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Reference material

Advanced train control Migration System (AMS) Specifications – Approach Balise Group Selection and Position Design Guideline

This document is published as reference material to support the implementation of Automatic Train Protection as part of the roll out of the Advanced Train Control Migration System project.

The content described might be of assistance to individuals and organisations performing work on Transport for NSW Rail Assets.

When reading this document, any inconsistencies with Transport for NSW Network Standards shall be raised with the Asset Standards Authority (ASA) for clarification.

This document does not comply with accessibility requirements (WCAG 2.0). If you are having trouble accessing information in these documents, please contact the ASA.

Authorised by: Chief Engineer, Asset Standards Authority Published: December 2017 Important message This document is developed solely and specifically for use on the rail network owned or managed by the NSW Government and its agencies. It is not suitable for any other purpose. You must not use or adapt it or rely upon it in any way unless you are authorised in writing to do so by a relevant NSW Government agency. If this document forms part of a contract with, or is a condition of approval by, a NSW Government agency, use of the document is subject to the terms of the contract or approval. This document is published for information only and its content may not be current.

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AMS PROJECT SPECIFICATIONS

APPROACH BALISE GROUP SELECTION AND POSITION

DESIGN GUIDELINE

DeskSite Reference: 4897 408

Guidelines - Applicable to Transport Projects AMS Program

Quality Management Systemstatus: Approved

Version: 1.j

Branch: lnfrastructure and services

Business unit: ATp / AMS program

Date of issue: 2çay 2016

Review date: 2qay 2016

Audience: ATP / AMS Project specific Document

Asset ctasses: X Heavy Rail; fl t-ignt Rail; ! Multi sites;

X Systems; X Fleets

Project type:

Project lifecycle

Process owner:

Major

X Feasibility; X Scoping; I oefinition;

X Construction readiness; X lmplementation;

I Finalisation; n Not applicable

Project DirectorRef

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fiHl#ft's,irAPPROACH BALISE GROUP SELECTION AND POSITION DESIGN GUIDELINE

Infrastructure and Services : ATP / AMS Program

Project type: Major

Document Approval:

Document History

Authored by:Cyril Chéreau

Technical Specialist/8/os/z'/e

Date:

Reviewed by:David Bluck

Signalling Subject Matter Expert Date: ß/oç lbReviewed by:Roy Ale

Senior Manager Operational lntegration Date 'q\'\ t\Reviewed by:Michael Little

Manager Safety Assurance Date/ ! 0,f 2ot6

Reviewed and Accepted by:Frederic Tricoche

Principal Engineering Manager Systems

4llowöDate

Approved for Release by:Craig Southward

ATP Project Director

I qlltvDate:

0.1 27/LL/a}L' C. Chéreau lnitial draft

0.2 7L/L2/20ts C. Chéreau Update after internal review

0.3 t8/L2lz}rs C. Chéreau Update after internal review

0.4 02/03/2016 C. Chéreau Update after external review

0.5 t6/03/20L6 C. Chéreau New Update after further review

0.6 2e/03/20L6 C. Chéreau Minor corrections after further review

0.7 06/04/201,6 C. Chéreau Minor corrections after further review

L.0 L3l04/2016 C. Chéreau Release version

7.r 02/os/2016 C. Chéreau Updated Release version

Ermild¡ffi

AMS PROJECT SPECIFICATIONS - APPROACH

BALISE GROUP SELECTION AND POSITION

DESIGN GUIDELINE.DOCX

o TfNSW 2016

QUALITY MANAGEMENT SYSTEM DeskSite Reference: 4897 408

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ffilmft's,îrAPPROACH BALISE GROUP SELECTION AND POSITION DESIGN GUIDELINE

lnfrastructure and Seryices : ATP / AMS Program

Project type: Major

Foreword

This guideline forms a part of the TfNSW suite of railway signalling principles which detail the

requirements for the implementation of ATP / AMS on the TfNSW heavy rail network. This guideline

specifically covers Approach Balise Groups (BG).

To gain a complete overuiew of ATP / AMS signalling design requirements, this document should be

read in conjunction with the AMS signalling design principle.

QUALITY MANAGEMENT SYSTEM DeskSite Reference: 4897408AMS PROJECÍ SPECIFICATIONS - APPROACH

BALISE GROUP SETECTION AND POSITION


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frffi|#ft's,trAPPROACH BALISE GROUP SELECTION AND POSITION DESIGN GUIDELINE

lnfrastructure and Services : ATP / AMS Program

Project type: Major

2.1. Scope

3. Reference documents

4. Terms and definitions

5. Concept...

6. Assessment of signals for the provision of an Approach BG

6.1

6

6

6

8

9

lntroduction ........................ 9

6.2. Flow Chart for a Signal Protecting a High Risk 1ocation.............. 10

6.3. Approach BG for Protecting signal L2

6.4. Approach BG for an lntermediate Si9na1.................. ............L4

Appendix A Clarifications on Target Speed...... .....................16

4.1 Applicable Speed L6

4.2. Target Speed for Reduced Overlap ................... i.6

4.3. Target Speed for High Risk Turnout (with Shifting of Target) ..............L7

QUALITY MANAGEMENT SYSTEMAMS PROJECT SPECIFICATIONS - APPROACH


DESIGN GUIDELINE,DOCX

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lM APPROACH BALISE GROUP SELECTION AND POSITION DESIGN GUIDELINE


Project type: MajorNSW

Transportfor NSW@ERWF

1 lntroductionA Driver should ideally be able to accelerate without impediment when they see a signal clear to a

less restrictive aspect. Under AMS, there are situations where the implementation of Target Speed

Monitoring would prevent a Driver from being able to do so. The addition of an Approach Balise

Group (BG) can be used to minimise the impact of a signal clearing after the Driver has passed the

TSM announcement balise.

The purpose of an Approach BG is to provide the Onboard ATP equipment with aspect information

for the signal that the train is approaching, after it has already passed the AMS balise announcing

(initiating) the start of the Target Speed Monitoring (TSM). This enables the train to take early

advantage of a clearing signal by being relieved of restrictions associated with the more restrictive

aspect which was previously displayed.

An Approach BG is generally required where the target speed is low compared to the line speed (e.g.

reduced overlap or high risk turnout). Where a sufficiently high target speed can be provided for all

rolling stock, an Approach BG is less likely to be required.

Approach information shall be transmitted to the train via an Approach BG made of one controlled

balise and one fixed balise. An Approach BG shall be made up of two balises in order to allow for a

train in SR to return to LS.

Note: Only one balise could be enough as the Approach BG would be linked from a previous balise,

but the availability of the system if one balise fails, the requirements for permitting a train to return

to LS, and the capacity limitations of balise telegrams have been considered in the design and it has

been determined that two balises would be more appropriate.

PurposeThe purpose of this design guideline is to identify the process for determining when an Approach BG

is to be provided and where it should be placed.

QUALITY MANAGEMENT SYSTEM DeskSite Reference: 4897408

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ffil#î,'g,îrAPPROACH BALISE GROUP SELECTION AND POSITION DESIGN GUIDELINE


Project type: Major

Scope

This document provides requirements to determine the need for an Approach BG, as well as the

location and effectiveness of an Approach BG, for the following:

. Approach BG between the lntermediate Signal and the Protecting Signal

. Approach BG at an lntermediate Signal

Application

This document applies to AEOs engaged to carry out signal design for AMS works.

Reference documentsThe following documents are cited in the text. For dated references, only the cited edition applies.

For undated references, the latest edition of the referenced document applies.

AMS Project Specifications

AMS Signal Design Prínciple

Balise Arrangement for High Risk Location Design Guideline

AMS Technical lssue Paper

AMS-TlP-204 - Turnout Protection

AMS-TIP-221 - Reduced Overlap

AMS-TlP-230 - Arrangements of Balises for Protection of Designated Hazards

AMS Report

Deficient Overlaps, Catch Points and Level Crossings Report

Terms and definitionsThe following terms and definitions apply in this document:

AEO Authorised Engineering Organisation; means a legal entity (which may include a Transport

Agency as applicable) to whom the ASA has issued an ASA Authorisation

AMS Advanced train control Migration System

2.1.

2.2.

3.

4


BALISE GROUP SETECTION AND POSITION


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ffil#ft's,irAPPROACH BALISE GROUP SELECTION AND POSITION DESIGN GUIDELINE


Project type: Major

ASA Asset Standards Authority

ATP Automatic Train Protection; a system which supervises train speed and target speed, alerts the

driver of the braking requirement, and enforces braking when necessary. The system may be

intermittent, semi-continuous or continuous according to its track-to-train transmission updating

cha racteristics.

BG Balise Group

ETCS European Train Control System; a three level, unified, modular automatic train protection

specification to enhance interoperability across Europe

EVC European Vital Computer; the on-board computer that processes train data and track data to

calculate the required braking, speed, distance and intervention functions. The Onboard also refers

to the EVC in the guideline.

High Risk Turnout refers to turnout or crossover where there is a risk of derailment due to high

speed differential between the line speed and the turnout speed. Other contributing factors include

running line geometry, configuration of the turnout and surrounding infrastructure. The high risk

definition and criteria is given in the high risk turnout guideline.

[S Limited Supervision

Overlap Deficiency synonym of Reduced Overlap in the context of this guideline

Overlap Deficiency refers to high risk deficient overlaps, high risk catch points within an overlap and

high risk level crossings within an overlap. The Deficient Overlaps, Catch Points and Level Crossings

Report listing all the high risk deficient overlaps that exist in the network shall be provided by TfNSW.

TfNSW Transport for New South Wales

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EALISE GROUP SELECTION AND POSITION


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frffi|#ffs,ffAPPROACH BALISE GROUP SELECTION AND POSITION DESIGN GUIDELINE


Project type: Major

ConceptThere are several locations for ATP fitment defined under the AMS project, with the main ones listed

below:

. Speed Sign

o ETCS Train Stop

o End of line / Buffer Stop

. High Risk Reduced Overlap

o High Risk Turnout

The consideration for an Approach BG is only required where Target Speed Monitoring (TSM) is

applied by a controlled balise, such that the conditions for TSM can change after a train has passed

the TSM announcement BG. This limits the Candidate Signals for Approach BGs to those signals

protecting High Risk Turnouts and High Risk Reduced Overlaps. An Approach BG will only be used

wherever there is a valuable operational benefit in terms of a significantly reduce journey time..

Figure 1 shows the example of a reduced overlap ahead of a signal C which is announced by a balise

group two signals in the rear (signal A). The balise at the speed sign in rear of Signal A also sends the

speed announcement for redundancy reasons, but it will be updated by the balise group at Signal A

before it impacts the approaching train.

Similarly, Figure 2 shows the example of a high risk turnout.

There are two types of Approach BG to be considered:

o Approach BG between the lntermediate Sisnal and the Protectins Sienal: The BG is within

the last signal section before the hazard, and is connected to an LEU that is getting information

from the Protecting signal (Signal C in Figure l and Figure 2).

o Approach BG at an lntermediate Sisnal: The Approach BG is located at a signal (Signal B in

Figure L) between the initiatíng BG (at Signal A in Figure 1 and Figure 2) and the Protecting

signal (Signal C in Figure 1 and Figure 2). There could be more than one intermediate signal to

consider.

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frWl#n's,irAPPROACH BALISE GROUP SELECTION AND POSITION DESIGN GUIDELINE


Project type: Major

x

APPROACH BGfor lnlermsdiate

Signal

ooo*o*rii'cfor Hâzârd

Signal

I

40

Hazard S¡gnalHazard lo prolect

__L_SEEEO.îIGAIBaliso group

-:-----FIRST ANNOUNCEMENT OF HAZARDFROM A CONTROLLED AGThe conbôl bdhso in lho baliso gîoupprovic/€s lho lolbving iñldñdonaßpêûd¡ng on lha aslacl ol Sigûal A

H.dtuñ atdlõn .ìd Slop À.poêtilordlive spoêd ptohlo lo bdng lho spaedclown lo 40rn/h ptiot to dossiag s,þral ô.Tho ileßIìva spooc! Nohlo ølso allows lhaspaact lo rclun lo lho l¡na speo<t oltot øaotra¡n cl¡slonco is pdst

Othet AsæclPtuvúa lho sFoa, prolilo øs þt lhø lnêspooct.

ln¡t¡ât¡n9 BG

^¿ l'O o

ln¡t¡at¡ng BG

^o l-Oo

Olåor ÁsæclPtov¡dê lhø srygcl prolile

Jlo "

APPROACH BG IAT IN|ERMEDIATESTGNA¿I

ptovidos lhe lolloviû, inlotñølØ<loponcling Ø lho aspod ol Sßnal B

APPROÀCH AG (AT HAZARD SIGNALIfhe conùol bøhse ¡n lhø balisê gr@pptovictos lho lollow¡n, nldmøliûdaponatinq on lhe ospecl ol S0nal C

fr"o

Stôp Árpôcailetalivo spêêd ptolilo to bnng tho speodclowh lo 40rdh plþr lo cross¡ng sìgnal CThe il@rclivo spaaa! ptohle o/so â/bws lrgspgocl lo rcluû lo lho l¡no speoa! øltal acena¡n clislonco is pasl

aLeoend

^ Contolled Balse

^ F¡xed Balise

-

Sæed profde

-

SpeedsuæMsedbylheOnbârd

l{D MediumAsæct{2 btocksl

lO Caulon Aspect (1 block)

L SropAspecr(0brock)

m Speedsrgn

teggnd

^ Contollecl Balse

^ F¡xed Salse

-

Sæed Profle

-

Spedsup€Msedbylheonba.d

JO MediumAspect(2btocks)

lO Caulion Aspect (1 bbck)

L Srop Asæcr (0 blæk)

m Speedsign

plov¡dos sryoa!prolila as par lhosæd sign ANDlhø lest¡id¡on ol 40kñ/h sbn¡ng al

I

J

lls13,g

x

--J

C.úiloñ âñd Stõp À.pâc.ileßltuo spooal ptohle lo bùng lhe sryoatclow Io 40kñh pnot lo cross,l4g s,9n6, C.Tho ß¡Òtivo sryed pþhla also allovs lhespeeat lo toluh to lho lûo spaêat allù acodain chslahcø is pasl

Olâor ÁsoælPtoviate lhe speeat ptollo as por lho hno

Figure I - Approach Balise Group (BG) for Reduced OverlapJ

J

OnboardSupervised Specd

APPROACH BGfor lntermediate

S¡9nal

APPROACH BGlor Haza.d

Signalffi Jro' J

_\_____APPROACH BG IAT HATARD SIGNAL'Doponat¡ng Ø lhê ¿specl ol Sigõal C

Hazard S¡gnal

SPEED S'6,VEohso group

ptohlo ès pet lhespood s,9, ÁNOlho,ost¡cl¡on ol 25kñh slad¡nq ot ashilled <ttsloncobeyúd lho

Dopend¡ng Ø lhe dsped ol S¡gnât A

H.d¡uñ A.útto, .nd Saob ^tô.êailørdlive speod ptohlo lo bnng lho spoed

clotø lo 25Rñ/h ptior lo lhe crcssoveL

APPROACH AG IAÍ INÍERMEDIATEST6NÄ¿JOopondñg oh lho âspacl ol s/gnøl I

C.ulton ônd Slop A.p.clilordlNe sryad yohle lo bthg lho sryoddown lo 25h/h pt¡ol lo lho ctossovor.

Olhot Asæcl:Ptovtdo lho speed Uollo as Nt lho lino

SlôÞAaooclilotølive spaú prolilo lo bìng tho spêêdctown lo 25Mh p¡þr lo ll¡o crossoyo/

Olhor Asúd:Ptov¡dê lhe spoea! ptohlo as per thê hna

r-----¡lspee¿ J J

6

Figure 2 - Approach Balise Group (BG) for high Risk Turnout

Assessment of signals for the provision of an ApproachBG

6.1. lntroductionOnce a train has read a BG with a TSM ahead, if the approaching signal has cleared since the last

speed restriction was issued, the Approach BG will remove the Target Speed and allow the train to

accelerate back to line speed before ¡t gets its next update from a balise or passes the hazard itself

QUALITY MANAGEMENT SYSTEMAMS PROJECT SPECIFICATIONS - APPROACH



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DeskSite Reference: 4897 408

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ffil#n'g,irAPPROACH BALISE GROUP SELECTION AND POSITION DESIGN GUIDELINE

lnfrastructure and Se¡vices : ATP / AMS Program

Project type: Major

6.2.

This may considerably improve the journey time, especially in the case of a target speed that is much

lower than the line speed.

This situation applies to either a reduced overlap ahead of a signal at stop, or to high risk turnout

where the Target Speed is sent when the signal protecting (or any signal prior to) the turnout is

showing Stop.

The protecting signal (BG installed at a distance to be calculated before the protecting signal) and all

intermediate signal(s) (BG at the intermediate signal) need to be considered for Approach BG

requirements.

Flow Chart for a Signal Protecting a High Risk Location

For each signal protecting a high risk location, the requirements for an Approach BG shall be

established using the flowchart below:

\

YES

TfNSW

the ProposgdBG.nd.nyoptlmlro ln oaa!

lntogratorot

9yatomto.8¡þ¡llty

Appro¡ohtoopportunlty

lh¡ñ


BALISE GROUP SEIECTION AND POSITION

DESIGN GUIDETINE,DOCX

@ TfNSW 2016

QUALIW MANAGEMENT SYSTEM DeskSite Reference: 4897408


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ffil#ft's,îrAPPROACH BALISE GROUP SELECTION AND POSITION DES¡GN GUIDELINE

lnfrastructure and Seryices : ATP / AMS Program

Projecttype: Major

For each Candidate Signal for Approach BG fitment (as defined in section 5), a consultation withOperations shall be undertaken to confirm the need for an Approach BG, and then the AMS Project

System lntegrator shall be consulted for approval, with a cost estimate for the fitment.

Cable Route unavailability could mean the cost of the Approach BG is too expensive for the Client

and the cost / benefits of doing trenching shall be further discussed within the Client.

ln case of having a suitable cable route available but with cable access points not in the idealposition, the location of the Approach BG could be revised in order to align with an access point (e.g.

for underground cable route, the Approach BG could be moved +/- 100m from the previously

calculated location, to align with the available cable access points).


BATISE GROUP SETECTION AND POSITION


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Project type: Major

The latest Signal and Control Systems Annual Asset integrityReport should be used to assess the Utilised Capacity andStopping Headway for the line. The worst case scenario shall be

taken into account.

Where the Protecting signal is placed immediately in rear of theconvergence of two electrified main lines, the stated Utilisedcapac¡ty is irrelevant as the capacity of the line ahead would be

much higher.

Whenever all trains stop at a platform, the benefits of theApproach BG is limited.

It is unlikely that t¡metabled moves would be in the reversedirection of travel, and so the operational benefit of an

Approach BG is less likely,


6.3.

6.3.r.

Approach BG for Protecting signal

Flow Ghart to Determine the Need for an Approach BG Between theintermediate Signal and the Protect¡ng Signal

Notes:

AMS PROJECT SPECIFICATIONS . APPROACH



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SignallsApproach

NO

YES

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. Projecttype: Major

6.3.2. Flow chart to Determine Location and Effectiveness of an Approach BGbetween the lntermediate Signal and the Protecting Signal

Notes:

Approach BG Candidates Signals are coming from section 6,2.1.

The physical sighting distance refers to poss¡ble obstructions in theline of sight and should be considered. As it ¡s not always available

informat¡on, this criterion for the pos¡t¡on¡ng of the Approach BG

can be assessed later,

The Approach BG locat¡on shall be referenced from the hazard itself,

not the s¡gnal protecting the hazard, and should always be located

before the protect¡ng s¡gnal.

It shall be noted that the Approach BG could be located in rear ofthe signal prior to the protecting s¡gnal (¡ntermed¡ate signal). ln thatcase, the Approach BG shall get the information from the signal just

ahead of ¡t (i.e. not the Protect¡ng s¡gnal)

The effect¡veness of the Approach BG is determined by its "timegain" which is defined as the difference between the time penalty ofthe Target Speed without any Approach BG and the t¡me penalty ofthe Target Speed with the Approach. The larger the time gain, themost effective the Approach BG is, The tool below allows tocalculate the t¡me ga¡n:

ffiApproach Tool

v1.0.xb

Note 1: The further away from the hazard, the more time gain willbe achieved, but it also means less train would benefits from itdepending on when the s'rgnal clears, lf any, the shorter d¡stance

that f¡t the 10s cr¡teria shall be used.

Note 2i For H¡gh R¡sk Turnout, it shall be considered the delay due

to the length of the speed reduction and when it will be sent back toline speed, especially in case there is no BG at the signal protecting

the turnout.

Clarification on target speed is provided in Appendix A,

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No

Yes

AMS PROJECT SPECIFICATIONS . APPROACH

BATISE GROUP SELECÍION AND POSITION


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Project type: Major

6.4.

6.4.1.

Approach BG for an lntermediate Signal

Flow Chart to Determine the Need for an Approach BG for an lntermediateSignal

Notesl

YES

YES

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NO

NO

YES

NO

YES

NO

lf no Approach BG is required for the Protecting signal, it is

still a requirement to assess the need for an Approach BG,

especially if the announcement of TSM has been done from

a long distance in rear and the aspect of any ¡ntermed¡ate

signals may have changed pr¡or to the train passing them.

The latest Signal and Control Systems Annual Asset integr¡tyReport should be used to assess the Utilised CapacÏty andStopping Headway for the line. The worst case scenario shall

be taken ¡nto account.

Where the Protecting signal is placed on the approach to theconvergence of two electrified main lines, the stated UtilisedCapacity ¡s irrelevant as the capac¡ty of the line ahead wouldbe much higher..

AMS PROJECTSPECIFICATIONS. APPROACH

BALISE GROUP SELECNON AND POSITION

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Project type: Major

6.4.2. Flow Chart to Determine the Effectiveness of an Approach BG for at anlntermediate Signal

m

am

M

@@M6

YES

Notes:

The effectiveness of an Approach BG is determined by its "timegain" which is defined as the difference between the timepenalty of the Target Speed without any Approach BG and thetime penalty of the Target Speed with the Approach BG. The

larger the time ga¡n, the most effective the Approach BG ¡s. The

Approach BG tool allows calculating this (see 6.3.2).


BATISE GROUP SELECTION AND POSITION


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Appendix A Glarifications on Target Speed

A 1 Applicable Speed

The ETCS overspeed margins should be ignored when calculating the target speed. The overspeed

margins are defined as:

o Warning = Allowable Speed + 5km/h

o Service Brake lntervention = Allowable Speed + 7.5km/h

o Emergency Brake lntervention = Allowable Speed +L0km/h

A.2. Target Speed for Reduced Overlap

The figure below shows the target speed to be considered when determining if an Approach BG is

required in a reduced overlap scenario.

GE52 /GE52A will be used when determining the trip speed for trains using Medium Speed Signs

(Applicable for C, K, V, S and T sets), i.e. Medium Speed Category trains.

GX2M will be used when determining trip speed for the trains using High Speed Signs (Applicable for

H, M and A sets), i.e. High Speed Category trains.

The trip speed(s) will usually be given in the Deficient Overlaps, Catch Points and Level Crossings

Report (see section 2)

APPROACH BALISE GROUP SELECTION AND POSITION DESIGN GUIDELINE


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EALISE GROUP SELECTION AND POSITION


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Project type: Major

Speed shtt

APPROACH 8G

4.3. Target Speed for High Risk Turnout (with Shiftingof Target)

The figure below shows the shifted target speed to be considered when determining if an Approach

BG is required in a high risk turnout scenario. The target speed sent from the trackside balise would

start at shifted distance after the toe of the points. The target speed is the speed of the turnout.

The shifted distance can be obtain from the Balise Arrangement for High Risk Location Design

Guideline (see section 2)

x

^o l'O o

(Optional) -\

1^'o, ^l c

Target Spê6d of 40 km/hslarts altsr the toe of lhstumoul (sh¡fled d¡stancs)

L999Dd

^ conkoned 8al¡8e

^ FxedBel¡s¿

againsl

Figure 3 - Target Speed for High Risk Turnout (Shifting of Target)

I


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