Engineering Standard Signals L1-CHE-STD-004 Signal Sighting Standard Version: 1 Issued: June 2016 Owner: Engineering Approved By: Phil Ellingworth Chief Engineer PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION
Approval Amendment Record Approval Date Version Description 06/06/2016 1 Initial issue PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 2 of 12
Table of Contents 1 Purpose... 4 2 Scope... 4 3 Abbreviation... 4 4 Definitions... 4 5 References & Legislations... 5 5.1 General... 5 5.2 MTM Standards/Documents... 5 5.3 Rail Industry Standards/Documents... 5 5.4 Australian Standards/Documents... 5 5.5 International Standards/Documents... 5 6 Related Documents... 6 7 Roles and Responsibilities... 6 7.1 Signal Sighting Committee... 6 7.2 Signal Design Authority... 6 8 Signal Sighting Principles... 6 8.1 Sighting Time... 6 8.1.1 Main Line Signals... 6 8.1.2 Other than Main Line Signals... 7 8.2 Signal Positioning... 7 8.2.1 Foreground Interference and Obstruction... 8 8.3 Signal Equipment and Layout... 8 8.4 Signal Alignment... 9 9 Notes... 10 9.1 Waivers... 10 9.2 Document Control... 10 9.3 Document Review... 10 10 Appendices... 10 Appendix 1 Sighting Distances... 11 Appendix 2 Signal Sighting Form (Sample)... 12 PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 3 of 12
1 Purpose This Standard provides guidelines to facilitate the positioning and configuration of new and altered Signals so that they afford train drivers with adequate advance sighting and convey a clear and unambiguous message. 2 Scope This Standard applies to all Signals on the MTM network. The Standard shall be applied to all new or altered Signals and shall be considered when reviewing sighting of existing Signals. It is not necessary to retrospectively apply this Standard to all Signals. 3 Abbreviation EDRG IFC LHS OHW RHS SFAIRP SME SSC TCL Engineering Design Review Group Issued for Construction Left Hand Side Overhead Wiring Right Hand Side So Far As Is Reasonably Practicable Subject Matter Expert Signal Sighting Committee Track Centre Line 4 Definitions Left Hand Side To the left hand side of the Driver facing in the relevant running direction Right Hand Side Shall Should To the right hand side of the Driver facing in the relevant running direction Is used as the descriptive word to express a requirement that is mandatory to achieve conformance to the standard. Is used as the descriptive word to express a requirement that is recommended in order to achieve compliance to the standard. Should can also be used if a requirement is a design goal but not a mandatory requirement. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 4 of 12
Standard Signal Signal Sighting Committee Signal Design Authority A formal document establishing uniform engineering and technical criteria. Any Signal on the MTM network and includes indicators, marker lights and signs applicable to train running A Committee comprising MTM Engineering and Train Services representatives responsible for final approval of the form and position of Signals. It is led by Engineering. The accredited Signal Design team responsible for production of the Signal Arrangement Plan. This may be MTM Engineering or another qualified party. 5 References & Legislations 5.1 General 5.2 MTM Standards/Documents Document Number L2-INF-PLA-004 L0-SQE-STD-001 L1-TSD-PRO-008 L1-CHE-PRO-001 Title Vegetation Management Plan SPAD Management Standard SPAD Risk Management Engineering Waiver Procedure 5.3 Rail Industry Standards/Documents Document Number VRIOGS 012.2 Title Specification for Signalling Supply, Construction and Installation 5.4 Australian Standards/Documents Document Number AS7631 Title Railway Infrastructure - Sighting 5.5 International Standards/Documents Document Number None Title PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 5 of 12
6 Related Documents None 7 Roles and Responsibilities 7.1 Signal Sighting Committee The position and form of all new and altered Signals will be considered and approved by the SSC. SSC findings and approvals will be recorded on the appropriate Signal Sighting Form. The SSC will be led by an MTM Engineering representative appointed by the Head of Engineering Signals. Members representing Train Services and Human Factors and the Design Authority shall assist. Representatives of other train operators will be included for sighting of any Signals on routes traversed by their trains. The driver s approach viewing must be the prime consideration when approving the placement of Signals but the SSC must also consider: The impact on train operations of all types of trains; The impact on Signalling headways and capacity; Signal engineering requirements; and Exceptional circumstances. 7.2 Signal Design Authority The Signal Design Authority is responsible for ensuring that all the activities detailed herein are undertaken, the outcomes detailed in this standard are achieved and that there is documentary evidence of these. The Signal Design Authority is responsible for ensuring that the Signalling Arrangement Plan produced at concept stage includes the results of initial site surveys and all Signal engineering requirements. The Signal Design Authority is also responsible to ensure that the SSC Chair, Train Services and Human Factors representatives are involved with the concept development along with all iterations through to final approval. Joint Workshops shall be held. Formal agreement from these stakeholders is required prior to IFC design. 8 Signal Sighting Principles 8.1 Sighting Time 8.1.1 Main Line Signals Sighting of the main line Signals shall achieve the following minimum requirements: (refer to Appendix 1 Sighting Distances by Linespeed) Minimum sighting time of at least 10 seconds; Only a minor interruption allowed between 10 sec and 6 sec; PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 6 of 12
Uninterrupted sighting for the last 6 seconds; The entire Signal must be visible as described above. Particular care must be taken to prevent misleading Signals being given due to elements of the Signal being obstructed. 8.1.2 Other than Main Line Signals Co-Actor Signals shall be sighted on a case by case basis; Dwarf Signals shall be sighted from 50m and be visible from stabling point if closer; Theatre Route Indicators shall be sighted from the same position as the main line Signal. 8.2 Signal Positioning Signals shall ordinarily be placed on the left hand side of the running line. Signals can be wrong sided if any of the below apply: It is at the end of a crossing loop in a single line section; It is located where trains start from sidings, terminal platforms or other non-running line situations; It applies to the wrong running direction on bidirectional double lines; It is obstructed on the LHS by an object that is not practical to move without incurring excessive costs. SFAIRP assessment is required in this instance. Approval from the Head of Engineering - Signals will be required for any wrong siding of Signals. The Signal placed on the RHS shall be fitted with a White Arrow board to indicate the line to which it applies. In all cases, and particularly when Signals are placed on the RHS, care must be taken to ensure there is no confusion 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. The following general considerations in relation to the placement of signals shall be made: 1. Signals shall be located so as to fall within the sight lines of all rolling stock authorised to use the route 2. Signals facing due East/West should be avoided if possible. Mitigation measures must be installed to ensure clear visibility of the Signal in all sunlight conditions 3. Signals must be positioned with due regard to the required minimum electrical clearances from OHW and other high voltage equipment. 4. Signal positions will take precedence over OHW and other infrastructure on greenfield sites. 5. Signals must be positioned with due regard to maintenance access 6. Signals should not be placed so that trains will be stopped on viaducts, across level crossings, on steep gradients or with the rear of the train within a platform area. 7. Signals which will regularly be at Stop and hold trains should be positioned to avoid environmental nuisance PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 7 of 12
8. Signals shall be positioned sufficiently clear of OHW air gaps so as to not stop a train across the airgap 9. Signals shall be placed no closer than 20m beyond the departure end of platforms. Adequate sighting of the platform Signal must be provided for express trains 10. Signals should not be placed within 200m prior to the entrance to a platform. This is to assist with avoiding task conflict for Drivers 11. Mainline Signals shall not be ground mounted when the line speed is above 25kph 12. Safe access for drivers to alight and use telephones should be considered when confirming a Signal s location. 13. Safe access for maintenance personnel must be considered when positioning Signals 8.2.1 Foreground Interference and Obstruction Special consideration shall be made for potential distractions such as: Lineside signs within 50m on the approach to a Signal; Gradient changes or infrastructure items requiring drivers to power up or brake within the last 50m of sighting distance; Other duties requiring the driver s attention such as checking of timetables; Level crossings including pedestrian crossings. Signals on the approach to level crossings should be placed at a minimum 200m from the crossing whenever possible. Signals should not be placed within these potential areas of distraction unless absolutely necessary. 8.3 Signal Equipment and Layout The following requirements apply to signal equipment and layout: The A Arm Signal aspect should be placed at 4.5m from top of the adjacent rail The A Arm and B Arm should be vertically separated by 1.5m The B Arm shall be aligned vertically with the A Arm if an Absolute Signal The B Arm should be staggered 90cm to the left of the A Arm if an Automatic Signal Signal posts should be located at 3.5m to the TCL with no part of the Signal closer than 2.4m. Main line aspects shall be LED and 200mm diameter. Marker lights shall be LED and 125mm diameter 65 Speed indicators, if fitted, shall have a 300mm LED display and be fitted on the track side of the Signal mast. 80 Speed Indicators shall be displayed in a 600mm theatre box. Signal backgrounds shall be matt black in colour. Larger backgrounds should be considered for situations such as: PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 8 of 12
o Signals facing east-west which may be washed out by sunlight o Signals subject to light interference from station lighting, street lighting, advertising signs etc. Extended Signal hoods should be considered when necessary to reduce the possibility of phantom aspects Signal posts shall be galvanised. Painted posts are not required for new LED Signals. Incandescent lamps shall not be intermixed with LED lamps. Lamp intensity shall be the same across adjacent and through Signals 8.4 Signal Alignment 8.4.1 The Signal shall be aligned so that the centre of the beam is focused for optimum viewing of the approaching train. Platform Signals should be focused with consideration for a train positioned at the Stop Mark. 8.4.2 Parallel Lines Where lines running parallel are Signalled in the same direction, the Signals for each line should be placed adjacent each other and be of the same height. The SSC may approve the outside signal to be placed at the normal height of 4.5m to A Arm Signals on gantries shall be of the same configuration (i.e. no mixing of multi aspect heads and tricolour) On curves, due care must be taken to ensure that a Signal, not applicable for a line, is not viewed for a disproportionate time before the applicable Signal can be sighted. Read across should be designed out if possible. The use of Line Identification Signs should be considered where multiple parallel lines are Signalled in the same direction The A Arm of parallel running Signals positioned on a gantry or other elevated structure shall be positioned at 900mm from the running face of the left hand rail of the line to which they apply Care must be exercised to ensure, where Signal gantries are used, that opposing gantry cages and structures do not obscure Signal viewing Read through shall be avoided wherever possible. Where the risk of read through cannot be avoided, engineering controls must be designed in to prevent confusion due to the read through Banner repeat Signals should be avoided and only used a last resort. Consideration should be given to adjusting OHW structures clearance to be 4m from TCL on the approach to a Signal (or as otherwise required to allow unobstructed viewing of the Signal) PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 9 of 12
9 Notes 9.1 Waivers There will be issues that arise from time to time that are not covered by this Standard. These can be dealt with for the immediate needs via the Engineering Waiver Procedure but should also be referred for further review and possible amendment to this Standard. 9.2 Document Control Signal Sighting Forms shall be a maintained document along with the Signal design drawings. They shall be controlled in accordance with Signal documentation processes and shall be available for ongoing reference. 9.3 Document Review Signal Sighting Forms (refer to Appendix 2) shall be produced by the Signal Design Authority. The Signal Design Authority shall provide a Design Engineer for support of the SSC. Signal Sighting Forms will be reviewed by MTM EDRG as part of SAP and Bonding Plan reviews 10 Appendices Appendix 1- Sighting Distances Appendix 2 Signal Sighting Form (Sample) PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 10 of 12
Appendix 1 Sighting Distances Second Sighting Line Speed (km/h) Distance Travelled (m) 10 27.8 15 41.7 20 55.6 25 69.4 30 83.3 35 97.2 40 111.1 45 125 50 138.9 55 152.8 60 166.7 65 180.6 70 194.44 75 208.3 80 222.2 85 236.1 90 250 95 263.9 100 277.8 105 291.7 110 305.6 115 319.4 120 333.3 125 347.2 130 361.1 135 375 140 388. 9 145 402.8 150 416.7 155 430.6 160 444.4 165 458.3 170 472.2 175 486.1 180 500 PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 11 of 12
Appendix 2 Signal Sighting Form (Sample) Refer VRIOGS 12.2 for complete set of Signal Sighting Forms PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 12 of 12