(superseded) esg 006 - rolling stock signalling … systems lead engineer signals and control...

TN 111 : 2014

For queries regarding this document

[email protected] www.asa.transport.nsw.gov.au

Technical Note TN 111 : 2014 Issued date 19 December 2014 Effective date 19 December 2014

Subject: ESG 006 Rolling Stock Signalling Interface Requirements V1.4 – withdrawn from use

This technical note is to advise that ESG 006 Rolling Stock Signalling Interface Requirements

Version 1.4 is now withdrawn from use.

The withdrawn document has been replaced by T HR SC 00006 ST Rolling Stock Signalling

Interface Requirements, Version 1.0, which is published by the Asset Standards Authority.

Authorisation

Technical content prepared by

Checked and approved by

Interdisciplinary coordination checked by

Authorised for release

Signature

Name Greg Hockings Peter McGregor David Spiteri Graham Bradshaw

Position Principal Engineer Electronic Systems

Lead Engineer Signals and Control Systems

Chief Engineer Rail Principal Manager Network Standards & Services

TN 111_2014 Withdrawl of ESG 006 Rolling Stock Signalling Interface Requirements - Version 1.4.doc Asset Standards Authority © State of NSW through Transport for NSW of 1

Sup

erse

ded

by T

HR

SC

000

06 S

T

mailto:[email protected]

http://www.asa.transport.nsw.gov.au/

TN 010 : 2014

3166264_2 Asset Standards Authority © State of NSW through Transport for NSW Page 1 of 2

For queries regarding this document [email protected]

www.asa.transport.nsw.gov.au

Technical Note TN 010 : 2014

Issued date 3 March 2014 Effective dates 3 March 2014 to 3 March 2015

Subject: Interpretation guide for ESG 006 version 1.4

ESG 006 Rolling stock – signalling interface requirements version 1.4 issued on July 26 2012

shall be read in conjunction with the interpretations listed in Table 1:

Table 1 Interpretation to ESG 006

Location Reference role or title

Applied interpretation Comment

5 – para 1 RailCorp TfNSW

7.1.1 – para 1 & 2 (1) RailCorp TfNSW (Sydney Trains RIM)

7.1.1 – para 2 (2) RailCorp ASA

7.1.1 – para 2(7th point) RailCorp ASA

7.1.2 – para1 RailCorp ASA

7.2.2.1 – para 1 RailCorp TfNSW (Sydney Trains RIM)

8.1 RailCorp TfNSW (Syndey Trains RIM)

8.2 RailCorp ASA

9.1 RailCorp RailCorp Standard Insert: As published on the ASA website

10.1.1 RailCorp RailCorp Standard Insert: As published on the ASA website

10.1.2 RailCorp ASA

10.2 – para 2 RailCorp TfNSW

12.1 – para 6 RailCorp ASA

12.2 – para 2 RailCorp (x2) ASA

Appendix A – para 2 RailCorp ASA

Sup

erse

ded

by T

HR

SC

000

06 S

T

mailto:[email protected]

http://www.asa.transport.nsw.gov.au/

TN 010 : 2014

3166264_2 Asset Standards Authority © State of NSW through Transport for NSW Page 2 of 2

Location Reference role or title

Applied interpretation Comment

Appendix A – para 3 RailCorp TfNSW (Sydney Trains RIM)

Appendix C, 1.1 – para 4, 5

RailCorp ASA

Appendix D RailCorp's TfNSW (Sydney Trains 2.1 RIM)

2.2 2.4

The above interpretations have been issued to contextualise the contents of ESG 006 version

1.4 to the organisational context post July 1 2013.

Further generic interpretation guidance, which are published on the ASA website are provided

in the documents listed in Table 2:

Table 2 Interpretation guides

Reference No Title Version Issue date

TS 10762 Legacy RailCorp standards interpretation – management overview

1.0 28/06/2013

TS 10760 Guide to interpretation of organisational role and process references in RailCorp standards

1.0 17/06/2013

TS 10760 - SMS Interpretation guide RailCorp SMS references within RailCorp engineering standards

1.0 17/06/2013

Authorisation

Technical content prepared by

Checked and approved by

Interdisciplinary coordination checked by

Authorised for release

Signature

Name Paul Zammit Peter McGregor David Spiteri Graham Bradshaw

Position Principal Engineer Signals Assurance

Lead Engineer Signals & Control Systems

Chief Engineer

Principal Manager Network Standards & Services

Sup

erse

ded

by T

HR

SC

000

06 S

T

Engineering Standard Signals

En

gin

eeri

ng

Sta

nd

ard

ESG 006

ROLLING STOCK SIGNALLING INTERFACE REQUIREMENTS

Version 1.4

Issued July 2012

Owner: Chief Engineer, Signals & Control Systems

Approved by:

Warwick Allison Chief Engineer Signals and Control Systems

Authorised by:

Paul Szacsvay Principal Engineer Signalling Research & Development

Disclaimer

This document was prepared for use on the RailCorp Network only. RailCorp makes no warranties, express or implied, that compliance with the contents of this document shall be sufficient to ensure safe systems or work or operation. It is the document user’s sole responsibility to ensure that the copy of the document it is viewing is the current version of the document as in use by RailCorp. RailCorp accepts no liability whatsoever in relation to the use of this document by any party, and RailCorp excludes any liability which arises in any manner by the use of this document. Copyright

The information in this document is protected by Copyright and no part of this document may be reproduced, altered, stored or transmitted by any person without the prior consent of RailCorp.

UNCONTROLLED WHEN PRINTED Page 1 of 28 Sup

erse

ded

by T

HR

SC

000

06 S

T

RailCorp Engineering Standard — Signals — Rolling Stock Signalling Interface Requirements ESG 006

© RailCorp Page 2 of 28 Issued July 2012 UNCONTROLLED WHEN PRINTED Version 1.4

Document control

Version Date Summary of change 1.0 2 August 2010 Application of TMA 400 format – converted from SC 00 18 00

00 SP version 2.4 of July 2006 – document retained same title. References to other RailCorp standards amended to update numbers.

1.1 25 October 2010 Words “Chief Engineer Signals” remApplication of new logo for ‘NSW Tr

oved from Appendix A. ansport RailCorp’.

1.2 12 November 2010 Update RailCorp logo to the current NSW Transport RailCorp. 1.3 13 December 2010 Added text to sections 12.1 and 12.2. 1.4 26 July 2012 Added new section 14 Specification for Close up effects.

3.2 amend references to RSU standards to ESR-100 and -200 standards

Summary of changes from previous version

Summary of change Section

Added new section called 'Specification for Close up effects'. 14 RSU 100, 160, 211 & 212 amended to ESR 0001-100 & -200x 3.2

Sup

erse

ded

by T

HR

SC

000

06 S

T



Contents

1 Introduction .............................................................................................................................5 2 Fundamental Requirements...................................................................................................5 3 Applicable Standards .............................................................................................................5 3.1 Australian Standards.................................................................................................................5 3.2 RailCorp Standards and Specifications ....................................................................................5 4 Definitions................................................................................................................................6 5 Standards Context ..................................................................................................................6 6 Risk Factors.............................................................................................................................7 7 Train Detection ........................................................................................................................8 7.1 Track circuits .............................................................................................................................8

7.1.1 Requirements ............................................................................................................8 7.1.2 Proof of Compliance ..................................................................................................9 7.1.3 Discussion .................................................................................................................9

7.1.3.1 Rail and wheel geometry............................................................................9 7.1.3.2 Rail and wheel metallurgy ..........................................................................9 7.1.3.3 Rolling stock design and mass...................................................................9 7.1.3.4 Electric traction.........................................................................................10 7.1.3.5 Sanding ....................................................................................................10 7.1.3.6 Leading and trailing axles ........................................................................10 7.1.3.7 Vehicle Dimensions..................................................................................10

7.2 Other methods of train detection.............................................................................................10 7.2.1 Axle counters / treadle switches ..............................................................................10

7.2.1.1 Requirement.............................................................................................10 7.2.1.2 Proof of compliance..................................................................................11 7.2.1.3 Discussion ................................................................................................11

7.2.2 Presence Detectors .................................................................................................11 7.2.2.1 Requirement.............................................................................................11 7.2.2.2 Proof of compliance..................................................................................11 7.2.2.3 Discussion ................................................................................................11

8 Train Braking .........................................................................................................................12 8.1 Requirement............................................................................................................................12 8.2 Proof of Compliance................................................................................................................12 8.3 Discussion...............................................................................................................................12 9 Facing Points and Wheel Geometry....................................................................................13 9.1 Requirement............................................................................................................................13 9.2 Proof of Compliance................................................................................................................13 9.3 Discussion...............................................................................................................................13 10 Automatic Train Protection..................................................................................................14 10.1 Train stops and Trip Gear .......................................................................................................14

10.1.1 Requirement ............................................................................................................14 10.1.2 Proof of Compliance ................................................................................................14

10.1.2.1 Discussion ................................................................................................14

Sup

erse

ded

by T

HR

SC

000

06 S

T



10.2 Provision for Automatic Train Protection.................................................................................14 11 Signal Sighting ......................................................................................................................15 12 Traction System Compatibility ............................................................................................15 12.1 Requirement............................................................................................................................15 12.2 Proof of Compliance................................................................................................................16 12.3 Discussion...............................................................................................................................16 12.4 Traction Return .......................................................................................................................16 12.5 Requirement............................................................................................................................16 12.6 Proof of Compliance................................................................................................................16 12.7 Discussion...............................................................................................................................17 13 Electromagnetic Compatibility ............................................................................................17 13.1 Requirement............................................................................................................................17 13.2 Proof of Compliance................................................................................................................17 13.3 Discussion...............................................................................................................................18 14 Specification for Close up Effects.......................................................................................18 Appendix A Traction Return Compatibility Envelope.............................................................20 Acceptable In-Rail Currents at Signalling Frequencies..........................................................................20 Appendix B Factors that affect shunting of track circuits .....................................................21 Appendix C Signalling Compliance Testing of Rolling Stock................................................22 1.1 Compliance testing of Rolling stock ........................................................................................22 1.2 Track shunting performance. ..................................................................................................22 1.3 Signal Interference ..................................................................................................................23 1.4 Acceleration & Braking............................................................................................................23 Appendix D Description of the Signalling system ..................................................................24 2.1 Introduction .............................................................................................................................24 2.2 Track Circuits ..........................................................................................................................24 2.3 Points ......................................................................................................................................24 2.4 Signals.....................................................................................................................................25 2.5 Trainstops ...............................................................................................................................25 2.6 Interlocking Equipment............................................................................................................25 2.7 Level Crossings (including pedestrian crossings)...................................................................26 2.8 Cabling ....................................................................................................................................26

2.8.1 Power Cables ..........................................................................................................26 2.8.2 Signalling circuits .....................................................................................................26

2.9 Mains Supplies........................................................................................................................27 2.10 DC Power Supplies .................................................................................................................27 2.11 Surge protection......................................................................................................................27 2.12 Railway telephone and radio systems ....................................................................................28 2.13 Telemetry and remote control .................................................................................................28

Sup

erse

ded

by T

HR

SC

000

06 S

T



1 Introduction This document defines the signalling infrastructure compatibility requirements for rolling stock to be operated on RailCorp’s rail network. The requirements reflect the interfaces between rolling stock and the signalling infrastructure, considering in particular the issues of train detection by track circuits, traction interference by rolling stock, train dynamics and signal spacing and indications. Also considered are those interfaces to the track and the electrical traction supply system that relate to the operating of the signalling system.

2 Fundamental Requirements All vehicles operating on RailCorp’s network shall always be correctly detected by the existing signalling system, including track circuits, axle counters, wheel detectors & presence detection loops.

Vehicles and trains shall generate no energy or electromagnetic interference capable of interfering with RailCorp’s signalling systems, including track circuits, axle counters, wheel detectors & presence detection loops, power supplies and interlocking.equipment.

3 Applicable Standards

3.1 Australian Standards

AS 4251.1 Electromagnetic compatibility – Generic emission standard Part 1: Residential, commercial and light industry.

AS 4252.1 Electromagnetic compatibility – Generic immunity standard Part 1: Residential, commercial and light industry

AS 4292 Railway Safety Management.

3.2 RailCorp Standards and Specifications

ESR 0001-100 RSU 100 Series – Minimum Operating Standards for Rolling Stock – General Interface Standards

ESR 0001-100 Chapter 1 General Interface Standards

ESR 0001-100 Chapter 7 Signalling Interface

ESR 0001-200 Minimum Operating Standards for Operating Standards for rolling Stock – Common Interface Requirements

ESR 0001-200 Chapter 3 Wheels, design and manufacture

ESR 0001-200 Chapter 4 Wheels, minimum operational requirements

SPG 0706 Installation of Trackside Equipment

SPG 1571 Light Signals

EP 90 20 00 01 SP 1500V DC Equipment Current ratings

Sup

erse

ded

by T

HR

SC

000

06 S

T



4 Definitions Consist A combination of motive power and vehicles having defined parameters in terms of locomotive number, type and performance characteristics, and rolling stock length, mass, braking index

Unit Any independent item of rolling stock

5 Standards Context The RailCorp operates in a regulatory environment, which includes Australian Standard AS4292 Railway Safety Management. This Standard states a number of requirements for managing the interfaces between rolling stock and the signalling and related infrastructure. Clauses of particular relevance are:

AS4292.1: General and interstate requirements

1.6.2 (b) (ii) Ensuring that both railway traffic, and the track and other infrastructure have compatible operating parameters.

And

AS4292.4 : Signalling and telecommunications systems and equipment

Section 2 “Interface Coordination”

2.2 Interface between Engineering and Operational Functions

2.2(c) Rolling Stock

(v) Size, shape, gauge and profile of wheels

(vi) Limits on wheel condition

(vii) Braking systems, including train performance parameters for both air brake and hand brakes.

(xi) Effective electrical conductivity between wheel-to-rail contact points on the same axle

(xii) Electrical compatibility between traction system components and between traction systems, and signalling and telecommunication systems.

(xv) Sanding equipment and its possible effects on track circuits

(xviii) Train acceleration performance

2.2 (d) Signalling and telecommunications systems and equipment

(xvii) Operation of track-to-train automatic protection systems

(xviii) Required stopping distances, speeds and signal sight distances.

(xix) Restrictions to be applied to particular types of trains where they are signalled over track, which operates, mixed train types (e.g. freight, loco-hauled passenger and EMU passenger)

(xx) On-board safety systems

Sup

erse

ded

by T

HR

SC

000

06 S

T



6 Risk Factors Where new forms of rolling stock are about to enter RailCorp’s network there is a risk to the integrity of the signalling system. The risks outlined below identify the issues that need to be addressed.

Risk factors identified in the interface between rolling stock and the signalling system are train detection, electrical interference between train and infrastructure, train braking and acceleration, wheel flange geometry and facing point adjustment, data transfer between signalling system and train or driver, and the ability of the driver to initiate appropriate responsive action.

Train detection is the technology and method by which the signalling system ‘knows’ where a train is (the state of occupancy of any protected section of track). For track circuits, currently the dominant train detection technology, the principal risks are the ability of the train to make effective electrical contact between wheel and rail, and the sensitivity of adjustment of the track circuit. Secondary risks are maintenance of effective conductivity between rolling stock wheels on any axle, and the potential for electric traction systems to be the source of interference, which renders the track circuits unsafe or unreliable.

Train braking poses the problem of matching signalling infrastructure design to train braking potential, so that the signalling system can provide sufficient warning for all trains approaching a ‘stop’ signal to stop safely before the obstruction that it protects. Identified risk factors include the value and variability of braking effort, propagation delay in initiating braking effort throughout the length of a train, and variations in train speed achievable.

Most forms of rolling stock used in RailCorp’s operations are fitted with trip mechanisms. In relation to this interface the identified risk is that there is a misalignment between the train mounted trip gear and the ground mounted trainstop. The implication is that the trainstop arm may fail to engage with the train mounted trip gear allowing a train to proceed unimpeded.

At rail junctions, there is a risk that mismatched wheel geometry may not effectively cause the train to follow a diverging route.

Finally, there is risk that the driver may not adequately perceive or respond to signalling indication.

Sup

erse

ded

by T

HR

SC

000

06 S

T



7 Train Detection

7.1 Track circuits

7.1.1 Requirements

All rolling stock operating on the RailCorp system shall be designed for effective detection by standard signalling track circuits having shunt sensitivity not less than 0.15 ohms.

Rolling stock operating on the RailCorp system shall meet the following to be compatible with RailCorp track circuits and train detection.

• Maximum resistance between rail contact surfaces of wheels on the same axles shall be not greater than 1 milliohm.

• The total rail-to-rail resistance of any one unit shall not exceed 1 milliohm, when measured on clean straight track at an open-circuit voltage not exceeding 1.0 volts rail to rail.

• The leading and trailing axle of each unit shall be provided with the means to keep contact surfaces clear of any contaminant build-up, especially while rolling on straight track. Where there is a concern as to how well the leading and trailing single axle can shunt sufficient rail current additional measures shall be employed to ensure effective track circuit shunting. eg shunt enhancers

• Worst case wheel tread profile shall maintain effective rail wheel electrical contact with both of the following:

– Centre top 10mm of new or reprofiled rail, and – Inner 30 mm of top of worn or standard profile 53kg rail

• The vehicle shall not deposit insulating materials on the rail contact surface to an extent, which interferes with the ability of the train to be detected by the signalling system.

• To guarantee the safety of trains on converging tracks at clearance points, the extremities of any vehicle must not extend past the outermost detectable axles by more than 3 metres.

• To maintain shunting reliability, there shall always be a minimum of two axles shunting a track circuit. The minimum track circuit length used by RailCorp is 15 metres. Thus the maximum distance between inner axles of a single carriage is 14 metres to ensure that there will always be a minimum of two axles shunting the shortest used track circuit of 15m.

• An assessment of the vehicle against those factors that affect train shunting as described in Appendix B of this document. The outcome of the assessment should overall, indicate that the vehicle has sufficient inherent features in its design to facilitate in the shunting process.

Sup

erse

ded

by T

HR

SC

000

06 S

T



7.1.2 Proof of Compliance

The Operator shall satisfy RailCorp that any new rolling stock has been demonstrated to comply with the above requirements, by providing the following theoretical and empirical data.

• Detailed design analysis of vehicle dimensions, bogie and braking system design, wheel profiles, and wheel / axle assembly methods.

• Test results of wheel-to-wheel and rail-to-rail resistance measurements. • Results of actual track circuit shunting tests at an approved test site. • Provision of rail cleaning equipment if sand or adhesion enhancers are used eg

blowers. • Wheel cleaning or shunt enhancement provisions • Effectiveness of electrical connections between axles and between axles on

different bogies.

7.1.3 Discussion

Effective train detection (by track circuits) is the result of one or many axles on a train making effective electrical contact with the surfaces of both rails, providing a low-impedance path to the track circuit current and thereby depriving a correctly adjusted receiver of energy. This depends on clean wheels making contact with clean rails, on correctly adjusted track circuit equipment.

The track circuit shunting performance of a piece of rolling stock is the result of a number of factors, individually and in combination. These factors include: -

7.1.3.1 Rail and wheel geometry

A significant issue in recent years has been the match between rail and wheel profiles. One factor that appears to have exacerbated this problem is the existence of two quite different rail profiles (the previous standard, plus the new round-topped profile introduced with 60-kg rail, and being applied to reground 53-kg rail). Each of these profiles develops a different ‘contact band’ or polished section on which electrical contact is made for track circuit shunting. The occasional presence of mismatched wheel profiles have led to cases of rail contact failure where wheels contact the rail outside of the established contact band thereby creating an intermittent shunting effect.

A mismatch may also occur where a vehicle operates over track not on a regular route for that vehicle. Regular operation can result in the wheel developing the matching contact band on the rail.

7.1.3.2 Rail and wheel metallurgy

Metallurgical factors may play a part in the train detection equation. They may include the propensity of rail surfaces to oxidation, the ease with which wheel treads may pick up contaminants in rolling contact, and the relative hardness of rails and wheel treads, which may result in different tread wear rates and profiles.

7.1.3.3 Rolling stock design and mass

Generally, rolling stock detection effectiveness improves with increasing vehicle mass. Low vehicle mass is generally not a factor with freight trains, due to the mass of a typical locomotive. It may be a concern with lightweight diesel railcars.

Secondly, the interaction of wheels and rail at the contact surface is very significant. Traditionally, rolling stock bogie design was relatively unsophisticated, producing large

Sup

erse

ded

by T

HR

SC

000

06 S

T



amounts of relative movement between wheels and rails, which resulted in a high degree of mutual cleaning and polishing of the contact surfaces.

Improvements in wheel and rail design, initially with passenger rolling stock and more recently with freight stock (with steering bogies) have extended the life of wheels and rails at the expense of contact surface polishing. Moreover, wheels, which roll without slippage, will pick up a layer of contaminant from the rail surface, which can degrade their shunting effectiveness, even on clean rail.

The use of light short consist railcars with optimised bogie design and disc brakes can result in higher risk situations, particularly where they operate over a corridor they do not normally operate. Regular operation in country areas can cause wheel hollowing and a rail to wheel mismatch.

Shunt enhancers are the preferred method of mitigating this risk. They should be provided at the leading end of each consist.

7.1.3.4 Electric traction

It is a feature of rail-wheel contact, that once a current flow of any kind is established, any other current can follow the same path without obstruction. Electric rolling stock has the advantage that any temporary loss of wheel-rail contact will be rapidly rectified by the traction return current re-establishing an effective return path. However this may not be adequate to ensure a track circuit shunt on a single rail track circuit

7.1.3.5 Sanding

Dry sand is an extremely effective electrical insulator. The use of sand or similar materials to improve rail / wheel friction must be applied and controlled in a manner which does not leave an insulating layer on the rail / wheel contact surface.

7.1.3.6 Leading and trailing axles

For a variety of applications, RailCorp uses Data Pick Up units (DPU’S) across the network. DPU’s are essentially a tuned rail current sensor that is influenced by the magnetic field generated by the track circuit current flowing in the rail. For correct operation, the leading and trailing axle of a train must always be able to shunt sufficient rail current away from the area of influence of the DPU.

7.1.3.7 Vehicle Dimensions

To maintain adequate shunting a minimum of two axles must always occupy a track circuit. The minimum length track circuits used in RailCorp are 15 metres. Therefore the maximum wheelbase is to be such that two axles are always present on the minimum track circuit length.

Appendix B lists many impacts on track circuit shunting. New vehicles are to be designed to have a number of features that assist track circuit shunting.

7.2 Other methods of train detection

Track circuits are the most predominant form of train detection used in RailCorp. However there are a small number of installations where alternative methods of train detection are used.

7.2.1 Axle counters / treadle switches

7.2.1.1 Requirement

Sup

erse

ded

by T

HR

SC

000

06 S

T



The use of axle counters / treadle switches eliminates many of the problems associated with train detection using track circuits. However, on some forms of rolling stock the wheels are of such a size that they cannot be reliably detected, or cannot be detected at speed. For this reason, the manufacturers specifications will be referenced to determine the adequacy of the vehicle to reliably operate the axle counter / treadle switch.

7.2.1.2 Proof of compliance

Proof of compliance will be determined by using the manufacturer specification for minimum and maximum wheel sizes.

7.2.1.3 Discussion

Axle counters and treadle switches detect the passing of a wheel over a sensor mounted to rail. Some sensors are mechanical but most detect the wheel through a change in the magnetic circuit generated by the sensor. The sensors are designed to detect the passing of a wheel with certain dimensions. Some sensors pay particular attention to the wheel flange.

7.2.2 Presence Detectors

7.2.2.1 Requirement

The use of presence detectors eliminates many of the problems associated with train detection using track circuits. They are not widely used in RailCorp’s network.

It is envisaged that some forms of rolling stock will not be of sufficient mass to influence the presence detector.

For this reason, the manufacturer specifications will be referenced to determine the adequacy of the vehicle to reliably influence the presence detector.

7.2.2.2 Proof of compliance

Manufacturer specifications will be referenced to determine the adequacy of the vehicle to reliably influence the presence detector.

7.2.2.3 Discussion

Presence detectors operate by detecting the change in the electromagnetic circuit as the vehicle passes over a tuned loop located between the rails. Therefore the limiting factor in the operation of the detector is based on the size of the vehicle but in particular, the amount of magnetic metal used in the vehicle as it is this that the presence detector, detects.

Sup

erse

ded

by T

HR

SC

000

06 S

T



8 Train Braking

8.1 Requirement

All trains operating on the RailCorp network must have a combination of braking performance and maximum operating speeds which permit them to stop safely in the warning distances provided by the installed signalling infrastructure

Train braking performance of a complete consist, operating at up to its permitted maximum speed at a site, must equal or better the braking distances provided through the signal aspects.

Under no circumstances is the tread of a wheel allowed to be contaminated by brake residue where this may interfere with the shunting performance of the train.

The following statements define the train braking requirements for rolling stock operating on the RailCorp system.

• Freight Rolling stock operating on lines designated for freight or mixed traffic shall have braking performance, which meets or exceeds that defined by the GW16 braking curve at all, speeds up to 115 km/h under full service braking conditions.

• Service braking of passenger rolling stock which operates on passenger only lines shall have braking performance which meets the GE62 braking curve at speeds up to 115 km/h, and the XPT braking curves between 115kph and 160 km/h.

• Passenger rolling stock fitted with trip gear for emergency trainstop operation shall have emergency trip braking performance which exceeds the GE52A braking curve by 15% at speeds up to 130 km/h. i.e. new passenger rolling stock shall have an emergency braking performance which is 15% better than the GE52A braking curve.

• A consist whose braking distances does not meet those in the GW16 curve, may be approved for operation subject to conditions to ensure its performance will match the infrastructure.

• The configuration of an approved consist shall be maintained by the operator within a range such that its braking distance, acceleration and attainable speed performance do not vary by more than 10% above those of the configuration submitted for approval. Variations in configuration include changes to train length, gross mass, and the number and power of locomotives.

8.2 Proof of Compliance

The operator shall, by provision of empirical test data or other means, satisfy RailCorp that any new rolling stock unit or consist has been demonstrated to comply with the required braking, or that suitable restrictions are in place to ensure the infrastructure braking limits are not exceeded.

8.3 Discussion

AS4292.4 para 2.2 (d) (xix) identifies the risks posed by mixing trains of markedly different acceleration, speed and braking performance in one system, whose design must of necessity be optimised for one type of traffic. This situation applies particularly in the urban and interurban areas.

Risk factors here are of two types:

• Safety risk, in that a train whose combined mass, speed and braking capacity make it incapable of braking to a stop before encountering an obstruction presumably ‘protected’ by the signalling system, may be permitted to enter the system.

Sup

erse

ded

by T

HR

SC

000

06 S

T



• Commercial risk, in that poorly braked trains may have to operate under speed restrictions which make their operation uneconomic, or may even result in delays to other services sharing the corridor.

The signalling infrastructure, augmented by some local speed restrictions which have been imposed on particular train types, is generally capable of managing trains whose braking meets or exceeds the GW16 braking curve at the permitted line speed. The GW16 braking curve is adopted as the standard to which all new services are evaluated.

Where an operator proposes to introduce significantly longer and heavier trains on the network with longer braking distances, the cost of improving signal warning distances or imposing operating speed limits to meet an increased braking requirement will become part of the commercial considerations in deciding whether to introduce the proposed service.

With long, heavy trains, the addition of more locomotives will have very little effect on the train’s braking capacity. By contrast, providing extra horsepower, whether by more powerful or additional locomotives, will improve the speed capability to the point where it will be operating at speeds in excess of its ability to brake safely. This is the reason for requiring that, where a particular consist has been assessed and approved for operation, its braking and speed capabilities should be maintained within close limits.

9 Facing Points and Wheel Geometry

9.1 Requirement

The safe movement of trains over facing points shall be guaranteed by the operator ensuring that all vehicles comply with the requirements of RailCorp Standard RSU 212 Wheels, minimum operational requirements.


This is specified in RSU 212.

9.3 Discussion

A critical factor in the safe operation of trains is their ability to pass safely through sets of points. At facing points, the combination of wheel flange dimensions, points blade design and points adjustment and detection ensure that wheels will follow the intended straight or diverging path, without ‘splitting’ the points or derailing.

Signalling maintenance procedures ensure the correct points geometry is maintained; compliance with RSU 212 ensures a compatible flange dimensions are maintained.

Sup

erse

ded

by T

HR

SC

000

06 S

T



10 Automatic Train Protection

10.1 Train stops and Trip Gear

10.1.1 Requirement

Train stops are provided in the metropolitan area between Emu Plains, Hawkesbury River, Kiama and Macarthur as well as Fassifern to Newcastle. Some high-risk locations outside of these areas also have train stops installed.

Train-borne trip gear shall be fitted to each end (front and rear) of every passenger train. It shall be designed and located at the front of the car (driver’s cab) to engage reliably with train stops installed in accordance with RailCorp Signalling Specification SPG 0706 Installation of Trackside Equipment.

Trains shall be able to withstand the affects of back tripping without brake application at speeds up to 25Km/h

Trains shall be fitted with accurate speedometers to be able to permit drivers to control train speed at particular timing points located throughout the system particularly between 5 & 25 Km/h.

10.1.2 Proof of Compliance

Where applicable, the operator shall provide details of the design and operation of the trip gear equipment to be provided on the rolling stock proposed, for approval by RailCorp.

10.1.2.1 Discussion

Mainly in areas of dense traffic, signalling system design is dependent on a measure of enforcement of trains stopping at signals, and of staying below set speed limits at certain locations.

To maintain system safety, any new rolling stock needs to be equipped with the interface and control equipment to enable those enforcement functions to be effective.

In sidings and other low speed routes some trainstops may not be suppressed for signalled moves in the opposite direction.

Where this occurs the back face of the trailing train mounted trip valve can strike the back of the trainstop arm with the ensuing motion causing a false operation of the trip gear and the application of the brakes. This is known as back tripping.

10.2 Provision for Automatic Train Protection

All trains (passenger, freight and maintenance) shall have provision for the future fitment of automatic train protection equipment including aerials, vital data radios, on board vital processors and wiring ducts between the various elements and the train control system.

It is anticipated that RailCorp will be fitting ERTMS/ETCS equipment or equivalent ATP systems to the trains.

Sufficient space must be available under each driving car to fit and operate a “eurobalise” antenna system (or equivalent). The train must provide sufficient space to mount the onboard ERTMS/ETCS vital computer (e.g. EVC-European Vital Computer), data radio, ancillary equipment and include suitable power supplies to operate the ERTMS/ETCS (ATP) computer and all ancillary equipment.

Sup

erse

ded

by T

HR

SC

000

06 S

T



Interfaces to connect the onboard ERTMS/ETCS vital computer to the Emergency Brake, Service Brake, Driver MMI (Man-Machine-Interface), wheel tacho sensors and juridical recorder unit (event logger) must be provided.

The MMI for the ERTMS/ETCS system may be a separate system or may be integrated into the driver’s MMI.

The fitment of the ATP equipment must not interfere with or hinder the correct operation of the train borne trip gear used for the trainstops.

11 Signal Sighting Drivers (and observers in cabs) must have uninterrupted vision for sighting of signals that are mounted in and about the railway corridor. RSU160 provides further details of this requirement.

12 Traction System Compatibility

12.1 Requirement

Trains shall not provide any means for the generation or injection into the running rails of any electrical voltage or current that may interfere with the safe and reliable operation of all forms of signalling equipment and specifically train detection systems.

This requirement applies equally to currents or voltages generated by the rolling stock itself, or to components of the traction supply finding a low-impedance path to the traction return system

Consideration shall be given to the wiring layout within the train to eliminate the effects of electrostatic, capacitive, inductive & conductive coupling between each circuit and the frame of the train.

The signalling noise compatibility diagram (Traction Return Compatibility Envelope - Acceptable In-Rail Currents at Signalling Frequencies) (Appendix A to this document) shows acceptable levels of noise currents in the rail, over the frequency spectrum used by the signalling system.

Until the signalling system no longer includes track circuits of the 50Hz Double Rail type, rolling stock traction units may be required to incorporate detector / alarm units which warn of the presence of excessive amounts of 50Hz currents in the traction return. It is not a requirement that such alarms include the ability to disconnect the traction control unit of which they form a part, but operating procedures must ensure that they are rendered safe as soon as possible.

Where the rollingstock traction software is adjustable and the adjustments have the potential to impact the traction system signalling compatibility the supplier shall be required to configuration control the software, and once testing has commenced shall not alter the configuration without advice to RailCorp. Any changes to the traction package software will require new signalling compatibility tests to be conducted. Where the changes being made do not impact the traction system, the supplier shall be able to prove that the changes made to the system do not impact those elements of the traction package that would impact traction compatibility. To do this it is required that software change control is in place and that comparison of the Code for the version updates is used to verify changes have not effected the traction system. This process shall be within the context of a Quality System with Procedures in accordance with ISO 9001.

Sup

erse

ded

by T

HR

SC

000

06 S

T




The operator must carry out a combination of theoretical design analysis, laboratory testing of prototypes, and on-site testing of production versions of the rolling stock. These tests shall demonstrate that any traction current noise components, under all conditions of normal operation and component failure, are below the interference thresholds of the track circuits and detection systems in the proposed operating corridor.

Proof of compliance for software control of the traction package will be suitable procedures in place in the Quality System to control changes to the Traction Package, and Evidence of Quality Accreditation to ISO 9001. If the company is not Quality Accredited then it will be necessary for the Quality Process in use to be presented to RailCorp for acceptance before any changes to a tested traction package is performed. Evidence of the software comparisons and process outcomes shall be provided to RailCorp upon request.

12.3 Discussion

Signalling track circuits ‘share’ the running rails with the electric traction return currents. Track circuits operate at currents and voltages generally less than 1 ampere and 3 volts. In contrast, the traction system operates at a nominal supply voltage of 1500 volts DC, at currents up to 6000 ampere. Even a very small portion (one-tenth of one percent) of the traction current is of the same order of magnitude as the track circuit current; tight control of traction noise levels is crucial to ensuring the continued safe and reliable operation of the signalling system.

12.4 Traction Return

12.5 Requirement

The maximum traction current drawn from the traction system shall be limited to that described in the electrical specification EP 90 20 00 01 SP.

The traction negative cabling on board a train shall be of such a design so as to allow full rated load current to be evenly distributed over all wheels so that the current will be evenly distributed into both rails. Each connection to axle shall be rated to carry full load current.


The operator must be able to demonstrate by design, equipment specification and field tests if required, that the power rating of the train will not exceed specified limits.

The operator must be able to demonstrate by both design and equipment specification that the cabling and connection to axle are rated to carry the full expected designed load.

Sup

erse

ded

by T

HR

SC

000

06 S

T



12.7 Discussion

The traction return system is rated according to established known load profiles and therefore has finite limits. The capacity of the network is currently under review as a result of the steadily increasing load on the network.

In areas designated light traction, the traction return system is rated at 1000ADC / rail continuous. Light traction areas can be typified by low to medium traffic density, with no significant grades.

In ‘heavy’ traction areas the rating of the traction system is 2000ADC / rail continuous.

There is provision in the design of the traction return system for the temporary over loading of the system without damage providing there is sufficient cool down time between peak overloads.

In order to limit the potential difference between rail and earth, there are regular connections between tracks essentially paralleling the rails with the net effect of reducing the overall resistance of the traction return system. With the additional tracks sharing a proportional amount of traction return current, overall system load can be increased without exceeding the specific ratings of the equipment.

RailCorp uses single and double rail track circuits, which refer to the number of rails used in each track circuit to carry traction return current. Any form of electric powered rolling stock shall be so configured so that an effective electrical circuit is always maintained with the rail/s enabled to carry traction return current.

13 Electromagnetic Compatibility

13.1 Requirement

Trains shall not generate any form of electromagnetic interference, which may interfere with the safe and reliable operation of the signalling system.

This requirement specifically includes electromagnetic track brakes, which operate by inducing eddy currents in the running rails.

Generally, trains shall comply with current national Electromagnetic Compatibility standards.


Operators may be required to provide evidence of testing carried out to measure the electromagnetic emission characteristics of the proposed rolling stock.

Sup

erse

ded

by T

HR

SC

000

06 S

T



13.3 Discussion

Current signalling systems are based to an increasing degree on microprocessors, data communications and other sensitive electronics, whose operation can be affected by electromagnetic interference. Systems, which may be susceptible, include train detection systems, vehicle identification systems, and transmission based train control and signalling systems.

Potential issues include:

• False energisation of track circuit relays on the track the train is operating on. • False energisation of track circuit relays on adjacent tracks. • Intermittent failure of track circuits either the train is operating on or adjacent. • Lock out or failure of processor based track circuits and other signalling equipment. • Interlocking system shutdowns or resets due to induced or capacitive couple EMI.

14 Specification for Close up Effects Close up effects result from large inductive sources such as traction motors inducing a small voltage onto an axle. As a consequence of this and of the fact that the axles and rails form a low impedance circuit, electrical currents can flow.

To define acceptable criteria for the close up effect in audio frequency part of the spectrum, the following rules shall apply.

Table 1 graphically represents permitted levels of interfering frequencies and their magnitudes.

For rail currents above 50mA there shall be no modulated harmonics recorded around the following frequencies

• 1700 Hz ± 100Hz (200 Hz bandwidth) • 2000 Hz ± 100Hz (200 Hz bandwidth) • 2300 Hz ± 100Hz (200 Hz bandwidth) • 2600 Hz ± 100Hz (200 Hz bandwidth)

Below 50mA of rail current, harmonics may be permitted but shall not be modulated.

Note Modulated harmonics are defined as those currents as having a symmetrical upper and lower frequency component based around a real or imaginary centre frequency.

Harmonic currents in the range of 1820 Hz to 1870Hz shall be no greater than 5mA

No harmonics shall be permitted for rail currents above 100mA.

Rail to rail volts shall be no greater than 30mV

Sup

erse

ded

by T

HR

SC

000

06 S

T


Legend

Red area No harmonics are permitted in this part of the spectrum except for traction supply harmonics at 1800 Hz etc

Orange area On the provision they are not modulated, Close up effect currents may be permitted following a review

Orange shaded area Close up effect currents may be permitted following a review. No modulated effects permitted

Yellow area Close up effect currents permitted

Yellow shaded area Close up effect currents permitted. No modulated effects permitted

Table 1 Rail current vs Frequency – Permitted close up effect currents

© RailCorp Page 19 of 28 Issued July 2012 UNCONTROLLED WHEN PRINTED Version 1.4 Sup

erse

ded

by T

HR

SC

000

06 S

T


© RailCorp Page 20 of 28 Issued July 2012 1.4

Appendix A Traction Return Compatibility Envelope

Figure 1 was applied to testing of previously supplied electric passenger rolling stock.

Acceptable In-Rail Currents at Signalling Frequencies

New rolling stock, which meets this graph under all operating conditions is unlikely to cause interference to the signalling system but RailCorp does not guarantee that a train which meets this curve will not cause interference.

The train supplier is responsible for ensuring the rolling stock is fully compatible with the RailCorp signalling system under all train operating modes.

Envelope of Maximum Permissible Rail Current as a Function of Frequency for Signalling System Compatibility

Version 3.0 December 2004

0.01

0.1

1

10

10

Cu

rren

t (A

)

100 1000 10000

Frequency(Hz)

UNCONTROLLED WHEN PRINTED Version

Figure 1

Sup

erse

ded

by T

HR

SC

000

06 S

T

ering Standard — Signals — nalling Interface Requirements ESG 006

© RailCorp Page 21 of 28 Issued July 2012 Version 1.4

Appendix B Factors that affect shunting of track circuits These Things Assist Train Shunt Item These things work against Train Shunt

UNCONTROLLED WHEN PRINTED

Track

Track not well aligned causes wheels to scrub. Clean rails Well aligned track, wheels that track on a narrow rail head band

Dry environment Corrosion on Rail head Damp corrosive environment (especially near the coast) Wide rail contact band Clean part of wheel on clean part of rail Narrow rail contact band Well worn rail Clean part of wheel on clean part of rail Newly ground rail head profile Good ballast (lower leakage current) Improves train shunt sensitivity Poor ballast (higher leakage current)

Clean rail head Clean rails Rail head contamination (leaves, leaky product from wagons, rust)

Signals

Impulse type track circuit (needs block joints) Train detection to overcome poor rail/wheel resistance Low voltage, non impulse track circuits High Shunt resistance Train Detection Low Shunt resistance Axle counters (no rail/wheel contact required) Train Detection Track Circuits Each track circuit individually in Signal Control Probability of Shunt Cut track circuit Time delay on track circuit Momentary loss of Shunt No time delay Operational

Consistent Operational Pattern Wheel/Rail Contact Changed operation pattern No use of sand to improve adhesion Rail Wheel Contact Use of sand to improve adhesion More Carriages/longer trains Probability of good shunt Less carriages/shorter trains Loaded vehicles Rail wheel contact resistance Unloaded vehicles Frequently used line Rail wheel contact resistance Infrequently used line Wide mix of vehicle/traffic type Rail wheel contact resistance Low mix of vehicle/traffic type Regular use of each types of vehicles Rail wheel contact resistance Intermittent use of a particular type Longer/slower trains Block Skip (Note 1) Short/fast trains

Note 1: Block skip is a situation where the track circuit a train is leaving, picks up before the next track shunts, resulting in a momentary situation where the train is ‘lost’.

RailCorp EngineRolling Stock Sig

Sup

erse

ded

by T

HR

SC

000

06 S

T

RailCorp Engineering Standard — Signals — Rolling Stock Signalling Interface Requirements

Appendix C Signalling Compliance Testing of Rolling Stock

1.1 Compliance testing of Rolling stock

The text described in this standard detail the requirements for rolling stock to be compatible with the signalling system.

Before any rolling stock is permitted to operate on the network it shall first be tested to be compliant with the details as listed in this and other standards.

Tests shall be carried out to determine the compatibility of the rolling stock with each of the track circuits over which it will be operated. These tests shall include

• Track shunting performance with all types of track circuit equipment including data pick up units.

• Traction current harmonics causing potential failure of train detection systems including track circuits, axle counters and electronic treadle switches.

• Traction current harmonics causing potential false energisation of track circuits

• Traction unit impedance to traction supply • Auxiliary power systems harmonic generation and impedance • Generation of interference to the signalling system by other train borne

equipment • Determination of Acceleration and braking performance under varying

conditions • A comparable assessment of the vehicle against those factors that affect

train shunting as described in Appendix B of this document.

The tests are the minimum required for compatibility testing and may be varied at the discretion of RailCorp if compliance problems are identified.

Where it can be shown that a vehicle is identical to other previously tested vehicles than RailCorp may be able to use previous test results and waive some of the testing.

1.2 Track shunting performance.

The aim of these tests is to prove that a vehicle can safely and reliably shunt all forms of track circuits used in the network.

Reliable shunting is deemed to be where the residual voltage on the track circuit is less than 50% of the drop away voltage while the first axle of the lead car is starting to traverse the track circuit. The residual voltage on the track circuit must remain below 10% of the drop away voltage while the train is fully traversing the track circuit and must remain below 50% until the last axle of the last car has cleared the track circuit.

© RailCorp Issued July 2012 UNCONTROLLED WHEN PRINTED Version 1.4 S

uper

sede

d by

T H

R S

C 0

0006

ST


1.3 Signal Interference

The electrical interference which the rolling stock can potentially produce must be specified. This needs to take account of normal steady state and transient operating conditions and credible degraded mode and fault conditions.

Type tests shall be conducted using the train set to measure vehicle generated disturbance effects in signalling track circuits, telecommunications cables and lineside telecommunications systems.

Tests shall be carried out to confirm the nature of the harmonic spectrum associated with the traction unit and auxiliary power supply and other on board systems

For electric rolling stock the ripple current and voltage shall be recorded as a train operates in motoring and braking through typical supplied power sections. A.C. ripple measurements shall be made as the train is operated close to each type of substation used by RailCorp. The following test sites are typical of the sites that may be used for tests.

• Blacktown to Emu Plains • Hornsby to St Leonards • Hurstville to Meeks Rd • Caringbah

A Fast Fourier Transform (FFT) analyser shall process the results of the tests such that the harmonic spectrum is made available for a complete power-brake run for each type of substation.

1.4 Acceleration & Braking.

The purpose of these tests is to assure that the train can operate safely within the designed acceleration and braking parameters of the signalling system. This includes service and trip stop braking across a variety of speed profiles.


uper

sede

d by

T H

R S

C 0

0006

ST


Appendix D Description of the Signalling system

2.1 Introduction

RailCorp’s signalling system is comprised of many elements. Some elements are: -

• Track circuits • Points • Signals • Trainstops • Interlockings • Level Crossings • Cabling • Power Supplies • Surge Protection • Telemetry, Communications – Control Systems

2.2 Track Circuits

The existing track circuits used on RailCorp’s network are:-

• 50Hz AC double and single rail • Audio frequency Jointless track circuits operating at 1700, 2000, 2300 and

2600Hz. • Audio Frequency jointed track circuits operating at frequencies between

380 and 510Hz • High voltage Impulse track circuits

Significant operating parameters of these track circuit types are shown in Table 2 below

2.3 Points

Across the network several forms of points machine are used. A majority of the mechanisms are electric powered driving a reduction gear train, while other machines use compressed air or hydraulics to move the switch rails of the points. It should also be noted that some mechanically operated points still exist in the network.

All facing points are fitted with a facing point lock that mechanically locks the points into position. Where claw lock mechanisms are used, the locking of the points is achieved in conjunction with the driving of the points.

Facing point locks come in a variety of forms depending on the type of drive to the points and the era they were installed.

Some point machines are trailable which allows train movements through the points where the points are set in the opposite position without damaging the mechanism.

The switch rails in the points also differs across the network from short, conventional forms on 53Kg rail to asymmetrical long flexible switches on 60Kg rail.


uper

sede

d by

T H

R S

C 0

0006

ST


2.4 Signals

A majority of RailCorp’s signals use incandescent dual filament globes in conjunction with a focussing lens system. In recent years LED based inserts are being installed.

Main line signal Indications provided to the driver is of either a single or double light indication. Single light indications typically commence on the outskirts of the Sydney metropolitan area. Signals consist of main and shunt signals and may be post mounted, mounted low on the ground or on signal bridges/gantries.

2.5 Trainstops

The function of a trainstop is to operate a trip arm, which in its raised position, will actuate a brake valve of a passing train. When the associated signal is cleared, the signal control circuitry applies power to the trainstop driving the arm down into its cleared position.

Three models of trainstop are used across the network: -

• Pneumatic • Electric • Electro – hydraulic

The trip arm is proved in its raised and lowered position. In the event of a trip arm breaking, spring loading on the circuit controller contacts within the trainstop ‘centre’, leaving all contacts open.

Trainstops are rated to withstand an impact from a train trip arm at speeds up to 115Km/h.

Trainstops may also be used to enforce speed control of trains.

2.6 Interlocking Equipment

The types of interlocking equipment used across the network range from mechanical to relay based through to computer controlled.

Most relay based interlocking systems use Westinghouse Q series vital signalling relays. Older interlockings use shelf relays and are being phased out.

Three types of computer based interlockings are used across the network.

• Solid State Interlockings (SSI) • Microlok II • Westrace

In some areas, mechanical levers and associated rodding control signalling equipment.


uper

sede

d by

T H

R S

C 0

0006

ST


2.7 Level Crossings (including pedestrian crossings)

Approach warning time at level crossings vary from 25 – 30 seconds depending on local rail and road traffic conditions. Where booms are fitted upon activation of the lights, there is a 5-7 second delay before the booms begin to descend providing a period of time for motorists to clear the level crossing. More recently, due to B double trucks, the timing is 10-12 seconds

Warning lights to the crossing are flashing red and are focussed for short and long approaches to the crossing.

Where deemed necessary, flashing yellow advance warning lights have been installed to warn motorists of the level crossing being activated

Power to the crossings is derived from either council or railway supply. At some installations, use is made of the backed up signalling supply. All level crossings have an additional battery back up in case of a loss of mains supply.

Detection of an approaching train is done using track circuits. The ‘strike in’ point to activate the crossing is determined by calculating the line speed and the desired warning time for road motorists. In double line areas once the crossing is activated the approach distance on the other line is extended checking for an approaching train. This additional functionality prevents the crossing from excessively short clearing times, with the booms rising and then falling without the crossing being open for a practical period of time.

2.8 Cabling

2.8.1 Power Cables

Signalling distribution is generally at 120V AC 50Hz nominal and 50 volt DC with some mains at 415 & 480 Volts AC. Cable cross sectional sizes vary from 4mm2 to 120mm2 depending on the installation. The feeders may be installed in ducting, troughing or buried. Cable runs are generally parallel to the lines.

Power distribution cables are not screened.

2.8.2 Signalling circuits

Signalling circuits may be run in multicore cable installed in ducting troughing or buried. Individual conductors are generally installed in either ducting or troughing.

Circuits in multicore cables operate generally at 50 volt DC double switched not AC immunised. Conductors are normally 7/0.5mm (not balanced pairs or quads). On the suburban lines, audio frequency track transmitters and receivers are connected to the trackside equipment by up to 1500 metres of single pair 7/0.5mm aluminium foil screened cable laid in trackside ducts or troughing.

Some installations still contain single switched 120VAC control circuits.


uper

sede

d by

T H

R S

C 0

0006

ST


2.9 Mains Supplies

The main form of electrical power used for signalling applications is 50 Hz AC at a nominal voltage of 120 volts.

For general signalling purposes, AC supplies are always duplicated with separate supplies derived from independent high voltage feeders.

The common normal / emergency supply arrangements are:

• Railway Normal/ Railway emergency • Railway Normal / Council emergency

Switching between normal and emergency supplies is usually accomplished by way of an automatic mechanical change over contactor. At critical supply point’s seamless changeovers between supplies is required where at these locations UPS’s or static switches are used.

At larger locations where UPS’s are used these are typically of a higher voltage where the signalling supply is fed by a step down transformer.

2.10 DC Power Supplies

The signalling system uses many different types of power supplies. relevant to the application. Power supplies range from small low current linear supplies to sophisticated rack mounted switch mode supplies.

Where the application requires it:

• Power supplies are duplicated and run in parallel for increased availability • Power supplies may also have either a battery or capacitor bank to supply

the load in the advent of a brief interruption on the mains • Low voltage alarms are fitted monitoring the charge voltage on a battery

bank..

All power supplies are rated at 120v nominal input. Typical output voltages are 12, 24 & 50VDC at different current levels ranging from 2 – 90Amps

2.11 Surge protection

The design of the surge protection system follows standard industry principles of primary, secondary and tertiary protection.

Surge protection equipment is provided at all interface points to signalling locations including mains cabling, sub main cabling, signal control and communication cabling.

Care is taken to minimise the effects of earth potential rises propagating to remote earths via the signal control and communication cable network.


uper

sede

d by

T H

R S

C 0

0006

ST


2.12 Railway telephone and radio systems

Railway analogue telephone and communications circuits operate in the range of 150Hz to108 kHz. They are used across the network. There is also an increase in digital data across the network. Train working and emergency telephones are used in some tunnels eg city circle and Eastern suburbs line and the transmission circuit is single twisted pairs in trough or conduit

Future communications equipment and systems are designed to meet the Australian Communications Authority requirements..

2.13 Telemetry and remote control

A variety of signalling remote control and indication systems (SCADA,RTU telemetry) are in use in lines around Sydney currently electrified or proposed for electrification. These systems can either be analogue or digital with an operating range up to 18KHz.

Information is transmitted through both communications type cable and aerial lines located at various distances from overhead traction wires (electrified area) and the track.

Receiver / Relay Maximum track circuit

length Nominal

shunt value Operating track

voltage

Track circuit type Frequency Modulation

Minimum operation

Maximum drop away

Normal working

level Double rail Single rail

AC 50Hz Nil 1-3V 0.5V 0.3V 1.3V 1600 300m 0.06 – 0.5 Ω

AF Jointless

1700, 2000, 2300 2600 Hz

Fsk ±10 – 15 Hz 3-5V 200mV 180mV 400mV

900m 2000m compensated

N/A 0.15 – 0.5 Ω

AF Jointed 380 – 510 Hz

Fsk ±10 – 15 Hz 3- 20 V 1.7V 1.5V 3 – 12V 400m 250m 0.5 Ω

HV Impulse

Bipolar DC pulse (3 pulse / sec)

N/A 40 – 120 V 35V 20V 40 –

120V 1000m 500m 0.25 – 0.5 Ω

Table 2 - Track Circuit Operating Parameters


uper

sede

d by

T H

R S

C 0

0006

ST

(superseded) esg 006 - rolling stock signalling … systems lead engineer signals and control...

Documents