Signalling Design Principle - Trainstops

Signalling Design Principle - Trainstops

T HR SC 10015 ST

Standard

Version 1.0

Issue date: 04 June 2018

© State of NSW through Transport for NSW 2018

T HR SC 10015 ST Signalling Design Principle - Trainstops

Version 1.0 Issue date: 04 June 2018

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Standard governance

Owner: Lead Signals and Control Systems Engineer, Asset Standards Authority

Authoriser: Chief Engineer, Asset Standards Authority

Approver: Executive Director, Asset Standards Authority on behalf of the ASA Configuration Control Board

Document history

Version Summary of changes

1.0 First issue.

© State of NSW through Transport for NSW 2018 Page 3 of 18



Preface

The Asset Standards Authority (ASA) is a key strategic branch of Transport for NSW (TfNSW).

As the network design and standards authority for NSW Transport Assets, as specified in the

ASA Charter, the ASA identifies, selects, develops, publishes, maintains and controls a suite of

requirements documents on behalf of TfNSW, the asset owner.

The ASA deploys TfNSW requirements for asset and safety assurance by creating and

managing TfNSW's governance models, documents and processes. To achieve this, the ASA

focuses on four primary tasks:

• publishing and managing TfNSW's process and requirements documents including TfNSW

plans, standards, manuals and guides

• deploying TfNSW's Authorised Engineering Organisation (AEO) framework

• continuously improving TfNSW’s Asset Management Framework

• collaborating with the Transport cluster and industry through open engagement

The AEO framework authorises engineering organisations to supply and provide asset related

products and services to TfNSW. It works to assure the safety, quality and fitness for purpose of

those products and services over the asset's whole-of-life. AEOs are expected to demonstrate

how they have applied the requirements of ASA documents, including TfNSW plans, standards

and guides, when delivering assets and related services for TfNSW.

Compliance with ASA requirements by itself is not sufficient to ensure satisfactory outcomes for

NSW Transport Assets. The ASA expects that professional judgement be used by competent

personnel when using ASA requirements to produce those outcomes.

About this document

This standard forms part of the TfNSW suite of railway signalling principles which detail the

requirements and design principles. This standard specifically covers trainstops.

To gain a complete overview of signalling design requirements, this document should be read in

conjunction with the suite of signalling design principle standards.

This standard covers requirements for the provision, control, operation and proving of

trainstops.

This standard supersedes RailCorp document ESG 100.15 Trainstops, version 1.7.




The changes to previous content include the following:

• definition of both physical contact type and non-physical contact type

• provision of ETCS trainstops

• conversion of the standard to ASA format and style

This standard is a first issue.




Table of contents 1. Introduction .............................................................................................................................................. 7

2. Purpose .................................................................................................................................................... 7 2.1. Scope ..................................................................................................................................................... 7 2.2. Application ............................................................................................................................................. 7

3. Reference documents ............................................................................................................................. 8

4. Terms and definitions ............................................................................................................................. 8

5. Provision of trainstops ........................................................................................................................... 8 5.1. Trainstops at signals .............................................................................................................................. 8 5.2. ETCS trip order functionality at signals ................................................................................................. 9 5.3. Trainstop placement at signals .............................................................................................................. 9 5.4. Identification of trainstops .................................................................................................................... 10

6. Trainstop implementation ..................................................................................................................... 11 6.1. Trainstop control and operation ........................................................................................................... 11 6.2. Proving of the trainstop status ............................................................................................................. 12 6.3. Low speed areas ................................................................................................................................. 13 6.4. Conditional low speeds ........................................................................................................................ 13

7. Trainstop suppression .......................................................................................................................... 14 7.1. Conditions for trainstop suppression ................................................................................................... 14 7.2. Proving of suppressed trainstops ........................................................................................................ 15

8. Intermediate trainstops ......................................................................................................................... 15 8.1. Provision of intermediate trainstops .................................................................................................... 15 8.2. Intermediate trainstops control and operation ..................................................................................... 15 8.3. Intermediate trainstops in the rear of catchpoints................................................................................ 16 8.4. Suppression of intermediate trainstops ............................................................................................... 17 8.5. Provision of intermediate trainstop advisory speed signs ................................................................... 17

9. ETCS trip order functionality ................................................................................................................ 18 9.1. Control and operation of an ETCS trip order ....................................................................................... 18 9.2. Failsafe design for ETCS trainstop functionality .................................................................................. 18

10. Obsolete requirements ......................................................................................................................... 18 10.1. Requirements – provision of trainstops ........................................................................................... 18




1. Introduction A trainstop is a physical device located adjacent to the track, designed to strike the trip arm on

trains equipped with onboard trip gear, and thereby apply the emergency brake of the train.

Trainstops may be either 'fixed' to trip all trains or be able to be controlled to only trip trains

under certain conditions (such as speed checking).

In some locations, ETCS equipment may be used to provide equivalent functionality for

ETCS-equipped trains.

Trainstop or trip order functionality are typically provided at all signals and where required for

speed checking purposes.

Trainstops can be any of the following types:

• fixed

• electro-hydraulic operation

• electro-pneumatic operation

• electric operation

2. Purpose This standard specifies the requirements and design principles when assessing and

determining the use of trainstops and the application.

2.1. Scope This standard covers information on principles that should be applied when carrying out the

design of signalling system which includes trainstops. This standard provides requirements for

the assessment of infrastructure for both new and retrofit installations.

2.2. Application This standard applies to Authorised Engineering Organisations (AEOs) engaged to carry out the

preliminary and detailed signal design for new and existing installations in the rail passenger

network.

The rail passenger network is within the area bounded by Newcastle (in the north), Richmond

(in the northwest), Bowenfels (in the west), Macarthur (in the southwest) and Bomaderry (in the

south), and all connection lines and sidings within these areas, but excluding private sidings,

freight lines and non-electrified lines.




3. Reference documents The following documents are cited in the text. For dated references, only the cited edition

applies. For undated references, the latest edition of the referenced document applies.

Transport for NSW standards

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements

T HR SC 10006 ST Signalling Design Principle - Signalling Signs

T HR SC 10031 ST Signalling Design Principle – ETCS Level 1

4. Terms and definitions The following terms and definitions apply in this document:

AEO Authorised Engineering Organisation

ETCS European train control system

ITS intermediate trainstop

LEU lineside electronic unit

SPAD signal passed at danger

TfNSW Transport for NSW

5. Provision of trainstops A trainstop shall be provided for any of the following situations:

• signal locations for the purpose of signal passed at danger (SPAD) protection

• signal locations on other lines that lead onto running lines for the purpose of flank

protection

• intermediate trainstops for the purpose of speed checking between signals

• fixed trainstops provided at end of authority locations (such as terminal platforms) and

unwired sections, for the purpose of enforced brake enforcement

Trainstops shall not be provided in areas where the linespeed exceeds 140 km/h; refer to

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements.

5.1. Trainstops at signals If a running signal is located on a designated passenger carrying line and the running signal

controls the passage of multiple unit trip fitted passenger trains, then it shall be provided with a

trainstop.




The designated passenger lines are areas around Sydney bounded by the following:

• Broadmeadow on the main north line (including the Wickham Line)

• Lithgow on the main west (including the Carlingford Line and Richmond Line)

• Macarthur on the main south (including the Leppington Line)

• Berry on the Illawarra Line (including Port Kembla and excluding Bomaderry)

Where a running signal is located on a designated freight-only line then it need not be provided

with a trainstop.

Shunt signals on running lines or leading onto running lines may be provided with a trainstop or

ETCS trip order functionality where a risk assessment warrants such a provision.

5.2. ETCS trip order functionality at signals Subject to a risk assessment, ETCS trip order functionality may be used in place of a trainstop.

The risk assessment shall take into account the following:

• whether any rolling stock which may operate at that location is fitted with trip gear but not

with ETCS equipment

• under some ETCS trackside equipment failure conditions, the onboard ETCS equipment

has to calculate the location at which, to trip the train and this may be as much as 100 m

after the train has passed the signal

• spare capacity of any existing power supplies or air systems

• site constraints around the installation of new equipment and any associated reticulation

requirements

• mixing of trainstop and ETCS trip order balise groups within the same geographical,

interlocking or controlled areas

Any running signal on a passenger line which is not otherwise required to be equipped with a

trainstop shall be equipped with ETCS to provide trip order functionality.

5.3. Trainstop placement at signals Trainstops should be placed in line with its associated signal and replacement track circuit.

5.3.1. Trainstop placement – insulated rail joint, axle counter detection point or treadle In areas where track blocks are separated by insulated rail joints, axle counter detection points

or treadles, the signal and trainstop should align to the start of the replacement track circuit -

insulated rail joint, axle counter detection point or treadle. Where installation and site constraints




exist, the signal may be positioned in rear of the replacement track circuit with the trainstop

located between the signal and start of the replacement track circuit. For all specific placement

distances, refer to SPG 0706 Installation of Trackside Equipment.

5.3.2. Trainstop placement – tuned loops In areas where track blocks circuits are separated by tuned loops, the shunting point is

indistinct, but usually defined at a point that is 3.5 m in advance of the first tuning unit (and up to

the SI or centre point of the loop). The signal and trainstop should align to the shunting point of

the replacement track circuit. Where installation and site constraints exist, the signal may be

positioned in rear of the shunting point with the trainstop located between the signal and

shunting point. For all specific placement distances, refer to SPG 0706 Installation of Trackside

Equipment.

5.3.3. Trainstop placement factors

Trainstop placement takes into account the following factors:

• assumed driver stopping distance, 3 m in rear of a signal

• drivers position 1.5 m from the front of the train

• effects of premature or late normalisation of the trainstop arm, caused by occupation of the

track circuit in advance of the signal ('A' track circuit)

• consequences of a SPAD and red in front of driver (RIFOD)

• early brake application caused by the trainstop positioned excessively in rear of a signal

displaying a stop aspect

• a driver having past the signal position and unable to determine a change in signal aspect

• no brake application due to the trainstop positioned excessively in rear of the signal with

the signal displaying a proceed aspect returned to stop and a new route set, such as a

platform

5.4. Identification of trainstops Trainstops provided at running signals shall be given an identification number identical to the

identification number of the signals to which they apply.

Fixed trainstops shall be identified on signalling plans only by the word 'FIXED' against the

trainstop symbol. Refer to Figure 1 for an example of this arrangement.




FIXED

Figure 1 - Identification of fixed trainstops

5.4.1. Identification of intermediate trainstops An intermediate trainstop is one that is provided between running signals. The intermediate

trainstop shall be given a name from the signal authorising entry into the section. Where two

signals authorise entry to the same section, then the main line signal for the straight route shall

be used.

As the trainstop exists without a signal, a suffix will be provided with the acronym 'I.T.S' to

identify the trainstop as an intermediate trainstop.

Where there is more than one intermediate trainstop located within the signalled route, each

individual trainstop will be further identified by a number. The numbering begins from the signal

authorising entry into the section being managed by the intermediate trainstops.

The format for the naming shall be as follows:

Signal Name - I.T.S - (Trainstop No)

Refer to Figure 2 for a diagram of this arrangement.

103101

101AT 101BT 101CT

101 ITS (1) 101 ITS (2)

Figure 2 - Intermediate trainstop identification

6. Trainstop implementation Trainstops shall be controlled, operated and have the trainstop trip arm proved in the raised

(normal) and lowered (reverse) positions to ensure correct and safe operation of the signalling

system.

6.1. Trainstop control and operation Trainstops work in conjunction with the signal in the following ways:

• the proceed aspect requires the trainstop trip arm to be in the lowered position before the

aspect is displayed

• the proceed aspect is displayed with the trainstop trip arm in the raised position to enforce

speed checking

• if a running signal is displaying a stop aspect, then the trip arm on the trainstop at the

signal shall be in the raised position




Generally, if a running signal is displaying a proceed aspect, then the trip arm on the trainstop

shall be in the lowered position. Exceptions to this may include where a signal displays a

proceed aspect; however, the trainstop is conditionally lowered (that is, low speed aspect).

The raising of the trip arm shall occur as a result of occupation of any track circuit within the

signalled route.

Trainstops shall not be lowered into occupied sections of running lines. Where a shunt signal

lowers the trainstop arm, the arm shall be lowered after proving the speed of the approaching

train is suitably reduced.

Where specifically requested by the rail infrastructure manager (RIM), trainstops may be

lowered unconditionally for routes into storage sidings and other non-running lines on a

risk-based approach.

6.2. Proving of the trainstop status If a running signal displays a proceed aspect which requires the trainstop to be lowered but the

trip arm on a trainstop associated with the signal fails to lower as required, then the signal shall

display an enforced stop aspect. Exceptions to this may include where the conditions for a low

speed route have been met and the signal displays a low speed aspect.

If a running signal displays a stop aspect but the trip arm on the trainstop associated with the

signal fails to return to the raised position, any running signals immediately in rear shall be

maintained at stop until enabled to reclear by the particular running signal reclearing.

If the running signal associated with the trainstop is a controlled signal (absolute) and the trip

arm fails to return to the raised position when the signal is at stop, then the locking shall be

inhibited from normalising.

The normal position of the trainstop shall be proved in the signal normal repeat function.

The reverse position of the trainstop shall be proved in the signal reverse indication function.

Higher aspects of signals shall prove that the trainstop at the signal in advance is reverse.

Shunting signals shall not prove the trainstop arm in the lowered position. The reverse signal

shall prove the signal reverse only; however, the normal signal repeater and signal normal

repeat function shall prove the trainstop normal.

Trainstop trip arms shall be proved to be in the raised position in all signal normal indications.

When required to be suppressed for opposite direction movements to avoid back tripping, this

proving can be temporarily qualified. The qualification shall be removed and the trainstop trip

arm restored to the raised position as soon as practicable.




If a trainstop fails to return to the raised position, then the signal in rear shall be able to clear in

the following conditions:

• the next section ahead (including the overlap) is proved clear such that the signal with the

failed down trainstop will clear

• the signal in advance at stop has proved its trainstop raised

Refer to Figure 3 for an example of this arrangement.

CLEAR1 2 3

STOPSTOPCAUTION

STOP1 2 3

CAUTIONMEDIUMCLEAR4

4

TRAINSTOP FAILED IN THE LOWERED POSITION

Figure 3 - Failed trainstop configuration with overlap clear

6.3. Low speed areas In designated low speed areas, the lowering of the trip arm of the trainstop shall be on the timed

approach of the train on the berth track circuit after the signal is displaying a low speed or

caution (timed caution). Trainstops are not proved in the lowered position in a low speed aspect;

the trainstop shall be proved in the lowered position before the associated signal can display a

higher aspect that requires the trainstop lowered.

Where timed cautions are in use, the trainstop trip arm can only be proved in the lowered

position in the clear aspect of a signal in rear that requires the trainstop trip arm in the lowered

position.

The following areas are considered as low speed areas:

• City underground

• Eastern suburbs railway

• Central to Waverton

• Strathfield area

• Sydney to Lidcombe

6.4. Conditional low speeds In cases where a low speed aspect is conditionally cleared after the timed approach of the train,

the train stop shall be proved in the lowered position before the signal displays a proceed

aspect.




7. Trainstop suppression In certain situations, a trainstop function may be required to be suppressed to support moves in

the opposite direction.

Suppression shall be provided on trainstops to facilitate the movement of trains in two way

running or over bi-directional lines without initiating an unnecessary brake application or

damaging the trainstop equipment.

7.1. Conditions for trainstop suppression If a trainstop associated with a signal is located where train movements from other signals pass

over it in the opposite direction of running, then the trainstop shall be suppressed (lowered) for

the opposite direction movement.

Refer to Figure 4 for an example of this arrangement.

101 TRAINSTOP SUPPRESSED BY 102 (M) ROUTE. TRAINSTOP MAINTAINED IN THE LOWERED POSITION BY OCCUPANCY OF ANY TC CIRCUIT WITHIN THE ROUTE UNTILL CLEARING 101 A TC

102 TRAINSTOP SUPPRESSED BY 101 (M)A ROUTE. TRAINSTOP

MAINTAINED IN THE LOWERED POSITION BY OCCUPANCY OF ANY

TC CIRCUIT WITHIN THE ROUTE UNTILL CLEARING 102 A TC

101

102

101 AT 101 BT

102 AT

701

701

DOWN MAIN

UP MAIN


Figure 4 - Suppression of trainstops for opposing movements

If an opposing direction signal is able to display a proceed aspect, then the trip arm of the

trainstop that is to be suppressed shall be lowered, and maintained in the lowered position by

the occupation of any of the track circuits along the route between the initiating opposing

direction signal and the suppressed trainstop, until the rear of the train has passed the signal.

If the trip arm of the suppressed trainstop fails to return to the raised position after the opposite

direction movement is clear, then the running signal with which it is associated shall be

maintained at stop. If a follow on move in the same direction is required, then the trainstop is not

required to be raised provided all the route/aspect conditions have been met.

Subject to a risk assessment, where a risk exists that a driver may observe a suppressed

trainstop and mistake it for an authority to proceed, additional controls shall be implemented

before the trainstop is suppressed. The controls may include detection of the train at the berth

of the signal with the suppression of the trainstop after the train occupies the route.



7.2. Proving of suppressed trainstops A trainstop shall be proved in the raised position when required in signalled movements leading

up to them in the applicable direction, or as otherwise permitted under Section 6.2.

Suppressed trainstops shall not be proved in the lowered position in the first running aspect

(caution or low speed) when cleared for train movements in the other direction. However, the

trainstop arm in the lowered position shall be proved in higher aspects on the approach in the

opposing movement.

8. Intermediate trainstops Intermediate trainstops shall be provided where approach control (speed checking) is warranted

for situations where no overlap or a reduced overlap is provided.

8.1. Provision of intermediate trainstops Intermediate trainstops may be provided where a reduced overlap exists and there is an

operational requirement to close up trains through the use of low speed or conditional low

speed aspects. One or more intermediate trainstops would then be provided within the route to

control the speed of the train as it approaches the reduced overlap.

Intermediate trainstops may also be provided to check the speed of a train approaching a stop

signal immediately in the rear of an open catchpoint where there is minimal safe overrun

distance between the protecting signal and the toe of the switch on the catchpoints. The

requirement for intermediate trainstops in these circumstances shall be assessed based on the

risks identified for each location. The risks associated with the following factors, but not limited

to, shall be taken into account:

• existing speed supervision such as ETCS

• adequate signal sighting

• high approach speeds

• steep, falling grades

8.2. Intermediate trainstops control and operation In low speed aspect areas, if a running signal route is set with minimal overlap available, then

the running signal shall display a low speed aspect and the trainstop associated with the

running signal and intermediate trainstop shall both remain in the raised position. The trainstop

shall lower following the expiry of a track timer.

For conditional low speed aspects, if a minimal overlap is available, then the running signal shall

display a conditional low speed aspect (after timer expiration following occupancy of the berth




track circuit) and the associated trainstop shall be driven to the lowered position. The

intermediate trainstop and trainstop at the signal at stop shall remain in the raised position.

The speed of a train approaching the intermediate trainstop shall be checked during the time

expiry period.

If the average speed of the approaching train is greater than the designated speed, then it will

engage the raised trip arm of the intermediate trainstop and be subject to a brake application.

Where low speed aspects are provided and the overlap conditions improve with the speed of

the approaching train commensurate to the overlap distance available or designated speed, the

trip arm of the intermediate trainstop shall be lowered allowing the train to continue up to the

next running signal in advance.

The intermediate trainstop shall be proved to have returned to the raised position before a

signal leading to it which requires the trainstop in the raised position can show a proceed

aspect.

Intermediate trainstops shall be proved in the lowered position before the associated signal

displays a proceed running aspect.

The signal leading to the intermediate trainstop may clear unconditionally to low speed with its

trainstop arm in the lowered position and the speed proving being performed by the

intermediate trainstop if both of the following conditions are present:

• an intermediate trainstop is used for line speed control

• a full overlap is available from the intermediate trainstop for the speed the train is

authorised to approach at

The term ‘line speed control’ is for a situation where the train speed may be constant, but

constrained by a low speed indication, or speed sign.

8.3. Intermediate trainstops in the rear of catchpoints Where minimal or no overlap exists between the signal protecting the catchpoints and the toe of

the open catchpoint, then one or more intermediate trainstops shall be provided to ensure that

the speed of an approaching train is such that it will stop at the protecting signal (or, at worst, be

travelling at a significantly low speed) when the catchpoints are in the open position.

As the train approaches each intermediate trainstop, its speed shall be checked using a time

expiry period for each intermediate trainstop. The location of the intermediate trainstops shall be

determined by taking into account the following factors:

• service speed (attainable speed)

• previously checked speed

• GE52A trip braking curve




Where the timing distance is long enough that a constant speed is not operationally practical,

the timing of the intermediate trainstops may be determined using the GE62 braking curve

rather than assuming a constant speed over the timing track.

8.4. Suppression of intermediate trainstops When a train has occupied a route and the train's speed within the route is subject to speed

checking by the use of intermediate trainstops, then the signalling arrangements shall ensure

that the intermediate trainstops will not be suppressed by an opposing or turnback route (to

avoid back-tripping) if the train may still be completing the route.

In these situations, the clearing of the opposing signal shall not override the intent of the speed

checking that protects the identified risks.

This can be achieved by any of the following:

• Maintaining intermediate trainstops in the lowered position (after occupancy of the timing

track to lower the intermediate trainstop) for as long as the relevant portion of track is

occupied, such that suppression by the opposing signal's route is not required.

• Use of route holding and a release timer to prevent suppression until the train movement

can reasonably be considered to have ceased.

• Not allowing suppression until the timing conditions for the speed checking have been met.

Where rail vehicle detection arrangements allow any intermediate trainstop to be supressed,

which the train has not passed; for example, short train entering a terminal platform, early

setting of the route and clearing of the departing signal shall not suppress the intermediate

trainstops located between the train and the buffer stop.

Suppressed intermediate trainstops shall not be proved in the lowered position in the first

running aspect (caution or low speed) when cleared for train movements in the opposing

direction.

8.5. Provision of intermediate trainstop advisory speed signs Where intermediate trainstops are provided, and their timing is less than 25 km/h as defined by

the low speed signal, advisory speed signs shall be provided to assist drivers in controlling their

speed.

The sign shall be located adjacent to the commencement of the timing position, such as a data

pick-up unit (DPU), treadle, insulated joint or the centre of a tuned loop.

The speed displayed on the sign should preferably be 5 km/h below the speed for which the

timing is set. This is to permit the system to operate in time for the driver to see the trainstop

arm lower as the train approaches. © State of NSW through Transport for NSW 2018 Page 17 of 18



Where the timing is set for speeds 25 km/h or above, no advisory speed boards are required.

Refer to T HR SC 10006 ST Signalling Signs for signalling design principles relating to

intermediate trainstop advisory speed signs.

9. ETCS trip order functionality Where ETCS is used to perform train trip functionality, the system shall be configured to be

controlled, operated and have redundancy (in case of a failure) provided in order for the correct

and safe operation of the signalling system.

For details of the ETCS application, refer to T HR SC 10031 ST Signalling Design Principle -

ETCS Level 1.

9.1. Control and operation of an ETCS trip order If a running signal is displaying a stop aspect, then a train trip order shall be sent from the ETCS

trackside equipment (balise group).

If a running signal is displaying a proceed aspect, then a movement authority that does not

include a trip order shall be sent from the trackside balise group.

9.2. Failsafe design for ETCS trainstop functionality ETCS trainstop functionality shall be implemented in a failsafe way, such that any failure of the

ETCS trackside equipment or interface to the signalling system will result in the train being

tripped. The effect of the onboard odometry error should be considered in the ETCS design to

ensure that a trip occurring at a location calculated by the onboard when the balises are not

read is not past the signal.

10. Obsolete requirements For historical purposes, previous requirements associated with trainstops are provided.

10.1. Requirements – provision of trainstops Running signals located outside the designated suburban passenger lines but within the area

bounded by Fassifern on the Main North, Lithgow on the Main West, and Kiama on the Illawarra

may also be fitted with trainstops where it is considered that a train over running a signal would

be at serious risk of a collision with another train; for example, at the approach to crossovers

leading to or from areas of bi-directional running. Signals within this area are risk assessed on

an individual basis to determine whether trainstops are to be installed.


Documents

Signalling Design Principle - Trainstops