Rapid Response. Lineside Signal Spacing. Railway Group Standard GK/RT0034 Issue Three Date September 1998

Transcription

1 Rapid Response Railway Group Standard Lineside Signal Spacing Synopsis This Standard specifies the minimum distance that must be provided between the first signal displaying a cautionary aspect and the stop signal to which it applies. Signatures removed from electronic version Submitted by Keith Turner Standards Project Manager Authorised by Richard Spoors Controller, Railway Group Standards This document is the property of Railtrack PLC. It shall not be reproduced in whole or in part without the written permission of the Controller, Railway Group Standards, Railtrack PLC. Published by Safety & Standards Directorate, Railtrack PLC, Floor DP01, Railtrack House, Euston Square, London NW1 2EE Copyright 1998 Railtrack PLC

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3 Rapid Response Railway Group Standard Page 1 of 26 Contents Section Description Page Part A Issue Record 2 Responsibilities 2 Compliance 2 Health and Safety Responsibilities 2 Supply 2 Part B 1 Purpose 4 2 Scope 4 3 Definitions 4 4 Braking Performance 4 5 Signal Spacing Distances 5 6 Application 6 Guidance Note - Derivation of Differential speeds 8 Appendices 1 Composite Curve and Table for all Trains 10 (Except on Former Southern Region Passenger Lines) 2 Composite Curve and Table for Passenger Trains 14 (Except on Former Southern Region Passenger Lines) 3 The Curve and Table for Trains with Enhanced Braking (9%g mean) 18 4 The Curve and Table for Former Southern Region Passenger Lines 22 References 26 RAILTRACK 1

4 Railway Group Standard Page 2 of 26 Rapid Response Issue Record Part A This Standard will be updated when necessary by distribution of a complete replacement. Amended or additional parts of revised pages will be marked by a vertical black line in the adjacent margin. Issue Date Comments 1 May 1996 Supersedes SSP34 dated January Dec 1997 Supersedes Issue 1 3 Sep 1998 Emergency Issue. Supersedes Issue 2. Responsibilities Railway Group Standards are mandatory on all members of the Railway Group * and apply to all relevant activities that fall into the scope of each individual s Railway Safety Case. If any of those activities are performed by a contractor, the contractor s obligation in respect of Railway Group Standards is determined by the terms of the contract between the respective parties. Where a contractor is a duty holder of a Railway Safety Case then Railway Group Standards apply directly to the activities described in the Safety Case. * The Railway Group comprises Railtrack and the duty holders of the Railway Safety Cases accepted by Railtrack. Compliance The provisions of this Railway Group Standard are mandatory with effect from Saturday 17 October 1998 for the commissioning of new or altered work involving the positioning or repositioning of signals, or the setting of permissible speeds. Where the positioning or repositioning of signals was designed in accordance with Appendix 1 of Issue 1 or Issue 2 of this standard, and was approved by Railtrack prior to publication of this issue, Railtrack shall determine the policy to achieve compliance with Appendix 1 of this issue. As a minimum, this policy shall be to impose speed restrictions on freight trains from the commissioning of the scheme. These speed limits shall be calculated using Appendix 1 of this issue. Retrospective action shall be taken on receipt of this issue where new or altered work involving the positioning or repositioning of signals, or the setting of permissible speeds, has been carried out utilising Appendix 1 of Issue 1 or 2 of this standard prior to Saturday 17 October If freight trains run over the lines affected, the speed limit for these trains shall be re-calculated using Appendix 1 of this issue, and the appropriate speed restriction applied. Retrospective action shall be taken to check all the Signal Spacing Distances on any portion of line over which it is proposed to run new or modified rolling stock whose braking performance requires a greater stopping distance; or acceleration performance is greater (only where Attainable Speed is used in determination of signal position) than for rolling stock already accepted to run over the route. Corrective action shall be taken to deal with any deficiencies identified prior to acceptance of the new or modified rolling stock. 2 RAILTRACK

5 Rapid Response Railway Group Standard Page 3 of 26 Retrospective action shall be taken to check the Signal Spacing Distances following any incidents where it is suspected that the signal spacing may be deficient or where other information coming to the attention of Railtrack calls into question the adequacy of existing signal spacing. Corrective action shall be taken to deal with any deficiencies identified in a timescale commensurate with the risks involved. Retrospective action is not required solely because existing Signal Spacing Distances exceed the limits specified in Section 6.4. Health and Safety Responsibilities In issuing this Standard, Railtrack PLC makes no warranties, express or implied, that compliance with all or any Railway Group Standards is sufficient on its own to ensure safe systems of work or operation. Each user is reminded of its own responsibilities to ensure health and safety at work and its individual duties under health and safety legislation. Supply Controlled and uncontrolled copies of this Standard may be obtained from the Industry Safety Liaison Dept, Safety and Standards Directorate, Railtrack PLC, Railtrack House DP01, Euston Square, London, NW1 2EE. RAILTRACK 3

6 Railway Group Standard Page 4 of 26 Rapid Response 1 Purpose Part B To ensure that : the Signal Spacing Distance provided between the first signal displaying a cautionary aspect and the signal at which the train is required to stop is sufficient to enable the train to stop safely at the stop signal; and a structured process is defined that establishes that signal spacing and train braking performance are matched when new trains are introduced into service, or trains are run over lines on which they have not previously run. 2 Scope This Standard applies to all routes equipped with lineside signals and to all types of train in service. The information included in this document is not to be used for any other purpose, e.g. warning arrangements for Temporary (including Emergency) and Permanent Speed Restrictions, the release of interlocking and approach controls, automatic train protection, or level crossings. Sections 6.1 and 6.5 are of relevance to the Engineering Acceptance Process for railway vehicles. 3 Definition Attainable Speed The maximum speed a train may achieve at a point when accelerating from a lower specified speed at an earlier point (e.g. when accelerating away from a permanent speed restriction) when the train has not yet reached permissible speed. Signal Spacing Distance The distance between the signal displaying the first cautionary aspect and the signal at which the train is required to stop. 4 Braking Performance The Braking Performance for all Traction and Rolling Stock is defined in the following Standards: GM/RT0168 Braking System and Performance Policy for T&RS including On Track Plant GM/RT2041 Braking System and Performance for Trailer Coaching Stock GM/RT2042 Braking System and Performance for Traction Units GM/RT2043 Braking System and Performance for Freight Vehicles GM/RT2044 Braking System and Performance for Multiple Units These Standards set out the factors taken into account in defining the performance of the braking system and also detail the contingency factors included. Note: The Rule Book Appendix defines the action that must be taken when the braking performance does not meet the requirements of the above Braking Standards. 4 RAILTRACK

7 Rapid Response Railway Group Standard Page 5 of 26 5 Signal Spacing Distances Minimum Signal Spacing Distances are specified in the following appendices. When applying this standard to a line of route (or well defined portion thereof) it is necessary to select the appendix appropriate to the types of train it is intended shall use the route. Railtrack and the Train Operating Company shall agree which appendix is to be used. The appendix that has been selected must be stated within the project specification and the notes of the relevant signalling plans. Each appendix consists of information shown in graphical and tabulated format for all normal operating speeds and gradients. 5.1 Appendix 1 Composite Curve and Table for all Trains (Except on Former Southern Region Passenger Lines) This applies to routes which under normal circumstances carry all types of passenger and freight trains. except those where the classes of train listed in section are permitted to exceed 75 mph. It is the curve to be used for all signalling schemes unless the trains using the route are predominantly those to which one of the following appendices applies. 5.2 Appendix 2 Composite Curve and Table for Passenger Trains (Except on Former Southern Region Passenger Lines) This applies to routes carrying a preponderance of passenger traffic, and caters for all passenger trains except those referred to in section The permissible speed of other trains shall be restricted where this is necessary to enable them to stop within the Signal Spacing Distance. 5.3 Appendix 3 The Curve and Table for Trains with Enhanced Braking (9%g mean) This applies to routes used predominantly by trains which have superior braking performance and have been proved to be capable of meeting the braking performance that is defined in Group Standards GM/RT2041, GM/RT2042 and GM/RT2044 as being required for routes signalled in accordance with this appendix. The permissible speed of other trains shall be restricted where this is necessary to enable them to stop within these Signal Spacing Distances. 5.4 Appendix 4 The Curve and Table for Former Southern Region Passenger Lines This appendix must only be applied to former Southern Region DC electrified lines; and only in the following circumstances: Alterations to existing installations where the signals are spaced to this curve, or For resignalling schemes on lines where the following older classes of emu stock are permitted to run in excess of 75 mile/h: Classes 411, 412, 415, 419, 421, 422, 423. At line speeds lower than 75 mile/h Appendix 1 shall be used. Note: These classes of train do not meet the braking performance required for Appendix 2; nor do they meet the performance required by Appendix 1 at speeds above 75 mph. RAILTRACK 5

8 Railway Group Standard Page 6 of 26 Rapid Response 6 Application 6.1 Differential Speeds Certain trains using a route may have a different braking performance to that for which the signal spacing has been designed. If the braking performance is inferior, the speed of those trains must be restricted to a speed lower than the normal permitted speed. If the braking performance is superior, those trains may be permitted to exceed the normal permitted speed. Such differential speeds shall be determined by a comparison between the signal spacings required by the trains at a given speed and the signal spacings existing on the route. Each signal shall be considered individually. The permitted speed shall be such that the signal spacing required by the train at that speed is less than or equal to each Signal Spacing Distance considered. It will be necessary for the train operator to supply data for the signal spacings required by the train, both for level tracks and for gradients on the route, determined as follows:- a) The stopping performance on gradients shall be determined from the measured stopping distance of the train on level track using the method described in Appendix 5 of this standard. b) The stopping performance of the train determined in step 1 above shall be increased by the contingency factor defined in the appropriate Railway Group Standard listed in Section 4 of this standard, to give the required Signal Spacing Distance. The train operator shall have the required signal spacing distance information (determined in steps 1 & 2 above) produced or validated by a body recognised by Railtrack to act as a Vehicle Conformance Certification Body. When the train braking performance on level track meets the criteria set out in the standards listed in Section 4, the signal spacings required by the train may be read from the appropriate appendix to this standard. In this case it will only be necessary for the Vehicle Conformance Certification Body to confirm the train braking performance on level track. Refer to the Guidance Note on page 8 for further information on this subject. 6.2 Gradient Variations Where a falling gradient varies, and the mean gradient within the Signal Spacing Distance is or steeper, the spacing distance to be used shall be the distance for the mean gradient plus 10% of that distance, or the distance for the steepest falling gradient within the Signal Spacing Distance, whichever is the shorter. Sites which include combinations of rising and falling gradients, both steeper than 1%, within the Signal Spacing Distance require special consideration. Each case must be considered individually in relation to the performance of trains permitted to use the line, to ensure that signals are spaced to enable all trains to be stopped safely when required while avoiding excessive Signal Spacing Distances. The reasons for the signal spacing in such cases must be recorded and agreed by the Infrastructure Controller (Railtrack). 6.3 Four Aspect Signalling In areas of 4 aspect signalling, signals shall be positioned so that the distance between the single yellow aspect and the signal at danger is at least one third of the total distance from the signal in rear displaying double yellow to the signal at danger. 6.4 Acceptable variations in the use of Signal Spacing Distances The distances shown in Appendices 1 to 4 are minimum Signal Spacing Distances and shall not be reduced. Excessive Signal Spacing Distances may 6 RAILTRACK

9 Rapid Response Railway Group Standard Page 7 of 26 contribute to a SPAD and should be avoided. The actual distance between the first cautionary aspect and the stop signal may be increased as follows, having regard to the local site conditions : not normally by more than 25% of the minimum spacing distance; by up to 50% on lines where the speed is 60 mile/h or greater; by up to 100% on lines where the speed is less than 60 mile/h provided the distance for 60 mile/h as specified in (b) is not exceeded; on lines where the minimum Signal Spacing Distance is less than 550yds. (500m), a maximum spacing distance of 1100yds (1000m), or the distance allowed in (c) whichever is the greater, is permitted. On multi track sections and in station areas these variations relate to the highest speed line and they may be exceeded for other adjacent lines where strict adherence to this Standard would result in the adoption of unacceptable signal positions. Where it is required to avoid trains being detained at specific locations, e.g. tunnels, viaducts, etc. and it is not possible to position the signals to avoid this within the constraints of this section, the requirements must normally be achieved by adjusting the signal controls. In exceptional circumstances, where there is no alternative means of avoiding an unacceptable signal position, the Infrastructure Controller (Railtrack) may authorise a signal spacing which exceeds the limits set by this section. The reasons for each such decision shall be fully documented and supported by a risk assessment demonstrating that the risk incurred by the signal position chosen (including consideration of signal sighting) is lower than that associated with any reasonably practical alternative position and/or alteration to the signal controls. 6.5 Use of Attainable Speed By exception and in consultation with Railtrack, Attainable Speed may be used in place of permissible speed (when determining minimum signal spacing) in the following circumstances: where it facilitates the avoidance of trains being detained at specific locations, otherwise achieved by the imposition of signal controls, as detailed in paragraph 3 of Section 6.4; where it achieves an acceptable signal position which could otherwise only be achieved by exceeding the requirements of Section 6.4 as permitted in paragraph 4 of Section 6.4. Attainable Speed shall be derived from documented acceleration curves which have been produced or validated by a body recognised by Railtrack to act as a Vehicle Conformance Certification Body. Attainable Speeds used must properly take into account the affect of any rising or falling gradient. Calculation of the minimum signal spacing using Attainable Speed must also properly take into account the ability of the train to continue to accelerate to permissible speed. The use of Attainable Speed shall be shown in the notes of the relevant signalling plan including identification of the signal(s) affected. The acceleration data used for determination of Attainable Speed shall be included in the project records. RAILTRACK 7

10 Railway Group Standard Page 8 of 26 Rapid Response Guidance Note - Derivation of Differential Speeds Trains with braking performance that do not match one of the Standards listed in Section 4. There are a number of factors such as retardation, brake application time and contingency that influence train stopping distance. On gradients the combined effect of these factors is such that if the stopping distance and hence Signal Spacing Distance on level track indicates that a certain differential speed is permissible, the same differential speed may not be permissible on all gradients. This guidance note illustrates this effect, thus demonstrating the need for calculations to be made for all relevant gradients. The following table gives the Signal Spacing Distances required by two types of train with different braking performance running on various gradients. The figures are taken from Appendices 3b) and 4b) respectively of this standard. They allow comparison of the stopping distance requirements for two trains, one running at 90 mph and one at 75 mph, with braking characteristics such that they both require the same signal spacing (1100m) on level track. Train Speed Signal Spacing Rising Gradients Falling Gradients Mph 3.0% 2.5% 2.5% 3.0% Difference in Distances The table shows that whilst on the level the required Signal Spacing Distances are nominally equal, on 3% falling gradients the 90 mph train requires 671 metres less whereas on a 3% rising gradient it requires 98 metres more than the 75 mph train. On the level and on falling gradients the required signal spacing for the 90 mph train is either equal to or less than that required by the 75 mph train. As a result it would be possible for the 90 mph train to operate over level track or falling gradients on the route signalled for the 75 mph train without any adjustment of signal positions. However on rising gradients the 90 mph train requires a greater signal spacing than that required by the 75 mph train and clearly it would not be possible for the 90 mph train to operate at 90 mph on rising gradients if the line has been signalled for the braking distance required by the 75 mph train. Thus in general it is necessary to know the train braking performance on all relevant gradients and to ensure that this is compatible with the signal spacings on the route concerned. 8 RAILTRACK

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12 Railway Group Standard Page 10 of 26 Rapid Response Appendix 1a Composite Curve For All Trains (Except On Former Southern Region Passenger Lines) Pending publication of a revised set of curves, the metric curve has been withdrawn. Please refer to Appendix 1c for the imperial measures curve and convert from imperial measurements to metric. 10 RAILTRACK

13 Rapid Response Railway Group Standard Page 11 of 26 Appendix 1b Composite Table For All Trains (Except On Former Southern Region Passenger Lines) DISTANCE (METRES) INITIAL SPEED (Mile/h) GRADIENT Rising Falling RAILTRACK 11

14 Railway Group Standard Page 12 of 26 Rapid Response Appendix 1c Composite Curve For All Trains (Except On Former Southern Region Passenger Lines) Minimum Signal Spacing (yds) mph 120 mph mph 95 mph / mph mph 75/80 mph 70 mph 65 mph 60 mph 55 mph 50 mph mph mph 35 mph 30 mph 25 mph 20 mph 0 R R R R 0% F - F - F - F - Gradients 12 RAILTRACK

15 Rapid Response Railway Group Standard Page 13 of 26 Appendix 1d Composite Table For All Trains (Except On Former Southern Region Passenger Lines) DISTANCE (YARDS) INITIAL SPEED (Mile/h) GRADIENT Rising Falling RAILTRACK 13

16 Railway Group Standard Page 14 of 26 Rapid Response Appendix 2a Composite Curve For Passenger Trains (Except On Former Southern Region Passenger Mile/h Mile/h Minimum Signal Spacing Distance (METRES) Mile/h 120 Mile/h 100, 105, 110, 115 Mile/h 85 Mile/h 80 Mile/h 75 Mile/h 70 Mile/h 65 Mile/h (METRES) Mile/h Mile/h Mile/h Mile/h 20, 25, 30, 35, 40 Mile/h % 2.5% 2.5% 3.0% 1 in 33 1 in 40 1 in 40 1 in 33 Rising GRADIENT Falling 14 RAILTRACK

17 Rapid Response Railway Group Standard Page 15 of 26 Appendix 2b Composite Table For Passenger Trains (Except On Former Southern Region Passenger Lines) DISTANCE (METRES) INITIAL SPEED (Mile/h) 1 in % 1 in % Rising GRADIENT Falling in % 1 in % RAILTRACK 15

18 Railway Group Standard Page 16 of 26 Rapid Response Appendix 2c Composite Curve For Passenger Trains (Except On Former Southern Region Passenger Lines) Mile/h Mile/h Mile/h Minimum Signal Spacing Distance (YARDS) Mile/h 120 Mile/h 100, 105, 110, 115 Mile/h 80 Mile/h 75 Mile/h 70 Mile/h 65 Mile/h 60 Mile/h (YARDS) Mile/h Mile/h Mile/h 20, 25, 30, 35, 40 Mile/h % 2.5% 1 in 33 1 in % 3.0% 1 in 40 1 in 33 Rising GRADIENT Falling 16 RAILTRACK

19 Rapid Response Railway Group Standard Page 17 of 26 Appendix 2d Composite Table For Passenger Trains (Except On Former Southern Region Passenger Lines) DISTANCE (YARDS) INITIAL SPEED (Mile/h) 1 in % 1 in % Rising GRADIENT Falling in % 1 in % RAILTRACK 17

20 Railway Group Standard Page 18 of 26 Rapid Response Appendix 3a Curve For Trains With Enhanced Braking (9%g Mean) Mile/h Mile/h Mile/h Mile/h Minimum Signal Spacing Distance (METRES) Mile/h 100 Mile/h 95 Mile/h 90 Mile/h 85 Mile/h 80 Mile/h 75 Mile/h 70 Mile/h 65 Mile/h 60 Mile/h 55 Mile/h 50 Mile/h 45 Mile/h 20, 25, 30, 35, 40 Mile/h (METRES) % 2.5% 2.5% 3.0% 1 in 33 1 in 40 1 in 40 1 in 33 Rising GRADIENT Falling 18 RAILTRACK

21 Rapid Response Railway Group Standard Page 19 of 26 Appendix 3b Table For Trains With Enhanced Braking (9%g Mean) DISTANCE (METRES) INITIAL SPEED (Mile/h) 1 in % 1 in % Rising GRADIENT Falling in % 1 in % RAILTRACK 19

22 Railway Group Standard Page 20 of 26 Rapid Response Appendix 3c Curve For Trains With Enhanced Braking (9%g Mean) Mile/h Mile/h Mile/h Mile/h Minimum Signal Spacing Distance (YARDS) Mile/h 100 Mile/h 95 Mile/h 90 Mile/h 85 Mile/h 80 Mile/h 75 Mile/h 70 Mile/h (YARDS) Mile/h Mile/h Mile/h Mile/h 45 Mile/h 20, 25, 30, 35, 40 Mile/h % 2.5% 1 in 33 1 in % 3.0% 1 in 40 1 in 33 Rising GRADIENT Falling 20 RAILTRACK

23 Rapid Response Railway Group Standard Page 21 of 26 Appendix 3d Table For Trains With Enhanced Braking (9%g Mean) DISTANCE (YARDS) INITIAL SPEED (Mile/h) 1 in % 1 in % Rising GRADIENT Falling in % 1 in % RAILTRACK 21

24 Railway Group Standard Page 22 of 26 Rapid Response Appendix 4a Curve For Former Southern Region Passenger Lines Mile/h Mile/h Mile/h Minimum Signal Spacing Distance (METRES) Mile/h 75 Mile/h 70 Mile/h 65 Mile/h (METRES) Mile/h Mile/h 50 Mile/h 45 Mile/h 40 Mile/h 35 Mile/h 30 Mile/h 25 Mile/h 20 Mile/h % 2.5% 2.5% 3.0% 1 in 33 1 in 40 1 in 40 1 in 33 Rising GRADIENT Falling 22 RAILTRACK

25 Rapid Response Railway Group Standard Page 23 of 26 Appendix 4b Table For Former Southern Region Passenger Lines DISTANCE (METRES) INITIAL SPEED (Mile/h) 1 in % 1 in % Rising GRADIENT Falling in % 1 in % RAILTRACK 23

26 Railway Group Standard Page 24 of 26 Rapid Response Appendix 4c Curve For Former Southern Region Passenger Lines Mile/h Mile/h Mile/h Minimum Signal Spacing Distance (YARDS) Mile/h 75 Mile/h 70 Mile/h 65 Mile/h (YARDS) Mile/h Mile/h 50 Mile/h Mile/h Mile/h Mile/h 30 Mile/h 25 Mile/h 20 Mile/h % 2.5% 1 in 33 1 in 40 Rising GRADIENT 2.5% 3.0% 1 in 40 1 in 33 Falling 24 RAILTRACK

27 Rapid Response Railway Group Standard Page 25 of 26 Appendix 4d Table For Former Southern Region Passenger Lines DISTANCE (YARDS) INITIAL SPEED (Mile/h) 1 in % 1 in % Rising GRADIENT Falling in % 1 in % RAILTRACK 25

28 Railway Group Standard Page 26 of 26 Rapid Response References GM/TT0168* GM/RT2041 GM/RT2042 GM/RT2043 GM/RT2044 Braking System and Performance Policy for T&RS including On Track Plant. GM/TT0168 is expected to be superceded by GM/RT2045. Please refer to the Railway Group Standards Catalogue. Braking System and Performance for Trailer Coaching Stock Braking System and Performance for Traction Units Braking System and Performance for Freight Vehicles Braking System and Performance for Multiple Units 26 RAILTRACK