Key Benefits:
Law 18/2014, of 15 October, of approval of urgent measures for growth, competitiveness and efficiency, in its additional provision eleventh, amends Law 39/2003, of 17 November, of the Railway Sector, Adding to it an additional provision fourteenth, in which it is available that it corresponds to the Council of Ministers by royal decree, on the proposal of the Minister of Development, to approve the Regulation of the Railway Circulation.
The first transitional provision of Royal Decree 2387/2004, of 30 December 2004, for which the Railway Sector Regulation is adopted establishes a provisional regime applicable in the field of safety as long as the rules for the development of the Law on the Railway Sector in the field of safety.
The main object of the Railway Circulation Regulation, which is approved in this royal decree, is to have a single regulation that allows for a safe rail circulation over the General Interest Railway Network.
The Regulation adapts the regulation to development that the rail sector and technology have had in recent years and incorporates recent European regulations.
The Regulation incorporates into national law the regulation on safety in circulation contained in Commission Decision 2012/757/EU of 14 November on the technical specification for interoperability relating to the the 'operation and traffic management' subsystem of the rail system of the European Union, as amended by Commission Decision 2013 /710/EU of 2 December 2013.
The Regulation complies with the provisions of the first paragraph of the first transitional provision of Royal Decree 2387/2004 of 30 December 2004 approving the Regulations of the Railway Sector, which is no longer applicable. applicable from the entry into force of the General Regulation on the Circulation of Renfe, the Specific Rules of Circulation (NEC) applicable to the Madrid-Seville line and the technical and operational requirements of Circulation and Safety corresponding to the Madrid-Zaragoza-Lleida section of the high-speed line Madrid-Barcelona-Figueras, Version 2, as well as the FEVE Train Circulation Regulation.
The royal decree also includes an information annex which sets out criteria for the development of the Safety Management Systems, which aims to facilitate the railway infrastructure managers and the existing or future railway undertakings, additional safety-compliant criteria.
During the processing of the Regulation, the administrators of railway infrastructure, railway companies, training centers and unions have been heard with implementation in the sector, as provided for in the Law 50/1997, of 27 November, and in article 60 of Law 39/2003, of 17 November of the Railway Sector. Likewise, and in compliance with the final provision of Law 39/2003, 17 November, of the Railway Sector, it has been submitted to the National Council for Land Transports, as well as the Accident Investigation Commission. Rail.
As it is a safety standard, the Regulation has been notified to the European Commission for examination in compliance with Article 8 of Directive 2004 /49/EC.
In its virtue, on the proposal of the Minister of Development, in agreement with the Council of State and after deliberation of the Council of Ministers at its meeting of July 17, 2015,
DISPONGO:
Article first. Approval of the Railway Circulation Regulation.
The Railway Circulation Regulation is approved, the text of which is included in Annex I of this royal decree.
Article 2. Criteria for the implementation of the Railway Circulation Regulation in the safety management systems of railway entities.
Railway infrastructure managers and railway undertakings shall include in their safety management systems the procedures for the implementation of the Railway Circulation Regulation.
In Annex II of this royal decree, criteria of good practice are included, of a potestative application, the object of which is to serve as guidance to the managers of railway infrastructures and the railway companies for the implementation of the Regulation in its security management systems.
Additional disposition first. Training.
By resolution of the State Agency for Railway Safety, the minimum reading of the training courses necessary for the updating of knowledge corresponding to the new regulatory framework of the qualified persons entitled under Order FOM/2872/2010 of 5 November 2010 determining the conditions for obtaining the qualifications enabling them to exercise the functions of the railway staff in connection with the safety in the movement, as well as the arrangements for approved training centres and the medical recognition of such staff, on the date of entry into force of the royal decree.
Additional provision second. Exceptions to the regulatory framework for train signals.
The State Agency for Railway Safety, on duly justified proposal of the holder of a vehicle, may exempt from the adaptation of the head and tail front lights provided for in the new regulation to vehicles historical or those whose technical characteristics do not allow or make it very difficult to locate or anchor the foci in the new position or whose geometry prevents a proper projection of the light beam.
Single transient arrangement. Adaptation to the new regulatory framework.
1. Within ten months of the entry into force of this royal decree, infrastructure managers and railway undertakings will have to have their full regulatory documentation and safety management systems in place. content of this Regulation and the European rules of application.
2. A period of six months is set for the disappearance of the Radio Circulation Control System (RCC) on the lines in which it is applied, and its replacement by some other of those referred to in the Regulation.
3. The infrastructure managers must have completed the signalling of the maximum speeds on the lines, within one year from the entry into force of this royal decree.
4. The adequacy of the new regulatory framework for train signals shall be carried out during maintenance interventions for vehicles of level 3 or higher, and at most within the eight-year period from the entry into force of this Regulation. royal decree. In the case of the portable signals of the trains, their adaptation must be carried out within six months of the entry into force of this royal decree.
5. Within eighteen months of the entry into force of this royal decree, the infrastructure managers and the railway undertakings will have to have adapted all the activity of exploitation, management and operation of the railway traffic to the content of this Regulation, including the relevant training actions for its staff in relation to the new regulatory framework and with its new procedures set out in its safety management systems, without prejudice to the provisions of this Regulation. the previous paragraphs in relation to the railway signals.
6. Within one month of the entry into force of this royal decree, infrastructure managers and railway companies will be required to submit to the State Agency for Railway Safety, a detailed programme of implementation of the Regulation in line with previous deadlines.
7. During the transitional period provided for in paragraph 5, the current regulation on railway traffic, in particular the General Regulation on the Circulation of Renfe, the Specific Rules of Circulation (NEC) applicable to the Madrid-Seville line, the technical and operational requirements of Circulation and Safety corresponding to the Madrid-Zaragoza-Lleida section of the Madrid-Barcelona-Figueras high-speed line, Version 2, and the Regulation of the Circulation of Trains FEVE.
Single repeal provision. Regulatory repeal.
One. Once the transitional period laid down in the fifth paragraph of the single transitional provision has been completed, the rules until then applicable in the field of safety in the railway traffic will be repealed by virtue of the transitional provision First of Royal Decree 2387/2004 of 30 December 2004 approving the Regulations of the Railway Sector, in particular:
(a) The General Rules of Circulation of Renfe,
(b) the Specific Rules of Circulation (NEC) applicable to the Madrid-Seville line,
(c) the technical and operational requirements for Circulation and Safety for the Madrid-Zaragoza section of the Madrid-Barcelona-Figueras high-speed line, Version 2, and,
d) the FEVE Trolley Circulation Regulation.
Two. Paragraph 1 of the fourth additional provision of Royal Decree 810/2007 of 22 June 2007 approving the Safety Regulation in the Circulation of the Railway Network of General Interest is deleted. As a result, the current paragraphs 2 to 4 are renumbered 1 to 3 while maintaining their wording.
Three. All provisions of equal or lower rank shall be repealed as set out in this royal decree.
Final disposition first. Amendment of Royal Decree 810/2007 of 22 June 2007 approving the Regulation on safety in the movement of the Railway Network of General Interest.
Royal Decree 810/2007 of 22 June, approving the Regulation on safety in the movement of the General Interest Rail Network is amended as follows:
One. The additional second provision is worded as follows:
" Additional Disposition Second. Official catalogue of signs of railway traffic.
The Ministry of Public Works will approve, on the proposal of the State Agency for Railway Safety and in accordance with the provisions of the Regulations of Railway Circulation, the Official Catalogue of Signs of Railway Circulation of implementation of the Railway Network of General Interest. This catalogue will necessarily specify the shape, colour, design, dimensions, location and visibility of the same.
Railway infrastructure managers, where technological changes, accumulated experience or operating circumstances of the Railway Network of General Interest advise, may request from the a railway safety authority which promotes appropriate modifications to the signalling system of that network, such as the addition of new signals or the replacement of any existing signals. '
Two. A fifth final provision is added with the following wording:
" Final layout fifth. Naming modification.
1. All the references of the regulation that is approved by this royal decree to the Directorate General of Railway Infrastructures shall be understood to be carried out to the State Agency of Railway Safety.
2. All references made to the Railway Infrastructure Manager in the regulation that is approved by this royal decree shall be construed as being made to the railway infrastructure managers.
3. All references made in this Regulation which are approved by this Royal Decree to the General Rules of Circulation shall be construed as being made to the Railway Circulation Regulation. "
Final disposition second. Amendment of the Regulation on safety in the movement of the Railway Network of General Interest, approved by Royal Decree 810/2007 of 22 June.
The Regulation on Safety in the Circulation of the Railway Network of General Interest, approved by Royal Decree 810/2007 of 22 June, is amended as follows:
One. Article 6 (1) is amended as follows:
" To the circulation on the Railway Network of General Interest will be applied the Regulations of Railway Circulation that will establish the general operating rules for the circulation of the trains and the maneuvers to be realized safe, efficient and timely form, both under normal operating conditions and degraded, as well as other safety standards approved by the Ministry of Public Works. "
Two. The heading and paragraph 1 of Article 7 which are drawn up in the following terms
" Article 7. Railway Circulation Regulation.
1. The Railway Circulation Regulation shall establish the operational rules and procedures necessary for the movement of trains by the General Interest Railway Network to be carried out in a safe and efficient manner. You must, in any case, incorporate the following content:
(a) The elements and principles governing the organization of the movement; the basic technical vocabulary; the documents of compulsory use and their distribution procedures; the means necessary for the good organization of the movement; the rules for communications between the movement and the driving staff; the basic knowledge required of both; the rules to be followed for the composition of the trains and their braking requirements.
b) The meaning of the different types of signals to be installed in the railway infrastructure or rolling stock, as well as the portable ones.
(c) The rules to be complied with for the movement of trains by the Railway Network of General Interest and for its entry, exit and passage through the stations; the conditions and protocols for the performance of works in the infrastructure and tests; requirements on traction and towing of railway vehicles; requirements for the performance of manoeuvres; incidents in the movement, traction, braking and signalling of trains.
d) The types of track and interlock of the stations and their operation.
(e) The operating system of the safety installations of the circulation and the performance in case of abnormality of the facilities.
The State Railway Safety Agency may issue technical recommendations, in order to promote compliance with the Regulation by railway undertakings and infrastructure managers. "
Final disposition third. Amendment of Royal Decree 2387/2004 of 30 December 2004 approving the Regulations of the Railway Sector.
Without prejudice to the provisions of the single transitional provision of this royal decree, the first paragraph of the first transitional provision of Royal Decree 2387/2004 of 30 December 2004 approving the Regulation of the Railway Sector.
Final disposition fourth. Competitive titles.
This Royal Decree is dictated by the powers that Article 149.1.21. ª. 24. and 29. of the Spanish Constitution attributes to the State, exclusive competence in the field of railways and land transports that elapse for more than one Autonomous Community, public works of general interest and public security.
Final disposition fifth. Incorporation of European Union law.
By means of the Railway Circulation Regulation, the regulation on safety in circulation contained in Commission Decision 2012/757/EU of 14 November on the technical specification is incorporated into Spanish law. for interoperability relating to the 'operation and traffic management' subsystem of the rail system of the European Union, as amended by Commission Decision 2013 /710/EU of 2 December 2013.
Consequently, compliance with this royal decree does not exempt railway undertakings or infrastructure managers from complying with the rest of the European Union's rules of direct application.
Final disposition sixth. Faculty of development.
The Minister of Public Works will make appropriate arrangements for the development and implementation of the provisions of the Railway Circulation Regulation.
In particular, the Minister for Development is empowered to update and adapt the content of the Annexes, Appendices and Transitional Specifications of the Railway Circulation Regulation to technical innovations and, with the necessary adaptations, as provided for in its scope by the European Union legislation.
Final disposition seventh. Entry into force.
This royal decree will take effect the day following its publication in the "Official State Gazette."
Given in Madrid, on July 17, 2015.
FELIPE R.
The Minister of Development,
ANA MARIA PASTOR JULIAN
ANNEX I
RAILWAY TRAFFIC REGULATION
BOOK FIRST
FUNDAMENTAL PRINCIPLES
Index
BOOK FIRST. FUNDAMENTAL PRINCIPLES.
Chapter 1. Generalities.
1.1.1.1. Purpose of the Regulation.
1.1.1.2. Scope of application.
1.1.1.3. Definitions.
1.1.1.4. Abbreviations and acronyms.
1.1.1.5. Structure of responsibilities and obligations of AI and EF.
1.1.1.6. Transmission of the service.
1.1.1.7. General criteria for the operation of trains.
Chapter 2. Regulatory documentation.
1.2.1.1. Classification of regulatory documents.
1.2.1.2. Documentation of the State Agency for Railway Safety.
1.2.1.3. Documentation competence of the IIA.
1.2.1.4. Competence documentation of the RUs.
Chapter 3. Distribution of documents and service tools.
1.3.1.1. Document distribution.
1.3.1.2. Service tools.
Chapter 4. Regulatory communications.
1.4.1.1. Classification and characteristics of communications.
1.4.1.2. Security-related communications methodology.
1.4.1.3. Registration of the telephone calls.
Chapter 5. Basic concepts of circulation.
1.5.1.1. Signals and needles.
1.5.1.2. Security installations.
1.5.1.3. Incorporation of new auxiliary systems.
1.5.1.4. Special gear conditions.
1.5.1.5. Identification of trains.
1.5.1.6. Train stops.
1.5.1.7. Detention of trains.
1.5.1.8. Running order.
1.5.1.9. Invalidation of the running order.
1.5.1.10. Speeds.
1.5.1.11. Types of train.
1.5.1.12. Sense of circulation.
1.5.1.13. Blocking of trains.
1.5.1.14. How the lock is secured.
1.5.1.15. Types of train driving.
1.5.1.16. Intermittent service stations.
1.5.1.17. Job execution systems on the path.
1.5.1.18. Train communication arranged to circulate.
1.5.1.19. Braking.
1.5.1.20. Mass, length, maximum speed and braking rate of trains.
1.5.1.21. Braking tests.
1.5.1.22. Dangerous goods.
1.5.1.23. Exceptional Transport.
CHAPTER 1
Generalities
1.1.1.1. Purpose of the Regulation.
1. The purpose of this Regulation is to establish general operational rules for the movement of trains and manoeuvres to be carried out in a safe, efficient and timely manner, both under normal and degraded operating conditions, including their effective recovery after a service outage.
2. The purpose of the document is to provide a single regulatory framework for operational processes where there is a direct interface between the Infrastructure Manager (AI) and the Railway Undertaking (RU), unifying the operational criteria of the the different AI in the various widths of the Network.
3. In accordance with the European Railway Safety Directive, the responsibility for the safe operation of the rail system and associated risk control lies with the IM and the RU. They are therefore obliged to define and implement the necessary risk control measures and, where appropriate, to cooperate with each other. As a result, the Security Management Systems (SGS) of the AI and the EF must establish the internal rules, in accordance with the current regulations, and the procedures necessary to ensure compliance with the provisions of this Regulation. Regulation and the rest of the national and European security regulations, including the Common Security Methods and the OPE TSI.
4. The Regulation complies with the requirements of the Technical Specifications for Interoperability, the Law of the Rail Sector and its implementing rules.
5. The terminology, abbreviations and acronyms used in this Regulation are set out in Articles 1.1.1.3 and 1.1.1.4 of this Book.
1.1.1.2. Scope of application.
1. The territorial scope of this Regulation is the Railway Network of General Interest.
2. The subjective scope of application of this Regulation is all the staff of the EF, the IIA and other companies, which intervenes, directly or indirectly, in the processes of train circulation and manoeuvres.
In particular, it applies to all persons who develop safety functions in the movement, defined in the SGS of the EF and the IAs, and who must have an enabling title for the exercise of these functions, defined in the legislation governing the conditions for obtaining it, given in the development of the LSF and in accordance with the European Directive on the certification of Machinists.
3. The technical scope of application of this Regulation is all relevant activities from the point of view of security affecting some direct interface between the RU and the IIA, from the provision of the train to the circular on the part of the RU, until its arrival at the destination station.
1.1.1.3. Definitions.
For the purposes of this Regulation it is understood by:
1. Apadero: Railway infrastructure for the rise and fall of travellers.
2. Automotive: Train consisting of one or more railway vehicles that does not require locomotive for its traction as it has its own engine.
3. Throttling Band: Line, line or set of lines by a PM's Circulation Manager.
4. Fork: One line point, where another line starts or multiple. It has signs of protection for the management and regulation of rail traffic.
5. Block: System or process whose objective is to ensure that trains running on the same track and in the same direction, do so apart at a distance that prevents their reach, and that when a train circulates on one track, it does not circulate another way by the same path.
6. Width changer: Railway installation that makes it easier to change the width of the rolling, to the trains whose technology allows it.
7. Canton of lock: Tramo of track in which, under normal conditions of movement, there can be no more than one train simultaneously.
8. Cars: Rail vehicles without their own traction enabled for the carriage of passengers, as well as the complementary vehicles for their service.
9. Undeformable composition: It is the one that can only vary its composition through operations performed in a workshop or maintenance center.
10. Control, Command and Signalling (CMS): Rail subsystem defined in the European Railway Interoperability Directive, consisting of all the equipment necessary to ensure the safety, control and control of the circulation of the trains authorised to transit through the network. It includes train protection systems (on land and on board), radio communication and train detection (axle counters, track circuits, etc. ..).
11. Centralized Traffic Control (CTC): A system that allows to perform from a central position, the control and remote operation of the facilities of a set of stations and routes, ordering the movements and coordinating the circulation of the trains and manoeuvres.
12. Special referral: Railway infrastructure outside the RFIG, but connected to the RFIG.
13. Security documentation: Set of regulatory documents defined in Chapter 2 of this book.
14. Railway undertaking (RU): The holder of a licence in accordance with the applicable legislation, the main activity of which is to provide services for the carriage of goods or passengers by rail, and must in any event provide traction.
15. Interlocking: A system that allows to establish safe routes for the circulation of trains in the field of stations, establishing a relationship of dependence between the positions of the different apparatus of road, the half-barriers of PN (in its case) and the orders that transmit the signals.
16. Technical Specification for Interoperability (TSI): Technical and safety standard adopted in accordance with the Community Directives, with a view to meeting essential requirements and ensuring the interoperability of the rail system.
17. Station: Railway infrastructure consisting of an installation of tracks and their associated devices, protected by signals, and which aims to coordinate the processes of circulation.
The PB, PBA, PCA, PAET, and Bifurcations are considered to be the station for purposes of this Regulation.
18. Telemandada station: This is the one whose control and operation of its installations is carried out at a distance.
19. Collateral stations: Contiguous stations that at any one time, intervene in the block.
20. Vans: Vehicle specially designed to run on passenger trains carrying goods.
21. Enablement: A document that empowers the holder to perform functions whose ability to perform them has been credited by overcoming a regulated training.
22. Line: Railway infrastructure linking two specific points. The line can have one, two, or more paths (single-path, double-path, multiple-path).
23. Locomotive: Rail vehicle which, by means of thermal or electrical traction, is capable of being displaced by itself, and whose main function is to tow other railway vehicles.
24. Isolated locomotive: It is composed exclusively of one or more non-towed locomotives.
25. Locomotive or towed vehicle: Locomotive or vehicle incorporated in the composition of a train without providing traction.
26. Telematic locomotive: The one that can be governed remotely, by radio control, from a location other than the driving cab.
27. Multiple Command: Device that allows control of multiple locomotives or railcars from a single driving cab.
28. Maneuver: Movement consisting of:
-Add or segregate vehicles from a train
-Forming or breaking down a train
-Classify vehicles or material cuts
-Move a train or vehicles on the same track or from one to the other within the limits of manoeuvres.
-Make the necessary movements for the change of width in the trains whose technology supports it, in the width changers.
29. Track machinery: Self-propelled rail vehicle used in infrastructure maintenance and repair services.
30. Auxiliary Rolling Stock: Road machinery and other vehicles used in infrastructure maintenance services, including cranes, workshop trains and ausculator trains.
31. Step to Level (PN): Intersection between a railway track and a road or road, in which rail traffic takes precedence.
32. Full path: Part of the track between the input signals of two collateral stations, outside the domain of both stations.
It is considered that a train is in full track, that is, out of the domain of both stations when it is all vehicles of the same. Otherwise, it is understood to be on the station.
33. Train overtaking and parking position (PAET): Technical installation allowing for the overtaking and parking of trains.
34. Lock Position (PB): Interim character installation located in full path, which allows temporary intervention in the lock.
35. Post of Banalization (PBA): Installation of a technical nature that allows the banalization of the circulation of trains.
36. Cantonment Post (PCA): Signalling installation located in full path that allows the length of the lock canton to be divided.
37. Circulation position: The track, needle and signal sector of a station.
38. Post of Command (PM): Specific AI Centre in charge of managing and regulating traffic in real time.
39. Local Operations Position (PLO): Installation from which the local command of a particular interlock is exercised, which may include one or more stations.
40. Regional Operations Position (PRO): Installation from which you can exercise the command of several interlocks that are part of a CTC.
41. Radiotelephony: Means of communication between personnel of vehicles, stations, of the PM and of full track. They are included in this concept, in addition to the systems of Tren-Tierra and GSM-R, those others that the State Agency of Railway Safety expressly determines.
42. Telephone: Regulatory communication in the process of circulation, characterised by a pre-established format, identified by a sequential number, the transmission time and the identification of the issuer, and which is recorded by any of the supports referred to in this Regulation.
43. Dual traction: A system of traction of a vehicle that allows it to operate alternately with thermal or electrical traction.
44. Multiple Traction: A train's traction by several independently governed locomotives or railcars.
45. Route: A line between the input signals of two stations. When the term is used in a generic way, it refers to the stretch between two collateral stations.
46. Train: Drive or traction units, with or without coupled, properly identified rail vehicles, operating between two or more defined points.
47. Conventional train: It consists of one or more locomotives and towed vehicles of any kind.
48. Train of works: It is the one destined to carry out operations of construction or maintenance of the railway infrastructure, being able to circulate between the base and the starting point of the works as conventional train, and to operate under an EVB for the realization of the same.
49. Direct train: In reference to a station, it is the one that does not stop at it.
50. Pushed train: It is the one whose traction and government are in a place other than the first vehicle in the direction of the march.
51. Reversible train: Train capable of moving in both directions regardless of the location of the vehicle or tractor vehicles, and whose government of traction and brake is always carried out from the cab of the vehicle in the first place in the direction of the walk in each case.
52. Train workshop: Train used for the release of an intercepted track. In its composition there can be a crane vehicle.
53. Wagons: Rail vehicles without their own traction enabled for the carriage of goods.
54. Limit Speed: Circulating in BCA, is the maximum allowed at every moment by the system.
55. Mixed gauge track: This is the one that allows the circulation of trains, at least two different widths, with a single locking system.
56. Traffic lanes: These are those used at stations for the entrance, exit or passage of trains. Other paths, if any, are called service paths.
57. Electrical hazard zone: Space around the electrical conductor within which a worker (with or without a tool) or a work machine could suffer an electric arc or a direct contact with the element in tension. The amplitude of the electrical hazard zone depends on the voltage of the driver.
58. Danger zone for jobs: Space around the track where a person, material or equipment can be rolled by a railway vehicle, or be put in danger by the air stream that generates its circulation. Said zone comprises the track and the spaces between the outer face of the head of the rail and a parallel line located 2 metres from the track, on both sides of the track.
59. Risk zone for jobs: It is the one between the danger zone for jobs and the security zone for jobs.
60. Safety zone for the works: Spaces located more than 3 meters away from the outer edge of the lane head, on both sides of the track.
1.1.1.4. Abbreviations and acronyms.
1. AC Intermittent station APTA for circulation.
2. AESF State Agency for Railway Safety.
3. AI Infrastructure Manager.
4. ASFA Announcement of Signals and Automatic Braking. In-cab signal repetition system with certain control functions over the train.
5. ATO Automatic Train Operation. Operation Automatic Operation System.
6. ATP Automatic Train Protection. Automatic Train Protection System.
7. BA Auto Lock.
8. BAB Banalized Path Auto Lock.
9. ADB Dual-way Auto Lock.
10. Rebase Authorization Bulletin BAR.
11. BAU Single-way Auto Lock.
12. BCA Automatic Control Lock.
13. The Automatic Release BLA.
14. BLAB Automatic-via-Banalized-Release Lock.
15. BLAD Double-path Automatic Release Lock.
16. BLAU Single-way Automatic Release Lock.
17. BOI Bulletin of Orders and Informations.
18. BSL Side Signaling Lock.
19. BT Phone Lock.
20. BTV Temporary Banalization of Via.
21. CCR Circulation Control by Radio.
22. CMS Control-Command and Senalization.
23. CSV Significant Change of Speed.
24. CTC Centralized Traffic Control.
25. DMI Driver Machine Interface. Equipment that presents on-screen information to the driver in ETCS.
26. DTDO Stopped (radio-telephony message).
27. EBICAB Automatic train protection system with continuous monitoring.
28. RU Railway Company.
29. ep Electro pneumatic brakes. Electro-pneumatic brake.
30. ERTMS European Rail Traffic Management System. European Rail Traffic Management System. Groups ETCS and GSM-R.
31. ETCS European Train Control System. European Train Control System.
32. TSI Technical Specification for Interoperability.
33. TSI TSI Technical Specification for Interoperability for the subsystem "Control, Command and Signalling".
34. TSI LOC&PAS Technical Specification for Interoperability for the Rolling Stock Subsystem, "Locomotives and Rolling Stock of Travellers".
35. TSI OPE Technical Specification for Interoperability for the Traffic Operation and Management subsystem.
36. EVB Path Delivery Blocked.
37. FS Traffic mode in ETCS. Full monitoring.
38. GSM-R Global System for Mobile-Railway. Specific Digital Communication System for Rail, which provides radio-telephony and data-line trains.
39. JRU Juridic Register Unit. Legal Registrar.
40. L Free Canton (annotation in the phone book).
41. LSF Rail Sector Law.
42. LTV Maximum Speed Time Limitation.
43. LZB Linienzugbeeinflussung (in Spanish: continuous train control). Railway Traffic Control System with Continuous Supervision.
44. MA Authorized Movement in ETCS.
45. MC Centralized Command.
46. Brake Mase.
47. ML Local Command.
48. Modality A Mode of exploitation in radio-telephony for the communication of the Machinist with the Circulation Responsables of the Regulations and the CTC.
49. Mode C Mode of radio-telephone exploitation for the communication of the driver with the station's Circulation Officer, as well as for the holding of manoeuvres, brake test communications, etc. ..
50. MRA Auxiliary Rolling Stock
51. mt Masa total.
52. MT Marche the Train.
53. NC intermittent station NOT APTA for circulation.
54. OM Ministerial Order.
55. PAET Post-Apapron and Train Parking.
56. PB Lock Position.
57. PBA Post of Banalization.
58. PCA Cantonment Post.
59. PLO Local Operations.
60. PM Command Post.
61. PN Step to Level.
62. PRO Regional Operations Position.
63. Metric Width Network RAM
64. RCF Railway Circulation Regulation.
65. RFIG Red Railway of General Interest.
66. RID International Regulations on the Transport of Dangerous Goods by Rail.
67. S Identification of the means of relief.
68. SGS Security Management System
69. SPN Step-to-Level Token.
70. TDP Main Deposit Pipeline.
71. TFA Automatic Brake Pipe.
1.1.1.5. Structure of responsibilities and obligations of AI and EF.
According to the provisions of Article 1.1.1.1, point 3, the IIA and the RU shall establish in their SGS the internal rules and procedures to ensure a safe, efficient and timely train and manoeuvring traffic, in normal, degraded and emergency operating conditions, including their effective recovery after a service interruption. To this end, they should develop, inter alia, the following:
• Defining the responsibilities and obligations of your security-linked service personnel.
• Methodology to be followed in the transmission of the service (staff relays).
• Instructions for the correct application of the rules of movement.
• Criteria for drafting and distributing regulatory documents.
• Definition and provision of service tools for the performance of their functions, as well as the procedures to be followed in case of absence of some of them.
• Security-related communications methodology.
In addition, the respective SGS will include the actions and means necessary to ensure compliance with the above.
Among the obligations of the railway personnel listed in the above internal rules must be incorporated at least, the following:
• Presenter to serve in good physical condition, without fatigue and avoiding any kind of excess that damages your faculties during the performance of your work.
• Not providing services under the effects of alcoholic beverages, drugs of abuse or other psychoactive substances that may alter their psycho-physical abilities, such as specific violations in the field of circulation and driving in the LSF.
• Refrain from using means of distraction in the workplace: mobile phones, electronic equipment, press, etc., other than professional activity.
• Banning the permanence in the circulation dependencies and in the driving cabins of persons other than the same, or lacking the appropriate authorization.
1.1.1.6. Transmission of the service.
In the transmission of the services related to the safety in the circulation of trains and manoeuvres, which are carried out in stations, PM, trains or in full track:
• Outgoing personnel will be required to deliver regulatory, printed, computer records, service records, and all necessary security-related information to their relay so that the latter can to fully develop its function from the moment of its incorporation.
• The personnel who take the service will have to take charge of the regulatory documentation, printed, computer records and service tools. In addition, you should be aware of the information related to the security provided by the outgoing staff, and resolve with this question how many questions arise.
1.1.1.7. General criteria for the operation of trains.
1. In order for a train to be able to start service, it is necessary that at the station of origin, or in the first of the RFIG for international trains, have in the driver's cabin and have operations, the following equipment:
• Train protection system that is compatible with any of those installed in the infrastructure.
• Surveillance device.
• Radiotelephony.
2. Where the train protection systems installed in the infrastructure and the driving cab are compatible with each other and are operational, the maximum speed of movement shall be as follows:
a) 350 km/h for trains running with ERTMS Level 2 in service.
b) 300 km/h for trains running with ERTMS Level 1 or LZB in service.
c) 220 km/h for trains circulating with EBICAB in service.
d) 200 km/h for trains circulating with ASFA in service.
3. Where the train protection systems installed in the infrastructure and the driver's cab are not compatible with each other, or one of them is not operational, the maximum speed of movement shall be: 120 km/h.
4. In the case of the absence or inoperability of the train protection system installed in the infrastructure, the maximum speed of movement shall be: 120 km/h.
5. The minimum number of staff in the train driver's cabin so that the train can start the service shall be:
(a) A Machinist, when the infrastructure is equipped with an operating train protection system, and the driving cab is simultaneously in service:
• Infrastructure-compatible train protection system, and
• Surveillance device.
(b) A Machinist and a second person duly empowered, otherwise; unless the RU establishes in its SGS another procedure that mitigates the risk effectively generated, and this procedure is authorized by the AESF.
CHAPTER 2
Regulatory documentation
1.2.1.1. Classification of regulatory documents.
1. In the course of this Regulation, and in order to determine precisely the operating conditions of the railway infrastructure, the AESF, the IIA and the RU, may draw up regulatory documentation which would complement this Regulation. Regulation, allow:
• Set criteria that facilitate your application.
• Adapting your application to specific cases.
• Identify and reduce risks, minimizing their consequences.
2. Regulatory documents, depending on the issuing body, shall take the following form:
• Developed and approved by the AESF:
• National Circulation Technical Specifications.
• Developed and approved by the IAI:
• Slogans.
• Notices.
• Trains of trains.
• Developed and approved by the EF:
• The Machinist Standards Book.
• The Machinist's Itineraries Book.
In case of discrepancy between documents in reference to the same object, the following order of prevalence will be followed: AESF and European standards, AI, EF.
1.2.1.2. Documentation of the State Agency for Railway Safety.
Technical Specifications for Circulation. They lay down general requirements and conditions which, in the field of safety, must comply with the infrastructure, rolling stock, and operation, in order to permit a holding in safe conditions in matters not expressly regulated in the ETIs or in the other European standards.
1.2.1.3. Documentation competence of the IIA.
The IAs will be responsible for making, disseminating, and ensuring the availability to their users, of the following documents:
Slogans. They are issued within the scope specified in this Regulation, for:
• Regular the conditions of application of the RCF in specific cases and in specific areas of the infrastructure.
• Regular the use of specific security installations by temporary modifications of the facilities.
• Ensure the continuity of circulation in cases of prolonged disturbance in the normal operation of the infrastructure.
• Regular specific aspects of traffic safety management.
• Regular the conditions for performing exceptional transports.
• Define specific infrastructure management criteria, rail.
• Describe the characteristics, operation and operation of all kinds of security installations.
• To make available to the operational staff requirements and information of a temporary nature, not contained in other documents.
Warnings. They are prepared for:
• Set dates of entry into force or cancellation of documents, in cases of opening, closing or modification of lines or dependencies, or when it is necessary to recall or clarify rules of circulation.
Schedules of trains. They are prepared for:
• To make known the train marches, the maximum speed of circulation, the Meaningful Changes of the Maximum Speed, the Temporary Limitations of Maximum Speed and the other relevant information for the movement of trains.
The IIA shall include in its SGS the scope and specific content of each document type, the support used for its editing and the procedures to ensure its dissemination, and the models for recording and transmitting communications and written orders contained in this Regulation.
In addition, the IAs will provide the RUs with the information specified in Article 1.2.1.4 so that they can produce the documents of their competence.
1.2.1.4. Competence documentation of the RUs.
The EFs will be responsible for making, disseminating and ensuring the availability to their staff of the following documents:
1. The Rules of Procedure of the Machinist.
Document prepared in accordance with the OPE TSI in which the RU will collect regulatory information affecting its Machinists. Its contents must be particularized and adapted in each case, in order to collect the necessary information according to the lines by which they circulate. This information will be extracted from the documents published by the AESF, by the IIA and by the EF itself.
A fundamental part of the Machinist's Book of Standards is the "Machinist Telephone Book", whose structure and content must be defined by the IAs in their respective SGS.
2. The Machinist's Itineraries book.
Document in which each EF makes available to its Machinists:
-The information that affects them in relation to the characteristics of the lines by which they are circulated.
-Train time information, containing:
• Identification of the train.
• Days of circulation, if applicable.
• Stop points and activities associated with each of them.
• Time of arrival, departure or passing of the train for each characteristic point.
• Maximum circulation speed for each homogeneous section.
In particular, for the elaboration of the "Machinist's Itineraries Book", the IAs will provide the EF with the information that the OPE TSI defines on this aspect.
The EFs shall include in their SGS the scope and specific content of each type of document, the support used for its edition, the procedures for its dissemination and, the models for the recording and transmission of communications and written orders contained in this Regulation.
CHAPTER 3
Distribution of documents and service tools
1.3.1.1. Document distribution.
1. Each entity responsible for the publication of a regulatory document shall ensure adequate publicity and dissemination of the regulatory document to the affected recipients.
2. It is up to the EFs and the AIs to ensure, at all times, the updating and distribution of the documents to their affected staff.
3. Personnel who receive a modification of their security documentation in a personal capacity shall be obliged to acknowledge receipt, and shall certify their content in accordance with the provisions of the SGS of their company.
1.3.1.2. Service tools.
1. The staff groups involved in the movement will receive from their AI or EF, individually, the necessary service tools needed to develop their function.
CHAPTER 4
Regulatory Communications
1.4.1.1. Classification and characteristics of communications.
In accordance with the provisions of the Appendix corresponding to the OPE TSI communications methodology, regulatory communications shall comply with the following:
1. Communications may be: verbal or written.
2. Verbal communications may be carried out: live, by telephone, by radio or by any other means available for this purpose.
3. Verbal communications between Machinists and Circulation Responsables shall be carried out preferably by means of the radiotelephone system available for this purpose.
4. The verbal communications between the Circulation Responsables, whether of stations, of a regulation band of a PM or of a CTC shall preferably be carried out by means of the fixed telephony system available for that purpose.
5. The sending staff of a verbal communication shall verify that the communication has been understood by the receiver.
6. In communications by telephone, radio or other available means, the issuer and the receiver shall identify each other.
7. Written communications must be made by means of a printed form or by computer.
8. Telephone communications consist of the remote transmission of a given text.
9. Notifications are communications to the Machinist by written, telephone, or computer media.
10. When the driver is required to register the contents of a telephone call, he shall do so with the train stopped.
11. Both this Regulation and the other regulatory documents prescribe the form and class of communication to be used. Where it is not expressly stated, it is understood to be verbal.
12. Radio-telephony communications, through fixed lines of telephony of the stations of circulation of the stations, of the regulation bands of the PM and of the CTC, will be registered in installed equipment to the effect.
1.4.1.2. Security-related communications methodology.
The AIs and the EF will develop in their respective SGS the norms to carry out the communications related to the safety, between the Machinists and the Responsible of Circulation. In particular, they shall define their structure and methodology, which shall be in accordance with the provisions of the OPE TSI.
1.4.1.3. Registration of the telephone calls.
The IAI will define in its SGS the general model and the support of the "Phone Book" edition, which will be used by the Circulation, Machinists and Works Officers. Its content shall be as indicated in the OPE TSI.
Likewise, the IAs will be able to define a specific model of exclusive use by Circulation Responsables for telephone calls related to blocking operations or signal rebase, which facilitates rapid and effective visualization. of the state of the lock cantons.
CHAPTER 5
Basic concepts of circulation
1.5.1.1. Signals and needles.
1. The signals are intended to transmit orders or information from the track, stations or trains.
2. The signals are classified according to their function in:
Fixed Signals: Those that, in a permanent or temporary way, are installed at certain points of the track or stations. They are divided into:
• Fundamental: They regulate the circulation of trains and maneuvers.
• Indicators: Complement the orders of the fundamental signals.
• Maximum Speed: They regulate the speed that the train should not exceed at any time.
• Maximum Speed Limitation: Impose temporary restrictions on the maximum speed of trains due to particular circumstances of the track or facilities.
Portable Signals: Those that can be used or made by rail staff at any time or place.
Signs of the trains: Those that lead to the head and tail.
3. The fundamental fixed signals, according to the place where they are installed, are called:
• Pre-advanced signal: The one in front of the advanced signal in lines with BLA in which speeds above 160 km/h are circulated.
• Advanced signal: The one in front of an input signal, protection signal, or, failing that, a station.
• Input signal: The one located at the entry of a station, fork, PBA, PB, or PCA, which protects entry needles.
An input signal can do output signal functions from the previous station or advanced signal from the next station.
• Output signal: The one located at the exit of a station, which protects exit needles.
An output token can perform advanced or inbound signal functions from the next station.
• Inside: The inside of a station to regulate the movements of trains or maneuvers. This name is integrated with the tokens:
• Backspace signal: The one between the input signal and the needles below. In non-banalised double track, the one located in the counter.
• manoeuvring signal: The one that allows internal movements of the station.
• Internal input signal: The one located inside a station, which protects entry needles.
• Internal output signal: The one located inside a station, which protects exit needles.
• Protection signal: The one in front of a needle in full path to protect it.
• Intermediate signal: The one, in lines with BA, between the output signal of a station and the next advanced. An intermediate signal can also do protection signal functions.
• Release signal: On certain lines, the one below the output signal and related to it, to release the speed control curve of the shipped equipment.
• Step-to-Level Signal: The one in front of a PN or PN group to indicate whether or not they have protection.
4. The needles, depending on their situation, are called:
• Input holes: Those located between the input signal and the parking path.
• Exit holes: The one between the output signal and the full path. When the output signal affects several tracks, the needles located between the parking path and the signal are included.
• Full-track holes: The ones between the input signals of two collateral stations.
5. Special track appliances:
• Thread shifter: Track side that, in mixed width lines equipped with third lane, allows to change side the common use lane by the trains of both widths. It is composed of two semi-ambians arranged in parallel. It is a security installation, which for interlocking purposes, has the same treatment as a needle, so it must be protected by signals.
1.5.1.2. Security installations.
They are components, equipment and systems installed on the ground and on board the vehicles in order to increase the safety of the circulation. They are regulated in Book 5 of this Regulation. The AI and the EF must ensure their good use and care by their staff.
The software and the data (for registration, calibration, etc.) for each installation are considered as components. The same applies to the communication systems through which the orders and information related to the circulation are transmitted.
1.5.1.3. Incorporation of new auxiliary systems.
May be incorporated into circulation management, new technical means or auxiliary systems managed by the AI, after approval by the AESF and compliance with the CMS TSI.
1.5.1.4. Special gear conditions.
1. March to View: Imposes to the driver the obligation to move forward with the precaution that requires the case, regulating the speed according to the length of track that displays ahead of the driving position, so that it can stop the train before any obstacle or stop sign. When prescribed, the reason and, if known, the nature of the obstacle, or the type of recognition to be performed, shall be indicated.
2. Manoeuvres: Imposes the driver with the obligation to proceed with prudence, without exceeding the speed of 30 km/h if the locomotive is pulling the train, or 20 km/h if it is pushing it, so that it can stop the train at any obstacle visible from the driving position or to a stop sign.
1.5.1.5. Identification of trains.
Trains are uniquely and unequivocally identified by numerical codes for each sense of circulation in accordance with the provisions of the OPE TSI and the CMS TSI. Depending on the parity defined on each line, those designated with number pair always circulate in one direction and those designated with odd number to the contrary.
The identification code for each train will be assigned by the AI and brought to the attention of the RU and the rest of the IIs affected by the train's circulation.
1.5.1.6. Train stops.
A train stop may be prescribed at the train's departure, or may be performed at the initiative of the Circulation Officer or by the order of the signals.
A stop notified to the Machinist after the departure of the train from its home station is considered "prescribed" from the time of its notification.
The prescribed stop can be:
• Considering its duration or periodicity:
-Momentanea, when the train stops the time required to perform operations.
-Occasional, when performed only on days or periods of time indicated on the fly.
• Considering your role:
-Commercial, which is intended to increase and lower travelers.
-Restricted, is a commercial stop where you do not admit the upload of travelers. The train can make its way out when the operations are completed, even if it does so in advance.
-Technique, which is carried out by crossing or overtaking trains or other strictly technical reasons.
1.5.1.7. Detention of trains.
1. Accidental arrest is the one carried out by the Machinist on his own initiative in full or, by abnormality, anywhere.
2. Immediate arrest is the one performed by the Machinist to try to avoid imminent danger by applying the emergency brake.
1.5.1.8. Running order.
It is the set of previous indications that must be given to the Machinist so that his train can leave or pass through a station.
1. The marching order is given with the order of the output signal, if it exists and does not have to be considered non-existent. To do so, it is sufficient that you do not order a stop or, if not, that your rebase is authorised by the Circulation Officer if applicable.
If the output signal is not visible from the parking point and the output indicator signal does not exist or does not exist, the Machinist will start the march in a position to fulfill what the output signal orders.
The running order shall be supplemented, with the passing signal, for the direct trains, or with the mark of the train, for the stationary trains, in the following cases:
• Towards a drive with BT.
• Towards a path with BTV, circulating to contract.
2. In BCA, the running order is given with any Limit Speed value greater than 0.
3. If the track or station does not have an output signal, the Circulation Officer shall present the 'mark the train' signal in accordance with the provisions of point 7 of the Article. 2.1.6.2.
1.5.1.9. Invalidation of the running order.
1. The running order of a train will be invalidated in the following cases:
• Direct train that is stopped at a station.
• Stopped train that cannot leave immediately after receiving the running order.
• Direct train that stops for any of the following causes:
• Missing step signal, if applicable.
• Outgoing change of the indication of the output signal.
• Another cause related to the running order.
2. In previous cases, if the train:
• You have not exceeded the output signal or the picket of the path through which you are circulating, the driver will be given the running order again, if applicable.
• You have exceeded the output signal or the picket line of the path through which the driver will be notified of the resumption of the march, where appropriate, or the retrogression will be ordered to a path of the station.
3. The Head of Circulation shall not authorise the departure of the collateral station of a train to the contrary by the same track, without having previously entered into communication with the driver whose running order was invalidated.
1.5.1.10. Speeds.
1. Maximum Speed is the one that the train must not exceed at any time, regardless of the type of driving used.
2. Temporary Maximum Speed Limitation is a temporary reduction of the maximum speed for any cause. May be prescribed by:
• The order of the tokens.
• Notification to the Machinist.
• A general or particular prescription.
• Causes of abnormality.
When a train affects you at one point several speed limitations, the Machinist will comply with the most restrictive.
1.5.1.11. Types of train.
1. For the purposes of composition, speed, speed and braking, each train is classified by a code consisting of a number and a capital letter. The first one represents the maximum speed in km/h to which it could circulate in the most favourable conditions of route and class of track. It is expressed in multiples of 10.
2. The letter characterizes the type of train, depending on the maximum uncompensated centrifugal accelerations it supports in the curves1, according to the following table:
1 You can also be expressed by the maximum peralte failure that is supported by Appendix A of the OPE TSI.
| types | UNCOMPENSATED CENTRIFUGAL ACCELERATION (m/sec2) | CANT INSUFFICIENCY | ||
|---|---|---|---|---|
| WIDTH 1,435 (MM) | Width 1.668 (mm) | |||
|
(N) | ≤ 0.65 | ≤ 100 | ≤ 115 | |
|
A |
≤ 1 | ≤ 153 | ≤ 175 | |
| B | ≤ 1,2 | ≤ 183 | ≤ 212 | |
| C | ≤ 1.5 | ≤ 229 | ≤ 265 | |
| ≤ 275 | ≤ 275 | ≤ 318 | ||
When the train is represented by a single number or with the letter N, it is of normal type, and it is the one that supports lower speeds in curves.
3. The mobile material of a higher type, according to the previous order, can circulate on the lower-type trains, but not on the contrary.
4. The train marches which are published in the relevant documents indicate the maximum speed and the type of train for which they have been calculated. The maximum speed may be raised or reduced, depending on the actual composition and braking conditions of each train.
1.5.1.12. Sense of circulation.
1. Single path.
The circulation of trains is performed both ways.
2. Double track.
Peer trains circulate in the same direction by way of par and odd trains to the contrary by the odd way, except for abnormal situations by movement to contract, by BTV or other causes.
In some lines it is normally circulated through the right path in the direction of the circulation and in others on the left.
3. Banalised tracks.
They are considered, for all intents and purposes, as single independent pathways, that is, the trains circulate in both directions, for each one, regardless of their parity.
At the exit of the stations with bathed tracks, the tracks are marked with some billboards indicating "Via I", "Via II", "Via III" or "Via IV".
4. Temporary banalization of via.
In double-track lines, the temporarily banalised track is considered to be an independent single track, that is, trains circulate through it in both directions whatever their parity. In this case, the running of a train for the odd way or vice versa is called a movement.
1.5.1.13. Blocking of trains.
1. The object of the blockade is to ensure the safety of the trains on the same track, maintaining the necessary separation between them.
2. The following systems are used:
Nominal:
• Telephone (BT).
• Auto-release (BLA) (*).
• Single-track automatic release (BLAU).
• Double-track automatic release (BLAD).
• Automatic double-track release (BLAB).
• Automatic (BA) (*).
• Single-track automation (BAU).
• Dual-track automation (BAD).
• Banalized Path Automatic (BAB).
• Side Senalization (BSL).
• Automatic Control (BCA).
(*) BLA and BA locks can be with and without CTC.
Supplements:
• Telephone (BT).
3. The BCA, BA, BLA and BSL are used on the lines with appropriate facilities and are indicated in the Machinist's Itineraries Book.
4. BT is used as an extra charge when nominal systems do not work.
5. The lock canton is defined in:
• BT and BLA, such as the part of the track or each of the tracks, between two open side stations.
• BA, as the part of the path between two consecutive locking signals.
• BSL, as the stretch of track between signals that can present the stop indication and where, under normal circumstances, there can be only one train.
• BCA, such as the part of each of the paths between LZB or ERTMS N2 screens, or signals that can present the stop indication.
• BTV, when circulating in the normal sense, will be defined for the nominal locking system of the line. When a counter is circulated, such as the part of the track between two side stations that are involved in the block.
6. A canton is considered to be free when:
• The EVB is not set, and also
• The last train has completely released it.
1.5.1.14. How the lock is secured.
1. On BT, with the request, the route and the notice of arrival of the trains, by means of telephone calls.
2. In BLA, BSL and BA, by means of the signs that protect the cantons and by the sense of the circulation of the trains.
3. In BCA, respecting the speeds ordered at each moment to the Machinist, by means of the signalling in the cab.
1.5.1.15. Types of train driving.
1. Manual driving. The one developed by the driver under his or her responsibility in full, with or without ASFA.
2. Assisted driving. The one developed by the driver under the tutelage of a security system (ETCS/ERTMS, LZB or EBICAB) that protects him from possible errors in the fulfillment of the orders he receives. The system prevents the maximum speeds from being exceeded at any time, but does not manage the commercial stops. Pre-set speed devices do not have the consideration of driving assistance.
3. Automatic driving. The system that performs the system without intervention of the driver, maintaining the maximum allowed speed, and automatically performing the scheduled commercial stops.
1.5.1.16. Intermittent service stations.
1. These are those that do not intervene permanently in the blockade. During the period in which they are involved, they are considered to be open and during the period in which they do not intervene, they are considered closed.
2. By the security and communications facilities they are equipped with, they are classified as:
• CI Intersenders.
They allow the circulation of trains while they are closed. To this end, it is essential that the signals allow the passage in both directions in a single way and in the normal sense in double track, that the needles are surrounded, and that there is direct communication between the two side stations open.
• NC Intersenders.
They do not allow the circulation of trains or the performance of works while they are closed for not meeting any of the above conditions.
3. Stations where multiple lines converge, can be simultaneously AC for nails and NC for others.
4. The station class (AC or NC) and the closing periods, if any, will be made known by the AI.
5. The presence in the EA/EC luminous cartelons stations and the presence or absence of the carcurtain, provide the Machinist with information about their condition.
1.5.1.17. Job execution systems on the path.
The following systems are used:
1. System of interruption of the movement. To perform the jobs, the circulation is suspended by the affected path or paths.
Circulation interruption is set by:
• Time interval, determined by the scheduled trains.
Double and double-banalized via double-track sets, typically, two distinct intervals, one for each path.
• Scheduled interval, determined in a job program. If these are important, it is also regulated by the slogan to the effect.
• Anormality, determined in an accidental manner to exist a danger to the circulation.
2. System of release for time. The work is carried out without interrupting the movement through the route and via the affected route, taking advantage of a free range of trains, which is guaranteed by the Circulation Officer. They are protected by the time granted for their performance, and by the normal protection of the pit on the affected road during its execution.
1.5.1.18. Train communication arranged to circulate.
When the train is ready to access the RFIG (or start its journey if it is already in it), the RU will communicate it to the IAs of the sections or lines by which it will circulate. It shall inform you of any anomaly, restriction or modification affecting the train or its operation and which may have an impact on its normal circulation, performance or ability to adapt to its allotted time.
Before departure of the train, the RU shall at least make available the following data:
a) Identification of the train.
b) Identity of the railway undertaking responsible for the train.
c) Data on the composition of the train.
(d) Vehicles affected, if any, by any type of restriction on the holding (galibo, speed limitation, absence of track short-circuiting, etc.).
e) Information on cargoes and, in particular, on dangerous goods.
The EF and the AI will define in their SGS the procedure to effectively materialize this communication.
1.5.1.19. Braking.
1. Automatic brake.
All trains in circulation, with the exception of self-propelled trains, will carry an automatic compressed air brake system available for all vehicles of the composition. The towed head and tail vehicles, including locomotives, shall be of always useful and in service.
Self-propelled trains shall have an automatic brake system whose characteristics shall be defined in their Driving Manuals.
In cars and trains Tsomewhat towed, it will not be necessary for the last vehicle to have the brake in service, although it must ensure its continuity.
The braking capacity required for a train to be able to circulate depends on its maximum speed and the lines for which it is to circulate. In conventional trains it will be determined by the percentage of braking required, and in the railcars by what is established in their Driving Manuals.
The maximum tight automatic brake will not lose its effectiveness until at least 120 minutes from its application.
2. Parking brake.
The parking brake shall be used to ensure the immobility of the train in the event of loss of automatic brake efficiency.
The train shall be immobilized by the parking brakes when:
a) The locomotive of the composition is separated.
b) It is not possible to ensure immobility by automatic braking.
c) Quit a cut of fractional material in full track.
1.5.1.20. Mass, length, maximum speed and braking rate of trains.
The AI will define for each line or line stretch that they administer and based on their specific characteristics, the following parameters:
• Maximum length of trains.
• Maximum traffic speed.
• Minimum braking rates required for each type of system.
All of them must meet the limitations listed below.
1. Freight trains.
They may be formed by wagons, cars, vans and locomotives towed under the conditions indicated in their Driving Manuals.
Maximum values for the mass, length and speed of trains shall be determined for the different networks, depending on the type of composition and the braking system, as indicated in the following table:
| Braking Regime | Composition Type | towed Masa (t) | Total train length (m) |
Train speed (km/h) | |
|---|---|---|---|---|---|
|
1,668 and 1,435 | P | General Composition | ≤ 1,200 | ≤750 | ≤120 |
|
Specific composition formed only by bogies wagons | ≤ 1,500 | ≤ 750 | ≤ 120 | ||
|
composition formed only by homogeneous wagons (*) of loaded bogies (**) | ≤ 2,200 | ≤ 350 | ≤ 120 | ||
| G | General composition | - | ≤ 750 | ≤ 100 | |
|
1,000 | P | General Composition | ≤ 1,500 | ≤ 400 | ≤ 50 |
| ≤ 1,200 | ≤ 330 | ≤ 70 | |||
|
G | General Composition | - | ≤ 550 | ≤ 30 |
(*) It is considered homogeneous wagons, those whose differences in length between stops, in the distance between pivots and in their linear weights are less than 10%.
(**) This is an alternative to the "General Composition", which allows to increase the mass towed, reducing the total length of the train
2. Conventional passenger trains.
They may be made up of cars, vans, passenger cars for passenger cars and locomotives towed under the conditions set out in their Driving Manuals.
The braking system, the maximum speed and the maximum number of towed vehicles, excluding the locomotive or traction locomotives, shall be as follows:
3. Railcars.
They may be formed by self-propelled material from the same series or from another with compatible technical characteristics, according to what is established in their Driving Manuals. They may circulate at the maximum speed shown in their movement authorisation.
1.5.1.21. Braking tests.
Before a train is dispatched from the station or source dependency of its composition, or from an intermediate where it is modified, the RU or the AI (for trains affected by its own activity) must carry out the tests brake operation.
For self-driving trains, tests will be performed as set out in your Driving Manuals.
For trains formed with conventional material, the tests shall be carried out in accordance with the following:
1. Full test.
a) It will be performed:
Before the train departure from the station or source dependency of the composition.
b) Secure:
i) TFA tightness and continuity throughout the composition.
ii) The smooth operation of all the brakes in service of the towed vehicles of the composition, when pressed and loosened.
2. Partial test.
a) It will be performed:
Before the train departure from a station or dependency on which vehicles are added to the composition.
b) Secure:
i) The tightness and continuity of the TFA throughout the composition, as well as the tightening and loosening of the brake of the last vehicle.
ii) The smooth operation, when tightening and loosening, of the brake of each vehicle that is added to the composition.
3. Proof of continuity.
a) It will be performed:
i) When a trailing locomotive is added.
ii) When one or more vehicles of the composition are segmented.
iii) After interrupting the continuity of the TFA, even if no vehicle has been segregated.
iv) When two branches are joined, without modifying their compositions.
b) Secure:
The tightness and continuity of the TFA throughout the composition, as well as the tightening and loosening of the brake of the last vehicle.
4. Verification of the coupling.
a) It will be performed:
i) When the head locomotive is changed, by a new one or from the queue.
(ii) When a locomotive is added or segmented to the head, in the case of multiple traction or multiple control.
iii) When one or more of the vehicles located behind the head locomotives are segmented.
b) Secure:
The continuity of the TFA, as well as the tightening and loosening of the brake of the first towed vehicle.
5. Deleting the tests.
Testing is not required, in the following cases:
a) Segregation of one or more train tail vehicles.
b) Changing the position of the levers of the power changers in all or part of the towed vehicles.
c) The brake insulation of a towed vehicle by means of the corresponding key.
d) Reposition of an alarm apparatus.
6. Tests on railcars.
The Machinist shall perform the brake test as indicated in the Vehicle Driving Manual, including the use of the auxiliary or computer systems at its disposal.
It is not necessary to perform brake testing in case of reversing or successive journeys during the same day if the composition has not been varied.
1.5.1.22. Dangerous goods.
The carriage of these goods by rail is governed by the International Regulations on the Transport of Dangerous Goods by Rail (RID) in force, without prejudice to national and EU regulations in effect.
The AIs and the EFs will include in their SGS the procedures necessary to comply with the aforementioned regulations.
1.5.1.23. Exceptional Transport.
A transport is considered exceptional when, due to its dimensions, weight or conditioning, it must be carried out with transport conditions and special traffic requirements.
The EF will inform the AI of the conditions that must be taken into account in order to materialize the transport in each case. These transports will be subject to specific rules for Exceptional Transport, with the necessary authorisation of the IIA to regulate its transport conditions and traffic requirements.
The EF shall ensure that the conditions of the composition, train and cargo comply with the specific transport conditions and traffic requirements defined by the IIA.
BOOK SECOND
RAILWAY SIGNALS
Index
BOOK SECOND. RAILWAY SIGNALS.
Chapter 1 Seals common rail for the RFIG.
Section 1. General principles.
2.1.1.1. Scope.
2.1.1.2. Orders and information of the signals.
2.1.1.3. Different signals in one place.
2.1.1.4. Site of signals on the ground.
2.1.1.5. Numbering and identification of fundamental fixed signals.
2.1.1.6. Out-of-service signals.
2.1.1.7. Dimensions and characteristics of the signals.
2.1.1.8. Lack of a fixed signal at the place to be presented.
Section 2. Core fixed signals.
2.1.2.1. Free path.
2.1.2.2. Conditional free path.
2.1.2.3. Caution announcement.
2.1.2.4. Stop preannouncement.
2.1.2.5. Stop announcement.
2.1.2.6. Immediate stop announcement.
2.1.2.7. Stop.
2.1.2.8. Selective stop.
2.1.2.9. Authorized rebase.
2.1.2.10. Authorized movement.
2.1.2.11. Step at Protected Level.
2.1.2.12. Step to Unprotected Level.
Section 3. Indicator fixed signals.
2.1.3.1. Input indicator.
2.1.3.2. Output indicator.
2.1.3.3. Direction indicator (s).
2.1.3.4. Needle position indicators.
2.1.3.5. Needle coupling check indicator.
2.1.3.6. Proximity screens.
2.1.3.7. LZB or ERTMS Level 2 screens.
2.1.3.8. Picket of reconcias.
2.1.3.9. Kilometre and hectometric poles.
2.1.3.10. Scraping indicators.
2.1.3.11. Hazard indicators in trench, embankment or flood zone.
2.1.3.12. Indicators for electrical traction.
2.1.3.13. Billboards.
2.1.3.14. Indicators in widths changers.
Section 4. Fixed maximum speed signals.
2.1.4.1. General criteria.
2.1.4.2. Maximum speed preannouncement.
2.1.4.3. Maximum speed announcement.
2.1.4.4. Maximum speed.
2.1.4.5. Maximum rate per step rate announcement.
2.1.4.6. Particularities of these signals.
2.1.4.7. Installing the tokens.
Section 5. Fixed maximum speed limitation fixed signals.
2.1.5.1. Definition.
2.1.5.2. Pre-announcement of maximum speed time limitation.
2.1.5.3. Announcement of maximum speed time limitation.
2.1.5.4. Maximum speed time limitation.
2.1.5.5. End of maximum speed time limitation.
2.1.5.6. Particularities of these signals.
2.1.5.7. Communication of the maximum speed time limitations.
2.1.5.8. Installing the tokens.
Section 6. Portable signals.
2.1.6.1. Stop.
2.1.6.2. Signal to mark the train.
2.1.6.3. Step token.
Section 7. Signs of the trains.
2.1.7.1. Head signals.
2.1.7.2. Queue tokens.
2.1.7.3. Acoustic signals from the trains.
2.1.7.4. Alarm signal.
CHAPTER 1
COMMON RAIL SIGNALS FOR THE RFIG
Section 1. General principles
2.1.1.1. Scope.
This Chapter describes all the signals that are of general application in the RFIG, regardless of the width of the track or the type of trains that circulate through it.
2.1.1.2. Orders and information of the signals.
1. The aspect presented by a signal is part of a code that transmits, orders for compliance or information, that facilitate the safe and orderly circulation of trains and maneuvers.
2. Order of a signal is the unequivocal message that its appearance or position convey, and that it is recognized by the railway staff for their rigorous compliance.
2.1.1.3. Different signals in one place.
When in the same place multiple tokens are found:
• If your orders are compatible with each other: all of them will be completed.
• If your orders are contradictory or incompatible with each other: the most restrictive will be fulfilled.
2.1.1.4. Site of signals on the ground.
1. In general, the fixed signals shall be installed on the right side of the track in the direction of the gear, or on the vertical side of the track and, normally, shall only give indications to the train drivers who are driving it.
2. In the case of double track with left-hand traffic in the direction of the march, they will be installed on the left side of the track, or on the vertical side of the track.
3. On the side of the road (the opposite of the interaxle), the two sides of the road will be installed on the outer side of the road, i.e. the driver can be found on the right or left side of the road.
Alternatively, they can be placed in the vertical of the corresponding path.
On multiple banalised tracks, the outer side of each of the inner tracks shall be considered to be the nearest external track.
4. In special circumstances, a signal may give indications to more than one track, up to a maximum of three. The affected paths will be identified by arrow-oriented arrows (FI15AK, FI15AL, and FI15AM signals).
5. The portable signals shall be presented in places where they can be clearly perceived and do not offer any interpretation to their addressees.
6. The proximity screens associated with the advanced signal and the advanced or output signal itself, as the case may be, will present in their masts and structural complements, specific aspects different from the rest of the signals, to alert the Driver of the presence of certain critical infrastructure points, such as:
• Bifurcations.
• PB.
• Permanent transition stations to non-automatic locks.
• Output signals that are simultaneously advanced or incoming from the next station.
2.1.1.5. Numbering and identification of fundamental fixed signals.
1. In order to distinguish each fundamental fixed signal from the rest and to be able to refer to it precisely, a system must be available to identify each signal in a unique and unambiguous way.
2. The IIA shall set the system for the numbering and identification of these signals in their policy areas.
2.1.1.6. Out-of-service signals.
1. Fixed signals that are not in service will be unmounted.
2. The light signals which cannot be disassembled shall be kept out, with their spotlights covered and with their heads rotated, so that they do not give directions to the track.
3. The beacons of any safety installation, associated with signals that are not in service, shall be removed from the track or a "cure-beacons" plate shall be fixed on them to prevent the beacon-catcher transmission.
2.1.1.7. Dimensions and characteristics of the signals.
The shape, color, design, dimensions, location, and visibility of the fixed signals are defined in the "Official Railway Circulation Signal Catalog".
2.1.1.8. Lack of a fixed signal at the place to be presented.
Orders the Machinist to proceed as if it gave the most restrictive order. In the case of signs of maximum speed or temporary limitation of maximum speed, the operator shall comply with the provisions of the document in which the installation was made.
Section 2. Core fixed signals.
2.1.2.1. Free path.
Orders: Circular normally if nothing is opposed.
2.1.2.2. Conditional free path.
Orders: Do not exceed the speed of 160 km/h when passing through the next signal, unless the latter command is free.
2.1.2.3. Caution announcement.
1. Orders: Do not exceed the speed of 30 km/h (signal FF3A), or the one that indicates the number of the screen (signals FF3B and FF3C), to the passage through the needles located next to the next sign (not counting to these effects the signs of backspace).
2. The information on the display may be fixed, or variable (luminous) and shall be located under the head of the signal, except in the case of low signals, which may be placed on top of the signal.
3. The presence of an arrow indicates the direction of the detour, to the right or left, according to the direction of the march.
2.1.2.4. Stop preannouncement.
1. Orders: Do not exceed the speed in km/h that indicates the number of the screen, when passing by the next token, unless the latter order is free via free, conditional free or stop preannouncement.
2. The alphanumeric display shall be located under the head of the signal, except in the case of low signals, which may be placed on top of the signal.
2.1.2.5. Stop announcement.
1. Orders: Ponse in conditions of stopping before:
• a) the following token
• b) the parking path exit picket
• c) an end of path.
2. In the case of two successive stop signs, with needles following the second signal (not counting the receding signals for these purposes), the speed of 30 km/h shall not be exceeded at the time of the passage through those needles, unless there is a Needle position indicator signal indicating a higher speed.
2.1.2.6. Immediate stop announcement.
1. Orders: To put in conditions of stopping before: 1) the next sign or 2) a track end, located at close distance.
2. When presented:
a. Two successive signals in immediate stop announcement, or
b. One stop announcement followed by another in the immediate stop announcement, with needles following the second signal (not counting the receding signals for these purposes), the speed of 30 km/h shall not be exceeded at the time of such needles, except there is a needle position indicating signal indicating a higher speed.
2.1.2.7. Stop.
1. Sorts: Stop at the signal without exceeding it, with the exception indicated in the following point.
2. When the signal is present in the mast the letter "P" (FF7B), after the stop, and if nothing is opposed, the Machinist shall move forward in sight, without exceeding the speed of 40 km/h, until the next signal, whatever its indication is reached. If the needle is followed by needles, the speed of 30 km/h shall not be exceeded at the same time, unless the signal provided with letter P has a display with an indication of top speed.
2.1.2.8. Selective stop.
1. For trains that do not circulate with ERTMS, order to stop at the signal without exceeding it.
2. When circulating with ETCS Level 1 in service, in FS mode and with an MA, if the signal presents the aspect of FF7D, it orders to continue the march according to the DMI indications. If the MA reaches only that signal, it can be rebased with release speed.
3. When circulating with ETCS Level 2 in service, in FS mode and with an MA, if the signal presents the aspect of FF7C or FF7D, it orders to continue the march according to the indications of the DMI, owing the Machinist to attend to the scope of the MA shown.
4. When circulating, or circulating with ETCS Level 1, the FF7D signal authorizes its Machinist to move toward it to obtain a MA in its associated beacons.
2.1.2.9. Authorized rebase.
1. In the case of a train:
• Ordains to stop at the signal and then resume the advance with maneuvers, if nothing is opposed, until you reach the parking point, the next sign, or the previous vehicle parked in the path to which it is accessed. When the signal present the appearance of FF8A will proceed in the same way, but without stopping.
• If the signal is inside a station, it orders to start or continue the advance with manoeuvres to the next signal or to the picket of the parking path.
• When it comes to the departure or passage of a train, without any signs of departure, the manoeuvring shall be maintained until the exit needles are exceeded.
• In the line of High Speed Madrid-Seville, in any case, the maneuvers will be maintained until the last vehicle of the composition rebase the last needle of the station.
2. In the case of a maneuver:
• Ordena to start or continue the movement, when ordered by the staff responsible for it, but does not authorize to circulate until the next station.
3. In all cases:
• The white focus of FF8B can be presented in horizontal or tilted alignment with respect to red.
• The white focus with horizontal band form of FF8C indicates the establishment of an itinerary towards a track with a short distance.
2.1.2.10. Authorized movement.
1. In the case of a train standing before the signal.
Orders to start the march, if nothing is opposed, with maneuvers until the next sign, adhering to what it is ordering. In certain stations, the order of departure is also required.
2. In the case of a moving train.
Orders to continue normally, if nothing is opposed.
3. In the case of a maneuver.
Allows you to start or continue the movement, when ordered by the staff in charge of it, but does not authorize the move to the next station.
2.1.2.11. Step at Protected Level.
1. Sorts:
• Fixed white light (FF10A): normally circular by PN or PN group, if nothing is opposed.
• With white light to flashes (FF10B): normally circular by the PN or PN group, and immediately report the status of the signal, by radio-telephony to the Circulation Officer of the PM Regulation Band, or in the absence of radiotelephony, to the Circulation Officer of the first station where you stop.
2. In either case, if after rebasing the protected PN signal, and before reaching it, there would be:
• circulated at a speed less than or equal to 40 km/h, due to abnormal circumstances, or
• performed some accidental stop, or
• made prescribed stops greater than two minutes,
will proceed as if that token was found in the unprotected PN indication.
3. When this signal affects more than one PN, the number of them will be marked with billboards and the last one.
2.1.2.12. Step to Unprotected Level.
1. Orders: To be placed in a position to stop before the PN or to each PN of the group, without exceeding any until having ensured that it is not transited, adopting, if necessary, the Machinist the complementary measures of security that it considers necessary.
2. In no case shall normal gear be resumed until the first vehicle of the train has exceeded the PN.
3. The status of the signal shall be immediately reported, by radio-telephony, to the Circulation Officer of the PL or CTC Regulatory Band. In the absence of radio-telephony, the Circulation Officer shall be informed of the first open station.
4. When this signal affects more than one PN, the number of them will be indicated by carteles and the last one. In addition, all of them will be considered unprotected.
Section 3. Indicator fixed signals
2.1.3.1. Input indicator.
1. Indicates:
• With the signal FI1A: that the itinerary is set by the direct path.
• With the FI1B signal: that the itinerary is set by the deflected path.
2. If, by abnormality, the signal will present a single blank focus or be off:
• The trains will continue the march until they complete their entrance or pass through the station.
• The maneuvers, will follow the instructions of the personnel who lead them.
2.1.3.2. Output indicator.
1. It is installed when the output signal from the normal train parking point is not visible. It does not affect manoeuvres.
2. You can present two aspects, depending on whether the output signal does not order stop (FI2A), or if it does (FI2B).
3. Sorts:
• With the FI2A signal:
• To a train standing before the signal: To start the march, if nothing is opposed, to the signal of departure, in accordance with what is ordered.
• To a moving train: Circular normally, if nothing is opposed.
• With the FI2B signal:
• To a train standing before the signal: To start the march, if nothing is opposed, to the signal of departure in conditions to make stop to it, or to the picket of exit of the road of parking.
• To a moving train: Circular in order to stop at the exit signal or to the exit picket of the parking path.
• When it is off.
• To a train standing at the signal: To be in communication with the Circulation Officer who is in charge of the output signal and to abide by what is ordered.
• To a moving train: Circular normally, if nothing is opposed, for lack of significance.
2.1.3.3. Direction indicator (s).
1. They are located in the stations or in the middle of the road. They are installed, as appropriate, in the mast of other signals (preferably under the head of the same) or isolated.
2. They indicate the direction to be followed by the trains and the maneuvers.
3. If it indicates a direction other than the direction of a train or maneuver, it orders not to start the march, or to stop, and to communicate it to the Circulation Officer who is in charge of the signal.
4. Light displays with letters may be used to indicate direction (FI3D signal is an example). Its meaning will be collected in an AI-specific document.
2.1.3.4. Needle position indicators.
1. Indicate:
• Direct path (FI4A signal): Circular normally, if nothing is opposed.
• Diverted path (FI4B, FI4C, or FI4D signals): Do not exceed the speed in km/h that indicates the number of the screen to the step by the or the needles below, whether they are taken from tip or heel.
• Different path to which a train or maneuver should follow: Immediate stop.
2. The arrow indicates the direction of the detour, right or left, in the direction of the march.
3. The off number and arrow are meaningless.
2.1.3.5. Needle coupling check indicator.
Orders:
When lit: Circular normally, if nothing is opposed.
When off:
• In Open Stations: Circular normally, if nothing is opposed, considering non-existent and report the anomaly to the Circulation Officer.
• In closed AC stations: Stop before the needle, resuming the gear after checking that it is well disposed.
2.1.3.6. Proximity screens.
1. The FI6A, FI6B, and FI6C screens will be installed in front of the advanced signals, at the indicated distances. They will not be installed in front of input or output signals that also meet the advanced function.
2. The FI6B and FI6C screens correspond to advanced signals from stations where there is a change of locking system (to non-automatic), and advanced branch signals, respectively.
3. In order for a train to be able to stop at the input signal, the start of the normal braking distance is the prior ASFA beacon of the advanced signal, or in its defect, the third display of the advanced signal.
4. The advanced signal shall be visible from the third screen, for which its separation may be reduced to less than 200 m.
5. In the High Speed lines the slots may be blue and the normal braking distance is counted from the first screen.
6. In R.A.M. the distance between proximity screens, and between the third of them and the advanced signal is 100 meters.
7. Step-to-Level (F,6D) screens are installed in front of the PN protection signal to warn the Machinist of its proximity, when it is not visible at the distance of 300 meters.
2.1.3.7. LZB or ERTMS Level 2 screens.
Indicate the start of a canton of LZB or ERTMS Level 2, which is not equipped with a light signal. The identification codes for the canton of LZB or ERTMS Level 2 are entered at the centre of the screens.
2.1.3.8. Picket of reconcias.
It is installed at the start of convergence between two paths.
Indicates the extent to which concurrent traffic is supported by both paths, without any interferences between them.
On paths with output signals, the operational compatibility limit is marked by those signals. In these cases the presence of the picket of reconcias is not essential.
2.1.3.9. Kilometre and hectometric poles.
1. They are installed along the line and indicate the kilometer and hectometric point from the origin. They carry the same inscription on both sides, except for the direction of the arrow.
2. For the FI9 type tokens, the number above indicates the kilometer. The one below the hectometer. And the arrow, the address where the nearest station is located.
3. In the FI10 type signals, the numbers indicate, in order of decreasing order of size, the kilometer, the hectometer, and the meters. In addition, inside a figure box, the number of the path and the name of the line in which they are installed.
The blue background indicates that the point is in a general way. The white background, which the point is in a section path or a branch.
In the points where a mileage change occurs, two situation screens are placed: a lower cross by three diagonal lines indicating the kilometer before the change and the other higher with the kilometre point. after the change.
2.1.3.10. Scraping indicators.
1. The FI11 type signals are installed at the points where the longitudinal profile of the track changes. The upper number indicates the scraper in millimeters per meter; the lower, its length in meters. On the opposite side they bear the indication corresponding to the contrary meaning of the circulation.
2. The FI12-type signals are installed at the points where the transition to a significant, ascending or descending change of scratch begins, and indicate the approximate average scraper in millimeters per meter.
2.1.3.11. Hazard indicators in trench, embankment or flood zone.
1. These signals are placed in those singular points of special risk that the AI determines.
2. Advertisement Sign (FI13A): Indicates to the Machinist the proximity of a trench, embankment or flood zone of potential risk. It is located at the braking distance of the start signal.
3. Start signal (FI13B): It is placed at the beginning of the trench, embankment or flood zone of potential risk, in both directions of circulation. Indicates to the Machinist the point from which you have to fill in the received notification.
4. The start signal FI13B indicates the end of the trench, embankment or flood zone for the opposite-sense circulations.
5. When the Circulation Officer of the PM's Regulatory Band receives information on the existence or possibility of flooding or detachment, he will issue a notification to the Machinists, with the restrictions he deems necessary to ensure safety in the section delimited by the signals. In the absence of current notification, the signals lack indicative function.
2.1.3.12. Indicators for electrical traction.
Your orders and indications affect only trains with electric traction.
2.1.3.13. Billboards.
They are used to transmit orders or independent indications of other fixed signals. They carry letters, words, numbers or figures.
The most common ones are listed below:
Cartelons may use black or blue interchangeably, except in cases where otherwise expressly stated otherwise.
2.1.3.14. Indicators in widths changers
Section 4. Maximum speed fixed signals
2.1.4.1. General criteria.
1. It is called a maximum speed which no train should exceed at any time, regardless of the protection system used.
2. The maximum speed signals shall be installed on track, except for those whose values exceed the speed threshold from which the movement of trains is to be carried out under a continuous monitoring system.
3. A maximum speed reduction shall be marked on the track with 2 or 3 consecutive signals: maximum speed pre-announcement (FVM3A) (only in sections with Vmax> 160km/h on conventional lines), maximum speed announcement (FVM1A) and maximum speed (FVM2A).
4. A maximum speed reduction that represents a significant change in its value is achieved by means of two consecutive signals: maximum speed (FVM1B) and maximum speed (FVM2B). The FVM1B token is associated with an ASFA beacon.
5. An increase of the maximum speed is marked on the track by a single maximum speed signal (FVM2A).
6. An increase in the maximum speed from a value of less than a value greater than the threshold from which the movement of trains is to be carried out under a system and mode of protection of the train with continuous supervision, shall be en route with the value of that threshold, prevailing in this case for trains running with a system and mode of protection of the train with continuous supervision, the maximum speed value that the driver receives in cabin in each case.
7. The speed values represented in the following figures are by way of example. The black or blue colour shall affect the signal in its entirety including assemblies formed by several limitations for different types of train and the cartelons to inform, where appropriate, of the different limits it sets.
2.1.4.2. Maximum speed preannouncement.
Orders not to exceed the speed of 160 km/h when passing through the maximum speed announcement signal below. Its position marks the point at which the train braking must be initiated in order to be able to comply with the maximum speed signal order.
2.1.4.3. Maximum speed announcement.
Orders not to exceed the indicated speed (in km/h), passing by the maximum speed signal to which it announces. Its position marks the point at which the train braking must be initiated in order to be able to comply with the maximum speed signal order.
2.1.4.4. Maximum speed.
Orders not to exceed the indicated speed (in km/h), from this signal to the next one that sets a new limit.
2.1.4.5. Maximum rate per step rate announcement.
Orders not to exceed the speed of 155 km/h to the step of the PN below, and until the first vehicle has exceeded the same.
2.1.4.6. Particularities of these signals.
1. The orders that give the maximum speed signals are independent of those that give the fundamental fixed signals and are not modified by them. The speed values will always be expressed in multiples of 5.
2. The Machinist shall complete the orders for these signals, whether it circulates with a discrete monitoring system (ASFA), as if it does so with a continuous system of continuous protection in a way that does not guarantee total supervision of the system. information.
3. When the maximum speed signal affects only certain series of locomotives or railcars, the signals may set one, two or three different limits. In these cases you will take a curtain above the strings that each boundary affects.
1 The vehicle strings in the figure, are as an example.
The numbers of the curtain and the signal correspond biunivariously according to the order of placement from top to bottom.
4. The maximum speed announcement signal shall not be installed inside the stations. Two, one at the entry and one at the exit, shall be installed instead, the distance in metres at the maximum speed signal being indicated in the latter.
5. On the lines where trains of Type N, A and B are intended, the maximum speed signals imposed by the curves shall be composed of three independent signals located on the other.
The upper signal affects the Type N trains, the intermediate to Type A trains and the lower of Type B trains.
When the speed is equal for the Type N and A trains, the upper and intermediate signals will be the same. Similarly, when the speeds are equal for the Type A and Type B trains, the intermediate and the lower signal shall be the same.
When the rates are equal for all three Types, a single signal will be placed.
Maximum speeds for Type C and D, do not require signalling on track to be shown in the cab.
6. On the lines where trains Type N, A and B are intended, on the signal of completion of any temporary maximum speed limitation, a maximum permissible speed signal shall be given from that point with the values corresponding to the three types of train.
7. The maximum speed and maximum speed change announcement signals shall be placed at the corresponding braking distance according to the decliveness and the maximum speed of the line or route. In no case shall that distance be less than 500 metres.
8. When the maximum speed announcement signal located in front of a fork, only affects part of the lines below, it will take an indicative character of the line or lines it affects.
2.1.4.7. Installing the tokens.
1. In the case of bananas with different maximum circulation speeds, when the maximum speed signal and the maximum speed signal are present, the maximum speed announcement must be placed on both tracks, with the indication of the maximum speed. the path to which it affects.
Section 5. Maximum speed time limitation fixed signals
2.1.5.1. Definition.
1. It is called a temporary maximum speed limitation, which is a temporary reduction of the maximum speed for any cause.
2. A maximum temporary speed reduction shall be marked on the track with 2 or 3 consecutive signals: pre-announcement of maximum speed limitation (FVL1A) (only in sections with Vmax> 160km/h on conventional lines), notice of limitation maximum speed time (FVL2A) and maximum speed time limitation (FVL3A).
3. A reduction in the maximum speed of a temporary character, which represents a significant change in its value, is achieved by means of two consecutive signals: announcement of maximum speed limitation (FVL2B) and temporary speed limitation maximum (FVL3B). The FVL2B token is associated with an ASFA beacon.
4. No maximum speed time limitation signals will be installed at values higher than the maximum circulation rate allowed by the infrastructure or the normal line lock conditions.
5. The speed values represented in the following figures are by way of example. The black or blue colour shall affect the signal in its entirety including assemblies formed by several limitations for different types of train and the cartelons to inform, where appropriate, of the different limits it sets.
2.1.5.2. Pre-announcement of maximum speed time limitation.
Orders not to exceed the speed of 160 km/h when passing through the maximum speed limitation announcement signal below. Its position marks the point at which the train braking must be initiated in order to be able to comply with the maximum speed signal order.
2.1.5.3. Announcement of maximum speed time limitation.
Orders not to exceed the indicated speed (in km/h), passing by the maximum speed limitation signal to which you are announcing. Its position marks the point at which the train braking must be initiated in order to be able to comply with the order of the maximum speed limitation signal.
2.1.5.4. Maximum speed time limitation.
Orders not to exceed the indicated speed (in km/h), between this signal and the maximum speed time limit end signal.
2.1.5.5. End of maximum speed time limitation.
1. Orders to resume normal gear, if nothing is opposed, at the maximum speed indicated in the signal placed on it, when the last vehicle of the train has exceeded it.
2. The Machinist shall resume normal gear at the maximum speed indicated above it, if nothing is opposed, once it is exceeded by the first vehicle when the AI so indicates.
3. On this signal, the FVM2A or FVM2B signal shall be placed with the maximum permissible speed from that point.
4. If between the beginning and the end of the maximum speed time limitation there is a change of pre-existing maximum speed, its signaling, and in its case its associated ASFA beacon, will be plugged or dismounted while the limitation remains in force. maximum speed time.
5. When a maximum speed limitation is completed, if the permissible speed from that point is greater than the threshold from which the movement of trains is to be carried out under a system and mode of protection of the train with supervision continuous, by means of the value of that threshold, prevailing in this case for the trains running with a system and mode of protection of the train with continuous supervision, the maximum speed value that the Machinist receives in cabin in each case.
2.1.5.6. Particularities of these signals.
1. Orders that give the maximum speed time limitation signals are independent of those that give the fundamental fixed signals and are not modified by them. The speed values will always be expressed in multiples of 5.
2. The maximum speed time limitation signals may set two different limits. In this case they shall bear a curtain above the types of train to which each of them affects.
The number above in Figure 41A, affects the freight trains and the number below to the other trains, whatever their class (travellers, railcars, isolated locomotives, etc.).
The number above in Figure 41B affects conventional trains and the number below to the railcars.
3. The maximum speed limitation announcement signal shall not be installed inside the stations. Two, one at the entry and the other at the exit shall be installed instead, the distance in metres being indicated in metres to the maximum speed time limitation signal.
4. Where the notice of temporary limitation of the maximum speed situated in front of a fork or of the needles of a station, only affects part of the tracks below, it shall bear an indication of the route or routes to which the affects.
2.1.5.7. Communication of the maximum speed time limitations.
Setting or deleting a maximum speed time limitation requires the following take action:
Infrastructure staff.
1. The installation or removal of the fixed signals shall be available as soon as possible and shall send to the Circulation Officer one of the collateral stations of the affected route or to the CTC with the following information:
• Whether it is an establishment or deletion of a limitation.
• The speed at which it is limited and the path or paths affected.
• Start and end of limitation points.
• Journey affected.
• Cause of limitation (only in case of establishments).
• Whether or not fixed signals have been installed (only in case of establishment).
• If you assume a CSV (only in case of establishment).
2. Establishment phone:
3. Delete phone:
The Circulation Responsables will proceed, as the case may be:
1. The station's Circulation Officer who receives the information will communicate the data received to the collateral station and to the PM's Regulatory Band by telephone.
2. When the information is received by the CTC Circulation Officer, it shall communicate by telephone to the Circulation Officers of the collateral stations of the affected route and to the Circulation Officer of the CTC collateral, if any, as with the PM's Regulatory Band.
3. The PM will update the database used by the RUs to make the Machinist's Itineraries Book.
4. Those responsible for the circulation of the collateral stations on the route concerned shall not issue trains without prior notification of the limitation to the driver. It will be dispensed with when the PM informs them that the driver has been notified or that the limitation has been included in the Machinist's Itineraries Book.
5. When the maximum speed limitation is not signposted, the notification to the driver shall be extended with the note: "WITHOUT SIGNALING", and if it is a CSV; it will be performed at the collateral station prior to the affected route. Except where the train circulates with cockpit signage and the limitation is included in the Driver's Itinerary Book.
Command Post.
Once the fixed signs of the limitation are installed and until the limitation is included in the Machinist's Itineraries Book, the PM will notify the Machinist of each of the affected trains by radio-telephony or order the Responsible for Circulation of the last station where the train stops, which notifies it. It shall then notify the Head of Circulation of the station immediately preceding the route concerned, in order to avoid the arrest of the train on the route concerned.
2.1.5.8. Installing the tokens.
1. On a banalised track, where the maximum speed limit signal and the maximum speed limit signal are between the announcement signal for the maximum speed time limit, the maximum speed limitation notice shall be located on both tracks, with an indication of the path to which it affects.
2. If the end of a limitation matches the principle of a different one, the end signal of the first limitation is dispensed with, that is, only the end of the last limitation is signaled.
Section 6. Portable signals
2.1.6.1. Stop.
1. Sorts: Immediate stop.
2. In case of urgency, it can be done with any object or light vividly agitated.
3. When a train or maneuver is stopped by a stop-by-hand signal, it will only resume when ordered by the person who has submitted the signal.
4. If the arrest has taken place in the middle of the road and at the side of the signal, no one is found, the driver shall communicate it to the Circulation Officer and advance, if nothing is opposed, with a view, without exceeding 40 km/h, until the person is found. that placed the signal or reach an open station. If after walking 1,500 m, it does not find the person, nor an open station, will resume the normal march, if nothing is opposed.
5. In environments affected by works or in cases where circumstances so require, the stop signal may be displayed by screen with the appearance of the P1D signal.
2.1.6.2. Signal to mark the train.
1. It is used to give or supplement the running order, in the cases indicated in this Regulation.
2. It allows the Machinist, once the operations are inherent in the train, to immediately take the march to the next station, if nothing is opposed.
3. It is presented, to a stationary train, by the Circulation Officer at the time of the dispatch of the train, in a place where the Machinist can clearly perceive all the elements that compose it, and without the possibility of confusion if there are several trains ready to depart from the station.
4. Elements that make up this signal (Figure 43):
• Red banderin or lantern with green light.
• Regulatory red Gorra.
• Position of the Circulation Officer.
• Long hand whistle blow of two sounds.
5. The Machinist will remain attentive to this signal and if he does not perceive it clearly, he will claim his presentation by giving the special attention signal.
6. The Circulation Officer who hears the special attention signal will repeat the mark of the train by approaching the driving cab.
7. Where it is not possible to present the mark of the train as intended, or in the event that an exit signal affects more than one track, or the track on which the train is located, the Head of the Circulation shall notify the train Machinist by radio-telephony:
2.1.6.3. Step token.
1. It is presented in the cases indicated in this regulation to supplement the running order to direct trains.
2. Orders the Machinist to continue the normal march to the immediate station, if nothing is opposed. The lack of this signal or any of the elements that compose it in the cases where it is presented, orders immediate arrest.
3. It is presented to the direct trains by the Circulation Officer in place visible to the Machinist, since the train is approaching the entrance needles until the tail has passed in front of him, turning the banderin or the flashlight to the head of the train as it goes through.
4. When the train is located between the platform of the passenger building and the track where the train is to pass, this signal shall be displayed on the platform adjacent to the path.
5. Elements that make up this signal (Figure 44):
• Red banderin or lantern with green light.
• Red Gorra in uniform.
• Position of the Circulation Officer.
6. Where the simultaneous passage of two trains is provided on a double track, the Circulation Officer shall be placed on the platform by the route by which he waits for the shortest train in order to verify that the two trains are complete. In this case the signal will be presented alternately to each other.
Section 7. Signs of the trains
2.1.7.1. Head signals.
1. All trains shall have head-signalling to ensure that they are clearly visible and recognisable as they are visible by the presence and arrangement of their front white lights, which shall remain on, both day and night if the train is driving from that end. They shall be composed of the high intensity lighting and the position lamps.
• High intensity lighting will be made up of two white light bulbs so that the train driver has good visibility. They shall be at the same height above the rail level, as provided for in the LOC&PAS TSI.
• The position lamps shall be composed of three lamps arranged according to an isosceles triangle to optimise the detectability of the train, in accordance with the provisions of the LOC&PAS TSI.
Locomotives, when performing manoeuvres, will carry the head signalling also in tail, without making use of the high intensity lighting in any of the testers.
2. The Machinist will reduce, at night, high intensity lighting or turn it off, in the following cases:
• Always observe the movement of a train to the contrary, and until it crosses the head of the train, unless it circulates in the vicinity of a PN or reflective signals, when this prevents it from checking its appearance.
• When you run parallel to a road with traffic, to avoid glare, except to circulate in the vicinity of a PN or reflective signals, when this prevents you from checking its appearance.
• While the train is parked or parked, and until the time of its departure, if possible, to avoid glare in signals, or interaction with display cameras of platforms, photoelectric cells and other systems sensitive to luminosity.
2.1.7.2. Queue tokens.
1. All trains will have queue signalling. It may be formed by the vehicle's own signals, which shall always be lit, or by two portable signals placed on the side supports of the rear of the last vehicle. When these portable signals are luminous, they shall give their indications with fixed red light.
• Luminous:
• With reflective plates:
2. Passenger trains shall carry the T2A signal in line.
3. Goods trains may carry the T2A or T3A signals, except on the lines operated in nominal form with telephone locking or manual electrical locking, in which only the T2A signals shall be valid.
4. The locomotives, when performing manoeuvres, shall carry the same signalling as in the head, without making use of the high intensity lighting in any of the testers.
5. Trains with trailing traction will not carry signals in the last car or wagon. When these have recessed signals, they will be turned off. The tail locomotive shall carry the tail signals (T2A) provided for the trains.
2.1.7.3. Acoustic signals from the trains.
To reduce nuisance in urban areas near the railway, the use of the whistle is normally reduced to the cases expressly determined in this RCF.
2.1.7.4. Alarm signal.
1. It is done with acoustic, light or visual means (locomotive whistle, high intensity lighting, etc.).
2. They are:
• 3 groups of 3 brief touches each,
• Off and on repeated high intensity lighting.
3. Orders the immediate arrest of all trains and manoeuvres that are in motion.
4. The personnel who hear or see this signal shall stop with the means available to them and the Circulation Officers shall have the signs of the station to stop the trains approaching or leaving the train.
5. Whenever possible, the sound and visual alarm signal shall be simultaneously made.
6. The personnel, whose mission is permitted, will quickly come to the place of danger or accident to provide the necessary aid.
BOOK SECOND
TRANSIENT SPECIFICATION 1
SIGNALING WITH A TENDENCY TO DISAPPEAR OR WITH VERY LOCALIZED IMPLANTATION
Index
BOOK SECOND. TRANSIENT SPECIFICATION 1.
SIGNALING WITH TENDENCY TO DISAPPEARANCE OR WITH LOCALIZED IMPLANTATION.
Chapter 1. COMMON RAILWAY SIGNALS FOR RFIG.
Section 1. Generalities.
2ET1.1.1.1. Scope
Section 2. Core fixed signals.
2ET1.1.2.1. Free path.
2ET1.1.2.2. Caution announcement.
2ET1.1.2.3. Stop announcement.
2ET1.1.2.4. Deferred stop.
2ET1.1.2.5. Stop.
2ET1.1.2.6. Authorized rebase.
2ET1.1.2.7. Authorized movement.
Section 3. Indicator fixed signals.
2ET1.1.3.1. Protected point post.
2ET1.1.3.2. Direction indicator (s).
2ET1.1.3.3. Needle position indicator.
2ET1.1.3.4. Kilometre and hectometric poles.
2ET1.1.3.5. Indicator signals with orla or exterior orlas.
Section 4. Fixed maximum speed signals.
2ET1.1.4.1. Definition.
2ET1.1.4.2. Maximum speed preannouncement.
2ET1.1.4.3. Maximum speed announcement.
2ET1.1.4.4. Maximum speed.
2ET1.1.4.5. Maximum rate per step rate announcement.
2ET1.1.4.6. Particularities of these signals.
Section 5. Fixed maximum speed limitation fixed signals.
2ET1.1.5.1. Definition.
2ET1.1.5.2. Pre-announcement of maximum speed time limitation.
2ET1.1.5.3. Announcement of maximum speed time limitation.
2ET1.1.5.4. Maximum speed time limitation.
2ET1.1.5.5. End of maximum speed time limitation.
2ET1.1.5.6. Particularities of these signals.
Section 6. Portable signals.
2ET1.1.6.1. Signals for manoeuvres.
2ET1.1.6.2. Signals for the automatic brake test.
Section 7. Signs of the trains.
2ET1.1.7.1. Signals per head.
2ET1.1.7.2. Tokens per queue.
2ET1.1.7.3. Acoustic signals from the trains.
Chapter 2. High-speed line-specific railway signals Madrid-Seville.
Section 1. Fixed signals.
2ET1.2.1.1. Stop.
Chapter 3. Railway signals from R.A.M.
Section 1. Fundamental fixed signals.
2ET1.3.1.1. Step at Protected Level.
2ET1.3.1.2. Step to Unprotected Level.
Section 2. Fixed indicator signals.
2ET1.3.2.1. Caution indicator.
2ET1.3.2.2. Telephone circuit connection indicator.
2ET1.3.2.3. Billboards.
Chapter 4. Specific railway signals from the international section Figueras-Perpignan.
Section 1. Object, location, layout, and typology of the signals.
2ET1.4.1.1. Object.
2ET1.4.1.2. Effective placement of the signals.
2ET1.4.1.3. Disposition of the signals ..
2ET1.4.1.4. Typology of the signals.
Section 2. Lock signs.
2ET1.4.2.1. Token protection types.
2ET1.4.2.2. Canton boundary signals.
2ET1.4.2.3. Movement authorization end tokens.
2ET1.4.2.4. March signs to the view.
Section 3. Maneuver signals.
2ET1.4.3.1. Maneuver signal.
2ET1.4.3.2. Maneuver limit signal.
Section 4. Signs of the facility.
2ET1.4.4.1. Kilometre and hectometric milestones.
2ET1.4.4.2. Speed limitation signals.
2ET1.4.4.3. End-of-path tokens.
2ET1.4.4.4. End-of-catenary signals.
CHAPTER 1
Common railway signals for the RFIG
Section 1. Generalities
2ET1.1.1.1. Scope.
In this Transitional Specification all the signs currently existing in the Network of General Interest are related that, given their limited implementation and being subject to modernization processes, will disappear gradually; or they will remain with a very localized implantation.
Section 2. Fundamental Fixed Signs
2ET1.1.2.1. Free path.
Orders circular normally if nothing is opposed.
2ET1.1.2.2. Caution announcement.
Orders not to exceed 30 km/h when passing through the needles below the following signal.
2ET1.1.2.3. Stop announcement.
Orders to stop at the next signal, exit picket from the parking path, or end of path.
When two successive signals are found in the stop announcement, if there are needles following the second signal, the speed of 30 km/h will not be exceeded at the time of the needle.
2ET1.1.2.4. Deferred stop.
1. Remotely protects stations with no input signal.
2. It orders to be placed in a position to stop at the protected point post and, if nothing is opposed, to move from the same with maneuvers, stopping at the first needle.
3. It shall not stop at the first needle, or shall resume, when an agent of the station, by direct communication or by radio-telephony, gives the order to advance indicating the road and parking conditions.
2ET1.1.2.5. Stop.
Orders to stop at the same without overshooting it.
2ET1.1.2.6. Authorized rebase.
1. In the case of a train:
-Ordena to stop at the signal and then resume the advance with manoeuvres, if nothing is opposed, to the point of parking, the next sign, or the previous vehicle parked on the road to which it is access.
-If the signal is within a station, it orders to start or continue the progress with manoeuvres to the next signal or to the picket of the parking path.
-When it comes to the departure or passage of a train, without any signs of departure, the manoeuvring shall be maintained until the exit needles are exceeded.
2. In the case of a maneuver:
-Ordena to start or continue the movement, when ordered by the staff in charge of it, but does not authorize to circulate until the next station.
2ET1.1.2.7. Authorized movement.
1. In the case of a train standing before the signal.
Orders to start the march, if nothing is opposed, with maneuvers until the next sign, adhering to what it is ordering. In certain stations, the order of departure is also required.
2. In the case of a moving train.
Orders to continue normally, if nothing is opposed.
3. In the case of a maneuver.
Allows you to start or continue the movement, when ordered by the staff in charge of it, but does not authorize the move to the next station.
Section 3. Indicator fixed signals
2ET1.1.3.1. Protected point post.
It is installed at the input of stations without input signal and indicates the point from which, when the deferred stop signal is encountered, manoeuvres will be circulated.
2ET1.1.3.2. Direction indicator (s).
1. They are located in the stations or in the middle of the road. They are installed, as appropriate, in the mast of other signals or isolated.
2. Indicates the direction the trains or maneuvers will take.
If you indicate a direction other than the one to follow a train or maneuver, order not to start the march, or stop, and communicate it to the Circulation Officer who is in charge of the signal.
2ET1.1.3.3. Needle position indicator.
1. Indicate:
-Direct path (FI4E signal): Circular normally, if nothing is opposed.
-Via diverted (FIFF or FIFR signals): Do not exceed the speed of 30 km/h to the passage through the needle below, whether they are taken from tip or heel.
-Different path to which a train or maneuver should follow: Immediate stop.
2ET1.1.3.4. Kilometre and hectometric poles.
They are located along the line and indicate the kilometer and hectometric situation. They wear the same inscription on the opposite side.
The number above indicates the kilometer, the down the hectometer, and the arrow the direction the nearest station is located.
2ET1.1.3.5. Indicator signals with orla or exterior orlas.
They will remain in force until the end of their lifetime the signals designed with orla or external oras in the RGC, corresponding to those defined in Articles 2.1.11, 2.1.12, 2.1.13, 2.1.14 and 2.1.6.1 of the Book 2 of the RCF, designed with single or non-outer orla.
Section 4. Maximum speed fixed signals
2ET1.1.4.1. Definition.
1. It is called the maximum speed which the train must not exceed at any time, regardless of the protection system used.
2. The maximum speed signals shall be installed on track, except for those whose values exceed the speed threshold from which the movement of trains is to be carried out under a continuous monitoring system.
3. A maximum speed reduction is marked on the track with 2 or 3 consecutive signals: maximum speed pre-announcement (FVM3B) (only in tranches with Vmax> 160km/h on conventional lines), maximum speed announcement (FVM1C) and maximum speed (FVM2C).
4. A maximum speed reduction involving a significant change in its value is achieved by means of two consecutive signals: maximum speed (FVM1D) and maximum speed (FVM2D). The FVM1D token is associated with an ASFA beacon.
5. A maximum speed increase is signaled via a single maximum FVM2C speed signal.
6. An increase in the maximum speed from a value of less than a value greater than the threshold from which the movement of trains is to be carried out under a system and mode of protection of the train with continuous supervision, shall be en route with the value of that threshold, prevailing in this case for trains running with a system and mode of protection of the train with continuous supervision, the maximum speed value that the driver receives in cabin in each case.
7. The speed values represented in the following figures are by way of example. The black or blue colour shall affect the signal in its entirety including assemblies formed by several limitations for different types of train and the cartelons to inform, where appropriate, of the different limits it sets.
2ET1.1.4.2. Maximum speed preannouncement.
Orders not to exceed the speed of 160 km/h when passing through the maximum speed announcement signal below. Its position marks the point at which the train braking must be initiated in order to be able to comply with the maximum speed signal order.
2ET1.1.4.3. Maximum speed announcement.
Orders not to exceed the indicated speed (in km/h), passing by the maximum speed signal to which it announces. Its position marks the point at which the train braking must be initiated in order to be able to comply with the maximum speed signal order.
2ET1.1.4.4. Maximum speed.
Orders not to exceed the speed indicated in km/h, from this signal to the next setting a new limit.
2ET1.1.4.5. Maximum rate per step rate announcement.
Orders not to exceed the speed of 155 km/h to the step of the PN below, and until the first vehicle has exceeded the same.
2ET1.1.4.6. Particularities of these signals.
1. The orders that give the maximum speed signals are independent of those that give the fundamental fixed signals and are not modified by them. The speed values will always be expressed in multiples of 5.
2. The Machinist shall complete the orders for these signals, whether it circulates with a discrete monitoring system (ASFA), as if it does so with a continuous system of continuous protection in a way that does not guarantee total supervision of the system. information.
3. When the maximum speed signal affects only certain series of locomotives or railcars, the signals may set one, two or three different limits. In these cases you will take a curtain above the strings to which each limit is affected.
1 The vehicle strings in the figure, are as an example.
The numbers of the curtain and the signal correspond biunivariously according to the order of placement from top to bottom.
4. The maximum speed announcement signal shall not be installed inside the stations. Two, one at the entry and one at the exit, indicating the distance in metres to the maximum speed signal shall be installed instead.
5. On the lines where trains of Type N, A and B are intended, the maximum speed signals imposed by the curves shall be composed of three independent signals located on the other.
The upper signal affects the Type N trains, the intermediate to Type A trains and the lower of Type B trains.
When the speed is equal for the Type N and A trains, the upper and intermediate signals would be the same. Similarly, when the speeds are equal for the Type A and Type B trains, the intermediate and the lower signal shall be the same.
When the rates are equal for all three Types, a single signal will be placed.
Maximum speeds for Types C and D do not require signalling on track to be shown in the cab.
6. On the lines where trains Type N, A and B are intended, on the signal of completion of any temporary maximum speed limitation, a maximum permissible speed signal shall be given from that point with the values corresponding to the three types of train.
7. The maximum speed and maximum speed change announcement signals shall be placed at the corresponding braking distance according to the decliveness and the maximum speed of the line or route. In no case shall that distance be less than 500 metres.
8. When the maximum speed announcement signal located in front of a fork, only affects part of the lines below, it will take an indicative character of the line or lines it affects.
Section 5. Maximum speed time limitation fixed signals
2ET1.1.5.1. Definition.
1. It is called a temporary maximum speed limitation, which is a temporary reduction of the maximum speed for any cause.
2. A maximum temporary speed reduction shall be marked on the track with 2 or 3 consecutive signals: pre-announcement of maximum speed limitation (FVL1B) (only in sections with Vmax> 160km/h on conventional lines), notice of limitation maximum speed time (FVL2C) and maximum speed time limitation (FVL3C).
3. A reduction in the maximum speed of a temporary character, which represents a significant change in its value, is achieved by means of two consecutive signals: announcement of maximum speed limitation (FVL2D) and temporary speed limitation maximum (FVL3D). The FVL2D token is associated with an ASFA beacon.
4. The speed values represented in the following figures are by way of example. The black or blue colour shall affect the signal in its entirety including assemblies formed by several limitations for different types of train and the cartelons to inform, where appropriate, of the different limits it sets.
2ET1.1.5.2. Pre-announcement of maximum speed time limitation.
Orders not to exceed the speed of 160 km/h when passing through the maximum speed limitation announcement signal below. Its position marks the point at which the train braking must be initiated in order to be able to comply with the maximum speed signal order.
2ET1.1.5.3. Announcement of maximum speed time limitation.
Orders not to exceed the indicated speed (in km/h), passing by the maximum speed limitation signal to which you are announcing. Its position marks the point at which the train braking must be initiated in order to be able to comply with the order of the maximum speed limitation signal.
2ET1.1.5.4. Maximum speed time limitation.
Orders not to exceed the indicated speed (in km/h), between this signal and the maximum speed time limit end signal.
2ET1.1.5.5. End of maximum speed time limitation.
1. Orders to resume normal gear, if nothing is opposed, at the maximum speed indicated in the signal placed on it, when the last vehicle of the train has exceeded it.
2. The Machinist shall resume normal gear at the maximum speed indicated above it, if nothing is opposed, once it is exceeded by the first vehicle when the AI so indicates.
3. On this signal the FVM2C/FVM2D signal shall be placed with the maximum permissible speed from that point.
4. If between the beginning and the end of the maximum speed time limitation there is a change of pre-existing maximum speed, its signaling, and in its case its associated ASFA beacon, will be plugged or dismounted while the limitation remains in force. maximum speed time.
5. When a maximum speed limitation is completed, if the permissible speed from that point is greater than the threshold from which the movement of trains is to be carried out under a system and mode of protection of the train with supervision continuous, by means of the value of that threshold, prevailing in this case for the trains running with a system and mode of protection of the train with continuous supervision, the maximum speed value that the Machinist receives in cabin in each case.
2ET1.1.5.6. Particularities of these signals.
1. Orders that give the maximum speed time limitation signals are independent of those that give the fundamental fixed signals and are not modified by them. The speed values will always be expressed in multiples of 5.
2. The maximum speed time limitation signals may set two different limits. In this case they shall bear a curtain above the types of trains to which each of them affects.
The number above from Figure 25A, affects freight trains and the number below to other trains, whatever their class (travellers, cars, isolated locomotives, etc.).
The number above in Figure 25B affects conventional trains and the number below to the railcars.
3. The maximum speed limitation announcement signal shall not be installed inside the stations. Two, one at the entry and the other at the exit shall be installed instead, the distance in metres being indicated in metres to the maximum speed time limitation signal.
4. Where the notice of temporary limitation of the maximum speed situated in front of a fork or of the needles of a station, only affects part of the tracks below, it shall bear an indication of the route or routes to which the affects.
5. In the signs of a maximum speed limitation, the numbers and the black orlas of colour, established in general, may be in a reflective blue colour. The black or blue colour shall affect the signal in its entirety including assemblies formed by several limitations for different types of train and the cartelons to inform, where appropriate, of the different limits it sets.
Section 6. Portable signals
2ET1.1.6.1. Signals for manoeuvres.
-If it is a single or interspersed locomotive between vehicles, "pulling" means getting away from who is ordering the movement and "pushing" closer.
-They will always be presented from visible place to the Machinist.
-These signals will only be performed in cases of absence of means of verbal communication between the maneuvering personnel and the Machinist.
2ET1.1.6.2. Signals for the automatic brake test.
The hand or light signal to loosen brakes shall only be used in the coupling verification test. The other tests shall be carried out as indicated 'by other means'.
Figure 27
The presentation of these signals may be dispensed with, if the communication between the agents involved in the test can be done by another means of communication (speakers, telephone, telephone, etc.).
Section 7. Signs of the trains
2ET1.1.7.1. Signals per head.
1. The signals contained in this article can only be used in the national traffics by the RFIG.
2. They can lead:
a) Conventional trains, railcars and isolated locomotives.
b) Auxiliary vehicles.
c) Locomotive locomotives.
They will take the T1E Signal on both testers.
2ET1.1.7.2. Tokens per queue.
1. The signals contained in this article can only be used in national traffics by the RFIG.
2. It can be formed by the vehicle's own signals, which will always be switched on (Signal T2B), or by two portable signals placed on the side supports of the rear of the last vehicle (Senal T3B). When these portable signals are luminous, they shall give their indications with fixed red light.
-Luminous
-With reflective plates
3. The locomotives, when performing manoeuvres, shall carry the same signalling as the head (Senal T1E).
4. The T3B signals are not valid for nominal lines with telephone locking or manual electrical locking.
2ET1.1.7.3. Acoustic signals from the trains.
Trying to reduce nuisance in urban areas near the railway, it is usually reduced to use the locomotive whistle to the specific cases.
CHAPTER 2
High-speed line-specific rail signals Madrid-Seville
Section 1. Fixed signals
2ET1.2.1.1. Stop.
Orders to stop at the same without overshooting it.
For trains running with LZB in service, the information received by the driver in the cab prevails over the indication of the FF7E signal.
CHAPTER 3
R.A.M. rail signals
Section 1. Fundamental fixed signals
2ET1.3.1.1. Step at Protected Level.
1. Sorts:
-With fixed green light (FF10C): normally circular by the PN or PN, if nothing is opposed.
-With green light to flashes (FF10D): circular with caution to the PN or PN group, cross it if possible, and report this circumstance by radio-telephony to the PM's Circulation Officer, or in the absence of radio-telephony, to the Circulation Officer of the first station where you stop.
2. If after rebasing the protected PN signal, and before reaching it, there would be:
-circulated at a speed of 30 km/h or less, due to abnormal circumstances, or
-made accidental stops or stops, or
-made prescribed stops greater than two minutes,
will proceed as if that token was found in the unprotected PN indication.
3. When this signal affects more than one PN, the number of them will be marked with billboards and the last one.
2ET1.3.1.2. Step to Unprotected Level.
1. Orders: To be placed in a position to stop before the PN or PN group, without exceeding any of the PN until they have ensured that they are not transited, adopting, where appropriate, the additional safety measures deemed necessary.
2. In no case shall normal gear be resumed until the first vehicle of the train has exceeded the PN.
3. The state of the signal shall be immediately reported, by radio-telephony, to the Circulation Officer. In the absence of radio-telephony, the Circulation Officer shall be informed of the first open station.
4. When this signal affects more than one PN, the number of them will be marked with billboards, and the number of them will be considered all unprotected.
Section 2. Fixed indicator signals
2ET1.3.2.1. Caution indicator.
The caution indicator directs the Machinist not to exceed the speed of 30 km/h when passing in front of him and the needles below.
2ET1.3.2.2. Telephone circuit connection indicator.
Post equipped with weathering connector.
Non-weather connector post.
The arrow indicates the direction to be followed to find the nearest post with connector.
2ET1.3.2.3. Billboards.
CHAPTER 4
Specific railway signals from the international section Figueras-Perpignan
Section 1. Object, location, layout, and typology of the signals
2ET1.4.1.1. Object.
The object of this chapter is to relate the exclusive use railway signals in the International Section FIGUERAS-PERPIGNAN, which are not consistent with those defined in Book 2 of the RCF.
2ET1.4.1.2. Effective placement of the signals.
The effective placement of the signals is performed by respecting a reference height with respect to the rolling plane depending on the type of signal, as reflected in the following figure.
For trains running with ERTMS in service, the information received by the driver in the cab prevails over the indication of the FF7E signal.
2ET1.4.1.3. Disposition of the signals.
The layout of the different elements that make up a signal and its distribution on the support is performed according to the representation of the following figure:
2ET1.4.1.4. Typology of the signals.
Taking into account its functionality, the specific signals of use in the International Section are classified into:
-Lock signs: They are used to regulate the running of the trains, keeping the distance between them, and to protect the track devices. They are located on fixed points of the railway platform and are presented in the driving desks of the trains equipped with ERTMS.
-Signals of maneuvers: They are used to authorize partial and limited maneuver movements of trains in areas of track devices. They allow their approximation, while protecting the devices of road. They are located on fixed points of the railway platform and are presented in the driving desks of the trains equipped with ERTMS.
-Facilities Signals: They are used to report and give instructions regarding the status of the track, the catenary, or the jobs that can be performed on the line. They can be found on fixed points of the railway platform. Some (e.g., catenarian neutral sections, speed limitations, etc.) are presented in the drive-thru of the ERTMS-equipped trains.
-Complementary signs: They are used to provide auxiliary information on the particularities of the layout, both of the infrastructure and of the superstructure, installations, rolling stock or of the same signals. They can be found on fixed points of the railway platform, be presented in the driving desks of the trains equipped with ERTMS or they can be part of the rolling stock.
Section 2. Lock Signs
2ET1.4.2.1. Token protection types.
Depending on the elements and points of risk that they protect, and depending on the protection and level of functionality of the ERTMS signaling system to which they belong, the blocking signals can be of two types.
-The SIB1 token corresponds to the abbreviation "No franqueable". Indicates to the Machinist that, in case of absence of indications to continue the march in the DMI or in the foci of the signal, and in the absence of communication with the Responsible of Circulation and/or authorization received by him, it cannot be franked. This provision is applicable, both in ERTMS Level 1, and ERTMS Level 2.
-The SIB2 token corresponds to the abbreviation "Franking". Indicates to the Machinist that in the absence of indications to continue the march, in the DMI or in the foci of the signal, and without communication with the Responsible of Circulation, the signal may be franked, at least three minutes after the arrest before it, and keeping the "March on view" rigorously until the next sign or even once again to receive indications of progress in the DMI. This provision is applicable, both in ERTMS Level 1, and ERTMS Level 2.
2ET1.4.2.2. Canton boundary signals.
-The SIB3 signal has two foci light automatic signal, simultaneously delimiting ERTMS 1 and ERTMS 2 cantons.
-The SIB4 signal has an automatic light signal of a focus, simultaneously delimiting the cantons of ERTMS 1 and ERTMS 2.
-The SIB5 signal does not have an automatic light signal, delimiting ERTMS 2 cantons.
2ET1.4.2.3. Movement authorization end tokens.
-The SIB6 (a red focus) signal directs the Machinist to stop the train before the first beacon of the signal group.
-The SIB7 signal (two red hot spots arranged horizontally) directs the Machinist to stop the train before the first beacon of the signal group.
-The SIB8 signal (red and white damer with flashing red light) directs the Machinist to stop the train as soon as possible.
2ET1.4.2.4. March signs to the view.
-Order the circular Machinist with "March to View".
Section 3. Wiggle signals
2ET1.4.3.1. Maneuver signal.
-Ordena the Machinist to move forward with maneuvers.
2ET1.4.3.2. Maneuver limit signal.
-Indicates the maximum point that cannot be exceeded when the maneuver signal has been presented to a train or vehicle, or when a train equipped with ERTMS has entered "Shunting" mode (SH).
Section 4. Signs of the facility
2ET1.4.4.1. Kilometre and hectometric milestones.
-Indicate the kilometer point and the path in which they are located.
2ET1.4.4.2. Speed limitation signals.
-The signs of speed limitation in the International Section, on the ground only the less than 80 km/h are marked.
-A speed limitation imposes a reduction of the maximum speed of circulation according to the indication presented in the DMI of the driving pupil or with the figure recorded in the signal.
-On the ground, a speed limitation is a set consisting of three signals: an advertisement signal, a start signal (also called an executive), and an end signal of the speed limitation.
-A speed limitation is permanent when its duration is expected to be longer than six months, or temporary when its duration is expected to be less than six months. The background color of the permanent limitations is the white, and the temporary color is yellow.
2ET1.4.4.3. End-of-path tokens.
- The SII8 signal directs the Machinist to prepare to stop the train before the subsequent End of Way executive signal.
-The SII9 signal directs the Machinist to stop the train without overshooting it.
2ET1.4.4.4. End-of-catenary signals.
Figure 51
-Indicates the point limit that trains and electric traction vehicles must not exceed.
THIRD BOOK
CIRCULATION
Index
BOOK THIRD. CIRCULATION.
CHAPTER 1. Generalities.
Section 1. Movement of trains.
3.1.1.1. Coordination of movement.
3.1.1.2. Circulation management.
3.1.1.3. Orders and information to the Machinist.
Section 2. Stop trains.
3.1.2.1. Prescribed stop.
3.1.2.2. Stop not prescribed.
3.1.2.3. Circulation requirements.
CHAPTER 2. Staff requirements.
Section 1. Staff requirements.
3.2.1.1. AI and EF staff.
3.2.1.2. Other companies ' staff.
CHAPTER 3. Jobs and tests.
Section 1. General aspects.
3.3.1.1. Common prescriptions.
Section 2. Job system in the time-release interval.
3.3.2.1. Features.
3.3.2.2. Conditions of application.
3.3.2.3. Establishment.
3.3.2.4. Protection of jobs.
3.3.2.5. Reset.
Section 3. Circulation interruption system with Via Blocked Delivery.
3.3.3.1. Features.
3.3.3.2. Conditions of application.
3.3.3.3. Establishment.
3.3.3.4. Circulation requirements.
3.3.3.5. Reset.
3.3.3.6. Cancelling an EVB request.
Section 4. Jobs at station.
3.3.4.1. Definition.
3.3.4.2. Conditions of application.
3.3.4.3. Establishment.
3.3.4.4. Protection of jobs.
3.3.4.5. Reset.
Section 5. Jobs in the security installations.
3.3.5.1. Classification and regulation.
3.3.5.2. Establishment.
3.3.5.3. Use of installations affected by jobs.
3.3.5.4. Reset.
Section 6. Job trains.
3.3.6.1. Composition.
Section 7. Tests.
3.3.7.1. Test trains.
CHAPTER 4. Train traction.
Section 1. Traction.
3.4.1.1. Motor vehicles.
3.4.1.2. Multiple control and reversible trains.
3.4.1.3. Multiple traction.
3.4.1.4. Trains pushed.
3.4.1.5. Dual-traction motor vehicles.
Section 2. Trailer of motor vehicles.
3.4.2.1. Locomotive trailer.
3.4.2.2. Automotive trailer.
CHAPTER 5. Maneuvers.
Section 1. Scope.
3.5.1.1 Scope.
Section 2. Address and realization.
3.5.2.1. Direction of the maneuvers.
3.5.2.2. Performance of the maneuvers.
3.5.2.3. Communications in the maneuvers.
3.5.2.4. Centralised manoeuvres.
3.5.2.5. Immobilization of the material.
3.5.2.6. Information about quiesce.
Section 3. Manoeuvres in traffic lanes.
3.5.3.1. Prescriptions for manoeuvres.
3.5.3.2. Paragraph and suspension of manoeuvres.
3.5.3.3. Moves to full path dependencies.
Section 4. Singular maneuvers.
3.5.4.1. Concept and types.
3.5.4.2. Maneuvers pushing with vehicles occupied by travelers.
3.5.4.3. Manoeuvres for coupling of self-propelled trains occupied with passengers.
3.5.4.4. Step maneuvers by width changers.
CHAPTER 6. Incidents in circulation and in traction.
Section 1. Incidents in circulation.
3.6.1.1. Train fractionation.
3.6.1.2. Material escape.
3.6.1.3. Route interception.
3.6.1.4. Protection of intercepted points.
3.6.1.5. Action in case of interception.
3.6.1.6. Urgent cutting of voltage in catenary.
Section 2. Backspace of trains.
3.6.2.1. Application criteria.
3.6.2.2. Recoil request and order.
3.6.2.3. Circulation requirements.
3.6.2.4. Cancellation of the request or recoil order.
Section 3. Rescue of trains.
3.6.3.1. Request for relief.
3.6.3.2. Management of the means of relief.
3.6.3.3. Dispatch of the means of relief.
3.6.3.4. Cancellation of the request for relief.
Section 4. Incidents in the train signals.
3.6.4.1. Head signals.
3.6.4.2. Queue tokens.
3.6.4.3. Acoustic signals of the train head vehicle.
Section 5. Incidents in braking.
3.6.5.1. Automatic brake failure.
Section 6. Incidents in traction.
3.6.6.1. Failure or lack of power of the motor vehicle.
3.6.6.2. Accident of the Machinist.
CHAPTER 1
Generalities
Section 1. Movement of trains
3.1.1.1. Coordination of movement.
1. The safe movement of trains requires coordinated action between the staff of the EF and the affected IIA. This coordinated action is based on:
(a) The precise identification of the trains in circulation and the knowledge of their schedules, stops and speeds.
(b) The information of the particular circumstances of each train that the RU has to provide to the IAs.
c) The knowledge and communication by the AI to the EF, of the abnormalities that can be presented by the security installations.
2. The EFs shall establish in their SGS, in accordance with this Regulation, the procedures to ensure that the necessary checks have been carried out on the train prior to its entry into circulation, including those relating to the completion of the operations commercial passenger trains.
3.1.1.2. Circulation management.
Proper management of rail traffic requires that the Circulation Officers be kept permanently informed of each other, following the instructions set out by the PM. In addition, they must communicate to the PM any lack of capacity or abnormality on the line.
3.1.1.3. Orders and information to the Machinist.
1. By means of the "Book of Routes of the Machinist", the RU will communicate to the Machinist that he directs the march the orders to be completed and the temporary information that must be known and that they affect the circulation of the train. Those that could not be included in the said document will be communicated by the AI through BOI or telephone.
2. Several orders or information may be included in the same BOI or telephone. A single BOI may also be used to notify the Machinist of a train that repeatedly circulates between two specified points.
3. The orders and information communicated by BOI and pending completion, will be transmitted in the relays between the outgoing/incoming Machinists, referring to the same with the mention of "Pending to fulfill". Those received by telephone will be registered by both Machinists.
4. The train driver must know the number of the train to drive, its composition and characteristics.
Section 2. Stops of trains
3.1.2.1. Prescribed stop.
1. Trains shall carry out technical or commercial stops where they are prescribed.
2. Passenger trains with a commercial stop at a station may be received with the indications of the exit signs authorising the passage, provided that the following requirements are met:
a. The security installations will allow it
b. This concerted or assured circulation by the following canton, and
c. Orders or information affecting their circulation must not be notified to the Machinist.
3. Trains with a technical stop at a station shall be received in such a way that the orders of the signals are secured.
4. A prescribed technical stop of a train may be suppressed by traffic regulation needs, fulfilling the following requirements:
a) Exist an output signal.
b) Be the running order in the regulated conditions for each lock.
3.1.2.2. Stop not prescribed.
1. An unprescribed technical stop at the train (accidental) may be carried out by means of traffic regulation needs, or due to the justified cause of the RU or the AI. In the second case, they shall request the PM to authorise the train stop at a point other than the one regulated in its schedule. The application will be accepted, the Circulation Officer of the PM's Regulatory Band will inform the affected Circulation Responsables.
2. An unprescribed technical stop shall be ensured, wherever possible, by the Circulation Officer of the station concerned or the CTC. Where it is not possible to secure it or the place where it is to be carried out without a Head of Circulation, that stop shall be notified to the operator by radio-telephony or at the immediate open station above where the train has a stop, indicating the place and reason for the same, by means of the following:
3.1.2.3. Circulation requirements.
1. When starting the march at origin or after a prescribed stop, when leaving or passing through a station by way of departure, or after finding the sign of entry in the indication of the stop announcement, the driver shall not exceed the speed of 30 km/h to the the needle is passed through the needles following the exit signal, except in cases where there is a needle-pointing signal indicating another speed.
2. In the case of BAB, a direct train which has found the input signal at the stop or is parked, the driver shall not exceed the speed of 30 km/h at the point of the needle following the exit signal, except for the cases where there is a needle position indicator signal that orders another speed
3. At the start of the march after an arrest or eventual stop, the driver shall not exceed the speed of 30 km/h at the passage through the needles following the sign authorising the movement or which has been authorised to exceed, except in cases where there is a needle position indicator signal that orders another speed.
CHAPTER 2
Staff requirements
Section 1. Staff requirements
3.2.1.1. AI and EF staff.
The staff of the IM or the RU to carry out any activity related to the safety in the circulation, must have the corresponding security clearance in force, within the legally established ones, that enable specifically for the exercise of such activity.
The IAs and the EFs will establish in their respective SGS the internal rules that define the requirements to be met in each case, and the procedures that guarantee their achievement and the way to do so, as well as their interaction with any other staff involved in the railway operation.
3.2.1.2. Other companies ' staff.
The personnel (infrastructure, train operations or maintenance control of rolling stock) belonging to companies other than the AIs or of the RU which is required to carry out any activity related to security in the (a) the relevant security clearance in force, within the legally established ones, which specifically enables it for the exercise of such activity.
CHAPTER 3
Jobs and tests
Section 1. General aspects
3.3.1.1. Common prescriptions.
1. The provisions of this Chapter are subject to the provisions of this Chapter, the work on the infrastructure, superstructure and the security installations, which are carried out in the "danger zone for the work" or in the "electrical hazard zone", which are not compatible with the movement of trains simultaneously and those that are still being carried out outside these areas, could be invaded even in a timely manner with some mobile element or during the movement of trains.
2. For the development of work in the so-called "danger zone for jobs", "risk zone for jobs" and "Safety zone for jobs", which are compatible with the movement of trains and do not have a condition to the facilities security, the AI shall establish in its SGS the internal rules and procedures that ensure the protection of the same during its execution and the circulation of trains in a safe manner.
3. In double or multiple track lines, the work carried out on a track shall be compatible with the normal movement of the trains on the adjacent tracks, provided that they do not affect their gauge or electrification. On the road not affected by the work the maximum speed shall be 160 km/h, reducing to 120 km/h when the work is carried out in tunnels and viaducts. If necessary, a lower speed may be set.
The Machinist shall be notified of these limitations and the reason, as if it were a temporary limitation of maximum non-signposted speed, except that in the system embarked on the protection of the train the limitation.
If at any time the work could affect the galibo of the adjacent track or its electrification, the cases referred to in point 1 must be treated in the same way.
4. All works regulated in this Chapter require the prior authorization of the Station's Circulation Officer or the CTC, at the request of the Work Enload or, in the cases where appropriate, of the Security Pilot enabled to arrange works. For the correct identification of the track or track of the work, the provisions of the AAI's slogan describing the security installations will be available. The work authorised by the station's Circulation Officer must have been previously authorised by the Circulation Officer of the PM's Regulatory Band.
5. The movement of machines capable of being embodied in full track shall be initiated, preferably, from one of the side stations of the path in which they are to operate, according to the requirements established by the IIA. Where access or withdrawal is necessary in a fully-track kilometre point, this circumstance shall be taken into account in the scheduling of the work and shall be included in the establishment and re-establishment telephone calls.
6. In the programmed works the system of realization of the same must be defined. In the unscheduled work (for breakdowns, accidents, etc.), the Work-Enloaded or Security Pilot enabled to arrange works, will inform the Circulation Officer of the system of works to be employed, within the previewed in this Chapter, depending on its complexity, importance, or other circumstances.
7. If, due to the importance of the work or any other cause, it is not possible to apply the prescriptions of this Chapter, the way to proceed is regulated by the Aslogan of the AI.
8. The telephone calls that are prescribed in this Chapter will be registered by the Circulation Officer in the corresponding Telephone Book and by the Job Encharged or Security Pilot enabled to arrange works, in his Book general telephone calls.
Section 2. Job System in Time Release Interval
3.3.2.1. Features.
1. It is the system used to carry out work in the "danger zone for jobs" or in the "electrical hazard zone" with manual tools which, by their nature and ease of withdrawal, do not force the system of interruption of the circulation with Path Locked (EVB).
2. It is considered a manual tool for any utensil that, because of its weight, handling, absence of mechanical fixation to the arms of the track or running on the rails, etc., can be removed from it in a timely manner by the person who manages it.
3. The work is carried out by taking advantage of the train-free time intervals between two successive scheduled circulations, through the route and via the affected route, which guarantee the Circulation Officers of the open and the of the CTC.
3.3.2.2. Conditions of application.
1. It is essential for the performance of these jobs that the stations that delimit the affected path are open.
2. The maximum time to be granted for the carrying out of work in the interval of release for time shall be the one available without movement of trains between two successive scheduled circulations, by the route and route granted.
3. The journey must be free of trains.
4. The system is incompatible with a BTV.
5. The permanent presence of an Enload of jobs or alternatively of a Security Pilot enabled to arrange jobs is essential for the performance of these jobs. This second option is only valid in the case that because of its technological content, the works must be carried out, controlled, directed and supervised by specialized personnel who guarantee the quality and consistency of the same and certify its completion and the conditions under which the track and facilities are left before the movement of trains is restored.
The operating procedure for the Technical Manager of the jobs to communicate to the Safety Pilot the completion of the jobs and the conditions in which the path and facilities are left before the restoration of the Train circulation, must be contemplated in the SGS of the AIs.
6. The Work Officer or Security Pilot, who is entitled to arrange work, must have a means of communication with the Circulation Officer of one of the stations or the CTC in the pit.
7. The Job Manager or Security Pilot enabled to arrange work must have prior authorization from the Circulation Officer of one of the two collaterals or the CTC, who will set the time of the occupation of the track.
8. However, in lines of weak traffic with high saturation operated with single canton lock systems between collateral stations, the release interval may be set for time from the moment of the train pass through the point of carrying out the work up to the scheduled time of departure or passing of the next movement by one of the two side stations on the route concerned.
9. Except in strictly justified cases, the Circulation Officer who authorizes the work may not alter the effective time of the start of the work, nor the Work Enload or Security Pilot enabled to arrange work, the time effective termination.
10. When jobs of a different nature are carried out on the same route or located in remote points, all of them will be considered independent and will have an Enloaded of Jobs or Security Pilot enabled to arrange jobs in each one.
3.3.2.3. Establishment.
1. Request for authorization.
Before you start the work, the Enloaded or Security Pilot enabled to arrange jobs for the same will be in charge of the Circulation Officer of one of the collateral stations or the CTC the following phone:
On a non-banalised double track, the telephone number shall be sent to the station's Circulation Officer who issues the trains in the normal sense of the march through the affected route or to the CTC.
In cases of the scenario defined in point 7 of the art. 3.3.2.2, that telephone call shall be sent to the Circulation Officer of the station issuing the train or to the CTC.
2. Authorization of the work when the side stations of the route are in charge of different Circulation Officers.
The Circulation Manager who receives the L3.2 phone:
a) Dispose the output signals to the requested path by ordering stop.
(b) It shall, where appropriate, require the establishment of the blockade between the two stations for the route and route concerned, or the establishment of routes to the route where the work is carried out.
The Circulation Officers of the stations that limit the work will ensure that the last train that circulated through the route and the affected route has released it, for which the following telephone will be crossed:
Proven the coincidence between the issued and the received, and therefore the release of the corresponding route, the Responsible of Circulation that received the telephone L3.2 will set the deadline for the occupation of the road, that The maximum of the expected time of departure or step of the next circulation by one of the two side stations of the affected route. Then, you will submit to the Job Enload the following phone:
3. Authorization of the work when the side stations of the route are in charge of the same Head of Circulation.
The Circulation Officer who receives the L3.2 phone will verify that the last train that circulated through the route and the affected route has released it. It will act as specified in the previous point, but will only be using the L3.4 phone.
4. In the scenario defined in point 7 of the art. 3.3.2.2, the work load will be reported from the train in progress and will check the passage of the train for the kilometre of performance of the work. You will then request authorization from the Circulation Officer who issued the train using the L3.2 phone including the text
The Circulation Officer who receives it, will send to your collateral the L3.3 phone including the text
to the L3.4 Phone Job Enload.
3.3.2.4. Protection of jobs.
1. The Circulation Officers of the affected stations:
a) They will close the output tokens.
b) Disactivate, where appropriate, the systems of: blocking, automatic training of itineraries, and automatic opening of signals, if they exist.
(c) They shall, where appropriate, activate systems that prevent the establishment of the blocking of their collateral.
They should take full advantage of the facilities and, if they allow, they will be able to establish ML or centralized maneuver by the band of the station that gives access to the route where the works are granted. On the exit signal-free stations, they shall ensure the train stop at the input signal before they authorise their access to the station
2. On paths with track circuits and provided that the work is compatible with the use of short circuit tools, the work load or safety pilot enabled to arrange works, once authorized to perform them, and before start, place the bar or short circuit useful. It shall then verify the effective artificial use of the track circuit by the confirmation of the Circulation Officer or, where this is not possible, by direct observation that the signal protecting the busy canton is in stop indication.
3. On routes lacking track circuits or when the work is not compatible with the use of short circuit tools, the Work Enload or Security Pilot enabled to arrange work, once authorized to perform them, and before You will install portable stop signals (art. 2.1.6.1.) at a minimum distance of 500 metres from the pit, from the headboard from where the trains are normally received, or from both heads of the pit in the case of bathed tracks.
4. In addition, posters of "Silbar Obreros" will be installed prior to the start of the work (art. 2.1.3.13 A), on the adjacent track or tracks that may be affected by those, and in both directions of circulation.
5. In addition, for the protection and monitoring of the work, the specific procedures set out in the AI SGS will be followed.
3.3.2.5. Reset.
1. After the authorized occupation period, and once the personnel and tools of the track have been removed, without intercepting the galibo of the contiguous path, the Enloaded of Work or Safety Pilot enabled to arrange works will remove, if necessary, the Short circuit bar or useful, Silbar cards and portable stop signs. Then, you will be sent to the Circulation Manager the following phone:
2. If, for exceptional reasons, the movement is to be restored before the end of the period of occupation, the Head of the Circulation of the PM's Regulatory Band may give the appropriate instructions to the Circulation Officer. that granted the jobs, who will transmit them to the Job Enloaded or Security Pilot enabled to arrange jobs. It shall proceed as indicated in paragraph 1 and shall communicate to the Circulation Officer the completion of the release interval by time by using the L3.5 telephone.
3. If the time limit for the authorised occupation is completed, the Safety Pilot or Work Officer, who is entitled to work for work, cannot ensure the effective withdrawal of the staff and the elements referred to in point 1. normal of the pit and inform the Circulation Officer, who will consider the route intercepted.
4. In case of failure of the communication between the two, after the end of the period of occupation, the Encharged of Work or Pilot of security enabled to arrange works will order the withdrawal of the staff and the tools. The Head of the Circulation of the station who is required to deliver a train shall make the following call to the Machinist:
5. The Circulation Officer who receives the completion phone will inform the Collateral Station Circulation Officer and the PM's Regulatory Band.
Section 3. Circulation interruption system with Via Locked Delivery
3.3.3.1. Features.
1. It is the system used to carry out work in the "danger zone for jobs" or in the "electrical hazard zone" with tools, machinery or work trains which by their nature cannot be removed from the same in due time by the the person who manages them, which forces the movement of trains to be interrupted by the affected route. It is also used for the circulation of test trains.
2. The works are carried out on a path free of circulations, which the Head of Circulation temporarily puts in charge of the Work or of the tests until their return.
3.3.3.2. Conditions of application.
1. The EVB applies to the work carried out on the journey between two open stations. On lines without CTC the possible intermediate stations must remain closed, and the extreme ones open throughout the application of the EVB.
2. In lines with CTC, your Circulation Officer will not be able to modify itineraries on the intermediate stations affected by the EVB after delivery of the route to the Work or Test Charge.
3. The journey must be free of trains.
4. The Work or Test Officer shall have in the pit or test area, by telephone with the Circulation Officer of one of the collateral stations or the CTC.
5. On lines without CTC, the station's Circulation Officer who grants the EVB must have prior authorization from the Circulation Officer of the PM's Regulatory Band, who will set the track's occupancy time.
6. For each path and path between two open stations affected by an EVB, there will be an Enload of jobs or tests. Double or multiple paths can have a single Job Load, when the start and end points of the EVB are matched on both paths.
7. In the same way, different works may be carried out, with the coordination and coordination carried out by the same work agent to which the EVB was granted, respecting the time of commencement and completion granted.
8. In EVB where work is carried out without work trains, both the Circulation Officers and the Work Entrators shall be protected in accordance with the provisions of the Article. 3.3.2.4 of this Regulation.
3.3.3.3. Establishment.
1. EVB request.
The Work or Test Manager will be in charge of the Circulation Officer of one of the two collateral stations or the CTC, the following telephone:
A telephone for each of the paths will be in double or multiple track, even if the jobs are in charge of a single Job or Test Charge and the start and end points of the EVB are matched.
2. Concession of EVB when the side stations of the route are in charge of the same Circulation Officer.
The Circulation Officer who receives the L3.7 telephone will verify that the last train that circulated through the route and the affected route has released it. You will then be sent to the Job or Test Enload with the following phone:
3. Concession of EVB when the side stations of the route are in charge of different Circulation Officers.
The Circulation Officer who receives the L3.7 phone will be sent to the following collateral:
The Circulation Manager who receives the previous phone will answer the following:
Once you receive this phone, you will check the match with the issued and therefore the release of the corresponding path. The Circulation Officer who received the L3.7 phone will answer the Job Charge or test with the L3.8 phone.
4. Managing the EVB
From the grant of the EVB, the Work or Test Charge will have the route or commutes to your office.
3.3.3.4. Circulation requirements.
1. The trains of works or tests which circulate under the EVB may be dispatched from any of the two stations which limit the journey, in the normal sense or to the contract. They will be able to make stops, and go back to full track.
2. On lines with CTC, trains of works or tests may depart at any of the stations on the route. On lines without CTC they will only be able to do so at the stations that limit it.
3. To proceed to the dispatch or section of a train of works or tests at a station:
-The Charge of the same will request verbal authorization from the Circulation Manager of the station to perform the movements of input or output of material. It must clearly indicate the routes of origin and destination of the train. In mixed-width lines, you must also specify the width in which it circulates.
-The Circulation Officer of the CTC or the station, will establish the requested itinerary and if possible will make use of the opening of the signal with the indication of authorized rebase. Otherwise you will authorize the rebase of the same to the Machinist.
4. For the departure and entry of the work trains to/from the affected route, the order of the exit/entry signal or the authorisation of the rebase of the Circulation Officer to the Machinist shall be sufficient in cases where his/her/her/her/her/her/her/her/her/her/her/her/her/her/her/her/her/ opening.
5. The Head of Circulation, during the application of the EVB shall comply with the following requirements:
a) At stations, you will keep the input and output signals closed to and from the affected paths.
(b) Where it is necessary to establish an itinerary in the route of route granted for the work, the opening of the signals for the entry or exit of the stations shall be carried out exclusively with the indication of Authorized Rebase and, if This is not possible, your rebase will be authorized.
(c) Where the needs of the work require repeatedly to exceed a pre-advanced or advanced signal not provided with the letter "P", the Circulation Officer may authorise the Machinist to be rebase as many times as he considers it to be. required during EVB.
d) In the case of tests, the Slogans edited by the AI may determine the indications of the fixed signals in each case for the necessary realization of the same.
6. The Job or Test Manager, during the application of the EVB:
(a) Coordinate with the Circulation Officer the dispatch of the trains to or from the affected route and their possible paragraph.
b) It shall be responsible for giving instructions to the Machinist regarding the operations to be performed, stops, forward or backward movements and circulation conditions in the EVB.
c) Coordinate the shutdown operations of the PN served, at step foot.
7. The Machinist, during the application of the EVB:
a) It shall be in accordance with the instructions of the Circulation Officer on the basis of the different signals from the intermediate.
b) The instructions in the Work-in-Charge or Test on the operations to be performed, stops, forward or backward movements, and circulation conditions in the EVB shall be attached.
c) Respect the order of all tokens, except for intermediate signals on BA lines and those of the PCA on BSL and BCA lines that will be considered non-existent. For testing, you will be in charge of the corresponding Slogan and the instructions in the Test Charge.
(d) For testing with vehicles equipped with cabin signalling equipment, the vehicle shall be disconnected, unless otherwise specified in the relevant Test slogan.
3.3.3.5. Reset.
1. After the expiry of the period of authorized occupation, the staff, equipment and tools of the route and guaranteed the section of the intervinlient trains shall be removed, the work or evidence shall, where appropriate, remove the elements of protection of the works. Next, you will be in charge of the Circulation of the station or the CTC that granted the EVB, the following telephone:
2. When the side stations of the route are in charge of the same Circulation Officer, the latter will consider the EVB to be deleted after receiving the L3.11 telephone.
3. Where the side stations of the route are responsible for different Circulation Officers, the Circulation Officer who receives the L3.11 telephone shall take the following:
The Collateral Station Circulation Officer who receives the previous phone will answer the following:
3.3.3.6. Cancelling an EVB request.
1. Once the EVB has been granted, it may be cancelled by the Work Officer, after checking that none of the trains have accessed the track and that the work has not begun. To do so, you will be sent to the Circulation Officer by phone:
2. When the side stations of the route are in charge of the same Circulation Officer, the latter shall consider the EVB to be deleted after the telephone L3.14 has been received.
3. Where the collateral stations are in charge of different Circulation Officers, the provisions of paragraph 3 of the previous Article shall be replaced by the replacement of the word 'finalisation' with 'cancellation' in the telephone L3.12 and L3.13.
Section 4. Jobs on Station
3.3.4.1. Definition.
Station jobs are considered to be performed between the input tokens of the same and can therefore be protected by local devices.
3.3.4.2. Conditions of application.
The Work Manager must have prior authorization from its Circulation Officer. Additionally, when the works affect the traffic lanes, they will require the compliance of the Circulation Officer of the PM Regulation Band.
3.3.4.3. Establishment.
1. Request for authorization.
Before you start the jobs, the Enloaded of the jobs will be in the station's Circulation Manager the following phone:
2. Authorization of the jobs.
The Circulation Officer who receives the L3.15 telephone will set the deadline for the occupation of the road, and if nothing is opposed, he will submit the following telephone to the Encharged Job:
1 Specify in cases where appropriate, appliances or installations that are the object of the work.
3.3.4.4. Protection of jobs.
1. The Circulation Officer.
(a) Use the interlock control to protect the track from the work of the internal invasion of any circulation by applying measures such as closing of signals, immobilization of the needles in the position that prevent access to the affected path, token lock, target lock, etc.
(b) When the above is not possible, warning signs shall be placed on the control and manoeuvring devices.
2. The Job Manager:
a) In tracks with track circuits and provided that the work is compatible with the use of short circuit tools, the Work Manager, once authorized to perform them, and before the start, will place the bar or useful Short circuit. The effective artificial occupation of the track circuit must then be verified by the confirmation of the Circulation Officer or, where not possible, by direct observation that the signal protecting the occupied track is in indication stop.
(b) On tracks without track circuits or when the work is not compatible with the use of short circuit tools, the Work Enload, once authorized to perform them, and prior to its start, will install signals Stop laptops (art. 2.1.6.1) on the axis of the track and on both sides, even when the needles may be oriented in the appropriate position.
3.3.4.5. Reset.
1. After the period of authorized occupation and removed the personnel, equipment and tools of the road, the Encharged of the works will remove the elements of protection of the works. Then, you will be sent to the Circulation Manager the following phone:
2. Where an EVB is established in accordance with Article 3.3.3.3. on a journey which includes a route of the station, the re-establishment shall be carried out as referred to in Article 3.3.3.5, that is to say, this Article shall not apply to This path.
Section 5. Jobs in security installations
3.3.5.1. Classification and regulation.
According to their greater or lesser impact on circulation, they are classified into:
-1. Category: Group the work of establishing, modifying or deleting security installations and large conservation works.
They will always be regulated by the Aslogan of the AI.
-2. Category: Group the scheduled maintenance or breakdown repair jobs.
Your regulation is defined in the following items.
In both categories, the jobs must always be authorized by the PM's Regulatory Band Circulation Officer.
3.3.5.2. Establishment.
1. Before starting the work of 2. Category, the Charge of the same will request authorization from the Circulation Officer who has the installation, taking the phone L3.15.
2. The Circulation Officer who receives the L3.15 telephone will set the deadline for the completion of the work, and if nothing is opposed, he will be sent to the Encharged of the same by phone L3.16.
3. Once the work has been authorised, the Circulation Officer who is in charge of the installation and that of the Regulation Band of the PM shall consider the signs, needles and other affected devices out of service.
3.3.5.3. Use of installations affected by jobs.
When for the needs of the service, for the circulation of a train or maneuver, it is necessary to use any of the facilities or devices temporarily out of service, it shall proceed as follows:
1. The Circulation Officer who is in charge of the installation will take the following telephone to the Job Manager:
For the establishment of mixed-gauge itineraries, the Circulation Officer shall specify in the application the width in which the train circulates.
2. The person responsible for the work, after receiving the previous telephone, shall take the necessary measures to ensure the requested itinerary, by prescribing to the person responsible for the circulation the installation, the measures he considers necessary to impose on the circulation (speed reduction, authorization of signal rebase, stop before the needle, etc.).
In any case, the Job Manager will be responsible for the appropriate position of the installations or devices, with the following telephone:
In mixed-width lines, the Jobs Charge will also indicate the width for which the itinerary is set.
3.3.5.4. Reset.
Finishing the works, the Chargé of the same will communicate it to the Responsible of Circulation that has to his position the installation, taking the following telephone:
Section 6. Job trains
3.3.6.1. Composition.
1. The work trains shall comply with the requirements of this Regulation as regards their composition, braking, signals and cargoes.
2. When circulating under an EVB, they may be split at the discretion of the Work-Enladen, provided that the immobility of the separate motor vehicle cuts is ensured.
3. On journeys with a decliveness greater than 10 mm/m, the motor vehicle on the side of the possible drift shall be positioned whenever possible. Except where the train carries automatic brake on the whole composition. This precaution shall also be taken in case of fractionation, with the cut being hooked to the motor vehicle.
Section 7. Testing
3.3.7.1. Test trains.
1. The test trains shall operate on the basis of an EVB provided that their circulation requires special requirements with regard to the normal train operating conditions in the affected section.
2. Its circulation shall be regulated by the AAI's slogan, indicating the special requirements to be met, if any, and the test-load shall be designated.
3. In addition, the special circulation requirements must be contained in their "provisional authorisation of movement". Its circulation by line or route other than the one regulated in the Test slogan, shall be done according to the gear created for this purpose.
CHAPTER 4
Traction of trains
Section 1. Traction
3.4.1.1. Motor vehicles.
1. The movement authorisations for motor vehicles shall specify the categories of lines by which they may be used, which shall be the function of the linear axis and linear metre mass which enables the infrastructure and the technical characteristics of the vehicle. vehicle.
2. The number of locomotives in the composition will depend on their technical characteristics, and on the operating conditions established by the RU, as specified in their Circulation Authorizations.
3. The AI will make known to the EF and its Machinists, through the Book of Routes, the restrictions imposed on the circulation in certain lines and sections.
When speed restrictions are imposed for certain types of locomotives at the passage through metal vanes, they are understood to affect all of them, whatever their light, whether they circulate in the head or elsewhere. of the composition.
The restriction of circular with simple traction implies the prohibition of circulating two locomotives together, but not of circular one in the head and another in another place of the composition.
3.4.1.2. Multiple control and reversible trains.
The multiple-command circulation, in the case of automotive, does not entail any speed limitation, except for those that are established in its Circulation Authorizations. In the case of locomotives, the speed is limited to 200 km/h.
The movement with reversible trains does not entail any speed limitation, except for those set out in its Circulation Authorisations.
3.4.1.3. Multiple traction.
1. Trains with multiple traction shall not exceed the speed of 140 km/h provided that:
(a) The operator holding the head cabin has automatic brake on the entire composition.
(b) The motor vehicle (locomotive or motor vehicle) governed by the second Machinist, has an actionable traction cutting device when the head vehicle performs a service braking.
c) Exist direct communication between the Head and Queue Machinist.
When any of the above conditions are not met, the speed shall not exceed 80 km/h.
2. Trains with double traction per tail shall not exceed the speed of 80 km/h provided that:
(a) The operator holding the head cabin has automatic brake on the entire composition.
(b) The motor vehicle (locomotive or motor vehicle) governed by the second Machinist has an actionable traction cutting device when the head vehicle performs a service braking.
c) Exist direct communication between the Head and Queue Machinist.
When any of the above conditions are not met, the speed shall not exceed 60 km/h.
3.4.1.4. Trains pushed.
1. Do not exceed the speed of 100 km/h, provided that:
(a) The driver of the gear shall occupy the head cabin in the direction of movement and shall have a large luminous intensity and light.
(b) The machine running the gear has automatic brake control over the entire composition.
(c) The motor vehicle has a traction-cutting device when the driver is made to run a service braking.
d) Exist direct communication between the Machinist running the march and the driving locomotive.
2. Where one of the above conditions is not met, the speed shall not exceed 20 km/h.
3. On journeys with PN, trains may be moved only if the conditions set out in point 1 are met.
3.4.1.5. Dual-traction motor vehicles.
1. Conditions of movement.
In general, dual-drive vehicles will circulate in electric mode whenever possible. The traction mode to be used for each stretch and the points planned for the planned change in mode will be defined in the "Machine's Itineraries Book".
The mode change will be performed as indicated in your Driving Manual. The switch from diesel to electric traction may not be carried out in: neutral areas, air needles, sectionators and section insulators.
2. Unplanned change of the intended traction mode on electrified lines.
The Head of Circulation of the PM Regulation Band, weighting the circumstances (work granted, stress cut, parking path, incidents or sections in degraded situation of circulation, etc.), and By informing the RU, it may order by notification a change in the unplanned traction mode of a dual vehicle.
Also, when the RU requires the change of the intended traction mode in a stretch, it will inform the AI and request authorization from the PM's Regulatory Band Circulation Officer, who weights the circumstances, authorize or deny the change.
When the engine vehicle fails, it is not possible to circulate in the intended mode of traction, the operator shall inform the Circulation Officer and request the change of the traction mode.
The Circulation Officer, weighting the circumstances, will notify the Machinist by authorizing or denying the change.
The Machinist on its own initiative, will not start the service with a different mode than the scheduled one until it has obtained the appropriate authorization.
Section 2. Motor Vehicle Trailer
3.4.2.1. Locomotive trailer.
1. The trailer of a locomotive shall be carried out in accordance with its Driving Manual.
2. Freight trains may tow one or more locomotives. Its place in the composition will be as indicated in its Driving Manuals and the characteristics of the infrastructure.
3. Passenger trains may only tow a locomotive, in the head or in the tail of the composition, at a maximum speed of 160 km/h.
4. In compositions consisting exclusively of locomotives, the maximum length shall be 200 m and the maximum speed 120 km/h.
5. When coupling and with the vehicles under circular conditions, the driver shall communicate to the Circulation Officer the maximum speed of movement or any other significant circumstance which may affect the adjustment of the vehicle. traffic and was not contemplated in the "Machinist's Itineraries Book".
3.4.2.2. Automotive trailer.
1. The trailer of an automotive by another of the same series, or of a compatible series, is only subject to the limitations contemplated in its Driving Manuals.
2. The trailer of an engine made by another of a different non-compatible series, or by a locomotive, shall only be possible when both are fitted with compatible mechanical couplings and tyres. This means that it is possible to brake the entire composition from the relief vehicle.
When the vehicle has a useful pneumatic brake and a relief coupling to enable it to be attached to the locomotive's brake semi-coupling, its circulation shall be normal without exceeding the maximum speeds for which it has sufficient braking rate, in accordance with the limitations set out in the driving manuals.
3. The EF, through the Driver's Itineraries Book and the Driving Manuals, will make known the requirements that must be met in order to carry out the trailer: limitations for each series of locomotives, maximum speeds, etc.
4. Exceptionally, if the entire pneumatic brake of the vehicle is out of service, it may be towed with two motor vehicles, one in the head and one in the tail, with a maximum speed of 50 km/h.
5. When coupling and with the vehicles under circular conditions, the driver shall communicate to the Circulation Officer the maximum speed of movement or any other significant circumstance which may affect the adjustment of the vehicle. traffic and was not contemplated in the "Machinist's Itineraries Book".
CHAPTER 5
Maneuvers
Section 1. Scope
3.5.1.1 Scope.
This chapter applies exclusively to manoeuvres that are carried out in: a) train paths, or b) on itineraries established on these.
The manoeuvres to be performed in: (a) isolated areas of stations, (b) particular terminals or derivations, without direct access to the routes of movement, or (c) on routes not established on these are excluded.
The EF and, where applicable, the AIs, shall develop in their respective SGS the rules of internal character and the procedures that regulate the execution of maneuvers in the areas referred to in the preceding paragraph.
Section 2. Address and Realization
3.5.2.1. Direction of the maneuvers.
The direction of the maneuvers corresponds to the Circulation Officer in charge of the station. To do this you must:
1. Authorize the start and suspension of the same.
2. Instruct the staff to perform them on their intended purpose, and the time and place to be performed, as well as ensure compliance.
3. If they are affected, communicate to the staff to be carried out: (a) the movements of trains and other authorised manoeuvres, especially in the case of singular manoeuvres, and (b) the carrying out of work on or in the vicinity.
4. Coordinate the movements of the maneuvers taking place simultaneously in more than one area of the station.
5. To witness, whenever possible, manoeuvres with vehicles occupied by passengers.
6. Check that the signals guarantee the compatibility of the maneuver with any other existing train movement.
7. Authorise, if necessary, the rebase of the protected zone of manoeuvres.
8. Authorise the parking of material in traffic lanes, requesting compliance with the Circulation Officer of the PM's Regulatory Band and taking the necessary measures to ensure their immobilization.
3.5.2.2. Performance of the maneuvers.
Conducting maneuvers involves applying the instructions given by the person responsible for directing them, with sufficient guarantees for their execution safely.
In general, the maneuvers will be performed with the automatic brake connected and in service.
1. The personnel performing the manoeuvres shall comply with the following requirements:
a) Before starting the movement, you will inform the Machinist of the operations to be carried out, warning you, when necessary, of the particularities of the equipment of road and the installations.
b) Check that the track and signal devices ensure that other trains or manoeuvres cannot intercept the intended route, monitoring the itinerary to travel and transmitting the necessary signals to the Machinist.
c) Ensure that the piquettes of the reconcias are free and that the needles, devices of protection of the PN, fixed calces, plates, and other devices affected by the itinerary, are arranged in the appropriate position.
d) Remove the calces that might prevent movement.
e) Placing the semi-couplings without service to their media.
f) During the maneuvers, the personnel who perform them will be placed in the most appropriate position to monitor the itinerary to travel and transmit the necessary signals or orders to the Machinist. When the manoeuvres are carried out, the signals must be transmitted repeatedly, even if the manoeuvres are centralised.
g) In manoeuvres that are carried out by pushing on rough or busy routes, especially in the case of vehicles occupied by persons, the personnel who will carry out the orders to secure the arrest 15 m before the end. Once the arrest has been made, to travel this distance, the Machinist will be given the order to "push slowly", reporting the approximate meters that are missing to the end point.
2. It is up to the Machinist to meet the following requirements:
a) Perform movements with maneuvers.
b) Stay continuously attentive to the signals presented to you during the maneuvers. To do this, you must occupy the first cabin in the direction of the movement, or the one, which, due to the characteristics of the maneuver, gives you greater visibility.
c) Gently effect the movements of joining vehicles, of approximation to rough and of making cuts of stationary equipment, especially when handling vehicles occupied by persons, stopping 15 m before at least.
d) In the maneuvers, immediate arrest shall be made as soon as the radio communication or the signals submitted by the personnel performing them are no longer perceived.
e) Even if the fixed signals so permit, no movement shall start without being ordered by the personnel performing the maneuver, except in the cases foreseen for the centralised manoeuvres.
3.5.2.3. Communications in the maneuvers.
1. Only the personnel performing the maneuver are authorized to give orders or clarifications to the Machinist. It is excepted the stop order that all staff can present.
2. For communication between the manoeuvring staff, wireless communications shall be used preferably.
3. The Machinist does not require the authorization of the Circulation Officer of the PM Regulation Band to change the mode of radio-telephony, when the motor vehicle is used in the performance of the maneuvers.
4. Before starting the movements, the personnel performing the maneuver will indicate to the Machinist the terms used to identify each other, such as: "Maniworks put _____", " Locomotive No. _____ "," locomotive train _____ ", as well as the identification of the recipient.
5. During the manoeuvre, when necessary, the continuation of the movement or its amplitude shall be indicated. In the movements that are made by pushing, the personnel performing the maneuver will maintain a communication as continuous as possible, avoiding long periods without transmitting. In the pull-together movements, the "push slowly" order will be supplemented by the indication of the distance between the cuts.
6. When the staff performing the maneuver stops transmitting on a continuous basis, the driver must stop and ask for instructions, with the whistle blowing the special attention signal, if it is not possible to communicate on another medium.
7. The radio apparatus shall always be in the 'receiving' position, except for the time strictly necessary to transmit.
8. At critical times where a permanent communication is to be ensured, the message shall be continuously repeated for a possible interruption of the transmission.
9. In cases where the complexity or dimension of a station so requires, the rules of this Article may be supplemented by specific AAI slogans in which the allocation of radio-telephony channels in C-mode is regulated. Interfere with conversations that are held concurrently.
3.5.2.4. Centralised manoeuvres.
Centralized maneuvers are those in which the itineraries corresponding to the movements to be carried out are established from a central position (station or CTC) governed by the Responsible for Circulation, and are authorized by fixed signals.
1. At stations equipped with centralised manoeuvres, movements may be carried out without the need for order, or for the monitoring of the personnel performing the manoeuvre, where the following conditions are met:
a) The Machinist is informed that this is a centralized maneuver, as well as the operations and movements to be performed.
(b) It is a movement of manoeuvres with a route interlocked and authorised by a fixed signal. No information about the itineraries, nor the orders of the signals, will be advanced to prevent unauthorized movements.
(c) The driver may be able to perceive the indication of the signals and the part of the way to be taken, especially if the movement is pushing or, if not, the way to proceed is expressly stated.
2. In stations with CTC, only manoeuvres shall be performed when authorized by the CTC Circulation Officer by means of the devices to the effect. Before it is started, it shall indicate to the staff responsible for the operations to be carried out.
3. Once the manoeuvres have been completed, the personnel who have performed the manoeuvres will normalise the affected devices by communicating it to the CTC Circulation Officer to withdraw the authorisation.
4. The Circulation Officers of the stations that have taken the ML shall specify the authorization of the CTC Circulation Officer to perform maneuvers that affect the route at MC.
3.5.2.5. Immobilization of the material.
1. The separate material cuts of the locomotive shall always be immobilized by the automatic brake. In addition, the immobility must be secured by tightening the parking brakes or by means of the following cases:
a) If the parking time exceeds 120 minutes.
b) If the material cut does not have automatic brakes in service in sufficient proportion to secure it.
2. The material deposited in railway stations will be hooked up to form cuts. In addition, it will be taken into account that:
(a) In all stations the EF shall ensure that trains or cuts of material are immobilized with drift-off calces on the extreme wheels, whatever the decliveness of the tracks, provided that the train or the cuts of material will remain paragraphs for longer than 120 minutes.
(b) Locomotives, railcars, track-machines and similar vehicles shall be assured of their immobility with the service brakes and tight parking, the control controls interlocked and the doors of the cabins closed. with key. The placement of calces in motor vehicles or unique characteristics shall be carried out on the wheels where it is most effective.
3.5.2.6. Information about quiesce.
In the SGS of the EF and the AIs for their internal service trains, procedures shall be established to ensure the transfer of information on the tight parking brakes, the calces used and their location, among the staff that ensures the immobility of the material and the one that operates it later.
Section 3. Manoeuvres in traffic lanes
3.5.3.1. Prescriptions for manoeuvres.
1. The protected zone for the conduct of maneuvers at the stations is limited, as the case may be, by:
a) The input signal or maneuver limit cap
b) The first needle, at stations without input signal.
2. In non-banalised double-track stations, the manoeuvres shall be carried out by the exit route and may reach up to a point located approximately 200 m before the advanced signal of the other route.
If they are exceptionally performed by the input path, the maneuvering protected zone is limited by the input signal of that path or boundary.
3. Where it is exceptionally necessary to manoeuvre outside the protected zone of manoeuvres, the Circulation Officer shall proceed as follows:
a) In case of CTC, you will check that no train is being circulated to your station by the way the maneuver is to be performed.
(b) On BT, when it is handled by the entry route, it shall not grant the track to any train, until the manoeuvre has returned to the protected area of manoeuvres.
c) In the remaining locks without CTC, if you have to maneuver through the input path, and the interlock does not guarantee the train stop at the advanced signal, the following telephone will be sent to the collateral:
L3.21
IMAGE 132
The Circulation Officer who receives the previous phone, if nothing is opposed, will close the exit signal by its normal route of dispatch and answer the following:
Once received this telephone, if applicable, will authorize the departure of the maneuver of the protected zone. Upon his return he will be sent to his collateral by telephone:
These calls will be recorded in the corresponding Phone Book.
These same phone calls will be placed between stations side-by-side Circulation in ML or CTC.
(d) In blockages without CTC which require the dispatch of trains to be authorised to the collateral station, when handling by the means of entry, the dispatch shall be avoided by means of the devices, either by denying or preventing it. The return of the manoeuvre to the protected area shall be normalised by the procedure for the dispatch of trains.
e) In case of EVB the output of the maneuver of the protected zone by the input signal, recoil signal or first needle, as the case may be, shall not be permitted.
However, if strictly necessary, the maneuver will be pre-arranged with the ET.
f) In single-track lines with CTC, the Circulation Officer of the same shall not authorize the departure of any train from the collateral station, as long as the maneuver is outside the protected zone of maneuvers.
4. Once fulfilled, as the case may be, the above prescriptions, will authorize the Machinist to leave and return from the protected zone of maneuvers, as indicated in this Regulation for the rebase of a signal ordering stop.
5. Where manoeuvres are carried out on a track where a train which has not arrived at the immediate station is circulating, the Circulation Officer shall inform the staff that they are making them.
3.5.3.2. Paragraph and suspension of manoeuvres.
1. The entrance, exit and passage of the trains will take precedence over the holding of maneuvers. The manoeuvres will be removed and suspended in advance so as not to delay the trains.
2. Exceptionally, for justified reasons, the PM's Regulatory Band Circulation Officer may prioritize the performance of some maneuver on the movement of trains.
3.5.3.3. Moves to full path dependencies.
1. Movements to bring or bring material to full-path dependencies with no sign of protection shall be regulated by the AAI's slogan, which shall contain the conditions of movement and blocking.
2. Movements that are made to full-track dependencies provided with a protection signal shall be considered as those of a train.
Section 4. Singular manoeuvres
3.5.4.1. Concept and types.
They are those that, by their execution, purpose or material with which they are executed, differ from the rest, and make it necessary to establish specific conditions for their realization. They have this consideration:
a) Maniworks pushing with vehicles occupied by travelers.
b) Maniworks for the coupling of self-propelled passengers occupied by travellers.
c) Maniworks of passage by width changers.
3.5.4.2. Maneuvers pushing with vehicles occupied by travelers.
They have this consideration to be done with the trains in commercial service with passengers on board. In addition to the general requirements affecting you, the following shall be fulfilled:
-During movement, the vehicle access doors will remain closed.
-Before starting the movement, notices will be issued for public address on the inside of the train and at the station, warning of the maneuver to the travelers.
-In the case of pushed manoeuvres, the manoeuvring personnel shall be permanently maintained by the headvehicle.
3.5.4.3. Manoeuvres for coupling of self-propelled trains occupied with passengers.
In addition to the general prescriptions that affect you, the following will be met:
(a) The coupling shall be carried out in accordance with the provisions of the driving vehicles of the vehicles concerned.
(b) The manoeuvre shall be carried out on track with platform, except for special situations (in full track, vehicle breakdowns, inclement weather, etc.)
c) During the movement, the doors of the vehicles shall remain closed.
d) Before starting the movement, notices will be issued by public address, inside the train and at the station, warning of the maneuver to the travelers.
e) The coupling manoeuvre shall be carried out at an approximate speed of 3 km/h.
3.5.4.4. Step maneuvers by width changers.
The AI will establish by specific slogan for each installation, its features, capabilities and operating procedures.
Depending on the type of vehicles used by each installation:
(a) The step maneuver with self-driving vehicles shall be performed in accordance with the provisions of the Driving Manual.
(b) The manoeuvring of towed vehicles shall be carried out in accordance with the provisions of the AAI.
CHAPTER 6
Incidents in circulation and traction
Section 1. Incidents in the circulation
3.6.1.1. Train fractionation.
1. It is understood by fractionation of a train the uncontrolled cut of the train during the march. In this case each part is stopped by the automatic brake action.
2. The operator shall inform the Circulation Officer of the fractionation. After checking that there are no impediments to the first-party rollback, you can do so to join the second. To this end, the operator shall take the necessary security measures.
3. If not, the Machinist shall continue the march to the immediate open station by communicating it to the CTC Circulation Officer, the PM's Regulatory Band, or the immediate radio-telephony station, or if this is not possible, by the telephone of the input signal. If this communication is not possible, you will enter the alarm signal and stop to account for what happened to the Circulation Officer.
3.6.1.2. Material escape.
1. The uncontrolled movement of one or more railway vehicles by action of the decliveness, wind or thrust of other railway vehicles is defined as material escape.
2. The staff who are aware of the escape will immediately notify the collateral stations and the PM by adopting the maximum speed, the security measures at their fingertips according to the circumstances.
3. The measures necessary to avoid an accident or to minimise its consequences shall be urgently provided by the PM and the relevant Circulation Responsible.
4. Where detention by other means cannot be ensured, it shall be sought to route it to a train-free itinerary and even cause its derailment, if this prevents further damage.
5. When the arrest is established in the middle of the escaped material, it shall be withdrawn in accordance with the requirements of the dispatch of the means of relief.
3.6.1.3. Route interception.
1. Where there are indications that a track or track may be intercepted, the movement shall be suspended for the affected sections, with recognition without loss of time.
2. The Head of the Circulation of the PM Regulation Band, the CTC, or failing that of the station, in coordination with the technical infrastructure staff, will determine how to perform this recognition and other necessary actions, as well as the subsequent resumption of the service.
3. When a train is used to perform the recognition, the driver shall be notified of the reason for the train, where it must be started and precise conditions of movement.
4. In lines suitable for the movement of trains of several widths, if the interception does not affect the movement of trains of a certain width, the Head of Circulation of the Regulation Band of the PM may determine the resumption of the movement for the trains of the width which is capable of being found.
3.6.1.4. Protection of intercepted points.
1. Emergency protection.
Your goal is to make any circulation that is directed toward the intercepted point stop before you reach it.
There are two fundamental ways to achieve this goal:
a) Make the stop signal from the path.
b) Inform the Machinist, by any means, of the need to stop in time.
Therefore, the way to act will depend on the circumstances, although it will always be critical how quickly the train is acting in relation to the train that is closest to the place of danger.
To materialize emergency protection you can act on any of the following possibilities:
a) Using the radio-telephony.
b) Actioning the devices to this end in a driving cab.
c) Putting the fixed signals or screens of BCA and ERTMS in stop indication.
d) If track circuits exist, using the short-circuit bar or useful.
e) Presenting the stop-by-hand signal to the oncoming train or trains, if possible at the distance of 1,500 m.
f) Making the alarm signal, especially on double or multiple track paths.
The circulation will be suspended by the path or paths where an intercepted point exists.
2. Normal protection.
Normal protection will consist of the placement of portable signals stopping at 500 m from the danger point, in its vicinity or using short circuit devices, as the case may be. When the portable stop signal is not presented by personnel, it shall be placed on the track axis.
3.6.1.5. Action in case of interception.
1. In the case of obstacles affecting the track or gauge, or the deformation or interception of the infrastructure:
Emergency protection will be applied on the affected paths.
2. For trains or material cuts stopped in full track:
In lines with track circuits, emergency protection will be applied, from behind, when they are completely derailed.
3. In trains or cuts of material that invade the gauge of the adjacent track, in double or multiple track lines:
Emergency protection will be applied on the contiguous path or paths and others affected.
4. Once the movement of trains has been suspended by the route or routes intercepted, there shall be no need for any kind of protection. However, the CTC Circulation Officer or the Regulatory Band may, in the light of the circumstances of the case, have the protection that you consider.
3.6.1.6. Urgent cutting of voltage in catenary.
1. On electrified lines, the supply of electrical power to the catenary shall be rapidly interrupted in the event of imminent danger, when requested by the Machinist, or the PM deems necessary.
2. The following data shall be provided for the urgent stress cut:
a) The path or station and path for which the cut is requested. The affected route or routes shall be clearly identified using the expressions I, II, etc.
b) Reason.
3. It should be noted that, in certain cases, the immediate cutting of power supply to the catenary may increase the risk (e.g. fire of a train inside a tunnel or in the vicinity of the track, etc.).
4. Where it is verified that the cause of origin and the risk has disappeared, the supply of energy to the catenary shall be re-established, in accordance with the procedures governing the work on electrified lines.
Section 2. Backspace of trains
3.6.2.1. Application criteria.
1. As a general rule, no train will be able to go back on the initiative of the Machinist, except in the following cases:
a) Backstep of the first part of a split train to join the second, when it is stopped.
(b) When trains or persons on board are in the face of imminent danger (fire or risk of suffocation inside a tunnel, flooding through a large avenue of water, landslides, landslides, etc.), the Machinist may backtrack the precise space to avoid danger.
2. The step-back will be done with the utmost caution and at a very low speed, after immediate communication to the Circulation Officer of the PM's Regulatory Band.
3.6.2.2. Recoil request and order.
1. Where it is necessary for a train stopped in full track to go back to the previous station, the operator shall request authorization by telephone:
2. Upon receipt of the request, the Circulation Officer shall close the exit signs to the train-occupied track and request the compliance of the Circulation Officer of the PM's Regulatory Band. You will check that there is no train running below that you have requested the backhaul, no authorized maneuver, no work granted, or that these have been set aside.
In addition, if the radio-telephony is to be used, the Circulation Officer of the PM's Regulatory Band will act as an intermediary. You will inform your collateral of the backspace authorization.
3. Only the Circulation Officer of the station to which the train is to be directed in his/her backhaul or the CTC's Circulation Officer, as the case may be, are empowered to authorize it. After the above checks, the machine will be sent by telephone:
4. The driver may be ordered from a stopped train to go back to the previous station, without prior application on his part. The order will be given by the Circulation Officer of the station to which you are going to go back or by the Circulation Officer of the CTC, by phone L3.25.
5. Once the train to which the recoil was authorized or ordered has been carried out, the Circulation Officer of the corresponding station shall inform his collateral.
3.6.2.3. Circulation requirements.
1. The movement in the backhaul path shall be considered to be non-existent the intermediate locking signals and the PCA.
2. For the input to the stations, it shall be in accordance with the advanced signal, unless it is ordered to stop, in which case it shall proceed as if it gave the indication of the stop announcement and shall respect the indication of the input signal. In non-banalized double-track it will be done according to the requirements of the circulation to contract.
3. In the case of retrogression of conventional trains, if the driver of the gear is unable to perceive the indication of the signals from the driving cab, the authorisation shall also include the authorisation of the reverse authorisation. parking at the station.
4. The retrogression of a conventional train pushed into a stretch where there are automatic PNs shall be prohibited, except in the case where it is possible to place the infrastructure in the head in the direction of the movement, which ensures the arrest of the train to the PN without exceeding it, if it were unprotected.
5. Until the train that was authorized or ordered to go back is not located at the station, no movement of trains will be authorized to the affected route, unless the setback is unnecessary and the Machinist is authorized to continue the train.
3.6.2.4. Cancellation of the request or recoil order.
1. In order for the train to which it was authorized or ordered to recoil can continue the march to the next station, because the causes that motivated it will disappear, it will be necessary for the Machinist to enter in communication with the Responsible of Circulation that authorized or ordered the recoil, to request the rollback of the recoil and to authorize the resumption of the march by the following telephone:
2. The Head of the Circulation who receives the telephone (is the one who issued the train), must request the compliance of the Circulation Officer of the Band of Regulation of the PM and will request to his collateral the authorization of resumption of march through the phone.
3. The Head of Circulation to which the train is to be directed, if there is no authorised manoeuvre, no work or work has been done or has not been taken away, or causes it to be prevented, shall reply to its collateral as appropriate:
When the above requirements are not met, you will answer:
In addition, if the radiotelephony is to be used, the Circulation Manager of the PM Regulation Band will do the intermediary using the L3.25 phone.
4. The Circulation Officer who authorized or ordered the recoil, received by telephone L3.28, will authorize the Machinist by telephone:
5. Received this telephone, the Machinist shall consider the authorization or recoil order to be cancelled, and resume the march under the conditions to the immediate station.
6. When you arrive at the following station, the Circulation Officer will communicate the cancellation of the rollback to your collateral by telephone:
Section 3. Rescue of trains
3.6.3.1. Request for relief.
1. The driver of a train stopped in full path who has to apply for relief, in the event of a breakdown or accident that prevents the march from continuing, will be called:
2. If this telephone call is issued, the driver cannot resume the operation until he is expressly authorized by one of the Circulation Officers of the collateral stations or the CTC.
3. The Circulation Officer who receives the request for relief shall not issue trains on the affected route. In addition, it will inform the Circulation Officer of the PM's Regulatory Band and transmit the next phone to the collateral station.
4. The driver, when ordered by the Head of Circulation of the PM Regulation Band, for imprecision on the location of the train stop point, due to lack of visibility or abnormality in the train signals, will place stop signs Hand in the vicinity of the same by the side where you expect the means of relief.
3.6.3.2. Management of the means of relief.
1. It shall be done in accordance with the instructions of the Circulation Officer of the PM's Regulatory Band, by any of the collateral stations to the place of detention or both, in normal sense or to contract.
2. In order to identify the position of the train, it shall be used as a reference point where the head is located, and depending on its length and the ascending or descending direction of the kilometre, the tail shall be obtained from its tail. If the radiotelephony is to be used, the Circulation Manager of the PM Regulation Band shall act as an intermediary.
3. Where it is not possible to communicate with the Machinist and if the circumstances advise, the Head of Circulation of the PM Regulation Band may arrange for the dispatch of relief means by the station from behind even if it has not been received. request of the Machinist.
4. The Head of Circulation who is to issue a means of relief shall check in advance that the part of the road between the station and the kilometre is free of trains, and shall inform his collateral with the following telephone:
5. Once the train is located at a station, the Circulation Officer will inform his collateral by telephone.
6. In the absence of a telephone communication between the Circulation Manager of the two collateral stations, each of them may authorise the circulation of the means of relief between their station and the kilometre. In this case, the means of relief can only return to the station that issued it, unless the conditions of the expedition of the relief are modified by telephone. As soon as possible, you will communicate it to your collateral by phone.
7. The CTC Circulation Officer shall arrange for the dispatch of the relief means by the station in front of or the station from behind, without requiring any formality as to the blockage.
8. Where the relief is in mixed-gauge track, the Circulation Officers shall bear in mind the identification of the width of the train concerned in order to determine the instructions necessary for their management.
9. The telephone calls collected in this section will be recorded by the Circulation Officers in the corresponding telephone book.
3.6.3.3. Dispatch of the means of relief.
The Circulation Officer to issue relief means:
1. Notify the Machinist of these, the following:
a) If the stopped train is located:
b) If the stopped train is not located:
In addition, among the instructions notified to the Emergency Machinist will include the advance and backhaul authorizations, so that it proceeds accordingly once it has reached the point of kilometer.
2. It will give the running order. When the output signal is unable to authorize movement, the authorized rebase order will be used or its rebase will be authorized.
3.6.3.4. Cancellation of the request for relief.
1. If the reasons for the request for relief are removed, the Machinist shall cancel the request and request authorization to resume the march by telephone:
2. On journeys without CTC, the Head of Circulation who receives the previous telephone will take the following:
The Circulation Officer, once received the answer from his collateral (phone L3.39 or L3.40), will answer the affected Machinist with one of the following, as appropriate:
3. On journeys with CTC, once the Circulation Officer receives the L3.37 telephone, he/she will reply to the Machinist with phone L3.39 or L3.40, as appropriate.
Section 4. Incidents in the signals of the trains
3.6.4.1. Head signals.
1. Where the lack of signalling affects the lighting of high luminous intensity, the vehicle shall be considered to be useless for night or for journeys where tunnels of more than 300 m are present, when it is to be circular in the head or in isolation. The case of high speed lines in which the BCA or ERTMS/ETCS is used in FS mode is excepted.
2. If the fault occurs in full track, the driver shall circulate to the first open station, reducing the speed according to the visibility and the characteristics of the journey, without exceeding the speed of 20 km/h by the PN. With these same prescriptions, the Machinist, pondering the circumstances and after communicating to the Circulation Officer of the Regulatory Band of the PM, will be able to continue to a station where the abnormality can be remedied. The latter shall not apply when it is to be circulated at night by lines with fixed signals fitted with sheets or reflecting paint.
3. When the fault is affected by other head signals other than high intensity lighting, it may normally be circular.
3.6.4.2. Queue tokens.
1. In cases of incomplete signalling in the tail, the Circulation Officer of the regulatory band of the PM or the CTC, with the express consent of the RU, may authorize the movement of a train to the first station where there are means to normalise the situation. To do so, you will order the Head of the Circulation of the departure station to curse a telephone by communicating to the interested stations the affected signals. This phone will be entered in the corresponding telephone book.
2. Exceptionally, in the event of a total breakdown or lack of the tail signalling, the Circulation Officer of the PM or CTC regulatory band may authorise the movement of the train to the first station where there is a means of normalising the situation. To do this, you need to:
-Suspend the circulation by the cantons that have traveled the train without signs, until it is checked that full circle.
-Train stop is prescribed on all open stations to check full circle, except for portable signals turned off and these are observed at step.
-The Circulation Officer of the departure station curse a telephone communicating to those of the affected stations, the circulation of the train with no sign of tail, facilitating the series and number of the last vehicle.
This phone will be entered in the corresponding Phone Book.
-In lines with BA, the Circulation Officer of the station from which a train has departed with no sign of a queue, will not authorize the circulation of the trains between its station and the next one, until it is communicated the arrival of the complete affected train by telephone, which will be entered in the corresponding telephone book.
-In lines with CTC, the Circulation Officer of the same will stop the circulation in the stations that it deems necessary, until checking, by means at his disposal, that the train that circulates with no sign of tail has released routes between stations.
3.6.4.3. Acoustic signals of the train head vehicle.
1. In the event of a failure of the acoustic signal device of the vehicle head, the vehicle shall be considered useless for circular.
2. When the fault occurs in full track, the driver may continue to the immediate open station, reducing the speed according to the circumstances and not exceeding the speed of 20 km/h when approaching the PN and in a position to stop to the same if necessary. With these same prescriptions and pondering the Machinist the circumstances of the moment, exceptionally it will be possible to continue with the vehicle of head to where the abnormality can be remedied.
Section 5. Effects on braking
3.6.5.1. Automatic brake failure.
1. When the Machinist, during the march, observes an abnormality on the automatic train brake, it will stop the march, and inform the Circulation Officer of the PM's Regulation Band.
The EFs will have in their SGS the appropriate action procedures for their Machinists to try to identify the nature of the abnormalities in the operation of the automatic brake, if any, to correct them, isolate the affected brake equipment, calculate the new braking rate at its disposal and its communication to the Circulation Officer to resume the operation normally, or with the reduction of speed as appropriate.
If this is a conventional train, and the breakdown affects the first towed vehicle or the train's tail, the first open station will modify its composition.
At the request of the RU, the PM may authorise the movement to destination when the breakdown affects the automatic brake of the first towed vehicle.
2. When the percentage of braking available is lower than the percentage of the braking rate for a maximum speed of 50 km/h, the driver shall ask for relief and tighten or cause the parking brakes to be tightened.
3. In the driving cabs with a train status information system, the operator shall complete the instructions on the display and follow the instructions set out in its Driving Manual, communicating it to the driver. The Circulation Officer for the PM Regulation Band.
Section 6. Incidents in traction
3.6.6.1. Failure or lack of power of the motor vehicle.
1. When the train is unable to follow the gear due to failure or lack of power, the train operator shall immediately inform the train operator of the PM's Regulation Band or one of the collateral stations if it is unable to carry out the operation. communicate with the first. If you do not manage to fix the breakdown you will ask for help.
2. Trains stopped in the middle of the road which cannot run on their own, may be pushed on the other hand, provided the conditions of coupling so permit, are of the same width and the Head of Circulation of the Regulation Band of the PM. authorize.
If the train that is to push is not stopped at the tail of the broken down, your Machinist will be notified of the point where he is to be held and ordered to move in conditions of stopping at the tail of the broken train.
3. For exceptional purposes, if the technical conditions permit, the Circulation Officer of the PM Regulation Band may arrange for two trains to be merged, each maintaining its own composition, in order to speed up the process. circulation.
If the interleaved locomotive does not provide traction and the brake of the entire composition is controlled by the Head Machine, the speed of 160 Km/h shall not be exceeded. When the interleaved locomotive provides traction the maximum speeds shall be set for multiple traction.
4. If the operator is unable to establish the communication referred to in point 1, and the conditions of the motor vehicle so permit, he shall move forward with the part of the composition which may be towed, after ensuring that he meets the braking conditions up to the first station and ensuring the immobility of the second part remaining in full track.
3.6.6.2. Accident of the Machinist.
1. If during the march an accident occurs to the Machinist that prevents him from providing service, he will act according to the circumstances to ensure the safety and in his case, the continuation of the march until the first season.
2. The Head of Circulation of the PM Regulation Band shall, as a matter of urgency, take the necessary relief and protective measures.
3. The Head of Circulation of the Regulatory Band of the PM, even if he is not aware that an accident has occurred to the Machinist, will proceed as if this had taken place, in the following cases:
a) When the message 'DETDO TREN' is received by radio-telephony and cannot communicate with the Machinist.
(b) Where the driver has applied for authorisation to be absent from the driving cab, and such absence is unjustified in relation to the driver's motive and cannot communicate with him.
4. If the accident occurs on a journey with decliveness, the Circulation Officer of the PM Regulation Band shall take into account the provisions for the case of material escape if the time when the automatic braking is maintained is exceeded. effectiveness.
5. The PM's Regulatory Band Circulation Officer will report the accident to the RU train holder.
FOURTH BOOK
TRAIN LOCKING
Index
BOOK FOURTH.
TRAIN LOCKING.
Chapter 1. Generalities.
Section 1. Locks.
4.1.1.1. Features.
4.1.1.2. Basic principles.
Section 2. Centralized Traffic Control.
4.1.2.1. Features.
4.1.2.2. Basic principles.
4.1.2.3. Required elements.
4.1.2.4. CTC relationships with the stations.
4.1.2.5. Telematic stations.
Section 3. Staff action.
4.1.3.1. Roles and responsibilities.
Chapter 2. Automatic locks.
Section 1. Single-Way Automatic Lock (BAU), Double Path (BAD), and Banalized Vias (BAB).
4.2.1.1. Features.
4.2.1.2. Dispatch or passing of trains.
4.2.1.3. Dispatch of trains from tracks with no output signal.
4.2.1.4. Abnormalities.
Section 2. Side-signaling Lock (BSL).
4.2.2.1. Features.
4.2.2.2. Dispatch or passing of trains.
4.2.2.3. Abnormalities.
Section 3. Automatic Control Lock (BCA).
4.2.3.1. Features.
4.2.3.2. Dispatch or passing of trains.
4.2.3.3. Abnormalities.
Chapter 3. Auto-release locks, in single-path (BLAU), double (BLAD), and banalized paths (BLAB)
4.3.1.1. Features.
4.3.1.2. Dispatch or passing of trains.
4.3.1.3. Abnormalities.
Chapter 4. Phone Lock (BT)
Section 1. Common aspects.
4.4.1.1. Features and application.
4.4.1.2. Dispatch or passing of trains.
4.4.1.3. Path request, grant, and denial.
4.4.1.4. Notice of arrival.
4.4.1.5. Override the path request.
4.4.1.6. Circulation requirements.
Section 2. BT in case of BA or BLA abnormality.
4.4.2.1. Establishment of BT.
4.4.2.2. Incorporation of stations to BT.
4.4.2.3. Circulation requirements.
4.4.2.4. Reset of the BA and BLA.
Section 3. Temporary Banalization of Track (BTV).
4.4.3.1. Application.
4.4.3.2. Establishment of the BTV.
4.4.3.3. Incorporation of stations to the BTV.
4.4.3.4. Removal of stations from the BTV.
4.4.3.5. Circulation requirements.
4.4.3.6. Reset.
Chapter 5. Stations on intermittent service.
Section 1. AC stations.
4.5.1.1. How to proceed on routes with closed AC stations.
4.5.1.2. Altering the closing periods.
Section 2. Other particularities.
4.5.2.1. Trains that do not short-circuit the track.
4.5.2.2. Track machinery.
4.5.2.3. Lock stall.
CHAPTER 1
Generalities
Section 1. Locks
4.1.1.1. Features.
In general, blocking a stretch of track between two open collateral stations requires establishing a dependency relationship between the two, which allows to issue circulations from one to the other in safe conditions. The relationship can be established through bilateral agreements or facilities designed for this purpose.
a) On track with two-way circulation, the dependency between stations will be total.
b) On track with a single sense of circulation, with no intermediate signals, the dependency between stations will be total.
(c) On track with a single direction of circulation, with intermediate signals, a train may be issued without relying on the collateral station.
4.1.1.2. Basic principles.
The basic principles of locks are as follows:
(a) Two trains running on the same track and in the same direction shall be separated by a distance which ensures that a range is not to be produced.
(b) When a train is running on one track, no other train shall be issued to the contrary by the same track from the collateral station.
(c) The facilities shall ensure the necessary security to make the manoeuvres performed by the band of a station compatible with the arrival of a train by that band.
Section 2. Centralized Traffic Control
4.1.2.1. Features.
The CTC allows you to remotely govern the interlocks, locks, and traffic of a particular zone or rail line. It replaces the system of bilateral agreements between two open collateral stations, by centralizing a single government post and controlling the traffic of a set of stations and routes.
4.1.2.2. Basic principles.
1. The CTC will be able to execute the same orders and will receive the same checks as the Local Command Tables of the interlocks.
2. You will be able to perform the same blocking performances between stations that you set to each other.
3. No station shall take the Local Command of its interlock, or any decisions affecting the movement, without the authorization of the CTC Circulation Officer, except for emergency cases.
4.1.2.3. Required elements.
The CTC will have:
1. Telemando de:
a) The electrical or electronic interlocks of the stations.
b) The interlocks of the needles located in full track.
2. Communication with:
a) The circulation cabinets of the dependencies to govern and their input signals.
b) Extreme stations and island (intermediate) stations that are not governed by the CTC, but are related to it.
c) Motor vehicles, by radio-telephony.
4.1.2.4. CTC relationships with the stations.
1. The interlocks of the stations may be governed by the CTC by the Centralized Command (MC), or from the command frames of the stations themselves by the Local Command (ML).
2. The CTC will be able to open an output signal from a station in MC to a station in ML, without the need for authorization from the latter.
3. Conversely, for a station in ML to open an output signal to a station in MC, prior authorization of the CTC is required.
4.1.2.5. Telematic stations.
These are stations that are not responsible for Circulation in the same, whose facilities are governed remotely from another station that the telemanda or from the CTC, through the MC. For all intents and purposes, they are permanently involved in the block and, consequently, manoeuvres, sections of trains, origin or destination of circulations can be carried out, etc.
If necessary, these stations may be governed in ML, after a Circulation Officer is incorporated.
Section 3. Staff action
4.1.3.1. Roles and responsibilities.
It is up to the AI to carry out the management and management of rail traffic in those dependencies where train or manoeuvring processes are developed.
To this effect, it will be taken into account that:
1. The direction of movement and the actuation of the needles, signals and other equipment of a station shall be carried out by:
a) The station's Circulation Officer, in the case of stations without CTC, or with CTC when they work in ML.
b) The CTC Circulation Officer, when the station operates in MC.
c) At a telemandad station at MC, the Circulation Officer of the station that governs it.
2. The direction of movement and the actuation of the needles, signals and other apparatus of the cantons between two open side stations shall be carried out by:
a) The CTC Circulation Officer, when both are in MC, or one in MC and the other in ML.
b) The Circulation Responsables of both stations, when both are in ML.
c) When the stations belong to different CTCs and are both in MC, each will be in charge of the corresponding CTC Circulation Responsables.
3. If the circumstances so advise, the Circulation Officer of a station in ML may delegate his duties to the CTC Circulation Officer, or to the other station he has on the first station.
4. The service members who serve on telematic stations shall cooperate with the CTC's Circulation Officer or the station which he or she telemandes, where available, in order to: ensure the manoeuvring on the road, the Entry or exit of routes or lines not dependent on the CTC, communicate the arrival or section of trains and transmit their orders.
5. In certain cases, the CTC Circulation Officer may order the stations ' Circulation Officers to take the ML, after informing them of the situation of the trains.
6. When the causes of the LML are stopped, the CTC Circulation Officer will take over the MC again, following information on the situation of the trains.
7. In the inter-station commutes in ML, no information will be given to the Machinists of this circumstance, as the circulation is maintained under the blockade of the line with CTC.
8. The Circulation Officer of a station shall, under normal conditions, refrain from taking the ML without the express order of the CTC Circulation Officer, except for emergency to avoid an accident.
CHAPTER 2
Automatic Locks
Section 1. Single-Way Automatic Lock (BAU), Double Path (BAD), and Banalized Vias (BAB)
4.2.1.1. Features.
In automatic locks the dependency ratio between stations is guaranteed by the nature of the installation itself.
4.2.1.2. Dispatch or passing of trains.
To ship or pass a train, it is necessary to:
a) The block canton is free of trains.
b) In BAU and BAB, the lock canton has been locked, with the devices available to the effect.
c) The output itinerary has been set.
d) Be the marching order as set out in the art. 1.5.1.8 of this Regulation.
4.2.1.3. Dispatch of trains from tracks with no output signal.
1. In BAU and BAB the dispatch of trains from tracks with no exit signal is not permitted.
2. In BAD without CTC, or with CTC in ML, the Station Circulation Officer:
a) You will check, by direct observation, that some other output signal from the same side orders via free, not being valid for these purposes the viewers of the command boxes.
b) Set the path to the corresponding path.
(c) The signal shall be presented by the train in accordance with the provisions of the Article. 2.1.6.2.
Then the Machinist will circulate to the next station under the BA.
3. In BAD with CTC when, exceptionally, it is necessary to dispatch a train from a route that does not have an exit signal, the AI will have a person enabled to collaborate with the CTC Circulation Officer to ensure the correct the disposal of equipment which cannot be telemarkised by the latter.
The CTC Circulation Officer will act according to the following prescriptions:
a) You will set the telematic portion of the path to the general path.
b) Receipt compliance of the staff responsible for the establishment of the rest of the itinerary.
c) Curse to the Machinist the following phone:
d) Order the staff in charge to replenish the appliances to their normal position once the train has been issued.
4.2.1.4. Abnormalities.
In case of abnormality in the operation of the automatic blocks (BAU, BAD or BAB) and provided that the Head of Circulation of the Regulatory Band of the PM or the CTC expressly authorizes it, the BT can be established in the paths and paths authorized.
1. In BAB without CTC:
If the abnormality affects only the output signal, operating the locking devices, the Station Circulation Officer may authorize the rebase of the signal, as provided for in this Regulation, once the has reported this situation to its collateral and has received the agreement of the collateral not to issue trains on that route until further notice, by means of the following telephone calls:
2. In ADB with or without CTC and in BAU and BAB with CTC:
If the abnormality affects one or more of the output or intermediate signals or, where applicable, the blocking devices, the Circulation Officer of the PM Regulation Band or the CTC Circulation Officer shall weigh in. whether or not to establish the BT and, where appropriate, on which route and route.
3. In BAU without CTC:
If the abnormality affects the output signal, the station's Circulation Officer will inform the Circulation Officer of the PM's Regulatory Band, and the latter will order the establishment of BT.
4. In any of the above cases, if the telephone communication with the stations is missing, the CTC will not operate, the Circulation Officer will weigh the circumstances and order the incorporation of the Circulation Officers in certain stations, with the prior and accurate information of the situation of the trains and the free cantons at the time of the interruption.
For these purposes, the lock cantons whose occupation has been authorized by the output signal shall not be considered free.
Section 2. Side-signaling Lock (BSL)
4.2.2.1. Features.
In the lateral signaling blocks, the dependency ratio between stations is guaranteed by the indications that present the signals that protect the cantons and maintain the safety distance between trains.
As a general rule, the output signals from the stations and the ACPs that give access to the path shall not present the stop announcement indication and the advanced signals shall not present the stop indication.
This lock is of application on high-speed lines with BCA when the automatic train protection system (ATP) linked to the BCA does not function normally, or has to run a train not equipped or with the equipment Broken ATP embarked.
4.2.2.2. Dispatch or passing of trains.
To ship or pass a train, it is necessary to:
a) The block canton is free of trains.
b) There are no movements of manoeuvres authorised by the same track, affecting the same route, in collateral stations.
c) The lock canton has been locked by the available devices to the effect.
d) The output itinerary has been set.
e) Be of the marching order as set forth in the art. 1.5.1.8 of this Regulation.
4.2.2.3. Abnormalities.
In the case of abnormality in the output signals, or in the signals of the PB, forks or PCA, the Circulation Officer may authorize the rebase of the same with normal gear, once the blocking canton is free. of trains, indicating the route by which the train is to circulate where appropriate.
To check that the block canton is free, the Circulation Officer will be able to ask the Machinist for the last train that circulated the confirmation of arrival, step or section at the station, by telephone:
If the BSL does not work, it will be in accordance with the BA abnormalities articles.
Section 3. Automatic Control Lock (BCA)
4.2.3.1. Features.
In the automatic control blockade the relationship of dependency between stations is guaranteed by the existence of facilities that control the distance of safety between trains is maintained, regulating the speed of way that none exceed the Limit Speed, and ensuring the existence of a single train in each lock canton.
The automatic control lock (BCA) is linked to the movement of trains with any of the following in-service automatic train protection (ATP) systems:
-LZB.
-ERTMS/ETCS level 1 or 2.
4.2.3.2. Dispatch or passing of trains.
To ship or pass a train, it is necessary to:
a) The block canton is free of trains.
b) The lock canton has been locked by the available devices to the effect.
c) The output or step itinerary has been set.
d) Be the marching order as set out in the art. 1.5.1.8 of this Regulation.
4.2.3.3. Abnormalities.
1. If irregularities are detected in the operation of the BCA, circulation with BSL shall be continued. If this also does not work and the failure of the BCA is due to the malfunction of the line installation, it will be in accordance with the articles of abnormalities of the BA.
2. If the ATP with which the train circulates causes the braking and detention of the train, the operator shall inform the CTC Circulation Officer, who, if appropriate, shall authorise the resumption of the operation under the specific conditions of movement which proceed to the following signal and under the BSL. If the ATP becomes operational again, the Machinist will circulate again, from the following signal, with this system and communicate it to the CTC Circulation Officer.
3. In the event of a breakdown, the Circulation Officer may arrange for all trains to run with BSL between two stations. Under these conditions, the operator of each train shall be notified of the disconnection of the ATP linked to the BCA.
CHAPTER 3
Auto-release locks, on single-track (BLAU), double (BLAD), and banalized paths (BLAB)
4.3.1.1. Features.
In automatic release locks the dependency ratio between stations is guaranteed by the nature of the installation itself.
There will be no intermediate signals. For speed journeys exceeding 160 km/h, there may be a signal prior to the advance (prelate), which shall give the indications of a free or conditional free route. When the Machinist is accidentally stopped after it has been franked, when resuming the march, it will proceed as if it had been found in a conditional free path.
Advanced signals will not display the stop indication.
Output signals that give access to the path will not present the stop announcement indication.
When the output signal from one station is at the same time advanced, you can present the intended indications for the output and advanced signals.
4.3.1.2. Dispatch or passing of trains.
To issue or pass a train, you need to:
a) The block canton is free of trains.
b) In BLAU and BLAB, the lock canton has been locked, with the devices available to the effect.
c) The output itinerary has been set.
d) Be the marching order as set out in the art. 1.5.1.8 of this Regulation.
e) The dispatch of trains from paths with no output signal is not allowed.
4.3.1.3. Abnormalities.
1. In BLA (BLAD, BLAD, and BLAB) without CTC:
If the abnormality affects the output signals or the locking devices, the BT will be established.
By exception, in BLAD, if the abnormality affects the output signal, operating the locking devices, to deliver trains it will be necessary for the blocking canton to be free of trains, and to authorize the rebase of the signal output.
The PM's Regulatory Band Circulation Officer will weigh whether or not to establish the BT.
2. In BLA (BLAD, BLAD and BLAB) with CTC or with telemarkated stations:
(a) If the abnormality affects the output signals or the locking devices, on the path between a station and the telemandad by the station, the Circulation Officer of the PM Regulation Band shall weigh whether or not it is appropriate. not to establish BT. If the movement is maintained under the BLA, for the purpose of issuing trains it shall be necessary for the blocking canton to be free of trains, and to allow the departure signal to be exceeded.
(b) If the axle counters are not operated, the station's Circulation Officer shall check for direct observation of the arrival of the complete train at his station. If circumstances advise you may request the arrival notice to the receiving station submitted by the Machinist.
(c) Where the abnormality affects a journey other than that referred to in paragraph (a), point 1 of this Article shall apply.
3. In any of the above cases, if the telephone communication with the stations is missing, the CTC, the Circulation Officer, will not function, will weigh the circumstances and will order the incorporation of the Circulation certain stations, with the precise prior information of the situation of the free trains and cantons at the time of the interruption, and the order of the establishment of the BT and taking of the ML. This information will be transmitted by telephone, which will be recorded in the corresponding Telephone Book, adjusting the formula to the circumstances.
For these purposes, the lock cantons whose occupation has been authorized by the output signal shall not be considered free.
4. Artificial release overrides the protection of the block, so its use should be limited to the following cases:
(a) When the blocking canton is occupied by breakdown (altered block canton), it may be performed by either side station, acting on the corresponding push buttons to perform the preparation of the block. the release of the blocking canton, effectively being released upon subsequent travel by a circulation in any direction.
b) If the lock remains established because when the blocking canton is abandoned, the lock canton cannot be released until the altered lock canton is normalized.
CHAPTER 4
Phone Lock (BT)
Section 1. Common aspects
4.4.1.1. Features and application.
In the telephone block the relationship of dependency between stations is established by bilateral agreements between its Circulation Officers to arrange the circulation of trains between the two. In this case, the dependency ratio is total.
Phone lock applies:
(a) On a nominal basis, on the lines of automatic locking systems determined by the IIA.
(b) With an extra character, in lines equipped with automatic locking systems (BA or BLA), when an abnormality occurs in its operation, or when ordered by the Circulation Officer of the Regulatory Band of the PM or CTC.
c) In lines with non-banalized routes, with an extra-time character, when the need to dispatch trains to contract is available to the Circulation Officer of the PM's Regulatory Band.
4.4.1.2. Dispatch or passing of trains.
To ship or pass a train, it is necessary to:
a) The block canton is free of trains.
b) Be requested and grant the track for the train to be issued.
c) The output itinerary has been set.
d) Be the marching order as set out in the art. 1.5.1.8 of this Regulation.
4.4.1.3. Path request, grant, and denial.
1. The Head of the Circulation of the station that has to issue or give way to a train, will ask for the route to the collateral station, by means of the telephone:
The request will be made:
a) After you have granted way for the expedition of the same train to the previous station.
b) For the time the train is scheduled to exit or pass through its station.
2. The station's Circulation Officer who receives the request for the route will answer one of the following telephone calls:
3. Where the request and concession are carried out in double or multiple track sections, the request and concession telephone shall be extended with the following reference:
4. When the Circulation Officer of a station has refused the track for a train, and as soon as the circumstances that prompted the decision change, he will verbally warn his correspondent, saying:
4.4.1.4. Notice of arrival.
1. Immediately after the arrival of a train at or through a train station, the station's Circulation Officer shall ensure that:
a) It has arrived or passed complete.
b) It is protected by the input signal or, in the absence of it, by the first needle.
2. Next, you will be sent to the Circulation Officer of the previous station, the arrival notice by the following phone:
3. When the arrival notice is carried out in double or multiple track sections, the telephone number shall be extended with the entries listed in the previous article.
4.4.1.5. Override the path request.
1. Before the request for a direct train is cancelled, the necessary measures shall be taken to stop it.
2. When necessary, the request for the path will be nullified by the following telephone:
4.4.1.6. Circulation requirements.
1. The Station Circulation Officer will do the following:
1. It shall close the signs of entry and exit of the track or track until it has obtained the concession of the collateral Circulation Officer.
2. It shall establish and verify the appropriate itinerary, taking advantage of the interlock as far as possible. It shall check the needles, barriers and other equipment on the entry and exit routes which do not have interlock.
3. In stations that do not signal entry, they shall authorise the entry of the trains by radio-telephony.
4. The Machinist, in stations with no sign of entry, will circulate ready to stop at the first needle and will not exceed it until receiving authorization from the Head of Circulation of the station by radio-telephony.
Section 2. BT in case of BA or BLA abnormality
4.4.2.1. Establishment of BT.
1. In case of abnormality in the operation of an automatic block (BA or BLA) and provided that the Head of Circulation of the PM or CTC Regulation Band expressly authorizes it, the BT may be established on the route and tracks authorized.
2. Both on a single and double or multiple basis, the establishment of the BT will be carried out independently for each avenue authorised by the Circulation Officer of the PM or CTC Regulation Band, considering all the effects as independent paths to each other.
3. The establishment of the BT on one track does not condition the movement on the other or other routes where the BLA or BLA is being circulated.
4. On journeys without CTC:
(a) The Head of the Circulation of the station that has issued the last train to the affected route shall close the exit signal to the route where the BT is to be established. Received the authorization of the Circulation Officer of the Band of Regulation of the PM, it will obtain from this the numbering of the circulations precedents to the last one issued in order to contrast the sequence of trains issued with its collateral. Obtained this sequence, the following telephone will be sent to your collateral:
(b) The Head of the Circulation of the station receiving the previous telephone, shall collect from the PM's Circulation Officer the numbering of the preceding circulations to the last issued by its collateral and verify whether the sequence of trains received or pending to receive from their collateral is the same until the last train received is the last one issued by the collateral established by the BT. When the last train received is matched to the one indicated on the establishment telephone, the following train shall reply to the following:
(c) Curated these telephone calls, the Circulation Officers of the stations shall register, in the train-in-box of the corresponding Telephone Book, the letter L or the number of the train or trains running according to (a) where applicable, and the movement shall be subject to the rules of the BT on the appropriate track.
d) If the abnormality will affect more than one path, one establishment phone will be submitted and another one will be in compliance for each path.
5. On journeys with CTC or with telematic stations by the same Circulation Officer:
The CTC Circulation Officer or the station that telemanda will request the presence of Circulation Responsables at the stations in his position where the abnormality has occurred in the BA or BLA. Until arrival and incorporation, it will proceed as follows:
a) You will ensure that the affected lock cantons are free of trains.
b) It shall establish and ensure the route of passage by direct route in a preferential manner at stations without a Responsible Circulation.
c) You will enroll in your phone book for the following phone:
d) From that moment on, it will be circulated under the BT. The Circulation Officer of the CTC or the station that telemanda will be the coordinator of this process. It shall make the seat in its corresponding telephone book of the train running between the stations and the release of the train when it is produced, by way of verification of the condition and relationship of dependence between them.
e) If the BA or BLA were to be normalized prior to joining the BT the Circulation Officers at the affected stations, the CTC Circulation Officer or the station that telemanda will ensure that the cantons affected are free of trains, and you will register in your phone book for the following telephone:
6. On journeys between CTC collateral or between telemandad stations by different Circulation Officers.
If the path where the BT is established affects the scope of two collateral CTC Circulation Responsables or two collateral stations in ML, it will proceed as indicated in paragraph 4 of this article.
To these telephone calls, the conditions of circulation will be added by the intermediate stations without the Responsible of Circulation. For the purposes of initiating the movement with BT or the establishment of the BT, in the case of CTC or of telematic stations respectively, the stations shall be added without the responsible Circulation and, where applicable: Temporary limitations of maximum speed, PN with semi-barriers locked without protection, etc.
4.4.2.2. Incorporation of stations to BT.
1. Where at least two stations have a Circulation Responsible for intervening in the BT at least two stations with CTC or with telemandad stations, the following shall be carried out:
(a) The Circulation Responsables that are incorporated shall be coordinated with the CTC Circulation Officer or with whom the stations and verbally request their incorporation into the BT.
(b) The CTC Circulation Officer or the one who telemates the stations, must ensure that the blocking canton or lock cantons affected are free of trains, and subsequently the following telephone call:
(c) From that moment on, the Circulation Officers involved in the BT, after taking the ML, will proceed to the closing of the exit signal to the route where BT is being circulated, and will coordinate to apply the BT.
(d) If you subsequently have to join the BT other intermediate station, the CTC Circulation Officer or the station that the telemanda must first authorize.
e) The Head of the Circulation of the station joining the BT will be sent to his collateral by telephone:
(f) The Circulation Officers of the stations receiving the previous telephone call, when the blocking canton is free of trains, shall reply to the following:
This telephone call will be added to the information relating to stations without Circulation Responsible and, where applicable: Temporary maximum speed limits; PN with semi-barriers locked without protection, etc.
g) Received the previous telephone from each of the Circulation Officers of the collateral stations, which will have to provide the same information, the station will be considered incorporated. The Circulation Officer of the CTC or the station that telemanda will deliver, if any, the ML to the embedded station, and the latter will proceed to the closing of the exit signals to the path where the BT is being used.
From that moment on, the notifications to the Machinist will be the ones that correspond to the new situation of the journey consequence of the incorporation, that is, with cantons other than the existing ones before the incorporation.
2. Performance at BAU stations with non-ML CTC incorporated into BT.
It will proceed as follows:
a) Needles.
Your drive will be in charge of the station's Circulation Officer, but the CTC Circulation Officer will be able to drive them, subject to the order of the station's Circulation Officer.
b) Signals.
In the intermediate stations of the path where the CTC does not work, the input and output signals from both sides will be kept in order.
However, the CTC Circulation Officer may actuate the input signals, upon the order of the Station Circulation Officer.
4.4.2.3. Circulation requirements.
1. Established the BT, the Station Circulation Officer will do the following:
(a) The closure of the entry and exit signals of the track or track, when the facilities allow for the automatic succession of trains.
b) You will permanently maintain the output signals by ordering stop, while the BT is established.
c) In addition to the above, it will establish and verify the corresponding itinerary, taking advantage of the interlock as far as possible. In stations with CTC that do not have ML, you will check the needles, barriers and other devices on the inbound and outbound itineraries.
d) In the transition stations to a route with BT, when the running order is available to it, it shall notify the driver of the following:
This notification may be unique for a journey comprising multiple stations. This notification shall add the intermediate stations without Circulation Responsible, if they exist, and where appropriate: Limited speeds, PN with semi-barriers without protection, etc.
e) When there are needles in full track, the above notification will be extended with the following text:
f) Dara the marching order in accordance with the provisions of the art. 1.5.1.8.
2. The Machinist shall comply with the following:
a) In full path:
-Consider non-existent intermediate signals on routes with BA, as well as pre-advanced signals on routes with BLA equipped with them.
-The indication of the protection signal shall be considered as sufficient proof, even if it is non-existent for other purposes. If it is in a stop or off indication, it will stop at the needle and once verified that its position allows passage, it will resume the march without exceeding the speed of 10 km/h until the last vehicle has franked it.
-Circulara without exceeding the speed of 120 km/h, respecting the maximum speeds and the time limits of speed, unless the Head of Circulation notifies you of another lower speed.
-When there are intermediate signals related to the ASFA, you will disconnect that equipment on the affected path or, if you have ASFA Digital, you will select BTS mode.
b) At the stations:
-It will bind to what the advanced signal orders. If you order stop, you proceed as if you gave the stop announcement indication.
-It will bind to what you order the input token.
-You will consider all output signals to be non-existent except for closed AC stations.
4.4.2.4. Reset of the BA and BLA.
When the BA or BLA will work again, the following will be done:
1. On paths without CTC.
(a) Curated the arrival notice of the last train that circulated under the BT for the corresponding journey, the BA or BLA will be restored.
(b) The Head of Circulation shall take the following telephone to his/her collateral:
c) The Circulation Officer who receives the previous phone will answer the following:
d) A single or multiple reset phone will be placed on a double or multiple path.
e) In the ADB it will be sufficient that the reset calls have been submitted. The notices of arrival of the trains under way, under the BT, shall be submitted as they are carried out.
f) Circulation with BA or BLA, the Circulation Officer of the PM's Regulatory Band, or the CTC, shall notify the Machinist, by radio-telephony, or in its defect, at the first station where the BA or the BLA, the following:
2. On journeys with CTC or telemandad stations.
(a) The CTC's Circulation Officer shall report on the status of the trains and shall be in charge of the Circulation Officers of the affected stations by telephone:
(b) The Circulation Officers of the stations receiving the previous telephone call will reply to the following:
c) The CTC Circulation Officer will initiate his/her intervention on the block and remove the ML. Station Circulation Officers shall provide the notice of arrival of the last train which has been circulated under the BT for the affected journeys, when the train takes place.
(d) Circulation with BA or BLA, the CTC Circulation Officer or the PM's Regulatory Band, shall notify the Machinist, by radio-telephony, or failing that, at the first station where the BA or the BLA operates, the following:
Section 3. Temporary Banalization of Track (BTV).
4.4.3.1. Application.
When the non-banalized double path is required to deliver trains to the contract, prior to the authorization of the Circulation Officer of the PM or CTC Regulation Band, the Temporary Banalization of Via (BTV) will be established under cover from BT.
At the same time, for the normal sense of circulation of this route, BT will be complemented by the use of the BA or BLA facilities on the lines where it works, so that in cases where there are several BA cantons between the stations on which the BTV has been established, may be requested and granted for more than one circulation under the premises, without having received the prior notice of arrival of the movement.
The BTV does not condition the circulation through the contiguous path.
4.4.3.2. Establishment of the BTV.
The establishment will be in charge of the station's Circulation Officer who issues the trains in the normal sense by the way the train circulation is to be temporarily banalised.
For the establishment of BTV it is essential to ensure that the blocking canton or lock cantons affected are free of trains.
In the telephone calls referred to in Articles 4.4.1.3 and 4.4.1.4 for trains running against the rail, the following shall be added:
The circulation will be made under the BT and, as a complement, under the ADB or BLAD in lines where it exists and works. If once the BTV has been established or when the BTV is established, the ADB or BLAD will not function, this circumstance will be communicated to the collateral station and to the Circulation Officer of the PM Regulation Band, and the circulation of trains will be developed. exclusively with BT in both directions, informing the train drivers of the affected trains by telephone L4.32.
Operating the ADB or BLAD with the MC, setting up and applying the BTV can be done in the following cases:
-Between CTC side stations, being one in MC and the other in ML.
-Between two collateral stations in charge of Circulation Responsables with intermediate stations without Circulation Responsables.
-Between collateral CTCs.
The CTC Circulation Officer, at the intermediate stations, shall establish and ensure the itinerary, direct or diverted route that is more appropriate, by remaining the itinerary in a preferred manner while it is established.
1. In BAD or BLAD without CTC.
(a) The Head of the Circulation of the station which has issued the last train to the affected route shall close the exit signal to the route where the BT is required to be established and shall be placed on the side of the next phone:
(b) The Head of the Circulation of the station receiving the previous telephone, when the last train received is matched to the one on the establishment telephone, will reply to the following:
(c) Curated these telephone calls, the Circulation Officers of the stations will register in the running of the corresponding telephone book the letter L and the circulation will be subject to the rules of the BT.
2. In BAD or BLAD with CTC or telemandad stations.
In MC, the establishment of the BTV will be made between two collateral stations, although the route in which it is applied may comprise more than two consecutive stations.
On journeys with telemarkated stations, BTV will be applied and will be established only on the route that telemanda.
For the establishment of the BTV by the CTC Circulation Officer or the station that telemanda, operating in MC will be indispensable for the ADB or BLAD to function with the MC.
You will proceed:
(a) The CTC Circulation Officer or the station that telemanda will enroll in your phone book corresponding to the following phone:
(b) From that moment on, it will be circulated under the BT, being the Circulation Officer of the CTC or the station that the coordinator of said process is telemanda, sufficient for it the seat in his book of corresponding telephone of the train running between stations and the release of the train when it occurs, as a condition of verification of the condition and relationship of dependence between them.
3. The CTC Circulation Officer, if he has a locking device, shall act on him to prevent the opening of the exit signal by the Circulation Officer of any station in ML, authorizing the opening of the same for each train when it is necessary to issue it in the normal direction of movement.
4.4.3.3. Incorporation of stations to the BTV.
1. In general, once the BTV has been established in one of the cases mentioned in the art. 4.4.3.2, if other intermediate stations are subsequently to be incorporated into it, the prior authorisation of the PM or CTC Regulation Band Circulation Officer shall be required.
2. The Head of the Circulation of the station who joins the BTV will take to his collateral the telephone:
3. Those responsible for the circulation of stations receiving the previous telephone, when the block or BTV cantons are free of trains, shall reply as follows:
4. Received by the station which incorporates the telephone L4.28, of each of the Responsible for Circulation of the collateral stations, which must provide the same information, the station will be considered incorporated. The CTC Circulation Officer shall, if applicable, deliver the ML to the embedded station, and the latter shall close the input and output signals of its station.
5. This telephone call shall be added to the information relating to the stations without a Circulation Officer and, if known, to the stations which have established the route of passage by way of diversion and, where appropriate: Limited speeds, PN with Semi-barriers locked without protection, etc.
6. From that moment on, the notifications to the Machinist will be the ones that correspond to the new situation of the journey consequence of the incorporation, that is, with cantons other than those existing before the incorporation.
7. The verification by the Circulation Officer of the CTC that the blocking canton or blocking cantons object of the BTV are free of trains, will order the Responders of the Circulation of the stations to start the movement under the BTV, informing them of the situation of the movement at that time and sending them by telephone:
8. This telephone shall be added to the information relating to stations which are not responsible for Circulation and, if known, to those which have the route of passing by way of diversion and, where applicable: Limited speeds, PN with Semi-barriers without protection, etc. This information shall be notified to the Machinist that is to be moved to contract for that route.
9. Whenever possible, in stations without the Responsible Circulation, the Circulation Officer of the CTC, in coordination with the Circulation Responsables of the collateral stations, will perform the opening of the signals, both in sense normal as a contract, authorizing its rebase if necessary, and will close the PN interlocked. Under no circumstances may the route of the notified route of transit to the Machinist be modified, nor can it be used in bilateral agreements.
4.4.3.4. Removal of stations from the BTV.
1. The withdrawal of a BTV station requires the prior authorization of the Circulation Officer of the PM or CTC Regulation Band.
When the block canton or BTV cantons are free of trains, the station's Circulation Officer will be in charge of the telephone number:
2. The telephone shall be added to the route by which the route of passage is established and, where applicable: Limited speeds, PN with semi-barriers without protection, etc., in accordance with the new situation.
3. The Circulation Officers of the stations receiving the previous telephone call will answer the following, if nothing is opposed:
4. At that time the CTC Circulation Officer will remove the ML from the station that stops intervening in the blockade and the Circulation Responsables of the collateral stations will arrange the circulation among them, notifying the Machinists where applicable, in accordance with the new situation.
4.4.3.5. Circulation requirements.
1. The Circulation Officer shall close the input and output signals of the path on which the BTV is established.
2. For trains running in normal sense with BAD or BLAD in service:
a) It will be ensured that no train is running against it.
b) Set the inbound and outbound itinerary.
c) You will use ADB or BLAD.
d) In ADB you may ask and grant the route without having received the arrival notice of the preceding train. As the trains of the same meaning are arriving, they will be sent the corresponding arrival notices. The trains which exist at any time in the section shall be included in the train-in-box of the corresponding telephone book. When the last one is released, the letter L.
3. For trains running in a contract, the requirements relating to the BT in Article 4.4.2.3 shall apply:
a) It will be ensured that the BTV blocking canton is free of trains.
(b) Test the needles, barriers and other appliances on the departure or entry itinerary, taking advantage of the interlock as far as possible.
c) Notify the Machinist as follows:
4. The CTC Circulation Officer or the Telemarkating Station Circulator shall add the following to the L4.32 telephone notification:
This notification will be given at the station where the BTV is started, it can be valid for a journey that includes several stations, when they are informed of it and is authorized by the Head of Circulation of the Band of Regulation of the PM by telephone:
In this notification, the open stations without a Circulation Officer shall be added if they exist and, if they exist, the stations which have the route of passage by way of diversion and, where appropriate, the same as: limited, PN with semi-barriers locked without protection, etc.
When there are full-track, signal-protected Cargeries needles, the above notification will be expanded with the following:
If, before the end of the path, it will be passed through normally, the Machinist will be notified:
5. Where the BTV is in charge of a single CTC Circulation Officer or the station which telemanda, in addition to the requirements set out in point 3 of this Article, shall complete the following:
(a) When the concert of the movement is carried out by a single Circulation Officer, he/she may notify the Machinist directly that it circulates against him, it is not necessary to ask for and to grant the way. Instead, it will be noted in the corresponding Telephone Book for each train that issues a contract:
(b) For the dispatch of trains, the Head of Circulation shall ensure that the journey is free of trains, checking by the means at his disposal that the last train that circulated has released it. The route of BTV shall be deemed to have been released when the following telephone call has been received from a Circulation Officer:
6. The Machinist:
a) In normal sense.
It will bind to what you order the tokens.
b) A counter.
-Consider non-existent all output signals, except in closed or telemarkated stations from another station or CTC, according to the notification received. It shall keep the ASFA system connected, and shall circulate without exceeding the speed of 120 km/h, unless the Head of Circulation notifies you of another lower speed.
-For full-track needles the indication of the protection signal shall be considered as sufficient checking. If you authorize the step, you will resume normal gear. If it is in a stop or off indication, it shall stop at the needle and in accordance with the notification received, once verified that its position is correct, it shall resume the gear without exceeding the speed of 10 km/h until the last vehicle is has franked. Otherwise, it will inform the Circulation Officer of the PM's Regulatory Band.
As you approach the stations with signs of entry to the contract, you will be bound by what you are ordering. If they do not exist, they will proceed as if they have found a stop-announcement signal in the same place that the advanced signal is located in the normal path, thus binding to what is ordered by the recoil signal. If there is no sign of recoil, you will be ready to stop at the first needle and will not exceed it until the Head of Circulation authorizes you to enter the station by radio-telephony, transmitting the orders or limitations you need to observe.
On closed AC stations, no such authorization is required to enter the station and circulate without exceeding 30 km/h until it is again in full track.
-In closed AC stations and telemandads, according to the notification received, when stopped by the order of the signals, it will be exceeded, verifying the protection of the PN, the position of the needles and not exceeding 10 When they go through the same. These same requirements will be met when you are stopped at the first needle, because you have no sign of entry into the front or back.
4.4.3.6. Reset.
1. BTV shall be deleted when there is no need for trains to be dispatched or when the Head of the Circulation of the PM or CTC Regulation Band is available.
2. In BAD or BLAD without CTC or with local command stations:
(a) Once received the notice of arrival of the last train that circulated to the contract, one of the Responsables of Circulation, will take to his collateral the telephone:
b) The Circulation Officer who receives the previous phone will answer the following:
(c) Curated these telephone calls, the normal circulation may be resumed by the indicated route, provided that the conditions required for the delivery of the trains on each locking system are met.
On CTC paths where BTV has been established between stations in ML, from this moment on, the CTC Circulation Officer may take the MC.
3. In BAD or BLAD with CTC or Telemandad Stations:
The CTC or station's Circulation Officer who telemanda will consider the circulation to be restored in normal sense when he/she checks that: there is no train running against it, in the seats of his/her book The corresponding telephone number is released after the last train has been circulated to the contract, and the telephone number is registered:
CHAPTER 5
Stations on intermittent service
Section 1. AC Stations
4.5.1.1. How to proceed on routes with closed AC stations.
1. When arriving at the station, the Machinist must check the possible presence of any C or light indicator EC, if the station has them, or, failing that, the presentation of the step signal where appropriate. Otherwise, you will be immediately stopped.
2. At stations, the Machinist shall respect the indications of all signals, regardless of the blocking system.
1. Circulating through the normal path:
1. If the input signal allows the step, the march will continue.
2. If the input signal is off or indicates stop, it will act as follows:
-Check the EC light indicator on the entry or the carcurtain that is installed on the platform.
-Advanced by verifying the position of the needles and the protection devices of the PN.
-Circulate with the view to the next blocking signal in lines with BA, when it works.
2. Circulating to contract:
1. If there is no sign of entry into a contract or a step backwards, it does not require authorisation to enter the station and shall circulate without exceeding 30 km/h until the exit needles are exceeded (which are the entry needles in normal circulation).
2. If there is an input or backspace signal, stick to what you are indicating.
3. If the signal is off or indicating stop, it will act as follows:
-Check the EC light indicator on the entry or the carcurtain that is installed on the platform.
-Advanced by verifying the position of the needles and the protection devices of the PN.
-Circulate with the view to the next blocking signal in lines with BA, when it works.
3. The Circulation Officer of the PM Regulation Band may notify the Machinist, that the station is closed and that it alters the order of the previous checks, using the following telephone call:
The Machinist who receives this phone, when he arrives at the station, will check the presence or absence of the carcurtain at the moment the visibility permits.
4. If the needles are not well disposed, or the carcurtain C or the luminous indicator EC is missing, it shall be placed in communication with the Circulation Officer of the PM Regulation Band, in accordance with his instructions.
5. When a train is stopped between the input or backhaul signal and a PN, the Machinist shall proceed as if it is unprotected.
4.5.1.2. Altering the closing periods.
The PM will be able to alter the scheduled closing and opening hours of AC stations. In that case, the Circulation Officer of the PM Regulation Band shall notify or ensure that the train drivers are notified of the affected trains, except for stations with the indication EA or EC.
When a train is stopped by the order of the signals, and the light indicators EC or EA visible from the driving cab are off, the Machinist shall comply with the requirements as if it were a station open, communicate with the Station Circulation Officer or the PM's Regulatory Band and abide by their instructions.
Section 2. Other particularities
4.5.2.1. Trains that do not short-circuit the track.
Circulate under the existing lock on the line. The uniqueness of these trains should be expressly provided for in the information that the RU should provide to the AI referred to in the art. 1.5.1.18 of this Regulation. When the train presence detection system is based on electric track circuits affecting the entire journey of the vehicle, the following requirements shall also be met:
1. In BA or BLA lines with CTC in ML or without CTC, the station's Circulation Officer, before issuing a train that does not short-circuit the track, will keep the output signal closed and will take the phone to its collateral:
2. No other train in the same direction may be circulated following these trains. To do this, the Circulation Manager will keep the output signal ordering stop, turn off automatic route training systems until you receive the L4.4 call warning from the collateral station.
3. When circulating with BA, BAS, BSL or BLA, with CTC, the output signal is maintained by ordering stop, until the Machinist communicates its arrival to the immediate station by telephone L4.4.
4. The Head of the Circulation of the station which has received the telephone L4.41 shall take the necessary measures to prevent the access of any movement to the journey, until after the arrival of the vehicle has been checked, the telephone L4.4.
5. In general, the Circulation Responsables will not modify the established departure itinerary. In case of need, they will obtain from the Machinist their location, which the Machinist will confirm by telephone:
6. In the case of stations equipped with track circuits, the step shall be taken preferably by the direct route.
4.5.2.2. Track machinery.
1. The machinery of use in the exercise of its activity shall operate under an EVB as a work train.
2. The machinery of road shall be considered as a train, in its transfers between stations during which it does not carry out its own activities. Consequently, it will be circulated under the lock system set on the line.
4.5.2.3. Lock stall.
1. He will be in charge of a Circulation Officer. It shall be established by the AAI's slogan, at a certain point of distance, in order to divide the singling of a journey between two collateral stations.
2. Its establishment, regulation, circulation and suppression requirements will be done according to the slogan that regulates it.
FOURTH BOOK
TRANSIENT SPECIFICATION 1
RADIO CIRCULATION CONTROL
Index
BOOK FOURTH. TRANSIENT SPECIFICATION 1
RADIO CIRCULATION CONTROL
Chapter 1. Radio Circulation Control.
Section 1. Generalities.
4ET1.1.1.1. Object.
4ET1.1.1.2. Definitions.
4ET1.1.1.3. Annotations of the circulation processes.
Section 2. Communications, signage, and installations.
4ET1.1.2.1. Communications.
4ET1.1.2.2. Specific signals from the RCC.
4ET1.1.2.3. Needles.
Section 3. Circulation.
4ET1.1.3.1. Dispatch or passing of trains.
4ET1.1.3.2. Entry, exit and passage of trains.
Section 4. Lock.
4ET1.1.4.1. How it is secured.
4ET1.1.4.2. Circulation authorization.
4ET1.1.4.3. Notice of arrival.
4ET1.1.4.4. Cancellation of the movement authorisation.
4ET1.1.4.5. Abnormalities in communications.
4ET1.1.4.6. Reestablishment of the RCC.
Section 5. Composition and braking.
4ET1.1.5.1. Composition of trains.
Section 6. Maneuvers.
4ET1.1.6.1. Authorization of the maneuvers.
Section 7. Miscellaneous provisions.
4ET1.1.7.1. Telephone registration.
4ET1.1.7.2. Circulation under other conditions.
CHAPTER 1
Control of Circulation by Radio.
Section 1. Generalities
4ET1.1.1.1. Object.
The purpose of this Transitional Specification is to regulate the particular conditions of circulation through the Radio Circulation Control (CCR) system on the lines in which it is installed, without Circulators in the intermediate stations.
4ET1.1.1.2. Definitions.
1. Canton of CCR: is the part of track between two side stations through which the circulation is carried out in both directions and under this blockade.
2. Extreme Stations with RCC: They are the ones that delimit the CCR section.
3. Intermediate stations with RCC: They are located in the section of the CCR where crosses can be made, as well as being the origin or destination of trains, as they are open stations.
4. CCR position: It is the place from where the trains are run and coordinates in the CCR section. He is in charge of a Circulation Officer called the CCR's Circulation Officer.
5. CCR Section: This is the line stretch that this system applies to.
4ET1.1.1.3. Annotations of the circulation processes.
The train drivers running through the CCR section will record in the Machine's Telephone Book the traffic authorization phone received from the CCR's Circulation Officer, registering the name of the station or needle of entry to which the name of the train with which you must cross was authorized and in your case. In the same way, you will register the arrival station when you heal the RCC Manager the full train and section notice.
In this way, you will record in that book how many calls related to the RCC receive from the Circulation Officer.
If the authorization of movement is left without effect upon being annulled by the CCR's Circulation Officer or if the Machinist is ordered to be cancelled, it shall strike a diagonal line with the annotated texts.
Section 2. Communications, signage, and installations
4ET1.1.2.1. Communications.
There is a closed and secret radio communication between the CCR Circulation Officer and the Machinist.
The CCR Circulation Manager can make a general call. This and the Machinist can make emergency calls, which is always open communication.
All communications will be recorded by a computer installed in the CCR Position.
4ET1.1.2.2. Specific signals from the RCC.
The beginning and end of the CCR section are marked on the track with the billboards:
The intermediate stations are protected from the braking distance, up to the needle position indicator, with the curtain:
4ET1.1.2.3. Needles.
1. In the intermediate stations there are two routes of circulation with talonable needles equipped with a needle-coupling check indicator (RCF signal FIV5). Their normal orientation is a different way to allow for train crossings.
There may also be talonable needles in extreme stations of the RCC. In all cases, this type of facility will be covered by the corresponding AI slogan, which describes the facilities of each station.
2. The needle coupling check indicator, located in front of them, in CCR stations orders the Machinist:
a) When you present white light: Circular normally if nothing is opposed.
b) When turned off: Stop by communicating it to the CCR's Circulation Officer or the station if any, then resume the march after checking that the needle is well disposed, or in case otherwise, remain stopped at the same time.
3. The passage through the needles, whether taken from tip or heel, shall be done without exceeding 30 km/h.
The needles, when felled by the trains on their way out, automatically return to their initial position.
4. For service needs or breakdowns, which shall be communicated to the CCR Circulation Officer, the needles may be released and operated locally, as referred to in the corresponding AAI's Slogan, which describes the facilities for each station.
Section 3. Circulation
4ET1.1.3.1. Dispatch or passing of trains.
To ship or pass a train, it is necessary to:
1. The outbound itinerary has been set.
2. The CCR Circulation Officer transmits the Circulation Authorization phone to the Machinist.
3. In extreme seasons, the Head of Movement of the Order of March, if applicable, in accordance with the provisions of Art. 1.5.1.8 of this Regulation.
4ET1.1.3.2. Entry, exit and passage of trains.
1. In intermediate stations:
By interlocking, trains will normally enter the same track if they are of the same meaning.
In the case of train crossings, one of the trains will only be allowed to move up to the entrance needle, until the other is parked to prevent simultaneous entries.
Arrival time and when you have been authorized to move to the next, the Machinist will start the march.
The Machinist, when circulating under the BT will proceed as if it has found the indication of the stop announcement at the same point where the "E" is found, I will be willing to stop at the first needle, not overshooting is until the station's traffic controller is authorized to do so.
In stations that do not intervene in the BT the Machinist will make the entry if nothing is opposed.
2. In extreme stations:
In all cases the Machinist will be bound to what the input signal will command and the output signal in its case.
Section 4. Locking
4ET1.1.4.1. How it is secured.
By means of the permanent knowledge of the CCR's Head of Circulation of the situation of trains in the section, of the "Circulation Authorization" given to the Machinist and the "Notice of Arrival" of the trains.
4ET1.1.4.2. Circulation authorization.
1. After information from the Machinist that he is ready for departure, the CCR's Head of Movement, when the canton is free of trains, will take the following telephone with the random number generated by the system:
The circulation authorization will be given for each canton, before starting the march, at the station before the canton.
The Machinist who receives the authorization to circulate, in the extreme seasons, will not undertake the march until he has received the corresponding order of march as established in the art. 1.5.1.8 of this Regulation.
2. The Machinist, based on the exit needle, at all stations, will bring it to the attention of the CCR Circulation Officer.
4ET1.1.4.3. Notice of arrival.
1. In the intermediate stations, and in the extreme where there is no Responsible for Circulation, immediately after the arrival of a train at a station, the Machinist shall, by telephone, call the CCR Circulation Officer the arrival notice. of the complete train to the appropriate station, by:
2. In extreme seasons, if there is a Circulation Officer, the notice of arrival shall be sent by telephone to the CCR's Head of Movement.
4ET1.1.4.4. Cancellation of the movement authorisation.
When the movement authorisation has been completed, and before the train takes up the gear, there is some cause to advise it without effect, one of the following calls will be transmitted:
1. On the initiative of the CCR's Head of Movement:
2. On the initiative of the Machinist:
3. These calls will be answered, respectively, with one of the following:
4. In the case of the telephone calls indicated above, the train shall not be able to circulate until the driver is again authorised to move in accordance with Article 4ET1.1.4.2 of this Transitional Specification.
4ET1.1.4.5. Abnormalities in communications.
1. When abnormalities arise in the communication equipment of a motor vehicle, it shall be considered useless and replaced by another which has a perfect operating state.
2. If the abnormality occurs during the service, the CCR's Circulation Officer may order that he continue until he/she takes a trip guaranteeing circulation with the available means of communication.
3. If breakdowns arise on the CCR Post team, BT will be established. The CCR Circulation Officer will order the incorporation of stations to BT, constituting the necessary cantons according to the availability of personnel and number of circulations.
4. The CCR Circulation Officer may establish BT between an extreme station and an intermediate station in which a Circulation Officer is incorporated.
5. The Head of Circulation of the RCC before ordering the stations to join the BT, will ensure the release of the cantons, taking the Responsible for Circulation of the affected stations the telephone:
The previous phone guarantees, to the Head of the circulation of the station that receives it, the release of the corresponding canton so that, from that moment, it will be able to start the circulation under the BT.
6. Train drivers operating under the BT shall be notified of the following:
4ET1.1.4.6. Reestablishment of the RCC.
1. Where radio communications are standardised, the CCR's Head of Movement shall inform the persons responsible for the circulation of the stations involved in the BT, and the latter shall inform the Commission of the communication to the Commission. Responsible for the circulation of the RCC. With this information, you will be sent to the Circulation Officers of the stations that are intervening in the BT, the telephone:
2. The stations responsible for the circulation of the stations will reply to the following:
From this moment on, they will stop intervening in the lock.
3. The driver who carries the notification that he circulates with BT shall be informed by telephone:
Section 5. Composition and braking
4ET1.1.5.1. Composition of trains.
1. The RCC is applicable to trains that are equipped with a compatible portable radio equipment, with a maximum length of 200 m, when its mass per axle is at least 2 t.
Section 6. Manoeuvres
4ET1.1.6.1. Authorization of the maneuvers.
1. The manoeuvres performed at the extreme stations towards the CCR section shall be carried out in accordance with the RCC Manager, which shall prevent the access of circulations to the canton, if the manoeuvre must exceed the input signal.
2. Manoeuvres at intermediate stations must be conducted under the direction of a Circulation Officer at the station. During its execution, the movement of trains shall be carried out with BT.
3. The manoeuvres shall be completed, before the RCC is restored, the apparatus shall be returned to its defined position for the holding in CCR in accordance with the provisions of the AAI's slogan describing the facilities of the station and its use.
Section 7. Miscellaneous provisions
4ET1.1.7.1. Telephone registration.
1. The telephone calls, complete train notices and notifications indicated in the above articles will be recorded:
(a) By the CCR Circulation Officer, in the corresponding Telephone Book. The IIA may provide an appropriate estimate, a specific model of Telephone Book for the management of the RCC.
b) By the Circulation Officers of the stations, in the corresponding Telephone Book.
c) By the Machinist, in the Machine's Telephone Book.
2. Telephone calls to exchange with the Machinists will be made to a stationary train.
4ET1.1.7.2. Circulation under other conditions.
1. Trains not covered by this Transitional Specification and those referred to when appropriate to the service shall be circulated under BT in accordance with the rules of Article 4ET1.1.4.5 of this Transitional Specification.
2. Where the CCR's Head of Movement ceases to be in service, he shall, in advance, incorporate the block, the Agency's Responsible for Circulation and upon rejoining the CCR by means of telephone calls and the rules of the Articles 4ET1.1.4.5 and 4ET1.1.4.6 of this Transitional Specification, respectively.
FOURTH BOOK
TRANSIENT SPECIFICATION 2
MANUAL ELECTRICAL LOCKING
Index
BOOK FOURTH. TRANSIENT SPECIFICATION 2.
MANUAL ELECTRICAL LOCK.
Chapter 1. Manual Electrical Lock (BEM).
Section 1. Generalities.
4ET2.1.1.1. Introduction.
4ET2.1.1.2. Definitions.
Section 2. Lock.
4ET2.1.2.1. Request and concession or electrical outlet of the track.
4ET2.1.2.2. Dispatch or passing of trains.
4ET2.1.2.3. Notice of arrival.
4ET2.1.2.4. Artificial unlock of the canton.
Section 3. Particularities.
4ET2.1.3.1. Abnormalities.
4ET2.1.3.2. AC stations.
4ET2.1.3.3. Vehicles that do not short-circuit the track.
4ET2.1.3.4. Rebase of the manoeuvring area.
CHAPTER 1
Manual Electrical Lock (BEM)
Section 1. Generalities
4ET2.1.1.1. Introduction.
The object of this Transitional Specification is to regulate the particular conditions of circulation under the Manual Electrical Lock (BEM) system, on the lines in which it is installed.
The Manual Electrical Lock (BEM) is supported by the dependency ratio that is electrically established between the output signals of two collateral stations to prevent simultaneous access of two circulations to a canton.
4ET2.1.1.2. Definitions.
1. Canton of Blockade: is the part of track between two side stations through which the circulation is carried out in both directions and under this blockade.
2. BEM classes:
a) Request and one-way grant
b) Single-track take.
Section 2. Locking
4ET2.1.2.1. Request and concession or electrical outlet of the track.
1. The person responsible for the movement of the station who has to issue or give way to a train shall proceed:
a) The path grant and request system.
To electrically request the path to the collateral station.
b) Path system.
To electrically take the path to the collateral station.
2. The Collateral Station's Head of Circulation shall place the locking devices in the appropriate position for:
a) The path grant and request system.
Electrically grant or deny the path.
b) Path system.
Allow or prohibit electrically-taking the path.
3. The operations referred to in the preceding paragraphs shall be carried out in advance in order not to delay the trains.
4ET2.1.2.2. Dispatch or passing of trains.
In order for the Circulation Officer of a station to proceed to issue or pass a train, it is necessary that:
a) The canton is free of trains.
b) Be asked and granted, or the track is electrically taken.
c) The output itinerary has been set.
d) Be of the order of march according to the prescribed in the art. 1.5.1.8 of this Regulation.
e) The dispatch of trains from paths with no output signal is not allowed.
4ET2.1.2.3. Notice of arrival.
1. Immediately after the arrival of a train at or through a train station, the Head of Movement shall ensure that:
a) It has arrived or passed complete.
b) It is protected by the input token.
It will then actuate the locking release devices to electrically deliver the train's arrival.
4ET2.1.2.4. Artificial unlock of the canton.
1. If it is not possible to release the block, the station's Head of Movement will be using the following telephone number:
These phones will be registered by the Circulation Officers in the corresponding Telephone Book.
2. Then, both Circulation Responsables will actuate the artificial unlock device.
Normalized lock, will continue circulation under the BEM.
Section 3. Particularities
4ET2.1.3.1. Abnormalities.
When, between two stations, the locking devices or the output signals are not functioning normally, the BT shall be established in the affected canton or cantons, with the use of the BT in the case of abnormality in the Fourth Book, Chapter 4, Section 2 of the RCF.
4ET2.1.3.2. AC stations.
The same requirements as those collected for the BT in the Fourth Book, Chapter 5, Section 1 of the RCF will be fulfilled, taking into account that the closure and opening of a station is not allowed to be occupied by any of the collateral cantons.
4ET2.1.3.3. Vehicles that do not short-circuit the track.
The same prescriptions will be met as for locks without CTC, as listed in the Fourth Book, Chapter 5, Section 2. of the RCF.
4ET2.1.3.4. Rebase of the manoeuvring area.
The same prescriptions will be met as for the locks without CTC, collected in the art. 3.5.3.1 of the RCF.
FIFTH BOOK
SECURITY INSTALLATIONS
Index
FIFTH BOOK.
SECURITY INSTALLATIONS.
Chapter 1. Security installations.
Section 1. Generalities.
5.1.1.1. Introduction.
Section 2. Interlocks.
5.1.2.1. Definition, object and basic principles.
5.1.2.2. Handling.
5.1.2.3. Position of the needles.
Section 3. Train protection systems.
5.1.3.1. Introduction.
5.1.3.2. Classification.
5.1.3.3. Functionality of the shipped equipment.
5.1.3.4. Connection and disconnection of the shipped equipment.
5.1.3.5. Introduction of data into the shipped equipment.
5.1.3.6. Signals considered non-existent.
5.1.3.7. Signals off or jarring with ASFA system.
Section 4. Onboard devices for surveillance, speed information and over-temperature detection in rolling and brake elements.
5.1.4.1. Definition and conditions for providing service at source.
Section 5. Auxiliary detection systems installed on the track.
5.1.5.1. Over-temperature detectors in fat boxes, wheels and brake discs.
5.1.5.2. Object drop detectors to the path.
5.1.5.3. Impact detectors on track.
5.1.5.4. Side wind detectors.
Section 6. Step-to-Level Protection Systems
5.1.6.1. Definition and scope of application.
5.1.6.2. Steps at Provisional Level by Works.
5.1.6.3. Special intersections.
Chapter 2. Abnormalities.
Section 1. Fixed signals.
5.2.1.1. Prescriptions in case of abnormality.
5.2.1.2. Conditions for authorizing the rebase of a signal that you order stop.
5.2.1.3. Rebase a signal that you order stop.
5.2.1.4. Undue rebase of a signal that you order stop.
Section 2. Interlocks.
5.2.2.1. Prescriptions in case of abnormality.
Section 3. Train protection systems.
5.2.3.1. General prescriptions in case of abnormality.
5.2.3.2. Prescriptions in case of abnormality during the march.
5.2.3.3. Communication of abnormalities.
Section 4. Shipped devices.
5.2.4.1. Abnormalities in surveillance devices, speed information and over-temperature detection in rolling and brake elements.
5.2.4.2. Abnormalities in the radiotelephone system.
Section 5. Auxiliary detection systems installed on the track.
5.2.5.1. Abnormalities in over-temperature detectors in fat boxes, wheels and brake discs.
5.2.5.2. Abnormalities in object drop detectors.
5.2.5.3. Abnormalities in lateral wind detectors.
Section 6. Step-to-Level protection systems.
5.2.6.1. Application.
5.2.6.2. Step-to-Level breakdowns.
5.2.6.3. Notification to the Machinist.
CHAPTER 1
Security installations
Section 1. Generalities
5.1.1.1. Introduction.
The object of this book is to define the operation, both in normal and degraded situations, of different security installations that are commonly used in the RFIG. They are not included within this book, neither the signals, nor the locks, which are the subject of books 2 and 4, respectively.
Security installation means the components, equipment and systems or assembly of them, approved, installed on the ground and on board the vehicles in order to increase the level of safety of the movement.
Also, the software and the data (recording, calibration, etc.) of each installation are considered components of it. The same applies to the communication systems through which the orders and information related to the circulation are transmitted.
Within security installations, the following are included:
-Railway signals (treated in book 2).
-Encarnations.
-Locks (treated in book 4).
-Train protection systems (ERTMS, LZB, EBICAB, ASFA, etc.).
-Devices shipped from:
Surveillance (dead man).
Speed information.
Overtemperature detection in running and brake organs.
-On-track auxiliary systems.
Hot Case Detectors and Grabbed Brakes.
Object Drop Detectors to the path.
Impact Detectors on Track.
Lateral Wind Detectors.
-Step-to-Level protection systems.
Section 2. Interlocks
5.1.2.1. Definition, object and basic principles.
1. An interlock is a system that allows to establish safe routes for the circulation of the trains in the field of the stations, establishing a relationship of dependence between the positions of the different apparatus of route of the route, the PN semi-barriers (if any) and the orders that transmit the signals. In addition, it establishes incompatibility relationships with positions or configurations of other devices or signals, preventing the establishment of incompatible itineraries that, by interfering with the first ones, affect their security.
2. The basic principles of interlocks are as follows:
(a) In order to open a signal that authorizes an itinerary, it is essential that all the equipment of the route be disposed of in the appropriate position.
b) While the token authorizing an itinerary is open, the position of any apparatus related to it cannot be changed.
c) Unable to open a token that authorizes an incompatible itinerary with another one already authorized.
3. Incompatibility.
a) Two or more itineraries are considered incompatible when they cannot be performed simultaneously.
b) The incompatibilities of each interlock will be contained in the slogan that regulates its operability.
5.1.2.2. Handling.
1. In the handling of the interlocks and the elements they manage, it will strictly comply with the requirements of this Regulation and the AAI slogans that regulate its operability. These documents describe the facilities, their use and how to proceed in the event of a breakdown.
2. When, exceptionally, remote needles are to be manoeuvred on an itinerary not dissolved by a train, once the train has been unlocked, the arrest and position of the train in relation to the needle to be moved shall be checked in advance.
3. Where it is not possible to open the input signal as set out in the corresponding AAI slogan, itineraries may be established for the parking of trains under special conditions. The following criteria will be taken into account in order to do this:
a) Using the authorized rebase order when the input signal has such an indication.
(b) If the input signal does not have such an indication, its rebase by telephone shall be authorized, prescribed manoeuvres and the checks required to carry out the train. It will be taken into account, in this case, the conditions for authorising the rebase to be prescribed in this Regulation.
c) If the station does not have an input signal, the train will be stopped at the first needle and its parking lot will be ordered.
4. In a non-interlocking station, unless the layout of the tracks or the use of the track apparatus prevents concurrent itineraries, the following routes are considered to be incompatible:
a) The simultaneous entry of two trains to the contrary.
b) The entry of a train while another train is coming out in the same direction on the opposite side and vice versa.
5.1.2.3. Position of the needles.
1. For the entry, exit and passage of the trains, the needles shall be found in all cases immobilized as indicated in the relevant AAI slogan.
2. A needle immobilized mechanically or electrically in the position corresponding to an itinerary, does not require verification for other subsequent itineraries, as long as such a position remains unalterable.
3. Wherever possible, the needles in the tracks where the material is located shall be oriented in the position that prevents drift to road traffic.
Section 3. Train protection systems
5.1.3.1. Introduction.
They are systems that through the exchange of timely or continuous information between compatible equipment located in the infrastructure and on board the train, allow to develop all or some of the following functions:
a) In-cab signal information.
b) Train braking when performing an unauthorized movement or when exceeding the limit speed or in case of system malfunction.
c) Continuous monitoring of train speed, with application of braking curves in accordance with the state of the signalling and with the maximum speed allowed at each point.
For the proper operation and operation of these systems, it is essential that the equipment installed in the infrastructure and on board the trains be compatible with each other.
5.1.3.2. Classification.
Train protection systems are classified according to the functionality provided to the Machinist:
a) Those that provide information and continuous monitoring: ERTMS N2 and LZB.
b) Those that provide timely information and continuous monitoring: ERTMS N1 and EBICAB.
c) Those that provide point-in-time, or semi-continuous monitoring: ASFA.
5.1.3.3. Functionality of the shipped equipment.
The embarked team receives timely or continuous information about the conditions of circulation that affect the train, and monitors the fulfillment of the orders and information it transmits to the Machinist. Its functions include the following:
(a) Present the machine permanently in the system information panel, the information necessary to regulate the train's progress, so that in case of a performance not in accordance with those, the system acts provoking a brake order.
b) Present to the Machinist orders, indications and the mode of operation of the signalling system for the specific actions to be carried out.
5.1.3.4. Connection and disconnection of the shipped equipment.
1. The connection and disconnection operations of the equipment shall be carried out in accordance with the requirements of the Driving Manual for each vehicle.
2. The train driver shall always be connected to the train protection system which is compatible with the journey, except in the cases specified in this Regulation.
5.1.3.5. Introduction of data into the shipped equipment.
1. When the driver is to move with a train protection system which is compatible with the path to be travelled, he must first carry out the introduction of data to the system with the train stopped. This will be done in accordance with the requirements of the Driving and Equipment Manuals, and with the data contained in the "Machinist's Itineraries Book".
2. When any of the above data changes along the path, it will be entered again. In particular, where the brake of any bogie of the composition is to be cancelled, the data corresponding to the braking rate, and if necessary, at the maximum speed shall be modified.
5.1.3.6. Signals considered non-existent.
When the Machinist should consider non-existent intermediate signals in BA, it will disconnect the ASFA system team from the entire affected route. As an exception, it will not be necessary to disconnect the equipment when:
1. You are notified or regulated by the slogan that the beacons of the signals to be considered non-existent have been removed or covered with shred sheets.
2. The ASFA system allows you to circulate in BTS mode.
When the Machinist, circulating to contract, must consider the output signal to be non-existent, it will take the ASFA system connected to allow reading of beacons.
5.1.3.7. Signals off or jarring with ASFA system.
When the signals are off or show discordant orders or information with those of the ASFA team, the Machinist will always act in compliance with the most restrictive indication.
When a Step-to-Level protection token presents the protected PN indication and the information given by the ASFA team is the non-protected PN, the Machinist will respect the latter order.
Section 4. On-board devices for surveillance, speed information and over-temperature detection devices in rolling and brake elements
5.1.4.1. Definition and conditions for providing service at source.
1. Surveillance device (dead man):
System for Active Presence Control of the Machinist. It acts on the emergency brake of the train in case of lack of recognition when the system requires it.
2. Speed information device:
Reports continuously to the train's actual speed machine, which is recorded in the vehicle registration elements.
3. Device for detecting over-temperature in rolling and brake elements:
Reports to the Machinist the existence of alarms by temperatures in the above elements.
The information for these teams is prevalent on the equipment on track.
At the station of origin of each service, the driving cabs must have in perfect operating conditions the devices of surveillance and speed information, and in the equipped vehicles, the detection of over temperature in rolling and brake elements.
Section 5. Auxiliary detection systems installed on the path
5.1.5.1. Over-temperature detectors in fat boxes, wheels and brake discs.
1. They are devices that measure the temperature of the fat boxes, wheels and brake discs of the vehicles, at the point of the points on which they are installed.
2. The information obtained is automatically transmitted to a central position, where the thermal conditions of all the measured elements are stored.
3. The relevant thresholds are set out in Annex 3 to this Book and control and monitoring actions are regulated.
4. For trains without an on-board device, when a Circulation Officer receives an alarm on the recorder, depending on the component concerned and the type of alarm, he/she shall communicate this to the driver, or ensure the train stop to the driver. first signal or singling screen. In addition, it will indicate:
a) Lado to which the alarm affects: right or left in the direction of movement of the train.
b) Alarm type.
(c) Place which occupies the axle or wheel with indications of heating, counted from head to tail including locomotive or locomotives.
d) Measure temperature.
5.1.5.2. Object drop detectors to the path.
1. They are systems that allow you to know the existence of obstacles in the points of the road where they are installed from the moment of their fall.
2. Where the CTC receives an alarm from a detector, the track or tracks concerned shall be deemed to be intercepted at the appropriate point and shall be acted upon in accordance with this Regulation for use in the case of via interception.
5.1.5.3. Impact detectors on track.
1. These are systems that can detect defects or deformations in the running elements of the trains, as well as over-weights in axles.
2. The values corresponding to the impacts on track and weight per axis are defined in Annex 3 of this Book and in addition, the actions related to the vehicle and its communication by the AI to the EF are regulated.
5.1.5.4. Side wind detectors.
1. They are systems responsible for controlling the wind speed that has an impact on the track. They are composed of a number of weather stations installed on the line, which allow them to be divided into wind control sectors.
2. Each weather station predicts the behavior of the wind (predictive detector) in its sector or control sectors, in advance of 10 minutes. Each detector is integrated into the line detector telematics.
3. In lines equipped with these detection systems, two types of warnings occur:
-Wind alarm: When a wind is predicted to be incompatible with the normal circulation of the trains, depending on the maximum speed of each train, the application will determine a "Temporary Limitation of Maximum Speed" to In the affected wind control sector, the machinery must be notified to the operator. The values of the maximum speed limits to be implemented are defined in Annex 3 of this Book.
-Operation alarm: This alarm is triggered when the wind status of the control sector associated with the weather station is unknown, being the most unfavourable situation for the operation, this alarm can be produced for two reasons:
a) Loss of communication with the weather station.
b) State of "disablement" of the weather station. In this state there is communication but there has been some incidence that prevents the wind in the control sector from predicting.
The alarm is reported through a pop-up window in the application.
-Deactivation alarm: Appears when a wind or operational alarm disappears.
In the case of a wind alarm, it disappears when it is predicted that the wind will be compatible with the normal circulation of trains in the corresponding control sector.
In the case of an operation alarm, it is deactivated when the reason that prevents the operational status of a wind control sector is removed.
In the latter case, when the communication or the "enablement" of the weather station is recovered, it may take a few minutes for the prediction to be made and, therefore, indicate the wind state of the sector. During this time the status of "disable" will last.
4. In the case of lines not equipped with lateral wind detectors, and in those equipped in cases where the wind condition of a particular sector is unknown for any cause, when the State Agency of Meteorology provides for some section, speed winds between the values indicated in the tables in Annex 3, Chapter 4 "High-Speed Line-Wind Detector" in this book, the "Temporary Speed Limitations" shall be established by the section concerned. Maximum " indicated for each train in those tables.
5. "Temporary maximum speed limits" shall be notified to the Machinist by including them in the "Driver's Itineraries Book" or by means of the radio-telephony, where it is not possible to establish them through the system of traffic.
Section 6. Step-to-Level Protection Systems
5.1.6.1. Definition and scope of application.
1. The content of this Article refers exclusively to PNs that are either interlocked or automatic, located at or on the full track, under normal operating conditions.
2. An interlocked PN is the one between the input signals of a station whose protection is activated by the establishment of the itineraries that affect it, and is deactivated with the progressive dissolution of the itinerary to the advance of the train.
3. An automatic PN is the one located in full track and whose protection is automatically activated when the train approaches it.
4. In both cases, the protection of the PN shall be ensured before the passing of the trains, by the indications of the fixed signals, and by the facilities which equip them.
5. For the cases of abnormality, the provisions of Chapter 2, Section 6, of this book will be available.
5.1.6.2. Steps at Provisional Level by Works.
1. They may only be established on an exceptional basis and for absolutely justified reasons and must have the express authorisation of the DGF.
2. The AI shall carry out its regulation by slogan indicating on the same the security and signalling systems affecting the PN.
5.1.6.3. Special intersections.
There shall be no consideration of PN for the intersections of roads or lines of communication with railway lines when they occur within port areas.
The protection and regulation of this type of intersections should be established in the SGS of each AI.
CHAPTER 2
Abnormalities
Section 1. Fixed signals
5.2.1.1. Prescriptions in case of abnormality.
The Circulation Officer who is in charge of a token, and:
1. That, having to authorize the step, order stop or be turned off, proceed to authorize its rebase under the conditions indicated in this Section, and inform the affected Circulation Responsables to notify the Machinists.
2. Which, by way of exception, must be ordered to stop, do not do so, ensure the arrest of the trains affected by the means at their disposal (hand signals, etc.) and shall immediately inform the Head of the Circulation of the collateral station. the case and the Regulation Band in order to take the appropriate measures.
5.2.1.2. Conditions for authorizing the rebase of a signal that you order stop.
1. The Circulation Officer who is in charge of the signal will take full account of the fact that the rebase authorisation overrides the protection and will therefore take the necessary measures to ensure safety, by checking that:
a) You have not authorized any incompatible movement.
b) Itinerary needles are well disposed.
c) The journey to travel is free of trains.
d) The machine is prescribed the speed orders or limitations that the signal cannot give.
e) Route PN protection has been activated.
f) When it is necessary to authorize the rebase of the output signal from one station in ML, the other being in MC, the prior authorization of the CTC Circulation Officer will be required. This same authorisation shall be necessary between the Collateral CTC Circulation Officers. To do this, the following telephone will be sent:
In case of banalized paths, the previous phone will be expanded with the mention:
2. When the Head of Circulation in charge of the signal cannot check for himself or a person in charge of the position of certain needles, pickets, occupation of tracks, barriers, etc., he may prescribe to the Machinist, in the authorization of rebase, which performs these visual checks. In this authorization, each of the equipment of the means and the elements of the PN concerned shall be identified, the position to be presented and, where appropriate, the checks on the special-track apparatus (deviations, mixed-width changes and track-side equipment). mobile heart), with respect to the position of the needles and other mobile elements that make up them.
3. The rebase of the signal may be authorised, even if the journey to be travelled is not free of trains, provided that the preceding trains circulate in the same direction and on the same track, prescribing the gear of manoeuvres to the point of parking, or march to the view until the next token.
4. If the cause of the signal being ordered shut off for a reason other than the succession of trains, in addition to prescribing the train driver to the view, the possible motive shall be indicated, the points where it is to be stopped, if appropriate, and the manner in which it shall be recognise the affected sections.
5. In lines with BA, the rebase of an output signal will always be authorized with a walk in sight, whether or not the free or not the way to go.
6. In lines with BLA, BSL and BAS, the base of the output signals and the PCA, where appropriate, shall be authorised with normal gear, when the journey to be travelled is free of trains.
5.2.1.3. Rebase a signal that you order stop.
1. The Head of Circulation who is responsible for a signal ordering stop, it is necessary for a train or maneuver to resume the march, may authorize its rebase to the Machinist detained before it, by means of the following telephone:
2. When the rebase cannot be authorized by the above procedure, it will be done by delivery to the Base Authorization Bulletin's Machinist.
3. In the rebase authorization of a signal, the rebase of two or more signals may be authorised simultaneously when the signals are directly related (step-back signal, internal and successive output signals of the same signal). dependency, etc.).
4. In lines with CTC, which are equipped with radio-telephony, their Circulation Officer may authorise the rebase of several successive signals by telephone:
The needle position check shall be prescribed to the Machinist when the CTC Circulation Officer is unable to do so by himself or by a person in charge.
5. In the case of a double-banalised route, the previous telephone calls shall be extended by:
5.2.1.4. Undue rebase of a signal that you order stop.
1. Where a train unduly rebase a signal which it orders to stop, even where it is for the time being of an indication, the operator shall immediately stop, inform the person responsible for the circulation of the train in his capacity and He will abide by his instructions. When it comes to output signals, the order to resume the march will be given by the following telephone:
2. Exceptionally, in signs provided with the letter 'P', the gear shall be resumed without exceeding 40 km/h, with a view to the following signal.
Section 2. Interlocks
5.2.2.1. Prescriptions in case of abnormality.
1. The use of the interlocks in cases of failure in the needles and other equipment of the same, shall be done rigorously in accordance with the requirements of this Regulation and in the corresponding slogan to regulate in each case, its functionality.
2. In such cases, an established itinerary may exceptionally be varied when, in advance, the Head of Circulation communicates it to the Machinist and receives from him his/her knowledge. Only in the case of avoiding imminent danger can an established itinerary be varied, even if the communication between the Circulation Officer and the Machinist has not previously been carried out.
Section 3. Train protection systems
5.2.3.1. General prescriptions in case of abnormality.
1. Where at the station of origin, or in the first of the RFIG for international trains, a motor vehicle is to run on a line equipped with a train protection system, and cannot do so for lack of utility or equipment failure Shipped, it will be considered useless to circulate with such a system.
2. If during the course of a train there is a deficiency in the equipment shipped, even if it does not prevent the movement with the system of protection of the train, the Machinist must communicate it to the Circulation Officer of the Band of Regulation. Upon completion of the journey, the motor vehicle shall be considered useless for circular with such a system.
3. In the above cases, if the vehicle has another train protection system compatible with any of those installed in the infrastructure, it may circulate with it.
5.2.3.2. Prescriptions in case of abnormality during the march.
1. If during the journey, the abnormality prevents movement with the train protection system, the operator shall immediately inform the Circulation Officer of the Regulatory Band.
2. If it is not possible to continue circulating with another system of train protection, the movement may continue until the first station without exceeding:
a) The maximum speed of 120 km/h, complying with the maximum speed of the line and respecting the limited speeds that may affect it.
From that station, you will also comply with the following requirements:
(b) Circulara with a second person enabled in the driving cab up to the first station where the RU has a material base, or in its absence, until the end of the train journey; unless the RU establishes in its SGS other procedure that mitigates the risk generated effectively, and this procedure is authorised by the ARS.
c) Finished the train path, the vehicle will be considered useless for the service until its repair. In case the material base is located in the same urban end of the train path, the vehicle may circulate under the conditions defined in this article to the base for repair.
5.2.3.3. Communication of abnormalities.
1. Any abnormality identified by the Machinist related to the infrastructure or to the shipped equipment of the train protection systems shall be communicated to the Circulation Officer of the Regulatory Band or the CTC.
2. The Circulation Officer who receives the communication of abnormality:
(a) For infrastructure-related purposes, it shall be repaired and notified by radio-telephony to the operator of each of the trains concerned, or, failing that, to order the Head of the Circulation of the previous station, where the train has a prescribed stop, to notify it.
(b) For those related to the boarding equipment, it shall be provided that the EF is informed of any abnormalities which may affect the movement of the trains.
Section 4. Shipped devices
5.2.4.1. Abnormalities in surveillance devices, speed information and over-temperature detection in rolling and brake elements.
1. The operating surveillance device is an essential condition at the source station for a vehicle to start service. If the surveillance device is damaged during the journey, the operator shall communicate it to the Circulation Officer of the Regulatory Band or the CTC by radio-telephony or through the Circulation Officer of the first open station. In addition, from the first station where the breakdown arises, a second person shall be incorporated into the driver's cab to replace the unused function until the end of the journey; unless the RU establishes another procedure in its SGS mitigate the risk generated effectively, and this procedure is authorized by the ARS.
2. If the speed information device is damaged during the journey, the operator shall communicate it to the Circulation Officer of the Regulatory Band or the CTC by radio-telephony or through the Circulation Officer of the first open season. In addition, it shall take the necessary precautions not to exceed the maximum speeds of the routes for which it is to circulate.
3. If the security recorder (JRU) is broken down, the vehicle shall be considered useless and replaced by another. If the fault is caused during the journey, the operator shall inform the Circulation Officer of the Regulatory Band or the CTC, and the RU, which shall decide whether to repair it, whether to replace the vehicle or if it continues to travel.
4. At the source station, in the event of damage to the on-board device for the detection of overtemperature in rolling and brake elements, the operator shall inform the relevant Circulation Officer, prior to the departure of the train, to the following: the movement of the same is carried out under the cover of the track detectors. In addition, it shall limit the speed of its train to that determined in the driving manual or operations of its vehicle.
5. If, during the journey, the on-board system of overtemperature detection on rolling and brake elements is broken, the driver shall limit the speed of his train to that determined in the driving manual or operations of his vehicle.
In addition, it will inform the relevant Circulation Officer for tracking possible alarms through the detectors installed on the track, by which it will circulate.
5.2.4.2. Abnormalities in the radiotelephone system.
In the event of a failure in the radiotelephony (GSM-R or TRAIN EARTH) system, the operator shall inform the relevant Circulation Officer. In addition, a portable communication medium GSMR, TRAIN GROUND, or public radio address must be available in the driving cab to maintain the regulatory communications needs between the Machinist and the Responsible for Circulation.
End of the journey, the vehicle will be considered useless for the service until its repair.
Section 5. Auxiliary detection systems installed on the path
5.2.5.1. Abnormalities in over-temperature detectors in fat boxes, wheels and brake discs.
1. It is the responsibility of the AI to maintain and operate the equipment referred to in this section.
2. In case of abnormality in the operation or unavailability of any equipment, the AI shall inform the RU with circulations for the affected line.
3. For vehicles running under the control of overtemperature detectors in fat boxes, wheels and brake discs, installed on track, in the case of an abnormality in a detector on a high speed line, the trains which have been monitored in a previous detector, they may be circular at normal speed provided that there is not an interval of more than 50 km, from the damaged or off-duty detector, to the next detector in service.
If the above condition is not met, the maximum train circulation speed shall be limited to 160 km/h from the first non-operational detector to the next sensor in service.
5.2.5.2. Abnormalities in object drop detectors.
When any detector equipment is out of service, due to a lack of maintenance, failure or other causes, this circumstance shall be notified to the Machinist and the speed shall be limited to the passage through the detection zone at 160 km/h.
5.2.5.3. Abnormalities in lateral wind detectors.
1. Operational alarm.
This alarm is caused by some of the following causes:
a) Loss of communication with the meteorology station.
b) Disablement of the meteorology station (there is communication but there has been an incident that prevents the wind in the control sector).
Its activation implies the lack of knowledge of the wind state of the control sector associated with the meteorology station. In this case, the prediction of winds will be carried out by the information provided by the State Agency of Meteorology and, for the correct management of the "temporary limitation of maximum speed" to implement, will follow the criteria set out in Annex 3 of this Book.
2. Deactivating an operational alarm.
When the meteorology station becomes operational again, the operational alarm will disappear. Until the first wind prediction is made in the sector, the wind forecast will continue to be used through the information provided by the State Meteorology Agency, and the criteria set by the IA in the Annex will be followed. 3 of this Book.
3. Maintenance of the weather station.
If a meteorology station passes to the maintenance state, it implies ignoring the wind state of the control sector associated with the meteorology station. In this case, the prediction of winds will be carried out by the information provided by the State Agency of Meteorology and, for the correct management of the "temporary limitation of maximum speed" to implement, will follow the criteria established by the IIA in Annex 3 to this Book.
Section 6. Step-to-Level Protection Systems
5.2.6.1. Application.
The requirements of this Section refer to the automatic protection PN, to the interlocked when the protection devices do not work, and to those which, due to the breakdown, are equipped with foot-of-pass personnel.
5.2.6.2. Step-to-Level breakdowns.
When an automatic or interlocked PN is left without tension, the semi-barriers or the off-road signals are broken, the Regulation Band's or CTC's Circulation Officer shall have the dispatch to the PN of the staff, in order to take charge of it. The Machinists will be notified that the PN is without protection until their repair.
5.2.6.3. Notification to the Machinist.
1. The Circulation Officer who has to issue, pass or authorize the backhaul to a train on a path where there is an unprotected PN, shall notify the Machinist of the following:
2. If the PN is automatic protection and the protective devices do not work, it will proceed in the same way, taking into account that, in order to allow a train to recoil, it is necessary to place the train head in the direction of the movement to a person empowered to perform manoeuvres and, where appropriate, act on the protection elements of the PN to take the necessary security measures.
3. If the train does not have a prescribed stop, the accidental stop will be ensured to make this notification.
FIFTH BOOK.
1TRAIN CONTROL EUROPEAN SYSTEM (ERTMS/ETCS)
Index
FIFTH BOOK.
1TRAIN CONTROL EUROPEAN SYSTEM (ERTMS/ETCS).
Chapter 1. ERTMS/ETCS.
Section 1. Generalities
5AN1.1.1.1. Introduction.
5AN1.1.1.2. Orders of the side signals for the trains in circulation with ETCS.
5AN1.1.1.3. Maximum speeds.
5AN1.1.1.4. Maximum speed time constraints.
Section 2. Connection/Disconnect and Data Introduction.
5AN1.1.2.1. Connection and disconnection.
5AN1.1.2.2. Introduction of data.
Section 3. Modes.
5AN1.1.3.1. Driving in FS mode (Full monitoring).
5AN1.1.3.2. Driving in SR mode (Machinist Liability).
5AN1.1.3.3. Driving in SH mode (Maniworks).
5AN1.1.3.4. Operating in OS mode.
5AN1.1.3.5. Driving in a (Unequipped Path Zone) mode.
5AN1.1.3.6. SN Mode Driving (National System).
Section 4. Transitions and level changes.
5AN1.1.4.1. Nominal transitions.
Section 5. EOA rebase (move authorization end).
5AN1.1.5.1. Stopped before an EOA.
5AN1.1.5.2. Undue rebase of the EOA.
5AN1.1.5.3. Common requirements for a train that has been stopped before an EOA or that has unduly exceeded it.
Section 6. Abnormalities.
5AN1.1.6.1. Notification.
5AN1.1.6.2. Abnormalities in the DMI.
5AN1.1.6.3. Signals off or in indoubt indication.
5AN1.1.6.4. Train stop per ETCS action.
5AN1.1.6.5. Default message of Eurobeacon, message inconsistency, and link reaction of a Eurobeacon.
5AN1.1.6.6. Emergency stop revocation from the CEC.
5AN1.1.6.7. Loss of communication with RBC.
5AN1.1.6.8. Disconnection from the equipment.
5AN1.1.6.9. Abnormalities in level changes.
Information Appendix.
5AN1. AP1.1. System architecture.
5AN1. AP1.2. System application levels.
5AN1. AP1.3. The principles of the ETCS system.
5AN1. AP1.4. Modes. Definition.
5AN1. AP1.5. Ways to perform the transitions.
CHAPTER 1
ERTMS/ETCS
Section 1. Generalities
5AN1.1.1.1. Introduction.
This Appendix lays down the procedures for the movement of trains with the ERTMS/ETCS system, hereinafter ETCS, installed on different lines of the RFIG, regulating the processes of movement of trains in function of the characteristics of the infrastructure and of the equipment shipped from them.
The ETCS system is a control, command and signalling system based on a transmission of the information between the track and the trains that overlaps an underlying lateral signalling system.
The ERTMS (European Rail Traffic Management System) concept covers three areas:
(a) ETCS (European Train Control System), for the control of the train and the control systems. Defines the entire process to ensure safe movement of the train.
b) The GSM-R (Telecommunications System for Railways) is a standard system that will replace the many national systems with a single digital platform for all applications.
c) The ETML (Traffic Management Levels) to ensure a coordinated service: adjustment to schedules, optimization of the capacity of the lines, optimization of the fleet in stock of vehicles, energy saving and improvement of the traffic.
The system, developed so far, allows for mixed traffic (circulation of equipped and unequipped trains) and can be coupled to several existing European systems allowing for a gradual introduction of the facilities. fixed and mobile. Therefore, different levels of ETCS operation have been established.
Depending on the level and technical mode of operation, it carries out continuous monitoring of the speed and location of the train, providing data on the maximum speed at each point, the target speed and the target distance, ordering the performance of train brakes when it detects that existing conditions pose a risk to safety in the movement.
In certain circumstances, such as temporary maximum speed limits, the Machinist will also comply with other requirements and information that may be notified to you for not being included in the the System.
5AN1.1.1.2. Orders of the side signals for the trains in circulation with ETCS.
In-cabin signage prevails over the light-side signalling when circulating with ETCS Levels 2 or 1 in FS mode. The exception of this rule is the approximation to an EOA for cases where the EOA is done with the speed of release. During this process the Machinist shall circulate in a position to comply with the order of the corresponding fundamental fixed signal, guaranteeing the arrest of the train to the same when ordered to stop.
At Level 2:
In FS mode, when the train is stopped before an EOA, you will not be able to resume the march until you receive the renewal of the MA from the RBC. This EOA may either be in front of a signal or in front of an ETCS display.
At the beginning of the mission the driver will start the march by complying with the indications he receives in the DMI, even if the nearest signal presents the aspects of the FF7C or FF7D signals (respectively a combination of a color focus). red with another fixed or flashing blue).
At Level 1:
In FS mode, when the train is stopped at a signal with an EOA, it will not be able to start the gear if the signal presents the indication of the FF7A, FF7B and FF7C signals. With the rest of the indications it allows you to get closer to the signal beacons by adhering to what the DMI tells you (new MA, step to SH mode, etc. ..).
At the start of the mission, you will not be able to start the march until the signal present indicates different from the FF7A, FF7B, and FF7C signals. With the rest of the indications you will be able to approach the signal beacons (obtaining MA), taking care of what the DMI tells you.
5AN1.1.1.3. Maximum speeds.
1. The system allows, in compliance with the limits set in the art. 1.1.1.7 RCF, circular without exceeding the speed of:
a) The one that results from dynamic monitoring circulating in Levels 1 and 2 in total monitoring mode (FS).
b) Circulating At Level 0 + ASFA or Level 0, the maximum allowed for circulation under side signalling, established in the RCF.
2. The maximum line speeds at each point are integrated into the ETCS system; or, where applicable, in the national system that allows for STM-level circulation.
5AN1.1.1.4. Maximum speed time constraints.
1. "Maximum speed limitations" that affect lines equipped with operational ETCS are introduced into the system (those that affect lines that have operating the LZB system in addition, are introduced in both systems).
2. The AI will establish a procedure for managing "maximum speed time constraints" to ensure that they have been properly implemented at all operational levels.
3. The Regulatory Band's Circulation Officer will ensure that trains, prior to their departure from origin, have been transmitted to the RU all "temporary maximum speed limitations" to be recorded in the Book of Itineraries. Machinist, or, in another case, have been notified. The train drivers will also be notified of the trains already in progress towards the affected points.
Section 2. Connection/Disconnect and Data Introduction
5AN1.1.2.1. Connection and disconnection.
To perform the connection and disconnection operations of the embarked equipment, the vehicle's Driving Manual shall be provided.
1. Connection.
(a) The connection of the equipment shall be carried out with the stationary train and shall be activated only the cab which is to be placed first in the direction of the gear. If the use of the ASFA is required, it must be connected in advance.
(b) The driver of a train equipped with transmission module STM-LZB, which is to be operated by a line equipped with LZB, shall verify that the module is connected and operational.
c) The manoeuvres shall be performed with the equipment connected and the SH mode selected. The same shall be carried out on the backsliding, unless the equipment is technically disconnected.
(d) If before the train is issued it is necessary to perform manoeuvres, for this purpose, Level 1 SH mode shall be selected, until the end of the manoeuvres, then the appropriate level shall be selected.
2. Disconnect: The Machinist will ensure that the equipment is disconnected:
a) In the cabin changes and in the rollbacks, which technically require it.
(b) In case of abnormality, when ordered by the Responsible for Circulation for the failure of the embarked equipment, by failure in the system or by operating needs.
5AN1.1.2.2. Introduction of data.
As indicated in the Team Driving Manual and with the data contained in the train document, the Machinist, when it is to be circulated with ETCS, shall perform the introduction of data to a stationary train. When some of this train data changes, they will be introduced again.
If the brake of one or more bogies or axes of the composition is to be cancelled, it is necessary to change the data previously introduced to the equipment, for varying the braking rate or for the need to reduce the speed maximum.
Section 3. Modes
5AN1.1.3.1. Driving in FS mode (Full monitoring).
1. For the ETCS team at Level 2 or Level 1 to allow circular in FS mode it needs to have a Movement Authorization (MA).
2. In FS mode, the Machinist shall comply with the indications presented in the DMI, acting on the corresponding devices to follow the speed and braking control curves required at each moment.
3. The AI will communicate by slogan, the points of entry to the system where, in general, the passage to FS mode occurs.
4. Transitioning to other modes from FS is usually automatic.
5AN1.1.3.2. Driving in SR mode (Machinist Liability).
1. In this way the system does not monitor the indication of the signals (except if they are ordered to stop), or the ETCS screens in their case.
Nor does it monitor the situation in which the facilities are located, so the Machinist will comply with the provisions of the regulatory regulations, with respect to the orders of the signals and the rules of the blockade with which it circulates, complying with the "maximum speed limits" and performing in cabin the operations required by the system. The system monitors a set maximum speed (national value), which will be shown in the DMI at the request of the Machinist.
2. At the beginning of the drive with ETCS Level 2, one of the ways in which the system can start operating the system is SR, which is maintained until the embarked equipment receives an MA, automatically or after confirmation in the DMI, upon request of the RBC, by the Free Road Machinist (TAF).
3. At the start of driving with ETCS Level 1, the way in which the system starts operating the system is SR, which is maintained until the embarked equipment passes through the group of signal Eurobeacons (signal BG) of the first fundamental fixed signal that can ordering stop.
4. In this way, the Machinist who receives the rebase authorization of a signal that he ordered stopped, must press the button of Rebase, since otherwise the immediate stop would be produced by the application of the emergency brake passing by way TR.
5AN1.1.3.3. Driving in SH mode (Maniworks).
1. This mode allows for forward and backward driving. The provisions of the applicable regulatory rules with regard to the direction and performance of the manoeuvres, the orders of the signals and the requirements for the movement of the manoeuvres shall be complied with. The system monitors a set maximum speed (national value).
2. The step in SH mode by a token in Authorized Rebase, implies that the track team sends the train the mode profile.
3. The AAI shall communicate the places where the SH mode shall be selected by the stationary train operator, as well as where it must be recognised once it has been shown by the track team through the DMI. After the operation and the stationary train, the Machinist must select the "end of SH".
4. In ETCS Level 2, depending on the characteristics of the RBC, when the Machinist selects SH, it will receive the change of mode authorization from the RBC, or a request will be made to the operator of the CEC for authorization, if appropriate, for the change. to SH mode. Once the authorization is received, the team will automatically transition to SH mode. In case of not receiving the authorization, the Machinist must communicate it to the Circulation Officer and abide by his instructions. The team will move into SH mode after their disconnect from the RBC.
5AN1.1.3.4. Operating in OS mode.
1. This mode allows the driving in advance, the Machinist being able to perform the rebase of the signal in the indication of Authorized Rebate, respecting the march in sight with the speed allowed by the equipment, or the one that regulates this stipulated, and being responsible for checking the path occupancy.
2. The Eurobeacons or the RBC will send to the train an OS-mode profile, the Machinist will recognize the OS Mode once it is shown in the DMI. From the moment the system transitions to OS, the system monitors a maximum established speed (national value) and sent to the train in the mode profile. When a lower speed limitation has been introduced into the system, the maximum monitored speed shall be that of the limitation.
3. In ETCS Level 2, to make the transition from OS to FS, the embarked equipment will be maintained in OS mode until it receives a movement authorization, automatically or after confirmation in the DMI, upon request of the RBC, by the Machinist of the free path ahead (TAF).
5AN1.1.3.5. Driving in a (Unequipped Path Zone) mode.
In this mode, the embarked team ignores any information regarding the signals, monitoring the consistency of beacons data, if they exist. The maximum speed changes that the system would have read before the change in mode, will be made by the embarked team. The Machinist shall comply with the provisions of the regulatory regulations with respect to the orders of the signals, to the circulation with the ASFA system, and to the compliance with the "temporary limitations of maximum speed".
5AN1.1.3.6. SN Mode Driving (National System).
In this mode the embarked team behaves as if it were the corresponding national system. The information provided by the DMI shall be followed by completing the provisions of the relevant regulatory regulations.
Section 4. Transitions and level changes
5AN1.1.4.1. Nominal transitions.
Before starting the movement of a train, the driver must connect all the signalling equipment that will be used in the train journey and put into service the one that corresponds to the start of the journey.
ETCS Level 1 or 2 to ETCS STM-LZB Level.
1. When the ETCS team reads the transition announcement beacon at level 1, or the transition announcement information to the STM-LZB Level, it prepares to do automatic switching to the STM-LZB Level, and sends the Machinist a message to the DMI transition to STM-LZB Level.
2. At the time the ETCS team switches to the STM-LZB Level, the LZB system will be the one that will supervise the drive. Once the transition order has been received in the corresponding beacon, the Machinist must recognize the transition in a time of 5 seconds.
ETCS Level STM.LZB to ETCS Level 1 or 2.
1. At a distance sufficient, by way of the information on track, a text message will be sent to the Machinist in the DMI announcing the FIN-LZB, the Machinist will recognize the FIN.
2. When the ETCS team reads the transition announcement beacon to the ETCS Level 1 or 2, it prepares to do the automatic switching to that level, and sends the Machinist a transition message to Level 1 or 2, the Machinist must recognize it in a maximum time of 5 seconds.
3. When you receive the level change order, to Level 1 or 2, the ETCS team disconnects the STMLZB, after which you assume the ETCS Level 1 or 2 control and the appropriate mode.
4. The transitions to ETCS Level 2 at the boundary points of the lines, can be performed either by transitioning previously to ETCS Level 1, or directly at Level 2.
ETCS Level 1 or 2 to ETCS Level 0 (with ASFA).
1. When the ETCS team reads the transition announcement beacon towards Level 0, it prepares to do automatic switching to Level 0 + ASFA, so the ASFA team is fed and a message is sent to the 'Transition to Level 0' Machine on the DMI.
2. At the time the ETCS team switches to Level 0 the ASFA system will be the one that will oversee the drive.
ETCS Level 0 (with ASFA) to ETCS Level 1 or 2.
1. When the ETCS team reads the change announcement beacon at Level 1 it prepares to take over and disconnect the ASFA team.
2. The Machinist receives a text message in the DMI advising him of the transition.
3. When you receive the level change order, towards Level 1, the ETCS team disconnects the ASFA, after which it assumes the ETCS Level 1 control and the appropriate mode.
4. The transitions to ETCS Level 2 at the boundary points of the lines, can be performed either by transitioning previously to ETCS Level 1, or directly at Level 2.
ETCS Level 2 to ETCS Level 1.
1. When the ETCS team receives the level change announcement information and prepares to end the communication session with the RBC.
2. The Machinist receives a text message in the DMI advising him of the transition.
3. When you receive the level change order, the ETCS team will transition to Level 1
ETCS Level 1 to ETCS Level 2.
1. When the ETCS team reads the level change announcement beacon it prepares to start the communication session with the RBC.
2. The Machinist receives a text message in the DMI advising him of the transition.
3. When you receive the level change order, the ETCS team will transition to Level 2
Section 5. EOA rebase (move authorization end)
5AN1.1.5.1. Stopped before an EOA.
1. The Machinist detained before an EOA will be in communication with the Circulation Officer indicating the point of arrest (pk, signal, ERTMS screen, etc.).
2. The Head of Circulation, once checked the route to be performed, will authorize, if applicable, the rebase of the EOA by means of the following telephone:
3. In the case of the EOA associated with a signal giving access to the double-banalised journey, the rebase authorisation shall indicate the track (I, II, etc.) for which the train is to be used.
4. The Circulation Officer shall prescribe to the Machinist that he is in sight until the next fundamental fixed signal that he can order stop (identifying it in the notification), except in cases where there is total certainty that the block of lock The light side signs are free of trains. If the EOA matches an output signal on a BA line, it will always be prescribed to the gear-up machine in the view until the next signal.
5. The driver of a train that is circulating at Level 0 + ASFA, and is detained in front of a stop indication signal in which transition order is received at Level 1, to be exceeded in this indication shall act on the push-button "overshoot" of the ASFA system and also of the ETCS rebase push button, because if it did not act on the rebase, at the step of the signal BG, it would manage the information of the same by producing a TRIP.
5AN1.1.5.2. Undue rebase of the EOA.
1. When the train overtakes the EOA, a transition to TR mode immediately occurs, causing the train to be stopped. After the arrest, the Machinist will be in communication with the Circulation Officer, indicating the point of arrest (pk, rebased signal or ETCS screen) and request authorization to resume the march, or the recoil to the signal rebased. So you will recognize the Trip by moving on to PT mode.
2. The Head of Circulation, once the necessary checks have been carried out, shall, if appropriate, authorise him to resume the march or to go back by telephone:
The traffic conditions prescribed in the phone will be met by the Machinist as far as they have been notified.
5AN1.1.5.3. Common requirements for a train that has been stopped before an EOA or that has unduly exceeded it.
1. After receiving the appropriate authorization, the Machinist shall perform the necessary operations in the system to continue the operation.
2. In ETCS Level 2, although transiting to FS mode, it shall not be considered to be circulating in such a way until the next ERTMS display or fundamental fixed signal that can be ordered is exceeded. Once it has exceeded any of the above mentioned points, if it continues in FS mode the train will be considered to be circulating with FS, and the telephone received to resume the march, loses its validity, the Machinist will inform the Head of the Circulation of this circumstance.
Section 6. Abnormalities
5AN1.1.6.1. Notification.
When the Circulation Officer knows about any system-related abnormality (beacons, off-duty, that do not transmit information or that is wrong, etc.), he will notify that abnormality by Radio-telephony to the Machinist of each of the trains concerned.
When the abnormality, on track or in the EOB, is observed by the Machinist, it shall communicate it to the Circulation Officer of the CTC by the Radiotelephony.
5AN1.1.6.2. Abnormalities in the DMI.
1. In the event of failure of the main and redundant DMI, the provisions of the applicable regulatory rules on the line shall be complied with, with respect to the orders of the signals and the rules of the blocking with which it circulates.
2. If the failure causes the transition to SF mode (system failure) you must disconnect the ETCS equipment as indicated in Section 2 (connection and disconnection).
5AN1.1.6.3. Signals off or in indoubt indication.
When the signals are off or in indoubt indication the ETCS information may not match the appearance of the signal. In this case, circulating in FS, the Machinist will communicate the abnormality to the person responsible for circulation. Case of non-circular in FS, shall be bound to the order of the signal and shall carry out the corresponding operations in the cabin.
5AN1.1.6.4. Train stop per ETCS action.
1. In the event of the arrest of the train for ETCS performance, and such detention entails change in a manner other than FS, the operator shall inform the Circulation Officer that he, if appropriate, notifies him of the resumption of the train. In that case, the Machinist shall proceed as if it had encountered the previous signal in the stop announcement or precautionary announcement as the case may be.
2. If the stop is due to undue rebase of the signal, it shall proceed as indicated in Article 5AN1.1.5.2.
5AN1.1.6.5. Default message of Eurobeacon, message inconsistency, and link reaction of a Eurobeacon.
The default message, the link reaction of a Eurobeacon or the deficient receipt of a message, will cause service braking. For trains running with ETCS Level 1, generally, after braking is initiated, if an MA is received, the application of the service braking shall be released, provided that the MA received does not require such application.
5AN1.1.6.6. Emergency stop revocation from the CEC.
In case the Circulation Officer receives on the ERTMS Centralized Control Post (CCE), an indication that an emergency stop has been sent to a train, will be put in communication with the train's Machinist corresponding. Once the reasons which caused it have been analysed, if it is appropriate for the train to continue, it must revoke that emergency stop, in which case the operator shall not press the EOA rebase until the Head of Circulation informs him that it has been revoked, and authorizes you to continue the march by telephone 5AN1.4.
5AN1.1.6.7. Loss of communication with RBC.
When a train circulating in ETCS Level 2 loses communication with the RBC and, after the system has made the programmed attempts, does not recover it, the train driver, will not perform "manual call". Reconnection with the RBC will be established once the order has been received from the infrastructure. This limitation shall not apply to the start of mission at such level at the stations.
When the loss of communication with the RBC occurs in OS mode, the EOB will start the service brake until the stop, if the communication is not recovered, the distance granted by the OS mode will be reduced to the head of the train. The Machinist shall proceed in accordance with the provisions of Article 5AN1.1.5.1.
5AN1.1.6.8. Disconnect from the team
Circulation with BT:
When it is necessary for a train that circulates with ETCS to circulate with BT, the notification to the Machinist that prescribes the RCF will be extended with the note: "disconnect the ETCS".
By failure of the EOB, operating needs or other cause ".
The Circulation Officer will communicate this to the driver by phone:
When abnormal indications, or lack thereof in the DMI, are attributable to the Eurobeacons, the RBC or the fixed signals shall not result in the disconnection of the equipment unless ordered by the Circulation Officer.
5AN1.1.6.9. Abnormalities in level changes.
1. When the Machinist observes that the transition to the level determined by the infrastructure does not occur, it shall communicate it to the Circulation Officer.
2. Where there is no utility in the infrastructure, or on the embarked equipment (EOB), or when an unscheduled transition occurs on track to another lower level of application of the system, the operator shall communicate to the Circulation Officer that circumstance, for this to notify you of how to proceed.
In both cases, the Circulation Officer will take the following phone to the Machinist:
(1) Among the conditions of circulation, the operator may be prescribed the deactivation or activation, as the case may be, of Level 2 or 1, provided that the Embarking Equipment permits.
3. When the deactivation is specified in the traffic conditions prescribed in the 5AN1.4 telephone, if an EOA is generated, it shall be carried out in accordance with the provisions of art. 5AN1.1.5.1.
4. The Machinist shall inform the Circulation Officer when transitions to unexpected technical modes occur.
5. The operator shall inform the Circulation Officer when he has made the passage through an Input, Output or PCA signal, or any other point of entry into the system, that he/she must indicate the FS mode system, do not do so, and do not exist. causes or incidents that warrant it.
6. The Machinist, in the face of any failure that makes the transition or level change impossible, will communicate it to the Circulation Officer, normalize the team and, by order of the team, select the level indicated to him or the disconnection of the equipment, according to the notification received.
7. Abnormality in transition between ETCS and LZB.
a) If during the transition process a system failure occurs, the Machinist must communicate it to the Circulation Officer, and select in the ETCS team Level 1 or STM-LZB, as the case may be, circulating below under the side signage and with gear to the view until the next signal.
b) If the Machinist was not able to select the Level 1 or STM-LZB of ETCS, as the case may be, it will be brought to the attention of the Circulation Officer to authorize him to normalize the team embarked by the phonephone:
(c) When the train does not enter LZB transmission, the operator shall complete the regulatory regulations applicable to the line.
8. If on the lines equipped with ETCS Level 2, by abnormality, a train equipped with Level 2 is transited to Level 0 or Level 0 + ASFA, the Machinist shall conduct stop with service brake and communicate it to the Circulation Officer, who will order the Selection of ETCS Level 2 or Level 1, as appropriate, by means of the following telephone:
INFORMATIONAL APPENDIX
5AN1. AP1.1. System architecture.
Due to the nature of the functions required for its operation, the ETCS system is installed partially and partly on board trains defining two subsystems: the subsystem via, and the subsystem shipped.
1. Subsystem via.
Depending on the level of the application with which the path is equipped, the subsystem via can be composed of the following components:
Eurobalise: It is a device for the timely transmission of information that sends telegrams to the ETCS system. They can transmit fixed (default) or switchable telegrams, that is, variables according to the signaling.
Eurobeacons are organized into Beacons Groups (BG) within which each beacon will transmit a telegram to the embarked ETCS team, which circulates on them.
Electronic Line Unit (LEU): These are electronic devices that connect interlocking to switchable eurobeacons. Its function is to transmit to the eurobeacons the variable telegrams according to the conditions of the signaling.
Radio Locking Center (RBC): It is a computer system that prepares the messages to be sent, via radio, to the ETCS team on the basis of the conditions of the signaling and the information exchanged with that subsystem waterboarded. The main object of these messages is to provide movement clearances that allow trains to safely run through the infrastructure zone under the responsibility of the RBC.
ETCS Control Post (PCE): Post that manages ETCS control applications centrally. The PCE allows the operator to set and override "maximum speed time limitations".
Euroradio (GSM-R): It is a communications system via radio that is used for the exchange of messages in both directions between the shipped ETCS subsystems and the RBC.
Eurolazo or prior information unit via radio: They are optional devices for lines equipped with Level 1. They provide information in advance to the embarked ETCS team, relating to the next main signal in the train's sense of gear. At the moment they are not operational.
2. Subsystem shipped.
Depending on the level of application with which the shipped ETCS subsystem is equipped, it can be composed of the following components:
Basic "ETCS" equipment shipped: It is a computer system that monitors and controls the movement of the train on the basis of the information exchanged with the track subsystem. It is sufficient to operate at level 1 with Eurobeacons.
Embarked Radio Communication System (GSM-R): Used for the exchange of messages between the embarked ETCS team and the RBC. Required for level 2.
Specific Transmission Modules for National Systems (STM): They do the "translator" functions between the national systems implemented on track and on the trains, and the "basic" ETCS equipment.
5AN1. AP1.2. System application levels.
1. It is called the system application level, abbreviated level, to the type of integration of the embarked equipment and the infrastructure, which depends mainly on the means of transmission and the equipment of the track. They are listed from higher to lower priority.
a) ETCS Level 2:
ETCS system operating on a line controlled by an RBC and equipped with fixed eurobeacons and Euroradio.
b) ETCS Level 1:
ETCS system operating on a line equipped with Eurobeacons, fixed and switchable.
c) ETCS STM Level:
ETCS system operating in a line with a "national" signaling system. The onboard equipment incorporates an STM module to communicate with the system installed on the track. Train stop and speed monitoring are carried out by teams outside the ETCS.
d) ETCS Level 0 + ASFA:
ETCS system operating on a line not equipped with ERTMS, but equipped with ASFA (national system).
e) ETCS Level 0:
ETCS system operating on a line not equipped with ETCS in service.
2. Compatibilities. Levels 1, 2, and 3 are compatible from higher to lower. This is, a train equipped to operate at Level 3 can operate also at Levels 2 and 1.
A train equipped to operate at Level 2 can also operate at Level 1.
The ETCS system, through the STM, can integrate LZB, EBICAB, or ASFA, thus maintaining compatibility with the existing information on the path, corresponding to those systems.
The Machinist shall, at any time, select the level corresponding to the movement of its train and in the light of the equipment of the infrastructure.
5AN1. AP1.3. The principles of the ETCS system.
The ETCS onboard subsystem performs monitoring and control of speed and distance based on the information it receives from the track subsystem.
The most relevant information on the basis of which the embarked team performs these controls is:
1. Movement Authorization (MA)
It is the permit that the train receives, in terms of distance, when it is fully supervised, to circulate to a certain point. Such a distance is sent to the train via RBC or via beacons.
The following features are part of the MA:
a) The end of authorization is the point to which the train is authorized to circulate.
When the Target Speed (allowed speed at that point) is zero is called End of Authorization (EOA). When it is not zero, it is called Authorization Limit (LOA).
b) The speed of release is the speed of the train to which the approach to the EOA is monitored. The machinist must manually regulate the speed of the train in order not to exceed the EOA. If the train has traction/brake automatism connected to the system and is operational, it is in combination with the ETCS not to exceed the EOA.
c) The Danger Point (DP) is a location beyond the EOA to which the head of the train could reach, without the risk of a real danger.
d) A MA can be divided into several sections, each of which can be assigned a time limit value to be traversed. When the allotted time expires and the section has not been traversed, a braking reaction may be applied by the embarked team.
The MA can be extended, trimmed or revoked, new values received by the team will always replace the previous ones. In the case of being revoked, the MA is lost.
2. Speed restrictions.
The maximum speed at which a train is allowed to run, is limited by various kinds of speed restrictions, called static speed restrictions, and also taking into account the EOA/LOA values of the corresponding MA.
These static speed restrictions are treated in the same way regardless of the ETCS application level.
Static Speed Restrictions are speed limitations imposed by the track infrastructure, train features, and the way the onboard equipment is located.
Static Speed Restriction categories are independent of each other, that is, a speed restriction category does not affect, or be affected, by any other category of Static Restrictions. Speed.
Depending on the Type of Static Speed Restriction, it will normally be necessary to use the length of the train to ensure that all of it has passed through a Static Speed Restriction, before it can be taken in consideration of an increase in speed. The on-board equipment shall be responsible for the compensation for the length of the train where necessary.
The Speed Static Restrictions categories are:
a) Speed Static Profile (SSP).
The Static Speed Profile (SSP) is determined by the fixed speed restrictions of a given track stretch. Restrictions may be in relation, for example, with the maximum line speed, curves, tunnels, bridges.
The Static Speed Profile is based on factors that depend mainly on the track, but also on the train; as is the case of the type of train, Normal, A, B, etc. The relationship between track and train characteristics determines the Static Speed Profile for each train.
If an increase in the speed at an SSP point, it must be delayed or not based on the length of the train, it is determined by the SSP information sent to the on-board equipment.
b) Speed by Axis Load Profile.
This is a non-continuous and defined Speed Profile based on the axle load, so that for each section that this type of constraint applies to, the different speed limits are specified and so that Axle loads these different limits will be applied.
Different speed restrictions may be applied for the same section, depending on the axle load.
Trains whose axle load is equal to or greater than the minimum defined value are affected by the speed restriction given for such value; not the trains with a lower axle load.
c) Maximum speed time limits (LTV))
Limited speed is a transient speed limitation because of the infrastructure; for example to be used in building sites, etc.
When partially overlapping two or more LTVs the train uses the most restrictive speed limitation in the area in which they overlap.
Each LTV has an identifier, which makes it possible to revoke it using such an identifier. The LTV shall be cancelled immediately upon receipt of the revocation from the fixed line equipment, without taking into account the length of the train. This revocation can only be given by the subsystem via.
d) Train-related speed restriction.
The ETCS system takes into account the maximum speed of the train according to its maximum authorized speed, or with the data entered in the equipment shipped, if these can be modified.
e) Mode-related speed constraints.
The value of the mode-related speed restriction will be determined by the corresponding national value or by default values if the national values are not applicable. Exception: For some modes of operation (On Sight and Shunting), the speed limit can also be given by the subsystem via. The speed limit given by this subsystem predominates over the national value and the default value.
With the information of all the static speed restrictions, the embarked team elaborates and monitors the Most Restrictive Speed Profile (MRSP) that must respect the train. The More Restrictive Speed Profile will be calculated again, when any of the items you are built on change.
More restrictive speed profile selection:
3. Other information on the track.
The data relating to the track infrastructure is usually stored by the on-board equipment so that they are a special map of the sections of the route that the train has to travel.
A synthesis of this data is included below.
a) Conditions of the Via.
The Condition function of the Via is used to inform the driver and train, where appropriate, of an existing condition ahead of the train.
The Path Conditions are sent as profile data (for example, where the stop is not allowed), that is, the beginning and end is specified where the data is applicable, or location data (for example, Traction power change) that is, giving the starting point, depending on the type of condition of the track.
The types of path conditions that are covered by this function are:
-Section without power, drop pantographs, or disconnect the main switch/open the circuit breaker;
-Closure of pressurization hatches;
-Tunnel, disallowed stop/inhibition of the alarm apparatus system for travellers;
-Change traction power, power the power-on-board switch;
-Bridge, stop not allowed/inhibition of alarm apparatus system for travellers;
-Large metal masses;
-Radio Shadow Zone, cut radio link loss monitoring;
-Disconnect the recovery brake;
-Disconnection of the Foucault stream brake;
-Disconnection of the magnetic brake on the rails;
b) Text Messages.
The ETCS system makes it possible to transmit information that is displayed to the Machinist in the form of text messages. Text messages are always supplemented by conditions as to when and where they should be displayed, and if the driver is required to be confirmed.
If more messages of the same type need to be displayed simultaneously than the available DMI display, the newer messages will take precedence over the old ones that will be hidden but remain stored and reappear if the newer messages are deleted. The driver can also select the different hidden messages to display on the screen.
In the case of messages that require confirmation by the driver, they are not hidden behind the newer messages of the same class that do not require confirmation. If a message that must be confirmed is hidden behind another message that must also be confirmed, it reappears when the message is committed.
c) Mode Profile.
It is possible to send the train an indication of Mode Profile to move to On Sight (OS) mode or Shunting mode (SH). For OS mode the mode profile defines the entry and length of the walking zone in the view. For SH mode the mode profile will only define the input to the manoeuvring zone.
If the onboard team receives a new MA without Mode Profile, the Mode Profile that was being used is removed.
4. Dynamic monitoring and gradients.
Speed control is the monitoring of the speed of the train relative to its position, in order to make the train respect the "More Restrictive Profile of Speed" (MRSP) and the Limit or final of the authorization of movement (LOA/EOA).
The onboard ETCS team issues braking orders and revokes them (except for the emergency brake order); it can also receive status information: if the brakes are applied or loosened. However, it does not monitor brake control circuits; since they are alien to the ETCS team.
Speed control comprises:
-The monitoring of the maximum speed, monitoring the constant velocity curves determined based on the current value of the Most Restrictive Speed Profile (MRSP).
-Monitoring the target speed, monitoring the braking process at a lower target speed, or the EOA/LOA.
-Control of the release rate.
-The stop function of the train, upon exceeding an EOA/LOA. The train stop function (Train Trip) will be started if the on-board equipment detects that the head of the train has exceeded the EOA/LOA.
The train stop function will issue an emergency braking order that will not be revoked until the train is stopped and the driver confirms the stop.
The gradient is the measure of the inclination that presents the track. It will have a positive value when it is a ramp (ascending) or negative when it is a slope (descending). This information is sent from via to the shipped equipment, which uses it in braking distance calculations.
5. Monitoring Limits.
The principle of speed monitoring lies in the real-time comparison of the speed of the train with the allowed speed, calculated by the Euroboard, and in the operation of the train brake (service or emergency, as the case may be), when the speed of the train exceeds that speed.
This operation is based on knowledge by the train team of their location with respect to ETCS information points represented by Eurobeacons.
All the calculations made by the board team take into account that the decelerations considered are guaranteed, but they are different depending on the speed steps and the types of train, and that these The decerelations must be corrected taking into account the pending and ramps included in the MA (Movement Authorization).
The ETCS train calculates intermediate target points (target distance and target speed) and a target point that must not exceed (target distance with zero speed, EOA).
From these meta points, the train produces the speed control curves:
a) Speed Curva Allowed (V. Limit): It is the speed that the Machinist can achieve safely, and the one shown in the DMI.
b) Warning curve: located above the allowed speed curve so that, if the actual speed of the train exceeds the prescribed speed for that curve, an indication (sound and visual) is sent to the Machinist so that decrease the speed in order to avoid the application of the service brake.
c) Service brake intervention (monitoring): when this operation is operating brake ETCS, it is above the warning curve such that, if the actual speed of the train exceeds the speed prescribed by the This curve, the service brake is activated, being released when the allowed speed is reached. The performance of the service brake is indicated in the DMI.
d) Emergency curve: located above the service brake activation curve, such that, if the actual speed of the train exceeds the speed prescribed by this curve, the emergency brake is applied, releasing only to a stationary train. The activation of the emergency brake is indicated in the DMI.
e) Release Speed: If the speed of the train exceeds the Release Speed, an order to apply the emergency brake will be activated.
The transition to the release rate control will automatically run when the Release Rate value is equal to the service brake intervention limit. The limits of the intervention and emergency curves will no longer be monitored.
A warning limit is set that activates an alert that remains displayed as long as the speed of the train exceeds it. This warning limit is lower than the Release Speed. The transition is executed when the warning limit of the target speed control is equal to the warning limit of the Release Rate control.
It is indicated in the DMI that the Release Rate is monitored, and the value of that Release Rate.
The indication of the Permitted Speed limit of the target speed control continues to show up to zero.
6. Protection against unwanted movements of trains.
a) Protection from improper movements.
Improper Movement Protection (RAP) shall prevent the train from moving in the opposite direction to the position of the inverter in the active cab. If the inverter is in a neutral position, the RAP prevents the train from moving forward or backward.
When the system recognizes a movement that exceeds the national value for the permitted exhaust distance, the brakes are applied.
When the train stops, the braking order will be revoked to allow the driver to loosen the brakes.
After the braking order is revoked, the RAP will start again, using the current position of the train as the new reference location.
b) Protection from the Backspace Movement.
The Protection against the Rollback Movement (RMP) prevents the train from moving in the opposite direction from the allowed. The permitted sense of movement of a train is that of the active MA, if available on board. When a recoil movement is detected, the order is given to apply the brakes after a distance specified by a national value.
When the train is stopped, the braking order is revoked to allow the driver to loosen the brakes.
Following the revocation of the braking order, the RMP is initialized again, using the current position of the train as the new reference location.
c) Monitoring quiesce.
This function prevents the train from moving more than a train-dependent distance.
If exceeded from the monitored distance, a braking order will be issued.
If a cab is activated, the braking order is revoked as soon as the train is stopped, to allow the driver to loosen the brakes.
Following the revocation of the braking order, the monitoring of the immobilization is again initialized, using the current position of the train as a new location reference.
NOTE: In certain series of trains there exist in the train itself the same supervisions similar to these. Running the most restrictive value monitoring of both.
5AN1. AP1.4. Modes. Definition.
1. It is understood by technical mode of operation, in short "mode", to the operation status of the team embarked on the supervision it can offer based on the information received from the infrastructure, at each of its levels.
2. The technical modes of ETCS are:
Not operational; applicable at all levels (0, 1, 2, and STM):
IS (Isolation; isolation). The equipment is set aside; it does not intervene on any train equipment, even on the brakes.
NP (No power; no power). The equipment is found without power and therefore there is emergency brake order.
SF (System failure; system failure). It is caused by an EOB failure affecting the safety of the equipment. The emergency brake order is given.
SB (Stand By; standby). The mode used for the start of the equipment, for self-testing and for the peripheral devices. It is the way in which the data of the train has to be entered at the beginning of the mission. The train remains stopped by the action of the brakes.
Operational:
SR (Staff Responsible; machinist responsibility); applicable at levels 1 and 2. Driving mode under the responsibility of the driver; where necessary under the directions of the person responsible for the movement. Used when there is no route information, for example, at the start of a mission, after a rebase, or after a track team failure. In this mode eI team embarked monitors the maximum speed; national value established for this case. The driver must respect the side signalling according to the RCF.
FS (Full Monitoring; Total Monitoring); applicable at levels 1 and 2. The team monitors train movements with respect to a dynamic speed profile calculated on the basis of the static speed profile, limitations maximum speed time, track gradient data, train and MA data. This mode cannot be selected by the Machinist. The DMI will show the Machinist the speed of the train, the speed allowed, and the target distance and the target speed when needed.
OS (On Sight; running on view); applicable at levels 1 and 2. Traffic mode associated with busy entry. The embarked team monitors the speed defined for this mode (national value) and the speed limitations below that national value; the driver will proceed as set by the RCF with the limit of that set maximum speed. This mode cannot be selected by the Machinist, it is sent from the path by order of the controller.
SH (Shunting; manoeuvres); applicable to levels 0, 1 and 2. Mode for performing manoeuvring movements. The equipment monitors train movements with respect to a maximum speed and a maximum distance delimited by a stop order. The SH mode can be selected by the machine, or ordered by the track, which requires the recognition of the driver. Team entry in SH mode is considered a mission end.
SN (national STM); applicable at STM level. It is used when circulating through a line equipped with a national signalling system. The STM module maintains the functionality of the national system and interacts with the fixed track equipment. In this way, the Machinist must respect the established procedures for the national system.
UN (Unfitted; via not equipped); applicable at level 0. Mode of movement at Level 0, used in areas not equipped with ETCS. The team monitors the speed determined for this mode (national value) The Machinist must respect the existing side signage and the procedures set out in the RCF.
Particular operations:
TR (Trip; Rebase); applicable at levels 1 and 2. Mode associated with automatic train stop, which involves the application of emergency brake. The team transitions in this way as a reaction to an unsafe event (for example, the rebase of an EOA). When the train is stopped you will be asked to recognize the Machinist to exit this mode.
PT (Post Trip; after rebase); applicable to levels 1 and 2. Mode to which the team transits once recognized eI TR. In this way the release of the emergency brake is produced; it allows only the backward movement and a determined distance as a national value. In order to continue, the rebase procedure may be performed only or, if the equipment does not allow it, to select the beginning of the mission.
NL (Non Leading; No Command); applicable at all levels. This mode is defined to manage eI equipment of a cabin that does not circulate in the first place and is not controlled from the head, since it has its own Machinist (multiple traction).
SL (Sleeping; sleeper); applicable at all levels. This mode is applicable to a cabin that does not circulate in the head and is controlled at a distance; therefore it has no driver (multiple command).
RV (Reversing; rollback); applicable to levels 1 and 2 (not used in the RFIG). This mode is used to change the direction of the train and drive from the same cabin. This is only possible in a receding area previously announced by the fixed track team. The team will show the speed of the train, the speed allowed and the remaining distance to go.
5AN1. AP1.5. Ways to perform the transitions.
You consider two ways to perform level transitions.
1. Nominal transitions: are those that occur at the borders of the line (or within it after a mission start) as a result of the ETCS level change or signalling system on the track.
They are performed automatically when the level change order transmitted by beacons or RBC is received that contain the following information:
a) Distance to level change.
b) Point, before reaching the level change, from which the Machinist can perform the recognition. This must be done before they pass 5 seconds after the level change.
c) MA (Movement Authorization) to the point of switching. The speed at that point will be appropriate to the new level.
2. Degraded transitions: These are the ones that are performed by train standing inside the line as a result of a failure in the signalling system that protects the train.
In transition points between systems or different ETCS levels where lower limit speed values appear at the maximum allowed speeds, they obey the engineering rules applied to the via.
FIFTH BOOK.
2LEVEL STEP PROTECTION
Index
1 BOOK FIFTH.
2LEVEL STEP PROTECTION
Chapter 1. LEVEL STEP PROTECTION.
Section 1. GENERALTIES.
5AN2.1.1.1. PN protection. Classification.
Section 2. STEPS AT CLASS LEVEL B. LIGHT AND ACOUSTIC SIGNALING (SLA).
5AN2.1.2.1. System description.
5AN2.1.2.2. Train detection.
5AN2.1.2.3. Step-to-Level (SLA) protection installations.
5AN2.1.2.4. Monitoring the PN protection system (SLA).
5AN2.1.2.5. System operation in Automatic Command.
5AN2.1.2.6. Abnormalities in the PNs of the SLA type.
Section 3. CLASS-LEVEL STEPS C. SEMI-BARRIERS OR AUTOMATIC BARRIERS (SBA).
5AN2.1.3.1. System description.
5AN2.1.3.2. Train detection.
5AN2.1.3.3. Step-to-Level (SBA) protection facilities.
5AN2.1.3.4. Monitoring of the PN protection system (SBA).
5AN2.1.3.5. Operation of the Automatic Command (MA) system.
5AN2.1.3.6. Operating the Local Command (ML) system.
5AN2.1.3.7. Abnormalities in the SBA type PN.
Section 4. STEP-FOOT PROTECTION.
5AN2.1.4.1. Scope.
5AN2.1.4.2. Step-to-Level breakdowns.
5AN2.1.4.3. Notices to the staff on foot of the PN.
5AN2.1.4.4. Performances of the staff on foot from Step to Level.
5AN2.1.4.5. Protection in case of system failure with SBA.
5AN2.1.4.6. Protection in case of system failure with SLA.
5AN2.1.4.7. Protection in case of temporary casualties.
Section 5. PN FOR PEDESTRIAN USE.
5AN2.1.5.1. System description.
Section 6. Complementary Elements.
5AN2.1.6.1. Obstacle detector.
CHAPTER 1
Securing steps at a level
Section 1. Generalities
5AN2.1.1.1. PN protection. Classification.
Level Steps are classified according to the protection systems that equip them in:
1. Class A. Protection with fixed signals exclusively.
2. Class B. Protection with light signals in addition to fixed signals.
3. Class C. Protection with semi-barriers, double-barriers or barriers, automatic or locked, in addition to fixed signals and light signals.
4. Class D. Protection under Slogan.
5. Class E. Protection with barriers or semi-barriers with foot-of-pass personnel.
6. Class F. Specific protection for level steps to the exclusive use of pedestrians or pedestrians and livestock.
This Annex describes the security installations that equip the existing PN in the RFIG, classes B and C, respectively protected by Luminous And Acoustic Signaling (SLA), and by semi-barriers or barriers Automatic (SBA).
Section 2. Steps at Class B-Light and Acoustic Senalization (SLA)
5AN2.1.2.1. System description.
The PN protection system by means of light and acoustic signals (SLAs) is a safety installation designed and constructed in such a way that any breakdown that can occur has an impact on the establishment of a condition always in favor of security.
The system consists of elements installed in the path and immediate vicinity of the PN and equipment located in the installation equipment booth.
The different elements are linked to each of the three basic functions that you develop:
a) Train detection.
b) Protection of road vehicles
c) System monitoring
5AN2.1.2.2. Train detection.
This function is developed by the following elements:
1. Two directional warning pedals, placed on the track, at the distance necessary for the various elements to act at the appropriate time.
2. A track circuit in the PN zone, signposted with PN billboards.
3. A non-directional rearmament pedal, located in the vicinity of the PN identifying the corresponding train pass sequence.
5AN2.1.2.3. Step-to-Level (SLA) protection installations.
For this purpose, the following elements are installed:
1. A set of light signals for the road, consisting of two horizontal red light bulbs which are illuminated in an alternative way, located on the right side of the road according to the direction of the road, on both sides of the PN.
When the visibility conditions require it or the intensity of the road traffic so advises, signals will also be placed on the left side.
2. An acoustic signal, located on the right and in the set of light signals, the horn of which starts to operate together with the light signals for the road, and shall cease as soon as the descent of the feathers is concluded and the latter are in the position horizontal.
3. A signal of 'OTHER TRAIN' (integrated in the road light signal) which shall be illuminated to flashes, provided that a second train has been warned by the warning detector, even the first train within the PN area, to inform the users of the road of this circumstance.
The light signal shall be reinforced with an audible signal which shall be operating simultaneously.
4. A Local Command (ML) located in the vicinity of some PN, from which there is greater visibility of the road and the road, to locally command the protection of road vehicles.
5. A fixed signal in single or double blade, attached to the mast of the light signal, depending on whether there is one or more tracks, in white background and red border, installed on each side of the track. This signal shall be preceded by the fixed road sign indicative of proximity to PN protected by traffic lights.
5AN2.1.2.4. Monitoring the PN protection system (SLA).
The elements and teams that develop this function are:
1. PN signal (SPN), is situated at a sufficient distance of braking and on each side of the PN. Its mission is to inform the Machinist of the operation of the system and to check that there is no breakdown that has an impact on the security of the PN.
When a circulation steps on one of the directional pedals, the system is self-checking and, at the same time, the SPNs are lit at the appropriate indication.
If the PN is next to a station, and the protection system is affected by the movement of the trains at the station, the signals are permanently lit at their most restrictive indication.
Depending on the status of the system, the indications presented by the PN protection rail signals are:
a) PN protected: Signs FF10A and FF10C, when the system is working correctly.
b) Protected PN: FF10B and FF10D signals, when an alarm occurs for:
-Lack of load current to the battery.
-Haberse produced a rearmament by excessive closing time.
-Fusion of the main lamp, in the PN protection signal (SPN) with double lamp.
-You would see in an acoustic signal.
-Failure on the initial check of the "OTHER TRAIN" signal, with a single train in the warning zone.
c) No protection PN: Signs FF11A and FF11B, when the alarm is caused by:
-System closed for an excessive amount of time (usually two minutes).
-System in ML (when it exists).
-Fusion of a red road lamp.
-Lack of operation of the two acoustic signals.
-Averia on warning pedal.
-The internal path of the PN zone path circuit.
-Failure of the initial check of the "OTHER TRAIN" signal with more than one train in the warning zone.
-Failure on the internal battery of road signs.
5AN2.1.2.5. System operation in Automatic Command.
This is the normal mode of operation. It is based on the detection of the circulations that are directed to the PN, by any of the directional pedals of warning. When the warning is received in the team cabin, the system warning process is triggered:
-The lights of the light road signs begin to look and sound the acoustic signals, checking by the installation that the PN signals show the appropriate indication.
-Translate the warning time, stop the acoustic signals and continue the signals to the road in red to flashes.
The system open order is generated when the train has passed through the PN, and as a result, the following sequence has been performed:
-Path circuit occupancy.
-Train detection by the rearmament pedal.
-Later release of the track circuit.
When the opening order is received, the system is rearmed, thereby turning off the SPN, and turning off the signals to the road, leaving the system in its normal situation.
1. Succession of trains.
The system is designed to allow the succession of circulations by being able to memorize up to three different circulations in the space between the directional warning pedal and the PN.
For this reason, the system does not rearm, if before the opening order occurs, another warning has occurred when another circulation has been detected by the directional pedal, complementing the light and acoustic warning to the Road with the message "OTHER TRAIN".
Also, if a third circulation produces a new warning without having left the PN area the first two, it is necessary to produce three individual train pass sequences, as indicated in this article, to be produce the rearmament of the system.
2. Automatic opening by excessive closing time.
Full-track PNs, with SLAs, to prevent any abnormality from remaining on the road signs for an excessive amount of time, are equipped with a suitable circuit to be performed, the sequence next:
-A first timer starts the count of time when a warning occurs, and usually two minutes elapsed, the SPN path signals display the most restrictive indication (yellow blade to flashes).
-A second timer, after checking that the signals have been sent to the most restrictive indication, starts the account of a security time (usually three minutes) for any train approaching the PN has seen the sign in the cited indication, and after that time, the road signs are turned off.
In those cases where by location characteristics, there are Apeakers, concatenation with SBA, etc., the times will be three plus seven minutes.
The difference in operation with respect to the SBA is that, once the ML is taken (when it exists) and provided that the closing button is not pressed or the presence of a circulation is detected after five minutes (two more Three minutes), the road signs and the SPN shall be switched off.
5AN2.1.2.6. Abnormalities in the PNs of the SLA type.
These PNs have as peculiarity, within the protection of road vehicles, a STOP signal that is displayed only in the case of system abnormality.
This signal as well as the auxiliary elements necessary for the protection in case of failure shall be deposited in the place that for each specific PN determines the AI through the corresponding Slogan that describes and defines the use of each installation.
In the case of a lack of general system power, all the signals to the road, through the internal battery, will look red.
In this type of PN, string protection is not applicable.
Section 3. Class C level steps C. Semibarriers or automatic barriers (SBA)
5AN2.1.3.1. System description.
The system of protection of PNs by automatic semi-barriers is a safety installation designed and constructed in such a way that any damage that can occur, has an impact on the establishment of a condition always in favour of safety, consisting of warning of the lack of protection of the PN to trains approaching such an intersection, and normally causing the closure of the semi-barriers or barriers to prevent the access of road vehicles to the intersection
The system consists of elements installed in the path and immediate vicinity of the PN and equipment located in the installation equipment booth.
The different elements are linked to each of the three basic functions that you develop:
a) Train detection.
b) Protection of road vehicles.
c) System monitoring.
5AN2.1.3.2. Train detection.
This function is developed by the following elements:
1. Two directional warning pedals, placed on the track, at the distance necessary for the various elements to act at the appropriate time.
2. A track circuit in the PN zone, signposted with PN billboards.
3. A non-directional rearmament pedal, located in the vicinity of the PN which together with the previous track circuit, identifies the corresponding train pass sequence.
5AN2.1.3.3. Step-to-Level (SBA) protection facilities.
For this purpose, the following elements are installed:
1. Two semi-barriers (in special cases, the semi-barriers may be complete barriers or semi-barriers) located on the right side of the road to one side of the PN, consisting of pertigas or tilting pens driven by motor and adequate length to effectively cut the right half of the road. For their perfect night visibility, these pens are coated on both sides of reflective adhesive sheets or light devices into alternating red and white stripes.
2. A set of light signals for the road, consisting of four identical signals, located to the right and left of the road on both sides of the PN. Each one is formed by two horizontal red light bulbs that look like alternating flashes. The merging of one and two or more foci produces the corresponding alarms.
3. An acoustic signal, located on the right and in the set of light signals, the horn of which starts to operate together with the light signals for the road, and shall cease as soon as the descent of the feathers is concluded and the latter are in the position horizontal.
4. A Local Command (ML), located in the vicinity of the PN, to locally operate the PN protection in case of abnormality in the system. It is made up of a small closet on mast, closed with padlock.
5AN2.1.3.4. Monitoring of the PN protection system (SBA).
The elements and teams that develop this function are:
1. PN signal (SPN), is situated at a sufficient distance of braking and on each side of the PN. Its mission is to inform the Machinist of the operation of the system and to check that there is no breakdown that has an impact on the security of the PN.
When the PN is close to a station and there is not enough braking distance between the station and the nearest needle tip, two PN signals are placed for the circulations heading towards the passage. on the exit needles of the station, totaling the beam of tracks, and another from the entrance needles thereof, at the braking distance.
When a circulation steps on one of the directional pedals, the system is self-checking and, at the same time, the SPNs are lit at the appropriate indication.
If the PN is next to a station, and the protection system is affected by the movement of the trains at the station, the signals are permanently lit at their most restrictive indication.
The indications presented by the SPNs based on the status of the system are:
a) PN protected: Signs FF10A and FF10C, when the system is working correctly.
b) Protected PN: FF10B and FF10D tokens, when alarm has occurred for:
-Lack of load current to the battery.
-Fusion of a red road lamp.
-Haberse produced a rearmament by excessive closing time.
-Fusion of the main lamp, in the SPN with double lamp.
c) No protection PN: Signs FF11A and FF11B, when alarm has occurred for one or more of the following breakdowns:
-Fusion of two or more red road lamps.
-Arrolling a semi-barrier.
-System closed for an excessive amount of time (usually three minutes).
-Local Command System.
-You would see the warning pedal.
2. System for automatic opening of the system by excessive closing time, is located in the installation equipment booth and has as mission the automatic opening of the system, when due to breakdown or other causes in the elements and equipment related to the detection of railway circulations, remains closed for a high time (usually ten minutes).
Thus, the conflict caused by the closing of the PN since the failure occurs until the personnel in charge of its protection are present.
In some special case, it may exist in the collateral station closest to the PN and, if it is CTC paths, the appropriate devices that present the indication of the PN signal.
5AN2.1.3.5. Operation of the Automatic Command (MA) system.
This is the normal mode of operation. It is based on the detection of the circulations that are directed to the PN, by any of the directional pedals of warning. When the warning is received in the equipment booth, the system shutdown process is triggered:
-The lights of the light road signs begin to look and sound the acoustic signals, checking by the installation that the PN signals show the appropriate indication.
-Elapsed the warning time (five seconds minimum) begin to lower the half-barriers, investing a time of seven to ten seconds.
-The horizontal position of the two semi-barriers is reached, the acoustic signals are stopped and the signals to the road in red to flashes continue. If, exceptionally, exit semi-barriers (PN protection system using semi-barrier doubles) exist, they begin to descend when the input barriers have reached the horizontal position.
The system open order is generated when the train has passed through the PN, and as a result, the following sequence has been performed:
-Path circuit occupancy.
-Train detection by the rearmament pedal.
-Later release of the track circuit.
When the opening order is received, the system is rearmed, with which the SPN are turned off, the semi-barriers begin to rise and when the vertical position is reached, the signals are switched off to the road, leaving the system in its position. normal.
1. Succession of trains.
The system is designed to allow the succession of circulations by being able to memorize up to three different circulations in the space between the directional warning pedal and the PN.
For this reason, the system does not rearm, if before the opening order occurs, another warning has occurred when another circulation has been detected by the directional pedal.
Also, if a third circulation produces a new warning without having left the PN area the first two, it is necessary to produce three individual train pass sequences, as indicated in this article, to be produce the rearmament of the system.
2. Automatic opening by excessive closing time.
The system in case of excessive closing time, has the possibility to automatically produce the opening of the semi-barriers with the following security conditions.
Sequentially the following process is performed:
a) A first timer starts the account of time when a warning occurs, and usually after a three-minute time, it orders the signals of the path to present the most restrictive indication (yellow blade) destellant).
b) A second timer, after checking that the signals have been sent to the most restrictive indication, starts the account of a safety time (usually seven minutes), so that any train approaching the PN has seen the signal in the said indication, and after this time, orders the automatic opening of the semi-barriers by excessive closing time.
The account started on the first or second timer, it does not restart if a second or third train (case of train succession) is detected, and the same is cancelled, as soon as the normal system open order is generated.
5AN2.1.3.6. Operating the Local Command (ML) system.
This mode of operation allows you to govern the protection of the PN when by breakdown or abnormality it is not possible to do so automatically.
Action sequence in the ML cabinet:
-Act on the handle that selects the operation of the PN, placing it in the "MANUAL" position. This operation results in the presentation of the yellow aspa indication to flashes on the SPN of the path, triggers the closing process of the PN and activates the push buttons of "OPEN" and "CLOSE" semi-barriers.
-The personnel in charge of their protection will be able to maneuver the semi-barriers by acting on the corresponding push-button.
In this situation, the automatic control of the system even the pedal effect of the track circuit is cancelled.
If upon returning the Local Command's handle to the "AUTOMATIC" position, the system would have memorized some warning, the PN will be closed if it is open, and will not open until the corresponding sequence of train pass or the automatic opening by excessive closing time.
5AN2.1.3.7. Abnormalities in the SBA type PN.
In general, any alteration that may affect the normal service of the system, either motivated by incidents of the installation, or because of actions external to it, produces the immediate closure of the semi-barriers and keeps them in this position.
When the abnormality that produced the closure is due to the elements or equipment related to the detection of the railway circulations, the system, after ten minutes, generates the order of opening by the time of closing excessive, under the security conditions set out in the section "Automatic opening for excessive closing time".
The system through the alarms it generates (lack of battery charge, merging of one and two or more red road lamps, semi-barrier winding, closed system for an excessive time, system in ML), reports to the Machinist, by means of the PN protection signal, of the security conditions that meet the same.
Section 4. Step-foot protection
5AN2.1.4.1. Scope.
The requirements of this Section refer to the automatic protection PN and the interlocks when the protection devices do not work, and those of a temporary nature that could be authorised by works.
5AN2.1.4.2. Step-to-Level breakdowns.
When the Head of Circulation knows the existence of abnormalities in the protection of the PN, after informing the maintenance personnel to go to repair, he/she will have staff enabled to be in the PN, in order to carry out the protection on site which corresponds to the appropriate means of protection until repair.
Staff enabled to move to the broken PN will be referred to as "walking staff".
For all intents and purposes, it shall be considered for the time that it remains broken down as "Step to Level Without Protection", with Section 6 of the RCF's Book 5 being applicable for the purposes of notification to train drivers of trains direct to the PN.
5AN2.1.4.3. Notices to the staff on foot of the PN.
1. The Head of Movement who has to issue, pass or authorise the retrogression to a train, to a journey where there are one or more PNs which, by breakdown, have staff at the foot of the train:
a) Cursara the following verbal communication to the staff on foot of the route PN:
b) Receiving the compliance of the staff at the foot of the PN, will authorize the train's departure, step or step back.
2. When the EVB is set, it will, in the same way, the following warning:
Trains running to the PN without protection, still served by foot-of-pass personnel, shall have the notification referred to in Article 5.2.6.3 of the RCF.
5AN2.1.4.4. Performances of the staff on foot from Step to Level.
It is up to this staff to meet the following requirements:
1. Use the intended means of protection for these cases and, if necessary, the banderin or lantern.
2. Stay tuned for the arrival of the trains to the PN.
3. When you receive verbal communication from the Head of Movement, indicating the train number and the foreseeable time of departure or passing through the immediate station, you will proceed as follows:
-With a single PN on the path.
Once you have clearly understood the content of the communication, you will respond:
-With multiple PN on the path
4. It shall protect the PN with the means at its disposal, at least 60 seconds before the actual arrival of the train. You will proceed in the same way when you are notified that a train has been authorized to go back.
5. When it receives verbal communication from the Head of Movement indicating that the EVB has been established, the period of time provided for and the route or routes concerned, it shall be coordinated with the Chargé of the works in order to ensure the protection of the PN in accordance with the above in point 3.
6. If you appreciate an obstacle in the PN, proceed as follows:
-If no train is in circulation, it will immediately inform the Circulation Officer.
-If there is any train in circulation, it will protect the danger point with stop-by-hand signals and in lines with electric track circuits, with the bar or short circuit useful, as indicated in this Regulation.
5AN2.1.4.5. Protection in case of system failure with SBA.
1. It shall immediately ensure the protection of the PN, and check the status of the semi-barriers.
2. It shall communicate to the Circulation Officer its presence in the PN and the conditions under which the installation is located.
3. If the semi-barriers can be operated with ML, it shall be the one used to ensure the protection of the PN, and in its defect the drive to crank in each half-barrier, making sure of its correct operation, as well as of the light signals and acoustics to the road.
4. If the previous operation is not guaranteed, if the closed semi-barriers are removed, the pens shall be removed and removed, in order to remove obstacles, and if they are open, in order to prevent the vehicles from being removed from the distance. inadvertently precipitate the PN, creating it free, by setting the PN protection by means of chains with reflective disks.
5. You will remain attentive to any traffic notices you may receive, without prejudice to ensuring the closure of the PN to the proximity of the trains.
When the situation normalizes, you will take care that the installation is in compliance with the AI slogan that regulates its use.
You will check that the Local Command's handle remains in the "AUTOMATIC" position, and the open semi-barriers. You will inform the Circulation Officer who is retiring from the installation and close the Local Command cabinet.
5AN2.1.4.6. Protection in case of system failure with SLA.
1. If road protection with the PN ML works, you will order the protection-enabled personnel to remain in the same to act with it.
2. In another case, it will require the protection-enabled staff to cover the light signals and the fixed hazard warning signal indicating to the road users that they are approaching a PN protected by traffic lights, with the intended functions for this purpose, in accordance with the provisions of the AI slogan describing the use of the facility.
Those that are used for the concealment of the light signals to the road, shall carry the STOP signal.
This signage will remain until the breakdown is corrected, at which point and once communicated to the Circulation Officer, it will be normalized in accordance with the provisions of the aforementioned AAI.
You will check that the Local Command's handle is in the "AUTOMATIC" position. You will inform the Circulation Officer who is retiring from the installation and close the Local Command cabinet.
5AN2.1.4.7. Protection in case of temporary casualties.
In the case of temporary casualties for repair or maintenance of the facilities, the transitional period shall be regulated by the AAI's slogan:
-SPN will be out of service.
-The PN shall be equipped with a foot care facility or closed to the transit, not applying, in any case, the protection of class A.
Section 5. PN for use of pedestrians
5AN2.1.5.1. System description.
PNs with class B or C protection can be fitted with the pedestrian protection, with the same signalling of the corresponding class.
Two luminous pedestrian signals are installed for each PN.
In those facilities where there is a pedestrian PN on each side of the vehicle pass, they have four pedestrian signals (two for each step).
In the facilities where the pedestrian PN is an extension of the passage of vehicles, pedestrian light signals are installed, with the indication of the human silhouette in a high position in red. Said signal may be installed in a support coupled to the same mast of the PN road signal. If possible, it will be placed over an independent mast.
If the installation corresponds to a PN for the exclusive use of pedestrians or pedestrians and livestock (class F protection), it has two special pedestrian signals that will incorporate a light signal representing the human silhouette in High position, in fixed red, and the legend "ATTENTION NO PASS", in red to flashes.
It is also incorporated into the interior of the light signal, the acoustic signal.
In all cases the pedestrian signals are located so that the pedestrians observe the signal placed on the opposite side of the track where they are located.
In installations with four or more tracks, double signals are put, that is, in each signal pole two oriented signal heads will be placed in each direction.
In the Interlocked Semi-Barriers (SBE) and Automatic Semi-Barriers (SBA) the acoustic signal remains activated from the moment of the warning to the barrier closure check.
In PN with SLAs and in the exclusive use of pedestrians or pedestrians and livestock (class F protection), the acoustic signals remain activated from the moment of the warning to the complete passage of the circulation that produced.
The lack of indication of one of the installed pedestrian signals will lead to those of the railroad to its most restrictive situation.
Section 6. Complementary Elements
5AN2.1.6.1. Obstacle detector.
The system for the detection of obstacles is intended to avoid the consequences of an undue occupation of the PN area by a road vehicle at the time the road protections are activated.
The functional objective of the system is to report the presence of vehicles in a well-determined and limited geographical area.
The detector system is magnetic in nature, so detection is limited to more than 2-wheel vehicles with a metal base greater than 2 m2 parallel to the ground plane, at a height not exceeding 50 cm. Therefore, the following elements shall not be detected: persons and animals or any non-metallic body; very small metal bodies as compared to the size of the area covered or present at the time of the start of the system; non-metallic vehicles and 2-wheel metal vehicles.
The area to be covered must be delimited by a circuit that will cover the entire perimeter, buried in the ground just a few inches deep.
In SBE the detector information is included in the lowered barrier check itself.
In the SBA and SLA the information will go to the ASFA beacon.
When a vehicle is occupied by the passage zone for approximately 2 seconds, if a fault occurs in the module or the detector loop (loop cut) the system detects it.
In the event that the PN area is free of vehicles at the time the barriers are lowered, the signal to the railway (fundamental fixed signal in SBE or SPN in SBA), will present the appropriate indication, for authorising the movement, except for deficiencies or breakdowns. In this situation the obstacle detector is inhibited, not accusing subsequent occupations.
When the obstacle detector acknowledges the presence of vehicles, while checking the lowering of the barriers, the fundamental fixed signals (in SBE) will remain in the indication of stop or the ASFA (in the SBA) will give the unprotected PN indication.
This situation will be prolonged, while the system is detecting, until the train passes and barriers are opened.
If before the train arrives in the PN area, the vehicle leaves the vehicle, the fundamental fixed signal may authorize the movement and the ASFA system shall indicate protected PN, disinhibiting the obstacle detector, not charging later occupations of the protected zone.
FIFTH BOOK. ANNEX 3
DETECTION AUXILIARY SYSTEMS
Index
FIFTH BOOK. ANNEX 3
DETECTION AUXILIARY SYSTEMS.
Chapter 1. Over-temperature devices.
Section 1. Shipped devices.
5AN3.1.1.1. Generalities.
5AN3.1.1.2. Alarm thresholds.
Section 2. Devices installed in the framework.
5AN3.1.2.1. Generalities.
5AN3.1.2.2. Alarm types.
5AN3.1.2.3. Monitoring and monitoring actions.
Chapter 2. Object drop detectors to the path.
Section 1. D.C.O.
5AN3.2.1.1. Description and usage.
5AN3.2.1.2. Abnormalities and lack of operability.
Chapter 3. Impact detectors on track.
Section 1. D.I.V.
5AN3.3.1.1. Description and operation.
5AN3.3.1.2. Alarm thresholds.
5AN3.3.1.3. How to proceed with the impact alarms on track.
5AN3.3.1.4. How to proceed to the weight-by-axis alarms.
5AN3.3.1.5. Communications.
5AN3.3.1.6. Abnormalities and lack of operability.
Chapter 4. Side wind detectors on high-speed lines.
Section 1. D.V.L.
5AN3.4.1.1. Description and usage.
5AN3.4.1.2. Alarm thresholds.
5AN3.4.1.3. Abnormalities and lack of operability.
CHAPTER 1
Overtemperature devices
Section 1. Shipped devices
5AN3.1.1.1. Generalities.
On trains that have a device for the detection of over-temperature in rolling and brake elements, the data it registers, the alarms it generates, and the actions it executes, shall prevail over the trains. indications of the detectors installed on the track. For that reason, the indications of the equipment installed in the infrastructure shall not be taken into consideration in those trains.
5AN3.1.1.2. Alarm thresholds.
The alarm types, the temperature thresholds associated with each alarm type of the shipped devices, as well as the actions that the train runs on each case or must be taken by the driving personnel, are specific for each series of vehicles, and must be defined in their Driving or Operation Manual.
Section 2. Devices installed in the framework
5AN3.1.2.1. Generalities.
They are devices that measure the temperature of the fat boxes, wheels, or brake discs of the vehicles, at the point where they are installed. They are placed by couples on a specific mischievous and measure each side of the track. They are bidirectional, that is, they measure in the two senses of circulation of the trains.
They are composed by:
a) Track equipment. It consists of equipment for measuring the temperature of the fat boxes and the wheels or discs.
b) Information processing equipment. Processes the information received from the track teams at the train path and transmits it to the centralized monitoring team.
c) Centralized monitoring equipment. It is the central position where the thermal conditions of all the measured elements are stored. In these equipment, the data is automatically evaluated and the corresponding alarms are generated, which can be by detecting hot boxes (DCC), or by detecting wheels or hot brake discs (DFA).
The system allows you to visualize the axes that have had alarm at the passing of a train, the type of alarm (DCC) or (DFA) differentiating between right or left side in the direction of the train, indicating the n ° axis, the type alarm, the temperature at which the alarm occurred, and the temperature on the other rail.
5AN3.1.2.2. Alarm types.
The measurement values that caused an alarm are marked in the color for the alarm type. The following alarm types are defined:
• Differential Alarm.
• Hot Alarm.
• Very Hot Alarm.
5AN3.1.2.3. Monitoring and monitoring actions.
1. The order to be completed according to the type of alarm will be:
a) Hot box: Stop train with service brake.
b) Very hot box: Stop the train immediately with service brake.
c) differential box: Reduce the speed of the train to a new order, when the alarm is repeated in two consecutive detectors, except for trains with a useful on-board device.
d) Wheel or hot brake: Reduce train speed to stop at the immediate station.
e) Very hot wheel or brake: Stop the train immediately with the service brake.
2. The driver, when informed or detected that there may be a fat box, wheel or brake with over-temperature on his train, shall stop the vehicle, in accordance with the above paragraph, with the vehicle and, if the alarm is confirmed, act as follows:
a) At a station, determine if the vehicle can continue the march and under what conditions, communicate it to the Circulation Officer.
(b) In full, where possible and after communication to the Circulation Officer, it shall follow its progress, with the necessary precautions up to the immediate season, and shall proceed as indicated in the paragraph previous.
CHAPTER 2
Object Drop Detectors to the Path
Section 1. D.C.O.
5AN3.2.1.1. Description and usage.
They are computers that detect the drop of objects to the track at the points on which they are installed (usually higher steps and tunnel mouths that require it).
The features and utilization of these equipment will be defined by the AI in their respective Operation Manuals.
The information provided by the system and which will receive the CTC, using optical and acoustic information, is:
-Object: object presence.
-No monitoring: failure or maintenance situation.
5AN3.2.1.2. Abnormalities and lack of operability.
It is the responsibility of the AI to maintain and operate the equipment referred to in this section. In case of abnormality in the operation or unavailability of any equipment, the PM shall inform the RU with circulations for the affected line.
CHAPTER 3
Impact Detectors in Path
Section 1. D.I.V.
5AN3.3.1.1. Description and operation.
Allow to obtain in real time, in the points in which they are installed, the defects or geometrical deformations in the running elements of the trains, in both directions of circulation.
The device is composed of:
a) A detector for each of the paths
b) An information processing team
c) A logger team
The information captured by the detector is sent to the equipment that processes and validates it, and when it exceeds the established values, in kilonewton (kN) for the impact and tons (t) for the weight per axis, it is recorded with the data corresponding to the date, time, values and location of the axle of the vehicle affected by the train.
5AN3.3.1.2. Alarm thresholds.
The values set for the alarm performance are as follows:
-Wheel impact on track: 250 kN.
-Weight per axis: 25 t.
5AN3.3.1.3. How to proceed with the impact alarms on track.
The way to proceed with impact alarms on track, in each case, will be shown in the table:
The movements of segregated vehicles to the maintenance centers for repair shall be carried out with the limitations and/or requirements that the technical staff of the RU determines in each case.
The affected vehicles will not be admitted to traffic again until the EF communication confirming their repair.
5AN3.3.1.4. How to proceed to the weight-by-axis alarms.
The way to proceed to overweight alarms by axis will be the one shown in the table:
The impossibility of complying with the above table will mean that the continuity of transport must be carried out as an exceptional transport with the limitations that, in each case, proceed.
5AN3.3.1.5. Communications.
Regardless of the communications referred to in the above points that the PM's Circulation Officers perform to the Machinists of the affected trains, it is the responsibility of the AI in the cases in which they are exceeded the defined alarm thresholds, communicate to the affected EF the data indicated by the DIV.
5AN3.3.1.6. Abnormalities and lack of operability.
It is the responsibility of the AI to maintain and operate the equipment referred to in this section. In case of abnormality in the operation or unavailability of any equipment, the PM shall inform the RU with circulations for the affected line.
CHAPTER 4
Lateral Wind Detectors on High-Speed Lines
Section 1. D.V.L.
5AN3.4.1.1. Description and usage.
They are systems charged with controlling the wind speed that has an impact on the track. They are composed of a number of weather stations installed on the line, which allow them to be divided into wind control sectors.
On the equipped lines, the lateral wind detectors are integrated in the Telemando of the High Speed Lines Detectors, being their philosophy of homogeneous operation with the rest of the detectors existing in the telemando.
5AN3.4.1.2. Alarm thresholds.
In equipped lines, depending on the maximum train speed, the lateral wind detector determines the Limited Speeds to be reported to the Machinist, the following being the following:
a) Trains with Vmax > 250km/h:
230 km/h.
160 km/h.
80 km/h.
b) Trains with Vmax ≤ 250 km/h.
160 km/h.
80 km/h.
In unequipped lines, the speed limits for each train based on the speed of the lateral wind, according to the forecast provided by AEMET, will be:
| speed (km/h) | LIMITED SPEED (KM/H) BY TRAIN TYPES | |||||||||
|---|---|---|---|---|---|---|---|---|---|---|
| S/100/102/112 | S/103 | S/102/121 | S/130 /730 | S/104/114 | TGV DASYE F | TGV 2N2H | ||||
|
v ≤ 80 | 330 | 350 | 250 | 250 | 250 | 330 | 330 | |||
|
80 < v ≤ 85 | 330 | 315 | 250 | 160 | 250 | 250 | 250 | |||
| 85 < v ≤ 100 | 300 | 235 | 200 | 120 | 200 | 200 | 200 | |||
| 100 < v ≤ 115 | 250 | 190 | 160 | 120 | 160 | 110 | 110 | |||
| 115 < v ≤ 120 | 200 |
120 |
120 | 120 | 120 | 120 | 120 | 80 | 80 | |
| TRAIN CIRCULATION WILL BE SUSPENDED | ||||||||||
5AN3.4.1.3. Abnormalities and lack of operability.
It is the responsibility of the AI to maintain and operate the equipment referred to in this section. In case of abnormality in the operation or unavailability of any equipment, the PM shall inform the RU with circulations for the affected line.
The passing of a meteorological station to a maintenance state means to ignore the wind state of the control sector associated with it, in this case the management of the Limited Speeds that could be generated, develop in accordance with the provisions for unequipped lines.
FIFTH BOOK. APPENDIX 1
DIGITAL SIGNAL AND BRAKING SYSTEM (ASFA) DIGITAL SYSTEM
Index
FIFTH BOOK. APPENDIX 1
DIGITAL SIGNAL AND BRAKING SYSTEM (ASFA) DIGITAL SYSTEM
Chapter 1. DIGITAL ASFA SYSTEM.
Section 1. GENERALTIES.
5AP1.1.1.1. Description.
5AP1.1.1.2. Definitions.
5AP1.1.1.3. Signals related to the ASFA.
Section 2. BASIC ELEMENTS OF THE SYSTEM.
5AP1.1.2.1. Elements that integrate the system.
Section 3. SYSTEM CONNECTION AND DESCONNECTION.
5AP1.1.3.1. Equipment connection and disconnection.
5AP1.1.3.2. Change of train type.
5AP1.1.3.3. Cancellation of equipment.
5AP1.1.3.4. Cabin change.
Section 4. DRIVING MODES. PERFORMANCE OF THE DRIVER IN THE DIGITAL ASFA SYSTEM.
5AP1.1.4.1. Driving modes.
5AP1.1.4.2. ASFA Conv. and ASFA High Speed modes. Indications of the system and performance of the Machinist.
5AP1.1.4.3. ASFA Conv. and ASFA High Speed modes. Other indications. Performance of the Machinist.
5AP1.1.4.4. Telephone Lock Mode in case of abnormality. Performance of the Machinist.
5AP1.1.4.5. Manoeuvres Mode. Performance of the Machinist.
5AP1.1.4.6. Conventional Basic ASFA Mode and Basic High Speed ASFA.
5AP1.1.4.7. Particularities of the lines endowed with Third Carril (mixed width).
Section 5. TRANSITIONS BETWEEN DIGITAL ASFA AND LZB/ERTMS.
5AP1.1.5.1. Generalities.
5AP1.1.5.2. Digital ASFA transitions to LZB/ERTMS.
5AP1.1.5.3. LZB/ERTMS transitions to ASFA Digital.
Section 6. ABNORMALITIES.
5AP1.1.6.1. Notification.
5AP1.1.6.2. Abnormalities in the Data Display Screen.
5AP1.1.6.3. Signals off, at indoubt, or not visible.
5AP1.1.6.4. Arrest of the train for the action of the ASFA.
5AP1.1.6.5. Action on the concealer push button. (Veil)
5AP1.1.6.6. Particularities in Step-to-Level steps provided with Step-to-Level protection token.
CHAPTER 1
Asfa Digital System
Section 1. Generalities
5AP1.1.1.1. Description.
The ASFA Digital is an automatic warning and stop system and discrete speed monitoring: it provides automatic warning to the Machinist and automatic stop when passing through a stop signal, being understood by "supervision". discrete speed " performed at certain points when approaching a signal.
The shipped equipment processes the information from the track and shows a set of indications to the Machinist to alert you and facilitate the performance of the required actions. When the equipment detects no recognition of the indication received or that the established speed controls are not being respected, it acts on the emergency brake of the train.
In addition to the information transmitted by ASFA's beacons, the ASFA Digital team requires the Machinist to confirm, through its action on push-buttons, the information that has been captured in the course on beacon. The protection provided by the ASFA Digital team includes the following controls:
a) Boot control speed.
b) Maximum train speed.
c) Speed during the approach to a signal.
d) Speed during the approach to a detour.
e) Speed during the approach to an unprotected level step.
5AP1.1.1.2. Definitions.
The definitions of the most commonly used terms in the Digital ASFA are as follows:
CONTROL AND PROCESS TEAM (ECP): It is the charge to process the information received, and perform the corresponding odometry calculations.
MODOS: They are the ways of operating the train that the ASFA DIGITAL system counts.
TYPE OF TREN: Classification of trains for the purpose of composition, speed, speed and braking. It is expressed by a multiple number of 10 that indicates the maximum speed that the train can reach in the most favorable conditions of route and class of track.
CONTROL SPEED CURVE (VC): Time-based speed curve, defined for system control. The actual speed of the train must be kept below the instantaneous speed value defined by this curve.
BRAKING INTERVENTION CURVE (IF): Time-based speed curve, defined for braking intervention. If the actual speed of the train exceeds the instantaneous value defined by this curve, the system applies the emergency brake and shall announce this fact by means of the optical and acoustic indications associated with the emergency brake.
CONTROL RATE: Speed limit set at every instant, which must not exceed the train. This is each of the different values of the control speed curve.
FINAL CONTROL RATE: It is the control rate after the time corresponding to the decreasing interval of the control speed curve.
WARNING RATE: Speed limit set at each instant, which in the event of being exceeded will cause the team to announce that the vehicle circulates with overspeed by optical and acoustic indications.
BRAKING INTERVENTION SPEED: Speed limit set at every instant, which in case of being exceeded will cause the equipment to apply the emergency brake. This is each of the different values of the braking intervention curve.
5AP1.1.1.3. Signals related to the ASFA.
The intermediate, Step-to-Level, advanced, input, output, protection, and interior signals that can be ordered via free, of announcement of significant change of speed, of announcement of temporary maximum speed limitation in cases where you have significant change of speed consideration and, in some cases, receding cases.
The AI will make known through the slogan, with the corresponding sign, the lines in which the signals are related to this system.
Section 2. Basic system items
5AP1.1.2.1. Elements that integrate the system.
The system is composed of Via Equipment, Embarted Equipment, and Data Record Equipment.
1. Teams of Via. They are the beacons and the interfaces thereof that transmit the information about the aspect of the signals. There are two classes of beacons:
a) Signal beacon. Connected with the advanced signals when they can be ordered to stop, with the input signals, with the output signals, with the intermediate ones, with those of step level, the temporary limitation of maximum speed, the significant change of maximum speed and the of contractually.
b) Previous beacon. Connected with the advanced signals, with the input signals, with some output, and with the intermediate ones.
2. Teams Boarding. They are responsible for collecting the information from the track, processing it, showing the indications for the Machinists and acting on the emergency brake if necessary. They are composed by:
a) The fetch subsystem. Receives the information issued by the beacon and transmits it to the control and process team.
There is one for each driving cab. It is made up of a collector, and by a regular amplifier.
b) Control and Process Equipment (ECP). Receives the information from the fetch subsystem and processes it. It also performs the corresponding odometry calculations.
c) Speed transducers. They provide information to the control and process team for speed calculation.
The system has a speed transducer used exclusively for processing the speed of the ASFA Digital equipment.
d) Repeater panel. There is one in each driving cabin. It is made up of different push-buttons and indicators described in the Vehicle Driving Manuals.
e) Data display screen. There is one in each driving cabin. Provides information to the Machinist, detailed in the Manuals and Driving of the vehicles.
f) Additional Pulsers. There is a game in every driving cabin. Its functionality and operation are detailed in the Vehicle Driving Manuals.
g) General combinator. Connect the equipment, select the Type of train, or cancel the equipment. Its functionality and operation is detailed in the Vehicle Driving Manuals.
3. Data loggers. There are two types of data recording equipment:
a) Train Registrar.
It is the external registration team of the ASFA Digital. Records signals issued by the ASFA-Digital system.
b) Internal registrar of the digital ASFA.
The team consists of an internal logger where ASFA-Digital operating signals are logged.
Section 3. Connecting and disconnecting the system
5AP1.1.3.1. Equipment connection and disconnection.
The connection and commissioning of the equipment, as well as its disconnection, shall be carried out by the Machinist in each vehicle according to the provisions of the Driving Manual, by selecting the type of train in accordance with the the conditions for which you are going to perform.
If after the connection, commissioning of the equipment and the self-test is carried out, it will not function correctly, the Machinist will abide by the provisions of the section of abnormalities of this document.
If the equipment is working properly, the ASFA Digital team establishes a speed control of 140 km/h or the maximum train speed if it is lower, called control at boot.
Once the connection and start up are completed, it must be verified that the driving mode corresponding to the traffic conditions is selected.
5AP1.1.3.2. Change of train type.
For change of type of train, it shall be performed according to the Vehicle Driving Manual.
The system allows only the change of Type of train when the selection is accompanied by a subsequent cabin connection.
5AP1.1.3.3. Cancellation of equipment.
The cancellation suspends the protection offered by the team embarked on the digital ASFA system.
To override the equipment, it will be performed according to the Vehicle Driving Manual.
5AP1.1.3.4. Cabin change.
The cab change shall be performed by the Machinist on each vehicle according to the provisions of the Driving Manual.
Section 4. Driving modes. Performance of the driver in the Asfa Digital system
5AP1.1.4.1. Driving modes.
The possible driving modes in which the system will operate are:
-ASFA CONV Mode. In trains running along lines with conventional network beacons placement criteria.
-ASFA AV Mode. In trains running along lines with High Speed Network beacons placement criteria.
-Phone Lock Mode in Abnormality Conditions (BTS).
-Maniworks Mode (MBRA).
-ASFA Basic CONV Mode. It will be used when the data display screen does not work, in trains running along lines with conventional Network beacons placement criteria.
-ASFA Basic AV Mode. It will be used when the display of data display on trains is not running on lines with High Speed Network beacons placement criteria.
-EXT Mode. Set when the computer is controlled by an external system (LZB/ERTMS).
The mode will be automatically set upon completion of the process of connection and commissioning of the embarked equipment, will be ASFA High Speed (vehicles with configuration only AV mode available) or Conventional ASFA (rest of (vehicles) except in the case of having activated the ASFA Basic mode switch prior to the actuation of the connection push button, situation in which the ASFA Basic High Speed or Conventional Basic ASFA mode will be established corresponding.
In compositions that circulate for journeys in which a single criterion of placement of beacons, CONV or AV is governed, only the corresponding ASFA mode will be available. In compositions that circulate for paths with different criteria of placement of beacons, CONV and AV, both modes will be available.
BTS and MBRA modes will be available for any type of train, although no beacons are read in those modes.
The system shall display the driving mode in which it is located by means of the mode indication, as provided for in each case, in the respective Driving Manuals.
The transitions between the different modes (except/from EXT mode) will be made to a stationary train. By way of exception, in those vehicles travelling on journeys with different criteria for the placement of beacons (for CONV or for AV), the transitions between ASFA AV and ASFA CONV may be in motion, and between ASFA Basico CONV and ASFA Basico AV. Moving mode change operations shall be made in accordance with the Vehicle Driving Manual.
To carry out the change in ASFA mode, the appropriate FI15AF cartelons will be installed on both tracks, indicating the point at which the change should be made.
The system will not allow the circulation of a train in which the transition has been made to a mode for which it cannot display the indication of effectiveness.
When a transition to a new mode occurs, controls that are active in the mode that is abandoned will be maintained, even if they do not exist in the way accessed (unless the previous mode is BTS, MBRA, or EXT, or Turn off the cab.) The indications are maintained on the data display screen and/or on the repeater panel corresponding to these controls (unless BTS, MBRA, or EXT modes are accessed).
When you access BTS and MBRA modes, all control indications disappear from the screen and when you detect speed, the controls that are active from the mode that you leave will be removed. When the BTS and MBRA modes are subsequently abandoned, control will be established at startup.
5AP1.1.4.2. ASFA Conv. and ASFA High Speed modes. Indications of the system and performance of the Machinist.
The ASFA Digital system will not allow equipped vehicles to exceed the braking intervention speed according to:
1) The maximum vehicle speed configured in the ECP.
2) The maximum train speed marked in the speed selector.
3) The speed controls imposed by the signalling conditions, transmitted to the equipment embarked by means of beacons and in certain cases, determined by the performance of the driver.
In general terms, the system indications and the performance of the Machinist will be:
-The lack of recognition of the additional push-buttons and on the repeater panel in their case, in the time set, will produce the emergency braking.
-Regardless of the final control speed shown by the equipment in each case, the Machinist must circulate in a position to comply with the corresponding signal order.
-After the system is connected and started, the boot control is set to be maintained until information is received from an ASFA beacon that does not correspond to an LTV, CSV, or PN.
The indications that, related to the appearance of the signals, are produced in the driving cab at the passage through a pre or signal beacon, will be contained in the respective Driving Manuals of each vehicle, and the Performance of the Machinist, shall be as follows:
1. Free path.
a) Disappears the last ASFA information icon, if present, remaining if the stop/sequence of stop-ad sequence, LTV/CSV, and unprotected PN step controls are activated.
b) A 0.3 seconds long acoustic signal is produced and the step-to-level push-button is illuminated for 3 seconds.
c) The Machinist does not need to perform any operations.
2. Conditional free path.
(a) In vehicles of a type exceeding 160 km/h (even if the train towing is of type equal to or less than this).
-At least the additional conditional free-path push-button is illuminated and an acoustic signal is produced for 3 seconds or until the recognition occurs.
-The corresponding final control speed is indicated: 160 km/h.
-The signal icon with flashing green focus is displayed.
-The Machinist must recognize with the additional pulser of the conditional free path before 3 seconds from the beginning of the acoustic and optical signals, both in the pre-beacon and the signal and will reduce the speed by below the control speed.
-After the recognition, a discontinuous acoustic signal occurs with two 0.1 seconds pulses and a pause of 0.1 seconds.
(b) In vehicles of type equal to or less than 160 km/h.
-The last ASFA information icon is displayed, if present, remaining if the bypass, LTV/CSV, and PN protected pass-through controls are activated.
-A 0.3 seconds duration acoustic signal is produced.
-The signal icon with flashing green focus is displayed.
-The Machinist does not need to perform any operations.
3. Stop announcement and immediate stop announcement.
a) At least one illuminates, the additional Stop Advertisement push button, and an acoustic signal is produced for 3 seconds or until the recognition occurs.
(b) The Machinist must recognize with the additional stop-push-button before 3 seconds from the start of the acoustic and optical signals, both in the pre-beacon and the signal beacon and reduce the speed of the train by below the control speed.
c) After recognition, a discontinuous acoustic signal occurs with two 0.1 seconds pulses and a pause of 0.1 seconds.
d) The token icon with yellow focus is displayed.
e) The corresponding final control rate is indicated, which will be:
a. Conventional Mode:
-In trains of a type equal to or less than 100: 60 km/h.
-On trains of a type exceeding 100 km/h.
b. High Speed Mode:
-On trains of Type equal to or less than 100: equal to Type.
-On trains of a type exceeding 100 km/h.
4. Successive signs in stop announcement or immediate stop announcement.
At the time of the second token, if any, and after the announcement of the stop announcement or the immediate stop announcement, the yellow + yellow signal icon is displayed. In this case, the system sets the following final speed control to the step by the previous beacon:
a) Conventional Mode-60 km/h.
b) High Speed Mode-100 km/h.
This control will last 20 seconds, after it has been recognized.
As well when performing the handshake on the signal beacon, this same control is performed again for 20 seconds, regardless of whether the system has finished or not the previous control.
5. Caution announcement.
a) At least one illuminator is illuminated, the extra caution Advertisement push button, and an acoustic signal is produced for 3 seconds or until the recognition occurs.
b) The driver must recognise the corresponding push-button before 3 seconds from the start of the acoustic and optical signals, both in the pre-beacon and the signal beacon and reduce the speed below the speed of the control.
c) After recognition, a discontinuous acoustic signal occurs with two 0.2 seconds pulses and a pause of 0.1 seconds.
d) The token icon with green and yellow pockets is displayed.
e) The corresponding final control rate is indicated, which is:
a. Conventional Mode:
-In trains of a type equal to or less than 100: 60 km/h.
-In trains of a type exceeding 100: 80 km/h.
b. High Speed Mode:
-In trains of Type equal to or less than 120: equal to Type.
-In trains of a type exceeding 120 km/h.
6. Stop preannouncement.
a) At least, the additional stop-stop push-button is illuminated and an acoustic signal is produced for 3 seconds or until the recognition occurs.
b) The driver must recognise the corresponding push-button before 3 seconds from the start of the acoustic and optical signals, both in the pre-beacon and the signal beacon and reduce the speed below the speed of the control.
c) After the recognition, a discontinuous acoustic signal is produced with three pulses of 0.3 seconds and two pauses of 0.1 seconds.
d) The token icon with yellow focus and screen icon is displayed.
e) The final control rate is indicated is:
a. Conventional Mode:
-In trains of a type equal to or less than 100: 60 km/h.
-In trains of a type exceeding 100: 80 km/h.
b. High Speed Mode:
-On trains of Type equal to or less than 100: equal to Type.
-On trains of a type exceeding 100 km/h.
7. Stop Pre-Advertisement Token Sequence-Stop announcement.
If the indication of the previous signal was of stop preannouncement and the indication of the following signal is an immediate stop or stop announcement, the system establishes a final speed control that is:
• By step by pre-beacon:
a. Conventional Mode: 60 km/h.
b. High Speed Mode:
-On trains of less than 100: 80 km/h.
-In trains of a type equal to or greater than 100 km/h.
• By way of signal beacon:
a. Conventional Mode: 60 km/h.
b. High Speed Mode:
-On trains of less than 100: 60 km/h.
-In trains of a type equal to or greater than 100: 90 km/h.
8. Step at level:
a) Protected.
a) A 0.3 seconds duration acoustic signal is produced.
b) The step-to-level push-button is illuminated.
c) The Machinist must recognize with the step-button at the protected level, before 3 seconds from the beginning of the acoustic and optical signals.
d) After recognition, a 0.3 second acoustic signal is produced.
b) No protection.
a. At least one illuminates, the step-to-level push-button, and an acoustic signal is produced for 3 seconds or until the recognition occurs.
b. The Machinist must recognize with the corresponding step-to-level push-button before 3 seconds from the start of the acoustic and optical signals, and reduce the speed below the corresponding final control rate
c. After the recognition, a discontinuous acoustic signal is produced with four pulses of 0.4 seconds and three pauses of 0.1 seconds.
d. The step-to-level icon is displayed without protection.
e. The final control speed of 30 km/h is indicated, once the control speed has been reached, the final control speed automatically passes to 80 km/h until the end of the control. The control that the system sets, disappears after 1800 meters since the recognition.
9. Time limitation of maximum speed and significant changes of speed.
a) At least the LTV/CSV push-button is illuminated and a 3-second acoustic signal is produced or until the recognition occurs.
b) The Machinist must recognize the LTV/CSV push-button, and reduce the speed below the control speed.
c) After recognition, a discontinuous acoustic signal occurs with five pulses of 0.5 seconds and four pauses of 0.1 seconds.
d) The speed time limitation icon is displayed.
e) The corresponding final control rate is indicated, which will be:
-In conventional ASFA mode the final control speed is: 60 km/h.
-In the ASFA High Speed mode the final control rate is 100 km/h, or equal to the Type if it is equal to or less than Type 100.
f) After recognition, the LTV/CSV icon is shown as follows:
-With fixed light until the train speed is equal to or below the final control speed of the LTV or CSV control.
-With flashing light when the train speed has reached at some point a value equal to or less than the final control speed of the control of the LTV or CSV. In this case, it will no longer be displayed when the Machinist again drives the LTV/CSV (illuminated) recognition push button, for these purposes:
-When the control rate is equal to or greater than that set by the LTV or CSV, the Machinist will not again actuate the LTV/CSV recognition push button to the end signal of the LTV or CSV or, until the next signal setting a new speed limit.
-When the control rate is lower than that set by the LTV or CSV, the Machinist will not again actuate the LTV/CSV recognition push button until it has exceeded the Maximum Speed Time Limitation signal. The Significant Change of Speed.
10. Stop.
a) By step by the previous beacon.
-The token icon with red focus is displayed.
-The system sets a control rate of:
60 km/h for trains above Type 100.
50 km/h for trains of Type equal to or less than Type 100.
-The Machinist must regulate the speed of the train so as not to exceed the speeds indicated for each case, at the same time as the previous beacon.
-The final control speed of 0 km/h is indicated, which sets the previous beacon.
-A 3-second-duration acoustic signal is produced.
-The Machinist when approaching the signal beacon, will reduce the speed below the control speed, ensuring compliance with the order of the side signal. The final control rate is:
30 km/h for trains above Type 100.
25 km/h for trains of Type equal to or less than Type 100.
According to SW version, in signals with pre-linked beacons located less than 80 metres from each other, from the second of these, the speed below the control speed of approach to the beacon must be reduced signal, with the new control speed of 15 km/h.
If after passing by the previous beacon, no other beacon is found at less than 600 meters (AV mode) or 450 meters (CONV mode), emergency braking will be applied and the veil will appear on the data display screen. In this case, at the start of the operation the system imposes a stop-announcement control (60/80 km/h according to the train type in CONV mode, or 100 km/h in AV mode).
b) To the step by the token beacon.
-If the authorized rebase function is active:
The token icon with red focus and rebase is displayed.
A 3-second-duration acoustic signal is produced.
The Machinist can exceed the signal by being the control speed of 40 km/h, which will be maintained until any of these situations arise:
-The step by another beacon associated with a token that presents stop indication, authorized rebase, or off signal.
-20 seconds after receiving free path information, conditional free path, stop announcement, stop pre-announcement, caution announcement, or immediate stop announcement.
Once the authorized rebase push-button is actuated, 10 seconds are available to pass through the signal beacon, in the cases of stop, authorized rebase, or off signal. The push-button shall be illuminated for 10 seconds from its actuation.
In the case of the signal in the indication of the stop (authorised its base in a regulatory form) and the authorised rebase, if the authorised rebase push-button has not been actuated, or if the passing time is exceeded by beacon (10 seconds), the braking of the train occurs. Once the equipment has been reassembled, the equipment shall maintain the control of 40 km/h or, corresponding to the train type, if the 100 km/h speed increase push-button has been actuated, until the end of the control.
-If the authorized rebase function is not active and/or the 10 seconds set for the signal beacon pass are exceeded:
The token icon with red focus is displayed.
Emergency brake is applied and the emergency brake icon is displayed.
A 6-second-duration acoustic signal is produced.
11. Step by detour.
a) By step by the pre-beacon of the signal that protects the detour, the bypass icon is displayed.
b) The final control speed corresponding to 60 km/h in CONV mode and 100 km/h in AV mode is indicated. If the speed increase has been activated in the preceding signal, the speeds shall be 90 km/h in CONV mode and 160 km/h in AV mode. In any case the speed shall be adjusted to the Type of the train in case it has a lower value.
c) The bypass control icon is displayed.
d) A second speed control equal to the previously described for 20 seconds is returned to the pass by the signal foot beacon.
e) The Machinist, regardless of the final control speed indicated by the equipment, shall not exceed the speed at the passage through the detour indicating the lateral signalling or imposed by the regulatory regulations.
12. Increased final control speed.
a) This push-button is available to be actuated for a period of 10 seconds after receiving information associated with a stop signal (authorized rebase, rebase authorization of a stop ordering signal, etc.), stop, caution announcement, or temporary speed limitation or significant change of speed.
b) After receiving one of the above information, the final control rate increase push button is illuminated for 10 seconds.
c) The corresponding final control rate is indicated, according to Type of train.
| FINAL CONTROL RATE WITH INCREASE (KM/H) | ||
|---|---|---|
|
CONVENTIONAL ASFA | HIGH SPEED ASFA | |
|
| 100 |
100 |
| Preadvertisement of | Type > 100 → 100 | Type > 140 → 100 |
| Type ≤ 100 → Type | Type ≤ 40 → | |
|
preannouncement sequence-stop-stop/immediate stop | After the immediate stop/stop announcement beacon: | |
| Type > 100 → 90 | Type ≥ 140 → 120 | |
| Type ≤ 100 → 60 | Type < 140 → Type | |
| After the immediate stop/stop announcement signal beacon: | ||
|
Type > 100 → 80 | Type ≥ 120 → 100 | |
| Type ≤ 100 → 60 | Type < 120 → Type | |
|
announcement | Type > 100 → 100 | Type > 160 → 160 |
| Type ≤ 100 → Type | Type ≤ 160 → Type | |
| Bypass Step | Type ≥ 100 → 90 | Type > 160 → 160 |
| Type < 100 → Type | Type ≤ 160 → Type | |
| LTV/CSV | Type > 100 → 100 | Type > 160 → 160 |
| Type ≤ 100 → Type | Type ≤ 160 → Type | |
d) If you click after receiving an information associated with a stop pre-announcement token, the stop and extended screen icon icon is displayed.
e) After receiving information associated with a maximum speed or significant change speed limitation signal, caution announcement or stop preannouncement, the Machinist will not actuate the increase push button. final control speed when the control limit of such increase is greater than the speed indicated in the associated signal.
f) After receiving an information associated with a stop signal and having authorized its rebase (authorized rebase), the Machinist will not actuate the final control rate increase push button when circulation from that Time is running on view.
5AP1.1.4.3. ASFA Conv. and ASFA High Speed modes. Other indications. Performance of the Machinist.
1. Brake rearm.
a) The brake rearm push button is illuminated when conditions that caused the application of the emergency brake are removed and the train is stopped.
b) It is illuminated during the process of connection and commissioning of the equipment after the connection push button has been actuated and the equipment has performed its internal checks.
c) Shuts down when the brake rearm push button is powered.
2. Alarm.
a) A discontinuous acoustic signal is produced with pulses of 0.2 seconds and pauses of 0.4 seconds, when the equipment is detected an alarm in the beacons uptake.
b) In BTS and MBRA mode, there is no audible alarm warning, only the light indicator, which is turned off when the action of the beacons reader is retrieved.
c) The alarm push button is illuminated until the recognition occurs and the conditions that caused the alarm or until the brake is reined. Not applicable to BTS and MBRA.
d) If the alarm push-button is illuminated, producing a continuous acoustic signal, the driver will actuate that push-button before 3 seconds. In the event of no recognition, the system shall order the emergency brake to be operated until the train stop, the alarm being maintained until the equipment is reassembled.
3. An indication of over-speed.
a) Appears when circulating at a higher rate than allowed by the digital ASFA team at that time.
b) The overspeed, yellow, or red icon is displayed at the speed level.
c) A discontinuous acoustic signal is produced with pulses of 0.25 seconds and pauses of 0.6 seconds in the case of yellow icon.
d) A discontinuous acoustic signal is produced with pulses of 0.25 seconds and pauses of 0.2 seconds in the case of red icon.
e) The Machinist must brake up to a speed below the warning speed until the icons disappear.
4. Emergency brake.
a) Appears when the emergency brake is applied.
b) A 6-second-duration acoustic signal is produced.
The causes for which the emergency brake can be applied are as follows:
a) Overcome the rate of monitored braking intervention at any time.
b) Do not recognize system requirement.
c) If the conditions that caused an alarm in 3 seconds do not disappear.
d) Loss of effectiveness.
In the last two cases, the team has to be cancelled for normalization.
5AP1.1.4.4. Telephone Lock Mode in case of abnormality. Performance of the Machinist.
This mode will only be used by the Machinist when, by the blocking system or other cause, the intermediate signals related to the ASFA in BA, in which case, will select the BTS mode in all, must be considered non-existent. the route concerned.
In BTS mode the Machinist must meet all the prescribed RCF requirements for circulation with BT in cases of abnormality.
Circulating in BTS mode, the reading of beacons is inhibited, the control speed monitored by the system is 140 km/h, and the braking intervention speed of 145 km/h. If the maximum speed of the vehicle configured in the ECP is less than 140 km/h, it shall take the lowest value, and the braking intervention shall be 5 km/h higher than that value.
When you access this driving mode, all control indications disappear from the screen, and when you detect speed, the controls that remained in memory will be removed. When you leave BTS mode, control will always be set on startup.
5AP1.1.4.5. Manoeuvres Mode. Performance of the Machinist.
The movements of manoeuvres affecting the signals related to the ASFA and carried out with the motor vehicle in the first place in the direction of movement, driving from the front cabin, may run with ASFA connected in ASFA CONV mode, ASFA AV, ASFA Basic CONV or ASFA Basic AV. For other manoeuvres, in which some of the conditions described are not met, or where it is not possible for any other cause, the Machinist will select the MBRA mode to perform such movements.
When the selected MBRA mode is circulated, the beacons reading is inhibited, the control speed monitored by the equipment is 30 km/h and the braking intervention speed of 35 km/h.
When you access this driving mode, all control indications disappear from the screen, and when you detect speed, the controls that remained in memory will be removed. When you leave the MBRA mode, control will always be set on startup.
5AP1.1.4.6. Conventional Basic ASFA Mode and Basic High Speed ASFA.
This mode of driving is developed without a display screen in the pupitre. Conventional Basic ASFA mode will be set upon completion of the connection and commissioning process of the embarked equipment if the Basic ASFA switch of the repeater panel is activated or activated and its effectiveness on the LED will be displayed. corresponding to the repeater panel.
In vehicles that circulate for journeys with different criteria of placement of beacons (conventional network or high speed), from the ASFA Basic Conventional mode you have the option to select in motion the ASFA mode Basic High Speed and vice versa, activating the mode push button, remaining illuminated. Its effectiveness will be displayed in the corresponding LED on the repeater panel.
In vehicles running only for high-speed lines if the connection process is completed, the ASFA Basic switch is activated or activated, ASFA Basic AV mode will be set and its effectiveness will be shown in The efficiency LED on the repeater panel, while the mode push button is illuminated.
When the acoustic signal indicating over-speed is shown to have exceeded the control speed, the driver shall brake until the speed is placed below that control speed.
Circulating in the ASFA Basic CONV and ASFA Basic AV, at the step of beacons, regardless of the final control speed the equipment performs, the Machinist must circulate in conditions to fulfill the order of the signal corresponding.
Taking into account the controls established by the ASFA Basic CONV and ASFA Basic AV, the following are the following:
1. Control on startup.
The boot control is maintained until it receives information from an ASFA beacon that does not correspond to the protected PN.
2. Via Libre.
a) The speed control indication LED is displayed.
b) The step-to-level push-button will be lit for 3 seconds on the repeater panel.
c) A 0.3 seconds duration acoustic signal is produced.
d) No operation required.
e) The Machinist shall control the speed not to exceed the minimum between the absolute maximum speed of the vehicle and the Type of train marked in the speed selector.
3. Conditional Free via.
(a) In trains of a Type exceeding 160 (even if the train in tow is of Type equal to or less than this).
The additional conditional free-path push-button will be lit for 3 seconds or until it is powered.
The Machinist must recognize with the additional conditional free pulsator before 3 seconds from the beginning of the acoustic and optical signals, both in the pre-beacon and the signal beacon and reduce its speed below of the control speed (160 km/h).
The red and green LED indicator LED will be lit on the repeater panel.
b) In trains of Type equal to or less than 160.
A 0.3 seconds duration acoustic signal is produced.
The Machinist shall regulate the speed not to exceed the minimum between the absolute maximum speed and the Type of train marked in the speed selector, and no operation is necessary.
The red and green LED indicator LED will be lit on the repeater panel, in an intermittent green way, provided that a more restrictive control is not active.
4. Stop announcement, immediate stop announcement, caution announcement, stop pre-announcement, unprotected level, speed time limitation, and significant speed change.
At the end of the associated beacon, the yellow LED (brake) will be illuminated continuously and the additional push-button (yellow) must be recognized by the Machinist before 3 seconds, both in the pre-beacon and in the signal and reduce the speed below the control speed. The final control rate is:
a) For Type > 100:
80 km/h for Conventional Basic ASFA Mode.
100 km/h for Basic High Speed ASFA mode.
b) For Type ≤ 100:
60 km/h for Conventional Basic ASFA Mode.
Equal to Train Type for ASFA Basic High Speed Mode.
5. Successive signs in stop announcement or immediate stop announcement.
a) If circulating with the controls of the previous point, the indication of the following signal is of stop announcement, immediate stop announcement, caution announcement, stop preannouncement, temporary speed limitation, change Significant speed or step at unprotected level, in this case, the system sets the following final speed control to the step by the previous beacon:
-Conventional Basic ASFA Mode-60 km/h.
-Basic High Speed ASFA Mode-80 km/h or 100 km/h depending on the installed SW version.
b) This control will last 20 seconds, after it has been recognized.
c) Likewise when performing the handshake on the signal beacon, this same control is performed again for 20 seconds, regardless of whether the system has finished or not the previous control.
d) During the monitoring time of these controls the yellow LED (brake) will be lit intermittently.
6. Stop.
a) By step by the previous beacon.
-The system sets a control rate of:
60 km/h for trains above Type 100.
50 km/h for trains of Type equal to or less than Type 100.
-The Machinist must regulate the speed of the train in order not to exceed the speeds indicated according to the case, to the passage through the previous beacon. The train speed shall be equal to or less than 60 or 50 km/h according to the Type of train, the red LED shall be lit continuously on the panel, and a 3-second acoustic signal shall be produced.
-The Machinist when approaching the signal beacon, will reduce the speed below the control speed, ensuring compliance with the order of the side signal. The control speed at the approach to the signal beacon is:
30 km/h for trains above Type 100.
25 km/h for trains of Type equal to or less than Type 100.
-In signals provided with pre-linked beacons located less than 80 metres from each other, from the second of these, the speed below the control speed of approach to the signal beacon must be reduced, the new control speed of 15 km/h.
-If after passing by the previous beacon, it does not find another beacon less than 600 meters (BASICO AV mode) or 450 meters (BASIC mode CONV.), emergency braking will be applied. In this case, at the start of the operation the system imposes a final stop-announcement control (60/80/100 km/h according to the Train Type and the CONV or AV mode).
b) To the step by the token beacon:
-If the authorized rebase function is active:
The red LED will be illuminated on the repeater panel intermittently and a 3-second-duration acoustic signal is produced. The final control rate increase push button will also be lit for 10 seconds or until it is powered.
The Machinist can exceed the signal, once the control speed has been passed by the signal beacon is 40 km/h, which will be maintained until:
-The step by another beacon associated with a signal that presents stop indication, authorized rebase, or off signal.
-20 seconds after receiving free path information, conditional free, stop announcement, immediate stop announcement, caution announcement, and stop preannouncement.
Once the authorized rebase push-button is actuated, up to 10 seconds is available to pass through the signal beacon at stop indication, authorized rebase, or off signal. The push-button shall be illuminated for 10 seconds from its actuation.
In the case of the signal in the indication of the stop (authorised its base in a regulatory form) and the authorised rebase, if the authorised rebase push-button has not been actuated, or if the passing time is exceeded by beacon (10 seconds), the braking of the train occurs. Once the equipment has been reassembled, the equipment shall be in control of 40 km/h or, if the 100 km/h (or the train type corresponding to the train type) pulsator has been actuated, until the end of the control.
-If the authorized rebase function is not active and/or the 10 seconds set for the signal beacon pass are exceeded:
Emergency brake is applied.
A 6-second-duration acoustic signal is produced.
The red LED is illuminated intermittently.
7. Increased final control speed.
This push-button is available to be powered for a period of 10 seconds after receiving information associated with a stop signal (authorized rebase, rebase authorization of a stop ordering signal, etc.).
8. Step at the protected level.
At the step of the beacon the step-to-level push-button is illuminated. The Machinist will recognize this push button before 3 seconds, from the beginning of the acoustic and optical signals.
5AP1.1.4.7. Particularities of the lines endowed with Third Carril (mixed width).
For the circulation of trains with digital ASFA by lines with third-lane (mixed width) lines, the Machinist will select the conventional ASFA mode or, if applicable, the Conventional Basic ASFA mode.
Section 5. Transitions between Asfa Digital and LZB/ERTMS
5AP1.1.5.1. Generalities.
The ASFA Digital system will allow the transition from ASFA Digital to LZB/ERTMS and from LZB/ERTMS to ASFA Digital with the train running.
The ASFA Digital team will not intervene in determining the timing or geographic point where switching between systems is performed.
5AP1.1.5.2. Digital ASFA transitions to LZB/ERTMS.
This transition will require the ASFA Digital system to be operational. It will be performed using the following sequence:
1. Inhibition of the application by the Digital ASFA of emergency braking.
2. Disconnection or inhibition of the ASFA Digital system operation.
The ASFA Digital team will indicate on the data display screen that you have successfully switched by indicating the effectiveness. The screen will be shown in night mode and no additional indications except for the driving mode, which will appear with the legend EXT to record that the protection is being performed by an external system.
5AP1.1.5.3. LZB/ERTMS transitions to ASFA Digital.
This transition will require the ASFA Digital system to be operational. It will be performed using the following sequence:
1. Connection of the ASFA Digital system operation.
2. Activation of emergency braking control by the Digital ASFA.
The ASFA-Digital system will be activated showing the minimum control speed between the selected Type and the maximum configured in the vehicle. A 3-second acoustic signal is also produced and the hotspot icon is displayed with question marks until the first signal beacon path information is received (depending on the installed SW version).
In case of any breakdown in the equipment being the train protected by the LZB/ERTMS the indicator of efficiency would be turned off, indicating with this that in the next transition LZB/ERTMS to ASFA Digital will be applied the brake of emergency.
Section 6. Abnormalities
5AP1.1.6.1. Notification.
When the Circulation Officer is aware of any system-related abnormality (dislocated, off-duty beacons, which do not transmit information or is wrong, etc.), you will be able to repair and notify you. such abnormality to the Machinist of each of the trains concerned.
When the abnormality is observed by the Machinist, it will communicate it to the Circulation Officer by Radiotelehonia or at the first open station.
5AP1.1.6.2. Abnormalities in the Data Display Screen.
In the event that the data display screen does not work, the Circulation Officer shall be notified and switched, to a stationary train, to ASFA Basico CONV or ASFA Basico AV, as the case may be, the provisions of the RCF shall be complied with, with respect to the orders of the signals and the rules of the blocking with which it is circulated.
If the failure causes system futility, non-operational ASFA text display, or lack of efficiency in ASFA-Basic CONV or ASFA Basic AV modes, it will communicate it to the Circulation Officer (station, Band of Regulation or CTC, as appropriate) and will disconnect the ASFA team, being of application from that moment the conditions of circulation imposed in the art. 5.2.3.2 of the RCF.
If the system has a minor failure, the ASFA Operational or ASFA Basic CONV or ASFA Basic AV mode will be indicated on display by the oscillating efficacy indication. In this case the system can be used but an immediate corrective maintenance activity is imposed at the end of the journey.
5AP1.1.6.3. Signals off, at indoubt, or not visible.
When the signals are off, in indoubt indication, or are not visible, the system information may not match the appearance of the token. In this case, the operator shall comply with the order of the signal and perform the corresponding operations in the cabin, in compliance with the provisions of the RCF.
In the case of having to perform an indication recognition on the previous beacon, the signal from it is not visible, the Machinist will act on the additional stop-recognition push button, driving the pulsator corresponding to the step by the beacon of the signal as indicated by the signal.
5AP1.1.6.4. Arrest of the train for the action of the ASFA.
When the arrest of the train is produced by the ASFA, except in the cases expressly mentioned in the previous paragraphs, when the system is resumed, the system maintains the previous control that could exist.
If this situation occurs in the case of step at the protected level, the Machinist when starting the march, will consider the step at an unprotected level. In this case, it will act on the concealment push button as determined in the art. 5AP1.1.6.5. of this Appendix.
5AP1.1.6.5. Action on the concealer push button. (Veil)
This push-button will be used to perform the hiding function of the signaling information on the graphical display in the following cases:
1. Automatically if after passing through a previous beacon in the indication of the stop, there is no other beacon linked to less than 600 meters (AV mode) or 450 meters (CONV mode), its cancellation will be carried out by the Machinist by actuating the pulsator concealment.
2. Automatically upon receipt of beacon during the time of recognition of a previous beacon, its cancellation shall be effected by the Machinist by actuating the concealment push button.
3. At the request of the Machinist when an error occurs in the recognition of the beacon indication, lack of recognition of beacon by the system and not generate the alarm signal, or when the Machinist considers that the information received in the screen does not correspond to side signage.
In this case, the override must be performed by the Machinist, after having recognized the information received from the next beacon that does not correspond to PN or LTV/CSV will drive the stash push button.
5AP1.1.6.6. Particularities in Step-to-Level steps provided with Step-to-Level protection token.
When the Step-to-Level protection token presents the Protected-Level Step indication and the information given by the beacon is from Step to Unprotected Level, the Machinist will respect the latter information.
FIFTH BOOK. APPENDIX 2
SYSTEM FOR DETECTING THE PRESENCE OF TRAINS BY TRACK CIRCUIT AND AXLE COUNTERS
Index
FIFTH BOOK. APPENDIX 2.
SYSTEM FOR DETECTING THE PRESENCE OF TRAINS BY TRACK CIRCUIT AND AXLE COUNTERS.
Chapter 1. Train presence detection system by track circuit and axle counters.
Section 1. Generalities.
5AP2.1.1.1. Object.
5AP2.1.1.2. General guidelines.
5AP2.1.1.3. Guidelines for the initial journey situation.
5AP2.1.1.4. Circulation requirements.
CHAPTER 1
Train presence detection system by track circuit and axle counters
Section 1. Generalities
5AP2.1.1.1. Object.
The object of this Appendix is to regulate the alternative use of track circuits and axle counters as a system for detecting the presence of trains in the blocks, which are installed on routes with areas of special or significant characteristics.
5AP2.1.1.2. General guidelines.
With a general character:
a) The path blocking cantons with Track Circuits and Axis Counters, will be the same.
b) The active preferred system (Via "CDV") or ("CEJES"), will always be represented videographically. The alternative system, which shall not be taken into account for the purposes of release and occupation of cantons by not participating simultaneously in the processing of the lock, may have additional simplified representation in the CTC.
(c) The switching of one detection system to another on a journey shall be carried out by the Head of the circulation of the designated collateral station in the operating programme by means of "SPECIAL COMMAND" of the interlock. be independently performed for Via 1 and Via 2.
d) The switching of the detection system, in the case of no communication between the collateral interlocks that share the route, cannot be carried out.
The operation descriptions in detail for each installation, will be described in the User Manual of the CTC application, and the functionality of the different commands and indications will be described in the Slogans of the electronic interlocks of each of the stations on the affected route.
5AP2.1.1.3. Guidelines for the initial journey situation.
When operating, the system that the interlock shall select by default for the detection of the train in the lock shall be determined as preferred in the corresponding operating program.
5AP2.1.1.4. Circulation requirements.
Switching will require that the alternative system to which it is switched, must have all its elements in a free and undamaged state, must be free of trains all the way and not have authorized jobs, being able to switch with lock or no lock set.
If the cause of the occupation or alteration of the canton is suspected, it may be a reason other than the succession of trains, once the switch to the alternative detection system has been carried out, to the Machinist of the first In addition to prescribing the March to the View, you will be given the reason, the points where you need to stop, if appropriate, and the way in which you will be able to recognise the affected sections.
FIFTH BOOK. TRANSIENT SPECIFICATION 1
ANALOG AUTOMATIC BRAKING (ASFA) ANNOUNCEMENT SYSTEM
Index
FIFTH BOOK. TRANSIENT SPECIFICATION 1.
ANALOG AUTOMATIC SIGNAL AND BRAKING SYSTEM (ASFA) SYSTEM.
Chapter 1. Analog ASFA.
Section 1. Generalities.
5ET1.1.1.1. Object.
5ET1.1.1.2. Signals related to ASFA (analog).
Section 2. Driver's performance.
5ET1.1.2.1. For free path signal and protected PN.
5ET1.1.2.2. In front of a conditional free path signal.
5ET1.1.2.3. Warning of caution, stop pre-announcement, stop announcement, immediate stop announcement, deferred stop, limited speed announcement, and no protection PN.
5ET1.1.2.4. Before stop signal.
5ET1.1.2.5. In front of the authorized rebase signal.
5ET1.1.2.6. Circulation in temporary banalization of track.
CHAPTER 1
Analog Asfa
Section 1. Generalities
5ET1.1.1.1. Object.
The ASFA (Automatic Signals and Braking) system is intended to inform and assist the Machinist in observing the indications or knowledge of the status of the fixed signals, transmitting automatically to the cabin, information about the appearance they present.
The transmission of vehicle-via-vehicle information is of a point-in-time type.
Its use increases the safety of the railway circulation because it decreases or cancels, as the case may be, the effects of the possible human failure by automatically ensuring the arrest of the train in the case of incorrect action of the Machinist.
5ET1.1.1.2. Signals related to ASFA (analog).
The intermediate, Step-to-Level, advanced, input, output, protection, and interior signals that can be ordered via free, of announcement of significant change of speed, of announcement of temporary maximum speed limitation in cases where it has a significant change in speed and, in some cases, those of backsliding.
The AI will make known through the slogan, with the corresponding sign, the lines in which the signals are related to this system.
Section 2. Driver's performance
5ET1.1.2.1. For free path signal and protected PN.
When the signal is present the free path indication or protected PN, no action is required of the Machinist.
5ET1.1.2.2. In front of a conditional free path signal.
When the signal is given the conditional release indication, at the step of the pre-beacon or signal beacon, the driver of a train with a maximum speed of more than 160 shall actuate the recognition pulsator before 3 seconds and reduce the speed, from the time it exceeds the previous beacon, or signal in case of no one, to 180 km/h, before 18 seconds, and 160 km/h, 11 seconds later.
You cannot exceed the speed of 160 km/h until the system allows it, which you will know by indicating the corresponding viewfinder.
If these conditions are not met, train braking automatically occurs.
5ET1.1.2.3. Warning of caution, stop pre-announcement, stop announcement, immediate stop announcement, deferred stop, limited speed announcement, and no protection PN.
When the token presents the caution announcement indication, stop pre-announcement, stop announcement, immediate stop announcement, deferred stop, limited speed announcement, and no protection PN; step by prior beacon or signal, the recognition push button must be actuated before 3 seconds.
In addition, it will immediately initiate a reduction of the speed since it rebases the pre-beacon, or signal in case of no one, in order to ensure compliance with the corresponding signal order.
When the signal has a fixed or variable display of information, the Machinist shall initiate a reduction of the train speed in the manner indicated, up to the speed indicated by the display.
In other cases, to facilitate an appropriate reaction in the reduction of the train speed, and to be able to ensure compliance with the corresponding signal order, the driver of a motor vehicle that circulates:
(a) At speeds exceeding 100 km/h, the braking of the train shall be immediately initiated in order to reduce its speed to 100 km/h.
(b) At speeds between 100 and 80 km/h, the braking of the train shall be immediately initiated in order to reduce its speed to 60 km/h.
c) At a speed of less than 80 km/h, it shall initiate a speed reduction in such a way as to ensure compliance with the signal order.
Exceptionally, the braking performance may be delayed when the train and track profile characteristics advise not to make immediate application, however, ensuring compliance with the order of the signal.
On the High Speed lines from Madrid to Seville and Madrid to Barcelona and Figueres, as well as on the Bif line. Huesca to Huesca, from which rebase the previous beacon will reduce the speed to 160 km/h before 22 seconds.
A motor vehicle of Type greater than 160 shall not exceed the speed of 160 km/h until the system permits, which shall be known by the indication of the corresponding viewfinder.
If the indicated conditions are not met, train braking is automatically produced.
5ET1.1.2.4. Before stop signal.
When the signal is present, the stop indication must:
a) By step by the previous beacon.
Not to be exceeded: Motor vehicles without train selector, 60 km/h.
Selector locomotives:
-60 km/h when the selector is in position 1 (T. 110 and above).
-50 km/h when the selector is in position 2 (T. 80, 90, and 100).
-35 km/h when the selector is in position 3 (T. 70 and below).
Failure to comply with the imposed limitation produces automatic train braking.
b) To the step by the token beacon.
Automatic train braking occurs.
5ET1.1.2.5. In front of the authorized rebase signal.
The switch key will be rotated or the panel switch will be powered to the authorized rebase position.
This operation can be done by standing or running and, from the time of the operation, 10 seconds is available for the rebase.
The rebase made in a longer time than the one granted produces the automatic braking of the train.
Effected the rebase, turn the switch key, or drive the switch from the panel to the initial position of the switch.
5ET1.1.2.6. Circulation in temporary banalization of track.
In stations with no entry-to-counter signalling, with pre-height beacon at the height of the advanced and input signals of the normal track, the driver shall act as set out in paragraphs 3 and 4 respectively.
FIFTH BOOK. TRANSIENT SPECIFICATION 2
EBICAB AUTOMATIC TRAIN PROTECTION SYSTEM
Index
FIFTH BOOK. TRANSIENT SPECIFICATION 2.
EBICAB AUTOMATIC TRAIN PROTECTION SYSTEM.
Chapter 1. EBICAB system.
Section 1. Generalities.
5ET2.1.1.1. Description.
5ET2.1.1.2. Elements that integrate the system.
5ET2.1.1.3. System functionality.
5ET2.1.1.4. Driving panel.
5ET2.1.1.5. Transmission in ASFA.
Section 2. Connection and disconnect.
5ET2.1.2.1. Connection and disconnection.
5ET2.1.2.2. Introduction of data.
Section 3. Driving modes
5ET2.1.3.1. Driving modes.
5ET2.1.3.2. Mode changes.
5ET2.1.3.3. EBICAB driving mode.
5ET2.1.3.4. Permanent ASFA driving mode.
5ET2.1.3.5. Manoeuvres mode.
5ET2.1.3.6. Phone Lock Driving Mode.
Section 4. Performance of the driver in the EBICAB system.
5ET2.1.4.1. Fundamental magnitudes.
5ET2.1.4.2. System monitoring.
5ET2.1.4.3. Signals off or in indoubt indication.
5ET2.1.4.4. Signals considered non-existent or out of service.
5ET2.1.4.5. Undue detention of the train by the EBICAB action.
5ET2.1.4.6. Circulation in Via Temporary Banalization.
5ET2.1.4.7. Backspace protection.
5ET2.1.4.8. Protection in Steps at Level.
5ET2.1.4.9. Protection in case of extended stops.
Section 5. Transitions between EBICAB and ASFA.
5ET2.1.5.1. Generalities.
5ET2.1.5.2. Transitions from EBICAB to ASFA by FIN of ZONA EBICAB.
5ET2.1.5.3. EBICAB to ASFA transitions by breakdown or incident.
5ET2.1.5.4. Transitions to Limited Speed functionality.
Section 6. Abnormalities.
5ET2.1.6.1. Utility of the EBICAB system.
CHAPTER 1
EBICAB System
Section 1. Generalities
5ET2.1.1.1. Description.
EBICAB is an embarked train protection system that receives timely information, adapted to existing side signage, and performs continuous monitoring of the speed and location of the train producing the performance. of the brakes when it detects that the existing conditions constitute a risk to the movement of the train.
The Machinist must always comply with the order of the fixed signals according to the specifications of the RCF, and perform in cabin the operations that the EBICAB system requires.
The System is ready to control a maximum speed of 220 km/h with EBICAB in service and 200 km/h. with ASFA. The Machinist shall respect the maximum line speed and all established limitations. Provides the following train protections:
a) Overspeed protection.
b) Protection from undue rebase of a stop signal.
c) Backspace protection.
d) Protection in Steps at Level.
e) Protection when there are extended stops.
The EBICAB and ASFA systems are integrated into the same equipment, with the functionalities and transitions described in this Transitional Specification.
5ET2.1.1.2. Elements that integrate the system.
The system is composed of Via Equipment, Boarding Equipment, and Driving Panel.
1. Track Equipment.
The EBICAB path team consists of:
a) EBICAB Beacons
Located between the running lanes and along the track axis, which are functionally grouped into Information Points. The beacons can be controlled or uncontrolled, the first ones may vary the information they transmit according to the signaling conditions and the second ones always send the same information.
-Fixed (uncontrolled) information beacons are located in places where it is necessary to inform the train of certain events that do not vary when changes are made in the signage (announcement by Cartelones, references for distance calculation, etc.).
-The information beacons associated with the (controlled) signals are classified into:
a) Previous Information Beacons.
Single controlled beacon located from 5 to 10 m. prior to the corresponding ASFA pre-beacon associated with the signal. In the event that the latter did not exist, it would be 300 m. before the signal.
Its fundamental function is to release the train braking process in case the appearance of the corresponding signal changes to a less restrictive one.
b) Signal Information Beacons.
Consist of 2 beacons, located at 9 and 12 m. of the signal. The first beacon that the train is located is controlled and the second is uncontrolled.
The controlled beacon transmits fixed information, which is related to the geographical and static conditions of the Information Point on which it is installed. On the other hand it transmits variable information, related to the existing conditions of signalling at the time of the train pass over the beacons.
b) Codifiers.
They make the interconnection between the beacons and the signals and/or the interlocks.
In the Limited Speed Announcement signals the track equipment is constituted by a single beacon.
In a canton there can be no more than one pre-signal beacon for each direction of gear.
A Zone End signal beacon must be configurable according to the path to follow.
2. Equipment on board.
They are responsible for capturing, processing and presenting to the Machinist the information from the track and acting on the train brakes if necessary.
The onboard equipment is composed of the following basic elements:
a) EBICAB Captation Subsystem (SUCAP).
b) ASFA Captation Subsystem.
c) Control and Process Equipment (ECP).
d) Team Anulation Unit (UAE).
e) Tacogenerators.
f) Man-Machine Interface Unit:
g) Interface Equipment with the Machinist, (EIC).
h) Driving Panel (ASFA/EBICAB Repeater Panel, keyboard, display).
5ET2.1.1.3. System functionality.
1. The System enforces the orders imposed by the indications of the:
a) Luminous Signals (V, V*, V/A, A, A*, R, Senal Off, R/B*, R/B, and Step-to-Level Signal).
b) Alphanumerical signals (speed indicators by detour and speed indicators by signals).
c) Additionally indicates to the Machinist the indications of Cartelons.
d) With a free (V) indication, the Vlim will be the maximum line speed. The Vlim by the next token will also be the maximum of the line.
e) With conditional free (V*) indication, the Vlim at the next signal is 160 km/h.
f) With an indication of precautionary notice (V/A), the Vlim for the following signal shall be appropriate for the Vlim to pass through the signal protected needles of 30 km/h.
g) With caution announcement indication with speed indicator display (V/A + N), the Vlim for the following signal will be suitable for the Vlim to pass through the signal protected needles to be indicated on the screen.
h) With an indication of stop (A) or immediate stop (A*) announcement, the Vlim on the approach to the next signal shall be 30 km/h or 20 km/h depending on whether this is permissible.
i) In the particular case that the following signal indicates R/B*, the Vlim on the approach shall be 30 km/h.
j) With stop preannouncement indication (A + N), the Vlim at step by the next token will be the one indicated in the screen number.
k) With an indication of stop (R), authorised rebase (R/B, R/B*), the application of the vehicle's brakes shall be requested at the same time by the beacons associated with the signal, if the Authorised Rebate pulsator is not actuated. on the driving panel.
l) In indications with lamp cast on fundamental fixed signals the System shall consider the indication presented by the signalling. The case of a switched signal shall be considered as a stop signal.
m) If the merge is on an alphanumeric display the System will only consider the indication of the fundamental fixed signal associated with it.
2. The System will treat successive deviations from an input or output signal by setting speed limitations at the vehicle's passage through them.
3. The track team announces the restrictions and limitations per Step at Level to the team embarked in advance sufficient time for different vehicles and road gradients to be able to decrease the speed (it will be guaranteed if the information arrives with two cantons in advance). A PN will always be announced regardless of its status:
a) A Vlim is set by the PN to be the maximum line speed of the line, which must not exceed 155 km/h in the Step-to-Level zone, if there are no other conditions to be used. signalling to prevent it and the time of 2 min has not been exceeded. 40 seconds since the last announcement on the state of the PN. After this time the PN will be considered as unprotected.
b) With an indication of Step to Level without protection the Vlim when the PN is reached shall be 10 km/h.
4. The System has the ability to present information from the information billboards in the cabin.
5. The System allows for the circulation of trains when the situation of Telephone Lock is established in cases of abnormality (BTS), without having to proceed to the Anuulation of the Embarked Team nor to introduce again the data characteristic of the train.
6. The System allows the circulation in Temporary Banalization of Via, if the route has been equipped, and protects the train considering the limitations of speed by infrastructure, Vmax of the train and a speed limit of 120 km/h. Arriving at a station builds a Vlim profile that protects the passage through the input needles.
7. The system allows the circulation of trains after the rebase of a signal with aspect R, R/B, R/B*, with the following conditions:
a) If the signal is input, the manoeuvring and the maximum speed of 30 km/h shall be monitored.
b) If the signal is not input, March to the View and the speed profile will be defined by the infrastructure of the line with a maximum value set (100 km/h). The speed profile shall consider the aspect of the signal following its passage through the prior beacon and shall establish a braking curve in the event that this aspect of the stop signal is present.
8. The System embarked on the system depending on the track equipment will operate as follows:
a) In EBICAB if there is equipment on both EBICAB and ASFA. In case of failure or incidence of EBICAB equipment, on track or on board, it will be changed to operate in ASFA without the need to stop the train.
b) In ASFA if there is only ASFA via.
9. The System applies speed restrictions according to different vehicle speed types (N, A or B).
10. The System detects the absence of beacons from any Information Point.
11. The system's shipped equipment allows the following indications to be presented in the Driving Panel:
a) Limit speed.
b) Meta Speed.
c) Meta Distance.
d) Overspeed alarms.
e) Braking performance.
f) Driving Mode in Progress (EBICAB, ASFA, Maniworks, BTS).
g) Check the operation of the Equipment.
h) System Averies (via and onboarded).
i) Connecting and Disconnecting the Equipment.
j) Principle and end of the route equipped.
12. The system's embarked team allows to record in both an external team and internally the most important data related to the conduction and maintenance of the System.
5ET2.1.1.4. Driving panel.
Your role is to present the Machinist with information to make it easier for you to drive. Sometimes the team demands certain performances by the Machinist to enable its operation (pe. Introduction of data, recognition of operational conditions, etc.).
The interaction with the Machinist takes place through the following elements:
1. ASFA/EBICAB Repeater Panel. Includes indicators and push buttons.
2. Vmeta, Dmeta, and Vboundary indicators included in the MFA.
3. Keyboard and display. Elements required for data entry, Driving Mode change, and message display.
4. Prefixed speed indicator (in S/252 only), three digits that replace the previously existing indicator.
5. Indicators for the ASFA/ EBICAB Repeater Panel.
5ET2.1.1.5. Transmission in ASFA.
The Shipped System will receive and process the following set of information from the ASFA via equipment:
a) Free path, corresponding to the green (V)-like signal beacon.
b) Conditional free path, corresponding to the signal beacon or predestant green appearance (V*).
c) Announcement of a stop or announcement of caution, corresponding to the signal beacon or yellow (A) or yellow green (V/A) aspect respectively.
d) Speed control before stopping, corresponding to the pre-signal beacon with aspect R, R/B, R/B*, or signal with a molten R lamp.
e) Parada, corresponding to the R-looking signal beacon, R/B, R/B*, or signal with a molten R lamp.
Section 2. Connection and Disconnect
5ET2.1.2.1. Connection and disconnection.
The connection of the equipment will be carried out with the train stopped and the cabin will be activated which will be placed first in the direction of the march. In case of circulations with two locomotives, only the equipment in the head will be connected.
The Machinist that circulates on a path with EBICAB will take you connected and selected the mode that corresponds to the train's circulation.
The train backhaul and the maneuvers will be performed with the connected equipment and the "maneuvers" mode is selected. The equipment will be disconnected to perform the technically required rollbacks.
When a train circulates with EBICAB it is inhibited by the ASFA, which will be automatically operational in case of failure or failure of the EBICAB system.
The Machinist may disconnect the EBICAB in case of machine equipment failure, abnormal indications on the machine, or lack of indication on the efficiency push-button.
To make moves with the system disconnected, the Machinist must communicate it to the PM and cancel the equipment.
Abnormal indications or lack thereof in the cabin, when attributable to beacons or fixed signals, will not result in the disconnection of the equipment. In any case, the PM may order the Machinist to disconnect it.
5ET2.1.2.2. Introduction of data.
The Machinist when it is to circulate with EBICAB must perform the introduction of data, according to the driving mode and the characteristics of the train. The data to be entered is:
-Maximum train speed.
-Length of the train.
-Rate Type (N, A, or B).
-Type of brake.
-Percentage of braking.
When any of this train data is modified it will be entered again. In the case where it is necessary to cancel the brake of one or more bogies of the composition it will be necessary to change the data previously introduced to the equipment, to vary the percentage of braking or to be necessary to reduce the maximum speed.
Section 3. Driving modes
5ET2.1.3.1. Driving modes.
System driving modes can be:
-EBICAB.
-permanent ASFA.
-Maniworks.
-Phone lock in case of abnormality.
The EBICAB mode enables the functionality of:
-EBICAB.
-ASFA.
-Limited Speed (VL).
-March to View (MV).
5ET2.1.3.2. Mode changes.
The equipment allows, at any time, that the driver changes in a driving mode. The only conditions imposed are that the vehicle must be stopped and there are no failures to disable the new mode.
To change mode the following sequence will be followed:
1) Click the Mode Change (CM) key.
2) Select, according to the menu presented in the display, the way you want to continue and press ENTER.
3) Enter or confirm the data requested by the team, for the new mode.
5ET2.1.3.3. EBICAB driving mode.
In the EBICAB driving mode, four different functionalities or operating modes are distinguished:
a) EBICAB.
b) ASFA.
c) Limited Speed (VL).
d) March to View (MV).
The transition between the different functionalities is automatic, that is, the Machinist does not intervene in its selection or switching.
When the VL or MV functionalities are circulated, the Machinist will comply with the movement requirements of the march to the sight or march of maneuvers, as the case may be, and the team will perform the supervisions of speed. correspond in each case.
At the beginning of the EBICAB driving mode the functionality is Limited Speed (VL), monitoring the system the maximum speed of 100 km/h. In this functionality the team does not display the Vlim, Vmeta, and Dmeta measures.
After receiving track information in signal EBICAB beacons, provided that it does not indicate stop, it begins to operate on EBICAB functionality and the Vlim, Vmeta and Dmeta measures are shown.
5ET2.1.3.4. Permanent ASFA driving mode.
The team performs the ASFA functionality from the time it starts operating in this mode and is not performed from the transitions automatically with the other modes.
In the case of exceeding the maximum speed of the Type of the train, emergency braking occurs.
5ET2.1.3.5. Manoeuvres mode.
This mode allows for forward and backward driving, and the Machinist will meet the driving requirements of the maneuvering gear.
The system will monitor the maximum speed of 30 km/h.
5ET2.1.3.6. Phone Lock Driving Mode.
In this mode of conduction the equipment ignores any information regarding fundamental fixed signaling and, only, monitors the maximum speed of 140 km/h, although the Machinist will fulfill the prescribed for this blockade, specifying the introduction of train identification data and the maximum distance to be covered by BT.
Section 4. Performance of the driver in the EBICAB system
5ET2.1.4.1. Fundamental magnitudes.
The Machinist that circulates with EBICAB will receive on the panel of his vehicle the necessary indications to help him regulate the train's march and, in particular, the following fundamental measures:
1. Speed Limit. (Vlim).
This is the maximum speed allowed at each point by the system. When limited speeds are implanted not introduced in the same, the maximum allowed speed may be less than this limit speed.
2. Meta Distance (Dmeta).
This is the distance between the place where the vehicle is located and the point where a change or speed refresh should be performed.
3. Meta Speed (Vmeta).
It is the speed at which it is to be circulated, once the Meta Distance is traversed.
5ET2.1.4.2. System monitoring.
If the conditions indicated by the system are not met, train braking is automatically produced.
1. Normal driving.
a) The Machinist must meet the fundamental magnitudes.
(b) The speed at which the train is allowed to move when it is close to a stop signal is called the 'Release Speed' which, depending on whether the signal in question is or is not permissible, shall be 30 km/h or 20 km/h, respectively. In any case, the operator must respect the order of the signal.
2. Authorized rebase of signals.
a) The Machinist, in order to perform the authorized rebase of a signal at the stop indication, must actuate the REBASE AUTO push button on the repeater panel, which is effective for the 10 seconds after the heartbeat.
b) If the rebased signal is input, it is switched to LIMITED SPEED (VL) functionality, and the EBICAB fundamental magnitudes will be deactivated.
c) If the rebased signal is not input, the system switches to MARKUP TO THE VIEW (MV) functionality and the EBICAB fundamental magnitudes will be deactivated.
d) The EBICAB mode, normal driving, will be resumed when proper track information is received in signal beacons (except signal at stop indication).
3. Token undue rebase.
a) The protection afforded by the system to the undue rebase of a stop signal, in the EBICAB, MV and VL functionalities, is the application of the emergency brake.
b) The normal driving functionality EBICAB will be resumed when proper track information is received in signal beacon (except when ordering stop).
5ET2.1.4.3. Signals off or in indoubt indication.
When the signals are off or in indoubt indication, the EBICAB information may not match the appearance of the token.
The Machinist shall adhere to the order of the signal and perform in cabin the operations corresponding to the indications of the EBICAB.
5ET2.1.4.4. Signals considered non-existent or out of service.
When the Machinist, by the blocking system or other cause, must consider non-existent some signals related to the EBICAB, it will select the BTS mode, within the EBICAB.
5ET2.1.4.5. Undue detention of the train by the EBICAB action.
When the train stop occurs due to the lack of compliance with the performances required by the EBICAB, the Machinist, when resuming the train, will proceed as if it had found the previous signal in a stop or notice of caution, as the case may be.
If the stop is due to undue rebase of the signal, it will proceed as indicated for these cases in the RCF.
5ET2.1.4.6. Circulation in Via Temporary Banalization.
When you circulate through a Temporary Banalization of Via, in lines equipped with EBICAB, the Machinist will take you connected. The system protects the train by considering the limited speeds, the Vmax of the train and a specific speed limit of 120 km/h.
5ET2.1.4.7. Backspace protection.
It is a monitoring function that compares the direction of the "real" train movement with the direction that the Machinist has marked by selecting in-cab direction.
If the train moves in the opposite direction to that of the active cab, in the functionality of EBICAB, VL, MV or BTS, the equipment applies the emergency brake when travelling a distance of 5 m.
In the functionality of ASFA and MANEUVERS the team allows circulation in both directions.
5ET2.1.4.8. Protection in Steps at Level.
The protection provided by the system is only applicable for EBICAB and MV functionality.
Each time the team receives information from a PN, it does the following:
1. If the PN is unprotected, it shall prevent the speed of the train from being more than 10 km/h. when it reaches the step, and the Machinist will act as provided in the RCF for the Unprotected Step-to-Level signal.
2. If the PN is protected, it shall prevent the speed of the train from being more than 155 km/h. in the step zone.
3. In addition, if the PN is protected, a 2 min timing will start. 40 sec. At the end of this time, if the PN has not been reached, the PN shall be deemed to be unprotected and shall be acted upon in accordance with paragraph 1.
4. When the Step-to-Level (SPN) signal presents the protected PN indication and the information given by the EBICAB team is the non-protected PN, the Machinist shall respect the latter information.
5ET2.1.4.9. Protection in case of extended stops.
If the train remains stopped for longer than 4 minutes, the equipment assumes that the appearance of the next signal may have changed and considers its indication to be stopped.
Section 5. Transitions between EBICAB and ASFA
5ET2.1.5.1. Generalities.
The transitions between EBICAB and ASFA and vice versa are performed automatically when you receive track information through both the EBICAB capture subsystem and the ASFA.
5ET2.1.5.2. Transitions from EBICAB to ASFA by FIN of ZONA EBICAB.
1. When the team operates on EBICAB and terminates the system-equipped path zone, an automatic transition to ASFA is performed.
2. The team is in advance notice when the end of the area with EBICAB equipment is reached. The Machinist shall act as determined in the Vehicle Driving Manual.
3. The transition between EBICAB and ASFA functionality takes place at a point located 500 m before the first signal not equipped with EBICAB beacons. This point turns off the FIN push button and turns off Vmeta, Dmeta, and Vlim.
4. The Machinist shall act according to the order of the last token:
a) If the appearance of the last signal with EBICAB beacons is Via free (V) the maximum line speed will be monitored if there are no other more restrictive limitations.
b) If the appearance of the last signal with EBICAB beacons is a conditional free path (V*), the train speed at the end of EBICAB shall be less than or equal to 160 km/h. and will not be allowed to be exceeded until the first ASFA beacon.
c) If the appearance of the last signal with EBICAB beacons is Stop Advertisement (A) or Caution Announcement (V/A) the train speed, at the end of EBICAB will be determined by the corresponding braking curve, for ensure that the driver can stop the train at the next signal.
5ET2.1.5.3. EBICAB to ASFA transitions by breakdown or incident.
The embarked team stops operating in EBICAB functionality at the occurrence of a fault or incident that does not allow this functionality.
An incidence in EBICAB for loss of information in beacons or telegram by default, will cause the transition to ASFA functionality as long as the ASFA beacon associated with that signal is received, and there is no ASFA failure.
Once the incident is detected the team will show the following measures:
a) The Vmeta will be 0 km/h.
b) The goal will be the remaining goal to achieve the goal.
c) The Vlim will decrease from its position at the time of occurrence of the incidence to a transition speed 40 km/h.
Orders the Machinist to act as determined in this document, when the train reaches the transition speed, and once in ASFA functionality, the equipment will monitor 160 km/h. until the first ASFA beacon is received.
If during the transition process a signal beacon with valid information is received, and there is no fault that prevents EBICAB functionality, the transition process will be cancelled (it will continue in EBICAB functionality).
5ET2.1.5.4. Transitions to Limited Speed functionality.
In the event of an ASFA Failure, when the EBICAB Fallo or Incident occurs, the embarked system will act on the train brakes and after Rearme of the Frene will begin operating in VL, monitoring a speed of 100 km/h., the Vmeta will be 0 km/h and the Dmeta the remaining to reach the Vmeta.
Section 6. Abnormalities
5ET2.1.6.1. Utility of the EBICAB system.
When the EBICAB system is useless, both at the base exit and during its journey, the RCF Book 5 will be in line with the abnormality of the control-command and signalling subsystems, as well as the as for communication of abnormalities.
FIFTH BOOK. TRANSIENT SPECIFICATION 3
LZB AUTOMATIC TRAIN PROTECTION SYSTEM
Index
FIFTH BOOK. TRANSIENT SPECIFICATION 3.
LZB AUTOMATIC TRAIN PROTECTION SYSTEM.
Chapter 1. System for the automatic protection of LZB trains.
Section 1. Generalities.
5ET3.1.1.1. Introduction.
5ET3.1.1.2. System architecture.
5ET3.1.1.3. Braking curves and speed profiles.
5ET3.1.1.4. Driving magnitudes.
Section 2. Connection/Disconnect, Data Introduction, and Functional Test.
5ET3.1.2.1. Connection and disconnection.
5ET3.1.2.2. Introduction of data.
5ET3.1.2.3. Functional Test.
Section 3. Speeds.
5ET3.1.3.1. Maximum speeds.
5ET3.1.3.2. Limited speeds.
Chapter 2. Circulation with LZB superimposed to the bloq. automatic line (conv.).
Section 1. Circulation requirements.
5ET3.2.1.1. Incorporation into the system.
5ET3.2.1.2. Orders of the side signals for the trains in circulation with LZB.
5ET3.2.1.3. Circulation in Via Temporary Banalization.
5ET3.2.1.4. LZB output.
5ET3.2.1.5. Commercial stops.
Chapter 3. Circulation with LZB in high-speed lines.
Section 1. Circulation requirements
5ET3.3.1.1. Incorporation into the system.
5ET3.3.1.2. Orders of the side signals for the trains in circulation with LZB.
5ET3.3.1.3. The monitoring rate rebase.
5ET3.3.1.4. Authorized rebase of an LZB stop point.
5ET3.3.1.5. LZB output.
Chapter 4. Abnormalities.
Section 1. General.
5ET3.4.1.1. Abnormalities in the computer system.
5ET3.4.1.2. Abnormalities in the functional test.
Section 2. LZB Abnormalities in Lines with overlapping BA (Conv.).
5ET3.4.2.1. Loss of transmission.
5ET3.4.2.2. Breakdowns in the embarked equipment.
Section 3. LZB abnormalities in High Speed Lines.
5ET3.4.3.1. Undue rebase of an LZB stop point.
5ET3.4.3.2. Resumption of the march after an emergency stop.
5ET3.4.3.3. Undue rollback.
5ET3.4.3.4. Transmission failure.
5ET3.4.3.5. Disconnection and breakdowns of the embarked equipment.
5ET3.4.3.6. Artificial dissolution of itineraries.
5ET3.4.3.7. Emergency stop to the contrary.
CHAPTER 1
LZB automatic train protection system
Section 1. Generalities
5ET3.1.1.1. Introduction.
LZB (short for Linienzugbeeinflussung, in German automatic train driving system) is a train control system with cockpit signalling and continuous monitoring.
This monitoring is done by continuous monitoring of the train speed, so that in case it exceeds the set values, the system activates the emergency brake until the speed is set to below the monitoring settings.
The system consists of equipment installed on the ground and equipment shipped in the vehicles. Both exchange information by means of the cable and the antennas installed in the vehicles.
Each train sends the LZB power station the following data:
-Train data (introduced by the Machinist):
Braking percentage/brake capacity (PFT).
Length of the train (LT).
Type of brake (TF).
Maximum train speed (VMT).
-Train position.
The LZB power station sends each train its Driving Measures and other additional information, depending on its situation in the overall context of the line.
The LZB causes an automatic emergency braking when the Monitoring Speed is reached that is equivalent to the V. Limit plus an authorized margin.
The monitoring rate increases proportionally to the limit rate, so that the higher the Limit Rate corresponds to a greater margin of monitoring.
When the actual speed is lower than the monitoring speed, the automatic emergency braking LZB is suppressed, with the brake loosening being put in charge of the driver.
5ET3.1.1.2. System architecture.
The system consists of equipment installed on land and equipment shipped in vehicles.
1. Ground equipment.
The transmission of information between the track and the vehicle is carried out by means of a cable that is arranged in a loop of 300 meters. The cable runs on the central axis of the track and on the lane of the rail, crossing each 100 metres to form the loops.
Each pair of loops (600 meters) are connected to an amplification group called EAD, Distance Power Equipment.
Each approximately 20 EAD is an Identification Section, which is connected to the LZB Command and Control Center. The border between the different sections is called Identification Section Change (CDI).
At the beginning and end of a stretch of LZB, as well as in the side entrances, there are loops of beginning/end. These points automatically switch the LZB and ERTMS or ASFA systems.
The CDI is the same as entry points in LZB when, for incident or other reason, it has not produced the input to the intended loops.
The LZB screens (RCF's FI7A signal, art. 2.1.3.7) are placed at the start of the LZB cantons which are not equipped with a light signal, in order to identify them in the communication of the driver with the Circulation Officer.
2. Team embarked.
The embarked team consists of:
-3 computers in permanent operation processing the same information in parallel.
-2 sets of antennas (broadcasters and receivers) for transmitting and receiving data between the track cable and the vehicle.
-Trim (GIR) Impulse Generators. They are tacogerators for measuring distance and speed.
-Frene actuation group (GAF) for the application of emergency braking at the request of the LZB Command and Control Center. There are vehicles that do not have GAF, their work is carried out by the emergency brake elements themselves.
-Functional Test Equipment. Performs a test on the fundamental elements for the operation of the equipment shipped (software and hardware). The Functional Test must always be performed in the commissioning of the equipment (start of the vehicle, change of cabin, restart of the equipment embarked LZB, etc. ..).
5ET3.1.1.3. Braking curves and speed profiles.
The distance-speed braking curves are parabolic, variable according to the proposed deceleration. The following braking curves are distinguished:
-Speed monitoring curve: Corresponds to the speed above which the system will trigger emergency braking.
-Warning Curve: Corresponds to the speed above which the system will activate the optical and acoustic warning of speeding.
-Curva slogan corresponds to the Train Limit Speed, i.e. the maximum speed that must not be exceeded.
These curves depend on the PFT, the characteristics of the line, and the VMT. They are applied with comfort criteria.
The characteristic profile data provided by the line in each zone are grouped by sections, each one being defined by the variation of the slope. Of all the defined sections, the most unfavourable is taken as characteristic of the zone according to the following criterion:
-Enter 0 ‰-6 ‰ Horizontal (H).
-Enter 6 ‰-12.5 ‰ First Level (1P).
-Between 12.5 ‰-18 ‰ Second Level (2P).
-Superior to 18 ‰ Third Level (3P).
When the train is not in the process of braking, the curves mentioned above are shown in the form of a speed profile keeping the same functions:
-Monitoring speed
-Warning speed and
-Speed slogan.
5ET3.1.1.4. Driving magnitudes.
1. AICC.
Driving Cabin Indicator, showing the driving quantities and other indications required for the LZB operation.
2. Limit Speed.
This is the maximum allowed speed at any time. It is displayed in a circular analog indicator (1) with its corresponding scale in km/h, using a red needle located on the outside of the scale, increasing the values in the clockwise direction.
3. Distance Meta.
Indicates the distance between the place where the train is located and the point where a change of speed should be made.
It is displayed by a 4-or 5-digit indicator, some of which can be fixed, and a scale in the form of a vertical bar between 0 and 4,000. The unit used is the metro.
The maximum distance to which the system displays speed change information varies according to the maximum train speed. Some examples:
-12,000 (2) type 300.
-9,900 type 250.
-7,000 type 200.
-4,000 type 160.
4. Meta Speed.
Indicates the limit speed at which the point indicated by the Meta Distance should be circular.
It is displayed by a three-digit indicator and is indicated in multiples of 10. If the new speed is lower than the current one, it appears as soon as it enters the maximum scan field of the target distance, however if the new speed is higher than the current one, it will appear when the target distance reaches "0".
5. Real Speed.
Indicates the actual rate at which the train circulates.
It is displayed in a circular analog indicator (1) with its corresponding scale in km/h, by a white/yellow needle located inside the scale, increasing the values in the clockwise direction.
(1) The Real Speed and Limit Speed share scale.
(2) Some computers only have 4 digits to indicate the Meta Distance, so this cannot be greater than 9,900. Even so, the speed changes will occur according to the example table.
Section 2. Connection/Disconnect, Data Introduction, and Functional Test
5ET3.1.2.1. Connection and disconnection.
To perform the connection and disconnection operations of the embarked equipment, the vehicle's Driving Manual shall be provided.
1. Connection.
The connection of the equipment shall be carried out with the stationary train and only the cab which is to be placed first in the direction of the gear shall be activated. If the use of the ASFA is required, it must be connected in advance.
For a train to be able to circulate with LZB, it is necessary to have a braking rate equal to or greater than 60%.
2. Disconnect:
The Machinist will ensure that the equipment is disconnected:
a) In the cabin changes and in the rollbacks, which technically require it.
b) In case of abnormality in its operation, by order of the Circulation Officer.
5ET3.1.2.2. Introduction of data.
As indicated in the Team Driving Manual and with the data contained in the train document, the Machinist, when it is to be circulated with LZB, shall perform the introduction of data to a stationary train. When some of this train data changes, they will be introduced again.
If the brake of one or more bogies or axes of the composition is to be cancelled, it is necessary to change the data previously introduced to the equipment, for varying the braking rate or for the need to reduce the speed maximum.
5ET3.1.2.3. Functional Test.
The Functional test is started by pressing C/I, it must be done with the data corresponding to the circulation to be started, introduced to the system, and with sufficient pressure in TFA.
During its development all the indicators are illuminated three times for 1 second and the horn sounds, simultaneously in the position "D meta" appears the version of installed software (the indicator T follows a different sequence that the other); "V meta 120", "D meta 1200" and "V limit 115" appears while the indicators S, T, and V remain illuminated, and the ASFA system switch occurs.
The test ends by showing the team's incident codes in the "D meta" position.
During the process, the Machinist must pay attention to the lighting of the lamps, mainly S and T, the indications of the driving quantities, the application of the emergency brake and the switching with the system ASFA.
The test must end with the S and 80 or 60 indications, according to the PFT, lit. Exceptionally, it may also remain on C/I, indicating that there is an incidence on the equipment that does not prevent its use.
The Functional Test is not available with the equipment in transmission.
Section 3. Speeds
5ET3.1.3.1. Maximum speeds.
The system allows, by meeting the limits set in the art. 1.1.1.7 of the RCF, circular without exceeding the maximum line speeds at each point.
5ET3.1.3.2. Limited speeds.
1. "Limited speeds" affecting lines equipped with operational LZB shall be introduced into the system (those affecting lines operating in addition to the ERTMS system, are introduced in both systems), and consequently supervised by the same.
2. The AI will establish a procedure for managing the "Limited Speeds" to ensure they have been properly implemented.
3. The Regulatory Band's Circulation Officer will ensure that the trains, prior to their departure from origin, have been transmitted to the RU all the "Limited Speeds" to be recorded in the Machinist's Itineraries Book, or, in another Case, you have been notified. The train drivers will also be notified of the trains already in progress towards the affected points.
CHAPTER 2
Circulation with LZB superimposed to the bloq. Line automatic (conv.)
Section 1. Circulation requirements
5ET3.2.1.1. Incorporation into the system.
It is called an input into transmission at the start of the telegraph exchange between the embarked team and the LZB power station.
When the train is to be incorporated into the LZB, the Machinist, circulating in BA, will click "Release" after having passed through a signal that does not order stop, at which time the Driving Measures will appear. to the system.
5ET3.2.1.2. Orders of the side signals for the trains in circulation with LZB.
In conventional Network lines, the indications received in the cabin are directly related to the orders of the signals and the conditions of circulation.
When the Machinist press "Rebate", in the appropriate situations, the Driving Measures of Driving disappear, although the driving remains supervised. Under these conditions, the Machinist will not click "Release" until it has passed through a signal that does not order stop, at which point the Driving Measures will appear again.
The Machinist will in each case comply with the following indications:
-Stop signs
They shall always be respected in their indication and the rebase shall be made in accordance with Articles 5.2.1.2 and 5.2.1.3 of the RCF. Received the rebase authorization phone, where applicable, the Machinist will click "Rebate".
-FF8A Authorized Rebase Token
A non-zero Meta speed, indicative of the free parking path circuit.
Speed Messes equal to zero, indicative that the parking path circuit is busy, and therefore, the Machinist will drive the "Rebate" push button, continuing with maneuvers up to its parking lot.
-FF8B authorized rebase token.
In the vicinity of the signals with this indication, the system will receive the output order of the LZB (FIN indicator) and Meta Speed equal to 30 km/h.
-Input indicator signals.
These tokens are not included in the system so their indications are not being taken into account with LZB.
-Signs in other indications.
The tokens in free path indication, stop announcement, stop pre-announcement, and caution announcement, are monitored by the system.
-LZB screens.
A train stopped at a screen on the order of the LZB, the Machinist will follow for its rebase the same procedure as the one contemplated in the art. 2.1.2.7 of the RCF for the FF7B signal.
5ET3.2.1.3. Circulation in Via Temporary Banalization.
When a Machinist is notified of the circulation by a BTV, it will circulate according to the conditions established during the journey, and at the entrance to the stations:
-With input to counter signals.
You will fulfill the order given by the signal, and once it is rebased, it will respect the orders of the Driving Measures.
-With recoil signals
The recoil signals are considered by the system as staging points, so the Machinist will actuate the "Rebate" push button when the signal authorizes movement to enter the station, continuing with manoeuvres to the parking lot.
5ET3.2.1.4. LZB output.
When approaching an LZB exit point, the "FIN" indicator will be intermittently lit, with the "Meta Speed" and the "Meta Distance" being present at that point.
The Machinist will click "RELEASE" and from that moment it will concentrate its attention on the side signaling. Once the transmission is lost, the line lock will be considered to be circulating under cover.
5ET3.2.1.5. Commercial stops.
At stations and aperies with a commercial stop, the LZB system is scheduled for a stop point.
If necessary, you may be overdone using the "STOP STOP" device.
CHAPTER 3
LZB circulation on high speed lines
Section 1. Circulation requirements
5ET3.3.1.1. Incorporation into the system.
It is called an input into transmission at the start of the telegraph exchange between the embarked team and the LZB power station.
The input into transmission occurs only at the points intended for this, which can be of two types:
-Input loop.
-Identification section change (CDI).
The process is as follows:
-In the AICC:
The T indicator is turned on permanently.
The indicator 80 or 60 is turned off.
Driving guide measures appear ("V limit", "V meta" and "D meta")
-In the ASFA repeater panel:
The "EFFECTIVENESS" indicator is turned off and "CONEX" is turned on.
From that moment, it circulates with LZB. No specific performance of the Machinist is required for transmission input.
5ET3.3.1.2. Orders of the side signals for the trains in circulation with LZB.
On the High Speed Lines the fixed signals lack validity for trains that circulate with LZB in service and with transmission.
5ET3.3.1.3. The monitoring rate rebase.
If the train exceeds the "Limit Speed", reaching the "Warning Speed":
-The V indicator lights intermittently and sounds the horn.
If the train exceeds the "Monitoring Speed":
-The system applies the emergency brake.
-The E indicator looks permanent and the horn sounds.
-The P indicator looks intermittent by the emptying of the TFA.
When the actual rate drops below the "Monitoring Speed", the E indicator is turned off and the horn is stopped. From that moment on, the system allows the Machinist to rearm the brake.
5ET3.3.1.4. Authorized rebase of an LZB stop point.
When a train is stopped in front of a screen or signal that you order stop, you can resume the march once communicated by the Circulation Officer the corresponding Rebase Authorization of the same (as set out in the the art. 5.2.1.3 of the RCF). The Machinist shall:
-Click "Rebass" (the speaker sounds).
-The R indicator looks permanent.
-The Driving Measures Unappear except the "Limit Speed" indicating 40 km/h.
The Machinist will resume the march by meeting the conditions set in the rebase authorization phone.
-Once the rebase zone is exceeded, the Driving Measures will appear again.
-The R indicator is turned off.
5ET3.3.1.5. LZB output.
When a train approaches an exit point on the LZB system, the FIN indicator will be intermittently lit and the horn will sound once,
The Machinist will have 8 seconds to press "RELEASE". In the vicinity of the following signal the FIN and T indicators will be switched off, the Driving Measures will disappear and the indicator 60 or 80 will be illuminated, according to PFT, activating the new protection system (ERTMS or ASFA). From that time on, the circulation of the new protection system will continue to be carried out in BCA and will be circulated under BSL when it is the ASFA.
When the output of the LZB is produced with the train stopped at a stop signal, the FIN indicator will be lit intermittently when the signal present indicates that it allows the step.
CHAPTER 4
Abnormalities
Section 1. General
5ET3.4.1.1. Abnormalities in the computer system.
In case of a failure or discrepancy of one of the three computers in permanent operation processing the same information in parallel, it is automatically disconnected, leaving the other two in charge of the data processing.
If any other failure occurred on any of the remaining computers, the equipment would be out of service not being able to operate with LZB.
5ET3.4.1.2. Abnormalities in the functional test.
If during the development of the Functional Test there will be some breakdown, the element will be replaced, if possible, by another redundant, otherwise the equipment will not be suitable for operation with LZB.
Section 2. LZB Abnormalities in Lines with overlapping BA (Conv.)
5ET3.4.2.1. Loss of transmission.
When a fault arises on the LZB system, due to data transmission failure:
-If V Meta = 0, the system will stop the train and the Machinist will resume the march under the BA with "March to View" until the next sign, after pressing "REBASAR".
-If V Meta = 30 km/h, the system shall stop the train unless the driver, when the actual speed is less than 60 km/h, by means of the "RELEASE" push-button, annuls the braking curve, allowing movement under the BA.
After the transmission failure has occurred, the transmission failure will be recovered, the Machinist will continue to circulate under the BA until the first signal that does not order stop is exceeded, at which point the train will be considered to be circulating. again with LZB.
5ET3.4.2.2. Breakdowns in the embarked equipment.
When a failure occurs on the shipped equipment, a failure occurs in the Driving Measures and, consequently, an emergency braking.
If no emergency braking occurs, the driver shall stop with service braking.
In both cases, the Machinist will inform the Circulation Officer of the causes and the place of the arrest, resuming the march until the next sign with "March to the View" until the next sign, and circulating under the BA.
Section 3. LZB abnormalities in High-Speed Lines
5ET3.4.3.1. Undue rebase of an LZB stop point.
When by any cause a train rebase a LZB stop point (screen or signal), the Machinist must immediately communicate it to the Circulation Officer. The following process is generated on the train:
-The permanent OE and C/I indicators are illuminated.
-The Driving Measures Disappear.
Once the train is stopped, the Machinist can resume the march after authorization from the Circulation Officer by telephone:
The Machinist must:
-Click "Rebass" (the speaker sounds).
-OE, E, and C/I indicators are turned off.
-The brake can be rearmed, P is turned off when normalizing pressure in the TFA.
-They look again at the Driving Measures.
The Circulation Officer will prescribe "March to View" and/or other conditions that are accurate to the next signal or screen that can present the stop indication.
The Machinist will resume the march by meeting the conditions set in the resume authorization phone.
5ET3.4.3.2. Resumption of the march after an emergency stop.
When a train approaches an emergency stop point ordered by the system, the "OE" indicator will be intermittently lit.
If the train has stopped before the ordered stop point, the Machinist will renege on the march once the Circulation Officer has cancelled the stop order and indicates the driving conditions.
If the train has exceeded the ordered stop point, it will proceed as indicated in the art. 5ET3.4.3.1.
5ET3.4.3.3. Undue rollback.
Circulating with LZB, if a backward move greater than 3 meters occurs, the following occurs:
-The system applies emergency braking.
-The "E" indicator looks and sounds the horn.
-The "P" indicator looks intermittent by the emptying of the TFA.
-Once the train is stopped, "E" is turned off, the horn stops ringing, and the Machinist can rearm the brake.
-In some vehicles, you must also click "Release".
5ET3.4.3.4. Transmission failure.
When a fault arises in the LZB system due to the failure of the data transmission, the pilot "T" will appear intermittently. In this case:
-If V Meta = 40 km/h, means that the part of the path between the train and the input signal of the next station is free.
The Machinist will proceed:
I will acknowledge receipt of this situation by pressing "RELEASE" before 8 seconds and start braking the train, paying attention from that moment to the side signage.
When the actual speed is less than 80 or 60 km/h, depending on the percentage of braking introduced, the braking curve of the train may be released by the second time the "RELEASE" push-button.
From that time it will be considered circulating under the BSL.
You will check that the ASFA efficiency pilot looks like the LZB monitoring has been removed.
-If V Meta = 000 km/h, means that the part of the path between the train and the input signal of the next station is occupied.
The Machinist will proceed:
I will acknowledge receipt of this situation by pressing "RELEASE" before 8 seconds and start braking the train, paying attention from that moment to the side signage.
Once stopped, you will inform the Circulation Manager of the place you are in.
Received the data and made the necessary checks, the Circulation Officer will establish the BSL, taking the phone to the Machinist:
The Machinist who receives this phone will actuate the "REBASAR" button and resume the march. This phone, in no case will imply authorization to rebase signals.
You will check that the ASFA efficiency pilot looks like the LZB monitoring has been removed.
If after a transmission loss has occurred or the equipment disconnect/connection has been ordered, the data transmission is recovered, the Machinist will continue to circulate under the BSL until the next one is exceeded. LZB display or station input or output signal.
Once you have exceeded one of the above points, if the transmission continues, the train will be considered to be circulating again with LZB and the telephone received to circulate with BSL will lose its validity. The Machinist shall inform the Circulation Officer accordingly.
If the above points are exceeded, no data transmission from the system is received, the Machinist will continue to circulate under the BSL and inform the Circulation Officer accordingly.
5ET3.4.3.5. Disconnection and breakdowns of the embarked equipment.
1. Where it is necessary to circulate with the disconnected LZB equipment, due to the breakdown of the LZB equipment or the needs of the holding, the Circulation Officer shall authorise the driver to disconnect, and the circulation under the BSL, by telephone:
2. When a failure occurs on the embarked equipment, a failure occurs in the Driving Measures, and consequently an emergency braking.
If the "S" and "T" indicators are turned off and emergency braking is not produced, the Machinist shall stop with service braking.
In both cases, the Machinist will inform the Responsible for Circulation of the causes and the place of the arrest, not resuming the march until receiving the corresponding authorization:
With 5ET3.2 telephone if the shipped equipment has been normalized.
With 5ET3.3 telephone if the shipped equipment has not been normalized.
5ET3.4.3.6. Artificial dissolution of itineraries.
1. Where, in exceptional circumstances, it is necessary to indicate a signal which is authorising the passage and the train is located in the canton before that signal, the Circulation Officer, before the dissolution is completed. The artificial route of the itinerary will be ensured in communication with the Machinist, that the train is stopped by the signal, and the telephone will be sent to him:
5ET3.4.3.7. Emergency stop to the contrary.
In case of interception or imminent danger for circulation, the embarked team has the possibility to introduce a stop point on the adjacent track, acting on the corresponding switch.
1. Introduction of an emergency stop.
The Machinist will connect the "Emergency to the contrary" switch. As long as it is connected, the C/I indicator shall be clear and the horn shall be permanently sound (the switch connected at least 2 km from the point to be protected should be maintained to cover the braking distance of an oncoming train at that point. time).
The Machinist must immediately communicate the incident to the Circulation Officer.
2. Emergency stop on the contrary.
Set the stop, two circumstances may occur for the train approaching it.
(a) The train receives the stop with sufficient braking distance.
-"Target Speed" is displayed = 000.
-The OE indicator looks intermittent.
-Sounds the horn for 1 second.
The Machinist will stop the train with emergency braking and communicate with the Circulation Officer, communicating the incident and the stop point.
When circumstances permit, the Circulation Officer will cancel the stop on the system and set the conditions to resume the march:
-The OE indicator is turned off.
-The Driving Measures are normalized.
In case of failure to cancel the system stop, the Circulation Officer will authorize the resumption of the march or order the train to recoil as set out in Chapter 6 of Book 3 of the RCF.
b) The train receives the stop without sufficient braking distance.
-"Target Speed" is displayed = 000.
-The system applies emergency braking.
-The permanent and the intermittent P indicators are illuminated by the emptying of the TFA.
-The OE indicator looks intermittent indicating the approach to a stop by "Emergency to the contrary".
-A flashing V is lit with the horn, indicating speed greater than the monitoring.
After the stop point is exceeded:
-The permanent OE and C/I indicators are illuminated.
-The Driving Measures Disappear.
The Machinist must be in communication with the Circulation Officer indicating the incident and the stop point.
When circumstances permit, the Circulation Officer shall authorize the resumption of the march or order the train backhaul as set forth in Chapter 6 of Book 3 of the RCF.
ANNEX II
Criteria for the implementation of the RCF in the SGS of railway entities
Index
CRITERIA FOR THE IMPLEMENTATION OF THE RCF IN THE SGS OF THE RAILWAY ENTITIES.
Chapter 1. Criteria for the implementation of the RCF in the Safety Management Systems related to the content of the Book 1 General.
Crit SGS1.1. Criteria for the implementation of the RCF in SGS related to the structure of responsibilities and obligations of AI and EF.
Crit SGS1.2. Criteria for the implementation of the RCF in SGS related to the transmission of the service.
Crit SGS1.3. Criteria for the implementation of the RCF in the SGS in relation to the classification of regulatory documents.
Crit SGS1.4. Criteria for the implementation of the RCF in the SGS in relation to the competence documentation of the IIA.
Crit SGS1.5. Criteria for the implementation of the RCF in the SGS in relation to the competence documentation of the EFs.
Crit SGS1.6. Criteria for the implementation of the RCF in the SGS in relation to the distribution of documents.
Crit SGS1.7. Criteria for the implementation of the RCF in the SGS in relation to the service tools.
Crit SGS1.8. Criteria for the implementation of the RCF in the SGS in relation to the management of intermittent service stations.
Crit SGS1.9. Criteria for the implementation of the RCF in the SGS in relation to the train communication arranged to circulate.
Crit SGS1.10. Criteria for the implementation of the RCF in the SGS in relation to the mass, length, maximum speed and braking rate of the trains.
Crit SGS1.11. Criteria for the implementation of the RCF in the SGS in relation to the braking tests.
Crit SGS1.12. Criteria for the implementation of the RCF in SGS in relation to the transport of dangerous goods.
Crit SGS1.13. Criteria for the implementation of the RCF in SGS in relation to exceptional transport.
Crit SGS1.14. Criteria for the implementation of the RCF in the SGS in relation to the identification of trains.
Chapter 2. Criteria for the implementation of the RCF in SGS related to the content of the Book 3 Circulation.
Crit SGS3.1. Criteria for the implementation of the RCF in the SGS in relation to the management of the circulation.
Crit SGS3.2. Criteria for the implementation of the RCF in the SGS in relation to train stops.
Crit SGS3.3. Criteria for the implementation of the RCF in the SGS in relation to staff obligations.
Crit SGS3.4. Criteria for the implementation of the RCF in SGS in relation to the protection of works compatible with the movement of trains.
CHAPTER 1
Criteria for the implementation of the RCF in the Security Management Systems related to the content of the Book 1 General.
Crit SGS1.1. Criteria for the implementation of the RCF in SGS related to the structure of responsibilities and obligations of AI and EF.
They will be the subject of the respective SGS, the elaboration of internal rules and the development of procedures that guarantee that the railway staff linked to the safety in the circulation, assures:
-Compliance with the rules of circulation and the correct application of procedures.
-The proper use of circulation-related media and record items.
-Performing the security operations that each are entrusted with, without delegating them to personnel who are not properly enabled and authorized.
-The adoption of the most appropriate measures to guarantee safety in the circulation if it received an order that compromised security, making it known to the person who would impart it. The adoption of the most appropriate measures at their disposal if they perceive the existence of a danger to the movement, in order to avoid or reduce their consequences, such as:
Present the stop signal to every train or maneuver that can be reached.
Immediately warn the Circulation Officer.
-The supervision and monitoring of safety-related actions in the movement by the personnel responsible for each activity.
-The assumption of responsibilities by ensuring the safety, by the Circulation Officers of the stations, of the privileges of the Circulation Officer of a CTC or a Regulatory Band, when those who cannot communicate with this.
-The consultation, to those responsible for each activity, of the doubts of the application of the rules among the operating personnel, guaranteeing if necessary, the adoption of urgent measures conducive to ensuring the safety.
-The urgent resolution of cases not expressly referred to in the rules, awarding the resolution to the PM, adopting measures similar to those for expressly regulated cases.
-The proper management, recording and updating of the training cycles of your enabled staff.
-The proper management, recording and updating of the "Practice and Scope Guides" of your staff enabled in relation to facilities and dependencies that can operate in each case.
-The proper management, recording and updating of the infrastructure certificates each holder of a license can drive for, as well as the rolling stock that you are permitted to use in each case.
Crit SGS1.2. Criteria for the implementation of the RCF in SGS related to the transmission of the service.
They will be the subject of the respective SGS, the elaboration of internal rules and the development of procedures that guarantee the form and flow of information necessary in the transmission of the service:
-Between Circulation Responsables.
-Between Machinists, in relays at the passing of a train.
-Enter Jobs Enloaded from an EVB.
Crit SGS1.3. Criteria for the implementation of the RCF in the SGS in relation to the classification of regulatory documents.
The definition of a criteria for the drafting of regulatory documents will be the subject of the respective SGS, defining at least:
-Vocabulary, language and terminology to be used, in accordance with the provisions of the OPE TSI.
-Identification of the document type.
-Object of each document.
-Scope.
-Vigency.
-Related documents.
-Documents that overrides.
-Attachments, if you have them.
Crit SGS1.4. Criteria for the implementation of the RCF in the SGS in relation to the competence documentation of the IIA.
It will be the subject of delivery by the AI to the EF for the elaboration of the Books of Routes and Standards of the Machinist, preferably in digital support and in a format that facilitates the management and processing of the data, for each line or stretch, at least:
-The information defined in Appendix D of the OPE TSI.
-The regulatory documentation of your liability.
-Any other information or singularity that may be relevant to the safe and efficient driving of trains.
It will be the object of the SGS to establish procedures to ensure the form of transmission of the information, the forms of update, the maximum periods of periodic updates, and the format of distribution.
Crit SGS1.5. Criteria for the implementation of the RCF in the SGS in relation to the competence documentation of the EFs.
It will be the object of the SGS of the EF the definition of the procedure to follow for the treatment of the information received from the AIs for the elaboration and distribution to their Machinists of the documents:
-The driver's itinerary book.
-The Machinist Rules Book
This procedure should also contain the document update forms, the maximum periodic update periods, and the distribution format.
Crit SGS1.6. Criteria for the implementation of the RCF in the SGS in relation to the distribution of documents.
It will be the subject of the respective SGS of the AIs and of the EF, regardless of the distribution of their documents to their affected staff:
-Define the documents to be distributed to jobs (circulation cabinets, driving booths, etc. ...).
-The procedures for taking knowledge of personal delivery documents, acknowledgement of receipt, etc. ....
-Knowledge-taking procedures for personal delivery documents.
-The procedures for updating the current documentation.
Crit SGS1.7. Criteria for the implementation of the RCF in the SGS in relation to the service tools.
It will be the object of the respective SGS of the AIs and of the EF, the concrete definition of the useful of service in order to guarantee their use in the most efficient way if necessary. It shall be specified at least:
-Which service tools will be linked to each job, and which will be part of each worker's personal endowment, so that all potential use situations are covered:
Short-circuited useful when it is necessary to protect a point at which train detection is performed by track circuits.
Portable stop signals (both natural light and absence) when it is necessary to protect a point where train detection is not performed by track circuits.
-Distribution procedure for them.
-Check procedures for the availability of the same in the service shots.
-Procedure to ensure the maintenance of the same, its replacement, and the guidelines of action in the cases of lack of any of them, by each of the actors involved in the process.
Crit SGS1.8. Criteria for the implementation of the RCF in the SGS in relation to the management of intermittent service stations.
It will be the object of the AI SGS to establish internal rules and procedures that define:
-The prescriptions that must be met to perform the opening of a CI station.
-The operational and communications to be performed for the opening of a CI station.
-The prescriptions that must be met to perform the closing of a CI station.
-The operational and communications to be performed for the closure of an AC station.
-The prescriptions that must be met to perform the opening of an NC station.
-The operational and communications to be performed for the opening of an NC station.
-The prescriptions that must be met to perform the closing of an NC station.
-The operational and communications to be performed for the closing of an NC station.
Crit SGS1.9. Criteria for the implementation of the RCF in the SGS in relation to the train communication arranged to circulate.
It will be the object of the SGS of the EF (and of the AIs when they put in circulation trains for the realization of their activity) the establishment of the procedures that guarantee that:
-The communication from the EF to the "Train Ready to Circular" AI is done effectively and efficiently, and that communication consists of all relevant information related to the train.
-The train has been formed with vehicles whose maximum speed is compatible with the characteristics of the given groove.
-The train has been formed with vehicles whose maximum loads are compatible with those supported by the lines the train will travel.
-The loading and/or unloading of the vehicles that make up the train has been carried out by an enabled charger, in accordance with the regulations in force, and consequently, after these operations have been fitted to circulate.
-The gauge of the vehicles that make up the train is compatible with that of the lines for which it is to be circulated (without limitation of any kind, or affected by any type of restriction where applicable).
Crit SGS1.10. Criteria for the implementation of the RCF in the SGS in relation to the mass, length, maximum speed and braking rate of the trains
It will be the object of the SGS of the EF (and of the AIs when they put in circulation trains for the realization of their activity) the establishment of the procedures that guarantee that:
-That the train has a sufficient braking rate for the itinerary to be travelled, depending on its characteristics and braking system.
-That the train conforms to the characteristics of length, towed mass and traction corresponding to the given groove.
Crit SGS1.11. Criteria for the implementation of the RCF in the SGS in relation to the braking tests.
It will be the object of the SGS of the EF (and of the IAs when they put in circulation trains for the realization of their activity) the establishment of the procedures for:
-Ensure that in the compositions to be issued:
The semi-couplings are coupled and the tail vehicle is housed in its support.
The power changer levers are in position V or C that corresponds to their loaded mass.
The levers of the regime changer are in the position that corresponds to the length of the train and mass towed.
The isolation keys are in "connected" position, unless the vehicle brake is damaged or its disconnection is prescribed.
Parking brakes are loosened.
The corresponding brake checks and/or tests have been performed.
-The definition and use of the resources to be used for the development of different types of braking tests.
-Define the performance in case abnormalities are detected in the development of the brake test.
Crit SGS1.12. Criteria for the implementation of the RCF in SGS in relation to the transport of dangerous goods.
It will be the object of the SGS of the EF (and of the IAs when they put in circulation trains for the realization of their activity) the establishment of the appropriate procedures that guarantee:
-The proper management of the documentation inherent in the transport of dangerous goods.
-Performing pre-transport operations and checks that the current rules set.
-The proper signage and/or labeling of vehicles/containers with hazardous materials.
-The provision of information to the AI of vehicles carrying dangerous goods.
Crit SGS1.13. Criteria for the implementation of the RCF in SGS in relation to exceptional transport.
It will be the object of the respective SGS of the EF and the IAs to establish the appropriate procedures to ensure:
-By EF and AI, prior communications and the flow of information needed to obtain AI authorization to materialize exceptional transportation.
-By the IAI, the establishment of the conditions for the circulation of exceptional transport to be carried out safely and, as far as possible, without a condition to third parties.
-By EF, compliance with the transport conditions and traffic requirements imposed in the authorization of the IIA.
Crit SGS1.14. Criteria for the implementation of the RCF in the SGS in relation to the identification of trains.
It will be the object of the AI SGS to establish internal rules to ensure the identification of trains in accordance with the OPE TSI and the CMS TSI.
CHAPTER 2
Criteria for the implementation of the RCF in SGS related to the content of the Book 3 Circulation
Crit SGS3.1. Criteria for the implementation of the RCF in the SGS in relation to the management of the circulation.
They will be the subject of the AI's SGS, the elaboration of internal rules and the development of procedures to ensure that the Circulation Responsables ensure:
-On lines without CTC:
Ensure verbal communication between the Circulation Officer of a station and that of his collateral, in the direction of train running, to convey the exact time of the departure or passage of each train.
In lines with BAB, BLAB and multiple tracks, they must also, to the instructions of the Circulation Officer of the Band of Regulation of the PM regarding the route by which the trains are to be issued.
-In addition, the SGS shall ensure that the communication of the above paragraph is made between:
Two-station Circulation Officers in MC (each telemandada from a different CTC or station).
Two-station Circulation Officers, one in ML and one in MC (telemandada from a CTC or from another station).
Collateral station circulations in ML.
Crit SGS3.2. Criteria for the implementation of the RCF in the SGS in relation to train stops.
They will be the subject of the SGS of the EF, the elaboration of internal rules and the development of procedures that will guarantee the way of proceeding from their staff in relation to the commercial stops of the trains, both fixed, and optional, ensuring:
-Personnel involved in these types of operations and equipment to count on.
-Responsibilities of each participant in the procedure.
-Ways and means of communication among the participants in the procedure.
-Modes of proceeding in cases of abnormality in the operation of the system (breakdowns in door locking systems, in communication systems, etc. ...).
Crit SGS3.3. Criteria for the implementation of the RCF in the SGS in relation to staff obligations.
They will be the subject of the respective SGS, the elaboration of internal rules and the development of procedures that facilitate the fulfilment of the obligations and responsibilities of the railway staff in the development of their functions protected by their enabling title to ensure security as they are granted by their respective ratings.
In particular, for the Circulation Responsables, these rules and procedures will define how to proceed to ensure security in relation to:
-The entry, exit and passage of trains by the stations.
Keep the itinerary that is established for the movement of a train free.
Ensure the locking of needles and protection of P/N.
Ensure proper handling, timely timing of needles and signals in charge.
Ensure the correct use of automatic route and/or automatic signal-opening systems.
Ensure that maneuvers are performed only when they are compatible with the circulation of scheduled trains.
Ensure secure train parking (especially when it is necessary to perform it on busy tracks).
How to ensure a train stop in the required cases.
Witnessing the entrance, passage and exit of trains to verify that they circulate complete and without abnormality.
-The verification of full train arrival at a station, in situations of normal operation of the system (by using the information provided by the system), and in situations of abnormality (by means of the checking of other personnel and their timely communication).
-Checking the compliance of orders and instructions that give to the staff in charge of handling needles, barriers, etc. ..
-The direction of the maneuvers.
-The fulfillment of the Specific Slogans that may affect the facilities in your office.
For the Circulation Auxiliary, the rules and procedures contained in the SGS will define how to proceed to ensure security in relation to:
-Meet your responsibility for securing the position of a needle, closing a barrier, or performing an operation or check relating to the itinerary of a train.
-The presence of the entrance, exit and passage of the trains to verify that they circulate complete and without abnormality.
-How to perform maneuvers, hooks, disengage, etc.
For Machinists, the rules and procedures contained in the SGS will define how to proceed to ensure security in relation to:
-In stations input or output movements:
Concentrate your attention on the fixed and portable signals that can be presented to you.
How to proceed when you detect unexpected referrals.
Do not exceed authorized maximum speeds.
Ensure train parking at the points defined for it.
How to proceed to signal rebases, with or without needle-cutting.
-During the March:
Concentrate your attention on the fixed and portable signals that can be presented to you.
How to proceed when detecting any abnormality (unexpected resistance to advancement, signs of danger or interception, lack of tension in catenary, possible lane breaks, adverse weather events, etc. ..).
-The action guidelines in cases where you must temporarily leave the driving cabin.
For Train Operations Auxiliary, the rules and procedures contained in the SGS will define how to proceed to ensure security in relation to:
-The way the various types of brake tests are executed.
-The way to run hooks, disengage, put, and remove queue tokens.
-How to perform maneuvers when this activity is contemplated in your enablement.
For Via Machinery Operators, the rules and procedures contained in the SGS will define how to proceed to ensure safety in relation to compliance with all obligations under the Machinist within the activities covered by its enabling title.
For Work Enloads, the rules and procedures contained in the SGS will define how to proceed to ensure security in relation to:
-Determine the movement of job trains on paths where an EVB is applied.
-Ensure non-interference with the galibo of the downloaded materials path.
-Ensure that once the work has been completed, and before returning the blocked track route, it is free of vehicles and obstacles, suitable for circulation.
For Safety Pilots, the rules and procedures contained in the SGS will define how to proceed to ensure security in relation to how to develop their surveillance and protection functions.
For Infrastructure Machinery Operators, the rules and procedures contained in the SGS will define how to proceed to ensure safety in relation to compliance with all relevant obligations. to the Machinist within the activities covered by its enabling title.
Crit SGS3.4. Criteria for the implementation of the RCF in SGS in relation to the protection of works compatible with the movement of trains.
They will be the subject of the IAI's SGS, the elaboration of internal rules and the development of procedures that guarantee the protection of the works during its execution, and the circulation of trains simultaneously and safely, for the work carried out under the so-called "danger zone for jobs", "electrical hazard zone", "risk zone for jobs" and in the "safety zone for jobs", specifying:
-Criteria for performing risk analysis.
-Assessment of risks taking into account specific boundary conditions (types of tools or machinery to be used, level of noise generated by the execution of the work, density of railway traffic, speed of movement of trains, etc. ..).
-Classification of jobs and protective measures to be taken to eliminate or reduce risks to the minimum acceptable level.
-Defining resources and protective measures to implement in each case.
-The authorization procedure for running the jobs.
