Rail Safety and Standards Board Certificate of Derogation from a Railway Group Standard (under 8.3 of the Railway Group Standards Code) Derogation Number: Applicant: Subject Matter of Derogation: RGS Number: RGS Issue Number: Professional Head of Signal Engineering, Network Rail, 40 Melton Street, London NW1 2EE Lineside operational safety signs GI/RT7033 One RGS Issue Date: June 2003 RGS Title: RGS Clause: RGS Clause Requirements: LinesIde Operational Safety Signs Section AE - Enhanced Permissible Speed Signs Section AE - 'Enhanced permissible Speed Indicators' states: "SIGN AE01m Mandated by Railway Group Standard GE/RT8012. These signs display the enhanced permissible speed applicable to the section of line beyond the sign up to the commencement of the following permissible speed section, but subject to any exceptions defined in the sectional appendix applicable to that line and GO/RT3000. A permissible speed indicator without an enhanced permissible speed indicator means that no enhanced permissible speed is authorised over the section of line beyond the sign. The standard dimensions shall be used, unless the clearances are inadequate, in which case the signs designed for limited clearance areas shall be used (refer to signs defined under AE02m). Display of values in miles per hour: - Red roundel - White surround. Class 1 retro-reflectivity shall be applied. Single values below 100 shall be 340mm high centred on the width of the sign. It is permissible to reduce the size of values of 100 and above, but not below 315mm high, and only when the space available so requires. The text "EPS" shall be 120mm high centred on the width of the sign.
The typeface defined in BS 3693B: 1964 shall be used. approaching the location concerned. SIGN AE02m Mandated by Railway Group Standard GE/RT8012 These signs display the enhanced permissible speed applicable to the section of line beyond the sign up to the commencement of any subsequent permissible speed section, but subject to any exceptions defined in the sectional appendix applicable to that line and GO/RT3000. This signs shall also be used where enhanced permissible speed values are repeated within a signed speed section. A permissible speed indicator without an enhanced permissible speed indicator means that no enhanced permissible speed is authorised over the section of line beyond the sign. These signs shall be used where the clearances for the standard signs are inadequate (refer to signs defined under AE01). Display of values in miles per hour: - Red roundel - White surround. Class 1, or better, retro-reflectivity shall be applied. Values shall be not less than 160mm high centred on the width of the sign. Larger digits shall be used where the space available permits. Text identifying non-standard differential permissible speeds shall be 130mm high centred on the width of the sign. The typeface defined in BS 3693B:1964 shall be used. approaching the location concerned. Sign AE03m: Mandated by Railway Group Standard GE/RT8012. These signs provide warning of a reduction in enhanced permissible speed ahead. A permissible speed warning indicator without an enhanced permissible speed warning indicator means that no enhanced permissible speed is authorised over the section of line beyond the sign.
The standard dimensions shall be used, unless the clearances are inadequate, in which case the signs for limited clearance areas shall be used (refer to signs defined under AE04m). - Display of values in miles per hour only. Class 1 retro-reflectivity shall be applied. Single values shall be 315mm high centred on the width of the sign. Standard differential values shall be 190 mm high centred on the width of the sign. Text identifying non-standard differential permissible speeds shall be 250mm high, and the values shall be 315mm high; both centred on the width of the sign. The typeface defined in BS 3693B:1964 shall be used. approaching the location concerned. SIGN AE04m: Mandated by Railway Group Standard GE/RT8012. These signs provide warning of a reduction in enhanced permissible speed ahead. These signs shall be used where the clearances for the full sized signs are inadequate (refer to signs defined under AE03m). - Display of values in mph only. Class 1, or better, retro-reflectivity shall be applied. This shall be used as shown. It shall be used only in conjunction with the special limited clearance warning indicator for permissible speeds (ref AD04m). approaching the location concerned."
Standards Committee Name: Standards Committee Date: Standards Committee Min Ref: Uncontrolled When Printed CCS 11/05/2006 06/CCS/05/236 Scope of Derogation: Nature and Degree of Derogation: The non-compliance relates to the West Coast Main Line consisting of London to Rugby, Rugby to Stafford, Stafford to Carstairs and Colwich via Stoke to Cheadle Hulme. Non compliance is required for the use of full-size differential EPS signs that are not currently referenced in the above standard. It is proposed that the standard is revised to refer to full size differential EPS signs. The use of full size differential EPS signs has been granted in principle by the issue of non-compliance certificate ref: 03/053/NC against GE/RT8012. Both Class 390 and Class 221 tilting trains operate on West Coast Main Line (WCML) routes. These vehicles have different characteristics and therefore different Enhanced Permissible Speed (EPS) profiles. The two EPS profiles are signed at the lineside. A Non-compliance pending Railway Group Standard Revision has been obtained against GE/RT8012 via CCRM, and a separate submission has been made by WCRM, allowing for the use of a full size differential EPS signs. GI/RT7033 does not show any differential EPS sign. The new form of EPS signage was published in GI/RT7033 Lineside Operational Safety Signs in June 2003. However the current version of the standard does not show the full size differential EPS signs. Document 203914/01 Rev C, January 2003, "Cross Country Route Modernisation, Conventional Driver Interviews on Differential Enhanced Permissible Speeds Signage" by Mott MacDonald, shows the signs that have been implemented and a copy of the relevant sheets are included in the Supporting Document. The reason for the non-compliance is that the WCRM project has installed and commissioned full size differential EPS signs on the WCML. The project requests an update to GI/RT7033 to show the full size differential EPS signs. This non-compliance is pending revision to GI/RT7033 and the new Rule Book - therefore dispensation is requested. This Non-compliance application does not seek acceptance of signing four speed values at a given location. No more than three speed values will be signed at a given location, nor does this application seek acceptance of the use of miniature differential EPS signage. This Non-compliance pending change to Railway Group Standards is sought for the West Coast Main Line in total. Non-compliant signs have been installed on the West Coast Main Line network where Class 390 and Class 221 trains operate. Installations have been carried out progressively from August 2003 to present (December 2005).
Alternative Measures Controlling Risk: Uncontrolled When Printed 1. The proposal is to utilise differential EPS signs. 2. In addition, the proposal is to request amendment to the Rule Book with respect to Differential EPS signage. The Network Rail Cross Country Route Modernisation (CCRM) Programme and Virgin Trains commissioned an assessment to gather 'conventional' train driver feedback in the use of differential EPS speeds depicted by the arrangement of the Class 221 speed over the Class 390 speed. The signage forms were assembled on a trial site (Norton Bridge) with examples of differential EPS Warning Indicators and Commencement Boards. The form, positioning and arrangements of the signs were considered by this study. This study concluded that the configuration of a PS board with a differential EPS board placed below it on the same post is an acceptable and workable arrangement, causing minimal confusion to conventional train drivers. Any confusion that did arise could be mitigated by training. The report also identified that the main distinguishing features of the differential EPS signs was the colour, shape and position. Further, a Human Factors study concluded that Drivers learn Permissible Speeds that apply as part of their route knowledge and do not rely on lineside speed signs. Hence, periods of Driver Briefing and Driver Training have preceeded the introduction of these speed signs to facilitate the development of route knowledge. All drivers are given the opportunity to provide feedback on the form of the EPS signage as a whole. The WCRM driver training area (Hanslope - Atherstone) has differential speed profiles for the Class 390 & Class 221 trains and differential EPS signage was erected on this section of route as part of the overall driver training process. To date, no negative feedback relating to the full size differential EPS signs has been received. The speed indicated at the top of the board relates to class 221 and the speed indicated at the bottom relates to class 390. Details of the signs are in appendix E of the supporting documents. Support Documents: Extracts of the following documents are included in document ref W065-040-SS-REP-800100 in support of this application. 1. Document 8479/Railtrack & Virgin Trains Rev.03, May 2002 "Human Factors Study - Lineside Speed Signage" by ERM Risk. 2. Document 203914/01 Rev.C, January 2003, "Cross Country Route Modernisation, Conventional Driver Interviews on Differential Enhanced Permissible Speeds Signage" by Mott MacDonald. 3. Certficate No. 03/053/NC Dated 1st May 2003 in respect to GE/RT8012 submitted by CCRM for differential EPS signs. 4. Document Ref. 46722/520012/A8 May 2001 "West Coast Main Line Route Modernisation, Supervision of Enhanced Permissible Speeds - Development of EPS Signage Profiles" produced by Mott MacDonald for Railtrack. 5. Document Ref. 46722/J008/346B September 2002 "Supervision of Enhanced Permissible Speeds - Addendum to Part 1 of the Analysis of Driver Feedback from Test Site A on EPS Signage Profiles" produced by Mott MacDonald for Railtrack. Safety Justification: Through the Human Factors study and Driver Training / Briefing / Feedback processes, it is understood that the use of differential EPS signs does not introduce additional hazards for either conventional or tilting train drivers. The principle of using differential EPS signs has been established
and accepted by RSSB (given the Certificate of Non-compliance granted against GE/RT8012) and to date, no negative feedback has been received regarding the use of the differential EPS signs. Further, it should also be noted that the TASS (Tilt Authorisation and Speed Supervision) system installed on all EPS routes will prevent EPS trains exceeding the maximum permitted speed of either the Class 221 or Class 390. The Network Rail Cross Country Route Modernisation (CCRM) Programme and Virgin Trains commissioned an assessment to gather 'conventional' train driver feedback in the use of differential EPS speeds depicted by the arrangement of the Class 221 speed over the Class 390 speed. The signage forms were assembled on a trial site (Norton Bridge) with examples of differential EPS Warning Indicators and Commencement Boards. The form, positioning and arrangements of the signs were considered by this study. This study concluded that the configuration of a PS board with a differential EPS board placed below it on the same post is an acceptable and workable arrangement, causing minimal confusion to conventional train drivers. Any confusion that did arise could be mitigated by training. The report also identified that the main distinguishing features of the differential EPS signs was the colour, shape and position. Further, a Human Factors study concluded that Drivers learn Permissible Speeds that apply as part of their route knowledge and do not rely on lineside speed signs. Hence, periods of Driver Briefing and Driver Training have preceded the introduction of these speed signs to facilitate the development of route knowledge. All drivers are given the opportunity to provide feedback on the form of the EPS signage as a whole. The WCRM driver training area (Hanslope - Atherstone) has differential speed speed profiles for the Class 390 & Class 221 trains and differential EPS signage was erected on this section of route as part of the overall driver training process. To date, no negative feedback relating to the full size differential EPS signs has been received. Additional Action/Observations: Upon receipt, the applicant is required to identify affected, interfacing parties and copy this certificate, together with supporting information, to those parties. Applicant's Ref. Tracker No. 3934. Signed by Ian Maxwell for Jeff Allan on 02/06/2006 Authorised by: Jeff Allan Head of Control Command and Signalling, and Energy Delivery Unit Derogation Issue Date: 02/06/2006