enable Local Control and

cause the Main Line Indicator to revert to red and the level crossing to cease operation.

Drivers Push Button switches are used to operate the level crossing as required during shunting

operations. These are provided at appropriate locations, typically at the points and at the Main Line

Indicator.

Operation of the Driver’s push button will cause the level crossing to operate to permit rail traffic to

shunt across the level crossing and back again. The cancel button is operated to cancel the

operation of the level crossing protection equipment. The rail traffic is permitted to shunt past the

MLI with a red indication under this situation. Rail traffic may only pass the MLI for movements up

to the Limit of Shunt. Alternatively, if sufficient space is available for shunting the Limit of Shunt

sign may be positioned adjacent to the Main Line Indicator. Refer to Figure 34.


ESD-08-02



YardLimit

LocationBoard

Shunt

LimitYardLimit

LocationBoard

Shunt

Limit

WR

X MLI

CP

CP

CP

CP

Figure 34 Level Crossing Adjacent to Loop

In some situations, it may be preferable for the Main Line Indicator to normally display a red light

and to prove the level crossing operating before the Main Line Indicator clears. Examples where

this is appropriate include where there is a higher than usual chance that the level crossing is

obstructed, or where the potential consequences of non-operation of the level crossing are higher

than usual. In this arrangement, steps must be taken to minimise the potential for anticipation by

the RTC of the Main Line Indicator clearing on approach.

Refer also to Principles 9 and 10 in ESD-03-01.

5.6.3 Sidings on each side of the Level Crossing

At locations with sidings on or near the approach track on both sides of a level crossing, some

combination of the arrangements described in 5.6.1 and 5.6.2 will generally apply, with the

necessary arrangements on each side of the level crossing being considered separately.

5.6.4 Specific Provisions for Passenger or Stopping Rail Traffic

Where passenger or other rail traffic regularly stop on the approach to a level crossing, steps must

be taken to prevent the level crossing from operating until the rail traffic is ready to proceed (refer

to Principle 9 in ESD-03-01). In ATMS areas, this requires the Main Line Indicator at the level

crossing to be held at stop on the approach of the rail traffic. Once the rail traffic is ready to proceed,

the level crossing may be operated in accordance with Principle 9 in ESD-03-01.

In situations where the stopping move is discrete and regular (typically a passenger train), a timer

may be used to hold the Main Line Indicator at stop around the time the stopping move is scheduled

to occur. The aspects that the Main Line Indicator normally displays shall be in accordance with the

ATMS Rules.


ESD-08-02



5.7 Dual/Single Crossover

A Dual or single crossover is a closely space feature allowing rail traffic to transit between adjacent

tracks. Dual and single crossovers are supported by ATMS and are configured as illustrated in

Figure 35. Because dual crossovers are generally close to each other, they will be generally

controlled from a single TIU (subject to physical cabling constraints) if they are within ATMS

Territory. Note Figure 35 assumes that rail traffic will transit (clear) the entire crossover on a single

authority. Additional control points between the crossovers can be added if this is not the case.

When designing a crossover, attention must be given to safe transit of rail traffic across all points

involved in the crossover to ensure (a) point alignment is safely controlled and (b) trains are

prevented from fouling lines or points. For a crossover entirely within ATMS Territory, this means

that the points will either be monitored and controlled by ATMS or for unmonitored/uncontrolled

mechanical points, ATMS will issue a ‘stop and inspect’ AckTP. Refer Section 3.3.

Figure 35 ATMS Dual Crossover

5.8 Triangles

A Location may be provided with a triangle (or multiple junction triangle) as illustrated in Figure 36.

These locations are typically used where rail traffic needs to reverse direction and may occur off

the main line (as illustrated) or off a siding. Triangle points off the mainline must be protected with

Train detection systems, Point Indicators and Control Points as illustrated. Triangles off sidings will

typically not be controlled or monitored by ATMS, and thus do not require ATMS infrastructure

unless the siding is part of mapped track, in which case the triangle must be protected by Train

detection systems (entry/exit of ATMS territory).

A Yard Limit sign located a minimum of 500m beyond the Control Point sign at each end of the

location, to provide an appropriate overlap between approaching rail traffic and any rail traffic

movements at the location. Limit of Shunt signs may also be provided if operationally required, in

which case the Yard Limit sign is to be placed a minimum of 500m beyond the Limit of Shunt sign.



YL

YL

Typ. 500m Typ. 500m

Additional MLI/repeaters may be provided for improved sighting

CP

CP

Min. 2.5-3 km or

braking distance

Min. 2.5-3 km or

braking distance

Figure 36 Triangle


ESD-08-02



Where entry/exit forks of the triangle do not terminate (i.e. allow through traffic) the track must also

be equipped with Location Ahead, Yard Limit and Control Point signage.

5.9 Main Line Junctions

A Location may be provided with a Main Line Junction as illustrated in Figure 37. These locations

are used where rail traffic needs to diverge onto an alternate route. Points at the junction must be

protected with a train detection system. MLIs, Point Indicators and Control Points as illustrated to

ensure that unequipped rail traffic in all directions have visibility of the points status.

Yard Limit signs are located a minimum of 500m beyond the Junction sign at each end of the

location, to provide an appropriate overlap between approaching rail traffic and any rail traffic

movements at the location. Shunting will not normally be required however Limit of Shunt signs

may be provided if operationally required, in which case the yard limit sign is to be placed a

minimum of 500m beyond the Limit of Shunt sign.



YardLimit/CP

LocationBoard

Shunt

Limit/CPYard

Limit/CPLocation

Board

Shunt

Limit/CP

YardLimit/CP Location

Board

Shunt

Limit/CP

CP

CP

PSIMLI

Figure 37 Main Line Junction

5.10 Other Location Types

In some instances, the infrastructure arrangements at a particular location do not suit the above

generic location types and a specific type is required.

In these instances, it is necessary to discuss the specific arrangements at that location with the

relevant Operational, Signal Standards and ATMS teams.


ESD-08-02

Appendix A Control Point Numbering Conventions


6 Appendix A Control Point Numbering Conventions

Note: The convention below is not intended to cover all situations. Where numbering conventions are varied,

it should be referred to ARTC. All scheme plans shall be referred to ATMS for approval.

Table 6-1: CP Numbering Conventions defines the Control Point reserved numbering conventions for ATMS.

Conventions have been defined for common track configurations. The numbering at a loop is illustrated in

Figure 38.

YL (CP) 24

YL (CP) 3

LOOP LINE

CP 4

CP 4E

CP 23E

CP 23MAIN LINE

Figure 38 CP Numbering at a Loop

ATMS builds on existing numbering conventions namely:

• EVEN numbering is used for CPs on the UP direction;

• ODD numbering is used for CPs on the DOWN direction;

• CP 1 and 2 are used for the BEGIN and END of ATMS Territory. For UP direction, 2 is used. For

DOWN direction, 1 is used;

• For a single crossing loop off the main line, a set of numbers are used to define particular points around

that crossing location. For example, CP 3 always represents the main line CP at the yard limit/start of

a crossing location. These are described in Table 6-1: CP Numbering Conventions;

• Where a second and third loop/siding exists off the main line at a junction the numbers are incremented

by 30 and 60 respectively. For example, the 2nd loop main line loop CP (3) becomes 33 (3+30) and

the 3rd loop End of Loop CP (23E) becomes 83E (23+60). Figure 39 illustrates this example.

YL (CP) 24

YL (CP) 3

1st LOOP LINE

CP 4

CP 4E

CP 23E

CP 23MAIN LINE

2nd

LOOP LINE

CP 53E

CP 34E

SL (CP) 6

SL (CP) 21

Figure 39 CP Numbering at consecutive Loops

• Consecutive loops along a track re-use the Loop numbering i.e. 3,4, etc.

• Where Control Points are required within a loop construct, then numbers in the range 5-22, 35-52 and

85-62 should be used for the first, second and third loops respectively.

Table 6-1: CP Numbering Conventions

CP Nr Definition

CP 1 Begin/End ATMS Territory (Down)

CP 2 Begin/End ATMS Territory (Up)

CP 3 Yard Limit (Down)

CP 4 Loop CP Begin/end (Main)


ESD-08-02

Appendix A Control Point Numbering Conventions


CP Nr Definition

CP 4E Loop CP Begin (Loop)

CP 6 Shunt Limit Sign (Up)

CP 5-22 Used for CPs within Loops or sidings

CP 21 Shunt Limit Sign (Down)

CP 23 Loop CP End/Begin (Main)

CP 23E Loop CP End (Loop)

CP 24 Yard Limit (Up)

CP 33 to 54 2nd Loop CP Range using 1st Loop/Siding conventions

CP 63 to 84 3rd Loop CP Range using 1st Loop/Siding conventions

85 -99 Unreserved and may be used for other features