Signal Sighting. Withdrawn Document Uncontrolled When Printed. Railway Group Standard. Issue Two Date February 1996

Transcription

1 Railway Group Standard Signatures removed from electronic version Submitted by: Philip Wiltshire, Nominated Responsible Manager Approved by: Robin Nelson, Chairman, Train Control and Communications Subject Committee Michael Harwood, Chairman, Operations Standards Subject Committee Authorised by: Tom Stevenson, Chairman, Civil Engineering Subject Committee for Controller, Safety Standards Synopsis This standard defines the procedures and requirements necessary to ensure that signals are clearly visible to trian drivers and convey an unambiguous message. 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, Safety Standards. Published by Safety & Standards Directorate Railtrack PLC Fitzroy House 355 Euston Road London NW1 3AG Copyright 1996 Railtrack PLC

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3 Railway Group Standard Page 1 of 15 Contents Section Description Page Part A Issue record 2 Responsibilities and distribution 2 Compliance 2 Health and Safety Responsibilities 2 Supply 2 Part B 1 Purpose 3 2 Scope 3 3 Committee 3 4 Arrangement and Positioning of Signals 5 5 Telephones 10 6 Subsequent Inspection 12 Appendices A Form 13 References 15 RAILTRACK 1

4 Railway Group Standard Page 2 of 15 Withdrawn Document Part A Issue Record This standard will be updated when necessary by distribution of a complete replacement.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 October 1994 Original document. Replaces JDP C005 which is cancelled. 2 February 1996 Revised. Responsibilities and distribution Compliance Controlled copies of this standard shall be complied with by all personnel who are involved in sighting signals, indicators and associated equipment. Compliance is required for all signals sighted after 1st June The Infrastructure Controller shall consider resighting any non-compliant signals sighted but not installed by that date. Health and Safety Responsibilities In authorising this Standard Railtrack PLC makes no warranties, express or implied, that compliance with all or any of 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 must be obtained from The Catalogue Secretary, Railtrack Safety & Standards Directorate, Floor 2, Fitzroy House, 355 Euston Road, London, NW1 3AG. Telephone: Facsimile: or (BT) or (BT) 2 RAILTRACK

5 Railway Group Standard Page 3 of 15 Part B 1 Purpose 2 Scope 3 Committee This standard sets out the mandatory requirements for the sighting of signals and the procedures necessary to ensure that all new and altered signals and indicators are positioned so that they afford train drivers adequate advance sighting and convey a clear and unambiguous message. This standard also aims to ensure that the effectiveness of the signal is not subsequently impaired. This standard applies to all signals and associated indicators and equipment including shunting signals, Point Indicators, Drivers Indicators at Level Crossings, Right Away (RA), Close Doors (CD), and OFF indicators, associated telephones, and television monitors and mirrors associated with Driver Only Operation (DOO). 3.1 Remit The position and form of all new and altered signals and indicators will be considered by a Committee convened for that purpose who shall consider and decide the most suitable and safe form and position of each signal and associated equipment. The committee will also position Point Zone telephones and Train Ready to Start Plungers, Right Away and Close Doors Indicators. The driver s approach view must be the prime consideration, but regard must also be given to the signalling arrangements shown on the signalling plan and the present and proposed line speed. The decisions must conform to: The Department of Transport Requirements Railway Group Standards The Rule Book A signal sighting committee will also be convened at the request of the Train Operator or Infrastructure Controller to consider problems (or alleged problems) arising from the position or sighting of an existing lineside signal, indicator or notice board. 3.2 Composition A signal sighting committee shall consist of persons recognised by the infrastructure controller as having the competence to meet both the engineering and train driver requirements in the sighting of signals, including a competent representative of a train operator operating over the route. Records shall be kept by the infrastructure controller of such competent persons to ensure that each signal sighting committee contains the expertise to advise on : a) Details of all existing and proposed running signals concerned, including proposed location, height above rail level and distance to other signals. b) Relevant gradients. c) The requirements for train working and shunting, including Driver Only Operation where applicable, and the trains permitted to operate over the RAILTRACK 3

6 Railway Group Standard Page 4 of 15 Withdrawn Document route. 4 RAILTRACK

7 Railway Group Standard Page 5 of 15 d) The permissible speed and any proposed increase in permitted speed. e) The approach view required for each signal. f) The type and position of electric traction equipment, and any constraints imposed by it on the form or position of signals, together with the extent to which the electric traction equipment could be altered to accommodate signals in the desired position. g) The structure gauge, clearances, and other matters related to the infrastructure and proposed signal structures; including any alterations to the infrastructure planned to take place during the works. h) The location of the signal to facilitate ease of erection, reliability of working, and access for maintenance. i) Local problems or special conditions such as areas of high vandalism, areas sensitive to noise, etc. The committee shall be led by a chairman, appointed in advance and approved by the infrastructure controller, who will be responsible for ensuring that all relevant matters are considered and decided. 3.3 Decisions The decisions of the sighting committee in respect of each signal shall be recorded on a signal sighting form. Appendix A shows the sighting form (the use of which is mandatory). Decisions in respect of the positioning of Point Zone telephones; Train Ready to Start plungers, Right Away and Close Doors indicators and DOO equipment shall be contained in a memorandum. Each signal sighting form and memorandum when complete in all respects must be signed by all members of the sighting committee, signifying their agreement with the decisions contained thereon. The committee s decisions must be formally reported to the infrastructure controller. Where the committee decide that, in order to achieve good sighting, the form or position of the signal must be different from that shown on the plan (including the provision of additional co-acting signals or repeaters), the Chairman of the sighting committee must immediately inform the infrastructure controller. If the decision of the sighting committee is not accepted by the infrastructure controller, a further sighting committee must be convened to re-examine the signal concerned and to decide on an alternative form and/or position for the signal which satisfies the requirements of this standard and also meets the design and other project critera. Sighting considerations must be regarded as paramount; where no other solution is available, the design must be altered to enable the signals to be positioned in accordance with this standard. The Infrastructure Controller shall maintain records of all signal sighting committee decisions. RAILTRACK 5

8 Railway Group Standard Page 6 of 15 Withdrawn Document 4 Arrangement and Positioning of Signals 4.1 General Signalling Plan Signals shall be positioned generally as shown on the signalling plan, provided that adequate approach sighting can be achieved. A small movement from the planned position should be decided by the signal sighting committee where this would maximise the approach view of the signal. Where an alteration to the planned position is decided, an explanation of the reasons must be recorded on the signal sighting form Sighting Distance Signals shall normally be positioned to give drivers an approach view for a minimum of 7 seconds and an uninterrupted view for at least 4 seconds. If these sighting distances cannot be achieved a banner repeating signal (see section 4.4) or co-acting signal (see Section 4.5) may be required. Note: Interruptions of very short duration (eg, caused by overhead line equipment) may be ignored when determining the uninterrupted sighting distance Positioning of Signals Signals shall, where reasonably practicable, be positioned on the left hand side of the line as seen in the direction of travel to which they apply. Signals which apply to trains running in the wrong direction on a bi-directional line may be placed on the right hand side of the line to which they apply. Other signals may also be placed on the right hand side of the line if that arrangement provides better sighting. In all cases, and particularly when signals are mounted on gantries or on the right hand side of the line, care must be taken to ensure that confusion does not arise as to which line the signal applies. Care must also be taken to ensure that confusion cannot arise from inconsistencies in signal positioning along the route Parallel Positioning of Signals Where lines running parallel to each other are signalled in the same direction, the signals for each line should, where possible, be placed opposite each other. When the space between the lines does not permit the erection of separate posts and a gantry, cantilever, or bracket structure is required, the signals should normally be positioned 3 0 (900mm) to the left of running edge of the left hand rails of the lines to which they apply Background and Interference In all cases the background against which the signal is to be viewed must be considered. Particular attention must be paid to station lighting and Video Display Units on platforms, street lighting and advertising signs. Where a problem is suspected the sighting committee must also, if necessary, meet to view the matter during the hours of darkness. When sighting any signal or indicator the sighting committee must consider the possibility of it interfering with the signalling, or being misinterpreted by drivers, on other lines. 6 RAILTRACK

9 Railway Group Standard Page 7 of Overhead Electrification On lines with overhead electrification signals and signal structures must be positioned so that at least the minimum clearances exist between the signal or structure and any part of the electrification fixed equipment or the pantograph, in accordance with the DoT requirements. Every effort must be made to position signals well clear of the electrification equipment, but all signals must be checked in accordance with Railway Group Standard EHQ/SP/S/002 and screens for the protection of maintenance staff provided where required Structural Clearances Signals must be positioned to afford at least the minimum structural clearance between all parts of the signal, and its associated structure and screens, and adjacent lines, in accordance with the DoT Requirements. Every effort should be made, consistent with maintaining good approach sighting for drivers, to provide sufficient clearance of signals from running lines to enable maintenance staff to gain access from a position of safety and work on them in safety. Where signals are positioned on station platforms the minimum clearances specified in the DoT Requirements may need to be increased to allow station activities to be performed safely Physical Obstruction The signal must be positioned so that the full signal including any associated junction or route indicators is visible to approaching drivers. Particular care must be taken to ensure that misleading signals cannot be given due to indicators being obscured while proceed aspects are visible. Note must be taken of any foreseeable change likely to obstruct the view of the signal, such as building developments or vegetation growth. Where a potential obstruction is identified: action must either be taken to ensure that the sighting is not impaired or the signal must be repositioned. The committee must consider the effect of the proposed signal structure on the sighting of any existing signals, draw attention to any potential problems identified and recommend action to overcome them Cab Sight Lines All signals must be positioned to fall within the cab sight lines of all rolling stock currently authorised to use the route Alterations to Existing Signals Where signals are to be modified or repositioned individually, rather than as part of a resignalling scheme all changes from the existing signals, including changes in spacing distances must be highlighted on the signal sighting form. In areas equipped with cab secure radio adequate radio coverage must be ensured and boundaries between radio areas must be considered when repositioning signals. RAILTRACK 7

10 Railway Group Standard Page 8 of 15 Withdrawn Document Reading Through The possibility of a driver approaching a restrictive aspect being able to see, and being misled by, a less restrictive aspect on a signal further ahead must be considered. Where the risk of such reading through is considered to be significant and cannot be avoided by repositioning the signal, the signal sighting form must be endorsed to the effect that controls must be provided to prevent such a situation arising. 4.2 Stop Signals Safety and Environment Where possible stop signals should not be positioned where they will cause trains to be stopped on viaducts, in tunnels, across level crossings (including footpaths), or with only the rear part of the train in a platform. Signals at which trains are likely to be regularly stopped must, where possible, be positioned to avoid environmental nuisance to lineside property Electrified Lines Overhead Systems On lines electrified on the overhead system Stop Signals must be located sufficiently far from a neutral section to ensure that a train is not brought to rest with its pantograph in the neutral section or that a train restarting from a signal is liable to stall in the neutral section. Signals must also be located at least 100 metres on the approach side of Booster Transformers, Sectioning Switches and Track Sectioning Cabins not fitted with neutral sections, and a sufficient distance on the departure side to ensure the correct operation of the overhead line equipment Electrified Lines - Conductor Rail Systems On lines electrified with conductor rail systems, stop signals shall, so far as reasonably practical, be located at least 370 yards (338 metres) ahead of substation and TP Hut gaps. By exception, where it is not reasonably practical or the distance is inappropriate for the electric trains operating on the route, then the engineer responsible for electrification and the manager responsible for railway operation must approve any variations. Stop signals shall be positioned to minimise the possibility of trains becoming isolated in gaps where the conductor rail is not continuous Station Platforms Signals controlling the departure of trains from platforms must be positioned to fall within the cab sight lines of all rolling stock currently authorised to use the route, for all normal stopping positions of trains in the platform, including trains against the buffer stops of terminal platforms. Where this cannot be achieved banner repeating or co-acting signals may be required. At through platforms adequate approach sighting for non stopping trains must be provided in accordance with Section Platform signals must be positioned where they can be seen by other members of the train crew and station staff responsible for starting trains at all normal stopping positions of trains, when this can be achieved, without detriment to the drivers view. When this cannot be achieved, OFF indicators may need to be provided. 8 RAILTRACK

11 Railway Group Standard Page 9 of Colour Light Signals Position Colour light signals shall be positioned as nearly as possible to driver s eye level, and when on straight posts the most restrictive aspect shall normally be at 11 0 (3.35 metres) above rail level; and more than 6 6 (2 metres) from the nearest rail Hoods The proposed position of the signal in relation to the sun must be considered and the use of sighting boards or extended hoods be recommended where necessary to reduce the possibility of phantom indications and improve sighting Close viewing Segments (Hot Strips) The required orientation of close viewing segments to maximise the sighting of the signal from trains standing at it must be indicated on the signal sighting form Alignment of Light Beam The signal shall normally be directed so that the centre of the beam is aligned towards a point of 10 feet (3 metres) above the left hand running rail at a distance of 200 yards (183 metres) from the signal. If the sighting distance is less than 200 yards, the signal should be aligned towards the point at which the signal is first sighted, subject to the requirements for close viewing also being met. The recommended alignment must be recorded on the signal sighting form Splitting Distants The horizontal separation between the aspect centres on adjacent heads of a colour light splitting distant shall normally be 3 0 (914mm). Where the normal separation cannot be achieved, or the sighting distance is less the 550 yards (503 metres) the horizontal separation may be reduced, but must not be less than 2 0 (610mm) Position Light Aspects Associated with Main Signals Position light signals shall normally be mounted under the main signal red aspect. Routing information must always be conveyed by a route indicator, not by offsetting the signal. If elevated they must be provided with extended hoods to minimise the possibility of reflections giving the appearance that the signal is lit (see 4.3.2) Position Light Shunt Signals Position Light Shunt Signals shall normally be positioned with the top of the signal 3 0 (914mm) above rail level. They may be elevated where this is necessary to achieve the required sighting. If elevated they must be provided with the extended hoods to minimise the possibility of reflections giving the appearance that the signal is lit (4.3.2). 4.4 Banner Repeating Signals Banner repeating signals shall only be provided where the available sighting of the main signals is inadequate and cannot reasonably be improved (see GK/RT 0031). 4.5 Co-acting Signals Where it is not possible to position a signal to meet all sighting requirements a co-acting signal may need to be provided. RAILTRACK 9

12 Railway Group Standard Page 10 of 15 Withdrawn Document 4.6 Preliminary Routing Indicator The indicator shall be positioned at least 200 yards (183 metres) from any signal applying to the same line and direction of travel. The indicator shall normally be positioned at the appropriate signal spacing distance required by Railway Group Standard GK/RT 0034 from the junction signal to which it applies. It shall never be positioned at less than signal spacing distance minus 200 yards (183 metres). 4.7 Point Indicators Drivers indicators associated with train operated points shall be positioned to the same criteria as other types of colour light signal. 4.8 Level Crossing Indicators Drivers flashing white and red indicators at locally monitored level crossings shall be positioned to the same criteria as other types of colour light signal. The associated notice boards must also be positioned by the signal sighting committee. 4.9 SPAD Indicators SPAD Indicators shall be positioned to provide the maximum visual impact to the driver when trains have just passed the signals to which they refer Sempahore Signals Position Sempahore signals shall be positioned as close to driver s eye level as is consistent with providing good approach sighting. The arms of signals on straight posts shall not normally be more than 18 0 (5.49 metres) above rail level. Where a number of successive stop signals are controlled from the same signalbox they should be positioned as far as possible so that each is visible to drivers from the signal in rear Junction Signals Dolls on junction signals shall normally be 6 0 (1.83 metres) apart. The relative speeds of the routes at the junction are to be indicated by the height of the arms, with the arm for the highest speed route being highest, and the height of the other arms reducing in 2 6 (0.76 metre) steps Combined Stop and Distant Signals Where stop and distant signals applying to the same route would be in close proximity they should be mounted on the same post with the distant arm 6 0 (1.83 metres) below the stop arm Subsidiary Signals Subsidiary signals shall not normally be more than 16 0 (4.88 metres) above rail level. Where a distant signal is fitted below a stop signal, any subsidiary signal shall be fitted below the distant signal arm. Subsidiary signals shall be fitted 3 6 (1.07 metres) below the arm next above Shunt Signals Shunt signals shall normally be disc signals positioned with the top of the signal 3 0 (914mm) above rail level. Elevated disc signals or miniature arm signals may be used when necessary to improve sighting. When two or more miniature arm signals are mounted on the same post they must be spaced 3 6 (1.07 metres) apart. 10 RAILTRACK

13 Railway Group Standard Page 11 of Sighting Boards The need for sighting boards must be specified on the signal sighting form when there is no alternative means of positioning the signal to obtain a satisfactory background Lighting Where the sighting of a normal sempahore signal lamp is liable to be impaired by background conditions, or the presence of a colour light signal ahead may give rise to reading through, an intensified electric lamp must be provided. When deciding that an intensified electric lamp should be provide, the signal sighting committee must consider its effect on the sighting of other nearby semaphore signal lamps Repeating The need to provide the signalman with repeaters must be considered and the decisions included on the signal sighting form. Arm repeaters must be provided for: all distant signals all signals more than 440 yards (402 metres) from the signalbox all other signals (including banner repeating and shunt signals) which cannot readily be seen from the signalbox. Slot repeaters must be provided for all slotted signals. Light repeaters must be provided for all signals which cannot readily be seen by the signalman, or by the signalman at another signalbox Platform Indicators CD and RA indicators must be positioned so that they can be clearly seen by drivers within the cab sight lines from all normal stopping positions, including short trains against the buffer stops of terminal platforms. Where Driver Only Operation is in use video display screens and mirrors must be positioned as required by Railway Group Standard GO/OTS401 Driver Only Operation of Passenger Trains. Care must be taken to ensure that video display screens and mirrors do not impair the sighting of any signals or indicators. 5 Telephones 5.1 Provision Telephones connected to the controlling signalbox shall be provided at all stop signals (unless other suitable means of communication are provided), except those on lines not worked under the Track Circuit Block regulations where the train crew or shunter can go to the signalbox without undue hazard or delay. Telephones shall also be provided at Shunt Signals, Notice Boards, etc. at the request of the railway operator or infrastructure controller. The Committee must consider the location of each telephone and any special arrangements necessary to ensure the safety of staff using the telephone. Recommendations must be included on the signal sighting form. RAILTRACK 11

14 Railway Group Standard Page 12 of 15 Withdrawn Document 5.2 Signal Telephones Location Telephones shall be located to enable train crews to reach them safely and to be safe from train movements while using them. Where these safety requirements cannot be fully met special arrangements must be made (see Section 5.2.3). Telephones shall normally be mounted between 4 and 5 feet (1.22 and 1.52 metres) above ground level and be oriented so that a person looking into the telephone cabinet will also be facing the signal or notice board. Telephones associated with signals shall normally be located on the approach to the signal and be so positioned that a person using the telephone can readily see the signal aspect. Telephones associated with platform starting signals may be located at the top of the platform ramp. Telephones shall normally be located on the same side of the line as the signals to which they refer. Where it is necessary to locate the telephone on the opposite side of the line to the signal, a hatched telephone sign must be placed on the same side as the signal with an arrow pointing to the telephone. Where necessary duplicate telephones may be provided. In all cases where telephones are not located at the signal care must be taken to ensure that it is clear to which signal the telephone applies Safety A safe walkway 0.5 yards (0.46 metres) wide must be provided for 9 yards (8 metres) on the approach to the telephone. On lines equipped with conductor rails: where it is unavoidable that these are located on the same side as the telephone they must be boarded adjacent to the telephone and for at least 9 yards (8.23 metres) on the approach to it. Telephones associated with signals must not be located where the clearance to the running edge of the nearest rail is less than 4 0 (1.22 metres) (6 6 (2 metres)) where speeds exceed 100mph. Where a Signal telephone must be located between two lines, a clearance of at least 10 feet (3 metres) must exist between the running edges of the nearest rails. This clearance must be increased to 12 6 (3.81 metres) where the permitted speed on either line exceeds 100 mph. The length of telephone handset cord to be provided should be recommended when this may affect the safety of users Limited Clearances Where the clearance to an adjacent line, or between lines, specified in for signal telephones cannot be obtained a miniature limited clearance sign must be provided at the telephone. The signal sighting form must be endorsed that the appointment of handsignalmen at the signal shall be prohibited, and the Infrastructure Controller must take the appropriate control measures. Where a clearance of 7 6 (2.29 metres) exists (or 10 (3 metres) where speeds exceed 100 mph), a call back telephone shall be provided which is equipped with an audible sounder and a white light which flashes in unison with the sounder. The signal shall be fitted with a white diamond sign bearing a black letter T. 12 RAILTRACK

15 Railway Group Standard Page 13 of 15 A call back telephone need not be provided if the Infrastructure Controller has confirmed in writing that the telephone is unlikely to be used except in emergency, or has agreed that the signal shall be fitted with a white diamond sign bearing the letter X. Where a clearance of 7 6 (2.29 metres) (or 10 (3 metres) where speeds exceed 100mph) cannot be provided, the signal must be fitted with a white diamond sign bearing the letter X Tunnels At signals in tunnels a telephone shall be provided at cab height approximately 5 yards (4.6 metres) on the approach to the signal. A second telephone shall be provided for use by a person standing in the cess (unless there is a tunnel walkway giving access to the telephone at cab height). The telephone at cab height shall be illuminated. 5.3 Other Telephones Telephones not associated with a signal must not be located where the clearance between the running edge of the nearest rail and any obstruction is less than 5 9 (1.74 metres) (or 8 3 (2.5 metres) where speeds exceed 100mph). Where such telephones must be positioned between two lines there must be at least 10 (3 metres) between the running edges of the nearest rails between which the telephone is to be positioned. This distance must be increased to 14 8 (4.47 metres) where the speed on either line exceeds 100 mph. 6 Subsequent Inspection The Infrastructure Controller shall arrange for all signals to be regularly inspected both by day and during the hours of darkness to ensure that the driver s view of the signal has not been impaired by vegetation growth, background lighting, or any other cause. The check shall confirm that the alignment of the signal is still as specified on the signal sighting form, and that neither ground settlement nor any other agency has caused a change in alignment. The check shall also confirm that all associated signs are in place and legible. RAILTRACK 13

16 Railway Group Standard Page 14 of 15 Withdrawn Document Appendix A - Example of Form SIGNAL SIGHTING FORM Recommendations of Meeting held; Location; Signal Name/No; Datum Point; Permissible/Actual Line Speeds; Plan No; File No; Minimum 7 secs sighting at; Confusion with other signals;: Obstructions affecting approach view; Reason for Meeting; Control Point; Line; Mileage/Kilometerage; Existing/Proposed; Relevant gradients Movement from planned position; Reason; Minimum 4 secs uninterrupted sighting at; Background Interference; Stock Type cab sight lines considered; Distance to signal ahead visible Distance from signal in rear visible Radio coverage; Train standing safety considerations; Neutral Sections DC gaps Hoods/Sighting boards etc Reading through risk; Environmental; Stations, view from all starting positions/staff considerations; Hot Strip; state clock position; For Banner/Off Ind/PRI see separate sighting forms; Lighting of sempahore signal; Site of telephone; Walkway required; Repeating; Type/Facing Line; Conductor rail protection; Re inspection required, reason/when; SPECIAL REQUIREMENTS/REMARKS Attendance Name Signature Representing Tel No. *= Chairperson; The sighting from has been agreed as correct; date; 14 RAILTRACK

17 Railway Group Standard Page 15 of 15 Appendix A (Continued) Reverse of Signal Sighting Form Show the following information on the dimensioned drawing below: Position of signal in relation to lines Electrification clearance/screening Changes, existing/proposed. Type of structure Structural clearances. Horizontal separation of splitting distants / dolls Vertical and Horizontal dimensions from rail to post centre / aspect / doll / arms. Position of position light signal/ground signals. Position of Indicators. EXISTING Position of co-acting signal. Beam alignment; PROPOSED RAILTRACK 15

18 Railway Group Standard Page 16 of 15 Withdrawn Document References Department of Transport (DoT) Requirements Department of Transport Railway Construction and Operation Requirements (HMSO) EHQ/SP/S/002 GK/RT 0034 GO/OT S401 GK/RT 0031 GK/RT 0103 Specification for the screening of signals. Signal Spacing Driver Only Operation of Passenger Trains Lineside Signals and Indicators Management of Signalling Design Records 16 RAILTRACK