Royal Decree 664/2015, 17 July, Which Approves The Regulation Of Railway Circulation.

Original Language Title: Real Decreto 664/2015, de 17 de julio, por el que se aprueba el Reglamento de Circulación Ferroviaria.

Read the untranslated law here: http://www.boe.es/buscar/doc.php?id=BOE-A-2015-8042

Law 18/2014, on 15 October, adoption of urgent measures for growth, competitiveness and efficiency, in its eleventh additional provision, modifies Law 39/2003 of 17 November, the railway Sector, adding a fourteenth additional provision, which provides that it is for the Council of Ministers by Royal Decree, on a proposal from the Minister of public works approving the Reglamento de Circulación railway.

The first transitional provision of Royal Decree 2387 / 2004, of 30 December, which approves the regulation of railway Sector established a provisional regime for security while not approved the implementing rules of the law of the railway Sector security.

The main purpose of the regulation of railway circulation, which is approved in this Royal Decree, is to have a single regulation that allows a safe railway traffic on the railway network of General interest.

The regulation adapts regulation development which have had the railway sector and technology in recent years and incorporates the recent European legislation.

The regulation incorporates into domestic law regulation on safety in the circulation in the Commission's Decision 2012/757/EU, of 14 November, concerning the technical specification for interoperability relating to the subsystem 'exploitation and traffic management' of the railway system of the European Union, as amended by the Decision of the Commission 2013/710/EU , from December 2, 2013.

The regulation gives first compliance with provisions in the section of the transitional provision of Royal Decree 2387 first / 2004, of 30 December, which approves the regulation of the railway Sector, ceasing to be applicable from its entry into force the General Regulation of circulation of Renfe, specific rules of circulation (NEC) to the Madrid-Seville line and requirements technical and operational of movement and safety for the Madrid-Zaragoza - Lleida section of the high speed Madrid-Barcelona - Figueres, Version 2, as well as the regulation of circulation of trains of FEVE.

The Royal Decree also includes an informative annex that includes criteria for the development of safety management systems, whose purpose is to provide railway infrastructure managers and railway undertakings existing or future, complementary criteria conforming with security.

During the processing of the regulation has been hearing managers of railway infrastructure, railway companies, training centres and trade unions with implementation in the sector, according to provisions in the Law 50/1997, of 27 November, and article 60 of the law 39/2003, 17 November from the railway Sector. Equally, and complying with the first final provision of the law 39/2003, 17 November, the railway Sector, has submitted a report of the National Council of land transport, as well as of the Commission of investigation of railway accidents.

Being of a safety standard, the regulation has been notified to the European Commission for its consideration, in accordance with article 8 of Directive 2004/49/EC.

By virtue, on the proposal of the Minister of development, according to the Council of State and after deliberation by the Council of Ministers at its meeting of July 17, 2015, have: first article. Approval of the regulation of railway circulation.

Approves the regulation of railway circulation, the text of which is contained in annex I of this Royal Decree.

Second article. Criteria for implementation of the regulation of railway circulation in the entities railway safety management systems.

Railway infrastructure managers and railway undertakings will include in their systems of safety management procedures for the implementation of the regulation of railway.

In annex II of this Royal Decree include good practice, optional application criteria, whose purpose is to serve as a guidance to railway infrastructure managers and railway undertakings for the implementation of the regulation on safety management systems.

First additional provision. Training.

By resolution of the State railway safety agency, is determined the minimum workload of training courses required for the updating of knowledge corresponding to the new regulatory framework of the graduates qualified in accordance with the order FOM/2872/2010, of 5 November, establishing the conditions for obtaining the enabling qualifications that allow the exercise of the functions of railway workers regarding safety in circulation as well as the regime of the approved training centres and of the medical examination of the staff, on the date of entry into force of the Royal Decree.

Second additional provision. Exceptions to the regulatory framework in relation to the railway signals.

The State Agency of railway safety, on a duly substantiated proposal from the holder of a vehicle, may grant a derogation of the adaptation of the lights on the front of head and tail laid down in the new regulation to historic vehicles or those whose technical characteristics do not permit or make very difficult the location or the anchor of the focal points in the new position, or whose geometry prevents a proper projection of the light beam.

Sole transitional provision. Adaptation to the new regulatory framework.

1. in the period of ten months from the entry into force of this Royal Decree, of infrastructure managers and railway undertakings should have adapted all regulatory documentation and systems security management to the content of this regulation and the applicable European regulations.

2 is set within six months for the disappearance of the system of Control of the circulation by Radio (CCR) in lines in which it is applied, and their replacement by someone else referred to in the regulation.

3. infrastructure managers shall be after signalling of maximum speeds lines, within a period of one year from the entry into force of this Royal Decree.

4. the adaptation to the new regulatory framework of the railway signals must be carried out during maintenance of vehicles of level 3 or higher, and at most within a period of eight years from the entry into force of this Royal Decree. In the case of portable signals for trains, its adaptation must be in within six months from the entry into force of this Royal Decree.

5. in the period of 18 months from the entry into force of this Royal Decree, of infrastructure managers and railway undertakings should have adapted all the activity of operation, management and operation of the railway traffic to the content of this regulation, including the relevant training to its staff in relation to the new regulatory framework and its new procedures provided for in its safety management systems , without prejudice to the provisions of the preceding paragraphs in relation to railway signals.

6. in the period of one month from the entry into force of this Royal Decree, of infrastructure managers and railway undertakings shall 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 the fifth paragraph shall be applicable to the existing regulation on railway traffic, in particular, the regulation General of circulation of Renfe, specific rules of circulation (NEC) to the Madrid-Seville line, technical and operational requirements of circulation and safety corresponding to the section Madrid-Zaragoza - Lleida line high speed Madrid-Barcelona - Figueres, Version 2, and the regulation of the circulation of trains of FEVE.

Sole repeal provision. Repeal legislation.

One. Once the transitional period set out in the fifth paragraph of the single transitional provision will be repealed until then applicable standards of safety in the railway traffic under the first transitional provision of Royal Decree 2387 / 2004, of 30 December, which approves the regulation of the railway Sector, in particular: to) the regulation General circulation of Renfe (((, b) specific rules of circulation (NEC) to the Madrid-Seville line, c) the technical and operational requirements of circulation and safety corresponding to stretch Madrid-Zaragoza high speed Madrid-Barcelona - Figueres, Version 2, line and d) the regulation of circulation of trains of FEVE.

Two. Paragraph 1 of the fourth additional provision of Royal Decree 810/2007, of 22 June, which approves the regulation on security in the movement of the railway network of General interest shall be deleted. As a result, current paragraphs 2 to 4 become numbered 1 to 3 while maintaining editorially.

3. Many provisions of equal or lower rank to oppose provisions of this Royal Decree are repealed.

First final provision. Modification of Royal Decree 810/2007, of 22 June, which approves the regulation on safety in the movement of the railway network of General interest.
The Royal Decree 810/2007, of 22 June, which approves the regulation on safety in the movement of the railway network of General interest is modified in the following terms: one. Second the additional provision is worded as follows: «second additional provision. Official catalogue of railway signals.

The Ministry of public works approve, on the proposal of the State Agency pursuant to the regulation of railway and railway safety, the official catalogue of signs of railway circulation of implementation in the rail network of General interest. Said catalogue necessarily specify the shape, color, design, dimensions, location and visibility of the same.

Administrators of railway infrastructures, when technological change, experience or circumstances of exploitation of the railway network of General interest warrant it, may request the authority responsible for railway safety that promotes appropriate modifications in the signalling system on the network, such as the addition of new signs or replace any of the existing ones.»

Two. Added a fifth final provision with the following wording: «fifth final provision. Modification of denomination.

1. all references of the regulation which is approved by the present Royal Decree to the General Directorate for railway infrastructure to be understood made State rail safety agency.

2. all references made to the railway infrastructure manager in regulation which was adopted by this Royal Decree shall be deemed performed to railway infrastructure managers.

3. all references made in this regulation by this Royal Decree approving the General Regulation of movement shall be deemed performed to the regulation of railway circulation.»

Second final provision. Modification of the regulation on safety in the movement of the railway network of General interest, adopted by Royal Decree 810/2007, of 22 June.

The regulation on safety in the movement of the railway network of General interest, adopted by Royal Decree 810/2007, of 22 June, is modified in the following terms: one. Amending paragraph 1 of article 6 which is worded as follows: «to the traffic on the railway network of General interest shall apply the regulation of railway circulation that will establish the general operational rules so that the movement of trains and the maneuvers of safe, efficient and punctual, form both in normal operating conditions as degraded» as well as other standards which approved by the Ministry of public security.

Two. The heading and paragraph 1 of article 7 which are drawn up in the following terms: 'article 7. Railway regulation.

1. the regulation of railway circulation, will establish rules and operating procedures so that the movement of trains by the rail network of General interest is carried out safely and efficiently. Must incorporate, in any case, the following content: to) the elements and principles governing the Organization of the movement; the basic technical vocabulary; mandatory documents and distribution procedures; the necessary means for the good organization of the movement; the rules for communications between the staff of circulation and driving; the required basic knowledge to both; the rules for the composition of trains and braking requirements.

(b) the meaning of different types of signals to be installed in the railway infrastructure or in rolling stock, as well as laptops.

(c) the rules that must be met for the circulation of trains by the rail network of General interest and for its input, output and passing through stations; conditions and protocols for carrying out works in the infrastructure and testing; requirements on traction and towing of rail vehicles; requirements for the completion of maneuvers; incidents in the circulation, traction, braking and trains signals.

(d) the types of via blocking and locking of the stations and its operation.

(e) the regime of operation of the security facilities of circulation and the action in case of abnormality of these.

The State railway safety agency may issue technical recommendations, to encourage compliance with the regulation by railway undertakings and infrastructure managers.»

Third final provision. Modification of the Royal Decree 2387 / 2004, of 30 December, which approves the regulation of the railway Sector.

Without prejudice to the provisions of the sole transitional provision of this Royal Decree, paragraph is deleted first from the first transitional provision of Royal Decree 2387 / 2004, of 30 December, which approves the regulation of the railway Sector.

Fourth final provision. Competence titles.

This Royal Decree is issued under cover of the powers that article 149.1.21., 24th and 29th of the Spanish Constitution the State, exclusive competence in the field of railways and inland transport that take more than one autonomous community, given public works of general interest and public safety.

Fifth final provision. Incorporation of the law of the European Union.

Through the regulation of railway is incorporated into Spanish law regulation on safety in the circulation in the Commission's Decision 2012/757/EU, of 14 November, concerning the technical specification for interoperability relating to the subsystem 'exploitation and traffic management' of the railway system of the European Union, as amended by the Decision of the Commission 2013/710/EU , from December 2, 2013.

Consequently, the fulfilment of this Royal Decree does not exempt to railway undertakings or infrastructure managers of the compliance of the rest of the rules of the European Union that are of direct application.

Sixth final provision. Faculty of development.

Development Minister shall adopt the appropriate measures for the development and implementation of the regulation of railway.

In particular, it empowers the Minister of development update and adapt the content of the annexes, appendices and transitional specifications of the regulation of railway technical innovations and, with the necessary adjustments, as provided for within its scope by the regulations of the European Union.

Seventh final disposition. Entry into force.

This Royal Decree shall enter into force the day following its publication in the "Official Gazette".

Given in Madrid on 17 July 2015.

PHILIP R.

The Minister of promotion, ANA MARÍA PASTOR JULIÁN annex I Regulation of railway circulation first book principles index book first. FUNDAMENTAL PRINCIPLES.

Chapter 1. Generalities.

1.1.1.1. object 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 EOF.

1.1.1.6 transmission 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. jurisdiction of the State Agency of railway safety documentation.

1.2.1.3. the AI competition documentation.

1.2.1.4 documentation competition of EOF.

Chapter 3. Distribution of documents and useful service.

1.3.1.1. distribution of documents.

1.3.1.2 tooling service.

Chapter 4. Regulatory communications.

1.4.1.1 classification and characteristics of communications.

1.4.1.2 the safety-related communications methodology.

1.4.1.3. registration of the receipt.

Chapter 5. Basic concepts of movement.

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 working conditions.

1.5.1.5. identification of trains.

1.5.1.6 trains stops.

1.5.1.7. arrest 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 movement.

1.5.1.13 blocking trains.

1.5.1.14 does ensure the lock.

1.5.1.15 types of driving trains.

1.5.1.16 intermittent duty stations.

1.5.1.17 systems work on the road.

1.5.1.18 communication from train to circular.

1.5.1.19 braking.

1.5.1.20 mass, length, maximum speed and percentage of trains braking.

1.5.1.21 braking tests.

1.5.1.22 dangerous goods.

1.5.1.23 exceptional transports.

Chapter 1 General information 1.1.1.1. The object of the regulation.

1. the object of this regulation is to establish general operational rules so that the circulation of trains and maneuvers of safe, efficient and punctual, form both in normal operating conditions as degraded, including its effective recovery after an interruption of service.
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 company (EF), unifying the criteria of operation of the various AI in the widths of the network.

3. in accordance with the European railway safety directive, responsibility for safe railway system and the control of risks associated with operation corresponds to the AI and the EOF. Therefore they are obliged to define and apply measures of risk control, and where appropriate, cooperate each other. Consequently, the systems of management of security (SGS) of the AI with which EOF must establish rules internal, compliant with current regulations, and the procedures necessary to ensure compliance with the provisions in this regulation and in the rest of the national and European safety regulations, including common safety methods and the ETI OPE.

4. the regulation is consistent with the requirements of the technical specifications for interoperability in the railway Sector Act and its implementing rules.

5. the terminology, abbreviations, and acronyms used in this regulation includes 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 application of this regulation is the rail network of General interest.

2. the subjective scope of application of this regulation is the staff of the EF, the AI and other companies involved, directly or indirectly, in the processes of circulation of trains and maneuvers.

In particular, it is applicable to all persons who develop security features on the circulation, defined in the SGS of EOF and the AI, and that must have an enabling title for the exercise of these, defined in the legislation which regulates the conditions for obtaining, in development of the LSF and in accordance with the European directive on the certification of train drivers.

All the relevant activities are 3 technical scope of application of this regulation from the point of view of security affecting a direct interface between the EF and the AI, from the availability of the train to circulate by the EF, until arrival at the destination station.

1.1.1.3 definitions.

For the purposes of this regulation means: 1. halt: infrastructure railway for the ascent and descent of travelers.

2. automotive: Train consisting of one or more railway vehicles that does not require locomotive for traction since it has own motor.

3 regulation band: stretch of line, line or set of lines in charge of a same circulation Manager of a PM.

4 fork: Point of a line, where it begins or converge several. There are signs of protection for purposes of management and regulation of rail traffic.

5. lock: System or process whose objective is to ensure that trains travelling on the same road and in the same sense, what do separated at a distance to prevent its scope, and that when a train to circulate on a track, do not operate another in the opposite direction on the same road.

6-wide changer: railway installation which facilitates the change of the width of the tread, trains whose technology enables it.

7 canton of lock: stretch of via that, under normal conditions of circulation, there can be no more than one train at a time.

8. cars: Rail vehicles without own traction enabled the transport of travellers, as well as complementary vehicles for your service.

9 trainset: is that only can vary its composition through operations carried out at a shop or service center.

10 control, command and signalling (CMS): railway subsystem defined in the EU directive on railway interoperability, consisting of all the necessary equipment to ensure security, command and control of the movement of trains authorised to travel on the network. Includes train protection systems (ashore and onboard), communication by radio and detection of the train (axle counters, circuits of via, etc...).

11. control of centralized traffic (CTC): System that allows 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 movement of trains and maneuvers.

12. particular derivation: railway infrastructure the RFIG outside, but connected with this.

13. safety 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, whose main activity is to provide transport of goods and/or passengers by rail services, must provide traction in any case.

15 locking: System that allows to establish secure routes for the movement of trains in the area of stations, establishing a relationship of dependency between the positions of the various switches and crossings, the PN semibarreras (in your case) and orders that transmit the signals.

16. technical specification for interoperability (TSI): standard technical and security adopted pursuant to Community directives, with a view to meet essential requirements and ensure the interoperability of the rail system.

17. station: Railway infrastructure consisting of an installation of roads and their associated equipment, protected by signals, and which aims to coordinate the processes of the circulation.

The PB, PBA, PCA, PAET and forks are considered station for the purposes of this regulation.

18 station telemandada: is the one whose control and drive of its facilities is done at distance.

19 stations collateral: adjoining stations which at a certain time, involved in the blockade.

20. van: Vehicle designed to travel on passenger trains transporting goods.

21. empowerment: Document that it empowers the holder to exercise functions whose capacity to carry out them has been accredited through the overcoming of a regulated training.

22 line: Railway infrastructure between two specific points. The line can have one, two or more tracks (line of single track, via two-way, multiple).

23 locomotive: Rail vehicle which, by means of thermal or electric traction is able to move by itself, and whose main function is to tow other railway vehicles.

24 isolated locomotive: is the composed exclusively by one or more locomotives not towed.

25 locomotive or towing automotive: locomotive or motor incorporated in the composition of a train without providing traction.

26 locomotive telemandada: which can govern distance, by remote control, from a place other than the driver's cab.

27. multiple control: device that allows control of several locomotives or railcars from a single driving cab.

28 maneuver: Consistent movement in: - Add or segregate vehicles of a train - train or decompose a train - classify vehicles or of material - move a train or vehicle on the same road or from one to another within the confines of maneuvers.

-Make the necessary movements to change the width on trains whose technology supports it, in width changers.

29 via machinery: self-propelled railway vehicle used in maintenance and repair of infrastructure services.

30. auxiliary rolling stock: Machinery of via and other vehicles used in the maintenance of infrastructure services, including cranes, railway workshop and with trains.

31 step to level (PN): intersection of a railway and a road or highway, in which rail traffic takes precedence.

32 Street: part of the understood way between two side stations input signals, outside the domain of both stations.

It is considered that a train is in full via, i.e., outside the domain of both stations when they are not all the same vehicles. Otherwise, means that it is at the station.

33 position from advancement and trains (PAET) parking: installation of a technical nature which allows the advancement and the parking lot of trains.

34 post block (PB): provisional facility located in Street, allowing temporary intervention in the lock.

35 position of trivialization (PBA): installation of a technical nature which allows the trivialization of the movement of trains.

36 place of Cantonamiento (PCA): installation of signage located on the street that divides the length of the canton of lock.

37 post circulation: Sector pathways, needles and signals of a station.

38 (PM) command post: specific centre of the AI responsible for the management and regulation of traffic in real time.

39. Local position of operations (PLO): installation from exercised local command of specific interlocking, which can include one or more stations.

40. Since Regional Operations (PRO): installation from which can be exercised the command of various interlocks that are part of a tag.
41 radiotelephony: Medium of communication among staff vehicles, stations, the PM and full track. Those others that expressly determined by the State Agency for railway safety are included in this concept, in addition to the train to wayside and GSM-R systems.

42 telefonema: Regulatory communication in processes of circulation, characterized by a preset format, identified by a sequential number, time of transmission and the identification of the issuer, and that it is registered by any of the media referred to in this regulation.

43 dual traction: traction system of a vehicle that allows it to operate alternately with thermal or electric traction.

44 multiple traction: traction of a train by several locomotives or railcars governed independently.

45 route: Stretch a line between the two stations input signals. When the term is used generically refers to the section between two side stations.

46. train: Unit or units of traction, with or without rail vehicles trailers, properly identified, and which operates between two or more defined points.

47 conventional train: is the compound by one or more locomotives and towed vehicles of any kind.

48 train works: is the intended operations of construction or maintenance of the railway infrastructure, and can circulate between the basis and the starting point of the work as conventional train, and operate under cover of an EVB for carrying them out.

49 direct train: referring to a station, it is which does not make it stop.

50. pushed train: is the one whose traction and Government are in a place other than the first vehicle in reverse direction.

51 reversible train: train able to scroll in both directions regardless of where the vehicle or vehicles, tractors, and whose Government traction and brake is always done from the cabin of the vehicle located first in the direction of travel in each case.

52 train workshop: train used for the release of an intercepted via. A vehicle may be crane in its composition.

53 cars: Rail vehicles without own traction enabled the transport of goods.

54 speed limit: circulating in BCA, is the maximum permitted at each time by the system.

55 route of mixed-gauge: is one that allows the movement of trains, at least two different, with a unique locking system widths.

56 roads: are used for input, output, or passage of trains at stations. The rest of the way, if any, are referred to as service roads.

57 electrical danger zone: space around the conductor in which a worker (with or without tool) or a work machine could suffer an electric arc or a direct contact with the element in tension. The amplitude of the electrical danger zone depends on the conductor voltage.

58 danger for work zone: space around the way in which a person, material or equipment can be overwhelmed by a railway vehicle, or be endangered by the stream of air that generates its circulation. This zone includes the via and the spaces between the outside of the head rail and a parallel line 2 metres of it, on both sides of the road.

59 area of risk for jobs: is the understood between the danger to the work area and the area of work safety.

60 safety for work zone: spaces to more than 3 meters away from the outside edge of the railhead, on both sides of the road.

1.1.1.4 abbreviations and acronyms.

1 AC intermittent station suitable for circulation.

2 AESF agency State of railway safety.

3 AI infrastructure manager.

4 ASFA announcement signals and automatic braking. System of repetition of signals in cockpit with certain functions of control over the train.

5 ATO Automatic Train Operation. Automatic train operation system.

6 ATP Automatic Train Protection. Automatic train protection system.

7 BA auto lock.

8 BAB auto lock of via Banalizada.

9 BAD via auto-lock double.

10 BAR Bulletin of authorization of override.

11 BAU via auto-lock only.

12 BCA Automatic Control lock.

13 BLA automatic release lock.

14 BLAB via automatic release lock Banalizada.

15 BLAD via automatic release lock double.

16 BLAU via automatic release lock only.

17 BOI Bulletin of orders and information.

18 BSL signaling side lock.

19 BT phone lock.

20 BTV trivialization temporary track.

21 CCR circulation Control by Radio.

22 CMS control and command and signalling.

23 CSV significant change of speed.

24 CTC centralized Traffic Control.

25 DMI Driver Machine Interface. Team presenting information on screen to the Machinist in ETCS.

26 DTDO stopped (radiotelephone message).

27 EBICAB automatic protection of train with continuous monitoring system.

28 EF railway company.

29 ep Electro pneumatic brakes. Electro-pneumatic brake.

30 ERTMS European Rail Traffic Management System. European rail traffic management system. It brings together the ETCS and GSM-R.

31 ETCS European Train Control System. Train Control System European.

32. technical specification for interoperability TSI.

33 TSI CMS technical specification for interoperability for the subsystem "Control, command and signalling".

34. ETI LOC & PAS technical specification for interoperability for subsystem rolling stock, «locomotives and rolling stock of travelers».

35 ETI OPE technical specification for interoperability for the subsystem "Exploitation and management of traffic".

36 EVB delivery Via blocked.

37 FS mode of circulation in ETCS. Full supervision.

38 GSM-R Global System for Mobile-Railway. System of specific Digital communication for railway, which provides telephone and data line trains.

39 JRU Juridic Register Unit. Legal Registrar.

40 l free Canton (annotation in the book of receipt).

41 LSF law of the railway Sector.

42 LTV temporary limitation of maximum speed.

43 LZB Linienzugbeeinflussung (in Spanish: continuous train control). Control of the railway traffic with continuous monitoring system.

44 MA authorized movement in ETCS.

45 MC centralized control.

46. braking mass mf.

47 ML control Local.

48. modality to modality of exploitation in radiotelephony for Machinist communication with the responsible of movement of the bands of regulation and the CTC.

49 mode C mode of exploitation of radiotelephone for communication of the machinist with the circulation Manager of the station, as well as to carry out manoeuvres, communications in testing of brake, etc...

50. 51 auxiliary rolling Material MRA. Mt total mass.

52 MT Marche train.

53 NC flashing station UNFIT for circulation.

54 OM Ministerial order.

55. Since overtaking and train parking PAET.

56 PB position lock.

57 PBA post of trivialization.

58 PCA Cantonamiento post.

59. Since PLO operations Local.

60 PM command post.

61. step PN level.

62. Since Regional PRO's operations.

63 RAM 64 metric network. RCF railway regulation.

65 RFIG railway network 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 69 safety management system. SPN step signal level.

70. pipe major deposits of TDP.

71 TFA automatic brake pipe.

1.1.1.5 structure of responsibilities and obligations of AI and EOF.

Pursuant to article 1.1.1.1, point 3, the AI and the EF shall establish in their SGS internal rules and procedures that ensure a traffic of trains and maneuvers safe, efficient and timely, in conditions of normal, degraded operation and emergency, including its effective recovery after an interruption of service. To do so, should develop, among others, the following aspects: • definition of the responsibilities and obligations of their service linked with security personnel.

• Methodology to follow in the transmission of the service (relay of the staff).

• Instructions for the correct application of the rules of circulation.

• Criteria for drafting and distribution of regulatory documents.

• Definition and disposal of tooling service for the performance of their functions, as well as the procedures to be followed in the absence of some of them.

• Safety-related communications methodology.

In addition, the respective SGS include actions and the means to ensure compliance with the foregoing.

Among the obligations of railway workers in the above-mentioned internal rules the following is shall incorporate at least: • report to provide service in good physical condition, without fatigue and avoiding any kind of excess that harms their powers during the performance of their jobs.

• Not to provide service under the influence of alcohol, drug abuse, or other psychoactive substances that can alter their physical abilities, referred to as specific offences in terms of circulation and driving in the LSF.
• Refrain from using means of distraction in the workplace: mobile phones, electronic equipment, press, etc., non-professional activity.

• Prohibit the permanence in circulation units and in the cabin of people alien to them, or lack of the correct authorisation.

1.1.1.6 transmission service.

In the transmission of services related to safety in the movement of trains and maneuvers, carried out at workstations, PM, trains or in full via: • outgoing staff due to his bout the regulatory documentation, software, useful records of service and all necessary information related to security, so that the latter can develop fully its function from the time of its incorporation.

• Staff that takes the service should be responsible for the regulatory documentation, software and useful service records. You must also take cognizance of the information related to the security that transmit you the outgoing staff, and resolve this many doubts arise you.

1.1.1.7 General criteria for the operation of trains.

1. so a train can start service, is necessary that at the station of origin, or in the first of the RFIG for international trains, available in the driver's cab and has operating, the following equipment: • System of train protection compatible with any of the installed infrastructure.

• Monitoring device.

• Radiotelephone.

2 when train protection systems installed in the infrastructure and in the driver's cab is compatible among themselves and are operational, the maximum speeds of movement are the following: a) 350 km/h trains circulating with ERTMS level 2 in service.

b) 300 km/h trains circulating with ERTMS level 1 or LZB in service.

c) 220 km/h trains circulating with EBICAB in service.

d) 200 km/h trains circulating with ASFA in service.

3. when the train protection systems installed in the infrastructure and in the driver's cab are not compatible each other, or any of them is not operating, the maximum speed of circulation will be: 120 km/h.

4. in the case of absence or ineffectiveness of the installed infrastructure train protection system, the maximum speed of traffic will be: 120 km/h.

5 the minimum staffing levels in the cab of the train so that it can start the service, will be: to) a driver, when the infrastructure is equipped with an operating train protection system, and the driver's cab perform simultaneously in service: • on-board system of train protection compatible with the infrastructure, and • monitoring device.

(b) a machinist and a second person duly authorised, otherwise; unless the EF established in their SGS other procedure that mitigates the risk generated effectively, and this procedure is authorized by the AESF.

Chapter 2 1.2.1.1 regulatory documentation. Classification of regulatory documents.

1. in implementing this regulation, and in order to accurately determine the conditions of operation of the railway infrastructure, the AESF, the AI and the EF, may prepare regulatory documentation allowing a complement to this regulation,: • establishing criteria that will facilitate its implementation.

• Adapt their application to specific cases.

• Identify and reduce risks, minimizing its consequences.

2. regulatory documents, depending on the issuing body, shall take the following form: • prepared and approved by the AESF: • specifications techniques of national circulation.

• Prepared and approved by the AI: • slogans.

• Notices.

• Train schedules.

• Prepared and approved by the EF: • Book of rules of the Machinist.

• Book of itineraries of the Machinist.

In case of discrepancy between documents in reference to the same object, follow the following order of prevalence: AESF and European standards, AI, EF.

1.2.1.2. jurisdiction of the State Agency of railway safety documentation.

Technical specifications for circulation. They establish requirements and general conditions that security must meet the infrastructure, rolling stock, and operation, to allow for a holding in a safe condition in matters not expressly regulated in the ETIs or other European standards.

1.2.1.3. the AI competition documentation.

The AI will be responsible for develop, disseminate and ensure availability to its users, of the following documents: slogans. They are issued within the scope specified in this regulation for: • adjust the conditions of implementation of the RCF in specific cases and in certain areas of the infrastructure.

• Regulating the use of specific security facilities for temporary modifications of them.

• Ensure the continuity of the circulation in cases of disturbance in the normal operation of the infrastructure.

• Regular specifics about security in the circulation management.

• Regulate the conditions of realization of exceptional transports.

• Define specific criteria for the management of the railway infrastructure.

• Describe the characteristics, performance and operation of all kinds of security installations.

• Give to inform operating personnel requirements and temporary information, not contained in other documents.

Notices. Produced for: • fix 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 traffic regulations.

Train schedules. Produced for: • inform trains marches, maximum speeds of movement, significant changes in the maximum speed, temporary maximum speed limitations and other information relevant to the movement of the trains.

The AI should include in their SGS the scope and content of each type of document, the employee support for editing and procedures to ensure its dissemination, and models for the registration and transmission of communications and written orders contained in this regulation.

In addition, the AI will provide to EOF, the information specified in item 1.2.1.4 these can develop their competition documents.

1.2.1.4 documentation competition of EOF.

The EF will be responsible for develop, disseminate and ensure availability to staff of the following documents: 1. book of rules of the Machinist.

Document drawn up pursuant to the ETI OPE that the EF will collect the regulatory information that affects its machinists. Its content must underscore is and adapted in each case, to collect the necessary information according to the lines where are present. This information will be extracted from the documents published by the AESF, the AI and the own EF.

A fundamental part of the book of rules of the Machinist, constitutes the «book of receipt of Machinist», whose structure and content must be defined by the AI in their respective SGS.

2. book of itineraries of the Machinist.

Document in which every EF puts at disposal of its drivers:-the information affecting them in relation to the characteristics of the lines where are present.

-Hourly train information, containing: • identification of the train.

• Days of circulation, if applicable.

• Stop and activities associated with each of them.

• Schedule of arrival, departure or passage of the train for each characteristic.

• Maximum speed of movement for each homogeneous stretch.

In particular, for the elaboration of the «book of itineraries of the Machinist», the AI will facilitate the information on this aspect defines the ETI OPE EOF.

The EF shall include in their SGS the scope and content of each type of document, the employee support for editing, the procedures for dissemination and, models for recording and transmission of communications and written orders contained in this regulation.

Chapter 3 distribution of documents and useful service 1.3.1.1. Distribution of documents.

1. each entity responsible for the publication of a regulatory document, will ensure adequate publicity and dissemination thereof to affected recipients.

2 corresponds to the EF and the AI ensure, at all times, updating and distribution of documents to affected staff.

3 staff who receive a modification of its documentation of personal safety, shall be required to acknowledge receipt and will accredit knowledge of its content in accordance with your company SGS.

1.3.1.2 tooling service.

1. the groups of staff involved in the circulation will receive their AI or EF, individual service tooling necessary to carry out its function.

Chapter 4 1.4.1.1 regulatory communications. Classification and characteristics of communications.

Pursuant to the appendix to the methodology of the ETI OPE communications regulatory communications shall comply with as indicated below: 1. communications may be: verbal or written.

2. verbal submissions may be made: face-to-face, by phone, by radio or by any other means available to the effect.
3. verbal communications between Machinists and circulation managers will be preferably available radiotelephony to the effect system.

4. ICT verbal among makers of circulation, whether stations, a band of a PM or a CTC Regulation shall be preferably using the available fixed telephony to the effect system.

5. the personal transmitter of a verbal communication check that this has been understood by the receiver.

6. in communications by telephone, radio or other means available to this effect, the transmitter and receiver must be identified mutually.

7. the written submissions must be made using a form provided for that purpose, or by electronic means.

8 telefonema communications consist of the transmission distance of a given text.

9. notifications are communications to the Machinist made through writing, telefonema, or electronic means.

10. when the driver must register the contents of a telefonema, it will be carried out with the stopped train.

11. both this regulation and other regulatory documents prescribed shape and kind of communication to be used. When this not stated expressly, means that it is verbal.

12 communications by radiotelephony, through fixed telephone lines of the cabinets of circulation of the stations, bands of regulation of the PM and the CTC, will be registered on equipment installed for the purpose.

1.4.1.2 the safety-related communications methodology.

The AI and the EF will develop in their respective SGS standards to carry out communications regarding security, between the Machinists and circulation managers. In particular, they must define its structure and methodology, which will be consistent with provisions of the ETI OPE.

1.4.1.3. registration of the receipt.

The AI will define in their SGS general model and edition of the 'book of receipt' stand, which will be used by those responsible for circulation, Machinists and responsible for work. Its content will be compliant with the ETI OPE.

Likewise, the AI may define a specific model for exclusive use by responsible for circulation to the receipt related to blocking operations or override signals, which facilitate fast and effective display of the cantons of locking State.

Chapter 5 basic concepts of circulation 1.5.1.1. Signals and needles.

1. signals are intended to transmit orders or information from the track, the stations or trains.

2. signals are classified, according to their function, in: fixed signs: which, in a way, permanent or temporary, are installed at certain points the track or stations. They are divided into: • Fundamentals: regulate the movement of trains and maneuvers.

• Indicator: They complement the fundamental signs orders.

• Maximum speed: Regulate the speed that the train should not exceed at any time.

• Temporary maximum speed limit: impose temporary restrictions on the maximum speed of trains by particular circumstances track or facilities.

Portable signs: which can be used or make railway workers at any time or place.

The railway signals: that these carry on head and tail.

3. the fundamental fixed signals, according to the place in which are installed, they are called: • signal preavanzada: located in front of the signal advanced in line with BLA which circulate at speeds over 160 km/h.

• Advanced signal: located in front of an input signal, signal protection or, in its absence, of a station.

• Input signal: located at the entrance of a station, fork, PBA, PB, or PCA, which protects inlet needle.

An input signal can be functions of output signal of the former station or advanced signal of the following season.

• Output signal: located at the exit of a station, which protects out needles.

An output signal possible functions of advanced signal or input of the following season.

• Internal signal: located on the inside of a station to regulate movements of trains or maneuvers. They integrate this designation signals: • reverse signal: located between the input signal and the needles located below. In double track not banalized, located on the cross purposes.

• Signal of maneuvers: which allows you to move the station.

• Internal input signal: located inside a station, which protects inlet needle.

• Internal output signal: located inside a station, which protects out needles.

• Protection: located in front of a needle in the street to protect it.

• Intermediate signal: situated, in lines with BA, between the output signal of a station and the following advanced. An intermediate signal can also do signal protection functions.

• Release signal: in certain lines, located downstream of the output signal and connected with it, to release the equipment onboard speed control curve.

• Step signal level: located in front of a PN or group of PN to indicate if they have or not protection.

4. needles, depending on your situation, are called: • inlet needles: those between the input signal and the way of parking.

• Output needles: those between the output and the full path. When the output signal affects several ways, include the needles located between the parking lot and this signal pathway.

• Full via needles: those between the two side stations input signals.

5. via special devices: • thread changer: apparatus via that, in mixed-gauge lines equipped with third rail, allows change of side rail of common use by trains of both widths. It is composed of two semicambios arranged in parallel. It is a security installation, having the same treatment that a needle, for the purpose of interlocking so it must be protected by signals.

1.5.1.2 security installations.

They are components, equipment and systems installed on land and aboard vehicles in order to increase the safety of circulation. They are regulated in book 5 of this regulation. The AI and the EF should ensure their correct use and personal care.

The software and data (registration, calibration, etc.) of each installation, components of it are considered. The same goes for communication systems through which transmitted orders and information related to the movement.

1.5.1.3. incorporation of new auxiliary systems.

Technical means or auxiliary systems managed by AI, prior approval by the AESF and compliance with the ETI CMS may join the circulation management, new.

1.5.1.4. special working conditions.

1 March to view: requires the driver forward with caution that requires the case, adjusting the speed according to the length of via display ahead of the driving position, in such a way that you can stop the train before any obstacle or stop signal. When is it prescribed, shall indicate the reason and, if known, the nature of the obstacle, or the kind of recognition to perform.

2. March of maneuvers: requires the driver forward prudently, without exceeding the speed of 30 km/h if the locomotive is pulling the train, or 20 km/h if you are pushing it, so that you can stop the train before any visible obstacle from the driving position or before a stop signal.

1.5.1.5. identification of trains.

Trains are identified by numeric codes of unique and unambiguous form for each direction of traffic in accordance with provisions in the ETI OPE and ETI CMS. Terms defined in each line, the designated with even number circulating always in a sense and those designated with odd number on the contrary.

The identification code of each train will be assigned by the AI and brought to the knowledge of the EF and the rest of the AI affected by the movement of the train.

1.5.1.6 trains stops.

The a train stop may be prescribed in the progress of the train, or performed occasionally at the initiative of the head of circulation or by the order of the signals.

A stop notified to the driver after the departure of the train from their station of origin has the consideration of «prescribed» from the moment of its notification.

The prescribed stop can be: • considering its duration or frequency:-momentary, when the train stops the time necessary to perform operations.

-Casual, when only the days or periods of time indicated in the March.

• Whereas their function:-commercial, that has for object the ascent and descent of travelers.

-Restricted, is a shopping stop in which the rise of travelers is not supported. The train can be their departure when they end operations, even in the event that do so in advance.

-Technique, which is performed by crossing or passing trains, or other cause of strictly technical.

1.5.1.7. arrest of trains.

1. accidental arrest, is that the driver performs on its own initiative in full or, by abnormality, anywhere.
2. immediate arrest, is that Machinist performed to try to prevent an 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 driver so your train can leave or pass through a station.

1 the start command is given with the order of the output signal, if it exists and no be considered non-existent. To do this, simply that order does not stop or, otherwise, that is authorized its override by the head of circulation if necessary.

If the output is not visible from the point of parking and there is no output indicator signal, Machinist will start the March in position to satisfy what sort the output signal.

The start command will be complemented, with signal step, for direct trains, or the signal of marche the train for stopped trains, in the following cases: • to a ride with BT.

• Towards a ride with BTV, circulating at cross purposes.

2. in BCA, the start command is given with any value of the speed limit greater than 0.

3. If no output signal available via or station, responsible for circulation will present signal «marche train» in accordance with the provisions of point 7 of article 2.1.6.2.

1.5.1.9 invalidation of the running order.

1. the running of a train order is void in the following cases: • direct train that is stopped at a station.

• Stationary train which can not leave immediately after having received the order of March.

• Direct train that is stopped by one of the following reasons: • lack of step signal, if applicable.

• Untimely change of the indication of the output signal.

• Other cause related to the start command.

2. in the above cases, if the train: • has not exceeded the output signal or via picket by which circulates, will be again the driver the running order, if applicable.

• Has exceeded the output signal or via picket by which circulates, shall be notified to the driver the restarting, when appropriate, or to sort the throwback to one-way from the station.

3 the head of circulation shall not authorise exit collateral a train station in the opposite direction on the same road, without previously being in communication with the driver whose running order was invalid.

1.5.1.10 speeds.

1. maximum speed is that the train should not exceed at any time, regardless of the type of driving used.

2. temporary limitation of maximum speed is a temporary reduction of the maximum speed for any reason. It can be prescribed by: • the order of the signals.

• Notification to the engineer.

• A general or particular prescription.

• Causes of abnormality.

When a train they affect you at a point several limitations of speed, the driver will meet the more restrictive.

1.5.1.11 types of train.

1. for the purposes of composition, speed, system and braking, each train is classified by a code consisting of a number and a letter. The first represents the maximum speed in km/h that could circulate in the most favorable conditions of layout and class of track. He is expressed in numbers, multiples of 10.

2. the letter characterized the type of train, according to maximum centrifugal accelerations not compensated which is supported in the curvas1, in accordance with the following table: 1 can also be expressed by the maximum cant deficiency which admits according to Appendix A of the ETI OPE.




TYPES of train acceleration CENTRIFUGE not compensated (m/sec2) cant width 1,435 of insufficiency (mm) width 1,668 (mm) (N) ≤ 0.65 ≤ 100 115 to 153 175 1.2 ≤ B ≤ 1 ≤ ≤ ≤ ≤ ≤ 183 212 C ≤ 1.5 ≤ ≤ 229 265 1.8 ≤ D ≤ ≤ 275 318 when the train is represented by a single number or with the letter N normal-type, and it is is that supports lower speeds on curves.

3. the rolling stock of a higher type, according to the above order, can circulate in bottom type trains, but not on the contrary.

4 marches of trains which are published in the relevant documents, indicate the maximum speed and the type of train that have been calculated. The maximum speed may be raised or reduced, according to the actual conditions of composition and braking of each train.

1.5.1.12 sense of movement.

1 single track.

The movement of the trains is carried out in both directions.

2. double track.

Pairs trains driven in the same direction on the pair via and odd trains in the opposite direction through the odd, except for abnormal situations cross purposes, by BTV circulation or other causes.

In a few lines is circulating normally by way of the right in the direction of the traffic and other left.

3 banalizadas way.

They are considered, for all purposes, as independent unique ways, i.e., the trains run in both directions, for each of them, regardless of its parity.

At the exit of stations with banalizadas tract, tract indicate with some posters indicating «Vía I», «Vía II», «Vía III» or «Vía IV».

4. temporary trivialisation of via.

On double track lines, banalized via is temporarily considered as a single via independent, i.e. the trains run by it in both directions what ever its parity. In this case, the running of a par train by the odd way or vice versa is called circulation cross purposes.

1.5.1.13 blocking trains.

1. the object of the blockade is to ensure the safety of the trains on the same road, maintaining the necessary clearance between them.

2 using the following systems: nominal: • phone (BT).

• Automatic release (BLA) (*).

• Automatic release of single track (BLAU).

• Automatic release of double track (BLAD).

• Automatic release of via double banalized (BLAB).

• Automatic (BA) (*).

• Single track automatic (BAU).

• Double track automatic (BAD).

• Automatic banalizadas routes (BAB).

• Lateral signaling (BSL).

• Automatic Control (BCA).

(*) BLAH and BA locks may be with or without CTC.

Extra: • phone (BT).

3. the BCA, BA, BLA and BSL are used on lines equipped with adequate facilities and listed in the book of itineraries of the Machinist.

4. the BT is used for supplementary character when ratings systems are not working.

5. the canton of blockade is defined by: • BT and blah, as part of the via or of each of the tracks, between two open side stations.

• BA, as part of route comprised between two consecutive block signals.

• BSL, as the section of track between signals that may be indication of stop and in which, under normal circumstances, only can be a train.

• BCA, as part of each one of the roads between screens of LZB ERTMS N2 or signals that may present the stop indication.

• BTV, when it circulates in normal sense, will be defined for the nominal line locking system. When circulate will cross purposes, as part of the understood way between two side stations involved in the blockade.

6. it is considered that a canton is free when: • the EVB is established, and in addition • the last train has released completely.

1.5.1.14 does ensure the lock.

1. at BT, with request, via and the notice of arrival of trains, by means of receipt.

2. in BLA, BSL and BA, by means of signals that protect the cantons and the sense of the movement of the trains.

3. in BCA, respecting ordered speeds at each time the driver, through the cab-signalling.

1.5.1.15 types of driving trains.

1. driving manual. Which Machinist develops under its responsibility in full form, with or without ASFA.

2. assisted driving. Which develops the engineer under the tutelage of a security system (ERTMS/ETCS and LZB, EBICAB) that protects you from possible errors in compliance with the orders you receive. The system prevents the maximum speeds are exceeded at all times, but does not manage the commercial stops. Preset speed devices do not have the consideration of assistance to driving.

3. automatic driving. Which performs system without intervention of the operator, keeping the maximum permissible speed, and by carrying out, automatic, scheduled commercial stations.

1.5.1.16 intermittent duty stations.

1 are those not permanently involved in the blockade. During the period in which are involved, are considered open and during the period in which do not intervene, are considered closed.

2. by the facilities of safety and communications which are equipped with, are classified in: • intermittent AC.
They allow the movement of trains as they are closed. To do this, it is essential requirement that signals allow the passage in both directions in single track in the normal sense in double track, the needles are encerrojadas, and that there is direct communication between the two side stations open.

• NC led flashes.

They do not allow the movement of trains or work while they are closed for failing to meet any of the above conditions.

3 stations where a mix of several lines, can be simultaneously for a AC and NC to others.

4 class of station (AC or NC) and periods of closure, in your case, give to know the AI.

5. the presence at stations of bright posters EA/EC and the presence or absence of the poster C, provide Machinist its status information.

1.5.1.17 systems work on the road.

The following systems are used: 1. interruption of the circulation system. For work, circulation is suspended for the route or routes affected.

The interruption of the circulation is established by: • interval schedule, determined by the scheduled train schedules.

In double track and double track banalized are established, normally two separate ranges, one for each track.

• Scheduled interval, determined in a jobs program. If these are of importance, it regulates, in addition, through luggage to the effect.

• Abnormality, determined by accident there is a threat to circulation.

2. release system by time. The works are carried out without disrupting the circulation by the way and via affected, taking advantage of a free train interval, that ensures the circulation Manager. They are protected by the time granted for its realization, and the normal protection of the Tagus in the affected route during its execution.

1.5.1.18 communication from train to circular.

When the train is ready to access the RFIG (or start your tour if you are already in it), the EF shall communicate this to the AI of the sections or lines that go to circular. Likewise, to inform them of any anomaly, restriction, or modification affecting the train or its operation and that can have impact in its normal circulation, its performance or its ability to adapt to their assigned schedule.

Antes_de the departure of the train the EF shall make available to AI, at least, the following information: a) the train's identification.

(b) identity of the railway company responsible for the train.

(c) data on the composition of the train.

(d) affected vehicles, where appropriate, by any type of restriction on the exploitation (gauge, speed limitation, absence of short via, etc.).

(e) information on shipments and, in particular, on dangerous goods.

The EF and the AI will define in their SGS procedure to materialize this communication effectively.

1.5.1.19 braking.

1. automatic brake.

All trains in circulation, except the self-propelled, take a brake system automatic compressed air available for all vehicles in the trainset. Towed vehicles of head and tail, including locomotives, must it always useful and in service.

Self-propelled trains will have a system of automatic brake characteristics will be defined in their driving manuals.

In automotive and towed Talgo trains, it will not be essential for last vehicle have brake service, though if you must ensure its continuity.

The braking capacity so that a train can circulate, depends on their maximum speed and lines that go to circular. In conventional trains it will determine percentage of necessary braking, and in the railcars as provided in their driving manuals.

The automatic brake pressed to the maximum will not lose its effectiveness until within minimum 120 minutes after its application.

2. parking brake.

The parking brake is used to ensure the immobility of the train in the event of loss of automatic braking.

The train will be immobilized by the parking brake when: a) to separate the locomotive from the composition.

(b) it is not possible, ensure their immobility by the automatic brake.

(c) is a material in full via cut.

1.5.1.20 mass, length, maximum speed and percentage of trains braking.

The AI will be defined for each line or section of line that manage and according to their specific characteristics, the following parameters: • maximum length of the trains.

• Maximum speed of movement.

• Braking minimum percentages required for each type of regime.

All of them shall comply with the limitations set forth below.

1. freight trains.

They may be formed by wagons, cars, trucks and locomotives tugged at the conditions indicated on their driving manuals.

Highs of the mass, length and speed of the trains will be determined for the various networks, depending on the type of composition and its regime of braking, as shown in the following table: track width (mm) braking regime type of composition the train towed mass (t) total length (m) speed of the train (km/h) 1,668 and 1.435 P general composition ≤ 1200 ≤750 ≤120 specific composition consisting only of ≤ 1,500 bogie wagons





≤ 750 ≤ 120 specific composition consisting only of homogeneous cars (*) loaded bogie (*) ≤ 2,200 ≤ 350 120 G overall composition - 750 100 ≤ ≤ ≤ 1,000 P composition general 1,500 400 ≤ ≤ ≤ 50 ≤ 1,200 ≤ 330 ≤ 70 G general composition - ≤ 550 ≤ 30 (*) are considered homogeneous wagons those whose differences in length between stops the distance between pivots and their linear weights are less than 10%.

(**) It is an alternative to the «general composition», that allows to increase the towed mass, reducing the total length of the 2 train. Conventional trains of travelers.

They may be made up of cars, vans, wagons for transport of automobile travelers and locomotives tugged at the conditions indicated on their driving manuals.

The braking system, the maximum speed and the maximum number of towed vehicles, excluding the locomotive or locomotives of traction, will be as follows: 3. warehouses.

They may be formed by power in the same series or another material with compatible technical characteristics, in accordance with their driving manuals. They may circulate at the maximum speed listed in its authorization for circulation.

1.5.1.21 braking tests.

Before issuing a train from station or unit origin, composition, or an intermediate which is modified, the EF or the AI (for trains related to their own activity) shall carry out the brake performance tests.

For self-propelled trains, tests will be carried out in accordance with their driving manuals.

For trains formed with conventional material, tests will be carried out in accordance with below: 1. test complete.

(a) will take place: before the departure of the train from the station or origin of the composition dependence.

((b) says: i) the sealing and continuity of the TFA in the entire composition.

(ii) the good performance, the tightening and loosening of all brakes on service of the towed vehicles in the trainset.

2. partial proof.

(a) will take place: before the departure of the train from a station or unit in which vehicles are added to the composition.

((b) says: i) tightness and continuity of the TFA in the entire composition, as well as tighten and loosen the brake of the last vehicle.

(ii) the good performance, the tighten and loosen, brake for each vehicle that you add to the composition.

3. continuity test.

((a) will take place: i) when adding a locomotive traction by tail.

(ii) where one or more vehicles in the trainset is secrete.

(iii) after interrupting the continuity of the TFA, but no vehicle has not be segregated.

(iv) when joining two branches, without modifying their compositions.

(b) ensures: watertightness and continuity of the TFA in the entire composition, as well as tighten and loosen the brake of the last vehicle.

4. verification of mesh.

((a) will take place: i) when the locomotive's head, is changed by a new or coming from tail.

II) when you add or segregate a locomotive at the head, in case of multiple traction or multiple command.

(iii) one or more of the vehicles located after the locomotives of head is secrete when.

(b) ensures: the continuity of the TFA, as well as tighten and loosen the first towed vehicle brake.
5. abolition of the tests.

Does not require the tests, in the following cases: a) segregation of one or more tail of railway vehicles.

(b) change of position of the levers of changers for power at all or part of the towed vehicles.

(c) isolation of the brake of a vehicle towed by using the corresponding key.

(d) replacement of an alarm device.

6 tests in railcars.

Machinist will be test brake as indicated in the Manual of driving the vehicle, including the use of auxiliary or computer systems available.

It is not necessary to test brake in case of investment of March or successive tours during the same day if the composition has not changed.

1.5.1.22 dangerous goods.

The transport 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 EU and national regulations in force.

The AI and the EOF be included in their SGS procedures so that compliance.

1.5.1.23 exceptional transports.

A transport is considered exceptional when, due to its size, weight or packaging, must be done with transport conditions and a special circulation requirements.

The EF shall inform AI conditions that need to be taken into account to realize transportation in each case. These transport will be subject to specific rules for exceptional transport, requiring permission from the AI governing their conditions of carriage and the regulations of circulation.

The EF shall ensure conditions of composition, the train and its cargo to comply with conditions of carriage and regulations of circulation defined by AI.

Railway signals second book index second book. RAILWAY SIGNALS.

Chapter 1 common railway Seenales to the RFIG.

Section 1. General principles.

2.1.1.1 scope.

2.1.1.2 orders and information signals.

2.1.1.3. different signals in the same place.

2.1.1.4. installation of signs on the ground.

2.1.1.5 numbering and identification of the fundamental fixed signals.

2.1.1.6 signals out of service.

2.1.1.7 dimensions and characteristics of the signals.

2.1.1.8. lack of a sign fixed in the place that it should be presented.

Section 2. Fundamental fixed signals.

2.1.2.1 go-ahead.

2.1.2.2. conditional go-ahead.

2.1.2.3. notice of caution.

2.1.2.4 pre-announcement of stop.

2.1.2.5 binaires stop ad.

2.1.2.6. immediately stop ad.

2.1.2.7 stop.

2.1.2.8. selective stop.

2.1.2.9 override authorized.

2.1.2.10. authorized movement.

2.1.2.11 step to protected level.

2.1.2.12 step level without protection.

Section 3. Fixed signs.

2.1.3.1 input indicator.

2.1.3.2. output indicator.

2.1.3.3. direction indicator.

2.1.3.4 needle position indicator.

2.1.3.5 needles mesh check indicator.

2.1.3.6 proximity screens.

2.1.3.7 screens LZB or ERTMS level 2.

2.1.3.8 picket of entrevías.

2.1.3.9 kilometre posts and hectometricos.

2.1.3.10 grade indicators.

2.1.3.11 indicator of danger in trench, fill or flood zone.

2.1.3.12 indicator for electric traction.

2.1.3.13 posters.

2.1.3.14 indicator in widths changers.

Section 4. Fixed maximum speed signs.

2.1.4.1 General criteria.

2.1.4.2 pre-announcement of maximum speed.

2.1.4.3. announcement of maximum speed.

2.1.4.4. maximum speed.

2.1.4.5. announcement of maximum speed by level crossing.

2.1.4.6. peculiarities of these signals.

2.1.4.7. installation of signs.

Section 5. Fixed temporary maximum speed limit signs.

2.1.5.1 definition.

2.1.5.2 pre-announcement of temporary maximum speed limit.

2.1.5.3. notice of temporary maximum speed limit.

2.1.5.4. temporary limitation of maximum speed.

2.1.5.5. end of temporary maximum speed limit.

2.1.5.6. peculiarities of these signals.

2.1.5.7. communication from the temporary limitations of maximum speed.

2.1.5.8. installation of signs.

Section 6. Portable signs.

2.1.6.1 stop.

2.1.6.2 signal of marche train.

2.1.6.3 step signal.

Section 7. The railway signals.

2.1.7.1. signals of the head.

2.1.7.2 tail signals.

2.1.7.3. acoustic signals of the trains.

2.1.7.4 alarm signal.

Chapter 1 common railway signals for the RFIG section 1. 2.1.1.1 General principles. Scope.

This chapter describes all the signals that are of general application in the RFIG, regardless of the width of a via or the type of trains travelling in it.

2.1.1.2 orders and information signals.

1. the appearance presented by a signal is part of a code that conveys, binding orders or information, that facilitate the safe and orderly movement of trains and maneuvers.

2 order of a signal is the unequivocal message transmitting its appearance or position, and that is recognized by the railway workers for their rigorous compliance.

2.1.1.3. different signals in the same place.

When multiple signals are in the same place: • If your orders are compatible each other: all of them shall be completed.

• If your orders are contradictory or incompatible each other: the more restrictive shall be fulfilled.

2.1.1.4. installation of signs on the ground.

1. in general, the fixed signs will be installed on the right side of the road in the direction of travel, or in the same vertical and, normally, only give indications to operators travelling in it.

2. in the case of double track with circulation via the left in the direction of travel, will be installed on the left side of this, or in the same vertical.

3 developing double banalizadas will be installed on the outside of the track (the opposite of the entreeje), for both directions of movement, i.e., Machinist can find them on the right or to the left of the path by which to circulate.

Alternatively, may place the appropriate channels vertically.

Developing multiple banalizadas will be considered outside of the Interior routes, to the nearest exterior via corresponding.

4. in special circumstances, a signal may give directions to more than one way, up to a maximum of three. Pathways affected by arrows pointing towards each one of them (signals FI15AK, FI15AL and FI15AM) will identify.

5. portable signals will be places where it can be perceived clearly and do not provide interpretations to its recipients.

6 proximity screens associated with the advanced signal and own signal advanced or departure, as the case may be, be presented in their masts and structural accessories, specific aspects different from the rest of the signals, to alert the driver of the presence of certain critical points of infrastructure, such as: • forks.

• PB.

• Permanent transition to non-automatic locks.

• Signal output are simultaneously advanced or input of the next station.

2.1.1.5 numbering and identification of the fundamental fixed signals.

1. with the aim of distinguish each other fundamental fixed signal and be able to refer to it precisely, must have a system that allows to identify each signal only and unequivocally.

2. the AI will fix the system for numbering and identification of these signals in its fields of action.

2.1.1.6 signals out of service.

1. fixed signals that are not in service will dismantle.

2. the light signals that it is not possible to remove, will remain off, with its clogged spotlights and with his head rotated, so they do not give directions for via.

3. the beacons of any security installation, associated with signals that are not in service, shall be removed from the via or a plate «cubrebalizas» preventing mark-sensor transmission shall be fixed on them.

2.1.1.7 dimensions and characteristics of the signals.

The shape, color, design, size, location and fixed signals are defined in the «catalogue official signal of railway circulation».

2.1.1.8. lack of a sign fixed in the place that it should be presented.

Instructs the driver proceed as if it would give the more restrictive order. In the case of signals of maximum speed or time limitation of maximum speed, Machinist shall comply with provisions of the document that was unveiled its installation.

Section 2. Fundamental fixed signals.

2.1.2.1 go-ahead.





Order: Normally circulate if nothing is opposed.

2.1.2.2. conditional go-ahead.





Order: Not exceed the speed of 160 km/h through the following signal, except that the latter order via free.

2.1.2.3. notice of caution.





1 order: Not to exceed the speed of 30 km/h (signal FF3A), or stating the number of the screen (FF3B and FF3C signals), passing through the needles located next to the next signal (not counting is to these effects reverse signals).

2. information of the screen can be fixed, or variable (luminous) and will be located under the head of the signal, except for low signals, which can be placed on top of these.

3. the presence of an arrow indicates the direction of the offset to the right or left according to the direction of travel.
2.1.2.4 pre-announcement of stop.





1 orders: Not exceed the speed in km/h, indicating the number of the screen, passing by the sign next, except that the latter order via free, conditional go-ahead or stop pre-announcement.

2. the alphanumeric display will be located under the head of the signal, except for low signals, which could be placed on top of these.

2.1.2.5 binaires stop ad.





1 orders: Please stop before conditions: • to) following signal • b) exit of the parking lot • via picket c) one end of runway.

2. in the case of two successive announcement of stop signs, with needles below the second signal (not counting is to these effects reverse signals), the speed of 30 km/h to pass through these needles, not will exceed unless there is a sign of needle position indicating a higher speed.

2.1.2.6. immediately stop ad.





1 orders: Please stop before conditions: 1) the next signal or 2) one end of runway, located a short distance.

2. when arise: a. two successive signs in advertisement is stopped immediately, or b. One ad stop followed by another in advertisement is stopped immediately, with needles below the second signal (not counting is to these effects reverse signals), the speed of 30 km/h to pass through these needles, shall not exceed unless there is a signal indicator position of needle indicating a higher speed.

2.1.2.7 stop.





1 order: Stop at the sign within it, with the exception indicated in the following point.

2. when the signal present at the mast the letter «P» (FF7B), after the stop, and if nothing is opposed, Machinist will advance March view, not to exceed the speed of 40 km/h, up to the next signal, what ever your indication. If then, there were needles, speed of 30 km/h to pass by them, will not exceed unless equipped with letter P signal would have a display with indication of the speed.

2.1.2.8. selective stop.





1. for trains not moving with ERTMS, commands standing before the signal without exceeding it.

2. When you circle with ETCS Level 1 in service, in FS mode and with a MA, if the signal presents the appearance of FF7D, sorts continue the March in accordance with the directions of the DMI. If the MA reaches only up to this signal, it may be exceeded with release rate.

3 when you circle with ETCS Level 2 in service, in FS mode and with a MA, if signal presents the appearance of FF7C or FF7D, order to continue the March in accordance with the directions of the DMI, and Machinist attend the scope of the displayed MA.

4 when it is circulating, or go to circulate with ETCS Level 1, signal FF7D authorizes its Machinist to advance towards her to obtain an MA in their associated beacons.

2.1.2.9 override authorized.





1. in the case of a train: • orders stop at the sign and then resume the advance with progress of maneuvers, if nothing is opposed, to get to the parking lot, the next signal, or the previous vehicle parked on the road which can be accessed. When the signal is present the appearance of FF8A will proceed in the same way, but without stop.

• If the signal is within a station, orders start or continue the advance with March of maneuvers until the next signal or the picket of the path of parking.

• As regards the departure or passage of a train, there is signal output, the March of maneuvers will be maintained until passing out needles.

• On the high speed Madrid - Seville line in any case, the progress of maneuvers will be maintained until the last vehicle of the composition exceeds the last needle from the station.

2. in the case of an operation: • sort start or continue the movement, when ordering it the same personnel, but not authorized to circulate until the following season.

3. in all cases: • white FF8B focus can occur in horizontal or inclined alignment on the red.

• The white horizontal band of FF8C-shaped indicated the establishment of a route to a path with end a short distance.

2.1.2.10. authorized movement.





1. in the case of a train stopped at the sign.

Undertake the March, if nothing is opposed, with March's maneuvers until the next signal, subject to what this order sorts. In certain seasons is required, in addition, the start command.

2. in the case of a moving train.

Commands normally, continue if nothing is opposed.

3. in the case of a manoeuvre.

Allows you to start or continue the movement, when ordering it the same personnel, but not authorized to circulate until the following season.

2.1.2.11 step to protected level.





1 orders: • with white light set (FF10A): circular normally by the PN or group of PN, if nothing is opposed.

• White light flashes (FF10B): circular normally by the PN or group of PN, and immediately inform of the status of the signal, by radiotelephone to the responsible of circulation of the band of regulation of the PM, or in absence of radiotelephony, circulation Manager of the first season where do stop.

2. in any case, if after exceeded protected PN, and before reaching the same signal, would have: • circulated to speed less than or equal to 40 km/h, due to abnormal circumstances, or • made some accidental detention, or • made stops prescribed more than two minutes, will proceed as if the signal had found in the indication of PN unprotected.

3. When this signal affects more than one PN, shall be indicated by posters the number of them and what is the latest.

2.1.2.12 step level without protection.





1 orders: Please conditions stop the PN or each PN group, without pass none to have ensured that it is not busy, adopting, where appropriate, the driver the complementary security measures that it deems necessary.

2. in no event will resume the normal March until the first vehicle of the train exceeded PN.

3. be informed immediately of the status of the signal, by radiotelephone, to the responsible of circulation of the band of PL or regulation the CTC. In absence of radiotelephone, it shall inform the circulation Manager of the first open season.

4. When this signal affects more than one PN, shall be indicated by posters the number of them and what is the latest. All of them are unprotected in addition, will be considered.

Section 3. 2.1.3.1 fixed signs. Input indicator.





1 indicates: • with FI1A signal: that the route is established by the direct route.

• With the FI1B signal: that the route is established by the diverging track.

2 If, by abnormality, signal present a single white focus or is off: • trains, will continue the March to complete their entry or passage through the station.

• Operations, shall comply with the instructions of the personnel that directs them.

2.1.3.2. output indicator.

1 installed when the output signal from the normal point of parking of trains is not visible. Does not affect maneuvers.

2 can present two aspects, according to which the output signal order does not stop (FI2A), or if to do so (FI2B).





3 commands: • with the FI2A signal: • to a train stopped at the sign: undertake the March, if nothing is opposed, until the output signal, subject to what this order.

• On a train in motion: circulate normally, if nothing is opposed.

• With the FI2B signal: • to a train stopped at the sign: undertake the March, if nothing is opposed, until the output signal able to be stopped before it or before the exit of the parking lot via picket.

• On a train in motion: move in condition to stop before the output signal or the exit of the parking lot via picket.

• When it is turned off.

• To a train stopped at the sign: communicate with the head of circulation, having in charge the output signal and stick to what this order.

• On a train in motion: circulate normally, if nothing is opposed, for lack of significance.

2.1.3.3. direction indicator.





1. are located in stations or on street. They are installed, as appropriate, on the neck of other signals (preferably under the same head) or isolated.

2 they indicate the direction to be followed by trains and maneuvers.

3. If indicates non-which should follow a train or maneuver, ordered not to undertake the March, or stop, and notify the head of circulation, having in charge the signal.

4. you can use marquee with letters to indicate the direction (signal FI3D is an example). Its significance will be collected in a specific document AI.

2.1.3.4 needle position indicator.





1 indicate: • direct (signal FI4A): circulate normally, if nothing is opposed.

• Diverging (signals FI4B, FI4C or FI4D): not to exceed the speed in km/h, which indicates the number of the screen on the way through the needles located below, so if taken tip of heel.

• Via which should follow a train or maneuver: immediate arrest.

2. the arrow indicates the direction of the offset to the right or left, in the direction of travel.

3. the number and the arrow off lack of significance.

2.1.3.5 needles mesh check indicator.





Ordering: When lit: circulate normally, if nothing is opposed.

When it is turned off:
• In open stations: circulate normally, if nothing is opposed, whereas non-existent and inform the head of circulation anomaly.

• Stations closed AC: make stop needle, before resuming the March after checking that it is well prepared.

2.1.3.6 proximity screens.





1. FI6A, FI6B and FI6C screens will be installed in front of advanced signals, to the indicated distances. The advanced feature will not be installed in front of signal output or input matching, also.

2. screens FI6B and FI6C correspond to advanced signals of stations where there is a change of (non-automatic) locking system, and advanced signs of forks, respectively.

3. so a train can stop in front of the input signal, constitutes the beginning of the normal stopping distance mark prior of ASFA's advanced signal, or in its absence, the third screen of the advanced signal.

4. from the third screen will be visible the advanced signal, for which their separation may be reduced to less than 200 m.

5. on the high speed lines stripes may be blue and the normal stopping distance is counted from the first screen.

6. in R.A.M. the distance between screens of proximity, and the third of them and the advanced signal is 100 meters.

7 step to level (FI6D) screens are installed in front of the protection of PN signal to warn the driver of the proximity of the same, when it is not visible at the distance of 300 meters.

2.1.3.7 screens LZB or ERTMS level 2.





They indicate the beginning of a canton of LZB or ERTMS level 2, which is not equipped with a light signal. In the center of the screens listed registered codes identification of the canton of LZB or ERTMS level 2.

2.1.3.8 picket of entrevías.





Installed at the beginning of the convergence between two tracks.

Indicates the point where supports simultaneous for both tracks circulation, without causing interference between them.

Developing at output signals, these signals mark the limit of operational compatibility. In these cases the presence of the picket of entrevías is not essential.

2.1.3.9 kilometre posts and hectometricos.

1 installed along the line and indicate the kilometre and hectometrico with respect to the origin. They carry the same inscription on both sides, except the direction of the arrow.

2 signals type FI9, the number above indicates the kilometer. It's below the hectometre. And the arrow, the direction in which the next station.





3. in signs FI10 type, the numbers indicate, in descending order of size, the km, the hectometre, and meters. In addition, on the inside of a box figure, the number of the route 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, that the point is in a paragraph via or in a branch.

At points where there is a change of mileage are placed two screens of situation: a lower crossed by three diagonal lines indicating the kilometre point before the change and another top with following change kilometre.

2.1.3.10 grade indicators.

1. signals type FI11 are installed at the points where the longitudinal profile of the route changes. The upper number indicates the ground in millimeters per meter. the lower, its length in meters. On the opposite side they carry the indication corresponds to the opposite direction of the movement.





2 FI12 type signs are installed at points where begins the transition to a grade change significant, ascending or descending, and indicate the average grade approximate in millimetres per metre.





2.1.3.11 indicator of danger in trench, fill or flood zone.

1. these signs are placed in those singular points of special risk determined by the AI.

2 announcement (FI13A) signal: indicates to the driver the proximity of a trench, fill or flood area of potential risk. It is situated at the distance of the start signal braking.

3 home (FI13B) signal: is placed at the beginning of the trench, fill or flood area of potential risk, in both directions of movement. Instructs the driver point from having to fill out the notification received.





4. the start FI13B signal indicates the end of the trench, fill or counterclockwise circulations floodable area.

5. when the responsible of circulation of the band of regulation of the PM receives information from the existence or possibility of flood or detachment, will issue a notification to operators, with restrictions as it deems necessary to ensure safety in the segment delimited by signals. In the absence of current notification, signals lack of indicative function.

2.1.3.12 indicator for electric traction.

Orders and directions affect only trains with electric traction.





2.1.3.13 posters.

They are used to transmit orders or directions independent of other fixed signals. They have registered letters, words, numbers or figures.

The most common are listed below: the posters may use either black or blue, except where expressly otherwise stated.

2.1.3.14 indicator in section 4 widths changers. Maximum speed 2.1.4.1 fixed signals. General criteria.

1 is called a maximum speed that any train exceed at any time, regardless of the protection system used.

2. the maximum speed signs will be installed in via, except those whose values exceed the threshold of speed from which trains should be done under cover of a protection of the train with continuous monitoring system.

3. a reduction in maximum speed control shall mark on the road with 2 or 3 consecutive signs: pre-announcement of maximum speed (FVM3A) (only in sections with Vmax > 160 km/h on conventional lines), announcement of maximum speed (FVM1A) and maximum speed (FVM2A).

4. a reduction in maximum speed involving a significant change of its value, is indicated in 2 consecutive signals via: announcement of maximum speed (FVM1B) and maximum speed (FVM2B). The FVM1B signal is associated with a mark ASFA.

5. an increase of the maximum speed is indicated via a unique signal of maximum speed (FVM2A).

6. an increase in maximum speed from a lower value to a value exceeding the threshold from which trains must be under the protection of a system and protection of the train with continuous monitoring mode, in via control shall mark with the value of the threshold, to prevail in this case for trains travelling with a system and protection of the train with continuous monitoring mode , the value of the maximum speed that the driver receives in cabin in each case.

7. the speed values represented in the following figures are an example. Black or blue color affect the signal including all sets formed by several constraints for different types of train and the posters to inform, where appropriate, of the various thresholds established.

2.1.4.2 pre-announcement of maximum speed.





Order not to exceed the speed of 160 km/h through the announcement of maximum speed set then signal. Position marks the point where the train braking should be initiated in order to comply the order of maximum speed signal.

2.1.4.3. announcement of maximum speed.





Order not to exceed the speed indicated (in km/h), passing by the signal's maximum speed to which announces. Position marks the point where the train braking should be initiated in order to comply the order of maximum speed signal.

2.1.4.4. maximum speed.





Order not to exceed the speed indicated (in km/h), since this signal to the next which set a new limit.

2.1.4.5. announcement of maximum speed by level crossing.





Order not to exceed the speed of 155 km/h when PN located then passed and until the first vehicle exceeded the same.

2.1.4.6. peculiarities of these signals.

1. orders that give maximum speed signs are independent of those that give the fundamental fixed signals and are not modified by them. Velocity values are always expressed in multiples of 5.

2. the engineer shall complete orders of these signals, both if riding with an on-board system of discrete monitoring (ASFA), as doing so with an on-board system of continuous protection in a way that does not ensure the overall supervision of the information.

3. when the maximum speed signal only affects certain series of locomotives or railcars, the signals may provide one, two or three different limits. In these cases they will take over a poster indicating the series affected each boundary.





1. the series of cars of the figure, are examples.

The poster and the signal numbers correspond biunivocamente according to the order of up and down.

4. the announcement of maximum speed signal will not be installed in the interior of the stations. Instead two will be installed, one at the entrance and another out, indicating in this last the distance in meters maximum speed signal.
5. on the lines where it is provided for trains of type N, A and B, the signals of maximum speed imposed by the curves, will be composed by three separate signals located one over the other.





The top signal affects trains of type N, the intermediate type a and the lower the type b.

When the speed is the same for trains of type N and A, the superior signal and the intermediate will be the same. Similarly, when speeds are the same for type A and type B Trains, the Middle signal and the lower will be the same.

When speeds are the same for all three types, a single signal will be placed.

The speeds for the type C and D do not require signs in via for indication in cab.

6. on lines where trains type N is provided, A and B, on the completion of any temporal limitation of maximum speed signal, will be a sign of permissible maximum speed from that point with the values corresponding to the three types of train.





7. the announcement of maximum speed and announcement of significant change in maximum speed signals are placed to the braking distance corresponding in function of the declivity and the maximum speed of movement of the line or path. In any case this distance will be less than 500 metres.

8. when the signal's announcement of maximum speed in front of a fork, only affect part of the lines located below, it will take a sign indicative of the row or rows affected.

2.1.4.7. installation of signs.

1 developing banalizadas with different maximum speeds of movement, when between the signal's announcement of maximum speed and maximum speed signal there are you escapes, the announcement of maximum speed must be in both tracks, with an indication of the way that it affects.

Section 5. Temporary limitation of maximum speed 2.1.5.1 fixed signals. Definition.

1. it is called temporary limitation of maximum speed, which temporarily constitutes a reduction of the maximum speed for any reason.

2. a reduction in maximum speed of temporary control shall mark on the road with 2 or 3 consecutive signs: preanuncio temporary limitation of maximum speed (FVL1A) (only in sections with Vmax > 160 km/h on conventional lines), announcement of temporary (FVL2A) maximum speed limitation and time limitation of maximum speed (FVL3A).

3. a reduction of the maximum speed of a temporary nature involving a significant change of its value, is indicated in 2 consecutive signals via: announcement of temporary (FVL2B) maximum speed limitation and time limitation of maximum speed (FVL3B). The FVL2B signal is associated with a mark ASFA.

4. no signs of temporal limitation of maximum speed to values higher than the maximum speed of movement allowed by the infrastructure or by the conditions of normal line blockage will be installed.

5. the speed values represented in the following figures are an example. Black or blue color affect the signal including all sets formed by several constraints for different types of train and the posters to inform, where appropriate, of the various thresholds established.

2.1.5.2 pre-announcement of temporary maximum speed limit.





Order not to exceed the speed of 160 km/h through the announcement of temporary limitation of maximum speed set then signal. Position marks the point where the train braking should be initiated in order to comply the order of maximum speed signal.

2.1.5.3. notice of temporary maximum speed limit.





Order not to exceed the speed indicated (in km/h), passing by the signal of temporary maximum speed limit to which announces. Position marks the point where he is should start the train braking in order to meet the order of temporary maximum speed limit signal.

2.1.5.4. temporary limitation of maximum speed.





Order not to exceed the speed indicated (in km/h), between this sign and the end of temporary maximum speed limit signal.

2.1.5.5. end of temporary maximum speed limit.





1 ordered restart normal, if nothing opposes to the maximum speed specified on the sign above her, when the last car of the train exceeded it.

2. The Machinist resume normal gait to the maximum speed specified on it, if no objects, once exceeded by the first vehicle when so directed by the AI.

3. on this sign will be placed the signal FVM2A or FVM2B with the permissible maximum speed from that point.





4. If between the beginning and the end of temporary speed limit maximum would have a change of existing maximum speed, their signal, and if its associated ASFA mark, will be covered or removed while existing temporary maximum speed limit.

5 after a temporary limitation of maximum speed, if the permissible speed from that point is above the threshold from which trains should be done under the protection of a system and protection of the train with continuous monitoring mode, in via are you control shall mark with the threshold value, prevail in this case for trains travelling with a system and protection of the train with continuous monitoring mode , the value of the maximum speed that the driver receives in cabin in each case.

2.1.5.6. peculiarities of these signals.

1. orders that give temporary maximum speed limit signs are independent of those that give the fundamental fixed signals and are not modified by them. Velocity values are always expressed in multiples of 5.

2. temporary limitation of maximum speed signals may provide two different limits. In this case they will take over a poster indicating the types of train to which affects every one of them.





The number above figure 41A, affect freight trains and down to other trains, any number which is their kind (travelers, automotive, isolated locomotives, etc.).

The number above Figure 41B, affects conventional trains and the number below to the railcars.

3. the announcement of temporary maximum speed limit signal will not be installed in the interior of the stations. Instead two will be installed, one at the entrance and another out, indicating in this last the distance in metres to the temporary limitation of maximum speed signal.

4. when signal announcement of temporary limitation of maximum speed, located in front of a fork or the needles of a station, only affect part of the tract located below, it will take a poster indicating the route or routes affected.

2.1.5.7. communication from the temporary limitations of maximum speed.

The establishment or removal of a temporary maximum speed limit requires the following process of action: infrastructure staff.

1 you have the installation or removal of fixed as soon as possible signals and forward telefonema to circulation Manager of one of the side of the affected journey or the CTC with the following information: • whether the settlement or withdrawal of a limitation.

• Speed which is limited and route or routes affected.

• Kilometric points of beginning and end of the constraint.

• Affected route.

• Cause of limitation (only in case of establishments).

• If you have installed or not fixed signals (only in case of settlement).

• If it is a CSV (only in case of settlement).

2 telefonema of establishment: 3. Telefonema Suppression: the / circulation managers shall, as appropriate: 1. the responsible of circulation of the station that receives the information communicated by telefonema data received to the collateral station and of the regulation band of the PM.

2. when the information responsible for circulation of the CTC receives it, it shall by telefonema collateral stations on the route affected circulation managers and responsible for circulating the collateral CTC, in his case, as well as of the regulation band of the PM.

3. the WP will proceed to update the database used by the EF for the Machinist's book of routes.

4. those responsible for movement of collateral affected route stations shall not issue trains without the notice of the limitation to the driver. It is prescindirá of this when the PM communicates them Machinist has been notified or that limitation has been included in the book of itineraries of the Machinist.

5 temporary maximum speed limit when not signposted, the notification to the engineer will be expanded with the note: «Not SENALIZAR», and if it's a CSV; held in collateral station prior to the affected route. The case where the train to circulate with signage in cabin and limitation is included in the book of itineraries of the driver except itself.





Command post.
Once installed the signs fixed limitation and until this is not included in the book of itineraries of the Machinist, the PM will notify it by radiotelephone to the driver of each of the affected trains or instruct the circulation Manager of the last station where the train made a stop, to notify it. Then, be warned the circulation Manager of station opened immediately prior to the affected way, to prevent the arrest of the train in the same.

2.1.5.8. installation of signs.

1 developing banalizadas, when between signal limitation notice temporary maximum speed and time limitation of maximum speed signal there are leaks, the announcement of temporary maximum speed limit must be in both tracks, with an indication of the way that it affects.

2. If the end of a limitation coincides with the beginning of another, it dispenses with the end of the first limited signal, i.e., only signals the end of the last limitation.

Section 6. 2.1.6.1 portable signs. Stop.





1 orders: Immediate arrest.

2. in case of urgency, it may be done with any object or light highly agitated.

3 when a train or manoeuvre is stopped by a stop hand signal, will only resume the March when order it the person who has submitted the signal.

4. If the arrest has taken place in the middle of via and beside the signal it is not nobody, the engineer shall notify the head of circulation and forward, were nothing to oppose, with March the view, without exceeding 40 km/h, to find the person who placed the signal or to an open station. If after travelling 1,500 m, cannot find or to the person, or an open station, resume the normal driving, if nothing is opposed.

5. in environments affected, by works or in those cases in which the circumstances require it stop signal may be made through the appearance of the P1D signal screen.

2.1.6.2 signal of marche train.

1. it is used to provide or supplement the running order, in the cases referred to in this regulation.

2 it allows the Machinist, once performed the operations inherent to train, to undertake immediately opposed the March to the next station, if anything.

3 it arises, to a train stopped, by the head of circulation at the time of issuing the train, in a place where the driver can perceive with clarity all the elements that compose it, and no possibility of confusion if there are several trains willing to depart from the station.





4 elements that make up this signal (Figure 43): • flag rolled red or Green Lantern.

• Regulatory red Cap.

• Position of the head of circulation.

• Prolonged touch of whistle of hand of two sounds.

5. the driver will remain attentive to this signal and if he does not perceive it clearly, will claim his presentation giving special attention signal.

6. the head of circulation that hear the special warning signal will repeat the signal of marche the train approaching the driver's cab.

7. when it is not possible to present the signal of marche train as planned, or in case that an output signal affects more than one via, or the way in which the train is lack of output signal, circulation responsible for shall notify the driver by radiotelephony: 2.1.6.3. Step signal.

1 occurs in the cases referred to in this regulation to supplement the direct trains running order.

2 instructs the driver continue the normal movement until the station immediately, if nothing is opposed. The lack of this signal or any of the elements that compose it in cases where applicable his presentation, ordered the immediate arrest.

3 is to direct trains by the head of circulation in a visible place for the driver, since the train is approaching entry clockwise until the tail has passed in front of him, turning the flag or Lantern to the head of the train to go through this.

4. when between the platform of the passenger building and the route which will pass the train is parked another, this signal will be presented in the platform adjacent to the route of passage.

5 elements that make up this signal (Figure 44): • flag rolled red or Green Lantern.

• Red uniform Cap.

• Position of the head of circulation.

6. when double expected the simultaneous passage of two trains, circulation responsible for will be placed in the sidewalk next to the road why wait the shortest train to be able to check that both are complete. In this case the signal will be presented as an alternative to one and other.





Section 7. 2.1.7.1 trains signals. Signals of the head.

1. all trains will have head signage to ensure that approaching they are clearly visible and recognizable by the presence and disposition of their white headlights, which will remain lit, both day and night if the train leads from that end. They will be composed by high-intensity lighting and lamps.

• High intensity lighting shall consist of two white lights so the driver of the train to have good visibility. Iran placed at the same height above the rail, in accordance with the TSI LOC & PAS.

• Position lamps shall be constituted by three lights arranged according to an isosceles triangle to optimize the detectability of the train in accordance with the TSI LOC & PAS.





Locomotives, where they conducted manoeuvres, head signage will also carry in queue, without the use of high-intensity lighting in any of the headwalls.

2. The Machinist will reduce, at night, lighting of great intensity or turns it off, in the following cases: • whenever you see the movement of a train in the opposite direction, and until it crosses the head, except that circulate in the vicinity of a PN or reflective signals, when this renders unable them to check their appearance.

• When flow parallel to a road with traffic, to prevent glare, except that circulate in the vicinity of a PN or reflective signals, when this renders unable them to check their appearance.

• While the train is parked or paragraph, and until the time of his departure, if possible, to prevent glare on signs, or interaction with cameras viewing platforms, photoelectric cells and other systems sensitive to luminosity.

2.1.7.2 tail signals.

1. all trains will have tail signal. It can be formed by own vehicle signals, which will forever be lit, or two portable signs placed in the side brackets on the back of the last car. When these portable signs are bright, they will give their directions with fixed red light.

• Bright: • with boards reflective: 2. passenger trains will be queued signal T2A.

3. freight trains may be queued signals T2A or T3A, except on lines operated in a nominal way with phone lock or manual electric lock, where the T2A signals will only be valid.

4 locomotives, where they conducted manoeuvres, take in tail that same signaling in head, without the use of high-intensity lighting in any of the headwalls.

5. trains with traction in queue will not be signs in the latest car or wagon. When they are equipped with built-in signals will be turned off. The tail locomotive will take (T2A) queue signals intended for the trains.

2.1.7.3. acoustic signals of the trains.





To reduce discomfort in urban areas close to the railway, the use of the whistle is reduced, usually to cases expressly determined in this RCF.

2.1.7.4 alarm signal.





1. it is made with Visual, luminous or acoustic means (whistle of the locomotive, illumination of high intensity, etc.).

Form 2: • 3 groups of 3 each, off and on repeated high intensity lighting • touch short.

3 order the immediate arrest of all trains and maneuvers that are moving.

4. the personnel who hear or see this signal, will make the stop with the media that it has and circulation managers shall provide the signals of the station to stop trains approximate or leaving it.

5. whenever possible, will be at the same time the visual and acoustic alarm signal.

6 personnel, whose mission will allow it, will quickly attend the place of danger or accident to provide the necessary aid.

SECOND book specification TRANSIENT index 1 signaling with TENDENCY to the disappearance or highly localized implementation second book. TRANSIENT SPECIFICATION 1.

SIGNALING WITH TENDENCY TO THE DISAPPEARANCE OR IMPLEMENTATION MUYLOCALIZADA.

Chapter 1. COMMON RAIL SIGNALS FOR THE RFIG.

Section 1. Generalities.

2ET1.1.1.1. scope section 2. Fundamental fixed signals.

2ET1.1.2.1. free Via.

2ET1.1.2.2. announcement of caution.

2ET1.1.2.3. advertisement of stop.

2ET1.1.2.4. deferred stop.

2ET1.1.2.5 stop.

2ET1.1.2.6. override authorized.

2ET1.1.2.7. authorized movement.

Section 3. Fixed signs.

2ET1.1.3.1. post protected point.

2ET1.1.3.2. direction indicator.

2ET1.1.3.3. needle position indicator.

2ET1.1.3.4. kilometre posts and hectometricos.

2ET1.1.3.5 signs with orla or outer fringes.

Section 4. Fixed maximum speed signs.

2ET1.1.4.1. definition.
2ET1.1.4.2. pre-announcement of maximum speed.

2ET1.1.4.3. announcement of maximum speed.

2ET1.1.4.4. maximum speed.

2ET1.1.4.5. announcement of maximum speed by level crossing.

2ET1.1.4.6. particularities of these signals.

Section 5. Fixed temporary maximum speed limit signs.

2ET1.1.5.1. definition.

2ET1.1.5.2. pre-announcement of temporary maximum speed limit.

2ET1.1.5.3. notice of temporary maximum speed limit.

2ET1.1.5.4. temporary limitation of maximum speed.

2ET1.1.5.5. end of temporary maximum speed limit.

2ET1.1.5.6. particularities of these signals.

Section 6. Portable signs.

2ET1.1.6.1 signs for maneuvers.

2ET1.1.6.2 signals to the automatic brake test.

Section 7. The railway signals.

2ET1.1.7.1. signals per head.

2ET1.1.7.2 signals by the tail.

2ET1.1.7.3. audible warning of trains.

Chapter 2. Specific line high speed Madrid-Seville railway signals.

Section 1. Fixed signals.

2ET1.2.1.1 stop.

Chapter 3. R.A.M. railway signals

Section 1. Fundamental fixed signals.

2ET1.3.1.1. step to protected level.

2ET1.3.1.2. step level without protection.

Section 2. Fixed signs.

2ET1.3.2.1. caution indicator.

2ET1.3.2.2. connection to the telephone circuit indicator.

2ET1.3.2.3. posters.

Chapter 4. Specific railway signals of the Figueras-Perpignan international section.

Section 1. Object, location, layout and type of signals.

2ET1.4.1.1. object.

2ET1.4.1.2. effective placement of signals.

2ET1.4.1.3. provision of signals...

2ET1.4.1.4. type of signals.

Section 2. Blocking signals.

2ET1.4.2.1. types of protection of signals.

2ET1.4.2.2. canton limit signals.

2ET1.4.2.3. end of movement authorization signals.

2ET1.4.2.4. March to view signals.

Section 3. Signs of maneuver.

2ET1.4.3.1. March of maneuver signal.

2ET1.4.3.2. limit of control signal.

Section 4. Signs of the facilities.

2ET1.4.4.1. passing milestones and hectometricos.

2ET1.4.4.2. speed limit signs.

2ET1.4.4.3. end of via signals.

2ET1.4.4.4. end of catenary signals.

Chapter 1 common railway signals for RFIG section 1. General 2ET1.1.1.1. Scope.

In this transient specification relate all signals currently existing on the rail network of General interest that, given its poor implementation and being subject to modernization processes, they will disappear gradually; or remain with a very localized implementation.

Section 2. 2ET1.1.2.1 fundamental fixed signals. Go-ahead.





Commands normally circulate if nothing is opposed.

2ET1.1.2.2. announcement of caution.





Order not to exceed the speed of 30 km/h when passing needles located next to the next signal.

2ET1.1.2.3. advertisement of stop.





He orders to be able to stop at the next sign, picket of departure of the route from end of runway or parking.

When two signals successive announcement of stop, if there are needles below the second signal are, is shall not exceed the speed of 30 km/h to pass through these needles.

2ET1.1.2.4. deferred stop.





1 protects remote stations without input signal.

2 be able to stop before the protected point post ordering and, if nothing resists, circular from the same with March of manoeuvres, stopping before the first needle.

3 it will be stopped before the first needle, or resume the March, when an agent of the station, by direct communication or by radiotelephone, give you advance order indicating the route and conditions of parking.





2ET1.1.2.5 stop.





Sorts standing before the same within the limits it.

2ET1.1.2.6. override authorized.





1. in the case of a train:-orders to stop at the sign and then resume the advance with progress of maneuvers, if nothing is opposed, to get to the parking lot, the next signal, or the previous vehicle parked on the road which can be accessed.

-If the signal is located inside a station, commands start or continue the advance with progress of maneuvers until the next signal or the picket of the parking lot via.

-When you try to exit or passage of a train, without any output signals, the March of maneuvers will remain until passing out needles.

2. in the case of a manoeuvre:-orders start or continue the movement, when ordering it the same personnel, but not authorized to circulate until the following season.

2ET1.1.2.7. authorized movement.





1. in the case of a train stopped at the sign.

Undertake the March, if nothing is opposed, with March's maneuvers until the next signal, subject to what this order sorts. In certain seasons is required, in addition, the start command.

2. in the case of a moving train.

Commands normally, continue if nothing is opposed.

3. in the case of a manoeuvre.

Allows you to start or continue the movement, when ordering it the same personnel, but not authorized to circulate until the following season.

Section 3. Fixed signs 2ET1.1.3.1. Protected point post.





It is installed at the entrance of the stations without input signal and indicates the point from which, when the delayed stop signal is, will be circulated with March of maneuvers.

2ET1.1.3.2. direction indicator.





1. are located in stations or on street. They are installed, as appropriate, on the neck of other signals or isolated.

2 indicates the direction that will take trains or maneuvers.

If indicates non-which should follow a train or maneuver, commands not to undertake the March, or stop, and notify the head of circulation, having in charge the signal.

2ET1.1.3.3. needle position indicator.





1 indicate:-direct (signal FI4E): circulate normally, if nothing is opposed.

-Diverging track (signals FI4F or FI4G): not to exceed the speed of 30 km/h to step by located below needle, both if taken tip of heel.

-Via which should follow a train or maneuver: immediate arrest.

2ET1.1.3.4. kilometre posts and hectometricos.

They are located along the line and indicate the milepost situation and hectometrica. They carry the same inscription on the reverse side.





The number above indicates the kilometre, the down the hectometre and the arrow the direction in which the next station.

2ET1.1.3.5 signs with orla or outer fringes.

Signs designed with orla or fringes in the WCR, corresponding to those defined in articles 2.1.3.11, 2.1.3.12, 2.1.3.13, 2.1.3.14, and book 2 of the RCF 2.1.6.1, designed with unique border or without external border will remain in effect until the end of its useful life.

Section 4. Fixed maximum speed 2ET1.1.4.1 signals. Definition.

1 is called the maximum speed that the train should not exceed at any time, regardless of the protection system used.

2. the maximum speed signs will be installed in via, except those whose values exceed the threshold of speed from which trains should be done under cover of a protection of the train with continuous monitoring system.

3. a reduction of maximum speed is indicated on the road with 2 or 3 consecutive signs: pre-announcement of maximum speed (FVM3B) (only in sections with Vmax > 160 km/h on conventional lines), announcement of maximum speed (FVM1C) and maximum speed (FVM2C).

4. a reduction in maximum speed involving a significant change of its value, is indicated in 2 consecutive signals via: announcement of maximum speed (FVM1D) and maximum speed (FVM2D). The FVM1D signal is associated with a mark ASFA.

5. an increase in maximum speed is indicated via a unique signal of maximum speed FVM2C.

6. an increase in maximum speed from a lower value to a value exceeding the threshold from which trains must be under the protection of a system and protection of the train with continuous monitoring mode, in via control shall mark with the value of the threshold, to prevail in this case for trains travelling with a system and protection of the train with continuous monitoring mode , the value of the maximum speed that the driver receives in cabin in each case.

7. the speed values represented in the following figures are an example. Black or blue color affect the signal including all sets formed by several constraints for different types of train and the posters to inform, where appropriate, of the various thresholds established.

2ET1.1.4.2. pre-announcement of maximum speed.





Order not to exceed the speed of 160 km/h through the announcement of maximum speed set then signal. Position marks the point where the train braking should be initiated in order to comply the order of maximum speed signal.

2ET1.1.4.3. announcement of maximum speed.





Order not to exceed the speed indicated (in km/h), passing by the signal's maximum speed to which announces. Position marks the point where the train braking should be initiated in order to comply the order of maximum speed signal.

2ET1.1.4.4. maximum speed.





Order not to exceed the speed indicated in km/h, since this signal to the next which set a new limit.

2ET1.1.4.5. announcement of maximum speed by level crossing.
Order not to exceed the speed of 155 km/h when PN located then passed and until the first vehicle exceeded the same.

2ET1.1.4.6. particularities of these signals.

1. orders that give maximum speed signs are independent of those that give the fundamental fixed signals and are not modified by them. Velocity values are always expressed in multiples of 5.

2. the engineer shall complete orders of these signals, both if riding with an on-board system of discrete monitoring (ASFA), as doing so with an on-board system of continuous protection in a way that does not ensure the overall supervision of the information.

3. when the maximum speed signal only affects certain series of locomotives or railcars, the signals may provide one, two or three different limits. In these cases they will take over a poster indicating series which affects each boundary.





1. the series of cars of the figure, are examples.

The poster and the signal numbers correspond biunivocamente according to the order of up and down.

4. the announcement of maximum speed signal will not be installed in the interior of the stations. Instead two will be installed, one at the entrance and another at the exit, indicating the distance in meters to maximum speed signal in the latter.

5. on the lines where it is provided for trains of type N, A and B, the signals of maximum speed imposed by the curves, will be composed by three separate signals located one over the other.





The top signal affects trains of type N, the intermediate type a and the lower the type b.

When the speed is the same for trains of type N and A, the superior signal and the intermediate would be equal. Similarly, when speeds are the same for type A and type B Trains, the Middle signal and the lower will be the same.

When speeds are the same for all three types, a single signal will be placed.

The speeds for types C and D, do not require signs in via for indication in cab.

6. on lines where trains type N is provided, A and B, on the completion of any temporal limitation of maximum speed signal, will be a sign of permissible maximum speed from that point with the values corresponding to the three types of train.





7. the announcement of maximum speed and announcement of significant change in maximum speed signals are placed to the braking distance corresponding in function of the declivity and the maximum speed of movement of the line or path. In any case this distance will be less than 500 metres.

8. when the signal's announcement of maximum speed in front of a fork, only affect part of the lines located below, it will take a sign indicative of the row or rows affected.

Section 5. Temporary limitation of maximum speed 2ET1.1.5.1 fixed signals. Definition.

1. it is called temporary limitation of maximum speed, which temporarily constitutes a reduction of the maximum speed for any reason.

2. a reduction in maximum speed of temporary control shall mark on the road with 2 or 3 consecutive signs: preanuncio temporary limitation of maximum speed (FVL1B) (only in sections with Vmax > 160 km/h on conventional lines), announcement of temporary (FVL2C) maximum speed limitation and time limitation of maximum speed (FVL3C).

3. a reduction of the maximum speed of a temporary nature involving a significant change of its value, is indicated in 2 consecutive signals via: announcement of temporary (FVL2D) maximum speed limitation and time limitation of maximum speed (FVL3D). The FVL2D signal is associated with a mark ASFA.

4. the speed values represented in the following figures are an example. Black or blue color affect the signal including all sets formed by several constraints for different types of train and the posters to inform, where appropriate, of the various thresholds established.

2ET1.1.5.2. pre-announcement of temporary maximum speed limit.





Order not to exceed the speed of 160 km/h through the announcement of temporary limitation of maximum speed set then signal. Position marks the point where the train braking should be initiated in order to comply the order of maximum speed signal.

2ET1.1.5.3. notice of temporary maximum speed limit.





Order not to exceed the speed indicated (in km/h), passing by the signal of temporary maximum speed limit to which announces. Position marks the point where he is should start the train braking in order to meet the order of temporary maximum speed limit signal.

2ET1.1.5.4. temporary limitation of maximum speed.





Order not to exceed the speed indicated (in km/h), between this sign and the end of temporary maximum speed limit signal.

2ET1.1.5.5. end of temporary maximum speed limit.





1 ordered restart normal, if nothing opposes to the maximum speed specified on the sign above her, when the last car of the train exceeded it.

2. The Machinist resume normal gait to the maximum speed specified on it, if no objects, once exceeded by the first vehicle when so directed by the AI.

3. on this sign will be placed the signal FVM2C / FVM2D with the permissible maximum speed from that point.





4. If between the beginning and the end of temporary speed limit maximum would have a change of existing maximum speed, their signal, and if its associated ASFA mark, will be covered or removed while existing temporary maximum speed limit.

5 after a temporary limitation of maximum speed, if the permissible speed from that point is above the threshold from which trains should be done under the protection of a system and protection of the train with continuous monitoring mode, in via are you control shall mark with the threshold value, prevail in this case for trains travelling with a system and protection of the train with continuous monitoring mode , the value of the maximum speed that the driver receives in cabin in each case.

2ET1.1.5.6. particularities of these signals.

1. orders that give temporary maximum speed limit signs are independent of those that give the fundamental fixed signals and are not modified by them. Velocity values are always expressed in multiples of 5.

2. temporary limitation of maximum speed signals may provide two different limits. In this case they will take over a poster indicating the types of trains affected by each one of them.





The number above figure 25A, affect freight trains and down to other trains, any number which is their kind (travelers, automotive, isolated locomotives, etc.).

The number above figure 25B, affects conventional trains and the number below to the railcars.

3. the announcement of temporary maximum speed limit signal will not be installed in the interior of the stations. Instead two will be installed, one at the entrance and another out, indicating in this last the distance in metres to the temporary limitation of maximum speed signal.

4. when signal announcement of temporary limitation of maximum speed, located in front of a fork or the needles of a station, only affect part of the tract located below, it will take a poster indicating the route or routes affected.

5. on temporary maximum speed limit signs, numbers and black fringes, established a general rule, may be in reflective blue. Black or blue color affect the signal including all sets formed by several constraints for different types of train and the posters to inform, where appropriate, of the various thresholds established.

Section 6. Portable signal 2ET1.1.6.1. Signals for maneuvers.





-If it's a locomotive alone or sandwiched between vehicles, «pull» means to get away from who you are ordering the movement and "push" approach.

-Will be always presented from visible location for the driver.

-These signals can only be made in cases of absence of means of verbal communication between the staff of maneuvers and Machinist.

2ET1.1.6.2 signals to the automatic brake test.





The hand signal or light loosen brake, only used in test verification of mesh. In the other tests shall be as follows 'by other means'.

Figure 27 may dispense with the filing of these signals, if communication between the actors involved in the test can be done by other means of communication (speakers, phone, radio, etc.).

Section 7. Signs of the 2ET1.1.7.1 railway. Signals per head.

1. the signals contained in this single article can be used in the national traffic by the RFIG.

2 can be: to) trains, automotive and isolated locomotives.





(b) auxiliary vehicles.





(c) locomotives of maneuvers.

Take the T1E signal in both ends.

2ET1.1.7.2 signals by the tail.

1. the signals contained in this single article can be used in national traffic by the RFIG.
2 it can be formed by own vehicle signals, which will forever be lit (signal T2B), or two portable signs placed in the side brackets on the back of the last car (signal T3B). When these portable signs are bright, they will give their directions with fixed red light.

-Light - Reflective plates 3. Locomotives, where they conducted manoeuvres, take in tail the same signalling that in head (signal T1E).

4. the T3B signals are not valid for lines operated in a nominal way with phone lock manual or electric lock.

2ET1.1.7.3. audible warning of trains.





Trying to lessen discomfort in urban areas close to the railway, is reduced, usually, the use of the whistle of the locomotive to cases expressly determined.

Chapter 2 specific railway signals high speed Madrid-Seville line section 1. 2ET1.2.1.1 fixed signals. Stop.





Sorts standing before the same within the limits it.

For trains travelling with LZB in service, information received by the driver in the cabin, prevails on the indication of the signal FF7E.

Chapter 3 R.A.M. railway signals

Section 1. 2ET1.3.1.1 fundamental fixed signals. Protected level crossing.





1 orders:-fixed green light (FF10C): normally circulate through the PN, if nothing is opposed.

-With green light flashes (FF10D): circular with caution until the PN or group of PN, cross it if possible, and report this circumstance by radiotelephone to the circulation Manager of the PM, or in absence of radiotelephony, circulation Manager of the first season where do stop.

2. If after exceeded protected PN, and before reaching the same signal, would have:-circulated at speed equal to or less than 30 km/h, by unusual circumstances, or - made accidental stops or arrests, or - done exceeding two minutes prescribed stops, will proceed as if the signal had found in the indication of PN unprotected.

3. When this signal affects more than one PN, shall be indicated by posters the number of them and what is the latest.

2ET1.3.1.2. step level without protection.





1 orders: Be able to stop before the BW or BW group, none to have ensured that they are not traveled, adopting, where appropriate, the additional security measures that may be necessary within the limits.

2. in no event will resume the normal March until the first vehicle of the train exceeded PN.

3. be informed immediately of the status of the signal, by radiotelephone, the person in charge of circulation. In absence of radiotelephone, it shall inform the circulation Manager of the first open season.

4. When this signal affects more than one PN, shall be indicated by signs the number of them and what is the latest, and shall be deemed all unprotected.

Section 2. Fixed signs 2ET1.3.2.1. Caution indicator.





Caution indicator instructs the driver not to exceed the speed of 30 km/h when passing in front of him and by the needles located below.

2ET1.3.2.2. connection to the telephone circuit indicator.

Pole equipped with weatherproof connector.





Not equipped with weatherproof connector post.





The arrow indicates the direction to follow to find the nearest pole equipped with connector.

2ET1.3.2.3. posters.





Chapter 4 specific railway signals of the Figueras - Perpignan 1 section international section. Object, location, layout and type of signals 2ET1.4.1.1. Object.

The object of this chapter is to relate railway signals for exclusive use in the FIGUERAS-PERPIGNAN international section, which are not consistent with those defined in book 2 of the RCF.

2ET1.4.1.2. effective placement of signals.

The effective placement of signals is done respecting a height of reference with respect to the plane of bearing depending on the type of signal, as reflected in the following figure.





For trains travelling with ERTMS in service, the information that the driver receives in the cabin, prevails on the indication of the signal FF7E.

2ET1.4.1.3. provision of signals.

The layout of the different elements that make up a signal and its distribution in the stand, are performed according to the representation of the figure below: 2ET1.4.1.4. Type of signals.

According to their functionality, specific use international section signals are classified into:-blocking signals: used to regulate the running of trains, maintaining the distance between them, and to protect crossings. They are fixed points of the railway platform and are presented in the control panel of driving of trains equipped with ERTMS.

-Manoeuvring signals: used to authorize movements of manoeuvre limited trains in areas of crossings and partial. Allow its approach to protected crossings. They are fixed points of the railway platform and are presented in the control panel of driving of trains equipped with ERTMS.

-Signs of the facilities: are used to inform and give instructions relating to via State, catenary, or work that may be on the line. They can be found at fixed points on the railway platform. Some (e.g. neutral sections of catenary, speed, etc.) are presented in the control panel of driving of trains equipped with ERTMS.

-Complementary signals: used to provide auxiliary information about peculiarities of the layout, both infrastructure and superstructure, installations and rolling stock or the same signals. They can found at fixed points on the railway platform, be presented in the control panel of driving of trains equipped with ERTMS or they can be part of the rolling stock.

Section 2. Lock 2ET1.4.2.1 signs. Types of protection of signals.

Depending on the elements and points of risk that protect, and depending on the protection and level of functionality of ERTMS signalling system to which they belong, blocking signals can be of two types.





-The SIB1 signal corresponds to the «Not passable» abbreviation. Indicates to the driver that, in the absence of indications to continue the March in the DMI or foci of signal, and in the absence of communication with the head of circulation or authorization received on the other hand, can not be crossed. This provision is applicable, both in ERTMS level 1, as in ERTMS level 2.

-The SIB2 signal corresponds to the abbreviation «Franqueable». Indicates to the driver that in the absence of indications to continue the March, DMI, or foci of signal, and without communication with the circulation Manager, signal can be crossed, at least three minutes after the arrest before her, and rigorously maintaining 'March to the view» to the next signal or to return to receive instructions of March in the DMI. This provision is applicable, both in ERTMS level 1, as in ERTMS level 2.

2ET1.4.2.2. canton limit signals.





-SIB3 signal has two focuses light automatic signal, simultaneously delimit ERTMS 1 and 2 ERTMS cantons.

-SIB4 signal has a focus light automatic signal, simultaneously delimit ERTMS 1 and 2 ERTMS cantons.

-SIB5 signal does not have automatic signal light, delimit ERTMS 2 cantons.

2ET1.4.2.3. end of movement authorization signals.





-SIB6 (a red focus) signal instructs Machinist detention of the train before the first mark of the signal group.

-The signal (two color red flags arranged in horizontal) SIB7 instructs Machinist detention of the train before the first mark of the signal group.

-SIB8 (red and white checkerboard with blinking red light) signal instructs the Machinist detention of the train as soon as possible.

2ET1.4.2.4. March to view signals.





-Ordered to Machinist circular with «Marcha view».

Section 3. Signs of 2ET1.4.3.1 maneuver. Progress of operation signal.





-Instructs the Machinist advance with progress of maneuvers.

2ET1.4.3.2. limit of control signal.





-Indicates the peak which is can not exceed when it has performed the maneuver to a train or vehicle signal, or when a train equipped with ERTMS has entered mode 'Shunting' (SH).

Section 4. Signs of the 2ET1.4.4.1 facilities. Passing milestones and hectometricos.





-Indicate the kilometre and the way in which they are located.

2ET1.4.4.2. speed limit signs.





-Signals of speed limitation in the international section, the field is marked only the less than 80 km/h.

-A speed limitation imposes a reduction of the maximum speed of movement according to the indication in the DMI on the driving console or with the figure registered in the signal.

-On the ground, a limitation of speed is a set formed by three signs: a sign of ad, a start signal (also called executive) and an end of speed limit signal.

-A speed limit is permanent when he is expected that its duration is greater than six months, or temporary when its duration provides for less than six months. The permanent limitations background color is white, and the temporal is yellow.
2ET1.4.4.3. end of via signals.





-SII8 signal instructs the driver prepare to stop the train before the rear end of Via Executive signal.

-SII9 signal instructs the Machinist train stopping within it.

2ET1.4.4.4. end of catenary signals.



Figure 51 - indicates the point that trains and electric traction vehicles must not exceed.





THIRD book circulation index third book. CIRCULATION.

CHAPTER 1. Generalities.

Section 1. The circulation of the trains.

3.1.1.1. coordination of the movement.

3.1.1.2. the circulation management.

3.1.1.3 orders and information to the driver.

Section 2. The train stops.

3.1.2.1 prescribed stop.

3.1.2.2 stop not prescribed.

3.1.2.3. circulation requirements.

CHAPTER 2. Personnel requirements.

Section 1. Personnel requirements.

3.2.1.1 staff AI and the EOF.

3.2.1.2. other companies staff.

CHAPTER 3. Work and tests.

Section 1. General aspects.

3.3.1.1 the common requirements.

Section 2. System works in interval of release time.

3.3.2.1 features.

3.3.2.2. conditions of application.

3.3.2.3 establishment.

3.3.2.4. protection of works.

3.3.2.5 restoration.

Section 3. Arrest system with delivery Via blocked circulation.

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 restoration.

3.3.3.6. cancellation of an EVB application.

Section 4. Works in station.

3.3.4.1 definition.

3.3.4.2. conditions of application.

3.3.4.3 establishment.

3.3.4.4. protection of works.

3.3.4.5 restoration.

Section 5. Jobs in security installations.

3.3.5.1 classification and regulation.

3.3.5.2 establishment.

3.3.5.3. use of facilities affected by work.

3.3.5.4 restoration.

Section 6. Work trains.

3.3.6.1 composition.

Section 7. Tests.

3.3.7.1 test trains.

CHAPTER 4. Traction of the trains.

Section 1. Traction.

3.4.1.1. motor vehicles.

3.4.1.2. multiple command and reversible trains.

3.4.1.3. multiple traction.

3.4.1.4. pushed train.

3.4.1.5 dual traction motors vehicles.

Section 2. Towing of motor vehicles.

3.4.2.1 towing locomotives.

3.4.2.2 towing of motor vehicles.

CHAPTER 5. Maneuvers.

Section 1. Scope.

3.5.1.1 scope.

Section 2. Management and realization.

3.5.2.1 address of the maneuvers.

3.5.2.2. realization of the maneuvers.

3.5.2.3. communications in the maneuvers.

3.5.2.4 centralized maneuvers.

3.5.2.5. immobilization of the material.

3.5.2.6 information about tethering.

Section 3. Maneuvering in traffic routes.

3.5.3.1. prescriptions for manoeuvres.

3.5.3.2 section and suspension of the maneuvers.

3.5.3.3 movements to full via dependencies.

Section 4. Unique maneuvers.

3.5.4.1 concept and types.

3.5.4.2 maneuvers by pushing vehicles occupied by travellers.

3.5.4.3 maneuvers for coupling of self-propelled trains busy with travelers.

3.5.4.4 maneuvers pass by wide changers.

CHAPTER 6. Incidents in the circulation and in traction.

Section 1. Incidents in the circulation.

3.6.1.1. fractionation of trains.

3.6.1.2. escape of material.

3.6.1.3 via interception.

3.6.1.4. protection of intercepted points.

3.6.1.5. action in case of interception.

3.6.1.6. urgent Court of voltage in the catenary.

Section 2. Back of trains.

3.6.2.1 implementation criteria.

3.6.2.2 application and order for reverse.

3.6.2.3 circulation requirements.

3.6.2.4 annulment of the request or order of recoil.

Section 3. Relief trains.

3.6.3.1. request for relief.

3.6.3.2. management of the means of relief.

3.6.3.3. the means of relief expedition.

3.6.3.4. annulment of the request for relief.

Section 4. Incidents in the railway signals.

3.6.4.1 signals of the head.

3.6.4.2 tail signals.

3.6.4.3. acoustic signals of the head of railway vehicle.

Section 5. Incidents in braking.

3.6.5.1 fault in the automatic brake.

Section 6. Incidents in traction.

3.6.6.1 breakdown or lack of power of the motor vehicle.

3.6.6.2 Machinist accident.

Chapter 1 General information section 1. The circulation of trains 3.1.1.1. Coordination of the movement.

1. the safe train movement requires the coordinated action among the affected AI and the EF staff. This coordinated action is based on: a) the precise identification of trains in circulation and the knowledge of their schedules, stops, and speed.

(b) the information on the particular circumstances of each train to the EF facilitate to the AI.

(c) knowledge and communication by the AI to EOF, of abnormalities that may present security installations.

2. the EF shall establish in their SGS, in accordance with this regulation, procedures to ensure that the necessary checks have been made to train before starting in circulation, including those relating to the completion of the business operations of passenger trains.

3.1.1.2. the circulation management.

The proper management of the railway traffic require circulation managers keep permanently informed each other, following the instructions established by the PM. In addition, they must notify the WP any lack of ability or abnormality in the line.

3.1.1.3 orders and information to the driver.

1. using the «book of itineraries of the engineer", the EF shall Machinist who direct the March orders to be completed and the temporary information that should know and that affect the movement of the train. Which you have been able to include in document shall be communicated by the AI by BOI or telefonema.

2 a same BOI or telefonema may be included in various orders or information. You can also use a unique BOI to notify them to the driver of a train which repeatedly circulates between two specific points.

3. orders and information communicated by BOI and earrings complete, will be transmitted in the relay between the Machinists outbound/inbound, referring to them with the mention of «Pending complete». Those received by telefonema will be recorded by both drivers.

4. The Machinist who direct the March must know the number of the train that goes to drive, its composition and characteristics.

Section 2. 3.1.2.1 trains stops. Stop prescribed.

1. trains shall carry out technical or commercial stop where it may have prescribed.

2 trains of travelers with commercial stop at a station can be received with indications of output signals authorizing step, provided that the following requirements are met: a. Security installations allow b. is agreed or assured its circulation by following canton, and c. not be notified to the driver orders or information that can affect your circulation.

3 trains with technical stop at a station will be received in a way that signals orders ensure it.

4 a prescribed technical stop of a train may be suppressed by needs of the traffic regulation, fulfilling the following requirements: to) there is an output signal.

(b) give the start command in the conditions regulated for each lock.

3.1.2.2 stop not prescribed.

1. a technical stop not prescribed in the running of the train (accidental) may be by needs of the traffic regulation, or cause the EF or the AI. In the second case the PM request to authorize the train stop at a point other than the regulated in your schema document. Accepted the request, the responsible of circulation of the band of regulation of the WP will inform affected circulation managers.

2 not prescribed technical stop should be ensured, whenever possible, by the head of circulation of the affected station or CTC. When it is not possible to secure it or the place where it is to be made responsible for circulation lack, such stop shall be notified to the Machinist by radiotelephone or former immediate open station where the train has stopped, indicating the place and reason for this, using the following text: 3.1.2.3. Circulation requirements.

1. to start the March in origin or after a stop prescribed, to leave or pass through a diverging track station, or after having found the stop announcement indication input signal, the driver shall not exceed speed of 30 km/h to the passage by the needles located next to the output signal, except in cases where there is signal indicator of position of needle ordering another speed.

2. in journeys of BAB, a direct train that has found the announcement of stop input signal or is parked, Machinist shall not exceed the speed of 30 km/h to the passage by the needles located below the output signal, except in cases where there is signal indicator needle position ordered another 3 speed. At the beginning of March after an arrest or eventually stop, the driver shall not exceed speed of 30 km/h to the passage by the needles located below the signal authorizing the movement or that is authorized to exceed, except in cases where there is signal indicator needle position ordered another speed.

Chapter 2 section 1 personnel requirements. Personnel requirements
3.2.1.1 staff AI and the EOF.

AI or staff of the EF to be carried out any activity linked to security in the circulation, must have the appropriate security clearance in force, within the legally established, enabling you specifically for the exercise of such activity.

The AI and the EF will establish their respective SGS internal rules that define the requirements to meet in each case, and procedures that guarantee their achievement and how to do it, as well as their interaction with any other participating staff in the railway operation.

3.2.1.2. other companies staff.

Staff (infrastructure, operations, train or maintenance of rolling stock) belonging to different companies of the AI or the EF to be carried out any activity linked to security in the circulation, must have the appropriate security clearance in force, within the legally established, enabling you specifically for the exercise of such activity.

Chapter 3 jobs and tests section 1. 3.3.1.1 General aspects. Common requirements.

1 are subject to the requirements of this chapter, work on infrastructure, superstructure and security installations, carried out in «Of the danger zone for jobs» or in «Electrical hazard area», that may not be compatible with the movement of trains simultaneously and as yet made outside these areas, could invade them even in a timely manner with any moving part or during the performance of movements.

2. for the development of work in the so-called 'Zone of danger for jobs', 'Risk for work zone' and 'Zone of safety for work', that they are compatible with the movement of trains and have no condition to safety, AI facilities be established in their SGS internal rules and procedures that guarantee the protection of the same during his execution and the movement of trains in a safe manner.

3 via double or multiple lines, the work carried out in a way, will be compatible with the normal circulation of the trains on the adjacent tracks, provided that they do not affect your marker or electrification. Not affected by works via the maximum speed is 160 km/h, reduced to 120 km/h when the works are carried out in tunnels and viaducts. If necessary, a lower speed can be established.

Shall be notified to Machinist these limitations and the reason, as if it were a temporary limitation of maximum speed not signposted, except that on-board train protection system has collected such limitation.

If sometime works could affect the adjacent track gauge or its electrification, must be treated analogously to cases referred to in point 1.

4. all work regulated by this chapter need prior authorization from responsible for movement of the station or the CTC, at the request of Manager's work or, in the cases which proceed, enabled safety pilot to arrange jobs. For the correct identification of the pathway or pathways purpose of the work, it will be under the slogan of the AI which describes security installations. Works authorized by the circulation Manager of the station must have been approved previously by the responsible of circulation of the band of regulation of the PM.

5. the movement of machines suitable to be encarriladas in full via will start, preferably from one of the side of the path in which to operate, according to the requirements laid down by the AI. When necessary your access or withdrawal in a kilometre of street, this circumstance shall be collected in the programming of works and will be included in the receipt of settlement and resettlement.

6. in scheduled jobs should come defined system of realization thereof. In the works not programmed (by breakdowns, accidents, etc.), works Manager or enabled security pilot to arrange work, inform responsible for circulation system works to be used, within those provided for in this chapter, depending on its complexity, importance, or other circumstances.

7. If, by the importance of the work or by any other cause, it was not possible to apply the provisions of this chapter shall be governed by the slogan of the AI how to proceed.

8. the receipt prescribed in this chapter, will be registered by the head of circulation in the corresponding book of receipt and by works Manager or enabled security pilot to arrange work, in their general receipt book.

Section 2. 3.3.2.1 time interval of release work system. Features.

1 it is the system used to work in 'Danger to the work area' or in the 'electric danger zone' with hand tools which, by its nature and ease of removal, do not oblige applied the system of interruption of circulation with delivery of blocked Via (EVB).

2. is considered hand tool all utensil which by its weight, steering, absence of mechanical fixing to the armament of the road or rolling on Rails, etc., can be removed in the same timely by the person who handles it.

3. the works are taking advantage of the time intervals free of trains between two circulations programmed successive, journey and affected, that guarantee responsible for circulation of open side stations or the CTC.

3.3.2.2. conditions of application.

1. for the realization of these works it is imperative that the stations that delimit the affected route are open.

2. the maximum time to grant to work at interval of release for a time, will be available without trains between two successive scheduled circulations, by the way and granted via.

3. the journey must be free of trains.

4. the system is incompatible with a BTV.

5. for the realization of these works is essential the permanent presence of a works or alternatively of a safety pilot enabled Manager to arrange jobs. This second option only applies in the case that its technological content, works must of be performed, controlled, directed and supervised by qualified personnel who ensure the quality and consistency of the same and certifies their completion and the conditions in which stops the track and facilities before resetting the movement of trains.

The operating procedure for the technical manager of works communicate the pilot's safety the completion of the work and the conditions in which stops the track and facilities before resetting the movement of trains, must be contemplated in the SGS of the AI.

6. the works Manager or enabled safety pilot to arrange work must have, in the Tagus, of a means of communication with the circulation Manager of one of the stations or the CTC.

7. the works Manager or enabled safety pilot to arrange work must have prior authorization of the circulation Manager of one of the two side stations or the CTC, who set the time of occupation of the road.

8. However, in weak traffic with high saturation lines operated with systems of unique among side stations canton, the interval of release may establish by time from the time of the train to pass through the point of realization of the works up to the scheduled time of departure or passage of the next movement by one of the two side stations on the affected route.

9 except in cases strictly justified, circulation Manager authorizing the work may not alter the effective inception date of these, nor responsible for work or safety pilot enabled to arrange work, the effective time of completion.

10 when in a same way works of different nature or located at distant points, all of them will be considered independent and have a works Manager or enabled security pilot to arrange work in each.

3.3.2.3 establishment.

1. application for authorisation.

Before carrying out the work, Manager or enabled security pilot to arrange for work of the same will be responsible for circulation among the collateral stations or of the CTC the following telefonema: via double banalized not, this telefonema will be sent to the circulation Manager of station issued by trains in the normal direction of travel through the affected or of the CTC.

In case of the scenario defined in point 7 of section 3.3.2.2, said telefonema will be sent the circulation Manager of station issued by the train or the of the CTC.

2. authorization of the work when collateral stations on the route are in charge of different circulation responsible for.

The responsible of circulation received the L3.2 telefonema: to) will be output to the requested path signals ordering stop.

(b) prevent, in their case, the establishment of the blockade between both stations for the route and via affected, or the establishment of routes to the path where the works are carried out.
Responsible for circulation of the stations that limit work will ensure that the last train that was circulated by the way and via affected has released it, for which it will cross the following telefonema: checked the coincidence between the received and issued, and therefore the release of the appropriate channels, responsible for circulation received the L3.2 telefonema fix the time limit limit to the occupation of the road that it will be as the expected time of departure or passage of the next movement by one of the two side stations on the affected route. Then will be works Manager the following telefonema: 3. authorization of the work when side the way stations are run by the same head of circulation.

Circulation Manager who receives the L3.2 telefonema, verify that the last train that was circulated by the way and via affected has released it. It will act as specified in the previous point, but it will only be a telefonema L3.4.

4 in the scenario defined in point 7 of section 3.3.2.2, works Manager informed about the train up and check this step by the kilometre point of realization of the works. Then request authorization to circulation Manager issuing the train through the telefonema L3.2 including the head of circulation text that gets it, it will be the telefonema to its collateral L3.3 including the text below will be the charge of works telefonema L3.4.

3.3.2.4. protection of works.

1 the responsible of circulation of the affected stations: to) close the output signals.

(b) disabled, in his case, systems: lock, automatic formation of itineraries, and the automatic opening of signs, if they exist.

(c) where applicable, activate systems that prevent the establishment of the blockade on its collateral.

They must take advantage of the facilities and, if they allow it, they may establish ML or manoeuvre centralized by the band of the station giving access to the path where the works are granted. Lacking output signal stations, ensure the stop for trains on the input signal prior to authorizing access to station 2. Routes equipped with track circuits and whenever works are compatible with the use of short supplies, responsible for work or safety pilot enabled to arrange work, once authorized to perform them, and before its inception, placed the bar or tool of short. Then must verify effective artificial occupation of the through track circuit circulation responsible for confirmation or, where this is not possible, by direct observation that the signal protecting the occupied canton is in indication of stop.

3. in lacking routes of track circuits or when the works are not compatible with the use of short supplies, responsible for work or safety pilot enabled to arrange work, once authorized to perform them, and before its inception, install portable stop signals (art. 2.1.6.1.) at a minimum distance of 500 metres from the river Tagus, by header from where trains are received normal , or by both heads of the Tagus in case of banalizadas tract.

4. in addition, prior to the start of work «Whistling workers» posters will be installed (art. 2.1.3.13 to), the route or adjoining tract that may be affected by those, and in both directions of movement.

5. in addition, for the protection and monitoring of the works, will follow the specific procedures provided for in the SGS of AI.

3.3.2.5 restoration.

1 complete the authorized period of occupation, and once retired staff and via tools, without intercepting the adjoining track gauge, works Manager or enabled security pilot to arrange work withdrawn, in his case, bar or short tool, the posters of whistling and portable stop signs. Then will be the person in charge of circulation the following telefonema: 2. If for exceptional reasons it is necessary to restore circulation before overcoming the occupation period, the responsible of circulation of the band of regulation of the PM can impart instructions to circulation Manager conceded the works, who transmit them the works Manager or enabled security pilot to arrange jobs. This will proceed as indicated in paragraph 1 and shall notify circulation responsible for completion of the interval of release for a time studying the L3.5 telefonema.

3. If after the authorized period of occupation, works Manager or enabled security pilot to arrange work could not ensure the effective withdrawal of staff and of the items listed under section 1, it will maintain the normal protection of the Tagus and shall inform the head of circulation, it deemed the intercepted via.

4. in the event of a failure of communication between the two, once the period of occupation, works Manager or enabled security pilot to arrange work will order the withdrawal of personnel and tools. Will make you responsible for movement of the station which should issue a train, coursing to the driver the following telefonema: 5. the responsible of circulation received the telefonema of completion, shall inform collateral Station Manager of circulation and of the regulation band of the PM.

Section 3. System interruption of circulation with delivery Via blocked 3.3.3.1. Features.

1 it is the system used to work in 'Danger to the work area' or in the 'electric danger zone' with tools, machinery or work which by its nature train not may be removed from the same timely by the person who handles them, making it necessary to interrupt the movement of trains through the affected. It is also used to test trains.

2. the works are made on a go-ahead circulations, laying your head of circulation temporarily in charge of responsible work or tests until his return.

3.3.3.2. conditions of application.

1. the EVB applies to works carried out on the way between two open seasons. In lines without CTC possible intermediate stations must remain closed, and the extreme open during all of the EVB application.

2. in line with CTC, your circulation Manager may not modify itineraries at intermediate stations affected by the EVB after delivery via the charge of work or tests.

3. the journey must be free of trains.

4. the Manager of work or evidence must have in the Tagus or test area, telephone communication with the circulation Manager of one side stations or the CTC.

5. on lines without CTC, responsible for movement of the station that gives the EVB must have prior authorization from the responsible of circulation of the band of regulation of the PM, who set the time of occupation of the road.

6. for each journey and route between two open stations affected by an EVB, there will be a charge of work or tests. In via double or multiple can be a single manager's work, when points of beginning and ending of the EVB in both ways are coincident.

7. on a same road different works, being the consultation and coordination in charge of a same work manager who was granted the EVB, respecting the hour of beginning and completion granted may be.

8. in EVB in which are carried out work without work trains, both circulation managers and those in charge of work will be the protection thereof pursuant to section 3.3.2.4 of this regulation.

3.3.3.3 establishment.

1. application for EVB.

Responsible for work or tests will be responsible for movement of one of the two side stations or of the CTC the following telefonema: via double or multiple is will be a telefonema for each of the tracks, although the works are carried out by a single charge of work or tests and are coincident points of beginning and ending of the EVB.

2. granting of EVB when side the way stations are run by the same head of circulation.

Responsible for circulation received the telefonema L3.7, verify that the last train that was circulated by the way and via affected has released it. Then shall send to the person responsible for work or tests with the following telefonema: 3. concession of EVB when collateral stations on the route are in charge of different circulation managers.

Responsible for circulation received the telefonema L3.7, will be to its collateral the following: the head of circulation received the previous telefonema will reply with the following: once received this telefonema, check the coincidence with the issued and therefore the release of the corresponding track. Responsible for circulation received the telefonema L3.7 will answer responsible for work or tests with the telefonema L3.8.

4 management of the EVB from the granting of the EVB, responsible for work or tests will be the journey or journeys charged.

3.3.3.4. circulation requirements.
1. the train from work or tests that circulating under cover of the EVB can be issued from either of the two stations that limit the way, normal or cross purposes. They will make stops, and back in full via.

2. in line with CTC, trains work or tests may deviate in any of the stations on the route. In lines without single CTC may do so at stations that limit it.

3. in order to proceed to the issue or section of a railway work or tests in a season:-the Manager of them ask the circulation Manager of the station verbal authorization to perform the movements of input or output of material. You must clearly indicate the origin and destination of the work train routes. In the mixed-gauge lines you must specify also the width in which circulates.

-Responsible for circulation of the CTC or the station, will establish the requested route and if possible will make use of the opening of the signal with the indication of override authorized. Otherwise authorize the override it to the driver.

4. to the output and input of work to and from the affected path trains, just order of input/output signal or the authorization of override movement responsible for the Machinist in cases where it is not possible its opening.

5 the head of circulation, during the EVB application must meet the following requirements: a) stations, signals input and output to and from affected waterways remain closed.

(b) when it is necessary to establish a route in the section of via to work, signs of entry or exit of stations opening, will take place exclusively with indication of override authorized and, if this is not possible, shall be allowed your override.

(c) when work needs force to repeatedly pass a not equipped with letter «P» preavanzada or advanced signal, circulation Manager may authorize the driver your lining many times as deemed necessary during the EVB.

(d) in the case of tests, the instructions published by the AI may determine indications of signals fixed in each case for the necessary realization of them.

6 the Manager of work or tests, during the application of the EVB: to) will coordinate with movement responsible for the issuance of the trains to or from the affected journey and its paragraph eventually.

(b) it shall be responsible for instructing the driver in terms of operations to be performed, stops, moves forward or reverse and conditions of circulation in the EVB.

(c) coordinate operations of closing served PN, walk by the way.

7 the engineer, during the EVB application: to) shall be subject to the instructions of the circulation Manager on overrides of the intermediate signals.

b) shall be subject to the instructions of the Manager of works or evidence on the operations to be carried out, stops, movements of forward or reverse and conditions of circulation in the EVB.

(c) respect the order of all signals, except in BA lines intermediate signals and those of the PCA in BSL and BCA to considered them non-existent lines. For testing it will treat provisions in the corresponding set point and responsible for testing instructions.

d) to perform tests with vehicles equipped with cab-signalling equipment, switches off the same, unless indicated in the corresponding set of tests against.

3.3.3.5 restoration.

1 after the occupation period authorized, retired staff, equipment and tools of the via and guaranteed the section involved trains, responsible for work or tests checked out, where appropriate, the elements of protection of works. Then it will be responsible for circulation of the station or CTC conceded the EVB, the following telefonema: 2. side the way stations are run by the same head of circulation, this considered to be suppressed the EVB once received the telefonema L3.11.

3. when collateral stations on the route are in charge of different circulation managers, responsible for circulation received the telefonema L3.11 will be to its collateral the following: the head of circulation collateral station that receives the previous telefonema will reply with the following: 3.3.3.6. Cancellation of a request for EVB.

1. Once granted the EVB, may be annulled by the works Manager, after checking that none of the trains has agreed to the route and that the work has not been started. This will be the circulation Manager the following telefonema: 2. side the way stations are run by the same head of circulation, this considered to be suppressed the EVB once received the telefonema L3.14.

3. when collateral stations are in charge of different movement responsible for you will be to the provisions in paragraph 3 of the preceding article, by replacing the word «end» by «cancellation» in the receipt L3.12 and L3.13.

Section 4. Work at station 3.3.4.1. Definition.

Works at station that are made between the input of the same signals and can therefore be protected by the local devices are considered.

3.3.4.2. conditions of application.

Works Manager must have prior authorization from your head of circulation. Additionally, when the work will affect traffic routes, they will require the conformity of the responsible of circulation of the band of regulation of the PM.

3.3.4.3 establishment.

1. application for authorisation.

Before starting work, responsible for them will be a circulation Manager of the station the following telefonema: 2. authorization of the work.

Responsible for circulation received the telefonema L3.15 shall set the time limit to the occupation of the road, and if nothing is opposed, will be works Manager the following telefonema: 1 specify in cases where appropriate, appliances or facilities subject to work.

3.3.4.4. protection of works.

1. the head of circulation.

(a) you will use the locking knob to protect via object of the work of the untimely invasion of any circulation using measures such as closure of signals, immobilization of the needles in the position that prevents access to affected, blocking signals, blocking of destination, etc.

(b) when this is not possible, posters of notice on the control and manoeuvre devices must be placed.

2 the charge of works: to) developing equipped with track circuits and whenever works are compatible with the use of useful for short, works Manager, once authorized to perform them, and before its inception, placed the bar or short tool. Then must verify effective artificial occupation of the through track circuit circulation responsible for confirmation or, where this is not possible, by direct observation that the signal protecting the busy via is in indication of stop.

(b) developing devoid of track circuits or when the works are not compatible with the use of useful for short, works Manager, once authorized to perform them, and before its inception, will install signs portable stop (art. 2.1.6.1) on the axis of via and on both sides, even where it is possible to orient the needle in the right position.

3.3.4.5 restoration.

1 completed the term of occupation authorized and retired staff, equipment and tools of the via, responsible for the work shall withdraw the elements of protection of works. Then will be the person in charge of circulation the following telefonema: 2. when he has been established, in accordance with article 3.3.3.3, an EVB on a route that includes a path station, the restoration will take place as indicated in the article 3.3.3.5, i.e. will not apply this article to this route.

Section 5. 3.3.5.1 security installations work. Classification and regulation.

According to their greater or lesser impact on circulation, are classified into:-1st category: brings together the work of establishment, modification or removal of security facilities and the great works of conservation.

They are always regulated by the slogan of the AI.

-2nd category: brings together the works of scheduled maintenance or troubleshooting.

Its regulation is defined in the following articles.

In both categories, the work must be always authorized previously by the responsible of circulation of the band of regulation of the PM.

3.3.5.2 establishment.

1. before of starting work of 2nd category, responsible for the same ask authorization responsible for circulation having in charge the installation, studying the telefonema L3.15.

2. the head of circulation received the telefonema L3.15 fix the time limit deadline for the completion of the work, and if nothing is opposed, will be responsible for the same telefonema L3.16.

3. once authorized work, responsible for circulation having in charge the installation and of the regulation band of the PM, must consider out of service signals, needles and other affected devices.

3.3.5.3. use of facilities affected by work.
When by needs of the service, to the movement of a train or manoeuvre, it is necessary to use any facilities or devices temporarily out of service, proceed as follows: 1. the responsible of circulation having in charge the installation will be works Manager the following telefonema: for the establishment of itineraries in developing mixed-gauge Circulation responsible for shall specify in the request the width in which the train runs.

2. the commissioned work, once received the previous telefonema, shall adopt the necessary measures to ensure the requested route, prescribing circulation manager having in charge the installation, the measures it deems necessary to impose on the circulation (speed reduction, authorization of override signal, detention to the needle, etc.).

In any case, responsible for work will be responsible for the proper position of the installations or devices, with the following telefonema: mixed-gauge lines, responsible for work indicate also the width for which the route has been established.

3.3.5.4 restoration.

Completed works, responsible for the same shall notify circulation responsible for having in charge the installation, studying the following telefonema: section 6. 3.3.6.1 works trains. Composition.

1 work trains shall comply with the requirements of this regulation in terms of its composition, braking, signals and loads.

2 where they are moving under cover of an EVB, can be bottled at the discretion of the works Manager, always make sure the immobility of the courts separate from the motor vehicle.

3 routes with declivity higher than 10 mm/m is you must switch the motor vehicle on the side of possible drift wherever possible. Case that the train carried automatic brake on the entire composition is excepted. This precaution will also adopt in case of fractionation, with the Court coupled to the motor vehicle.

Section 7. 3.3.7.1 tests. Test trains.

1 test trains will operate under cover of an EVB whenever their movement requires special requirements with regard to the normal conditions of operation of trains on the affected stretch.

2 circulation is regulated by slogan of the AI, which indicate the special requirements that must be met, in his case, and is appoint responsible for testing.

3. in addition, the special requirements of circulation must be contained in his 'provisional authorization of circulation'. Its circulation by line or path other than the regulated in the slogan of tests, will be in accordance with the March created to the effect.

Chapter 4 section 1 trains traction. 3.4.1.1 traction. Motor vehicle.

1. authorisations for service of motor vehicles shall specify the categories of lines that can be circular, that it will be a function of the mass by axis and linear meter enabling infrastructure and the technical characteristics of the vehicle.

2. the number of locomotives in the composition depends on their technical specifications and operating conditions laid down by the EF, as specified in their circulation authorizations.

3. the AI will announce the EF and these in their drivers, through the book of itineraries, restrictions on circulation in certain lines and sections.

When imposed speed restrictions for certain types of locomotives to pass through openings, means that they affect them all, anyone who is its light, whether they circulate in head as elsewhere in the composition.

Restriction of movement with simple traction implies the prohibition of circulating two locomotives together, but not circular a head and another elsewhere in the composition.

3.4.1.2. multiple command and reversible trains.

Circulation with multiple controls, in the case of motor vehicles, does not connote any speed limit, except those that are established in their circulation authorizations. In the case of locomotives, the speed is limited to 200 km/h.

Circulation with reversible trains does not connote any speed limit, except those that are established in their circulation authorizations.

3.4.1.3. multiple traction.

1 with multiple traction trains shall not exceed 140 km/h speed always that: to) the driver holding the head cabin available automatic brake on the entire composition.

(b) the motor vehicle (locomotive or automotive) governed by the second engineer, has cut switchable traction device when the head to perform a service braking.

(c) there is direct communication between the Machinist of head and tail.

When any of the above conditions is not met, the speed shall not exceed 80 km/h.

2 trains with double traction by tail shall not exceed 80 km/h speed always that: to) the driver holding the head cabin available automatic brake on the entire composition.

(b) the motor vehicle (locomotive or automotive) governed by the second operator has switchable traction cutting device when the head to perform a service braking.

(c) there is direct communication between the Machinist of head and tail.

When any of the above conditions is not met, the speed shall not exceed 60 km/h.

3.4.1.4. pushed train.

1 shall not exceed the speed of 100 km/h, provided that: to) the Machinist who direct the March occupy the cabin's head in the direction of the movement and whistle and great luminous intensity lighting available.

b) the Machinist who direct the March have adjustable control of automatic brake on the entire composition.

(c) the motor vehicle has traction cutting device when the driver that directs the March a service braking.

(d) there is direct communication between the Machinist who direct the March and the locomotive pushing.

2. when any of the above conditions is not met, the speed shall not exceed 20 km/h.

3. in travelling with PN, single trains can circular pushed if the conditions referred to in paragraph 1 are met.

3.4.1.5 dual traction motors vehicles.

1. conditions of circulation.

Generally, dual traction vehicles will run in electric mode whenever possible. Mode of traction to be used in each section and points for change planned so will be defined in the «book of itineraries of the Machinist».

The mode change will be held in accordance with their driving Manual. The change from diesel to electric traction may not be in: neutral zones, air needles, disconnectors and section insulators.

2. change unplanned traction mode provided on electrified lines.

The responsible of circulation of the band of regulation of the PM, weighing the circumstances (granted, power cut-off, via parking, incidents or stages in specific degraded situation of circulation, etc.), and informing thereof the EF, may order notice, a change of unplanned traction mode of a dual vehicle.

Also, when the EOF required the change of mode of traction in a stretch, it shall inform the AI and request authorization from the responsible of circulation of the band of regulation of the PM, who, pondering the circumstances, authorize or deny the change.

When the vehicle engine malfunction, not be possible to circulate in planned mode of traction, Machinist inform responsible for circulation and request the change of mode of traction.

The head of circulation, weighing the circumstances, notify Machinist authorizing or denying the change.

The engineer on his own initiative, not initiate service with a mode other than the scheduled to have obtained the appropriate authorization.

Section 2. 3.4.2.1 motor vehicle towing. Trailer of locomotives.

1. the towing of a locomotive will be in accordance with your driving Manual.

2 freight trains can tow one or more locomotives. His place in the composition will be in accordance with their driving manuals and the characteristics of the infrastructure.

3 passenger trains can only tow a locomotive, head or tail of the composition, at a maximum speed of 160 km/h.

4. in the compositions formed exclusively by locomotives, maximum length will be 200 m and the maximum speed 120 km/h.

5 made the link and with the vehicles in terms of circular, Machinist inform movement responsible for the maximum speed of movement or any other significant circumstances which might affect the regulation of traffic and was not contemplated in the «book of itineraries of the Machinist».

3.4.2.2 towing of motor vehicles.

1. the trailer of one automotive by another of the same series, or a compatible series, is only subject to the limitations referred to in their driving manuals.

2. the trailer of an automotive performed by another different non-compatible serial, or a locomotive, will be possible only when both have compatible mechanical and pneumatic couplings. This means that it is possible to apply the brake of the entire composition from relief vehicle.
When the automotive dispose of useful air brake and a hitch of relief that allows you to attach it to the coupling of locomotive brake, your circulation will be normal without exceeding the maximum speeds for which they available percentage of brake enough, according to the limitations provided in the driving manuals.

3. the EF, through the book of itineraries of the Machinist and driving manuals, will be announced the requirements that must be met to perform towing:, limitations for each series of locomotives, maximum speeds, etc.

4. exceptionally, if all of the automotive air brake was out of service, this is you can tow with two motor vehicles, one head and one tail, respecting the maximum speed of 50 km/h.

5 made the link and with the vehicles in terms of circular, Machinist inform movement responsible for the maximum speed of movement or any other significant circumstances which might affect the regulation of traffic and was not contemplated in the «book of itineraries of the Machinist».

Chapter 5 maneuvers section 1. Reach 3.5.1.1 scope.

This chapter is exclusively applicable to maneuvers carried out in: a) routes of trains, or b) established on these itineraries.

They are excluded the maneuvers carried out in: a) areas isolated stations, b) terminals or particular derivations, without direct access to traffic routes, or c) in not established on these itineraries.

The EF and where the AI should develop in their respective SGS internal rules and procedures governing the execution of manoeuvres in the areas referred to in the preceding paragraph.

Section 2. Management and realization 3.5.2.1. Address of the maneuvers.

The direction of operations corresponds to the circulation Manager in charge of the station. For this purpose shall: 1. authorize the home and the suspension of the same.

2 give instructions to staff who need to complete them on its purpose, and the time and place that must be done, as well as ensure compliance.

3 if it would affect them, talk to the staff that need to complete them: a) movements of trains and other manoeuvres authorized, especially if it's unique maneuvers, and b) the realization of works on the road or in its vicinity.

4 coordinate the movements of the maneuvers taking place simultaneously in more than one area of the station.

5 witness, whenever possible, the maneuvers with vehicles occupied by travellers.

6 check signals to ensure the compatibility of the operation with any other existing train movement.

7, if necessary, authorize the override the protected area of maneuvers.

8 permit parking material in roads, requesting compliance to the responsible of circulation of the band of regulation of the PM and by adopting the necessary measures to ensure its immobilization.

3.5.2.2. realization of the maneuvers.

Perform maneuvers is to apply instructions issued by responsible for leading them, sufficient to run with security guarantees.

In General, maneuvers will be carried out with the automatic brake connected and in service.

1 staff who perform the operations must comply with the following requirements: to) before the movement, inform the Machinist of the operations to perform, warned, when necessary, the particularities of the instruments via-facilities.

(b) check that via and signals devices guarantee that other trains or maneuvers may not intercept the route planned, guarding the route to visit and transmitting the necessary signals to the driver.

(c) ensure that the pickets of entrevías are free and needles, the PN protection devices, shims fixed, plates, and other units affected by the route, are arranged in the proper position.

d) remove shims that they may impede the movement.

(e) place the coupling without service on its supports.

(f) during maneuvers, personnel who perform them will be placed in the most suitable position to guard the route to take and transmit the driver signals or necessary orders. When manoeuvres are made by pushing, it must transmit the signals repeatedly, even if it's centralized maneuvers.

(g) in the maneuvers carried out by pushing on molehills or occupied, especially if it's vehicles occupied by people, staff who perform them will give orders to ensure the arrest of 15 m before the end. After arrest, to travel this distance, will give Machinist order «push slowly», informing of the approximate meters missing until the end point.

2 corresponds to the driver comply with the following requirements: to) perform movements with March of maneuvers.

(b) remain continuously attentive to signals showing him during the maneuvers. To do this you must occupy the first cabin in the sense of movement, or that, by the characteristics of the maneuver, offer you greater visibility.

(c) carry out gentle movements of vehicles, approaching molehills and cuts parked material, especially when you maneuver with vehicles occupied by people, before making stop 15 m as a minimum.

(d) in the maneuvers, it undertakes immediate arrest as soon as it stops perceive communication by radio or signals presented by the personnel responsible for performing them.

(e) Although the fixed signs are permitted, not initiate movement unless ordered it personnel performing the maneuver, except in the cases provided for centralized maneuvers.

3.5.2.3. communications in the maneuvers.

1. only personnel responsible for performing the maneuver is authorized to give orders or clarifications to the driver. Except the stop order that all staff can present itself.

2. for communication between personnel maneuvers, will preferably be used wireless communications.

3. the driver does not require authorization from the responsible of circulation of the band of regulation of the WP to change mode of radiotelephony, when use of the motor vehicle in the realization of the maneuvers.

4. within start movements, personnel performing the maneuver will indicate to Machinist terms used to identify each other, such as: «Maneuvers since _», «Locomotive No. _», «Locomotive train _», as well as the identification of the recipient.

5. during the manoeuvre, where necessary, indicate the continuation of the movement or its amplitude. Movements carried out by pushing, personnel performing the maneuver will keep a communication as continuous as possible, avoiding long periods without transferring. In the movements together, order «push slowly» will be complemented with the indication of the distance between the cuts.

6. when personnel responsible for performing the manoeuvre stops transmitting continuously, Machinist must stop and request instructions, doing with the whistle signal of special attention, if it were not possible to communicate by other means.

7. the radio devices will always be in the position «welcome», except for the time strictly necessary to transmit.

8. at critical moments in which have to ensure permanent communication, will be continuously repeated the message to detect a possible interruption of transmission.

9. in cases where the complexity or size of a station may require it, the rules of this article may be supplemented by specific instructions of the AI which regulate the allocation of channels of radiotelephony in mode C to not interfere with conversations that occur simultaneously.

3.5.2.4 centralized maneuvers.

Centralized operations are those in which corresponding movements to make itineraries are established from a central position (station or CTC) ruled by the head of circulation, and are authorized by fixed signals.

1 in the units equipped with centralized maneuvers, moves may be made without order or accompaniment of the personnel responsible for performing the maneuver, when the following conditions are met: to) inform the Machinist is a centralized maneuver, as well as the operations and movements to be carried out.

(b) case of movements of maneuvers with route nestled and authorized by a fixed sign. Information about the itineraries will not come, nor orders signals, to avoid unauthorized movements.

(c) the driver can perceive signals indication and the part of via to go, especially if the movement is pushing or otherwise, is tell you specifically how to proceed.

2. at stations with CTC, maneuvers only be made where authorized by the head of circulation of the CTC through to the effect devices. Before its inception, will indicate personnel have carried out their operations to perform.

3. Once finished the maneuvers, staff who have made them normalize affected via devices, communicating to the circulation Manager of the CTC remove the authorization.
4 responsible for movement of the stations that have taken the ML will require the authorization of the head of circulation of the CTC to perform maneuvers involving the MC ride.

3.5.2.5. immobilization of the material.

1. the courts of material separated from the locomotive is always immobilized by the automatic brake. Also must make sure the immobility tighten the parking brakes or by using shims in the following cases: to) if the parking time exceeds 120 minutes.

b) if material cutting does not have automatic brakes service in sufficient proportion to secure it.

2. the material deposited in developing stations will be engaged to forming cuts. Also be taken into account that: to) at all stations the EF will ensure that trains or of material are fixed with shims drift in extreme wheels, either that is the declivity of the tract, whenever the train or the material cuts will stay away for longer than 120 minutes.

(b) locomotives, railcars, via, and similar vehicles, machines will have secured its immobility with the service and parking brakes tight, located controls and cockpits locked doors. Placement of you shims in motor vehicles or unique features, held at the wheels where it is more efficient.

3.5.2.6 information about tethering.

The SGS of EOF and the AI for their in-house service trains, will establish procedures to ensure the transfer of information about the tight parking brakes, you shims used and its location, among the staff which ensures the immobility of the material and which operates it later.

Section 3. 3.5.3.1 roads maneuvers. Requirements for the maneuvers.

1 the protected zone to carry out maneuvers in the stations is limited, as the case may be, by: a) the signal input or poster of limit maneuvers b) the first needle, in the stations without input signal.

2. not banalized double track stations, manoeuvres will be carried out by means of output and can reach a point located approximately 200 m before the advanced signal the other way.

If exceptionally they do by way of input, the protected area of maneuvers is limited by the signal input of the route or limit poster.

3 as exceptionally necessary to maneuver outside the protected area of maneuvers, circulation Manager will proceed thus: to) in the case of CTC, will check that it is not circulating any train to the station through that will perform the maneuver.

(b) at BT, is spooling by means of input, not granted via any train, until the manoeuvre has returned to the protected area of maneuvers.

(c) in the rest of the locks without CTC, if you have to maneuver through the entrance, and interlocking does not guarantee the trains stop at the advanced sign, shall forward to the collateral the following telefonema: L3.21 image 132 the responsible of circulation received the telefonema above, if nothing is opposed, will close its normal delivery time via output signal and will reply with the following : Once received this telefonema, if appropriate, authorize the departure of the maneuver of the protected area. On his return will be at your side the telefonema: these receipt shall be recorded in the corresponding receipt book.

These same receipt they will study between leaders of collateral circulation stations in ML or CTC.

(d) in crashes without CTC requiring to authorise the issue of trains, station collateral is spooling by means of input, will prevent this issue using the devices to the effect, either deny it or preventing it. The procedure for issuing of trains will be normalized to maneuver back to the protected area.

(e) in the case of EVB exit the maneuver in the area protected by the input signal, signal of recoil or first needle, as the case may be shall not be permitted.

However, if it is strictly necessary, the maneuver previously will be concerted with the ET.

(f) in lines of single track with CTC, the circulation Manager of the same will not authorize the departure of any train station side, as the maneuver is outside the protected area of maneuvers.

4. once fulfilled, according to the case, the above requirements, shall authorize the driver output and return of the protected area of maneuvers, as indicated in this regulation to the override of a signal that order stop.

5. when manoeuvres are carried out by a pathway that is circulating a train that has not reached the immediate station, circulation responsible for inform this circumstance personnel responsible for performing them.

3.5.3.2 section and suspension of the maneuvers.

1. input, output, and passage of trains will take precedence over the completion of maneuvers. The maneuvers will be remote and suspended in advance necessary to not delay trains.

2. exceptionally, for cause, the responsible of circulation of the band of regulation of the PM can prioritize the realization of any maneuver on the movement of trains.

3.5.3.3 movements to full via dependencies.

1. movements to bring or carry material dependencies of full via lack of signal protection, shall be governed by the slogan of the AI that will pick up the conditions of movement and locking.

2. movements that occur toward units of full via provided with signal protection, will be carried out as a train.

Section 4. 3.5.4.1 unique maneuvers. Concept and types.

They are those that by its execution, purpose or material that are executed, differ from the rest, and make it necessary to establish specific conditions for its realization. They have this consideration: to) maneuvers to push vehicles occupied by travellers.

(b) manoeuvres for the coupling of self-propelled occupied by travellers.

(c) passing through wide changers maneuvers.

3.5.4.2 maneuvers by pushing vehicles occupied by travellers.

They have this consideration which are carried out with the trains in commercial service with passengers on board. In addition to the General requirements that apply to you, the following shall be fulfilled:-during the movement, access to vehicles doors will be closed.

-Before to start the movement, notices will be issued by public address system in the interior of the train and in the station, warning travelers of the manoeuvre.

-In the case of pushed maneuvers, maneuvers staff will permanently remain along with the vehicle's head.

3.5.4.3 maneuvers for coupling of self-propelled trains busy with travelers.

Besides the General requirements that apply to you, the following shall be fulfilled: to) link will take place pursuant to the affected vehicles driving manuals.

(b) the manoeuvre will be developing with platform, except for special situations (in full via relief, faults in the vehicle, weather, etc.)

(c) during the movement, the doors of the vehicles will be closed.

(d) by initiating movement, notices will be issued by public address system in the interior of the train and in the station, warning travelers of the manoeuvre.

(e) the docking maneuver, will be held at an approximate speed of 3 km/h.

3.5.4.4 maneuvers pass by wide changers.

AI be established by specific set for each facility, its characteristics, performance and operating procedures.

En_funcion_de the type of vehicles that use each installation: to) step with self-propelled vehicles maneuver will take place in accordance with their driving Manual.

(b) manoeuvres from towed vehicles will be carried out according to what you have the slogan of the AI.

Chapter 6 incidences in the circulation and in section 1 traction. Incidents in the circulation 3.6.1.1. Fractionation of trains.

1 the uncontrolled cutting of means by fractionation of a train during the March. In this case each party is stopped by the action of the automatic brake.

2. the engineer shall inform circulation responsible for fractionation. After checking that impediments to the reverse of the first part there are no, you can be made to join the second. For this Machinist will take the security measures that it deems appropriate.

3 otherwise, the Machinist will continue the March to open immediate station communicating to responsible for circulation of the CTC, the PM regulation band, or the immediate station by radiotelephone, or if this is not possible, by telephone of the input signal. This communication is not possible, you will be making the alarm signal and will stop to account for what happened to the head of circulation.

3.6.1.2. escape of material.

1 is defined as material escaping uncontrolled movement of one or more railway vehicles by action of the declivity, wind or other railway vehicles thrust.

2 personnel who are news of the escape immediately alerts collateral stations and the PM adopted quickly, security at its disposal depending on the circumstances.

3 PM and the head of circulation affected will benefit urgent measures to avoid an accident or minimize their consequences.
4. when not securable detention by other means, will be sought to steer it to a free railway route and even cause the derailment, if it prevents further damage.

5. when it is check the detention in full via the leaked material, shall be its withdrawal pursuant to send the means of relief.

3.6.1.3 via interception.

1. when there is evidence of a pathway or pathways may be intercepted, circulation is suspended by the affected sections, proceeding to its recognition without loss of time.

2. the person responsible for movement of the regulation band of the PM, the CTC, or failing that of station, in coordination with the technical staff of infrastructure, will determine the shape of this recognition and other necessary actions, as well as the subsequent resumption of the service.

3. when using a train to perform recognition, the driver will be notified of the reason for the same, place where you must start it and conditions accurate circulation.

4 lines for trains of various widths, if the interception does not affect the movement of trains for a given width, the responsible of circulation of the band of regulation of the WP can be determined resumption of circulation for trains of the width which is located onsite.

3.6.1.4. protection of intercepted points.

1. emergency protection.

Its objective is that any traffic which is directed towards the intercepted point stops before reaching the same.

There are two basic means to achieve this objective: to) do from the road stop signal.

(b) inform the driver, by whatever means, of the need to stop in time.

Therefore, how to act will depend on the circumstances, although the speed with which will act in relation to the train that is nearest to the place of danger will always be fundamental.

To realize the protection of emergency can act upon any of the following possibilities: to) through the telephone.

(b) triggering devices for this purpose in driving cab.

(c) placing the fixed signs or screens of BCA and ERTMS in indication of stop.

d) if there are track circuits, using bar or short tool.

(e) presenting stop signal by hand to the train or trains approaching, possibly to 1,500 m distance.

f) making the alarm signal, especially in via double or multiple routes.

Circulation will be suspended by the route or routes where there is a point intercepted.

2. normal protection.

The normal protection will consist of the placement of portable stop signals at 500 m from the point of danger, in its vicinity or using devices of short, depending on the case. When the laptop stop signal is not presented by staff, this will be located on the axis of the road.

3.6.1.5. action in case of interception.

1. in the case of obstacles that affect the way or the gauge, or deformation or interception of infrastructures: emergency protection will be applied on the affected roads.

2. for trains or cuts of material held in full via: lines with track circuits, emergency protection, shall apply from behind, when they are freewheeling completely.

3. in trains or cuts of material that invade the gauge in the adjacent via, via double or multiple lines: emergency protection will be applied on the road or adjacent roads and other affected.

4. once suspended the movement of trains through or intercepted way, any kind of protection shall not be required, however, the circulation head of the CTC or band regulation may, depending on the circumstances that occur, provide the protection they consider.

3.6.1.6. urgent Court of voltage in the catenary.

1. on electrified lines, is quickly interrupted the supply of electrical energy to the catenary in the event of imminent danger, when requested to do so by the driver, or the WP considers it necessary.

2 to request the urgent power cut-off must provide the following information: a) route or station and via for which he requested the cutting. Identify clearly the route or routes affected, using expressions I, II, etc.

(b) reason.

3 it should be noted that, in certain cases, the immediate cutting of supply of electric energy to the catenary may increase the risk (e.g.: fire in a train inside a tunnel or in the vicinity of the via, etc.).

4. When check is that gone is the root cause and risk, shall be to restore the power supply to the catenary, subject to the provisions in the procedures governing the work in electrified lines.

Section 2. 3.6.2.1 trains reverse. Application criteria.

1 as standard general, no train can back on the initiative of the Machinist, except in the following cases: to) reverse of the first part of a split train to join the second, while it is stopped.

(b) when trains or persons on board, are in imminent danger (fire or hazard of suffocation inside a tunnel, flooding a great Avenue of water, land, landslides on the train, etc.), Machinist can back the necessary space to avoid the danger.

2 the recoil will be with greater caution and at very low speed, previous instant communication to the responsible of circulation of the band of regulation of the PM.

3.6.2.2 application and order for reverse.

1. when it is necessary that a train stopped in full via back to previous station, the driver will request authorization by means of the telefonema: 2. upon receipt of the request, circulation responsible for close the output signals to the occupied by train via and asked the accordance of the responsible of circulation of the band of regulation of the PM. You will find that there is no train circulating then that has requested authorized manoeuvre, recoil, nor granted work, or that they have turned away.

In addition, if you want to use the telephone, the responsible of circulation of the band of regulation of the PM will act as an intermediary. It shall inform its collateral recoil authorization.

3. only responsible for movement of the station that will direct the train his receding or responsible for circulation of the CTC, as the case may be, are empowered to authorize it. The above checks have been made, shall send to the driver the telefonema: 4. may instruct the motorman of a stopped train back to the previous station, unless there is request for his part. Order will be given by the head of circulation of the station that will reverse or by the head of circulation of the CTC, through the telefonema L3.25.

5. once kick carried out train which was authorized or ordered, the circulation Manager of the corresponding station shall inform its collateral.

3.6.2.3 circulation requirements.

1 the path of reverse circulation will be non-existent whereas intermediate signals lock and the PCA.

2. for entry into the stations, it will adhere to what order the advanced signal, unless you order stop, in which case shall proceed as if it would give the indication of stop notice and respect the indication of the input signal. In double track not banalized shall be according to the prescriptions of the circulation cross purposes.

3. in the case of conventional trains reverse, if Machinist who leads the March could not perceive the indication of the signal from the driver's cab, in the telefonema of authorization of recoil is included equally parking authorization in section station.

4 prohibited the recoil of a conventional train pushed on a stretch in which there are automatic PN, unless personal enabled connoisseur of infrastructure can move to head in the direction of the movement, which ensure the arrest of the train to PN within it, if it is unprotected.

5. until the train which was authorized or ordered back is not section in the station, shall not be permitted any movement of trains to the affected route, except that the recoil is unnecessary and authorize the driver to continue the March.

3.6.2.4 annulment of the request or order of recoil.

1 train which is authorized him or ordered the retreat to continue marching towards the following season, by disappear the causes that they motivated him, it will be necessary that Machinist enter into communication with the head of circulation that he authorized him or ordered the retreat, to request the annulment of the kick and authorize you the restarting using the following telefonema : 2 the head of circulation that receives the telefonema (is the one who issued the train), should apply for the conformity of the responsible of circulation of the band of regulation of the PM and request collateral resumption of March through the telefonema authorization.





3. the head of circulation which should contact the train, if there is no authorized manoeuvre, nor granted works these have turned away, or cause that prevents it, reply to their collateral where appropriate: when the above requirements are not met, will reply:
In addition, if you want to use the telephone, the responsible of circulation of the band of regulation of the PM will be intermediary using the telefonema L3.25.

4. the head of circulation that authorized or ordered the recoil, received the telefonema L3.28, shall authorize the driver using the telefonema: 5. received this telefonema, Machinist deemed void the authorization or order of recoil, and resume the March in the conditions laid down to immediate station.

6. When you reach the next station, circulation responsible for inform kick cancelled its collateral through the telefonema: section 3. 3.6.3.1 trains relief. Request for relief.

1. the driver of a train stopped in full via having to apply for relief, by breakdown or accident that prevents to continue the March, will be the telefonema: 2. completed this telefonema, Machinist not can restart until you authorize it expressly one of those responsible for circulation of collateral stations or the CTC.

3. the head of circulation that receives the request for relief not issued trains through the affected. In addition, he shall report it to the responsible of circulation of the band of regulation of the WP and will transmit to the collateral station the following telefonema.





4. the driver, when ordering it the responsible of circulation of the band of regulation of the WP, by imprecision in the location of the point of stopping the train, due to lack of visibility or abnormality in the train signals, placed stop signals hand in the vicinity of the same side where wait aid media.

3.6.3.2. management of the means of relief.

1 shall be in accordance with the instructions of the responsible of circulation of the band of regulation of the WP, by any of the collateral stations to the place of detention or by both, normal or cross purposes.

2. to identify the position of the train it will be used as reference kilometre where the head is and depending on its length and the upstream or downstream of the kilometracion, get on his tail. If you want to use the telephone, the responsible of circulation of the band of regulation of the PM will be an intermediary.

3. when it is not possible to communicate with the driver, and if the circumstances demand it, the responsible of circulation of the band of regulation of the PM available shipping means relief station back although not received request from the driver.

4. the head of circulation that is going to issue a means of relief, previously checked that the part of via the station's expedition to kilometre is free train, and inform its collateral with the following telefonema: 5. after paragraph the train at a station, the circulation Manager of the same shall inform its collateral by telefonema.

6. in the absence of telephone communication between the responsible for circulation of the two side stations, each one of them may authorize the movement of means of relief between your workstation and the kilometre. In this case, the Middle relief only can return to station who issued it, unless the terms of the relief expedition altered by telefonema. As soon as possible, it shall communicate this to their side by telefonema.

7. the person responsible for movement of the CTC will have relief means sending station front or the rear, without requiring any formality in terms of blocking.

8 when the relief takes place in developing mixed-gauge, circulation managers must have this identification of the width of the affected train to determine the necessary instructions in their management.

9. the receipt listed in this section will be recorded by those in charge of circulation in the corresponding receipt book.

3.6.3.3. the means of relief expedition.

The responsible of circulating means of relief should issue: 1. notify the driver of these, the following: to) if the stopped train is located: b) if the stopped train is not located: also reported instructions to the motorman of the relief include authorisations for forward and backward, so that consequently appropriate once reached kilometre.

2 it will give the start command. When the output signal may not authorize the movement, the order will be used of override authorized or is authorized by your override.

3.6.3.4. annulment of the request for relief.

1. If they disappeared the causes which gave rise to the request for relief, Machinist will void this request and will request authorization to restart, using the telefonema: 2. in empty CTC runs, responsible for circulation received the previous telefonema shall send to its collateral the following: responsible for circulation, after receiving the response of its collateral (receipt L3.39 or L3.40) , it will reply to the Machinist affected with one of the following, as appropriate: 3. on routes with CTC, once the circulation Manager receives the telefonema L3.37, reply to the driver with the L3.39 or L3.40 telefonema, as appropriate.

Section 4. Incidents in trains 3.6.4.1 signals. Signals of the head.

1. when signaling failure affects great luminous intensity lighting, the vehicle is deemed useless for driving at night or for journeys where they exist tunnels more than 300 m, when it should be circular in head or isolated. The case of high-speed lines that will circulate with BCA or ERTMS/ETCS in FS mode except itself.

2. If the fault occurs in full via, Machinist will circulate until the first open season, reducing the speed according to the visibility and the characteristics of the route, not to exceed the speed of 20 km/h for the PN. With these same provisions, Machinist, weighing the circumstances and after inform the responsible of circulation of the band of regulation of the WP, can continue to a station where the abnormality can be rectified. The latter shall not apply when you travel night on lines with fixed signals equipped with foils or reflective paint.

3. when failure affects other signs of head other than high intensity lighting, you can circulate normally.

3.6.4.2 tail signals.

1. in cases of incomplete signalling in tail, responsible for movement of the band of the PM or the CTC, with the express consent of the EF, regulation may authorise the movement of a train until the first season where there are means to normalize the situation. For this purpose, it shall order circulation Manager of the departure station you curse a telefonema informing interested stations affected signals. This telefonema shall be entered in the corresponding receipt book.

2. exceptionally, fault total or missing tail signage, responsible for movement of the band of the PM or the CTC regulation may authorize the movement of the train until the first season where there are means to normalize the situation. To do this, it will be necessary that:-suspension of the circulation by the cantons that have travelled the train without signals, to verify that it was circulated full.

-Is prescribed in all stations open train stop to check that it was circulated, unless you take off portable signals and these are observed to step.

-Responsible for movement of the station of departure curse a telefonema to the stations concerned, the movement of the train without tail signals, making the series and number of the last vehicle.





This telefonema shall be entered in the corresponding receipt book.

-In lines with BA, the circulation Manager of station from which has split a train without tail signals, not authorize the movement of trains from its station to the next, until it is communicated to you the arrival of the full affected train, through telefonema, which shall be entered in the corresponding receipt book.





-In line with CTC, the circulation Manager of the same stop circulation at the stations it deems necessary, to verify, by means at its disposal, that the train circulates without tail signals has released the routes between stations.

3.6.4.3. acoustic signals of the head of railway vehicle.

1. in case of failure of the acoustic signals of the head vehicle device this shall be considered useless for circular.

2. When breakdown occurs in full via, Machinist can continue to immediate station open, slowing down according to circumstances and not to exceed the speed of 20 km/h when approaching to the PN and able to stop in front of them if necessary. With these same provisions and Machinist weighing the circumstances of the time, exceptionally may continue vehicle head up to where the abnormality can remedy.

Section 5. Incidents in the braking 3.6.5.1. Fault in the automatic brake.

1 when the driver, while driving, see an abnormality in the train automatic brake, it will stop the March, and inform the responsible of circulation of the band of regulation of the PM.
The EF will have its proper performance procedures SGS so their drivers try to identify the nature of the abnormalities in the functioning of the automatic brake, if necessary, correct them, isolate the affected brake equipment, calculate the new percentage of braking available and their communication to the circulation Manager to restart normally , or with the speed reduction that appropriate.

If it's a conventional train, and affects fault first towed vehicle or the tail of the train, its composition is changed in the first open season.

At the request of the EF, the PM may authorize the circulation to destination when the fault affects the automatic first towed vehicle brake.

2 when the percentage of available braking is less than that is up to a maximum speed of 50 km/h, Machinist will prompt relief and tighten or make the parking brakes are tightened.

3 in the cabin with electronic means of information on the status of the train, Machinist shall complete the screen instructions and follow instructions contained in their driving Manual, to the responsible of circulation of the band of regulation of the PM.

Section 6. 3.6.6.1 traction incidents. Breakdown or lack of power of the motor vehicle.

1 when by fault or power failure, the train can not follow the March, the driver shall immediately inform of the responsible of circulation of the band of regulation of the PM, or one of the collateral if it could not communicate with the first. If it failed to solve the problem it will ask for relief.

2. trains arrested in full via that can not move by themselves, may be pushed on the other whenever link conditions allow it, are of the same width and the responsible of circulation of the band of regulation of the PM permitted.

If the train that goes to push was not detained at the tail of the defective, shall be notified to your Machinist the point where detention should be and you will be ordered to circulate in terms of stop in front of the tail of the damaged train.

3. by exceptional needs, technical conditions permitting, the responsible of circulation of the band of regulation of the PM available two trains to circulate Fused, maintaining each its own composition, in order to expedite the circulation.

If the interleaved locomotive does not provide traction and brake of the entire composition is controlled by the operator's head, the speed of 160 Km/h. shall not exceed When interleaved locomotive traction supply maximum speeds will be those established for the multiple traction.

4. If the driver could not establish communication indicated in point 1, and the conditions of the motor vehicle you will allow, move forward with the part of the composition that may tow, after ensuring that it meets the conditions of braking until the first season and ensuring the immovability of the second part that remains in full via.

3.6.6.2 Machinist accident.

1. If during the March ensue an accident to the driver that prevents him from service, he will act according to circumstances to ensure safety and in your case, the continuation of the movement until the first season.

2. the person responsible for movement of the band of the PM Regulation shall adopt, with urgency, measures of assistance and protection that it deems necessary.

3 the responsible of circulation of band of regulation of the PM, but does not record that has come upon an accident to the driver, proceed as if this had taken place, in the following cases: to) when you receive the message 'DETDO train' by radiotelephone and does not communicate with the driver.

(b) when the driver has requested authorization to leave the cab driving, and the absence will endure unjustified way in relation to the reason for it and can not communicate with him.

4. If the accident ensues in a ride with declivity, the responsible of circulation of the band of regulation of the PM will take into account provisions for the case of escape from material if you exceed the time that automatic braking maintains its effectiveness.

5. the circulation of the regulation of the WP band responsible for informed about the accident to the EF titular train.

FOURTH book trains blocking index fourth book.

BLOCKING OF TRAINS.

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 elements needed.

4.1.2.4. relations of the CTC with stations.

4.1.2.5 featured stations.

Section 3. Performance of staff.

4.1.3.1 roles and responsibilities.

Chapter 2. Automatic blocking.

Section 1. Single track automatic block (BAU), Via double (BAD) and way Banalizadas (BAB).

4.2.1.1. properties.

4.2.1.2 expedition or passage of trains.

4.2.1.3. forwarding of trains from routes without output signal.

4.2.1.4 abnormalities.

Section 2. Blocking of Lateral signaling (BSL).

4.2.2.1 characteristics.

4.2.2.2 expedition or passage of trains.

4.2.2.3 abnormalities.

Section 3. Automatic Control (BCA) lock.

4.2.3.1 features.

4.2.3.2 expedition or passage of trains.

4.2.3.3 abnormalities.

Chapter 3. Automatic release, via locks only (BLAU), double (BLAD) and banalizadas routes (BLAB) 4.3.1.1. Features.

4.3.1.2 expedition or passage of trains.

4.3.1.3 abnormalities.

Chapter 4. Lock phone (BT) section 1. Common aspects.

4.4.1.1 characteristics and application.

4.4.1.2 expedition or passage of trains.

4.4.1.3 request, granting and refusal of the route.

4.4.1.4. notice of arrival.

4.4.1.5. cancellation of request via.

4.4.1.6 circulation requirements.

Section 2. BT in case of abnormality of the BA or BLA.

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 blah.

Section 3. Temporary trivialisation of via (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. withdrawal of the BTV station.

4.4.3.5 circulation requirements.

4.4.3.6 restoration.

Chapter 5. Intermittent duty stations.

Section 1. AC stations.

4.5.1.1. how to proceed on routes with AC stations closed.

4.5.1.2. alteration of the periods of closure.

Section 2. Other peculiarities.

4.5.2.1 trains that do not short circuited the track.

4.5.2.2 via machinery.

4.5.2.3. block post.

Chapter 1 General information section 1. 4.1.1.1 locks. Features.

In general, blocking a stretch of track between two open side stations, requires to establish a relationship of dependence between the two, allowing to issue circulations of one another in a safe condition. The relationship can be established through bilateral agreements or of facilities designed for the purpose.

(a) developing with movement in both directions, the dependence between stations will be total.

(b) developing with a unique sense of movement, no intermediate signals, the dependence between stations will be total.

(c) developing with a unique sense of movement, with intermediate signals, it may issue a train without relying on the side station.

4.1.1.2. basic principles.

The basic principles of the blocks are as follows: to) two trains travelling on the same road and in the same sense, will be separated a distance that ensures that it will not produce a scope.

b) when a train is circulating on a track, not be issued another in the opposite direction on the same road from collateral station.

(c) installations shall ensure the security necessary to make compatible the maneuvers carried out by the band from a station, with the arrival of a train by the band.

Section 2. 4.1.2.1 centralized traffic control. Features.

The CTC allows you to govern remotely interlocks, locks and traffic of a certain area or railway line. It replaces the system of bilateral agreements between two side stations open by the centralization in a unique position of the Government and control of the traffic of a set of stations and routes.

4.1.2.2. basic principles.

1. the CTC may run the same commands and receive the same checks that the local scorecards of interlocks.

2 you can perform the same actions of blockade between stations that which establish these together.

3. no station will take the Local control of their interlocking, or decisions affecting circulation, without the authorization of the head of circulation of the CTC, except in cases of emergency.

4.1.2.3 elements needed.

The CTC will have: 1. remote control: to) electrical or electronic interlocks of the stations.

(b) the needles placed in full via interlocks.

2 communication with: a) circulation of dependencies to govern cabinets and their input signals.

b) extreme stations and (intermediate) island stations that are not governed by the CLC, but which are related to this.

(c) the motor vehicle, by radiotelephony.

4.1.2.4. relations of the CTC with stations.
1. interlocks of the stations may be governed by the CTC through centralized control (MC), or from the scorecards of own stations by Local control (ML).

2. the CTC can open an output signal of a station in MC to a station in ML, without authorisation of the latter.

3. on the other hand, so that a station in ML can open an output signal to a station in MC, is required the prior authorization of the CTC.

4.1.2.5 featured stations.

They are lacking circulation Manager present in the same stations, whose facilities are governed distance from another workstation that telemanda it or from the CTC, through the MC. For all purposes, permanently involved in the blockade and, consequently, can be made therein, paragraphs train, be origin or destination of traffic, etc.

If necessary, these stations can be ruled in ML, after joining them a circulation Manager.

Section 3. Performance of the personal 4.1.3.1. Roles and responsibilities.

It corresponds to the AI carry out the management of the railway traffic in those units in which processes of circulation of trains or maneuvers performed.

A_tal_efecto, it will be noted that: 1. the circulation and needles, signals and other equipment from a station, drive carry them out: to) the responsible of circulation of the station, in the case of stations without CTC, or CTC when run on ML.

(b) the responsible of circulation of the CTC, when station work in MC).

(c) in a season telemandada in MC, the circulation Manager of station that governs it.

2 the direction of movement and the drive of needles, signals and other equipment of the cantons situated between two side stations open, carry them out: to) the responsible of circulation of the CTC, when both are in MC, or one in MC and the other in ML.

(b) the responsible of circulation of both stations, when both are in ML).

(c) when the stations belong to different CTC and are both in MC, each will be in charge of the movement responsible for of the corresponding tag.

3 If the circumstances demand it, the circulation Manager of a station at ML may delegate its functions in the circulation Manager of the CTC, or of another station that has remote control over the first.

4 auxiliary circulation providing service in featured stations, will collaborate with the head of circulation of the CTC or the station telemande, when this dispose, in order to: ensure manoeuvres on roads, the entrance or exit pathways or non-dependent of the tag lines, communicate the arrival or away from trains and transmit their orders.

5. in certain cases, the circulation Manager of the CTC may order responsible for circulation of the stations taking the ML, after telling the location of trains.

6 when cease the causes that led to the taking of the ML, the circulation Manager of the CTC will pay back MC, prior information of the situation of the trains.

7 in the journeys between stations in ML, not be given information to operators of this circumstance, by keeping circulation under cover of the blocking of the line with CTC.

8. the movement of a Station Manager will abstain, under normal conditions, take the ML without order expressed in the circulation Manager of the CTC, except for emergency to avoid an accident.

Chapter 2 locks automatic section 1. Single track automatic block (BAU), Via double (BAD) and way Banalizadas (BAB) 4.2.1.1. Features.

Automatic blockades the relationship of dependence between stations is guaranteed by the very nature of the installation.

4.2.1.2 expedition or passage of trains.

To issue or give way to a train it is necessary that: to) the canton of blocking is free of trains.

b) at BAU and BAB, you have locked the canton of lock, with the devices available to the effect.

c) setting the exit route.

(d) give the running order pursuant to article 1.5.1.8 of this regulation.

4.2.1.3. forwarding of trains from routes without output signal.

1 in BAU and BAB is not permitted the issuance of trains from routes without output signal.

2 in BAD without CTC, or CTC in ML, the circulation Manager of the station: to), check by direct observation, some other signal output on the same side orders via free, not valid for these purposes the viewfinders of the scorecards.

(b) establish the route of exit of the corresponding track.

(c) will present the signal of marche the railway pursuant to section 2.1.6.2.

Then the driver will circulate next covered station BA.

3 BAD with CTC when, exceptionally, be necessary to issue a train from a path that does not have signal output, the AI will have enabled someone to collaborate with the circulation Manager of the CTC to ensure proper disposal of appliances which can not be telemandados by the latter.

The responsible of circulation of the CTC will act in accordance with the following requirements: to) will establish the part that telemanda of the route of the via general access.

(b) additional conformity of the staff responsible for the establishment of the rest of the route.

((c) shall forward to the driver the following telefonema: d) instruct its personnel replace the apparatus to its normal position once issued the train.

4.2.1.4 abnormalities.

In case of abnormality in the functioning of the automatic blocking (BAU, BAD or BAB) and provided that the responsible of circulation of band of regulation of the PM or the CTC has expressly authorized it, BT can be established in authorized the trip and routes.

1. in BAB without CTC: If the abnormality affects only the output signal, locking devices, running the circulation Manager of the station may authorize the override of this signal, according to the provisions of this regulation, once been informed of this situation to its collateral and received the conformity of this non issue trains by this route until further notice , using the following receipt: 2. in BAD with or without CTC and BAU and BAB with CTC: If the abnormality affects one or several signals output or intermediate or, where appropriate, to locking devices, the responsible of circulation of the band of regulation of the WP or the circulation Manager of the CTC weighted whether or not set BT and , where, in what way and via.

3. in the BAU without CTC: If the abnormality affects the output signal, the circulation Manager of the station shall inform the responsible of circulation of the band of regulation of the WP, and this order the establishment of BT.

4 in any of the above cases, if missing the telephone communication with the stations, not running the CTC, the circulation Manager of the same it shall weighted circumstances and ordered the incorporation of responsible for circulation in certain seasons, with previous and accurate information of the situation of the trains and the cantons in the moment of the interruption-free.

For these purposes, shall not be considered free the cantons of lock whose occupation has been authorized by the output signal.

Section 2. Blocking of Lateral signaling (BSL) 4.2.2.1. Features.

Blockades of lateral signaling, the relationship of dependence between stations is guaranteed by the indications presented signals that protect the cantons and keep the safety distance between trains.

As a general rule, the output signals of stations and the PCA which give access to the route, will be announcement of stop and the advanced signal indication they will not present stop indication.

This blockade is application in high speed with BCA lines when train (ATP), automatic protection system linked to the BCA does not operate normally, or has to circulate a train not equipped or with faulty ATP on-board equipment.

4.2.2.2 expedition or passage of trains.

To issue or give way to a train it is necessary that: to) the canton of blocking is free of trains.

(b) there are no movements of manoeuvres authorized by the same route, affecting the same ride, side stations.

c) has locked the canton of locking by means of devices available to the effect.

d) setting the exit route.

(e) give the running order pursuant to article 1.5.1.8 of this regulation.

4.2.2.3 abnormalities.

In the case of abnormality in the output signals, or signals of the PB, forks, or PCA, circulation Manager may authorize the override them with normal driving, once the canton of blocking is free of trains, indicating the path that the train is going to circulate when appropriate.

To verify that the canton of blocking is free, circulation Manager may ask the motorman of the last train that circulated the confirmation of arrival, passage or section in the station, by the telefonema: If the BSL doesn't work, will be provisions in the articles of abnormalities of the BA.

Section 3. Automatic Control (BCA) 4.2.3.1 lock. Features.
In the blocking of automatic control the relationship of dependence between stations is guaranteed by the existence of facilities that control the safety distance between trains is kept, adjusting the speed and none to exceed the speed limit, and ensuring the existence of a single train in every canton of lock.

Automatic control (BCA) is linked to the movement of trains with one of the following systems of automatic protection of trains (ATP):-LZB.

-ERTMS/ETCS Level 1 or 2.

4.2.3.2 expedition or passage of trains.

To issue or give way to a train it is necessary that: to) the canton of blocking is free of trains.

b) has locked the canton of locking by means of devices available to the effect.

c) setting the route of departure or step.

(d) give the running order pursuant to article 1.5.1.8 of this regulation.

4.2.3.3 abnormalities.

1. If detected irregularities in the functioning of the BCA, will continue with BSL circulation. If this does not work and the failure of the BCA was due to malfunction of the installation of the line, it will be provisions in the articles of abnormalities of the BA.

2 If the ATP that circulate the train would cause braking and arrest of the same, the driver shall inform responsible for movement of the CTC, where appropriate, authorized the resumption of the March in specific driving conditions that apply to the next signal and under cover of the BSL. If the ATP function, Machinist will circulate again, starting from the following signal, with this system and shall inform the head of circulation of the CTC.

3. in case of malfunction, the head of circulation available all trains to circulate with BSL between two stations. In these conditions, shall be notified to the driver of each train disconnection of ATP associated with the BCA.

Chapter 3 automatic release, via locks only (BLAU), double (BLAD) and banalizadas routes (BLAB) 4.3.1.1. Features.

Automatic release locks on the relationship of dependence between stations is guaranteed by the very nature of the installation.

There will be no intermediate signals. On routes of more than 160 km/h speed may exist prior to the advance signal (preavanzada), which will give directions via free or conditional go-ahead. When the driver stops accidentally after having stamped, to resume the March proceed as if he had found it in indication of conditional go-ahead.

Advanced signals will be the stop indication.

Output signals that give access to the route to be the indication of stop notice.

When the output signal of a station is advanced while the following, it may present the indications provided for signals output and advanced.

4.3.1.2 expedition or passage of trains.

Issue or give way to a train, it is necessary that: to) the canton of blocking is free of trains.

b) in BLAU and BLAB, blocked the canton of lock, with the devices available to the effect.

c) setting the exit route.

(d) give the running order pursuant to article 1.5.1.8 of this regulation.

(e) the issue of train from routes without output signal is not permitted.

4.3.1.3 abnormalities.

1. in BLA (BLAU, BLAD and BLAB) without CTC: If the abnormality affects the output signals or blocking devices, BT will be established.

By exception, in BLAD, if the abnormality affects the output signal, running locking devices, to issue train it will be necessary that the canton of blocking is free of trains, and authorize the override of the output signal.

The responsible of circulation of the band of regulation of the PM shall weighted if appropriate or not set the BT.

2 in BLA (BLAU, BLAD and BLAB) CTC or with featured stations: to) if the abnormality affects the output signals or locking device, on the way between a station and the telemandada, the responsible of circulation of the band of regulation of the PM shall weighted whether or not set the BT. If you keep the circulation under cover of the BLA, to issue train it will be necessary that the canton of blocking is free of trains, and authorize the override of the output signal.

(b) if the axle-counters will not work, the circulation Manager of the station will verify the arrival of the full train to your station by direct observation. If circumstances demand it may request the notice of arrival at the receiving station completed by the driver.

((c) when the abnormality affects a ride other than referred to in paragraph a), shall apply point 1 of this article.

3 in any of the above cases, if missing the telephone communication with the stations, not running the CTC, the circulation Manager of the same, you shall weighted circumstances and ordered the incorporation of responsible for circulation in certain seasons, with previous information requires the location of trains and cantons in the moment of the interruption, and the order of the establishment of BT and the ML decision. This information will be transmitted by telefonema, which will be recorded in the book of receipt corresponding, adjusting the formula to the circumstances.

For these purposes, shall not be considered free the cantons of lock whose occupation has been authorized by the output signal.

4 the artificial release overrides the lock protection, so its use should be limited to the following cases: to) when the canton of block is occupied by fault (canton of altered lock), may be carried out by any of the two side stations, acting on the corresponding buttons to perform the preparation of the release of the canton of blocking, freeing itself effectively to tour around a circulation in any sense then.

(b) if the blockade remains established because to leave the circulation the canton of blocking has been altered, this no can escape, until the canton of altered lock normalizes.

Chapter 4 (BT) phone lock section 1. 4.4.1.1 common aspects. Characteristics and application.

In the phone lock the relationship of dependence between stations is established by bilateral agreements between those in charge of circulation to arrange the movement of trains between the two. In this case, the dependency ratio is total.

The phone lock is applied: to) with nominal character, lacking lines of automatic locking systems that determine the AI.

(b) on a suppletive basis, on lines equipped with automatic locking (BA or BLA) systems, when there is an abnormality in their operation, or when so order it the responsible of circulation of band of regulation of the PM or the CTC.

(c) in line with no banalizadas way, on a suppletive basis, when by need for issuing railway cross purposes, is provided for the responsible movement of band of regulation of the PM.

4.4.1.2 expedition or passage of trains.

To issue or give way to a train it is necessary that: to) the canton of blocking is free of trains.

(b) request and grant the route for the train that will be issued.

c) setting the exit route.

(d) give the running order pursuant to article 1.5.1.8 of this regulation.

4.4.1.3 request, granting and refusal of the route.

1 the responsible of circulation of the station that has to issue or give way to a train, asked via to the collateral station, through the telefonema: the request will be: to) after having given via for the expedition of the same train to the former station.

(b) for an hour expected output or train passing through the station.

2. the person responsible for movement of the station that receives the route request will reply with one of the following receipt: 3. when the petition and grant are made to sections of double or multiple track, the telefonema of request and grant will be expanded with the following mention: 4. when the circulation Manager of a station denied the path for a train , and as soon change the circumstances that motivated the decision, be warned verbally to his correspondent, saying: 4.4.1.4. Notice of arrival.

1 immediately after the arrival of a train at a station or passing through it, the circulation Manager of the station shall ensure that: a) has reached or passed full.

(b) is protected by the input signal or, in the absence of this, the first needle.

2. next, will be responsible for circulation of the former station open, notice of arrival by the following telefonema: 3. when notice of arrival in sections of double or multiple track, the telefonema will be expanded with the terms outlined in the previous article.

4.4.1.5. cancellation of request via.

1. within cancel the request of via for a direct train, the necessary measures to stop it shall be adopted.

2. when necessary, will void the request of via studying the following telefonema: 4.4.1.6. Circulation requirements.

1. the person responsible for movement of the station will do the following: 1. proceed to the closing of the signals input and output from the route or routes to have obtained the grant of collateral circulation Manager via.
2. establish and verify the route matching, taking advantage of the catch as much as possible. You will find the needles, barriers and other equipment in the itineraries of input and output that do not have interlocking.

3. in lacking input signal stations, you authorize the entrance of trains by radiotelephony.

4. The Machinist, at stations without input signal will flow ready to stop before the first needle and shall not exceed it to receive authorization from the circulation Manager of the station by telephone.

Section 2. BT in case of abnormality of the BA or BLA 4.4.2.1. Establishment of the BT.

1. in case of abnormality in the operation of an automatic lock (BA or BLA) and provided that the responsible of circulation of band of regulation of the PM or the CTC has expressly authorized it, BT can be established in authorized the trip and routes.

2 both in single-track and double or multiple, the establishment of BT will take place separately for each authorized by the responsible of circulation of band of regulation of the PM or the CTC, whereas for all purposes as independent way among themselves.

3. the establishment of the BT in a way, not conditions the circulation on the other or others where circulate under cover of the BA or BLA.

4 in empty CTC runs: to) the responsible of circulation of the station which has issued the last train for the affected journey, will proceed to the closing of the output signal to the path where it will be to establish the BT. Received the authorization from the responsible of circulation of the band of regulation of the PM, it shall seek this to issued last preceding circulations numbering in order to compare the sequence of trains issued with its collateral. Obtained the script, will be at your side the following telefonema: b) the responsible of circulation station that receives the previous telefonema, collected of the circulation Manager of the PM to the last preceding circulations numbering issued by its collateral and will verify if the sequence of trains received or pending receive of your collateral is the same until the last train received is the last issued by collateral established BT. When the last received train is coincident with indicated on the telefonema's establishment, it will reply with the following: c) pursued these receipt, circulation managers of stations entered, in the train of the corresponding receipt book box, letter L or the number of the train or trains running as appropriate, and circulation shall be subject to the rules of the BT in the appropriate channels.

(d) if the abnormality affecting more than one way, will be a telefonema of establishment and another in accordance to each track.

5. on routes with CTC or stations telemandadas by the same head of circulation: the responsible of circulation from the CTC or the station telemanda will request the presence of circulation managers at stations in charge where the abnormality has occurred in the BA or BLA. Arrival to incorporation, proceed as follows: to) will ensure that the affected cantons of lock, are free train.

b) shall establish and ensure the route of passage through direct preferential way stations without circulation Manager.

((c) registered in their corresponding book of receipt the following telefonema: d) from that moment be circulated under cover of the BT. Responsible for circulation from the CTC or the station telemanda will be the Coordinator of that process. Held the seat at its corresponding receipt book of the train underway between stations and the release of the same when this occurs, as a check of the status and relationship of dependency between them.

(e) if it is standardised BA or BLA before joining the BT circulation managers at affected stations, responsible for movement of the CTC or the station telemanda, will ensure that the affected cantons are free of trains, and registered in their corresponding book of receipt the following telefonema: 6. on routes between CTC collateral or between stations telemandadas by different responsible for circulation.

If the path where is established the BT affects the scope of the two responsible for circulation CTC side or two side stations in ML, shall be as indicated in paragraph 4 of this article.

Driving conditions will be added to such receipt, by the intermediate stations without circulation Manager. The receipt of home circulation with BT or BT establishment, depending on whether CTC or featured stations, respectively, will be added to the stations without charge of circulation and, where appropriate: temporary limitations of maximum speed, PN with interlocked semibarreras without protection, etc.

4.4.2.2. incorporation of stations to BT.

1 on routes with CTC or with featured stations, when at least two stations have circulation responsible for intervening in the BT, will proceed: to) the responsible of circulation which are incorporated, be co-ordinated with the circulation Manager of the CTC or the telemanda stations and verbally request joining the BT.

((b) responsible for movement of the CTC or the telemanda stations, shall ensure that the canton of lock or lock cantons concerned, are free from trains, and shall subsequently forward them the following telefonema: c) thereafter, circulation managers involved in BT, after taking the ML, will come at the end of the output signal to the path where is circulated with BT , and be co-ordinated to apply BT.

(d) if I subsequently had to join the BT another intermediate station, responsible for movement of the CTC or station that telemanda it, you must authorize it previously.

((e) responsible for movement of the station which is incorporated into the BT shall send to their side the telefonema: f) the responsible of circulation of stations that receive the previous telefonema, when the canton of lock free train, replied with the following: information concerning stations without circulation Manager will be added to the telefonema and, where appropriate : Temporary maximum speed limits; PN with interlocked semibarreras without protection, etc.

(g) received the telefonema before each side stations, which must provide the same information, responsible for of circulation station be built. Responsible for circulation from the CTC or the station telemanda, delivered, in his case, the ML to the built-in station, and this will be at the end of the output signals to the path where is circulated with BT.

Since that time, notifications to the Machinist will be which correspond to the new situation of the consequence of the incorporation route, i.e., with cantons other than those existing before the incorporation.

2 performance in BAU with CTC workstations without ML incorporated in the BT.

It will proceed as follows: to) needles.

Your drive will be in charge of the circulation Manager of the station, but the circulation Manager of the CTC can trigger them, order of the circulation Manager of the station.

(b) signals.

At intermediate stations on the route that does not work the CTC, signals input and output on both sides will remain shutdown ordering.

However, the circulation Manager of the CTC may trigger input signals, order of the circulation Manager of the station.

4.4.2.3. circulation requirements.

1 established the BT, the circulation Manager of the station will be the following: to) proceed to the closing of the signals input and output from the route or routes, where facilities permit the automatic succession of trains.

(b) it will keep permanently the output signals ordering stop, while BT is established.

(c) in addition to the above, establish and verify the route matching, taking advantage of the catch as much as possible. At stations with CTC do not have ML, check needles, barriers and other equipment in the itineraries of entry and exit.

(d) in the stations of transition to a ride with BT, to give the start command is available, shall notify Machinist as follows: this notification may be unique for a trip that includes several stations. In such notification will be added the intermediate responsible for circulation without stations, if they exist, and where appropriate: limited speeds, PN with interlocked semibarreras without protection, etc.

((e) where there are needles in Street, prior notification will be expanded with the following text: f) will give the running order in accordance with article 1.5.1.8.

2 the driver shall comply with the following: a) in full via:-shall be deemed non-existent intermediate signals in travelling with BA as well as the signs preavanzadas BLÅ journeys with them in.

-The indication of the signal protection shall be considered sufficient verification, even if it is non-existent to other effects. If in a stop indication or turned off, it will stop at the needle and once verified its position allows the step, resume the March without exceeding the speed of 10 km/h until the last car has passed it.
-Will be circulated not exceeding 120 km/h speed, respecting the maximum speeds and the temporary speed restrictions, unless the circulation Manager notified other lower speed.

-Where there are intermediate signals related to the ASFA, it will disconnect the equipment on the affected route or, if you have Digital ASFA, the BTS mode selected.

(b) at stations:-shall be subject to what order the advanced signal. If you ordered stop, proceed as if you would give the indication of stop notice.

-Will he adhere to what order the input signal.

-Be deemed non-existent all output signals, except in closed AC stations.

4.4.2.4 reset of the BA and blah.

When you run the BA or BLA, the following will be done: 1. in empty CTC runs.

(a) attendant notice of arrival of the last train that was circulated under cover of BT for the corresponding distance, will reset the BA or BLA.

(((b) responsible for circulation shall forward to its collateral the following telefonema: c) the responsible of circulation that receives the previous telefonema, reply with the following: d) in via double or multiple is will be a telefonema of restoration and other compliance for each track.

(e) in the BAD, it is sufficient that the receipt of restoration have completed. Notices of arrival of trains in March, under cover of BT, will be taken to carry out it.

(f) restored circulation with BA or BLA, the responsible of circulation of band of regulation of the PM, or CLC, notify the engineer, by radiotelephone, or failing that, in the first season where to operate BA or BLA, the following: 2. in travelling with CTC or featured stations.

(((a) responsible for movement of the CTC will be informed of the location of trains and will be responsible for circulation of the affected stations to the telefonema: b) responsible for movement of the stations receiving the previous telefonema replied with the following: c) responsible for movement of the CTC will initiate its intervention in the lock and withdraw the ML. Responsible for circulation of the stations will attend the announcement of arrival of the last train that was circulated under cover of BT by the affected routes, when this occurs.

d) revived the movement with BA or BLA, responsible for movement of the CTC or the PM regulation band, notify the engineer, by radiotelephone, or failing that, in the first season where to operate BA or BLA, as follows: section 3. Temporary trivialisation of via (BTV).

4.4.3.1 application.

When via double banalized not necessary issue trains cross purposes, prior authorisation from the responsible of circulation of the band of regulation of the PM or the CTC, will establish the temporary Via trivialization (BTV) under cover of BT.

At the same time, for the sense of normal movement of that path, BT will be complemented with the use of the facilities of BA or BLA lines where to work, so that in cases where there are several cantons of BA between the stations at which the BTV has been established you can ask for and grant Avenue for more than one circulation under cover of the facilities without having received the notice of arrival of the previous movement.

The BTV conditions not circulation via the adjoining.

4.4.3.2. establishment of the BTV.

The establishment will be in charge of the circulation Manager of the station which dispatches trains in the normal sense by the way in which it will temporarily trivializing the movement of trains.

For the establishment of the BTV, it is essential to ensure that the canton of blocking or affected cantons of locking are free train.

The receipt included in the articles 4.4.1.3, 4.4.1.4 for trains travelling cross purposes, the mention shall be added: the circulation will be under cover of the BT and, as a complement, under cover of the BAD or BLAD in lines where they exist and operate. If once established the BTV or set it, does not work the BAD or BLAD, communicate this circumstance to collateral station and responsible for movement of the band of the PM regulation, and trains will take place exclusively with BT in both directions, informing operators of trains affected by the telefonema L4.32.

Running ADB or BLAD with the MC, the establishment and implementation of the BTV can be done in the following cases:-between CTC, being one in MC and the other in ML side stations.

-Between two side stations responsible for circulation Manager with intermediate stations without responsible for circulation.

-Between collateral CTCs.

Responsible for circulation of the CTC, at intermediate stations, shall establish and ensure the itinerary, to direct or diverted via that suits, staying this route in a preferential way while it is established.

1. in BAD or BLAD no CTC.

((a) responsible for movement of the station which has issued the last train for the affected journey, will proceed to the closing of the output signal to the path where you need to set the BT and shall forward to its collateral the following telefonema: b) responsible for movement of the station received the previous telefonema, when the last train received is coincident with as set out in the telefonema of establishment (, it will reply with the following: c) pursued these receipt, responsible for circulation of stations entered in the box of trains up corresponding receipt book letter L and circulation shall be subject to the rules of the BT.

2. in BAD or BLAD with CTC or featured stations.

In MC, the establishment of the BTV will be between two stations collaterals, although the way in which it is applied can understand more than two consecutive seasons.

On routes with featured stations, the BTV will apply and be established only in the path telemanda.

For the establishment of the BTV by responsible for circulation from the CTC or the station telemanda, working in MC must be to work with the MC BLAD or the BAD.

Shall be: a) responsible for movement of the CTC or the station telemanda, registered in their corresponding book of receipt the following telefonema: b) since then is circulated under cover of the BT, being responsible for circulating the CTC or the Station Coordinator this process telemanda, sufficing for this seat in his book of receipt corresponding of the train running between stations and the release of the same when this occurs , by way of checking the status and relationship of dependency between them.

3 responsible for movement of the CTC, if you have locking device, will act on it to prevent the opening of the output signal by the head of circulation of any station in ML, authorizing the opening of the same for each train when needed to issue it in the normal sense of movement.

4.4.3.3. incorporation of stations to the BTV.

1. in general, the BTV is established in one of the cases referred to in section 4.4.3.2, if they later have to join her other intermediate stations, necessary authorisation from the responsible of circulation of the band of regulation of the PM or the CTC.

2. the person responsible for movement of the station which is incorporated to the BTV will be at their side the telefonema: 3. the responsible of circulation of stations that receive the previous telefonema, when the canton of blocking or BTV cantons are free train, replied with the following: 4. received by the station that joins the telefonema L4.28 , each side stations responsible for of circulation, that they must provide the same information, the station will be considered built-in. The circulation Manager of the CTC delivered, in his case, the ML to the built-in station, and this will be the closure of entry and exit of its station signals.

5 the telefonema will be added to information concerning stations without responsible for circulation and, of them, where known, which have established step by diverging route and, where appropriate: limited speeds, PN with interlocked semibarreras without protection, etc.

6. starting from that time, notifications to the Machinist, will be that match the new situation of the consequence of the incorporation route, i.e. cantons other than those existing before the incorporation.

7 made inspected by responsible for movement of the CTC that the canton of blocking or cantons of blocking object of the BTV are free train, instruct responsible for circulation of the stations that initiate the circulation under cover of the BTV, informing them of the situation of the circulation at that time and taking them to the telefonema : 8 said telefonema will be added to information concerning stations without responsible for circulation and, of them, where known, which have established the route of passage through diverging and, where appropriate: limited speeds, PN with interlocked semibarreras without protection, etc. This information shall be notified to the Machinist who go to circular cross purposes by that route.
9. whenever possible, in the stations without circulation Manager, responsible for circulation the CTC, in coordination with stations collateral circulation managers, will perform the opening of signals, both normal and cross purposes, authorizing its override if necessary and close the triggered PN. In any case you can modify the route of the reported step via the driver, nor intervene in bilateral agreements.

4.4.3.4. withdrawal of the BTV station.

1 removal of the BTV station requires authorisation from the responsible of circulation of the band of regulation of the PM or the CTC.

When the canton of blocking or BTV cantons are free of trains, the circulation Manager of the station will be at their side the telefonema: 2. adding to the telefonema via which have established the route of passage and, where appropriate: limited speeds, PN with semibarreras locked without protection, etc., in accordance with the new situation.

3. those responsible for movement of the stations receiving the previous telefonema will answer with the following, if nothing is opposed: 4. at that time the circulation Manager of the CTC will withdraw the ML of the station which no longer intervene in the locking and stations collateral circulation managers concluded the movement between them, notifying operators as appropriate , in accordance with the new situation.

4.4.3.5 circulation requirements.

1. the head of circulation will proceed to closing signals in and out of the way in which the BTV is set.

2 for trains travelling in normal sense with BAD or BLAD in service: to) make sure that it does not circulate any train cross purposes.

(b) establish the route of entry and exit.

(c) you will use the BAD or BLAD.

d) in BAD may ask for and grant via without having received the notice of arrival of the preceding train. As the same direction trains arrive, notices of arrival that apply will be studying. In the train of the corresponding receipt book box, include trains, which exist in every moment in the section. When released it the last of them, the letter L is score.

3 for trains travelling cross purposes, the requirements corresponding to the BT item 4.4.2.3 shall apply: to) will ensure that the canton of BTV lock is free from trains.

(b) verify the needles, barriers and other appliances in the route of exit or entry, taking advantage of the catch as much as possible.

(c) notify the driver the following: 4. the responsible of circulation of the CTC or responsible for circulation of featured stations, the following added to the notification of the telefonema L4.32: this notification will be in the season where you start the BTV, which may be valid for a journey covering several stations, when they are informed of this and permitted the responsible of circulation of the band adjustment the PM using the telefonema : In such notification will be added stations open without charge of circulation, if they exist, and of them, which have established the route of passage through devious and, equally, where appropriate: limited speeds, PN with interlocked semibarreras without protection, etc.

When there are needles of cargos in Street, protected by signals, the previous notification will be expanded with the following: If before the end of the route of the journey, it will happen on normal route, the driver will be notified: 5. when the BTV is in charge of a responsible for circulation from the CTC or the station telemanda, in addition to the requirements contained in point 3 of this article (, completed as follows: to) to be the concert of the circulation in charge of a responsible for circulation, may notify directly the Machinist who circulate cross purposes, not being necessary to ask and give way. En_su_lugar, score on the corresponding receipt book for each train issuing cross purposes: b) for the issuance of trains, circulation Manager will ensure that the ride is free from trains, checking by the means at their disposal that has released the last train that was circulated. Shall be considered that the path of BTV has been released when it is received from a person in charge of circulation the following telefonema: 6. The Machinist: to) normal.

It shall be subject to that order signals.

(b) to cross purposes.

-Be deemed non-existent all output signals, except in closed or telemandadas according to the notification received from another station or CTC, stations. You keep connected the ASFA system, and will circulate without exceeding the speed of 120 km/h, unless responsible for circulation notified other lower speed.

-For needles full via the indication of signal protection shall be deemed to be sufficient verification. If you authorize the step, resume normal driving. If in a stop indication or off, will stop before the needle and in accordance with the received notification, verified once that your position is correct, will resume the March without exceeding the speed of 10 km/h until the last car has passed it. Otherwise, it shall inform the responsible of circulation of the band of regulation of the PM.

Approaching stations with input signals to contravía will it stand by what they order. If they did not exist, shall proceed as if it had found a signal of stop notice on the spot which is located advanced signal from the normal route, subject to what order the reverse signal. If there is no sign of retreat, it will be willing to stop before the first needle and shall not exceed it until circulation responsible for authorized entry into the station by radiotelephone, transmitting orders or limitations to be observed by.

At intermittent stations closed AC, such authorization is not required for entering the station and will circulate not exceeding 30 km/h until you are back in the street.

-On AC stations closed and telemandadas, according to the notification received, while detained by the order of the signs, it will exceed them, verifying the PN, the position of the needle protection and shall not exceed 10 km/h when passing by them. It will meet these same requirements when you are stopped before the first needle, not having cross purposes or reverse input signal.

4.4.3.6 restoration.

1. is deleted the BTV when there is no need for issuing railway cross purposes or otherwise the responsible of circulation of band of regulation of the PM or the CTC.

2 in BAD or BLAD no CTC or local control stations: a) after receiving notice of arrival of the last train that was circulated cross purposes, one of the makers of circulation, will be to its collateral the telefonema: b) responsible for circulation received the previous telefonema will reply with the following: c) pursued these receipt, circulation in normal direction via the indicated may be resumed , subject to the conditions for issuing the trains on each blocking system.

On routes of tag in which the BTV had been established between stations in ML, from this moment, the circulation Manager of the CTC may take the MC.

3. in BAD or BLAD with CTC or featured stations: the responsible of circulation from the CTC or the station telemanda considered restored normal circulation when you check that: there is no train circulating cross purposes, in its corresponding receipt book seats via is released after the circulation of the last train that was circulated cross purposes , and enroll in the same the telefonema: Chapter 5 section 1 intermittent duty stations. 4.5.1.1 AC stations. Way of proceeding on trips with AC stations closed.

1. The Machinist, arriving at the station, check the possible presence of any poster C or EC indicator, if the station has of them, or, failing that, the presentation of the step signal where appropriate. Otherwise, perform immediate arrest.

2. in stations, Machinist will respect all signal indications, regardless of the blocking system.

1 circulating through the normal means: 1. If the input signal allows the passage, will continue the March.

2 If the input signal is switched off or indicates stop, act as follows:-check the EC led at the entrance or the C poster that is installed on the platform.

-Move forward to checking the position of the needles and the PN protection devices.

-Will be circulated with March in sight until the signal following lock into lines with BA, when this work.

2 circulating cross purposes: 1. If there is no input signal to cross purposes nor reverse, does not require authorization to enter the station and will circulate not exceeding 30 km/h to override clockwise exit cross purposes (which are input in normal circulation clockwise) 2. If there is signal input or reverse, follow what it indicates.

3. If the signal is switched off or indicating stop, will act in the following way:-check the EC led at the entrance or the C poster that is installed on the platform.

-Move forward to checking the position of the needles and the PN protection devices.
-Will be circulated with March in sight until the signal following lock into lines with BA, when this work.

3. the circulation of the regulation of the WP band responsible for may notify the driver, that the station is closed and that alters the order of the above checks, by means of the following previous telefonema: the Machinist received this telefonema, when you arrive at the station, will verify the presence or absence of the poster C at the moment in which the visibility allows.

4. If the needles were not well prepared, or it is missing the C poster or display luminous EC, will be in communication with the responsible of circulation of the band of regulation of the PM, accordance with their instructions.

5 when a train stops between the signal input or reverse and a PN, the driver will proceed as if it were unprotected.

4.5.1.2. alteration of the periods of closure.

The PM can alter scheduled hours of closing and opening of the AC stations. In that case, the responsible of circulation of the band of regulation of the WP notify or make sure that you notify operators of the affected trains, except at stations equipped with EA or EC indication.

When a train is detained by order of the signals, and are turned off the lights visible from the driver's CAB EC or EA, Machinist shall comply with the regulations as if it were an open station, contact responsible for movement of the station or the PM regulation band and will adhere to its instructions.

Section 2. Other peculiarities 4.5.2.1. Trains that do not short circuited the track.

They will run under cover of the existing line block. The uniqueness of these trains must be expressly referred to in the information that the EF should be provided with the AI as referred to in article 1.5.1.18 of this regulation. When the presence of train detection system based on electrical track circuits affecting all vehicle travel will be fulfilled, in addition, the following requirements: 1. lines of BLA with CTC in ML or CTC, responsible for movement of the station, before issuing a train which do not short-circuit the route, it will keep closed the output signal and will be at your side the telefonema or BA : 2 then from these trains may not move any other train in the same sense. For this, circulation Manager will keep the output signal ordering stop, turn off automatic itineraries training systems until you receive the L4.4 telefonema of notice of arrival of the collateral station.

3 when it will circulate with BA, BAS, BSL, or BLA, CTC, keep stop ordering output signal, until Machinist communicate arrival to the immediate station using the telefonema L4.4.

4. the person responsible for movement of the station which has received the telefonema L4.41 will take steps to prevent any traffic access to the route, until, once verified the arrival of the vehicle, curse the telefonema L4.4.

5. in general, responsible for circulation shall not modify the established exit route. If necessary, seek Machinist's location to the driver confirmed through the telefonema: 6. Lorsqu'il s'agit de stations equipped with track circuits, the step will take place preferentially by the direct route.

4.5.2.2 via machinery.

1. the machinery of via in the exercise of its activity will operate under cover of an EVB as work train.

2. the machinery of via will be considered train, during their movement between stations during which do not perform work of its activity. As a result, will be circulated under cover of lock established on the line.

4.5.2.3. block post.

1 will be carried out by a person in charge of circulation. It is established by watchword of AI, in a certain mileage point, in order to divide the cantonamiento of a journey between two side stations.

2. the establishment, regulation, circulation and suppression requirements will be according to the slogan that regulates it.

FOURTH book TRANSIENT specification 1 circulation index radio CONTROL fourth book. TRANSIENT specification 1 CONTROL of circulation by RADIO Chapter 1. Radio control of circulation.

Section 1. Generalities.

4ET1.1.1.1. object.

4ET1.1.1.2. definitions.

4ET1.1.1.3. circulation processes annotations.

Section 2. Communications, signage and facilities.

4ET1.1.2.1. communications.

4ET1.1.2.2. specific signs of the CCR.

4ET1.1.2.3. needle.

Section 3. Circulation.

4ET1.1.3.1. delivery time or passage of trains.

4ET1.1.3.2. input, output and passage of trains.

Section 4. Lock.

4ET1.1.4.1. How is ensured.

4ET1.1.4.2. circulation authorization.

4ET1.1.4.3. notice of arrival.

4ET1.1.4.4. cancellation of the authorization of circulation.

4ET1.1.4.5 abnormalities in communications.

4ET1.1.4.6. restoration of the CCR.

Section 5. Composition and braking.

4ET1.1.5.1. composition of the trains.

Section 6. Maneuvers.

4ET1.1.6.1. authorization of the maneuvers.

Section 7. Miscellaneous provisions.

4ET1.1.7.1. record of receipt.

4ET1.1.7.2. circulation in other conditions.

Chapter 1 Movement Control by Radio.

Section 1. General 4ET1.1.1.1. Object.

This transient specification aims to regulate the conditions of circulation through circulation Control by Radio (CCR) system on lines where is installed, without responsible for circulation at the intermediate stations.

4ET1.1.1.2. definitions.

1 canton of CCR: is the part of via comprised between two side stations that occurs in both directions and under cover of this blocking circulation.

2. extreme stations with CCR: are which delimit the section of CCR.

3. intermediate stations with CCR: are those in the section of CCR where is can make crosses, as well as being origin or destination of trains, because they are open stations.

4 post of CCR: is the place where heads and coordinates the movement of trains in the section of CCR. It is in charge of a circulation Manager called responsible for movement of the CCR.

5 CCR section: is the stretch of line where this system applies.

4ET1.1.1.3. circulation processes annotations.

Operators of trains travelling in the CCR section noted the book's receipt of the engineer the circulation authorization telefonema received from the head of circulation of the CCR, registering the name of the station or stylus input until it was authorized and if the name of the train that must cross. In the same way, you register the arrival station when you curse the person in charge of the CCR train full and paragraph notice.

Also recorded in this book few receipt related to CCR receives circulation Manager.

If you void the authorization of circulation to be overruled by the head of circulation of the CCR or request its cancellation the Machinist, this shall crossed out with a diagonal line annotated texts.

Section 2. Communications, signage and facilities 4ET1.1.2.1. Communications.

There is a closed and secret radio communication between the circulation Manager of the CCR and the Machinist.

The circulation Manager of the CCR may make general call. East and the Machinist can make emergency calls, which is always open communication.

All communications will be recorded by a computer installed in the post of CCR.

4ET1.1.2.2. specific signs of the CCR.

The beginning and the end of the section of CCR are signposted on the road with the posters: the intermediate stations are protected to the braking distance, until the indicator needles, with the poster: 4ET1.1.2.3. Needles.

1. at intermediate stations there are two roads with trailable needles needles (FI5 signal of the RCF) mesh check indicator highlights. Its normal orientation is different way to allow train crossings.

Also there may be trailable needles in extreme seasons of the CCR. In all cases, such facilities will be contemplated in the slogan of the corresponding AI, describing each station.

2 check indicator of needles mesh, located in front of them, in seasons of CCR commands to Machinist: to) present when white light: normally circulate if nothing is opposed.

(b) when it is turned off: make stop to him informing responsible for circulation of the CCR or station if any, then resuming the March after checking that the needle is well prepared, or otherwise being held to the same.

3. the step by the needles, both if taken tip of heel, be not exceeding 30 km/h.

Needles, at talonadas by trains in its output, automatically return to its initial position.

4. by service needs or breakdowns, which are communicated to the responsible for circulation of the CCR, the needles can be released and operated locally, in accordance with that contemplated in the slogan of the corresponding AI, describing each station.

Section 3. Circulation 4ET1.1.3.1. Delivery time or passage of trains.

To issue or give way to a train is necessary that: 1. setting the exit route.
2. the person responsible for movement of the CCR transmit to Machinist the circulation authorization telefonema.

3. in extreme seasons, circulation responsible for give the start command, if applicable, pursuant to article 1.5.1.8 of this regulation.

4ET1.1.3.2. input, output and passage of trains.

1. in intermediate stations: by disposition of the catch, normally trains will enter the same path if they are of equal sense.

For railway crossings, trains only one will be authorized to circulate until the inlet needle, until the other is parked to avoid simultaneous inputs.

Arrival time departure and when it has been authorized to move to the next, the engineer will undertake the March.

Machinist, when circulation under cover of the BT will proceed as if it had found indication of stop notice at the same point where the poster is 'E', I will be willing to carry out stop before the first needle, not going beyond this until movement of the station responsible for authorizing it.

At stations not involved in BT Machinist will be input if nothing is opposed.

2. in extreme seasons: in all cases the driver will adhere to what order the signal input and if the output signal.

Section 4. Lock 4ET1.1.4.1. How secured it is.

By means of permanent knowledge of responsible for movement of the CCR of the situation of the trains on the section of the 'authorization of circulation' given to the driver and «Notice of arrival» train.

4ET1.1.4.2. circulation authorization.

1. prior information of the driver that is ready for departure, responsible for movement of the CCR, when the canton is free to train, you will be the next telefonema with the random number generated by the system: the circulation authorization will be given for each canton, prior to the March, in the former to the canton station.

Machinist received authorization to move, in the extreme stations, will not undertake until receipt of the corresponding running order pursuant to article 1.5.1.8 of this regulation.

2. The Machinist, exceeded the needle of output, in all seasons, shall inform the head of circulation of the CCR.

4ET1.1.4.3. notice of arrival.

1. at intermediate stations, and in the extreme that there is circulation Manager, immediately after the arrival of a train in a station, Machinist will be a by telefonema to the circulation Manager of the CCR notice of arrival of the full train station that corresponds, by: 2. stations extreme, if there is circulation Manager It shall send the notice of arrival to responsible for movement of the CCR by telefonema.

4ET1.1.4.4. cancellation of the authorization of circulation.

When given authorization from circulation, and until the train to undertake the March, there is some cause that advise you to rescind it, will be one of the following receipt: 1. on the initiative of the head of circulation of the CCR: 2. on the initiative of the Machinist: 3. these receipt be dealt, respectively, with one of the following: 4. completed the receipt listed above the train may not circulate until again the driver authorization obtained from circulation in accordance with article 4ET1.1.4.2 of this transitional specification.

4ET1.1.4.5 abnormalities in communications.

1 when arise abnormalities in a motor vehicle communication equipment, it will be considered useless and replaced by another that is in perfect working order.

2. If the abnormality arises during the service, the circulation Manager of the CCR may order that continue to pay travel guaranteed circulation with the available media.

3. If there are faults in the post of CCR team, BT will be established. The circulation Manager of the CCR shall order the incorporation of stations to BT, constituting the necessary cantons according to availability of staff and number of Circulations.

4. the person responsible for movement of the CCR may establish BT between extreme station and an intermediate which is incorporated a circulation Manager.

5. the person responsible for movement of the CCR prior to ordering stations joining the BT, will ensure the release of the cantons, studying circulation managers of the affected stations the telefonema: the former telefonema guarantees, responsible for movement of the station received it, the release of the corresponding canton so that, from that moment You can start the circulation under cover of the BT.

6. to operators of trains travelling under cover of the BT will be notified: 4ET1.1.4.6. Restoration of the CCR.

1. when communications return to normal radio, responsible for movement of the CCR shall inform those responsible for movement of the stations involved in the BT, and these when they released the cantons shall communicate it to responsible for movement of the CCR. Received that information, will be those responsible for circulation of the stations that are involved in BT, the telefonema: 2. the responsible for movement of the seasons be replied with the following: from now on, will no longer intervene in the locking.

3. the driver carrying the notification that circulates with BT will be informed through telefonema: section 5. Composition and braking 4ET1.1.5.1. Composition of trains.

1. the CCR applies to trains that are fitted with a radio equipment portable compatible, with a maximum length of 200 m, when its mass per axle is at least 2 t.

Section 6. 4ET1.1.6.1 maneuvers. Authorization of the maneuvers.

1. the manoeuvres carried out in extreme stations toward the CCR section will be carried out according to the head of the CCR, which will prevent the access of Circulations to canton, if the manoeuvre must exceed the input signal.

2 manoeuvres at intermediate stations must be made under the direction of a circulation Manager at the station. During its execution, the movement of trains by the same, will be made with BT.

3 finalised maneuvers, before resetting the CCR, crossings will be returned to his position as defined for the operation in CCR under what set the slogan of AI that describes the facilities of the station and its use.

Section 7. Provisions different 4ET1.1.7.1. Record of receipt.

1 the receipt, notices of complete train and notifications referred to in the preceding articles shall be recorded: to) by the head of circulation of the CCR in the corresponding receipt book. The AI is available if it is deemed appropriate, a specific model of book of receipt for the management of CRC.

(b) by those responsible for movement of the seasons, in the corresponding receipt book.

(c) by the driver, in the book of receipt from the driver.

2. the receipt which are exchanged with the Machinists is will attend a stopped train.

4ET1.1.7.2. circulation in other conditions.

1. trains not covered by this transitional specification and referred to appropriate service, will run under cover of BT according to article 4ET1.1.4.5 of this transient specification standards.

2 when it ceases service responsible for movement of the CCR, previously, it will incorporate the blockade, those responsible for movement of the stations and the return will restore the CCR through the receipt and articles 4ET1.1.4.5 and 4ET1.1.4.6 of this transient specification standards, respectively.

Fourth Book 2 TRANSIENT specification lock electrical MANUAL index fourth book. TRANSIENT SPECIFICATION 2.

MANUAL ELECTRIC LOCK.

Chapter 1. Electric lock Manual (BEM).

Section 1. Generalities.

4ET2.1.1.1. introduction.

4ET2.1.1.2. definitions.

Section 2. Lock.

4ET2.1.2.1. request and grant or via power supply.

4ET2.1.2.2. delivery time or passage of trains.

4ET2.1.2.3. notice of arrival.

4ET2.1.2.4. artificial release of the canton.

Section 3. Particularities.

4ET2.1.3.1. abnormalities.

4ET2.1.3.2. AC stations.

4ET2.1.3.3. vehicles which not short circuited the track.

4ET2.1.3.4. override of the manoeuvring area.

Chapter 1 Manual electric lock (BEM) section 1. General 4ET2.1.1.1. Introduction.

This transient specification aims to regulate the conditions of circulation under cover of the system of Manual electric lock (BEM), in lines on which is installed.

Manual electric lock (BEM) relies on the relationship of dependency that is electrically set between the two side stations output signals to prevent simultaneous access by two circulations to a canton.

4ET2.1.1.2. definitions.

1 canton of lock: is the part of via comprised between two side stations that occurs in both directions and under cover of this blocking circulation.

2 kinds of BEM: a) of request and granting of single track route b) of via, in only via decision.

Section 2. Lock 4ET2.1.2.1. Request and grant or via power supply.

1 the responsible for movement of the station that has to issue or give way to a train will proceed: to) request and via concession system.
Ask electrically via collateral station.

(b) via system.

To take electrically via collateral station.

2 the responsible for movement of the collateral station will put locking device in the position that corresponds to: to) request and via concession system.

Grant or deny electrically via.

(b) via system.

Allow or prohibit electrically via decision.

3. the operations referred to above shall be made in advance to not delay trains.

4ET2.1.2.2. delivery time or passage of trains.

Order the circulation Manager of a station can proceed to issue or give way to a train, it is necessary that: to) the canton is free of trains.

(b) requested and granted, or via take electrically.

c) setting the exit route.

(d) give up according to the prescribed order 1.5.1.8 this regulation article.

(e) the issue of train from routes without output signal is not permitted.

4ET2.1.2.3. notice of arrival.

1 immediately after the arrival of a train at a station or passing through it, the head of circulation will ensure that: a) has reached or passed full.

(b) it is protected by the input signal.

It will then trigger-unlock devices electrically to the arrival of the train.

4ET2.1.2.4. artificial release of the canton.

1. If it were not possible to release the lock, responsible for movement of the station will be the next telefonema that corresponds to its collateral: these receipt will be registered by those in charge of circulation in the corresponding receipt book.

2. next, both responsible for circulation will trigger artificial release device.

Standard lock, continue circulation under cover of the BEM.

Section 3. Features 4ET2.1.3.1. Abnormalities.

When, between two stations, not work with normal locking devices or output signals, BT is set to canton or affected cantons, being collected application for the BT in case of abnormality in the fourth book, Chapter 4, section 2 of the RCF.

4ET2.1.3.2. AC stations.

The same prescriptions that pick-ups will be fulfilled for the BT in the fourth book, Chapter 5, section 1 of the RCF, taking into account that it is not permissible to the closing and the opening of a station having occupied some of the collateral cantons.

4ET2.1.3.3. vehicles which not short circuited the track.

It will be that same prescriptions for locks without CTC, collected in the fourth book, Chapter 5, section 2 of the RCF.

4ET2.1.3.4. override of the manoeuvring area.

It will be that same prescriptions for locks without CTC, contained in article 3.5.3.1 of the RCF.

FIFTH book index security installations 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 management.

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 onboard equipment.

5.1.3.4 connection and disconnection of the on-board equipment.

5.1.3.5. entering data into the onboard computer.

5.1.3.6 signals considered non-existent.

5.1.3.7. off or discordant signals with ASFA system.

Section 4. Onboard devices of surveillance, information of speed and detection of overheating in elements of tread and brake.

5.1.4.1 definition and conditions for serving in origin.

Section 5. Auxiliary detection systems installed on the track.

5.1.5.1. detectors of over-temperature in axleboxes, wheels and brake discs.

5.1.5.2. falling objects to the path detectors.

5.1.5.3 detectors: impact on via.

5.1.5.4 side wind detectors.

Section 6. Steps to level 5.1.6.1 protection systems. Definition and scope of application.

5.1.6.2 level crossings temporary 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 to authorize the override of a signal that order stop.

5.2.1.3. relining a signal that order stop.

5.2.1.4 override a sign that order stop abuse.

Section 2. Interlocks.

5.2.2.1. requirements in case of abnormality.

Section 3. Train protection systems.

5.2.3.1. General prescriptions in case of abnormality.

5.2.3.2. requirements in case of abnormality during the March.

5.2.3.3. communication of the abnormalities.

Section 4. Onboard devices.

5.2.4.1 abnormalities in devices of surveillance, information of speed and detection of overheating in elements of tread and brake.

5.2.4.2 abnormalities in the telephone system.

Section 5. Auxiliary detection systems installed on the track.

5.2.5.1 abnormalities in detectors of over-temperature in axleboxes, wheels and brake discs.

5.2.5.2 abnormalities in detectors of falling objects.

5.2.5.3 abnormalities in side wind detectors.

Section 6. Systems for the protection of level crossings.

5.2.6.1 application.

5.2.6.2. faults at level crossing.

5.2.6.3 notification to the engineer.

Chapter 1 section 1-security facilities. General 5.1.1.1. Introduction.

The object of this book is to define the performance, both in normal situation as degraded, of different security installations that are in common use in the RFIG. They are not included within this book, or signals, or locks, which are the subject of the books 2 and 4, respectively.

Means installation of safety components, equipment and systems or set of them, approved, installed on land and aboard vehicles in order to increase the level of road safety.

Also, the software and data (registration, calibration, etc.) of each installation, components of it are considered. The same goes for communication systems through which transmitted orders and information related to the movement.

Security installations, include the following:-railway signals (treated in book 2).

-Interlocking.

-Locks (treated in Book 4).

-Systems of protection of trains (ERTMS, ASFA, LZB, EBICAB, etc.).

-Onboard devices of: surveillance (dead man).

Speed information.

Detection of overheating in organs of tread and brake.

-Auxiliary trackside detection systems.

Stuck brakes and hotbox detectors.

Falling objects to the path detectors.

Impact on via detectors.

Side wind detectors.

-Systems for the protection of level crossings.

Section 2. 5.1.2.1 interlocks. Definition, object and basic principles.

1. an interlocking is a system that allows secure safe routes for the movement of trains in the area of the stations, establishing a relationship of dependency between the positions of the various switches and crossings of the route, the semibarreras of PN (in your case) and orders that transmit the signals. In addition, sets relationships of incompatibility with positions or configurations of other devices or signals, preventing set incompatible itineraries that affect your safety by interfering with the first.

2 the basic principles of the interlocks are as follows: to) for the opening of a signal that authorizes a route, it is essential that previously all the same devices are arranged in the proper position.

b) while open signal authorizing a route cannot be changed the position of any apparatus related to the same.

(c) can be the opening of a signal that authorizes an incompatible with other previously authorized route.

3. incompatibility.

(a) two or more routes are considered incompatible if they can not be carried out simultaneously.

(b) each locking incompatibilities will be contained in the slogan that regulates its operation.

5.1.2.2 management.

1. in the management of interlocks and elements that manage it will strictly comply with prescribed in this regulation and in the slogans of the AI governing its operation. These documents describes facilities, their use and how to proceed in case of breakdown.

2. when it is exceptionally, necessary to maneuver needles distance in a not dissolved by a train route, once triggered, should be previously checked the detention and position of the train in relation to the needle which is intended to move.

3. when it is not possible to carry out the opening of the input signal as you establish the appropriate slogan of the AI, itineraries for parking trains may be in special conditions. For this purpose it shall take into account the following criteria: to) by the order of override authorized when the input signal available such indication.

(b) if the input signal has no such indication, it will authorize its override for telefonema, prescribing March of maneuvers and how many checks required to make the train. Will be taken into account, in this case, the conditions as to authorize the override are prescribed in this regulation.
(c) if the station has no input signal, the train will stop at the first needle and its parking lot with departure of maneuvers will be ordered.

4 at a station without locking, with the available routes or crossings to prevent concurrent routes, are considered incompatible the following itineraries: a) the simultaneous entry of two trains in the opposite direction.

(b) the entry of a train is while leaving another in the same sense by the opposite side and vice versa.

5.1.2.3. position of the needles.

1. for input, output, and passage of trains, the needles will be in all cases immobilized as indicated in the corresponding set of AI.

2. a frozen needle mechanically or electrically to the position corresponding to a route, does not require checking for other subsequent itineraries, as that position remains unchanged.

3. whenever possible, the needles of the routes where it is paragraph material must be directed in the position that avoid drift to roads.

Section 3. 5.1.3.1 train protection systems. Introduction.

They are systems that through the exchange of timely or continuous information between computers located in the infrastructure and on board the train, develop some or all of the following functions: to) information of signals in the cabin.

(b) braking the train while performing an unauthorized movement or to exceed the speed limit or in case of malfunction of the system.

(c) continuous monitoring of the speed of the train, with the application of braking curves commensurate with the State of the signaling and the maximum speed permitted at each point.

For the proper functioning and operation of these systems, it is essential that the equipment installed in the infrastructure and aboard trains, are compatible each other.

5.1.3.2 classification.

Train protection systems are classified according to the functionality provided to the Machinist: to) that provide information and continuous monitoring: ERTMS N2 and LZB.

(b) provide timely information and monitoring: ERTMS N1 and EBICAB.

(c) provide timely information and timely or semi-continuous monitoring: ASFA.

5.1.3.3 functionality of the onboard equipment.

Onboard equipment receives timely or continuous information about driving conditions that affect the train, and monitors the compliance of orders and information transmitted to the driver. Among its functions are the following: to) submit to the Machinist permanently in the information panel of the system, the information necessary to regulate the running of the train, so that in the event of a performance not in accordance with those, system act causing a brake order.

(b) submit to the engineer orders, indications and mode of operation of the signalling system for the specific actions to be carried out.

5.1.3.4 connection and disconnection of the on-board equipment.

1. the operations of connection and disconnection of the on-board equipment, will be conducted in accordance with the driving Manual for each vehicle.

2. the engineer shall always connected system onboard protection compatible with the path train to travel, except in the cases specified in this regulation.

5.1.3.5. entering data into the onboard computer.

1 when the Machinist are circular with an on-board system of protection compatible with the path train to travel, you must previously perform data input to the system with the stopped train. This operation will take place as indicated in the driving and equipment manuals, and with the data contained in the «book of itineraries of the Machinist».

2. when along the way change any of the above data, it will be again. In particular, when it is necessary to cancel the brake of a bogie of the composition, the data corresponding to the percentage of braking, are amended and if necessary, at the maximum speed.

5.1.3.6 signals considered non-existent.

When the driver should be considered non-existent intermediate signals in BA, it will disconnect the ASFA system all the way affected equipment. As an exception, it will not be necessary to disconnect equipment when: 1. be notified or is regulated by slogan that the beacons of the signs which should be considered non-existent have been removed or covered with sheets cubrebalizas.

2. the ASFA system allows circular mode BTS.

When the Machinist, circulating cross purposes, should be considered non-existent output signal, it will take the ASFA system connected to allow the reading of beacons.

5.1.3.7. off or discordant signals with ASFA system.

When signals are off or show commands or discordant information with the team of ASFA, the engineer will act always meeting the most restrictive indication.

When a level crossing protection signal present indication of protected PN and PN is the information given by the ASFA computer without protection, the driver will respect this last order.

Section 4. Onboard devices of surveillance, information of speed and detection of overheating in elements of tread and brake 5.1.4.1. Definition and conditions for serving in origin.

1. device of surveillance (dead man): System for the control of the active presence of the driver. It acts on the emergency brake of the train in case of lack of recognition when the system requires it.

2. device information of speed: continuously informs the driver of the real speed of the train, which is recorded in the elements of the vehicle registration.

3 detection device overtemperature in tread and brake elements: informs the driver of the existence of alarms by temperatures in the above elements.

These teams information prevails over trackside equipment.

At the station of origin of each service, the cabin must be in perfect working condition devices of surveillance and speed information, and equipped vehicles, on detection of overheating in elements of tread and brake.

Section 5. Auxiliary detection systems installed at the via 5.1.5.1. Detectors of over-temperature in axleboxes, wheels and brake discs.

1 they are devices that measure the temperature of the boxes of fat, wheels and brake discs for vehicles, passing through the points that are installed.

2. the information obtained is transmitted automatically to a central position, where the thermal conditions of all the measured elements are stored.

3. in annex 3 of this book the corresponding thresholds are set and regulated the actions of control and monitoring of the same.

4. for trains without on-board device, where a circulation Manager receives an alarm in the recorder, according to the affected component and the type of alarm, shall communicate it to the engineer, or ensure the train stop at the first sign or cantonamiento screen. In addition, will tell you: to) side which affects the alarm: right or left in the direction of movement of the train.

(b) type of alarm.

(c) place that occupies the axle or wheel with indications of heating, counted from head to tail including the locomotive or locomotives.

(d) measured temperature.

5.1.5.2. falling objects to the path detectors.

1 they are systems that allow the existence of obstacles at the points of the way in which are installed from the time of his fall.

2. when the CTC received an alarm from a detector, deemed that the route or routes affected are intercepted at the corresponding point and act as determined in this regulation to cases of interception of via.

5.1.5.3 detectors: impact on via.

1 they are systems that allow you to detect defects or deformations in trains rolling elements, as well as overweight in axes.

2. the values corresponding to via and axle load impacts are defined in annex 3 of this book and also regulate the proceedings in connection with the vehicle and its communication by AI to EOF.

5.1.5.4 side wind detectors.

1 they are systems responsible for controlling the speed of the wind that affects the way laterally. They are composed of a number of weather stations installed in the line, allowing you to divide it into areas of control of wind.

2. each meteorological station predicts the behavior of the wind (detector predictive) in their sector or sectors of control, 10 minutes in advance. Each detector is integrated in the remote control detectors of the line.

3. lines equipped with these systems of detection, produce two types of notices:-wind alarm: when it predicts a wind that is incompatible with the normal circulation of trains, depending on the maximum speed of each train, the application will determine "Limited in time of the speed maximum» to implement in the field of control of wind affected, who shall notify the driver. The temporary limitations of speed to implement values are defined in annex 3 of this book.

(-Operational alarm: this alarm is triggered when unknown state of wind of the control associated with the meteorological station, sector being the most disadvantaged for operation, this alert may be caused by two reasons: to) loss of communication with the weather station.
(b) State of «disabling» of the weather station. In this State there is communication, but there has been any incident that prevents to predict the wind in the control sector.

The alarm is reported through a pop-up window in the application.

-Disable Alarm: occurs when an operation or wind alarm disappears.

In the case of a wind alarm, this disappears when it is predicted that the wind will be compatible with the normal movement of trains in the corresponding control sector.

In the case of alarm operation, this is disabled when disappears the reason that prevents the operating status of a wind control sector.

In the latter case, to recover the communication or meteorological station «empowerment», it may take some minutes until it will make the prediction and, therefore, instructed the State by wind in the sector. During this time, will endure the status of «disabling».

4. on lines not equipped with side-wind detectors, and the equipped in cases where for any reason unknown state by wind from a particular sector, where the Meteorological Agency expected in some stretches, winds of speed between the values indicated in the tables of annex 3, Chapter 4 «Detector of side wind on high speed lines» of this book shall be established by the affected section «Limitations temporary maximum speed» indicated for each train in these tables.

5. the "temporary limitations of maximum speed» shall be notified to Machinist including them in the «book of itineraries of the Machinist» or through the telephone, when it is not possible to establish them through the system of traffic regulation.

Section 6. Steps to level 5.1.6.1 protection systems. Definition and scope of application.

1. the content of this article refers exclusively to the automated, or triggered PN located in station or street, in normal operating conditions.

2. a locked PN is between input signals from a station whose protection is activated through the establishment of schedules that apply to you, and is deactivated with the progressive dissolution of the route to the advancement of the train.

3. an automatic PN is located at street and whose protection is automatically activated when the train approaching at the same.

4. in both cases, the protection of the PN will be secured before the passage of trains, by the indications of fixed signals, and by facilities that are equipped with them.

5. in the case of abnormality it will be provisions in Chapter 2, section 6, of this book.

5.1.6.2 level crossings temporary works.

1. only exceptionally and for reasons quite justified they may be established and they must have the express permission of the DGF.

2. AI made its regulation by slogan indicating therein the safety and signalling systems that affect the PN.

5.1.6.3. Special intersections.

The intersections of roads or roads with railway lines will not have consideration of PN when these occur inside port areas.

Protection and regulation of this type of intersections should be established in each AI SGS.

Chapter 2 abnormalities section 1. 5.2.1.1 fixed signals. Requirements in case of abnormality.

Responsible for circulation that has to charge a signal, and: 1. which must authorize the passage, order stop or is turned off, shall authorize its override under the conditions outlined in this section, and inform affected circulation managers so that they notify operators.

2 exceptionally, and must stop, order did not, ensure the arrest of trains affected with the means at its disposal (hand signals...) and immediately communicated the circulation Manager of collateral station that comes and the band of regulation in order to adopt the appropriate measures.

5.2.1.2 conditions to authorize the override of a signal that order stop.

1 the head of circulation having in charge the signal will be very note that the authorization of override overrides the protection and, therefore, shall take the necessary measures to ensure the security, checking that: to) has not authorized any incompatible movement.

(b) the route clockwise are well prepared.

(c) the way to go is clear of trains.

(d) prescribe the driver orders or speed limitations that may not give the signal.

(e) has been activated the PN of the route protection.

(f) when it is necessary to authorize the override the output signal of a station in ML, while another in MC, the prior authorization of the circulation Manager of the CTC will be accurate. This same authorization will be required between responsible for circulation of CTC collateral. This is will be the next telefonema: in case of banalizadas way, will expand the previous telefonema with the mention: 2. when circulation Manager in charge of the signal can not check by itself or by a person in charge of certain needle position, pickets, occupation of roads, barriers, etc., may be prescribed to the driver, in the authorization of override to perform these Visual checks. In such authorization, will identify each of crossings and elements of affected PN, position to be submitted and, where appropriate, checks in the special crossings (detours, mixed-gauge changes and switches and crossings with mobile heart), regarding the position of the needles and other mobile elements that compose them.

3 may authorize the override signal, although the route to take is not free of trains, provided that the preceding trains are moving in the same direction and by the same way, prescribing the Machinist March maneuvers until the point of parking, or March in sight until the next signal.

4. If the cause of the signal to order stop outside for a reason unrelated to the succession of trains, as well as prescribe to Machinist March view, indicate the possible reason, the points where need to make stop, if necessary, and the way that it should recognize the affected sections.

5. in line with BA, the override of a output signal is always authorized with March in sight, irrespective of whether it is free or not the way to go.

6. in line with blah, BSL and BAS, the override signals output and the PCA, in his case, is authorized with normal driving, when the route to travel is free of trains.

5.2.1.3. relining a signal that order stop.

1 responsible for circulation that has to charge a signal that order stop, being necessary a train or manoeuvre to resume the March, may authorize your override the driver arrested before it, by means of the following telefonema: 2. when the override may not be authorized by the above procedure, shall be effected by delivery to the Machinist of the Fiat newsletter of override.

3. in the authorization of override signal, it may be authorized at the same time the relining of two or more signals when they are directly related (recoil entrada-senal signal, successive internal and output signals of a same unit, etc.).

4. in line with CTC, equipped with telephone, your circulation Manager may authorize the override several successive signals through the telefonema: check the position of the needles, will be prescribed to the driver when the circulation Manager of the CTC is unable to perform it by itself or by a person in charge.

5. in the case of a double track banalized, will expand the previous receipt with the mention: 5.2.1.4. A sign that order stop improper lining.

1 when a train unduly override a sign that order stop, even when it is untimely change of its indication, Machinist made immediate arrest, informed of the override to circulation Manager who has it in his charge and will adhere to its instructions. In the case of output signals, the order to resume the March will be through the following telefonema: 2. exceptionally, provided the letter «P» signs, resumed the March not exceeding 40 km/h, with March to the tab until you reach the next signal.

Section 2. 5.2.2.1 interlocks. Requirements in case of abnormality.

1. the use of interlocks in cases of damage to needles and other equipment of the same, will be strictly in accordance with provisions in this regulation and the corresponding slogan that adjust in each case, their functionality.

2. in these cases, exceptionally it may vary is an established route as when, previously, circulation Manager communicates it to the driver and receive your aware of this. Only in the case of avoid an imminent danger may vary is an established route but, previously, have not done the communication between responsible for circulation and Machinist.

Section 3. 5.2.3.1 train protection systems. General requirements in case of abnormality.

1. when at the station of origin, or in the first of the RFIG for international trains, a motor vehicle will run on a line equipped with a train protection system, and can do by uselessness or deficiency in the onboard equipment, shall be considered useless, to move with such a system.
2. If during a train any deficiency in the onboard equipment, although it does not obstruct circulation with train protection system, the operator must notify the responsible of circulation of the band of regulation. At the end of the trip, the motor vehicle shall be considered useless, to move with such a system.

3. in the above cases, if the vehicle has another set of train protection compatible with any of the installed infrastructure, you can circulate with him.

5.2.3.2. requirements in case of abnormality during the March.

1. If during the journey, the abnormality impedes circulation with train protection system, Machinist will immediately report this situation to the responsible of circulation of the band of regulation.

2 if it is not possible to continue driving with another train protection system, may continue the movement until the first season without exceeding: to) the maximum speed of 120 km/h, serving the maximum speeds of the line and respecting limited speeds that may affect them.

From this station, will in addition meet the following requirements: b) will circulate with a second person enabled in the driver's cab until the first season in which the EF has material base, or in his absence, until the end of the route of the train; unless the EF established in their SGS other procedure that mitigates the risk generated effectively, and this procedure is authorized by the ARS.

(c) after the train, the vehicle is deemed useless to the service until its repair. Where the basis of material is in the same town of completion of the train, vehicle can circulate under the conditions defined in this article to base for repair.

5.2.3.3. communication of the abnormalities.

1. any abnormalities identified by the Machinist related infrastructure or the onboard systems of train protection equipment shall be communicated to the responsible of circulation of the band of regulation or the CTC.

2 the responsible of circulation that receives the communication of abnormality: a) for infrastructure-related, will have their service and be notified by radiotelephony this abnormality to the driver of each of the affected trains, or, failing this, instruct the circulation Manager of the former station, where the train has stop prescribed, to notify it.

(b) for those connected to the onboard equipment, you will have that you inform the EOF of the abnormalities that could affect the movement of the trains.

Section 4. 5.2.4.1 onboard devices. Abnormalities in devices of surveillance, information of speed and detection of overheating in elements of tread and brake.

1. the surveillance device operating is condition at the station of origin for a vehicle start service. If during the journey the surveillance device is averiase, Machinist shall it to the responsible of circulation of the band of regulation or the CTC by radiotelephone or through the circulation Manager of the first open season. Since the first season where arises the breakdown, a second person authorised will be incorporated into the driver's cab to supplement the function disabled, until the end of the trip; unless the EF established in their SGS other procedure that mitigates the risk generated effectively, and this procedure is authorized by the ARS.

2. If during the journey speed information device is averiase, Machinist shall it to the responsible of circulation of the band of regulation or the CTC by radiotelephone or through the circulation Manager of the first open season. In addition, it shall take precautions not to exceed the maximum speeds of the routes that go to circular.

3 if in origin (JRU) security recorder averiase is, the vehicle shall be deemed useless and will be replaced by another. If the fault during the journey, Machinist shall inform the responsible of circulation of the band of regulation or of the CTC, and East to the EF, which will decide if you repair it, if you replace the vehicle or if trip continues.

4 at the station of origin, in the event of a fault in the on-board detection device in elements of tread and brake overheating, Machinist inform responsible for circulation corresponding, before the departure of the train, so the same circulation is carried out under cover of via detectors. In addition, limited its train speed to the given in the Manual of driving or operation of your vehicle.

5. If during the journey the on-board detection system over-temperature in elements of tread and brake is averiase, Machinist limited its train speed to the given in the Manual of driving or operation of your vehicle.

In addition, inform the corresponding circulation responsible for the monitoring of possible alarms through the detectors installed in the track, which will circulate.

5.2.4.2 abnormalities in the telephone system.

In the event of a fault in the on-board system of radiotelephone (GSM-R or train land), Machinist inform corresponding circulation Manager. In addition, in the driver's cab must have a portable GSM-R communication environment, train to WAYSIDE, or radiotelephone public to keep the needs of regulatory communications between the driver and circulation managers.

End of the journey, the vehicle is deemed useless to the service until its repair.

Section 5. Auxiliary detection systems installed at the via 5.2.5.1. Abnormalities in detectors of over-temperature in axleboxes, wheels and brake discs.

1 is the responsibility of the AI the maintenance and operation of equipment referred to them in this section.

2. in case of abnormality in the operation or unavailability of any equipment, AI inform the EOF with circulations in the affected line.

3. for vehicles travelling under cover of overtemperature detectors in boxes of fat, wheels and brake discs, installed on roads, in case of abnormality in a detector in a high speed line, trains that have been monitored on a previous detector, can circulate at normal speed provided that there is an interval of more than 50 km Since the faulty sensor or out of service, until the next detector into service.

If the above condition is not fulfilled the maximum speed of the train circulation is limited to 160 km/h from the first detector not operating until the next detector into service.

5.2.5.2 abnormalities in detectors of falling objects.

When some detection equipment is out of service due to lack of maintenance, breakdown or other causes, this circumstance shall be notified to the Machinist and the speed will be limited to the passage by the detection area to 160 km/h.

5.2.5.3 abnormalities in side wind detectors.

1. alarm operation.

This alarm is generated by any of the following reasons: to) loss of communication with the weather station.

(b) disqualification from the Meteorology station (there is communication, but there has been any incident that prevents to predict the wind in the sector of control).

Their activation involves the ignorance of the State by wind in the sector of control associated to meteorological station. In this case, the prediction of winds will be made by the information provided by the State Meteorological Agency and for the proper management of «temporary maximum speed limit» to implement, will follow the criteria set out in annex 3 of this book.

2. a functioning alarm deactivation.

When the weather station will be operational, functioning alarm will disappear. Until the first prediction of wind in the sector, predicting winds through the information provided by the State Agency of meteorology will still be used, and the criteria established by the AI in annex 3 of this book will follow.

3. maintenance of the meteorological station.

If a Meteorology station pass the State of maintenance, it means ignore the State by wind in the sector of control associated to meteorological station. In this case, the prediction of winds will be made by the information provided by the State Meteorological Agency and for the proper management of «temporary maximum speed limit» to implement, will follow the criteria established by the AI in annex 3 of this book.

Section 6. Steps to level 5.2.6.1 protection systems. Application.

The requirements of this section refer to the protection automatically to the located PN when protection devices will not work, and have that fault staff walk in step.

5.2.6.2. faults at level crossing.

When an automatic or locked PN is without tension, the semibarreras have broken or turned off flashing signals to the road, the head of circulation of band of regulation or the CTC arrange shipment to the PN's staff enabled, in order to take care of it. It will be notified to operators that the PN is unprotected until repair.

5.2.6.3 notification to the engineer.
1. the person responsible for circulation which have to issue, step or authorize the throwback to a train for a journey in which there is some PN unprotected, notify the engineer the following: 2. If PN is automatic protection and protection devices are not working, will proceed in the same way, bearing in mind that, to be able to authorize the recoil of a train It is necessary to place at the head of the train in the direction of the movement to a person authorised to perform maneuvers and, where appropriate, Act on the elements of protection of the national police to take necessary security measures.

3 If the train didn't stop prescribed, shall ensure the accidental stop to make this notification.

FIFTH BOOK. Annex 1 European (ERTMS/ETCS) train CONTROL system index fifth book. ANNEX 1 EUROPEAN (ERTMS/ETCS) TRAIN CONTROL SYSTEM.

Chapter 1. ERTMS / ETCS.

Section 1. General 5AN1.1.1.1. Introduction.

5AN1.1.1.2. orders of the side signals for trains in circulation with ETCS.

5AN1.1.1.3. maximum speeds.

5AN1.1.1.4. temporary limitation of maximum speed.

Section 2. Connection / disconnection and data entry.

5AN1.1.2.1. connection and disconnection.

5AN1.1.2.2. data entry.

Section 3. Modes.

5AN1.1.3.1. driving in FS (full monitoring) mode.

5AN1.1.3.2. driving mode SR (responsibility of the Machinist).

5AN1.1.3.3. driving mode SH (maneuvers).

5AN1.1.3.4. driving in OS mode.

5AN1.1.3.5. driving in mode a (not equipped via area).

5AN1.1.3.6. driving in SN (national system) mode.

Section 4. Transitions and changes in level.

5AN1.1.4.1. nominal transitions.

Section 5. Relining of EOA (end of authorization of movement).

5AN1.1.5.1. held before an EOA.

5AN1.1.5.2. override abuse the EOA.

5AN1.1.5.3. common requirements for a train stopped before an EOA or which exceeded unduly the same.

Section 6. Abnormalities.

5AN1.1.6.1. notification.

5AN1.1.6.2. abnormalities in the DMI.

5AN1.1.6.3. off or in dubious indication signals.

5AN1.1.6.4. stopping the train by action of the ETCS.

5AN1.1.6.5. message for eurobalise defect, message inconsistency and a eurobalise binding reaction.

5AN1.1.6.6. revocation of emergency from the CCE stop.

5AN1.1.6.7 lost communication with the RBC.

5AN1.1.6.8. disconnection of the equipment.

5AN1.1.6.9 abnormalities in the level changes.

Informative appendix.

5AN1. AP1.1. system architecture.

5AN1. AP1.2. levels of application of the system.

5AN1. AP1.3. principles of the ETCS system.

5AN1. AP1.4 modes. Definition.

5AN1. AP1.5. Forms for the transitions.

Chapter 1 ERTMS / ETCS section 1. General 5AN1.1.1.1. Introduction.

This appendix establishes the procedures applicable to the movement of trains with ERTMS/ETCS system, hereinafter ETCS, installed in different lines of the RFIG, regulating the processes of trains according to the characteristics of the infrastructure and the onboard equipment of the same.

The ETCS system is a control, command and signalling system based on transmission of information between the track and trains that overlaps with an underlying side signalling system.

The ERTMS (European rail traffic management system) concept covers three areas: to) the ETCS (European train Control System), for control of the train and the control systems. It defines the entire process to ensure safe train movements.

b) GSM-R (railways telecommunications system) is a standard system, which will replace the numerous national systems through a digital single platform for all applications.

(c) the ETML (levels of traffic management) to ensure a coordinated service: adjust schedules, optimizing the capacity of lines, optimization of the fleet in stock vehicles, energy saving and improvement of the traffic.

The system, developed so far, allow a mixed traffic (movement of trains equipped and non-equipped) and can be paired with several existing European systems which allows a gradual introduction of fixed and mobile installations. For this reason, different operation levels of the ETCS have been established.

Depending on the level and technical modes of operation, carries out supervision continues the speed and location of the train, providing information about the maximum speed at each point, the speed target and distance goal, directing the actions of the train brakes when it detects that the existing conditions represent a security risk in the circulation.

Under certain circumstances some temporary limitations on maximum speed of breaking, such as Machinist shall comply, in addition, other requirements and information that are reported to him by not being included in the system.

5AN1.1.1.2. orders of the side signals for trains in circulation with ETCS.

The cab-signalling prevails over the light-side signalling when it circulates with ETCS Level 2 or 1 in FS mode. He is excepted from this rule approximation to an EOA for cases in which this is done with release rate. During this process the Machinist will circulate in conditions comply with the order of the corresponding fundamental fixed signal, guaranteeing the arrest of the train before it when you order stop.

In level 2: Mode FS, when the train is stopped before an EOA, not may resume the March to not receive the renewal of the MA from the RBC. This award may be either in front of a signal or well in front of a screen of ETCS.

At the beginning of the mission Machinist start the March meeting the indications received in the DMI, even if the next signal presents aspects of the signals FF7C or FF7D (respectively a combination of a focus of red color with another one of fixed or flashing blue).

Level 1: mode FS, when the train is stopped at a sign with an EOA, may not start the March if this signal is the indication of signals FF7A, FF7B and FF7C. With the rest of the directions allows you to come to the beacons signal subject to what prompted the DMI (new MA, step mode SH, etc...).

At the beginning of the mission, it may not start the March until the signal present indication other than FF7A, FF7B, and FF7C signals. With the rest of directions you can come to marks (obtaining MA) signal, subject to what prompted the DMI.

5AN1.1.1.3. maximum speeds.

1 allows you to fulfilling the limits laid down in article 1.1.1.7 of the RCF, circular not to exceed the speed of: to) that result from the dynamic supervision circulating in levels 1 and 2 in full mode (FS).

(b) circulate in level 0 + ASFA or in level 0, the maximum permitted for movement under cover of lateral signaling, established in the RCF.

2. the maximum speeds of the line at each point, are integrated in the ETCS system; or in your case in the national system which will allow the circulation with level STM.

5AN1.1.1.4. temporary limitation of maximum speed.

1. the «temporal limitations of maximum speed» affecting lines equipped with ETCS operating, are entered in the system (which affect lines that have operating also the LZB system, are entered in both systems).

2. the AI will establish a procedure for the management of the "temporary limitations of maximum speed" to ensure that they have been properly implemented at all operating levels.

3. the circulation of the regulation band Manager will ensure that trains, before his departure from origin, have been transmitted to the EF all «limitations temporary maximum speed» so that they appear in the book of itineraries of the driver, or, otherwise, you have been notified. Also, notify operators of trains that are already underway towards the affected points.

Section 2. Connection / disconnection and introduction of data 5AN1.1.2.1. Connection and disconnection.

To perform operations of connection and disconnection of the on-board equipment, it will be under the vehicle driving Manual.

1 connection.

(a) the connection of the equipment shall be carried out with the stopped train and will only activate the cabin being placed first in the direction of travel. If the use of the ASFA is required, this must be connected previously.

(b) the motorman of a train equipped with LZB-STM transmission module, that will run on a line equipped with LZB, checking whether the module is connected and operating.

(c) manoeuvres shall be carried out with equipment connected and SH mode selected. It will proceed in the same way in flashbacks, unless technically require the disconnection of the equipment.

(d) if it is necessary to perform maneuvers, for this purpose, before issuing the train level 1 mode SH will be selected until the end of the same, then is selected the level that corresponds.

2 disconnect: the driver shall ensure that the equipment is disconnected: to) in cabin changes and setbacks, which technically require it.

(b) in the case of abnormality, when you order it responsible for circulation by fault in the equipment onboard, system failure or exploitation needs.

5AN1.1.2.2. data entry.
As indicated in the Manual of the team driving and with the data contained in the document of the train, Machinist, when you go to circulate with ETCS, must be entering data on standing train. When they change some of these train data, they will be introduced again.

Where it is necessary to cancel the brake one or more bogies or axes of composition, it will be necessary to change the data previously entered the team, vary the percentage of braking or if necessary to reduce the maximum speed.

Section 3. 5AN1.1.3.1 modes. Driving in FS (full monitoring) mode.

1 to allow the ETCS Level 2 or level 1 team circulate in FS mode you need to have a movement authorization (MA).

2 in FS mode Machinist will comply the directions presented in the DMI, acting on corresponding devices to follow curves of control speed and braking required at each time.

3. the AI communicated by slogan, the points of entry into the system which, generally, is produced as FS step.

4. the transition to other modes since FS is usually automatic.

5AN1.1.3.2. driving mode SR (responsibility of the Machinist).

1. in this mode the system does not supervise indication signals (unless ordered to stop), nor that of ETCS screens in your case.

Nor monitors the situation in which the facilities are so Machinist will comply as provided in the regulations, with respect to orders of the signals and rules of the blockade that circulates, fulfilling the "temporary limitations of maximum speed" and performing operations that the system required in cabin. The system monitors a set maximum speed (national value), which will be displayed on the DMI at the request of the driver.

2. at the beginning of the driving with ETCS Level 2, one of the ways in which can initiate its operation system is SR, which is maintained until onboard equipment receives a MA, automatically or after confirmation in DMI, upon request of the RBC, by the motorman of the free way ahead (TAF).

3. at the beginning of the driving with ETCS Level 1, the mode in which the system starts its operation is SR, which is maintained until onboard equipment through Group Eurobalises of the first fundamental fixed signal that can stop order (signal BG).

4. in this way, the driver received the authorization of relining a signal that order stop, must press the override, since otherwise there would be immediate arrest for the application of the emergency brake to TR mode.

5AN1.1.3.3. driving mode SH (maneuvers).

1. this mode allows forward and backward driving. The provisions of the applicable regulations with respect to the address and carrying out maneuvers, signs orders and prescriptions of circulation of the March of maneuvers will be fulfilled. The system monitors a set maximum speed (national value).

2. the step in SH mode by a signal indication override authorized, involves via team to send the train profile mode.

3 AI through luggage shall places which SH mode must be selected by the driver stopped train, as well as who should recognize it once has shown him by the team via the DMI. After the maneuver and to train stopped, the driver must select the «end of SH».

4. in ETCS Level 2, depending on the characteristics of the RBC, when the driver select SH will receive authorization from change of mode from the RBC, or you will be issued a request to CCE operator so that it authorizes you, if necessary, change to mode SH. Once authorization has been received, the team automatically transit as SH. In case of not receiving authorization, the driver must inform the head of circulation and follow their instructions. The team will go to SH after disconnection of the RBC.

5AN1.1.3.4. driving in OS mode.

1. This modality allows driving in advance, the Machinist making the override the signal indication override authorized, respecting the March on the eye with the speed that will allow the team, or that which is according to the rules stipulated, and being responsible to check the occupation of the road.

2. the Eurobalises or the RBC sent to train mode OS profile, Machinist will recognize the OS mode one time to be displayed on the DMI. From the moment in which goes to OS the system monitors a set maximum speed (national value) and sent to train in profile mode. When a lower speed limit is entered in the system, the supervised maximum speed will be limited to.

3. in ETCS Level 2, for making the transition from OS FS, the onboard computer will remain in mode OS until you receive authorization of movement, automatically or after confirmation in the DMI, upon request of the RBC, the motorman of the free way ahead by (TAF).

5AN1.1.3.5. driving in mode a (not equipped via area).

In this way onboard team ignores any information regarding signals, monitoring the consistency of data of beacons, if they exist. Changes in maximum speed that had read the system before changing the mode, will be conducted by the onboard team. The driver shall comply with provisions of the regulations with respect to orders of the signals, movement with the ASFA system, and to the fulfillment of the «temporary limitations of maximum speed».

5AN1.1.3.6. driving in SN (national system) mode.

In this mode the onboard computer behaves as if it were the corresponding national system. The indications of the DMI by filling in the corresponding regulations will follow.

Section 4. Transitions and changes of level 5AN1.1.4.1. Nominal transitions.

Before the movement of a train Machinist must connect all signalling equipment that will be used in the same path and put into service that corresponds to the start of the journey.

ETCS Level 1 or 2 to ETCS level STM-LZB.

1. when ETCS equipment reads the announcement of transition in level 1 mark, or transition to level STM-LZB ad information, prepares to make automatic switching to level STM-LZB, and sends a message to the DMI's transition to level STM-LZB to Machinist.

2. at the time that the ETCS equipment switch to level STM-LZB system LZB will be which pass to monitor driving. Once received the order of transition at the corresponding mark, the driver should recognize the transition in a time of 5 seconds.

ETCS level STM. LZB to ETCS Level 1 or 2.

1. a sufficient, by means of the information on via distance, a text message will be sent to the driver in the DMI announcing end-LZB, Machinist will recognize the end.

2 when the team ETCS read the mark of transition to ETCS Level 1 or 2 ad, prepares to make automatic switching to that level, and sends a message of transition to level 1 or 2 to the Machinist, Machinist must recognize it in a maximum time of 5 seconds.

3 when you receive the order to change from level to level 1 or 2, ETCS equipment disconnects the STMLZB, after which assumes the ETCS Level 1 or 2 control and mode that corresponds.

4 transition to ETCS Level 2 in paragraphs border lines, can be either previously transiting ETCS Level 1, or directly to level 2.

ETCS Level 1 or 2 to ETCS Level 0 (with ASFA).

1. when ETCS equipment read the mark of transition to the level 0 ad, prepares to make automatic switching to level 0 + ASFA, so it feeds the ASFA computer and a message is sent to the Machinist 'Transition to level 0' in the DMI.

2. at the time that the ETCS equipment switches over to level 0 system ASFA will be which pass to monitor driving.

ETCS Level 0 (with ASFA) to ETCS Level 1 or 2.

1. when ETCS equipment reads the change in level 1 announcement mark prepares to take control and turn off the ASFA system.

2. the driver receives a text message in the DMI warning him of the transition.

3 when you receive the order of change of level, level 1, ETCS equipment disconnects the ASFA, after which takes over ETCS Level 1 and mode that corresponds.

4 transition to ETCS Level 2 in paragraphs border lines, can be either previously transiting ETCS Level 1, or directly to level 2.

ETCS Level 2 ETCS Level 1.

1. when ETCS equipment receives notice of change level information and prepares to end the communication with the RBC.

2. the driver receives a text message in the DMI warning him of the transition.

3. When you receive the order of level change, the ETCS equipment transit ETCS Level 2 level 1 of ETCS Level 1.

1. when ETCS equipment reads the announcement of change of level mark prepares to start the communication with the RBC meeting.

2. the driver receives a text message in the DMI warning him of the transition.

3. When you receive the order of level change, the ETCS equipment transit to level 2 section 5. EOA (end of movement authorization) override 5AN1.1.5.1. Arrested before an EOA.

1. The Machinist arrested before an EOA will be in communication with the circulation Manager indicating the point of arrest (pk, signal, screen of ERTMS, etc.).
2. the head of circulation, once proven route to perform, will authorize you, if necessary, the override of the EOA by means of the following telefonema: 3. case of the EOA associated with a signal that gives access to the route in banalized double track, the authorization of override is indicated via (I, II, etc.) by the train going to circulate.

4. the head of circulation is barred to Machinist movement in sight until the following fundamental fixed signal that sortable stop (identifying it in the notification), except in cases where there is complete security that the canton of block delimited by the light-side signalling is free from trains. If the EOA coincides with output on a line of BA, is always barred to Machinist movement in sight until the next signal.

5. the driver of a train that is circulating in level 0 + ASFA, and is detained at a sign in indication of stop you receive order of transition to level 1, to pass it in this indication must be acting on the push-button «beyond» the ASFA system and also on the button's override of the ETCS system, since if it does not act upon the override , passed by the BG's signal, manage the information of it producing a TRIP.

5AN1.1.5.2. override abuse the EOA.

1 the train improperly passes the EOA, immediately occurs when a transition to TR mode, resulting in the arrest of the train. Following the arrest, the Machinist will be in communication with the head of circulation, indicating the point of arrest (pk, relined signal or display of ETCS) and will request authorization to resume running, or the recoil until the relined signal. So you will recognize the Trip going to PT mode.

2. the head of circulation, after having made the necessary checks, authorize you, where appropriate, to restart or to retreat through the following telefonema: the circulation conditions prescribed in the telefonema the driver where have notified you shall comply.

5AN1.1.5.3. common requirements for a train stopped before an EOA or which exceeded unduly the same.

1. the driver, after receiving the corresponding authorization, held in system the operations necessary to continue the March.

2. in ETCS Level 2, although it pass as FS, shall not be considered circulating in this mode to override the following screen of ERTMS or fundamental fixed signal that can stop order. Once exceeded any of the points mentioned, if you continue mode FS will be considered train driving with FS, and the telefonema received to restart, loses its validity, the driver will inform the circulation Manager of this circumstance.

Section 6. 5AN1.1.6.1 abnormalities. Notification.

When the circulation Manager know any abnormality related to system (displaced markers, out of service, which do not transmit information or that this is wrong, etc.), this abnormality by the radiotelephone shall notify the driver of each of the affected trains.

When abnormality, via or in the EOB, is observed by the driver, it shall so inform the circulation Manager of the CTC by the radiotelephone.

5AN1.1.6.2. abnormalities in the DMI.

1. in the event of failure of the primary and redundant DMI will be fulfilled the provisions of the applicable regulations in the line, with respect to orders of the signals and rules of the blockade that circulates.

2 if failure causes the transition to SF (system failure) mode you must disconnect ETCS equipment as indicated in section 2 (switch-off).

5AN1.1.6.3. off or in dubious indication signals.

When signals are off or in dubious indication ETCS information may not match the appearance of the signal. In this case, circulating in FS, the Machinist inform abnormality responsible for circulation. Case does not circulate in FS, shall be subject to the order of the signal and take place at cabin operations that apply.

5AN1.1.6.4. stopping the train by action of the ETCS.

1. If detention of the train is produced by action of the ETCS, and such detention brings the change to a mode other than FS, Machinist inform circulation responsible for so that, where appropriate, notified to you by the restarting. In such a case, the driver will proceed as if it had found the previous signal stop advertisement or announcement of caution as the case.

2. If the arrest is due to override incorrect signal shall proceed as indicated in article 5AN1.1.5.2.

5AN1.1.6.5. message for eurobalise defect, message inconsistency and a eurobalise binding reaction.

The message by default, the reaction of a eurobalise or poor reception of a message link, will cause the service braking. For trains travelling with ETCS Level 1, usually, once started braking, if you receive a MA will release the application of the service braking, provided that the MA received no precise application.

5AN1.1.6.6. revocation of emergency from the CCE stop.

Where circulation responsible for receive in the post of centralized Control of ERTMS (CCE), an indication of which has been sent to a train of emergency stop, will be in communication with the corresponding train Machinist. Once analyzed the reasons that caused it, if required the train to continue their March, shall revoke the emergency stop, in which case the driver will not strike the relining of the EOA until circulation responsible for communicate that it has been revoked, and authorize him to continue the March through the telefonema No. 5AN1.4.

5AN1.1.6.7 lost communication with the RBC.

When a train circulating in ETCS Level 2 lose communication with the RBC and, after making the system programmed attempts, not the driver of the train, recover it, will not «manual call». The reconnection with the RBC will be established once received the order from the infrastructure. This requirement shall not apply to the beginning of mission at that level in the stations.

When the loss of communication with the RBC circulating mode OS, the EOB will brake service to arrest, if does not recover the communication distance granted by mode OS profile up to the head of the train will be trimmed. The driver will proceed in accordance with article 5AN1.1.5.1.

5AN1.1.6.8. circulation with BT system turn off: when necessary to a train that travels with ETCS to circulate with BT, the notification to the Machinist who prescribes the RCF will be expanded with the note: «disconnect the ETCS».

Fault in the EOB, needs of exploitation or otherwise'.

Responsible for circulation shall so inform the driver by means of the telefonema: when abnormal indications, or the lack of them in the DMI, attributable to the Eurobalises, the RBC or fixed signals not will result in disconnection of the equipment, unless circulation responsible for ordering it.

5AN1.1.6.9 abnormalities in the level changes.

1 when the driver notice that you there is the transition to the level determined by the infrastructure it shall inform the head of circulation.

2 when there is futility in the infrastructure, or onboard computer (EOB), or when there is a transition not scheduled on road to another lower level of implementation of the system, the driver communicated to circulation responsible for such circumstance, to this notify you how to proceed.

In both cases, circulation responsible for shall send to the driver the following telefonema: (1) between driving conditions, be may be prescribed to Machinist deactivation or activation, as appropriate, of the level 2 or 1, permitting the team embarked.

3. when driving conditions prescribed in the telefonema 5AN1.4 specified in the deactivation, when an EOA is generated, shall be in accordance with the provisions of article 5AN1.1.5.1.

4. the driver shall inform circulation responsible for when transitions to unexpected technical modes occur.

5. the driver shall inform circulation responsible for when having made the step by a signal of input, output, or PCA, or any other entry point to the system, consider that, and must indicate the system mode FS, do it, and there are no causes or occurrences that justify it.

6. the driver, before any ruling that hinders the transition or change in level, it shall so inform the person responsible for circulation, normalize the team and, by this order, select the level that prompted or disconnection of the equipment, according to the notification received.

7. abnormality in the transition between ETCS and LZB.

a) If during the transition process a fault occurs in the system, the Machinist should contact circulation Manager, and select team ETCS Level 1 or STM-LZB, depending on the case, then circulating under cover of lateral signaling and March in sight until the next signal.

((b) if not the driver can select level 1 or STM-LZB of ETCS, as the case may be, shall inform the head of circulation so authorized him to normalize team embarked by the telefonema: c) when the train not transmission LZB, the driver shall complete the regulations applicable to the line.
8 if lines are fitted with ETCS Level 2, abnormality, a train equipped with level 2 transitase level 0 or level 0 + ASFA, the engineer shall be detention with service brake and shall inform the head of circulation, who will order the selection of ETCS Level 2 or level 1, as appropriate, by the following telefonema: informative appendix 5AN1. AP1.1. system architecture.

Due to the nature of the functions required for its operation, the ETCS system is installed part on track and in part on board the trains thus defining two subsystems: subsystem via, and the onboard subsystem.

1 subsystem via.

Depending on the level of the application with which the route, the subsystem is equipped via can be composed of the following components: Eurobalise: is a device of timely transmission of information that sends telegrams to the on-board ETCS system. They can transmit fixed telegrams (default) or switchable, i.e. variables based on the signage.

The Eurobalises are organized in groups of beacons (BG) within which each mark will transmit a telegram to ETCS on-board equipment, which circulate on them.

Drive line (LEU) Electronics: They are electronic devices that connect the interlock with the switchable Eurobalises. Its function is the transmit to the Eurobalises telegrams variables depending on the conditions of the signage.

Center lock on Radio (RBC): a computer system that produces messages to send, via radio, to the ETCS equipment shipped depending on the conditions of signage and information exchanged with the onboard subsystem. The main purpose of these messages is to provide authorizations of movement allowing trains to circulate with security in the area of infrastructure under the responsibility of the RBC.

Checkpoint ETCS (PCE): position that manages the control of ETCS applications centrally. The SGP allows the operator to establish and cancel "temporary limitations of maximum speed".

Euroradio (GSM-R): It is a communication system via radio that is used for the exchange of messages in both directions between ETCS onboard subsystems and the RBC.

Eurolazo or prior information via radio unit: are optional devices for lines equipped with level 1. They provide information in advance to ETCS on-board equipment, relative to the next main signal in the direction of the train. At the moment they are not operating.

2. onboard subsystem.

Depending on the application level to be equipped with the ETCS onboard subsystem, it can be made up of the following components: team «basic» ETCS on-board: a computer system that monitors and controls the movement of the train on the basis of information exchanged with the subsystem of pathway. It is enough to operate at level 1 with Eurobalises.

On-board radio system (GSM-R): is used for the exchange of messages between the on-board ETCS equipment and the RBC. Needed for level 2.

Specific transmission modules for national systems (STM): make the functions of "translator" between national systems implemented on track and on the trains, and the «basic» ETCS equipment.

5AN1. AP1.2. levels of application of the system.

1. the level of implementation of the system, or level, to the kind of integration of on-board equipment and infrastructure, which mainly depends on the means of transmission and via team referred. They relate sorted from highest to lowest priority.

a) ETCS Level 2: operating system ETCS on a line controlled by an RBC and equipped with fixed Eurobalises and Euroradio.

b) ETCS Level 1: System ETCS operating in a line equipped with Eurobalises, fixed and switchable.

c) ETCS level STM: operating system ETCS on a line with a 'national' signalling system. Embarked equipment incorporates a STM module to communicate with the system installed on the track. The trains stop and speed monitoring are carried out by non-ETCS equipment.

d) ETCS Level 0 + ASFA: System ETCS operating in a line not equipped with ERTMS, but equipped with ASFA (national system).

e) ETCS Level 0: System ETCS operating in a not equipped with ETCS in service line.

2 compatibility. Levels 1, 2 and 3 are compatible from major to minor. That is, a train equipped to operate at level 3 can operate also in level 2 and 1.

A train equipped to operate in level 2, can also operate in level 1.

The ETCS, by means of STM system, can integrate LZB, EBICAB or ASFA, therefore maintaining compatibility with the information existing on the track, corresponding to such systems.

Machinist, will select at each time the level corresponding to the movement of the train and depending on the equipment of infrastructures.

5AN1. AP1.3. principles of the ETCS system.

The ETCS onboard subsystem performs the supervision and control of speed and distance on the basis of information received from the subsystem of pathway.

The most relevant information on the basis which the onboard team carries out these controls is: 1. movement (MA) permission is the permission that receives the train, in terms of distance, when it is fully supervised, to move up to a certain point. Such distance is sent to the train via RBC or beacons.

The following features are part of the MA: to) the end of authorization is the point to which is authorized to the train to circular.

When the speed goal (speed permitted at that point) is zero is called end of authorization (EOA). When it is not zero, is called limit of authorization (LOA).

(b) the release speed is the speed of the train to which the approximation to the EOA is monitored. The motorman of manually should regulate the speed of the train not to surpass the EOA. If the train has automatic Traction/brake connected to the system and is operating, handles in combination with the ETCS not exceeded the EOA.

(c) the point of danger (DP) is a location beyond the EOA which could reach the head of the train, without the risk of a real situation of danger.

d) a MA can be divided into several sections, each of which can be assigned a value limit of time to traverse. Expires when the time allotted and not it has travel section, you could apply a reaction of braking by the onboard computer.

The MA can be enlarged, cropped, or revoked, the new values received by the on-Board Unit will replace always the previous. In the case of being revoked, the MA is lost.

2. speed restrictions.

The maximum speed which allows a train to circulate, is limited by different kinds of speed restrictions, called static speed restrictions and also taking into account the values of the corresponding MA EOA/LOA.

These static speed restrictions are treated in the same way regardless of the level of implementation of ETCS.

The static speed restrictions are speed limitations imposed by the road infrastructure, characteristics of the train, and the mode in which the on-board equipment is.

Static restriction of speed categories are independent each other, i.e. a category does not affect speed restriction, nor will be affected, by any other category of static speed restrictions.

Depending on the type of speed restriction static, normally you will need to use the length of the train to ensure that the whole has passed through a static restriction of speed, until it can be considered a speed increase. The onboard equipment is responsible for compensation by length of the train where necessary.

Speed restrictions static categories are: to) static profile of speed (SSP).

The static profile of speed (SSP) is determined by speed of a specific section of via fixed restrictions. The restrictions may be related to, for example, the maximum speed of the line, curves, tunnels and bridges.

The static speed profile is based on factors that depend mainly on the track, but also of the train; as it is the case of the type of train, Normal, A, B, etc. The relationship between the characteristics of the track and the train determines the static speed profile for each train.

If an increase of the speed at a point of the SSP, should be delayed or not depending on the length of the train, it is determined by the information of the SSP sent to the on-board equipment.

(b) speed profile for axle load).

He is a non-continuous and defined according to the load per axle, speed profile in such a way that each section to which this type of restriction is applicable, specify different speed limits and which axle loads for those different limits will be applied.

It is possible that for a section shall be applied various restrictions on speed, depending on the load per axle.

Trains whose axle load is equal to or greater than the minimum value defined, are affected by the restriction of speed given for such value; not so the trains with a lower axle load.

((c) temporary maximum speed (LTV) limitations) the limited speed is a limitation of transient speed because of the infrastructure; for example, to be used in areas of works, etc.
When partially two or more LTVs overlap train uses more restrictive speed limit in the area that overlap.

Each LTV has an identifier, which makes it possible to its reversal using this identifier. The LTV will be cancelled immediately upon receipt of the revocation from fixed line equipment, regardless of the length of the train. This revocation can only be given by the subsystem via.

(d) related to the train speed restriction.

The ETCS system takes into account the maximum speed of the train in accordance with your maximum speed authorized, or with the data entered on the onboard computer, where they can be modified.

(e) mode-related speed restrictions.

The value of the restriction of speed related mode will be determined by the corresponding national value or the corresponding default values if 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 value by default.

With information of all static speed restrictions, onboard team develops and oversees the speed more restrictive (MRSP) profile that must respect the train. The speed more restrictive profile will be calculated again, when you change any of the elements on which it is built.

Selection of more restrictive speed profile: 3. other information from via.

Data relating to the rail infrastructure will normally being stored by the on-board equipment in such a way that they constitute a special map of the sections of the route that the train has to go.

The following is a synthesis of these data.

(a) conditions of the road.

The condition of the track function is used to inform the driver and the train, where appropriate, an existing condition ahead of the train.

The conditions of the road are sent as profile data (for example, area where the stop is not permitted), i.e., specifying the beginning and the end where the data are applicable, or (for example, change of traction power) location data i.e., giving the starting point, depending on the condition of the track.

The conditions of the road covered by this function are:-section without power, lowering pantographs or turn off the power switch / open circuit breaker;

-Closing of hatches pressurization;

-Tunnel, not allowed stop / inhibition of alarm for travelers devices system;

-Change of traction power, operate the switch on-board power supply to traction;

-Bridge, stop illegal / inhibition of alarm for travelers devices system;

-Large metal masses;

-Area of shadow of Radio, cut the link loss monitoring radio;

-Disconnection of the brake of recovery;

-Disconnection of the Eddy-current brake;

-Disconnection of the magnetic brake on Rails;

b) text messages.

The ETCS system makes it possible to transmit information that is displayed to the driver in the form of text messages. Text messages are always supplemented by conditions with respect to when and where they should be displayed, and if needed confirmation from the engineer.

If more messages of the same type which can contain the available DMI display should show simultaneously, newer messages shall take precedence over the old which will be hidden but remain stored and reappear if the newest messages are deleted. The driver can also select different hidden messages to display them.

In the case of messages that require confirmation from the engineer, they are not hiding behind the newer messages of the same kind that do not require confirmation. If a message that needs to be confirmed is hidden behind another message that also has to be confirmed, it reappears when the latter is confirmed.

(c) mode profile.

It is possible to send to train an indication of profile from mode to mode On Sight (OS) or Shunting (SH) mode. For mode OS mode profile defines the input and the length of the area to view. For SH mode only mode profile will define the entry to the manoeuvring area.

If the on-board equipment received a new MA no mode profile, profile of mode that is being used is removed.

4. dynamic supervision and gradients.

The speed control is the supervision of train speed relative to its position, in order to ensure that the railway respect the 'more restrictive speed profile» (MRSP) and limit or end of authorization (LOA/EOA) movement.

The on-board ETCS equipment emits braking commands and revokes them (except for the order of emergency brake); It can also receive status information: if they apply or loosen the brakes. However, not monitoring brake control circuits; since they are non-ETCS equipment.

The speed control comprises:-the maximum speed monitoring, supervising the curves of constant speed determined based on the present value of the more restrictive speed (MRSP) profile.

-The monitoring of the speed goal, monitoring the process of braking at a low goal rate, or the EOA / LOA.

-Control the release rate.

-The function of stopping the train, to override an EOA / LOA. The function of stopping the train (Train Trip) will be initiated if the on-board equipment detects that the head of the train has exceeded the EOA/LOA.

The train stopping function will issue an order of emergency that is not revoked braking until the train is stopped and the driver confirm the arrest.

The gradient is the inclination measurement presenting via. It will have a positive value when it is a ramp (ascending) or negative in the case of a gradient (). This information is sent from via on-board equipment, which uses it in the calculations of braking distance.

5. limits of Supervision.

The principle of speed monitoring resides in the comparison in real time of the speed of the train speed allowed, calculated by the Eurocab and activating the brake of the train (service or emergency, depending on the case), when the speed of the train exceeds the speed.

This operation is based on the knowledge by the crew of the train from its location with respect to the information ETCS points represented by the Eurobalises.

All calculations performed by the onboard equipment are considered decelerations are guaranteed, but are different depending on the steps of speed and the types of train, and that these decelerations should be corrected by taking into account the slopes and ramps included in the MA (authorisation of movement).

The ETCS train calculates intermediate goal points (distance goal and target speed) and a point goal that shall not exceed (distance goal with zero, EOA speed).

A_partir_de these points goal, the train made speed control curves: to) (V. limit) permissible speed curve: is speed that can reach the Machinist in a secure manner, and which is shown in the DMI.

(b) notice curve: located above the permitted speed curve in such a way that, if the actual train speed exceeds the speed prescribed for that curve, an indication (sound and visual) is sent to Machinist so decrease the speed in order to avoid the application of the service brake.

(c) intervention (supervision) of the service brake curve: when this this brake in operation ETCS operating, lies above the curve of notice that, if the actual speed of the train exceeds the speed prescribed by this curve, activates the service brake, releasing it when it comes to the speed limit. The performance of the service brake is indicated in the DMI.

(d) emergency curve: located above the curve of activation of the service brake, such that, if the actual speed of the train exceeds the speed prescribed by this curve, applied the emergency brake, releasing only a stopped train. The activation of the emergency brake is indicated in the DMI.

(e) release rate: If the speed of the train exceeds the speed of release, an order will be activated to apply the emergency brake.

The transition to the release rate control will run automatically when the rate of release value is equal to the limit of the intervention of the service brake. The limits of intervention and emergency curves, will no longer be monitored.

Notice that triggers an alert that is displayed while the train speed exceeds the limit. This warning limit is lower than the speed of release. The transition is executed when notice of the speed goal control limit is equal to the limit of notice of the release speed control.

Shown in the DMI release speed is monitored, and the value of such speed of release.

The indication of the limit of speed allowed the goal speed control continues until you reach zero.

6. protection against unwanted movement of the trains.

(a) protection against improper movements.
Protection against improper movements (RAP) will prevent the train to move in the opposite direction to the position of the investor in the active cabin. If the inverter is in the neutral position, the RAP prevents the train from moving forward or backward.

When the system to recognize a movement that exceed the national value for permissible distance of exhaust, brakes are applied.

When the train stops the stop order will be revoked to allow the driver to loosen the brakes.

After the revocation of the order of braking, the RAP will be initiated again, using the current position of the train as the new location of reference.

(b) protection against reverse movement.

Protection against reverse movement (RMP) prevents the train moves in the direction opposite to the permitted. The permitted direction of movement of a train is the most active, if it is available on board. When a backward motion is detected, it gives the order to apply the brakes at the end of a distance specified by a national value.

When the train is stopped the order of braking is repealed to allow the driver to loosen the brakes.

After the revocation of the order of braking, the RMP is initialized again, using the current position of the train as new reference location.

(c) supervision of immobilization.

This function prevents that the train moves more than a distance dependent on the train.

If you exceed the monitored distance, will be issued a stop order.

If a cabin is enabled, the order of braking is repealed as soon as the train is stopped, so that the engineer that loosen the brakes.

After the revocation of the order of braking, the supervision of immobilization is again initialized, using the current position of the train as the new reference location.

Note: Some series of trains there are in the train itself equal to similar to these supervisions. Running the most restrictive value of both monitoring.

5AN1. AP1.4 modes. Definition.

1 means technical mode of operation, or "mode", the State of operation of the Board in relation to the supervision that can offer on the basis of the information received from the infrastructure, at each of its levels.

2. technical modes of ETCS are: non-operational; applicable to all levels (0, 1, 2, and STM): IS (Isolation; isolation). The team is isolated; It does not intervene in any team train, or even the brakes.

NP (not power; power). The team is without power and therefore there is order of emergency brake.

SF (System failure; system failure). It is caused by a failure of the EOB that affects the safety of the equipment. The order of emergency brake is given.

SB (Stand By; standby). Mode used for the home of the team, its self-test and peripheral devices. It is the way in which you have to enter data from the train at the start of the mission. The train remains standing by the action of the brake.

Operating: SR (Staff Responsible; responsibility Machinist); applicable to levels 1 and 2. Under the responsibility of the driver driving mode; When is necessary under the direction of the person in charge of circulation. It is used when there is no path information, for example, at the start of a mission, after an override, or after a failure of the via team. In this mode eI embarked equipment monitors the maximum speed; national value set for this case. Machinist must respect the side signage according to the RCF.

FS (Full Supervision overall supervision); applicable to levels 1 and 2. The team monitors the movements of the train connection with a dynamic speed profile calculated on the basis of the static speed profile, temporary speed restrictions, data of the track gradient, train and MA. This mode can not be selected by the operator. DMI will show the driver the speed of the train, the speed limit, and the distance goal and speed goal when it is pointed out.

OS (On Sight; March view); applicable to levels 1 and 2. Circulation mode associated with the entry to busy route. Embarked equipment monitors the speed defined for this mode (national value) and the limitations of speed below that national value; the driver will proceed as laid down in the RCF with that established maximum speed limit. This mode can not be selected by the operator, is sent from the way by order of the head of circulation.

SH (Shunting manoeuvres); applicable to levels 0, 1, and 2. How to carry out movements of maneuvers. The team monitors the movements of the train on a maximum speed and maximum distance defined by a stop command. SH mode can be selected by the operator, or ordered by the way, what Machinist required recognition deI. The entrance of the team in SH mode is considered an end of mission.

SN (National STM); applicable to level STM. Is utiIiza when it circulates through a line equipped with a national signalling system. Module STM maintains the functionality of the national system and interacts with via fixed equipment. In this mode, the driver must comply with established procedures for the national system.

A (Unfitted; not equipped via); applicable to level 0. Circulation mode at level 0, used in areas not equipped with ETCS. The team monitors the speed determined for this mode (national value) the driver must respect existing lateral signaling and procedures established in the RCF.

Special operations: TR (Trip; Override abuse); applicable to levels 1 and 2. Mode associated with automatic stopping of the train, which could involve deI emergency brake. Team travels to this mode as a reaction to an unsafe event (for example, the override an EOA). When the train is stopped be required recognition of the driver to exit this mode.

PT (Post Trip; after override); applicable to levels 1 and 2. So which team travels once recognized eI TR. In this mode occurs the emergency brake release; It only allows movement backwards and a distance determined as national value. To continue her March may only perform the procedure of override or, if the team allowed no, select the start of mission.

NL (Non Leading; without remote control); applicable to all levels. This mode is defined to manage eI a cabin equipment which does not circulate in the first place and that is not controlled from the head, because you have your own driver (multiple traction).

SL (Sleeping sleeping); applicable to all levels. This mode is applicable to a booth that does not circulate in head and which is controlled at distance. Therefore it has no driver (multiple command).

RV (Reversing kick); applicable to levels 1 and 2 (not used in the RFIG). This mode is utiIiza to change eI sense of the progress of the train and drive from the same booth. This is only possible in an area of recoil, previously announced by the fixed equipment of via. On-board equipment will show the speed of the train, the speed limit and the distance to go.

5AN1. AP1.5. Forms for the transitions.

Two ways to make level transitions are.

1. nominal transitions: are those that occur at the borders of the line (or within it) after a mission as a result of changing level ETCS or via signaling system.

They are made automatically when receiving change order transmitted by beacons or RBC containing the following information: a) distance to the change of level.

(b) point, before reaching the level shift, from which the engineer can perform recognition. This must be done before that within 5 seconds after changing the level.

(c) MA (authorisation of motion) until the switching point. The speed at that point will be adequate to the new level.

2. degraded transitions: are those that are carried out to train stopped inside the line as a result of a failure in the signaling system that protects the train.

At points of transition between systems or different levels of ETCS which appear below the maximum speeds permitted speed limit values, obey the rules of engineering applied to the via team.

FIFTH BOOK. Annex 2 protection steps at 1 fifth book index level. Annex 2 protection steps to level Chapter 1. PROTECTION OF LEVEL CROSSINGS.

Section 1. GENERALITIES.

5AN2.1.1.1. protection of PN. Classification.

Section 2. STEPS to level class b signalling light and acoustics (SLA).

5AN2.1.2.1. Description of the system.

5AN2.1.2.2. train detection.

5AN2.1.2.3. protection of the step to level (SLA) facilities.

5AN2.1.2.4. Supervision of the system of protection of the PN (SLA).

5AN2.1.2.5. operation of the automatic control system.

Abnormalities in the SLA type PN 5AN2.1.2.6.

Section 3. LEVEL CROSSINGS CLASS C. SEMIBARRERAS OR AUTOMATIC BARRIERS (SBA).

5AN2.1.3.1. Description of the system.

5AN2.1.3.2. train detection.

5AN2.1.3.3. protection of the step to level (SBA) facilities.

5AN2.1.3.4. Supervision of the system of protection of the PN (SBA).

5AN2.1.3.5. operation of the system automatic control (MA).

5AN2.1.3.6. operation of the system Local control (ML).

Abnormalities in the SBA type PN 5AN2.1.3.7.

Section 4. STEP FOOT PROTECTION.

5AN2.1.4.1. field.

5AN2.1.4.2. level crossing failure.

5AN2.1.4.3. notices to walk from the PN staff.
5AN2.1.4.4. actions of the staff at foot of the level crossing.

5AN2.1.4.5. protection in case of failure of the system with BMS.

5AN2.1.4.6. protection in case of failure of the system with SLA.

5AN2.1.4.7. protection in case of temporary.

Section 5. PN FOR THE USE OF PEDESTRIANS.

5AN2.1.5.1. Description of the system.

Section 6. Complementary elements.

5AN2.1.6.1. obstacle detection.

Chapter 1 protection of section 1 level crossings. General 5AN2.1.1.1. Protection of PN. Classification.

Level crossings are classified according to the systems of protection that equipped them in: 1. class A. protection signals fixed exclusively.

2. class B. protection with light signals in addition to fixed signals.

3. class C. semibarreras, double semibarreras or barriers, locked, or automatic protection in addition to fixed signals and light signals.

4. class D. protection regime's slogan.

5. class E. protection with barriers or semibarreras staff walk in step.

6. specific class F. protection for exclusive pedestrian or pedestrians and livestock use level crossings.

In the present annex, described the security facilities equipping the NP in the RFIG, of classes B and C, respectively protected by light-signalling and acoustic (SLA), and semibarreras or barriers (SBA) automatic.

Section 2. Steps to class B. signaling light and acoustics (SLA) 5AN2.1.2.1. Description of the system.

The protection system of the PN by light signals and acoustic (SLA) is a security installation designed and built in such a way that any fault that might occur, has repercussions on the establishment of a condition always security.

The system is composed of a few elements installed on the road and nearby PN and equipment located in the wheelhouse of the installation teams.

The different elements are linked to each of the three basic functions that develops: to) train detection.

b) protection of Highway c vehicles) Supervision of the 5AN2.1.2.2 system. Train detection.

This function developed it the following elements: 1. two directional notice pedals, placed on the road, to the distance required to ensure that they act different elements at the right time.

2. a track circuit in the area of the PN, marked with PN banners.

3. a non-directional pedal reset, located close to the PN that identifies the corresponding sequence of train.

5AN2.1.2.3. protection of the step to level (SLA) facilities.

For this purpose, the following elements are: 1. A set of lights for the road, composed of two horizontal red lights that light up flashes Alternatively, located on the right side of the roadway in accordance with the flow direction, on both sides of the PN.

When visibility conditions require it, or the intensity of the movement of the road thus advise him, also signals will be located on the left side.

2 signal sound, located on the right and in the whole of light signals, whose Horn begins to run along with the light signals for the road, and shall cease as soon completed the descent of feathers and remain in the horizontal position.

3 signal "Another train" (integrated in the light signal of road) to be illuminated to flashing, provided that it has been advised by warning detector a second train, finding even the first within the area of the PN, to inform the users of the road of this circumstance.

The light signal will be reinforced with an acoustic signal which will become operational simultaneously.

4. a Local control (ML) located in the vicinity of some PN, from which there is greater visibility the track and the road, to send locally protection to road vehicles.

5. a sign fixed in single or double, blade attached to the mast of the light signal, depending on whether there is one or more tracks, red border and white background, installed on each side of the road. This signal will be preceded the fixed signal of road indicative of proximity to PN protected by traffic lights.

5AN2.1.2.4. Supervision of the system of protection of the PN (SLA).

Elements and equipment carried out this function are: 1. signal of PN (SPN), is located on each side of the PN and sufficient braking distance. Its mission is to inform the driver of the functioning of the system and check that no fault affecting the safety of the PN there is.

When a circulation pisa one of the directional pedals, the system will auto checks and, at the same time, the SPNs are lit in the proper indication.

If PN is close to a station, and the protection of the system is affected by the movement of the trains at the station, signals are permanently lit in its most restrictive indication.

En_funcion_de the State in which the system is located, indications that present the railway protection of PN signals are: a) PN protected: signals FF10A and FF10C, when the system is working properly.

(b) protected PN: signals FF10B and FF10D, when an alarm happens by:-lack of charging to the battery current.

-A reset have been caused by excessive closing time.

-Fusion of the head lamp, in the protection of the PN (SPN) with double-lamp signal.

-Failure in an acoustic signal.

-Bug in the initial check of the signal "Another train", with a single train in the warning area.

(c) PN unprotected: signals FF11A and FF11B, when the alarm is caused by:-System closed for excessive time (usually two minutes).

-System in ML (when it exists).

-Fusion of a red lamp on the road.

-Lack of operation of the two acoustic signals.

-Directional warning pedal malfunctioning.

-Untimely occupation of the track in the area of PN circuit.

-Failure of the initial check of the «Other train» signal with more than one train in the warning area.

-The internal battery of the road signals failure.

5AN2.1.2.5. operation of the automatic control system.

It is the normal mode of operation. It is based on the detection of traffic heading to the PN, by any of the directional pedals of notice. On receipt of the notice in the equipment cabin, fires alerts of the system process:-begin to look the foci of the light signals from the road and sonar acoustic signals, checking by the installation that PN signals have the proper indication.

-After the time of notice, cease the acoustic signals and continue signals to the road in red flashes.

The opening of the system order is generated when the train has passed through the PN and, as a result, the following sequence has been:-track circuit occupancy.

-Detection of the train by the pedal of rearmament.

-Subsequent release of the track circuit.

On receipt of the order of opening is resetting the system, which shuts the SPN, and turn off the signals to the road, leaving the system in its normal location.

1. succession of trains.

The system is designed to allow the succession of Circulations and can store up to three different circulations in the space between directional notice pedal and PN.

For this reason, the system is not reset if before producing the order of opening, there has been another notice to the have been detected other circulation by directional pedal, complementing the acoustic and luminous notice onto the road with the message "Another train".

If a third movement produced a further notice without leaving the area of the PN the first two, is also necessary to produce three individual sequences of passage of train, as indicated in this article, to prevent the rearmament of the system.

2. automatic opening by excessive closing time.

The PN's Street, with SLA, to avoid for any abnormality, to remain on the road signs for excessive time, equipped with a proper circuit to perform, the following sequence:-a first timer starts the time count to produce a warning, and after normally 2 minutes, via signals SPN presented the most restrictive indication (yellow blade flashes).

-A second timer, after verification that the signals have been sent to the most restrictive indication, starts a time of security (normally three minutes) account so any train that comes close to the PN has been cited indication signal, and after that time, the road signs are switched off.

In those cases which by the characteristics of the location, there is a halts, concatenation with SBA, etc., the times will be three plus seven minutes.

The difference of performance with respect to the SBA, is that, once taken the ML (when they exist) and provided that the close button is not pressed or is detected the presence of a circulation within five minutes (two more three minutes), turn off the signs to the highway and the SPN.

Abnormalities in the SLA type PN 5AN2.1.2.6.

These PN have as a peculiarity, within the protection of the road vehicles, a STOP sign that is displayed only in the case of abnormality of the system.
This signal as well as the auxiliary elements necessary for protection in case of failure will be deposited in place that for each particular BW determined AI through the corresponding slogan that describes and defines the use of each installation.

In the absence of overall system power, all the signs to the highway, through the internal battery, spots will look red.

In this type of PN, protection with chains, is not of application.

Section 3. Steps to level class C. Semibarreras or automatic barriers (SBA) 5AN2.1.3.1. Description of the system.

Protection of the PN with automatic semibarreras system is a facility security designed and built in such a way that any fault that may occur, has repercussions on the establishment of a condition always in favour of security, warn of lack of protection to the PN to trains approaching this intersection, and usually result in the closure of the semibarreras or barriers to prevent the access of vehicles to the intersection of the system is composed of a few elements installed on the road and nearby PN and equipment located in the wheelhouse of the installation teams.

The different elements are linked to each of the three basic functions that develops: to) train detection.

(b) protection of highway vehicles.

(c) supervision of the system.

5AN2.1.3.2. train detection.

This function developed it the following elements: 1. two directional notice pedals, placed on the road, to the distance required to ensure that they act different elements at the right time.

2. a track circuit in the area of the PN, marked with PN banners.

3. a pedal not directional of rearmament, located in the vicinity of the PN to along with the previous track circuit, identifies the corresponding sequence of train.

5AN2.1.3.3. protection of the step to level (SBA) facilities.

For this purpose there are installed the following items: 1. two semibarreras, (in special cases, the semibarreras can be complete barriers or double semibarreras) located to the right of the road on one side of the PN, consisting of Poles or overhead pens driven by motor and of suitable length to cut effectively the right of the road half. For your perfect night visibility, these feathers are coated on both sides, adhesive films, reflective or luminous devices to alternating red and white stripes.

2. a set of lights for the road, composed of four identical signals, located to the right and left side of the road on both sides of the PN. Each consists of two horizontal red flags that look to alternate flashing. The fusion of one and two or more bulbs produce corresponding alarms.

3 signal sound, located on the right and in the whole of light signals, whose Horn begins to run along with the light signals for the road, and shall cease as soon completed the descent of feathers and remain in the horizontal position.

4. a Local control (ML), located in the vicinity of the PN, to trigger locally the PN in case of abnormality protection system. It consists of a small cupboard on mast, closed with a padlock.

5AN2.1.3.4. Supervision of the system of protection of the PN (SBA).

Elements and equipment carried out this function are: 1. signal of PN (SPN), is located on each side of the PN and sufficient braking distance. Its mission is to inform the driver of the functioning of the system and check that no fault affecting the safety of the PN there is.

When PN is located next to a station and there is no sufficient stopping distance between it and the next needle, are located, to circulations that are directed toward the step, two signs of PN, one in needles of exit of the station, totaling the beam's way, and the other from the needles of the same input , to the stopping distance.

When a circulation pisa one of the directional pedals, the system will auto checks and, at the same time, the SPNs are lit in the proper indication.

If PN is close to a station, and the protection of the system is affected by the movement of the trains at the station, signals are permanently lit in its most restrictive indication.

Indications that present the SPN based on the State in which the system is located are: to) PN protected: signals FF10A and FF10C, when the system is working properly.

(b) protected PN: FF10B signs and FF10D, when there has been alarm:-lack of charging to the battery current.

-Fusion of a red lamp on the road.

-A reset have been caused by excessive closing time.

-Fusion of the head lamp, in the SPN with double lamp.

(c) PN unprotected: signals FF11A and FF11B, when alarm has been produced by one or more of the following faults:-Fusion of two or more lamps red Road.

-Winding of a semibarrera.

-System closed for an excessive time (normally three minutes).

-Local control system.

-Directional warning pedal fault.

2. equipment of automatic opening of the system by closing over time, is located in the wheelhouse of the installation and has as mission system automatic opening, when by failure or other causes in the elements and equipment related to the detection of the railway circulation, closed a high time (usually 10 minutes).

So, avoids the conflict caused by the closure of the PN since the fault occurs until it comes the staff responsible for their protection.

In some special cases, may exist in the collateral station closest to the PN and, whether it's journeys with CTC in addition, appropriate devices that present the PN signal indications.

5AN2.1.3.5. operation of the system automatic control (MA).

It is the normal mode of operation. It is based on the detection of traffic heading to the PN, by any of the directional pedals of notice. On receipt of the notice in the equipment cabin, the shutdown process is triggered:-begin to look the foci of the light signals from the road and sonar acoustic signals, checking by the installation that PN signals have the proper indication.

-Elapsed time notice (minimum five seconds) start to get off the semibarreras, reversing a period of seven to ten seconds.

-Reached the horizontal position of the two semibarreras, cease the acoustic signals and continue signals to the road in red flashes. If, exceptionally, there are semibarreras of output (PN protection by double semibarreras system), they begin to descend when the entry have reached the horizontal position.

The opening of the system order is generated when the train has passed through the PN and, as a result, the following sequence has been:-track circuit occupancy.

-Detection of the train by the pedal of rearmament.

-Subsequent release of the track circuit.

On receipt of the order of opening reset system, which shuts the SPN, begin to climb the semibarreras and to the full upright position, turn off signals to the road, leaving the system in its normal location.

1. succession of trains.

The system is designed to allow the succession of Circulations and can store up to three different circulations in the space between directional notice pedal and PN.

For this reason, the system is not reset if before producing the order of opening, there has been another notice to the have been detected other circulation by directional pedal.

If a third movement produced a further notice without leaving the area of the PN the first two, is also necessary to produce three individual sequences of passage of train, as indicated in this article, to prevent the rearmament of the system.

2. automatic opening by excessive closing time.

The system in the event of closing over time, has the ability to automatically produce the opening of the semibarreras with the following conditions of security.

Sequentially perform the following process: to) a first timer starts the time count to produce a notice, and usually after a period of three minutes, orders via signals present the most restrictive indication (flashing yellow blade).

b) a second timer, after verification that the signals have been sent to the most restrictive indication, starts a time of security (normally seven minutes) account, so any train that comes close to the PN has seen the signal in the aforementioned indication, and past East time, sort the automatic opening of the semibarreras by excessive closing time.

Started the count in the first or second timer, this does not restart if a second or third train (case of succession of trains), it aborts, as soon as you generate the order of normal opening of the system.

5AN2.1.3.6. operation of the system Local control (ML).

This mode allows you to govern the protection of PN when fault or abnormality is not possible to do it automatically.

Sequence of actions in the closet of the ML:
-Act on the lever that selects the operation of PN, placing it in the "MANUAL" position. This operation results in the presentation of indication blade yellow flashes in the SPN of the pathway, triggers the process of closure of the PN and activates the buttons «Open» and «Close» semibarreras.

-The staff responsible for their protection can maneuver the semibarreras acting on the corresponding button.

In this situation, the automatic control of the system including the effect pedal from the track circuit is cancelled.

If returning Local control lever to "Auto" position, the system had memorized any notice, PN closes whenever it is open, and will not open until the corresponding sequence of step of train or the automatic opening by excessive closing time.

Abnormalities in the SBA type PN 5AN2.1.3.7.

As a general rule, any changes which may affect the normal operation of the system, whether motivated by own installation issues or cause of actions external to it, is the immediate closure of the semibarreras and keeps them in this position.

When the abnormality that caused the closing is due to elements or equipment related to the detection of railway traffic, system, after ten minutes, generates opening order closing time over, under the security conditions laid down in "Automatic opening" by excessive closing time.

The system through the alarms generated by (lack of battery charge, fusion of one and two or more lamps red Road, semibarrera, closed system during excessive time rewind, system in ML), informs the driver, through signal protection of PN, of the conditions of security that brings the same.

Section 4. Step 5AN2.1.4.1 foot protection. Scope.

The requirements of this section refer to the BW of automatic protection and the located when not operate devices of protection, and the temporary character that could be approved by works.

5AN2.1.4.2. level crossing failure.

When circulation responsible for the existence of abnormalities in the protection of the PN, prior information to maintenance personnel so go to repair, you will have enabled staff lie in NP, in order to perform the protection spot that corresponds to the means of protection appropriate to their service.

Enabled staff moving to the faulty PN, is called 'staff at foot of step'.

For all purposes, shall be considered during the time which remains defective as a «Step to level without protection», being application section 6 of the 5 book of the RCF for the purposes of notification to operators of trains heading to the PN.

5AN2.1.4.3. notices to walk from the PN staff.

1 the responsible for circulation which have to issue, step or authorize the throwback to a train, to a path where there are one or more BW that have staff walk step by fault: to) will be following verbal communication staff at foot of the PN's the journey: b) received the conformity of the staff walk from passage of the PN It will authorize exit, step or kick-back of the train.

2. when establishing the EVB will be, in the same way, the following notice: trains travelling towards PN unprotected, even served in staff walk by the way, will benefit from the notice referenced in article 5.2.6.3 the RCF.

5AN2.1.4.4. actions of the staff at foot of the level crossing.

Corresponds to these personnel comply with the following requirements: 1. use the means of protection provided for these cases and, if necessary, the flag or Lantern.

2 remain attentive to the arrival of trains to the PN.

3 when you receive verbal communication from the head of circulation, indicating the number of predictable time of departure or passage through the immediate station, and the train will proceed thus:-with a single PN en route.

Once understand clearly the content of the communication will respond:-with several PN on the 4 way. It will be the protection of PN with the available resources, at least sixty seconds before the effective arrival of the train. Proceed in the same way when communicate you that a train has been authorized to go back.

5. When you receive the verbal communication of the circulation Manager indicating that has been established the EVB, period schedule and route or routes affected, will coordinate with responsible for works in order to ensure the protection of PN according to described in point 3.

6. If you appreciate an obstacle in the PN, proceed as well:-If there is no train in circulation, shall immediately inform the head of circulation.

-If there is some train circulation, protect the point of danger with stop signals by hand and in lines with electrical track circuits, with the bar or short tool, as described in this regulation.

5AN2.1.4.5. protection in case of failure of the system with BMS.

1 immediately ensure the protection of the PN, and check the State of the semibarreras.

2 it shall inform circulation responsible for their presence in the PN and the conditions in which the installation is located.

3. If the semibarreras can be operated with ML, is this which use to ensure protection of PN, and failing to crank at each semibarrera drive, making sure its correct functioning, as well as the signals luminous and acoustic to the road.

4. If the previous operation would not be guaranteed, though the closed semibarreras you disassemble and remove feathers, to remove obstacles, and when they were open, so that vehicles which divisen them from afar to inadvertently precipitate on the PN, believing it free, establishing the protection of PN using chains with reflective discs.

5. it will remain attentive to announcements of circulation that may receive, without prejudice to ensure the closure of the PN to the proximity of the train.

When the situation returns to normal, it will take care of that installation is according to what stated the slogan of the AI governing its use.

Verify that the Local control lever is in the "Automatic" position, and the open semibarreras. It shall inform the head of circulation that is removed from the installation and close the Cabinet of Local control.

5AN2.1.4.6. protection in case of failure of the system with SLA.

1 if the protection to the road with the PN ML, it shall order the personal protection enabled to remain in the same to act with him.

2. in another case, it will require to enabled the defence personnel who tape the light signals and the fixed signal warning that indicates to users of the road approaching a PN protected by traffic lights, with provided covers for this purpose, in accordance with what has the motto of the AI that describes the use of the installation.

Which serve for the concealment of the light signals to the main road, take built-in the STOP sign.

This signage will remain until it is corrected the fault, in which time and connected once the person in charge of circulation will be normalized pursuant to the aforementioned motto of AI.

Verify that the Local control lever is in the "Automatic" position. It shall inform the head of circulation that is removed from the installation and close the Cabinet of Local control.

5AN2.1.4.7. protection in case of temporary.

In cases of temporary low during maintenance or conservation of plants shall be governed by the motto of the AI the transitional period during which:-the SPN will be out of service.

-Will be provided to a kindergarten walk step NP or will be closed to traffic, not by applying, in any case, the protection of class A.

Section 5. PN for use of pedestrian 5AN2.1.5.1. Description of the system.

The PN with protection of class B or C can lead to built-in pedestrian protection, with the same signs of the corresponding class.

Install two light pedestrian signals for each BW.

In those facilities where there is a pedestrian PN on each side of the passage of vehicles, they have four pedestrian signals (two per step).

In installations where pedestrian PN is extension of the passage of vehicles, are pedestrian light signals, with indication of the human silhouette to wearing red high setting. This signal, you can install it on a stand elbow in the same road of PN signal mast. If it is possible, it will be placed on a separate mast.

If the installation corresponds to a PN to use exclusive pedestrian or pedestrians and livestock (class F protection), it has two special pedestrian signals which will incorporate a light signal representing the human silhouette in high position, fixed red, and legend «Attention don't pass», in red flashes.

Also incorporated in the interior of the light signal, the acoustic signal.

In all cases the pedestrian signals are located so that pedestrians observe the signal on the opposite side of the road where they are located.

In systems with four or more ways they get double signs, i.e. in each sign post will be placed are two signal heads facing each direction.
In the locked Semibarreras (SBE) and automatic Semibarreras (SBA) acoustic signal remains activated from the moment of producing the notice until the barrier's closed checking.

In the PN with SLA and use exclusive pedestrian or pedestrians and livestock (class F protection), acoustic signals remain activated from the moment of producing the notice until the full passage of the movement that produced it.

The lack of indication of one of the pedestrian signals installed, take the railway to its more restrictive situation.

Section 6. 5AN2.1.6.1 complementary elements. Obstacle detection.

Obstacle detection system aims to avoid the consequences of an improper occupation of PN area by a road vehicle at the time in which activated the protections to the road.

The functional purpose of the system is reporting the presence of vehicles in a well determined and limited geographical area.

The detector system is magnetic in nature, so detection is limited to 2-wheel vehicles with one metal base greater than 2 m2 parallel to the plane of Earth, to a height not exceeding 50 cm. Therefore, the following items will not be detected: people and animals or any non-metallic body; metallic body with very small compared to the size of the area covered or present at the time of the commissioning of the system; non-metallic and metallic 2-wheel vehicles.

The area to be covered must be delimited by a circuit that will travel around the perimeter, buried in the ground a few centimetres of depth.

In the SBE detector information is included in own lowered barrier testing.

In the SBA and SLA information will go to the ASFA mark.

When dealing with a vehicle the step zone for 2 seconds approximately, if a fault occurs in the module or in the detector loop (loop failure) the system detects it.

Where PN area is free of vehicles at the time that the barriers have fallen, the signal to the railway (fundamental fixed signal in SBE or SPN on SBA), will present indication that corresponds, to authorize the movement, except for deficiencies or damage. In this situation the obstacle detection is inhibited, not accusing subsequent occupations.

When the obstacle detection accuses the presence of vehicles, while checking the lowering of barriers, the fundamental fixed signals (in the SBE) will remain in stop indication or the ASFA (in the SBA) will give the indication of PN unprotected.

This situation will continue, while the system is detected, until the passage of the train and barriers to open.

Before reaching the area of PN the train, the vehicle leaves it, the fundamental fixed signal may authorize the movement and the ASFA system shall PN protected, desinhibiendo the obstacle detection, not accusing subsequent occupations of the protected area.

FIFTH BOOK. ANNEX 3.

SYSTEMS auxiliary index detection fifth book. ANNEX 3.

AUXILIARY SYSTEMS OF DETECTION.

Chapter 1. Devices from overheating.

Section 1. Onboard devices.

5AN3.1.1.1. General.

5AN3.1.1.2. alarm thresholds.

Section 2. Devices installed on the infrastructure.

5AN3.1.2.1. General.

5AN3.1.2.2. types of alarm.

5AN3.1.2.3. actions of control and monitoring.

Chapter 2. Falling objects to the path detectors.

Section 1. D.C.O.

5AN3.2.1.1. Description and use.

5AN3.2.1.2. abnormalities and lack of operational capacity.

Chapter 3. Impact on via detectors.

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 before the impact on via alarms.

5AN3.3.1.4. how to proceed to the alarms of overweight by axis.

5AN3.3.1.5. communications.

5AN3.3.1.6. abnormalities and lack of operational capacity.

Chapter 4. Detectors of side wind on high-speed lines.

Section 1. D.V.L.

5AN3.4.1.1. Description and use.

5AN3.4.1.2. alarm thresholds.

5AN3.4.1.3. abnormalities and lack of operational capacity.

Chapter 1 section 1 overheating devices. 5AN3.1.1.1 onboard devices. Generalities.

On trains that are equipped with onboard for the detection of overheating in elements of tread and brake, the data register, alarms generated, and actions that run, they will prevail over indications of sensors installed on the track. For this reason, in the above-mentioned trains, the indications of the equipment installed in the infrastructure will not be taken into consideration.

5AN3.1.1.2. alarm thresholds.

Types of alarm, the temperature thresholds associated with each type of alarm devices onboard, as well as what actions in each case runs the train or they must be taken by the staff of driving, they are specific for each series of vehicles, and they must be defined in your driving or operating Manual.

Section 2. Devices installed on the 5AN3.1.2.1 infrastructure. Generalities.

They are devices that measure the temperature of boxes of fat, wheels or disc brakes of vehicles, passing through the points in which they are installed. Placed in pairs in a specific cross-country and measure each side of the road. They are bi-directional, i.e. measure in both directions of the trains.

They are composed of: to) via computer. It consists of measuring equipment of temperature of the boxes of fat and the wheels or disks.

(b) information processing equipment. It processes the information received from the equipment via the passage of trains and transmits it to the centralized monitoring equipment.

(c) centralized monitoring equipment. It is the central place where all elements measured thermal conditions are stored. These computers, automatically evaluates the data and generating corresponding alarms, which can be hot-box detection (DCC), or by detection of wheels or disc brakes hot (DFA).

The system displays the axes that have had alarm to the passage of a train, the type of alarm (DCC) or (DFA) differentiating between right side or left side in the direction of travel of the train, indicating the number of axis, the type of alarm, temperature which has produced the alarm, and the temperature on the other rail.

5AN3.1.2.2. types of alarm.

The measure values that have caused an alarm are marked in the color corresponding to the type of alarm. They are defined for the following types of alarm: • alarm differential.

• Alarm hot.

• Alarm hot.





5AN3.1.2.3. actions of control and monitoring.

1 the order to be completed according to the type of alarm will be: to) hot box: stop the train with service brake.

(b) very hot box: stop the train immediately with service brake.

(c) differential box: reducing the speed of the train until further notice, when repeats alarm in two consecutive detectors, except for trains that have useful onboard device.

(d) wheel or brake hot: reduce the speed of the train until his arrest in the immediate season.

(e) wheel or brake very hot: stop the train immediately with the service brake.

2 the driver, when it is reported or detected that a box of grease, wheel, or a brake with over-temperature, can exist in your train will proceed to stop it, according to the previous point, recognize the vehicle and, if it is confirmed the alarm, will act in the following way: to) in a season, will determine whether the vehicle can continue the March and under what conditions , informing the head of circulation.

(b) in full via, whenever possible and prior communication to the head of circulation, it will continue their March, the precautions it deems necessary to the immediate station, and this will proceed as indicated in the previous point.

Chapter 2 detectors of falling objects via section 1. D.C.O.

5AN3.2.1.1. Description and use.

They are equipment that detect falling objects to the track at points that are installed (normally overpasses and tunnel hydrants as required).

Characteristics and utilization of such devices shall be defined by the AI in their respective operation manuals.

The information provided by the system and which will receive the CTC, through optical and acoustic information, are:-object: presence of object.

-Unattended: failure or maintenance situation.

5AN3.2.1.2. abnormalities and lack of operational capacity.

It is the responsibility of AI to the maintenance and operation of equipment referred to them in this section. In case of abnormality in the operation or unavailability of any equipment, the PM will notify EOF with circulations in the affected line.

Chapter 3 detectors via impact section 1. D.I.V.

5AN3.3.1.1. Description and operation.

Enable real-time, at points that are installed, defaults or geometric deformations in the elements of rolling of the trains in both directions of movement.

The device is composed by: a) a detector for each tract b) a team of c) Registrar team the information captured by the sensor information processing is sent to the computer that processes it and valid, and when it exceeds established values, in kilonewton (kN) for impact and tonnes (t) for the weight per axle the axis of the vehicle affected by the train are registered with the data for date, time, values and place.

5AN3.3.1.2. alarm thresholds.
The values set for the performance of the alarm, are as follows:-impact of wheel on track: 250 kN.

-Weight per axis: 25 t.

5AN3.3.1.3. how to proceed before the impact on via alarms.

How to proceed to impact alarms on track, will be in each case which is shown in the chart: movements of segregated service for repair centers, vehicles will be carried out with the limitations or requirements that the technical staff of the EF determines in each case.

Affected vehicles will not be admitted to traffic again until the communication of the EF confirming its repair.

5AN3.3.1.4. how to proceed to the alarms of overweight by axis.

How to proceed to overweight alarms by axis, will be shown in the box: the failure to comply with provisions in the table above, will mean that the continuity of the transport must be carried out as exceptional transport limitations which, in each case, proceed.

5AN3.3.1.5. communications.

Regardless of communications concerned above responsible for circulation of the PM made to operators of the affected trains, is the responsibility of the AI in cases where the alarm thresholds are exceeded defined, communicate to affected EOF the data indicated by the DIV.

5AN3.3.1.6. abnormalities and lack of operational capacity.

It is the responsibility of AI to the maintenance and operation of equipment referred to them in this section. In case of abnormality in the operation or unavailability of any equipment, the PM will notify EOF with circulations in the affected line.

Chapter 4 detectors of side wind on high speed 1 section lines. D.V.L.

5AN3.4.1.1. Description and use.

They are systems responsible for controlling the speed of the wind that affects the way laterally. They are composed of a number of weather stations installed in the line, allowing you to divide it into areas of control of wind.

Equipped lines, side wind detectors are integrated in the remote control detectors of the lines of high-speed, being its homogeneous operating philosophy with the rest of existing in the remote control detectors.

5AN3.4.1.2. alarm thresholds.

Equipped lines, depending on the maximum speed of the train, crosswind sensor determines the speed limited shall notify the driver, these being the following: to) trains with Vmax > 250 km/h: 230 km/h.

160 km/h.

80 km/h.

(b) train with Vmax ≤ 250 km/h.

160 km/h.

80 km/h.

Lines not equipped, the speed limits for each train depending on the speed of side wind, according to the forecast provided by AEMET, will be: the wind speed (KM/H) speed limited (KM/H) by types of train 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





155





120





120





120





80





80






v > 120





SE SUSPENDERÁ LA CIRCULACIÓN DEL TREN





5AN3.4.1.3. Abnormalities and lack of operational capacity.

It is the responsibility of AI to the maintenance and operation of equipment referred to them in this section. In case of abnormality in the operation or unavailability of any equipment, the PM will notify EOF with circulations in the affected line.

The passage of a weather station to state of maintenance, supposed to ignore the State of wind in the sector of control associated to it, in this case the management of the limited speeds that would cause, will be developed in accordance with provisions for lines not equipped.

FIFTH BOOK. Appendix 1 announcement of signal system and automatic braking (ASFA) index DIGITAL fifth book. Appendix 1 announcement of signal system and automatic braking (ASFA) DIGITAL Chapter 1. ASFA DIGITAL SYSTEM.

Section 1. GENERALITIES.

5AP1.1.1.1. Description.

5AP1.1.1.2. definitions.

5AP1.1.1.3. the ASFA-related signals.

Section 2. BASIC ELEMENTS OF THE SYSTEM.

5AP1.1.2.1. elements that compose the system.

Section 3. CONNECTION AND DISCONNECTION OF THE SYSTEM.

5AP1.1.3.1. connection and disconnection of the equipment.

5AP1.1.3.2. change of type of train.

5AP1.1.3.3. cancellation of the team.

5AP1.1.3.4. change of cabin.

Section 4. DRIVING MODES. PERFORMANCE OF THE MACHINIST IN THE ASFA DIGITAL SYSTEM.

5AP1.1.4.1. driving modes.

5AP1.1.4.2. modes ASFA Conv. and ASFA high speed. Indications of the system and actions of the driver.

5AP1.1.4.3. modes ASFA Conv. and ASFA high speed. Other indications. Performance of the driver.

5AP1.1.4.4. phone lock mode in case of abnormality. Performance of the driver.

5AP1.1.4.5. mode maneuvers. Performance of the driver.

5AP1.1.4.6. Basic conventional ASFA and ASFA basic high speed mode.

5AP1.1.4.7. particularities of the lines equipped with third rail (mixed width).

Section 5. TRANSITIONS BETWEEN ASFA DIGITAL AND LZB/ERTMS.

5AP1.1.5.1. General.

5AP1.1.5.2. Digital ASFA to LZB/ERTMS transitions.

5AP1.1.5.3. LZB/ERTMS transitions to Digital ASFA.

Section 6. ABNORMALITIES.

5AP1.1.6.1. notification.

5AP1.1.6.2. abnormalities in the data display screen.

5AP1.1.6.3. off signals in dubious or non-visible indication.

5AP1.1.6.4. stopping the train by the action of the ASFA.

5AP1.1.6.5. action on the Hide button. (Veil) 5AP1.1.6.6. Peculiarities in level crossings equipped with level crossing protection signal.

Chapter 1 system Digital Asfa section 1. General 5AP1.1.1.1. Description.

The ASFA Digital is a system of warning and automatic shutdown and unobtrusive supervision of speed: provides automatic warning to the driver and automatic stop when passing a stop signal, meaning «discreet monitoring of speed» in certain points to approaching a signal.

Embarked equipment coming from the way information is processed and shows a set of directions to the driver to alert you and facilitate the realization of the actions required. When the equipment detects absence of recognition of received indication or that established speed controls, are not respecting acts on the train emergency brake.

In addition to the information transmitted by the beacon of ASFA, ASFA Digital equipment requires Machinist to confirm, through their action buttons, information that has captured the passage on Beacon. The protection provided by the ASFA Digital equipment includes the following controls: to) boot control speed.

(b) of the maximum speed of the train.

(c) of speed during the approach to a signal.

(d) of speed during the approach to a detour.

(e) of speed during the approach to an unprotected level crossing.

5AP1.1.1.2. definitions.

The definitions of the terms most used in the ASFA Digital are the following: equipment CONTROL and process (ECP): is responsible for processing the information received, and make the corresponding odometry calculation.

MODES: They are ways to operate the train you have the ASFA DIGITAL system.

TYPE of train: Classification of trains for the purpose of the composition, speed, system and braking. It is expressed through a number multiple of 10, which indicates the maximum speed that can reach the train in the most favorable conditions of layout and class of track.

SPEED CONTROL (VC) curve: Curve of speed versus time, defined for system control. The actual speed of the train must be maintained below the instant speed value defined by this curve.

INTERVENTION of braking (IF) curve: Curve of speed versus time, defined for the intervention of braking. If the actual speed of the train exceeds the instantaneous value defined by this curve, the system applies the emergency brake and will announce this fact through the optical and acoustic signs associated with the emergency brake.

SPEED CONTROL: Speed limit established in every moment, which should not exceed the train. It is each one of the different values of the speed control curve.

FINAL CONTROL speed: It is speed control when the time corresponding to the decreasing range of speed control curve.

SPEED warning: Speed limit established in every moment, that in case of being overrun will cause the team to announce that vehicle circulates with overspeed through optical and acoustic indication.
BRAKE intervention speed: Speed limit established in every moment, that in case of being overrun will cause the team to apply the emergency brake. It is each one of the different values of the intervention of braking curve.

5AP1.1.1.3. the ASFA-related signals.

Signals intermediate, level crossing, advanced, input, output, protection, relate to this system the interiors that may order via free, announcement of significant change in speed, announcement of temporary limitation of maximum speed in cases in which is significant of speed change consideration and, in some cases, the reverse.

The AI will be released through luggage, with the corresponding sign, lines in which signals are related to this system.

Section 2. Basic elements of the system 5AP1.1.2.1. Elements that make up the system.

The system is composed of Via equipment, onboard equipment, and data logging equipment.

1. Via equipment. They are beacons and interfaces of the same transmitting information about the appearance of the signs. There are two kinds of beacons: to) signal beacon. Connected with signals advanced when they can order stop with the input, the output, with the intermediate, with those of level crossing, of temporary maximum speed limit, the significant change of maximum speed and cross purposes.

(b) prior mark. Connected with signals advanced, with the entrance, with some output, and with the intermediate.

2. onboard equipment. They are responsible for collecting information from via, process it, show the directions corresponding to the machinists, and act on the emergency brake if necessary. They are composed of: to) capture subsystem. You receive the information issued by the beacon and transmits it to the control and process equipment.

There is one for each driver's cab. It is composed by a sensor and an aperiodic amplifier.

(b) equipment of control and processing (ECP). It receives information from the subsystem of capture and process it. It also performs the corresponding odometry calculation.

(c) speed transducers. They provide information to control and process for the calculation of speed equipment.

The system has a speed transducer used exclusively for the speed of the ASFA Digital computer processing.

(d) Repeater panel. There is one in each driver's cab. It consists of various buttons and indicators described in the manuals of driving vehicles.

(e) data display screen. There is one in each cab. Provides information to the driver, detailed in the manuals and driving of vehicles.

(f) additional buttons. There is a game in every driver's cab. Its functionality and operation of vehicles driving manuals are listed.

(g) general combiner. Connect the equipment, select the type of train or voids the crew. Its functionality and operation is detailed in the vehicles driving manuals.

3 data loggers. There are two types of data logging equipment: to) recorder of the train.

It is the external register of the ASFA Digital equipment. It records the signals emitted by the ASFA-Digital System.

(b) the digital ASFA internal recorder.

The equipment consists of an internal Registrar where operation of the ASFA-Digital signals are recorded.

Section 3. Connection and disconnection of the system 5AP1.1.3.1. Connection and disconnection of the equipment.

Of the equipment, as well as its disconnection, Machinist will be connecting and in each vehicle in accordance with provisions of the same driving Manual, by selecting the type of train in accordance with the conditions of which to be performed.

If after connection, start-up equipment and carried out the autotest, it malfunctions, the driver shall be subject to provisions of the section of abnormalities of this document.

If the equipment is working properly, ASFA Digital team establishes control of speed of 140 km/h or the maximum speed of the train if this is less, called control in the boot.

Once completed the connection and start-up must be verified that the corresponding to driving conditions driving mode is selected.

5AP1.1.3.2. change of type of train.

For change of type of train you will act according to the Manual of driving the vehicle.

The system only allows the change of type of train when the selection is accompanied by a rear cabin connection.

5AP1.1.3.3. cancellation of the team.

Void suspends the protection afforded by the ASFA system digital onboard equipment.

To bypass the team will act in accordance with the Manual of driving of the vehicle.

5AP1.1.3.4. change of cabin.

Machinist will change of cabin in each vehicle in accordance with provisions of the driving Manual.

Section 4. Driving modes. Performance of the Machinist in the Asfa Digital 5AP1.1.4.1 System. Driving modes.

The possible modes of driving that will operate the system are:-mode ASFA CONV. Trains on lines with conventional network beacons location criteria.

-Mode ASFA AV. Trains circulating by criteria of location of beacons network of high-speed lines.

-Mode phone lock in terms of abnormality (BTS).

-Maneuvers (MBRA) mode.

-ASFA basic CONV mode. Be used when not operating the display of data, on trains on lines with conventional network beacons location criteria.

-Basic mode ASFA AV. Be used when not operating the display of data in trains on lines with high-speed network beacons location criteria.

-EXT mode. He is set when the device is controlled by an external system (LZB / ERTMS).

Mode is automatically set to complete the connection process and implementation of onboard equipment, will be high-speed ASFA (vehicles with configuration only available AV mode) or conventional ASFA (other vehicles), except in the case of the mode switch basic ASFA prior to activating the button of connection, situation which is set to corresponding conventional basic ASFA or ASFA basic high speed mode is turned.

In compositions that circulate by routes that governs a single criterion of location of beacons, CONV or AV, will only be available the corresponding ASFA mode. In compositions that circulate by routes with different criteria for location of beacons, CONV and AV, both modes are available.

BTS and MBRA modes are available for any type of train, although in these modes is not done reading of beacons.

The system displays the driving mode that is using the display, depending you admire in each case, in the respective driving manuals.

The transitions between the different modes (except to/from EXT mode) will be carried out to train stopped. As an exception, in those vehicles that circulate by routes with different criteria of location beacons (for CONV or AV), will be implemented in motion transitions between ASFA AV and ASFA CONV, and ASFA basic CONV and ASFA basic AV. Mode in motion change operations will be done according to the Manual of the vehicle driving.

To carry out in the ASFA mode change movement, will be installed in the right place FI15AF posters in both ways, indicating the point in which such a change must be made.

The system will not allow the movement of a train which has been carried out the transition to a mode that can not show indication of efficacy.

When there is a transition to a new mode, controls that were active in the mode that is abandoned, even though they do not exist in the mode which is accessed (unless the previous mode is BTS, MBRA or EXT, or deactivate the cabin) will be maintained. Indications are in the display of data or Repeater panel corresponding to these controls (unless access to BTS, MBRA or EXT mode).

Access to the BTS and MBRA modes, they disappear from the display all indications of controls and detecting speed, will delete the controls that were active from the mode that is abandoned. To subsequently abandon BTS and MBRA modes control is set to boot.

5AP1.1.4.2. modes ASFA Conv. and ASFA high speed. Indications of the system and actions of the driver.

The ASFA Digital system will not allow vehicles equipped to exceed the speed of intervention of braking of agreement to: 1) the maximum vehicle speed configured in ECP.

(2) the maximum speed of the train marked on the gear selector.

(3) the speed controls imposed by the conditions of signalling, transmitted to equipment shipped through beacons and in certain cases, determined by the performance of the driver.

In General, the indications of the system and the performance of the driver will be:-the lack of recognition of additional buttons and Repeater Panel where, in time, will produce emergency braking.

-Regardless of the speed of final control showing the equipment in each case, the driver must circulate in conditions comply with the order of the corresponding signal.
-After the connection and commissioning of the system, establishes the control held to receive an ASFA mark that does not correspond to an LTV, CSV or a PN.

Related to the appearance of the signs, indications, occur in the cab driving through a prior mark or signal, will be contained in the respective driving manuals of each vehicle, and the performance of the engineer, will be as follows: 1. free Via.

(a) disappears the last information ASFA icon, if present, keeping if controls step by detour/ads stop, LTV/CSV and unprotected PN sequence were activated.

(b) there is an acoustic signal of 0.3 seconds and lights up for 3 seconds the button of level crossing.

(c) the driver does not need to perform any operation.

2. conditional go-ahead.

(a) on vehicles exceeding 160 km/h (even the train have type equal to or less than this).

-Lights, at least conditionally free Via additional button and there is a beep for 3 seconds or until the recognition.

-Shows the corresponding final control speed: 160 km/h.

-Displays the icon of signal with flashing green led.

-The driver must be recognized with additional conditional go-ahead button within 3 seconds from the beginning of the acoustic and optical, signals in the signal both the previous mark and will reduce the speed below speed control.

-After the recognition there is a discontinuous tone with two pulses of 0.1 seconds and a pause of 0.1 seconds.

(b) on vehicles exceeding 160 km/h.

-It icon disappears latest ASFA information, if present, staying through detour, LTV/CSV and protected PN controls were activated.

-There is an acoustic signal of 0.3 seconds long.

-Displays the icon of signal with flashing green led.

-The driver does not need to perform any operation.

3 stop ad and announcement of immediate stop.

(a) lights up at least the additional announcement of stop button and there is a beep for 3 seconds or until the recognition.

(b) the driver must recognize with the additional announcement of stop button within 3 seconds from the beginning of the acoustic and optical, signals in the signal both the previous mark and will reduce the train speed below speed control.

(c) after the recognition there is a discontinuous tone with two pulses of 0.1 seconds and a pause of 0.1 seconds.

d) the signal with a yellow focus icon is displayed.

(e) the speed of final control, which will be indicated: a. conventional mode:-in trains of type equal to or less than 100: 60 km/h.

-In trains of type greater than 100: 100 km/h.

b. high-speed mode:-in trains of type equal to or less than 100: equal to the type.

-In trains of type greater than 100: 100 km/h.

4. successive signals at stop announcement or advertisement is stopped immediately.

The pass mark prior of the second signal, if any, and after the recognition of the stop notice or announcement of immediate stop, yellow signal icon displays + yellow. En_este_caso, the system sets the following control of final speed to the passage by the prior mark: to) conventional mode - 60 km/h.

b) mode high speed - 100 km/h.

This control will have a duration of 20 seconds, after the recognition.

Also to perform recognition on the beacon's signal, again performed this same control for 20 seconds, regardless of that system is complete or not the previous control.

5. notice of caution.

(a) lights up at least the additional announcement of caution button and there is a beep for 3 seconds or until the recognition.

b) the driver must recognize the corresponding button within 3 seconds from the beginning of the acoustic and optical, signals in the signal both the previous mark and will reduce the speed below speed control.

(c) after the recognition there is a discontinuous tone with two pulses of 0.2 seconds and pause of 0.1 seconds.

d) the Green and yellow lights signal icon is displayed.

(e) shows the speed of final control, that is: a. conventional mode:-in trains of type equal to or less than 100: 60 km/h.

-In trains of type more than 100: 80 km/h.

b. high-speed mode:-in trains of equal to or less than 120 type: equal to the type.

-In trains of type greater than 120: 120 km/h.

6. stop pre-announcement.

(a) lights up at least the additional push of pre-announcement of stop and there is a beep for 3 seconds or until the recognition.

b) the driver must recognize the corresponding button within 3 seconds from the beginning of the acoustic and optical, signals in the signal both the previous mark and will reduce the speed below speed control.

(c) after the recognition there is a discontinuous tone with three pulses of 0.3 seconds and two breaks of 0.1 seconds.

d) shows the signal with a yellow focus icon and screen icon.

(e) indicates speed control is final: a. conventional mode:-in trains of type equal to or less than 100: 60 km/h.

-In trains of type more than 100: 80 km/h.

b. high-speed mode:-in trains of type equal to or less than 100: equal to the type.

-In trains of type greater than 100: 100 km/h.

7. sequence of signals pre-announcement of stop - stop announcement.

If the indication of the previous signal was pre-announcement of stop and the next signal indication is stop announcement or advertisement is stopped immediately, the system establishes a speed control final which is: • to the passage by the prior mark: a. conventional mode: 60 km/h.

b. high-speed mode:-in trains of type less than 100: 80 km/h.

-In trains of type equal to or greater than 100: 100 km/h.

• The passage by the beacon signal: a. conventional mode: 60 km/h.

b. high-speed mode:-in trains of type less than 100: 60 km/h.

-In trains of type equal to or greater than 100: 90 km/h.

8 step level: to) protected.

(a) there is an acoustic signal of 0.3 seconds long.

b) illuminates the button of level crossing.

(c) the driver must recognize with the push of protected level crossing, within 3 seconds from the beginning of the acoustic and optical signals.

(d) after the recognition there is an acoustic signal of 0.3 seconds long.

(b) unprotected.

to illuminate at least the button of level crossing and there is a beep for 3 seconds or until the recognition.

b. Machinist must recognize with nivelcorrespondiente step-by-step button within 3 seconds from the beginning of the acoustic and optical signals, and will reduce the speed below the final control speed corresponding c. After the recognition there is a discontinuous tone with four pulses of 0.4 seconds and three breaks of 0.1 seconds.

d. it displays the icon of unprotected level crossing.

e indicates the speed of final control which is 30 km/h, after reaching that speed control, final control speed automatically switches to 80 km/h until the end of control. The control that sets the system, disappears after 1800 meters from the recognition.

9. temporary limitation of maximum speed and significant changes in speed.

(a) lights up however, LTV/CSV button and there is a beep for 3 seconds or until the recognition.

b) the driver must recognize the LTV/CSV button, and will reduce the speed below speed control.

(c) after the recognition there is a discontinuous tone with five pulses of 0.5 seconds and four breaks of 0.1 seconds.

d) the temporary limitation of speed icon is displayed.

(e) shows the speed of final control, which will be:-in the way conventional ASFA final control speed is: 60 km/h.

-In the ASFA high-speed mode final control speed is 100 km/h, or equal to the type if this is equal to or less than 100 type.

(f) following the recognition, the LTV/CSV icon is displayed in the following way:-fixed light until the train speed is equal to or less than the speed of final control of the control of the LTV or CSV.

-With flashing light when the speed of the train has reached at any time a value equal to or less than the speed of final control of the control of the LTV or CSV. In this case, will no longer show when Machinist again operate the push for recognition of LTV/CSV (lit), for this purpose:-when speed control is equal to or greater than the established by the LTV or CSV, Machinist not will trigger again the recognition of LTV/CSV button until the end of the LTV or CSV signal or , until the next signal that set a new speed limit.

-When the speed control is less than that provided for by the LTV or CSV, Machinist not again started the push for recognition of LTV/CSV to having overrun the time limitation of maximum speed signal or significant change of speed.

10. stop.

(a) when passed the previous mark.

-Shows the signal with red bulb icon.

-The system establishes a control speed: 60 km/h for superior to type 100 trains.
50 km/h for trains of type equal to or less than 100 type.

-The Machinist should regulate the speed of the train to not exceed the speeds indicated for each case, a step by the previous mark.

-Shows the speed of final control of 0 km/h, which set the previous mark.

-There is an acoustic signal for 3 seconds.

-The driver approaching the beacon's signal, will reduce speed below speed control, guaranteeing the fulfillment of the order of the side signal. Final control speed: 30 km/h for superior to type 100 trains.

25 km/h for trains of type equal to or less than 100 type.

According to SW version, signals equipped with linked previous beacon located less than 80 metres from each other, from the second of these, must be reduced speed below the speed of approach control to the beacon's signal, being the new speed control of 15 km/h.

If after passing the previous mark, is not another mark to less than 600 meters (AV mode) or 450 metres (CONV mode), applies braking emergency and the veil will be shown in the display of data. In this case, at the start of the March, the system imposes control of stop notice (60/80 km/h depending on the type of train in convertible mode, or 100 km/h in AV mode).

(b) to pass by the signal beacon.

-If the function is active of override authorized: the signal with a red focus icon is displayed and overtopping.

There is an acoustic signal for 3 seconds.

Machinist can override the signal being speed control of 40 km/h, which will remain until any of these situations:-the passage by other mark associated with a sign showing a stop indication, override authorized or off signal.

-20 seconds after receiving information via free, conditional go-ahead, stop announcement, pre-announcement of stop, notice of caution or immediate stop ad.

Once activated the button's override authorized have 10 seconds to pass through the beacon's signal, in the case of stop, override authorized, or off signal. This button will illuminate for 10 seconds from your drive.

For indication of stop signals (authorized its override anti-pollution) and override authorized, if the button has not been triggered from override authorized, or if it exceeds time step by beacon (10 seconds), there is the train braking. After reassembly team, this will maintain control of 40 km/h or, which corresponds to the type of train if the increase speed of 100 km/h button, has operated until the end of the control.

-If the function is not active for override authorized and/or exceeding 10 seconds set for the passage by the signal beacon: the signal with a red focus icon is displayed.

Emergency brake is applied and the emergency brake icon is displayed.

There is a beep for 6 seconds.

11 step by detour.

(a) when the prior mark of the signal protecting the diversion, the step by detour icon is displayed.

b) shows the speed of final control mode CONV 60 km/h and 100 km/h in AV mode If you have activated the speed increase on the preceding signal, speeds will be mode CONV 90 km/h and 160 km/h in AV mode In any case speed is set to the type of train where this has a lower value.

c) the pitch deviation control icon is displayed.

(d) the step by the foot of signal beacon system returns to perform a second control of speed equal to that previously described for 20 seconds.

(e) the driver regardless of final control speed indicated by the team, shall not exceed the speed to pass the road describing the lateral signaling or the imposed by the regulations.

12. increase speed of final control.

(a) this button is ready to be operated for a period of 10 seconds after receiving an information associated with a stop signal (override authorized, authorization of relining a signal ordering stop, etc.), of pre-announcement of stop, announcement of caution or temporary limitation of speed or significant change of speed.

b) after receiving one of the above information, increase the speed of final control button illuminates for 10 seconds.

c) shows the speed of corresponding, depending on type of train final control.




ASPECT of signal speed CONTROL end with override (KM/H) ASFA conventional ASFA high speed stop 100 100 Preanuncio stop Type > 100 → 100 type > 140 → 100 ≤ 100 → type ≤ 40 → type sequence type pre-announcement of stop with immediate stop/stop aumento-anuncio after the previous mark of immediate stop/stop announcement: Type > 100 → 90 type ≥ 140 → 120 type ≤ 100 → 60 type < 140 → type after the mark's announcement of immediate stop/stop signal: Type > 100 → ≥ 80 type 120 → 100 ≤ 100 60 type → type < 120 → type ad caution type > 100 → type 100 > 160 → 160 type ≤ 100 → type ≤ 160 → type step by shunting type ≥ 100 → 90 type > 160 → 160 type < 100 → type ≤ 160 → LTV/CSV type > 100 → 100 type > 160 160 type ≤ 100 type ≤ 160 type → → → d) if it is pressed after receiving information associated with at pre-announcement of stop signal the pre-announcement of the stop icon and expanded screen icon is displayed.

(e) after receiving an information associated with a sign of temporary limitation of maximum speed or significant change of speed, caution or stop pre-announcement announcement, Machinist will not power the increase speed of final control button when the limit of control of this increase is higher than the speed specified in the associated signal.

(f) after receiving an information associated with a signal stop and once authorized your override (override authorized), Machinist will not power increase speed of final control button when the circulation from that moment is with March in sight.

5AP1.1.4.3. modes ASFA Conv. and ASFA high speed. Other indications. Performance of the driver.

1. brake rearmament.

(a) illuminates the brake reset button when disappear the conditions that led to the application of the emergency brake and the train is stopped.

(b) illuminates during the connection process and start-up of the equipment once the connection button is applied and the team has completed its internal checks.

c) turns off when you press the brake reset button.

2 alarm.

(a) there is a discontinuous tone with pulses of 0.2 seconds and pauses of 0.4 seconds, team detected an alarm in the catchment of beacons.

(b) in BTS and MBRA mode, there is no acoustic signal of alarm, only the led, which goes off when recovering the action of the reader of beacons.

c) illuminates the alarm button until there is recognition and disappear the conditions that caused the alarm or until you reset the brake. Not applicable to BTS and MBRA.

(d) if the alarm button lights up producing a continuous tone, the Machinist will toggle this button within 3 seconds. In the absence of recognition, system will order the operation of the emergency brake to stop the train, keeping the alarm until it is reset the computer.

3. indication of overspeed.

(a) appears when it circulates to a top speed of permitted by ASFA digital equipment at that time.

b) shows the icon of overspeed, yellow or red depending on the level of overspeed.

c) there is a discontinuous tone with pulses of 0.25 seconds and 0.6 seconds in the case of yellow icon breaks.

d) there is a discontinuous tone with pulses of 0.25 seconds and pauses of 0.2 seconds in the case of red icon.

(e) the driver must stop up to a speed below notice speed until the icons disappear.

4. emergency brake.

(a) appears when the emergency brake is applied.

b) produces a beep for 6 seconds.

The causes for which the emergency brake can be applied are as follows: to) overcome the speed of intervention of braking supervised at all times.

(b) does not recognize the system requirement.

(c)) if not disappear the conditions that caused an alarm in 3 seconds.

(d) loss of effectiveness.

In the two latter cases should proceed to the cancellation of the team for standardization.

5AP1.1.4.4. phone lock mode in case of abnormality. Performance of the driver.

This mode shall be used only by the operator when, by the system of blocking or otherwise, must be considered non-existent intermediate signals related to the ASFA in BA, in which case, select the BTS mode all the affected way.
In mode BTS Machinist must comply with all the requirements defined in the RCF for circulation with BT in case of abnormality.

Circulating mode BTS, the reading of beacons is inhibited, supervised by the system control speed is 140 km/h, and the intervention of braking of 145 km/h. If less than 140 km/h, the maximum speed of the vehicle configured in ECP it will take the smallest value, and the intervention of braking will be 5 km/h greater than this value.

To access this mode of driving, they disappear from the display all indications of controls, and to detect speed, controls that remained in memory will be deleted. Abandoning the BTS mode, control is always set to boot.

5AP1.1.4.5. mode maneuvers. Performance of the driver.

The movements of manoeuvres that affect signals related to the ASFA and is carried out with the motor vehicle standing first in the direction of movement, making the driving cab front, to run with the ASFA connected in ASFA CONV, ASFA AV, ASFA basic CONV or ASFA basic AV mode For the rest of the maneuvers, in which some of the described conditions are not met or when it is not possible for any reason, the driver will select MBRA mode to perform these movements.

When it will circulate with the MBRA mode selected, the reading of beacons is inhibited, supervised by the computer control speed is 30 mph and 35 mph. braking intervention

To access this mode of driving, they disappear from the display all indications of controls, and to detect speed controls that remained in memory will be deleted. Abandoning the MBRA mode, control is always set to boot.

5AP1.1.4.6. Basic conventional ASFA and ASFA basic high speed mode.

This driving mode is developed without display screen on the console. ASFA basic conventional mode will be set upon completion of the process of connecting and underway on-board equipment if activated or enabled basic ASFA Repeater panel switch and its efficacy in the corresponding LED on the Repeater panel will be displayed.

Vehicles travelling in routes with different criteria for location of markers (conventional network or high speed), from basic ASFA conventional mode is select moving ASFA basic high speed mode and vice versa, by activating the pushbutton mode, remaining illuminated this. Its efficacy in the corresponding LED on the Repeater panel will be displayed.

In vehicles travelling only in high speed lines if upon completion of the connection process, basic ASFA switch is activated or enabled, ASFA basic AV mode will be established and will show its effectiveness in LED efficiency panel Repeater, remaining illuminated push button mode.

When the acoustic signal which indicates overspeed for having exceeded the speed control, Machinist must stop until the speed below this speed control.

Circulating in the ASFA basic CONV modes and ASFA basic AV, to pass through markers, regardless of the speed of final control that makes the team, the Machinist should circulate in conditions comply with the order of the corresponding signal.

Taking into account the above checks that establish the basic CONV ASFA modes and ASFA basic AV, are as follows: 1. Control at the start.

The control is maintained until it receives information from an ASFA mark that does not correspond to protected PN.

2. a free hand.

(a) it disappears the LED indication speed controls.

b) will illuminate the level crossing button for 3 seconds on the Repeater panel.

(c) there is an acoustic signal of 0.3 seconds long.

(d) it is not necessary to perform any operation.

(e) the driver controls speed to not exceed the minimum between the absolute maximum speed of the vehicle and the type of train on the speed selector.

3. conditional go-ahead.

(a) in trains of type greater than 160 (even the train have type equal to or less than this).

Additional conditional go-ahead button will illuminate for 3 seconds or until it engages.

The driver must recognize with additional conditional go-ahead button within 3 seconds from the beginning of the acoustic and optical, signals in the signal both the previous mark and reduces its speed below speed control (160 km/h).

Glows Repeater panel LED red and green flashes green.

(b) in trains of equal to or less than 160 type.

There is an acoustic signal of 0.3 seconds long.

Machinist will regulate the speed to not exceed the minimum between the absolute maximum speed and the type of train on the speed selector, not being necessary to perform any operation.

Repeater panel will glow red LED and green, green flashes, provided that it is not active more restrictive control.

4 stop announcement, advertisement is stopped immediately, announcement of caution, stop pre-announcement, pass at level unprotected, temporary speed limit and significant speed change.

When the associated mark passed, LED will illuminate yellow (braking) continuously and the additional button (yellow), and Machinist recognize it within 3 seconds, the signal in both the previous mark and it will reduce the speed below speed control. Final control speed is: to) for type > 100: 80 km/h for conventional basic ASFA mode.

100 km/h for ASFA basic high speed mode.

(b) for type ≤ 100: 60 km/h for conventional basic ASFA mode).

As in the type of train for ASFA basic high speed mode.

5. successive signals at stop announcement or advertisement is stopped immediately.

(a) if circulating with the controls of the previous point, the next signal indication is stop announcement, advertisement is stopped immediately, announcement of caution, stop pre-announcement, temporary limitation of speed, change of speed or step at unprotected level, in this case, the system sets the following control of final speed to the passage by the previous mark :-Conventional basic ASFA mode - 60 km/h.

-Basic ASFA mode high speed - 80 km/h or 100 km/h depending on the installed SW version.

(b) this control will have a duration of 20 seconds, after the recognition.

(c) also to perform recognition on the beacon's signal, again performed this same control for 20 seconds, regardless of that system is complete or not the previous control.

(d) during the time of these controls yellow LED (braking) will illuminate intermittently.

6. stop.

(a) when passed the previous mark.

-The system establishes a control speed: 60 km/h for superior to type 100 trains.

50 km/h for trains of type equal to or less than 100 type.

-The driver must be adjusted the speed of the train to not exceed the speeds indicated according to the case, a step by the previous mark. The speed of the train is equal to or less than 50 or 60 km/h depending on train type, turns the Repeater panel red LED continuously and there will be an acoustic signal for 3 seconds.

-The driver approaching the beacon's signal, will reduce speed below speed control, guaranteeing the fulfillment of the order of the side signal. Speed control in the approach to the signal beacon is: 30 km/h for superior to type 100 trains.

25 km/h for trains of type equal to or less than 100 type.

-In signals equipped with linked previous beacon located less than 80 meters from each other, from the second of these, must be reduced speed below the speed of approach control to the beacon's signal, being the new speed control of 15 km/h.

-If after passing the previous mark, you can't find another mark to less than 600 meters (basic AV mode) or 450 metres (basic CONV mode.), it applies braking emergency. In this case, at the start of the March, the system imposes a final control of stop notice (60/80/100 km/h depending on the type of train and CONV or AV mode).

(b) to pass through the beacon's signal:-If the function is active of override authorized: turns Repeater panel red LED flashes and there is a beep for 3 seconds. Also illuminate the increasing speed of final control button for 10 seconds or until it engages.

The driver can override the signal, once passed by the signal beacon speed control is 40 km/h, which will be maintained until:-step by another mark associated with a sign showing a stop indication, override authorized, or off signal.

-20 seconds after receiving information via free, conditional go-ahead, stop announcement, stopped immediately, announcement of caution and stop pre-announcement announcement.

Once powered the button's override authorized are available up to 10 seconds to pass through the beacon's signal in stop indication, override authorized, or off signal. This button will illuminate for 10 seconds from your drive.
For indication of stop signals (authorized its override anti-pollution) and override authorized, if the button has not been triggered from override authorized, or if it exceeds time step by beacon (10 seconds), there is the train braking. After reassembly team, this will maintain control of 40 km/h or, if the increase in speed of 100 km/h button has triggered (or which corresponds to the type of train), until the end of the control.

-If the function is not active in override authorized and/or exceeding 10 seconds set for the passage by the signal beacon: emergency brake is applied.

There is a beep for 6 seconds.

The red LED lights up intermittently.

7. increase of speed of final control.

This button is ready to be operated for a period of 10 seconds after receiving an information associated with a stop signal (override authorized, authorization of relining a signal ordering stop, etc.).

8 protected level crossing.

To step mark the button of level crossing lights. The engineer will recognize this button within 3 seconds, since the beginning of the acoustic and optical signals.

5AP1.1.4.7. particularities of the lines equipped with third rail (mixed width).

The ASFA conventional mode is selected for the movement of trains with ASFA digital lines equipped with third rail (mixed width), Machinist or, in your case, the conventional basic ASFA mode.

Section 5. Transitions between Asfa Digital and LZB/ERTMS 5AP1.1.5.1. Generalities.

ASFA Digital system allows the transition from ASFA Digital LZB/ERTMS and LZB/ERTMS to ASFA Digital train underway.

ASFA Digital equipment will not intervene in the determination of the time or geographical point where switching between systems.

5AP1.1.5.2. Digital ASFA to LZB/ERTMS transitions.

This transition will require the ASFA Digital system is operating. Will be made by the following sequence: 1. inhibition of the request by the ASFA Digital emergency braking.

2 disconnect or inhibition of the ASFA Digital system operation.

ASFA Digital equipment indicated in the display of data that has switched correctly through the indication of efficacy. The screen will be displayed in night mode and without additional indications except driving mode, which will be shown with the legend EXT to place on record that the protection it is conducting an external system.

5AP1.1.5.3. LZB/ERTMS transitions to Digital ASFA.

This transition will require that the ASFA Digital this operating system. Will be made by the following sequence: 1. connection of the ASFA Digital system operation.

2. activation of the emergency by the ASFA Digital brake control.

ASFA-Digital system will be activated as speed control showing the minimum between the selected type and the maximum set for the vehicle. Also produced an acoustic signal for 3 seconds and the focus icon is displayed with questions to receive information via signal (depending on the version installed SW) mark first.

It should any fault occur on the computer being protected by the LZB/ERTMS train is apagaría efficiency indicator, indicating thereby that the following transition LZB/ERTMS to ASFA Digital applies the emergency brake.

Section 6. 5AP1.1.6.1 abnormalities. Notification.

When the circulation Manager know any abnormality related (displaced markers, out of service, which do not transmit information or that this is wrong, etc.), you will have your repair and this abnormality will notify the driver of each of the affected trains.

When abnormality is observed by the operator, it shall inform the head of circulation by radiotelephone or in the first open season.

5AP1.1.6.2. abnormalities in the data display screen.

It should not operate the display of data, it will inform the head of circulation and will switch, stopped train to ASFA basic CONV mode or ASFA basic AV, as the case may be, shall be fulfilled under the RCF, signs orders and regulations of the blockade that is circulated.

If the failure causes the uselessness of the system, on-screen text display ASFA not operating, or lack of effectiveness in ASFA-basic CONV or ASFA basic AV modes, it shall notify responsible for circulation (station, band of regulation, or CTC, as appropriate) and will disconnect the equipment, ASFA, still driving conditions imposed in section 5.2.3.2 of the RCF application since that time.

If the system has a slight bug, the ASFA operative text is indicated on display or in ASFA basic CONV or ASFA basic AV mode using the indication of oscillating efficiency. In this case the system can be used, but imposed an immediate activity of maintenance at the end of the tour.

5AP1.1.6.3. off signals in dubious or non-visible indication.

When signals are off, in dubious indication, or non-visible, the system information may not match the appearance of the signal. In this case, the Machinist will adhere to the order of the signal and held at cabin operations satisfying, fulfilling provisions of the RCF.

In the case of having to make a recognition of indication in the previous mark, the signal still not visible from it, Machinist will act on additional recognition of a announcement of stop button, by pressing the button that corresponds to the pass mark according to the indication of the signal.

5AP1.1.6.4. stopping the train by the action of the ASFA.

When stopping the train by actions of the ASFA, except in the cases expressly referred to in the preceding paragraphs, resumed the March the system maintains previous control that could exist.

If this situation occurs in the case of protected level crossing, the driver at the start of the March, deemed unprotected level crossing. In this case it will act on the push-button of concealment as determined in article 5AP1.1.6.5. of this appendix.

5AP1.1.6.5. action on the Hide button. (Veil)

This button is used to perform the function of concealment of the signalling information in the graphical display in the following cases: 1. automatically if after passing through a prior mark in indication of stop, it is not another mark linked to less than 600 meters (AV mode) or 450 metres (CONV mode), your cancellation will be made by the operator pressing the button of concealment.

2. from automatically after reception of a beacon during the time of recognition of a previous mark, cancellation will be made by the operator pressing the button of concealment.

3. at the request of the driver to produce an error in the recognition of the mark indication, lack of recognition of the mark by the system and do not generate alarm signal, or when the driver deems that information received on the screen does not correspond to the lateral signaling.

In this case, the override must be carried out by the operator, after having recognized the information received from the next mark not conforming to PN or LTV/CSV will toggle the Hide button.

5AP1.1.6.6. particularities in level crossings equipped with level crossing protection signal.

When the level crossing protection signal present indication of step to protected level and the information given by the mark is crossing without protection, the driver shall respect this latest information.

FIFTH BOOK. Appendix 2 system for detection of presence of trains by track circuit and axle counters index fifth book. APPENDIX 2.

DETECTION OF PRESENCE OF TRAINS BY TRACK CIRCUIT AND AXLE COUNTERS.

Chapter 1. System for detection of presence of train 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 situation of the journey.

5AP2.1.1.4. circulation requirements.

Chapter 1 system for detection of presence of train by track circuit and section 1 axle counters. General 5AP2.1.1.1. Object.

The purpose of this appendix is to regulate the use of alternative form of track circuits and axle counters as a system for the detection of the presence of trains in the locks, which are installed on routes with areas of special or significant features.

5AP2.1.1.2. General guidelines.

As a general rule: to) the cantons of blocking the way with track circuits, axle counters, will remain the same.

(b) the active preferential system (Via 'CDV' circuit) or (axle counters "Aguila"), will be always represented videograficamente. The alternative system, which will be not taken into account for the purposes of liberation and occupation of cantons not participating simultaneously in blocking processing, may have additional simplified representation in the CTC.

(c) switching from a system to another in a way, will be held for responsible for movement of the collateral station designated in the program of exploitation through KNOB on special interlocking, and can be done independently for the Via 1 and 2 Via.
(d) detection system switching, not can be effect, in the case, there is no communication between the side interlocks that share the route.

Descriptions of operation in detail of each facility, will be described in the user Manual for the CTC application, and the functionality of the different controls and indications will be described in the slogans of electronic for each one of the stations on the affected route interlocks.

5AP2.1.1.3. guidelines for the initial situation of the journey.

At the start of its operation, the system interlocking will be selected by default for the detection of the train in the block, will be determined as preferred in the corresponding exploitation program.

5AP2.1.1.4. circulation requirements.

Switching will require that the alternative system to which switches, should have all its elements in free State and without fault, and must be free of trains all the way and have no authorized work, being able to switch with blocking or non-blocking established.

If you suspect that the cause of occupation or alteration of the canton, may be a reason unrelated to the succession of trains, once taken to effect switching to detection system alternative to the engineer of the first movement that is issued, in addition to prescribe the March view, is will tell you the reason, points where should stop If necessary, and the way in which should recognize the affected stretches.

FIFTH BOOK. TRANSIENT specification 1 notice of signals and braking automatic (ASFA) analog index fifth book. TRANSIENT SPECIFICATION 1.

NOTICE OF SIGNALS AND BRAKING SYSTEM AUTOMATIC ANALOG (ASFA).

Chapter 1. Analog ASFA.

Section 1. Generalities.

5ET1.1.1.1. object.

5ET1.1.1.2. signals (analog) ASFA-related.

Section 2. Performance of the driver.

5ET1.1.2.1. to sign via free and protected PN.

5ET1.1.2.2. before signal via free conditional.

5ET1.1.2.3. before announcement of caution, stop pre-announcement announcement of stop sign, advertisement is stopped immediately, delayed stop, limited speed and PN ad without protection.

5ET1.1.2.4. at stop sign.

5ET1.1.2.5. signs of overtopping authorized.

5ET1.1.2.6. circulation in temporary trivialisation of via.

Chapter 1 section 1 analog Asfa. General 5ET1.1.1.1. Object.

ASFA (notice of signals and automatic braking) analog system aims to inform and help the Machinist in observation of the instructions or the knowledge of the State of fixed signals, transmitted automatically to the booth, information on the aspect presented.

The transmission of information via - vehicle is timely.

Use increases the safety of railway traffic because it reduces or cancels, as the case may be, the effects of the possible human error to automatically ensure the arrest of the train in case of improper performance of the driver.

5ET1.1.1.2. signals (analog) ASFA-related.

Signals intermediate, level crossing, advanced, input, output, protection, relate to this system the interiors that may order via free, announcement of significant change in speed, announcement of temporary limitation of maximum speed in cases in which this is consideration of significant speed change and, in some cases, the reverse.

The AI will be released through luggage, with the corresponding sign, lines in which signals are related to this system.

Section 2. Performance of the 5ET1.1.2.1 driver. To signal via free and protected PN.

When the signal present indication via free or protected PN, is not required action to the driver.

5ET1.1.2.2. before signal via free conditional.

When signal present indication of go-ahead conditional, to pass by the previous mark or signal, the driver of a train with maximum speed exceeding 160 will toggle the switch of recognition within 3 seconds and reduces the speed, since it goes beyond the previous mark, or signal in case of absence of that one, 180 km/h within 18 seconds, and 160 km/h, 11 seconds later.

It may not exceed the speed of 160 km/h until the system allows it, he will know by the indication of the corresponding Viewer.

If these conditions are not met the train braking automatically occurs.

5ET1.1.2.3. before announcement of caution, stop pre-announcement announcement of stop sign, advertisement is stopped immediately, delayed stop, limited speed and PN ad without protection.

When the signal present indication of advertisement of caution, pre-announcement of stop, stop announcement, advertisement is stopped immediately, deferred stop, limited speed and PN ad without protection; passed by the previous mark or sign, you must press the recognition button within 3 seconds.

In addition, immediately begin a reduction in speed since it exceeds the mark prior, or signal in case there is no one, to ensure compliance with the order of the corresponding signal.

If the signal fixed or variable information screen, Machinist will start a reduction in the speed of the train as indicated, until the speed is indicated by the display.

In other cases, to facilitate a reaction in the reduction of the speed of the train, and in order to ensure compliance with the order of the corresponding signal, the driver of a motor vehicle which circulate: to) at speeds exceeding 100 km/h, will start immediately the train braking in order to reduce its speed to 100 km/h.

(b) at speeds between 100 and 80 km/h, it will start immediately the train braking in order to reduce its speed to 60 km/h.

(c) at less than 80 km/h speed, will initiate a speed reduction in such a way that it ensures the compliance of the order of the signal.

Exceptionally, it may delay acting on the braking when the train and via profile characteristics warrant does not make their immediate application ensuring, however, compliance with the order of the signal.

On the lines of high speed Madrid to Seville and Madrid to Barcelona and Figueres, as well as online Bif. Huesca Huesca, since it exceeded the previous mark will reduce speed to 160 km/h within 22 seconds.

A motor vehicle exceeding 160 type may not exceed the speed of 160 km/h until the system allows it, he will know by the indication of the corresponding Viewer.

If the above-mentioned conditions are not met the train braking automatically occurs.

5ET1.1.2.4. at stop sign.

When the signal present indication stop, must: to) when passed the previous mark.

Will not exceed: motor vehicle without selector train, 60 km/h.

Locomotives with selector:-60 km/h when the switch is in position 1 (T.110 and above).

-50 km/h when the switch is in position 2 (T.80, 90 and 100).

-35 km/h when the switch is in position 3 (T.70 and lower).

Failure to comply with the imposed limitation produces the automatic braking of the train.

(b) to pass by the signal beacon.

There is the automatic braking of the train.

5ET1.1.2.5. signs of overtopping authorized.

Turn key switch or the switch on the panel to the position will be controlled override authorized.

This operation can be stopped train or in March and, from the moment of it, there are 10 seconds for the override.

The override in one longer that granted produces the automatic braking of the train.

Carried out the override, turn key switch or will toggle the switch on the panel to the initial position of connected.

5ET1.1.2.6. circulation in temporary trivialisation of via.

At stations without signs of entrance cross purposes, with Mark prior at the advanced level of signals and input in the normal way, Machinist will act as indicated in paragraphs 3 and 4, respectively.

FIFTH BOOK. TRANSIENT Specification 2 system protection automatic train index EBICAB fifth book. TRANSIENT SPECIFICATION 2.

TRAINS EBICAB AUTOMATIC PROTECTION SYSTEM.

Chapter 1. EBICAB system.

Section 1. Generalities.

5ET2.1.1.1. Description.

5ET2.1.1.2. elements that compose the system.

5ET2.1.1.3. the system functionality.

5ET2.1.1.4. driving Panel.

5ET2.1.1.5. transmission in ASFA.

Section 2. Connection and disconnection.

5ET2.1.2.1. connection and disconnection.

5ET2.1.2.2. data entry.

Section 3. 5ET2.1.3.1 driving modes. Driving modes.

5ET2.1.3.2. changes in mode.

5ET2.1.3.3. driving EBICAB mode.

5ET2.1.3.4. driving ASFA permanent mode.

5ET2.1.3.5. driving MANEUVERS mode.

5ET2.1.3.6. driving phone lock mode.

Section 4. Performance of the Machinist EBICAB system.

5ET2.1.4.1. basic quantities.

5ET2.1.4.2. Supervision of the system.

5ET2.1.4.3. off or in dubious indication signals.

5ET2.1.4.4. considered signs of non-existent or out of service.

5ET2.1.4.5. undue detention of the train by the action of EBICAB.

5ET2.1.4.6. normalization Via temporary circulation.

5ET2.1.4.7. protection against Kickback.

5ET2.1.4.8. protection at level crossings.

5ET2.1.4.9. protection in case of prolonged stops.

Section 5. Transitions EBICAB ASFA.

5ET2.1.5.1. General.

5ET2.1.5.2. transitions of EBICAB to ASFA by end of EBICAB area.

5ET2.1.5.3. transitions of EBICAB to ASFA by fault or incident.
5ET2.1.5.4. transitions to speed limited functionality.

Section 6. Abnormalities.

5ET2.1.6.1. system EBICAB uselessness.

Chapter 1 section 1 EBICAB system. General 5ET2.1.1.1. Description.

EBICAB is a system on-board train protection receiving timely information, adapted to the existing side signage, and carries out continuous monitoring of the speed and location of the train causing the performance of the brakes when it detects that the conditions constitute a risk for the movement of the train.

Machinist must always obey the order of fixed signals in accordance with the specifications of the RCF, and perform operations requiring prompt EBICAB in cabin.

The system is prepared to control a maximum speed of 220 km/h with EBICAB in service with 200 km/h. with ASFA. Machinist will respect the maximum speed of the line and all the established limitations. Provides the following protections of the train: to) overspeed protection.

(b) protection against improper lining of a stop signal.

(c) protection against Kickback.

(d) protection at level crossings.

(e) protection when there are prolonged stops.

EBICAB and ASFA, systems with functionality and transitions that are described in this transient specification are integrated on the same computer.

5ET2.1.1.2. elements that compose the system.

The system is composed of Via equipment, equipment onboard, and driving Panel.

1. Via equipment.

The via team EBICAB consists of: to) beacons EBICAB located between the running Rails and along the axis of the road, which are functionally grouped at points of information. The beacons can be controlled or not controlled, the first vary the information transmitted in accordance with the conditions of signalling and the latter always sends the same information.

-Fixed information marks (uncontrolled), are located in places where it is necessary to inform the train of certain events that do not vary to produce changes in signaling (ad banners, references for calculation of distances, etc.).

(- Marks information associated with (controlled) signals, are classified in turn: to) beacons of prior information.

Located only controlled mark of 5-10 m before the corresponding beacon prior ASFA associated with the signal. In the event that did not exist the latter, it would be 300 m before the signal.

Its essential function is the release train braking process where the appearance of the corresponding signal change to a less restrictive.

b) information of signal beacons.

They consist of 2 beacons, located at 9 and 12 m from the signal. The first mark which the train is located, is the controlled and the second is the uncontrolled.

Controlled beacon transmits a fixed information, which is related to the geographical and static conditions of the information point in which it is installed. On the other hand, it transmits variable information, related to existing conditions of signaling at the time of the passage of the train over the beacons.

(b) coding.

They perform the interconnection between the beacons and signal interlocks.

In the announcement of speed limited signals via team consists of a single mark.

In a canton there can be no more than one previous mark of signal for each direction of travel.

An end-zone signal beacon must be configurable according to the route to follow.

2 on-board equipment.

They are responsible for capture, process and present the driver information coming from the via, and act on the brakes of the train if necessary.

The on-board equipment is composed of the following basic elements: to) subsystem of capture EBICAB (SUCAP).

b) subsystem of capture ASFA.

(c) equipment of Control and processing (ECP).

d) unit of cancellation of team (UAE).

(e) Tacogeneradores.

(f) unity of Interface man-machine: g) Interface with the Machinist, (EIC).

(h) panel of driving (Panel Repeater ASFA/EBICAB, keyboard, display).

5ET2.1.1.3. the system functionality.

1 the system enforces the orders imposed by the indications of the: to) light signals (V, V *, v/a, A, A *, R, sign off, r/b *, r/b and step signal level).

(b) alphanumeric (speed deviation indicator and indicator signals speed) signals.

(c) in addition it instructs Machinist indications of posters.

(d) with indication of via free (V), the Vlim will be the maximum speed of the line. Vlim by the following signal will also be the maximum of the line.

(e) with indication of conditional go-ahead (V *), Vlim to the passage by the next signal will be 160 km/h.

(f) with indication of announcement of caution (v/a), Vlim by the following signal will be adequate to make the Vlim when passed clockwise, protected by the signal of 30 km/h.

(g) with indication of announcement of caution with display of speed (V/A+N), Vlim by the following signal will be adequate for the Vlim when passed clockwise, protected by the signal is indicated on the display.

(h) with indication of stop (A) advertisement or announcement of immediate stop (A *), Vlim in approximation to the next signal will be of 30 km/h and 20 km/h depending on whether this is or not permissive.

(i) in the case that the next signal indicate r/b *, Vlim in approximation will be 30 km/h.

(j) with indication of pre-announcement of stop (A+N), the Vlim to the passage by the next signal will be indicated on the number on the display.

(k) with indication of stop (R), override authorized (r/b, r/b *), you will be prompted the application of the brakes of the vehicle to the same pass through the associated signal beacons, if not it has triggered the override authorized button located on the panel of driving.

(l) in signs with fused in fundamental fixed signal lamp system will consider the words presented by signage. The case of off signal is regarded as a stop signal.

(m) if the merger is in an alphanumeric display the system only considered the indication of the fundamental fixed signal associated with it.

2. the system will try the successive deflections from an input or output signal establishing speed limits to the passage of the vehicle by the same.

3 via team announces the restrictions and limitations by crossing embarked in good time so that with different vehicles and speed decrease possible via gradients (will be guaranteed if information arrives with two cantons in advance). A PN will always be irrespective of their status: to) with indication of protected level crossing sets a Vlim by PN which is likely to be the maximum speed of the line, which must not exceed 155 km/h in the area of the level crossing, if there are no other conditions by signaling that would prevent it and it has not overcome time of 2 min. 40 seconds since the last announcement on the status of the PN. After this time shall be considered PN as unprotected.

(b) with indication of level crossing without protection the Vlim when PN is reached will be 10 km/h.

4. the system has ability to present information of the informational posters in cabin.

5. the system allows the movement of trains when establishing the location of phone lock in case of abnormality (BTS), without having to proceed to the cancellation of the team embarked or to introduce new characteristics of the train.

6. the system allows temporary trivialization of Via circulation, if the journey 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 is builds a profile of Vlim covering passage through the needles of input.

7 the system allows trains after the override of a signal with aspect R, r/b, r/b *, with the following conditions: to) if the signal is input, March of maneuvers and will be supervised by the maximum speed of 30 km/h.

b) if the signal is not input, March to the view and the speed profile shall be defined by the infrastructure of the line with a set maximum value (100 km/h). The speed profile shall consider the aspect of the signal following its passage through the previous mark and establish a braking curve should present stop signal aspect.

8 the onboard equipment of the system depending on the equipment of via will operate in the following way: to) in EBICAB if there is equipment in both ASFA EBICAB via. In the case of failure or incidence of EBICAB team, via or embarked, will be changed to operate in ASFA without stopping the train.

b) in ASFA if exists only ASFA via.

9. the system apply speed restrictions according to the different types of speed of vehicles (N, A, or B).

10. the system detects the absence of beacons of any point of information.

11 the onboard equipment of the system allows to present the following driving Panel: to) speed limit.

b) speed goal.

c) distance goal.

(d) speeding alarms.

(e) braking performance.

f) driving mode in course (EBICAB, ASFA, maneuvers, BTS).

(g) verification of operation of the equipment.

(h) failure of the system (via and embarked).

(i) connection and disconnection of the equipment.

j) beginning and end of journey equipped.
12. the onboard equipment of the system allows to register both on an external equipment such as internally the most important data relating to driving and maintenance of the system.

5ET2.1.1.4. driving Panel.

Its function is to present to the driver information to facilitate driving. Sometimes the team requires certain actions of the driver to enable its operation (pe. Introduction of data, recognition of operating conditions, etc.).

Interaction with the Machinist takes place through the following elements: 1. Panel Repeater ASFA/EBICAB. It includes indicators and buttons.

2. indicators of Vmeta, Dmeta and Vlimite included in the MFA.

3 keyboard and display. Necessary elements for data entry, change from driving mode and display messages.

4. indicator of speed preset (only in S/252), three digits that replace the previously existing indicator.

5 Repeater Panel ASFA indicators / EBICAB.





5ET2.1.1.5. transmission in ASFA.

The on-board system will receive and process the following set of information coming from the equipment via ASFA: to) Via free, corresponding to the beacon's signal or previous aspect of green (V).

(b) via free conditional, corresponding to the beacon's signal or previous with flashing green aspect (V *).

(c) stop or caution announcement, advertisement corresponding to the beacon's signal or previous appearance of yellow or green-yellow (v/a) respectively.

(d) speed control before stop, corresponding to the previous mark of signal with aspect R, r/b, r/b *, or signal with fused R lamp.

(e) stop, corresponding to the beacon's signal with aspect R, r/b, r/b *, or signal with fused R lamp.

Section 2. Switching on and off 5ET2.1.2.1. Connection and disconnection.

The connection of the equipment shall be carried out with the stopped train and become active cabin that will be placed first in the direction of travel. In case of Circulations with two locomotives, only connect equipment in the head.

Will the Machinist who circulate for a trip with EBICAB connected and selected mode that corresponds to the movement of the train.

Recoil of trains and manoeuvres shall be the team connected and the «Operations» mode is selected. The team will be disconnected for setbacks requiring it technically.

When a train runs EBICAB has inhibited the ASFA, which will be operational in the event of failure or malfunction of the system EBICAB automatically.

Machinist can disconnect the EBICAB in the event of a fault in the machine equipment, abnormal indications in the same, or lack of indications in the button of efficiency.

Perform movements with the system disconnected Machinist must inform the PM to make the cancellation of the team.

Abnormal indications or the lack of them in the cabin, when they are attributable to the buoys or fixed signs, will not result in the disconnection of the equipment. In any case, WP may order the driver to unplug it.

5ET2.1.2.2. data entry.

Machinist when having EBICAB must be the introduction of data, depending on driving mode and characteristics of the train. To introduce details are:-maximum speed of the train.

-Length of the train.

-Speed type (N, A, or B).

-Brake type.

-Percentage of braking.

When you modify any of these train data they entered again. Where necessary annular brake one or more bogies of the composition will need to change the data previously entered the team, vary the percentage of braking or if necessary to reduce the maximum speed.

Section 3. 5ET2.1.3.1 driving modes. Driving modes.

The conduction system modes can be:-EBICAB.

-Permanent ASFA.

-Maneuvers.

-Phone lock in case of abnormality.

EBICAB mode allows the functions of:-EBICAB.

-ASFA.

-Speed limited (VL).

-March to the vista (MV).

5ET2.1.3.2. changes in mode.

Allows, at any time, the driver change from driving mode. The only conditions imposed are that the vehicle must be stopped and that there are no failures that disabled the new mode.

To change the mode follow the following sequence: 1) press the request of change of mode (CM).

(2) select, according to the presented on the display menu, the mode in which you want to continue and press ENTER.

(3) enter or confirm the information requested equipment, for the new mode.

5ET2.1.3.3. driving EBICAB mode.

In the mode of driving EBICAB four features or different operating modes are distinguished: a) EBICAB.

(b) ASFA.

(c) speed limited (VL).

(d) going to the Vista (MV).

The transition between the different functions is automatic, i.e., the driver does not intervene in its selection or switching.

When it will circulate in the VL or MV features, Machinist shall comply with the requirements of circulation of view March or March of maneuvers, as the case may be, and the team will make the monitoring of speed that apply in each case.

At the beginning of the driving EBICAB mode functionality is of limited speed (VL), overseeing the system the maximum speed of 100 km/h. In this feature team does not show Vlim, Vmeta and Dmeta magnitudes.

After receiving information via in EBICAB signal beacons, provided that this State does not stop, it began to operate in functionality EBICAB and Vlim, Vmeta and Dmeta quantities are displayed.

5ET2.1.3.4. driving ASFA permanent mode.

ASFA functionality is performed by the team from the moment in which begins to operate in this mode and they are not made from the transitions automatically with other modes.

In the case of exceeding the maximum speed of the train type occurs the emergency braking.

5ET2.1.3.5. driving MANEUVERS mode.

This mode allows the forward and reverse driving, and Machinist shall comply with the prescriptions of circulation of the March of maneuvers.

The system will monitor the maximum speed of 30 km/h.

5ET2.1.3.6. driving phone lock mode.

In this mode of driving team ignores any information concerning fixed signaling fundamental and only, oversees the maximum speed of 140 km/h, even though Machinist will be prescribed for this lock, requiring the introduction of identification of the train and maximum distance to go at BT.

Section 4. Performance of the Machinist in EBICAB 5ET2.1.4.1 System. Fundamental quantities.

The Machinist who circulate with EBICAB will receive continuously on the panel of your vehicle instructions to help you adjust the gear train and, in particular, the following fundamental quantities: 1. speed limit. (Vlim).

It is the maximum speed permitted at each time by the system. When implanted not introduced in the same limited speeds, the speed limit may be less than the speed limit.

2 distance goal (Dmeta).

It is the distance between the place where is located the vehicle and the point where a change or renewal of speed should be.

3 speed goal (Vmeta).

It is the speed that is should be circular, traveled once distance goal.

5ET2.1.4.2. Supervision of the system.

If not met conditions set forth by the system, the train braking automatically occurs.

1. normal driving.

to) the driver must comply with the fundamental quantities.

(b) the speed that is allowed to circulate on the train when it is close to a stop signal is called release speed which, depending on whether or not the sign concerned is permissive, will be 30 km/h or 20 km/h, respectively. In any case, Machinist must respect the order of the signal.

2 override authorized signals.

to) the driver, in order to make the override authorized a stop indication signal, you must press the button override AUTO Repeater panel, which is effective within 10 seconds to press.

b) if the relined signal is input, switches to speed limited (VL) functionality, and fundamental EBICAB magnitudes will be disabled.

(c) if the relined signal is not input, the system happens to operate in March to LA VISTA (MV) functionality and fundamental EBICAB magnitudes will be disabled.

(d) the EBICAB mode, normal driving, will resume upon receipt of information via appropriate in (except stop indication signal) signal beacons.

3 override incorrect signals.

(a) the protection provided by the system before the override abuse of a signal at stop in EBICAB, MV and VL capabilities, is the application of the emergency brake.

(b) the functionality of normal driving EBICAB will resume upon receipt of information via appropriate signal mark (unless ordered to stop).

5ET2.1.4.3. off or in dubious indication signals.

When signals are off or in dubious indication, the EBICAB information may not match the appearance of the signal.

Machinist will adhere to the order of the signal and perform operations that correspond to the indications of the EBICAB in cabin.

5ET2.1.4.4. considered signs of non-existent or out of service.

When the driver, by the system of blocking or otherwise, should be considered non-existent some signs the EBICAB-related, you will select the BTS, within the EBICAB mode.

5ET2.1.4.5. undue detention of the train by the action of EBICAB.
When the train stopping occurs for failure to comply with the actions required by the EBICAB, Machinist, restart, shall proceed as if it had found the previous signal stop advertisement or announcement of caution, as the case may be.

If the arrest is due to improper signal override proceed as follows for these cases in the RCF.

5ET2.1.4.6. normalization Via temporary circulation.

When it circulates on a temporary track trivialization, equipped with EBICAB lines, the driver will take you connected. The system protects the train limited speeds, whereas the Vmax of the train and a specific limit speed of 120 km/h.

5ET2.1.4.7. protection against Kickback.

It is a monitoring function which compares the address of the «real» movement of the train with the address that the driver has marked by selecting address in cabin.

If the train moving in the opposite direction to the active cabin, with the functionality of EBICAB, VL, MV or BTS, team applies the emergency brake to travel a distance of 5 m.

In ASFA and MANEUVERS functionality allows the circulation in both directions.

5ET2.1.4.8. protection at level crossings.

The protection provided by the system is only applicable to EBICAB and MV functionality.

Each time the team receives information of a PN performs the following: 1. If PN is unprotected, prevents that the train speed is higher than 10 km/h. when reaches the step, and the engineer shall act pursuant to the RCF for unprotected level crossing signal.

2. If PN is protected, it will prevent the train speed is greater than 155 mph. in the area of the passage.

3. in addition, if the PN is protected, will begin a timing of 2 minutes. 40 sec. At the end of this time, if it has not reached the PN shall be deemed that it is unprotected and act according to paragraph 1.

4. when the step to level (SPN) signal present indication of protected PN and PN is the information given by the team EBICAB unprotected, Machinist will respect this latest information.

5ET2.1.4.9. protection in case of prolonged stops.

If the train has been detained for more than 4 minutes long, team assumed that the aspect of the next signal might have changed and considers that its indication is stop.

Section 5. Transitions between EBICAB and ASFA 5ET2.1.5.1. Generalities.

EBICAB and ASFA and vice versa, transitions are performed automatically when received via information both through the catchment EBICAB subsystem and the ASFA.

5ET2.1.5.2. transitions of EBICAB to ASFA by end of EBICAB area.

1 when the computer operates in EBICAB and ends the area of equipped with the system via, there is an automatic transition to ASFA.

2. the onboard computer warns in advance when you reach the end of the area via equipment EBICAB. The driver will act as determined in the vehicle driving Manual.

3. the transition between EBICAB and ASFA functionality occurs at a point situated 500 m before the first not equipped with beacons EBICAB signal. At this point turns off the end button and Vmeta, Dmeta and Vlim are disabled.

4 el Maquinista will act in accordance with the order of the last signal: to) if the appearance of the last signal buoys EBICAB is Via free (V) will oversee the maximum speed of the line if there is no other more restrictive limitations.

(b) if the last signal buoys EBICAB is a free conditional (V *) the speed of the train, at the point of end of EBICAB will be less than or equal to 160 km/h and will not be allowed to overcome it until the first mark ASFA.

(c) if the appearance of the last signal buoys EBICAB is stop (A) advertisement or announcement of caution (v/a) the speed of the train, at the point of end of EBICAB will be determined by the corresponding braking curve, to ensure that the driver can stop the train before the next signal.

5ET2.1.5.3. transitions of EBICAB to ASFA by fault or incident.

The onboard computer stops operate in EBICAB functionality with the emergence of a fault or incident that does not allow this feature.

EBICAB incidence for loss of information on beacons or telegram by default, will cause the transition to ASFA functionality provided the ASFA mark associated with that signal is received, and that there is no failure ASFA.

Once detected incidence team will show the following quantities: to) the Vmeta will be 0 km/h.

b) La Dmeta is the remaining to reach the Vmeta.

(c) the Vlim decreases from its position at the time of incidence up to a speed of transition 40 km/h.

Instructs the driver act as determined in this document, when the train reached the speed of transition, and once in ASFA functionality, team will oversee 160 km/h. until you receive the first mark ASFA.

If during the process of transition is received a mark of signal with valid information, and there is no breakdown that prevents EBICAB functionality, will abort the process of transition (continue in EBICAB functionality).

5ET2.1.5.4. transitions to speed limited functionality.

Where there is a failure of ASFA, when failure or incidence EBICAB, the on-board system will act on the brakes of the train and after reset the brake will begin operating in VL, overseeing a speed of 100 km/h, the Vmeta will be 0 km/h and the Dmeta remaining to reach the Vmeta.

Section 6. 5ET2.1.6.1 abnormalities. EBICAB system useless.

When futility of EBICAB system, both out of the base and during its run, it will be provisions in book 5 of the RCF in terms of abnormality in the control and command and signalling subsystems, as well as for communication of abnormalities.

FIFTH BOOK. TRANSIENT specification 3 protection automatic train index LZB system fifth book. TRANSIENT SPECIFICATION 3.

LZB TRAIN AUTOMATIC PROTECTION SYSTEM.

Chapter 1. Automatic protection of train LZB system.

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. Magnitudes driving Guide.

Section 2. Connection / disconnection, introduction of data and functional test.

5ET3.1.2.1. connection and disconnection.

5ET3.1.2.2. data entry.

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 on the lock. 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 trains in circulation with LZB.

5ET3.2.1.3. normalization Via temporary circulation.

5ET3.2.1.4. output of the LZB.

5ET3.2.1.5. shopping stops.

Chapter 3. Circulation with LZB in high-speed lines.

Section 1. Requirements of circulation 5ET3.3.1.1. Incorporation into the system.

5ET3.3.1.2. orders of the side signals for trains in circulation with LZB.

5ET3.3.1.3. override the speed of supervision.

5ET3.3.1.4. override authorized a LZB stopping point.

5ET3.3.1.5. output of the LZB.

Chapter 4. Abnormalities.

Section 1. Generals.

5ET3.4.1.1. abnormalities in the system of computers.

5ET3.4.1.2 abnormalities in the functional test.

Section 2. Abnormalities of LZB in lines with overlapping BA (Conv.).

5ET3.4.2.1. transmission loss.

5ET3.4.2.2. fault in onboard equipment.

Section 3. Abnormalities of LZB in high speed lines.

5ET3.4.3.1. override abuse of an LZB stopping point.

5ET3.4.3.2. restarting after an emergency stop.

5ET3.4.3.3. improper kick.

5ET3.4.3.4. transmission failure.

5ET3.4.3.5. disconnection and failure of the onboard equipment.

5ET3.4.3.6. artificial dissolution of itineraries.

5ET3.4.3.7. reverse via emergency stop.

Chapter 1 section 1 LZB train automatic protection system. General 5ET3.1.1.1. Introduction.

LZB (abbreviation of Linienzugbeeinflussung, in German automatic train driving system) is a system of train control with cabin and continuous supervision signaling.

This supervision is carried out by monitoring the speed of the train, so that where it exceeds the established values, the system activates the emergency brake until the speed is below the values of supervision.

The system consists of equipment installed in land and equipment loaded on vehicles. Both Exchange information by cable via and the antennas installed in vehicles.









Each train sends to the LZB control unit the following data:-data train (introduced by the operator): percentage of brake / brake (PFT) capacity.

The length of the train (LT).

Type of brake (TF).

Maximum speed of the train (VMT).

-The position of the train.

The LZB central sends to each train their Magnitudes Guide to driving and other additional information, depending on your situation in the overall context of the line.

The LZB causes an automatic emergency braking when it reaches the speed of supervision which is equivalent to the V. limit authorized margin.

Monitoring speed increases in proportion to the speed limit, so limit corresponds to greater speed greater leeway in monitoring.
When the actual speed returns to be lower than the speed of supervision, LZB emergency automatic braking is suppressed, being carried out by loosening the brake Machinist.

5ET3.1.1.2. system architecture.

The system consists of equipment installed in land and equipment loaded on vehicles.

1 ground equipment.

The transmission of information between the road and the vehicle is performed using a cable that is arranged in loops of 300 meters. The cable runs on the central axis of the track and skate Lane, crossing every 100 meters to form loops.

Each pair of loops (600 metres) are connected to a group of amplification called EAD, power team at distance.

Each 20 EAD constitute approximately an identification section, which is connected with the center of command and Control LZB. The border between the different sections is called change of section identification (CDI).





At the beginning and at the end of a stretch of LZB as well as lateral entries, there are loops of beginning/end. At these points the LZB and ERTMS or ASFA systems are switched automatically.

Likewise the CDI are entry points into LZB when, for another reason, or incidence has failed expected loops entering.

LZB (signal FI7A of the RCF, section 2.1.3.7) screens are placed at the start of LZB cantons that are not equipped with light signal, in order to identify them in the Machinist communications with the circulation Manager.

2. onboard equipment.

The on board equipment consists of:-3 computers in permanent operation processing the same information in parallel.

-2 sets of antennas (stations and receivers) to transmit and receive data between via cable to the vehicle.

-Travel (GIR) pulse generators. They are tacogeneradores to measure speed and distance.

-Group operated brake (GAF) for the implementation of emergency braking at the request of the center of command and Control LZB. There are vehicles that do not have the GAF, the emergency brake elements of them conducted their work.

-Functional test equipment. It performs a test to the fundamental elements for the functioning of on-board equipment (hardware and software). Functional test must be always in the commissioning of equipment (commissioning of the vehicle, cab, reset of the on-board equipment LZB, etc...).

5ET3.1.1.3 braking curves and speed profiles.

Braking distancia-velocidad curves are of parabolic type, variable according to the proposed deceleration. The following braking curves are distinguished:-supervision of speed curve: corresponds to the speed above which the system will activate emergency braking.

-Notice curve: corresponds to the speed above which the system will activate the optical and acoustic warning of speeding.

-Curve set corresponds to the limit speed of the train, i.e. the maximum speed that does not exceed.





These curves depend on the PFT, of the characteristics of the line and the VMT. Applied comfort criteria.

Characteristics of profile that brings the line in each area are grouped by sections, being each of them defined by the variation of the slope. Of all the defined sections is taken as a characteristic of the area the most unfavourable according to the following criteria: - from 0 to - 6 Horizontal (H).

-Between 6-12.5 first level (1-p).

-Between 12.5-18 second level (2 p).

-Superior to 18 third level (3 p).

When the train is not in the braking process, curves previously outlined, are shown in form of velocity profile while maintaining identical functions: - monitoring speed - speed of notice and - speed setpoint.

5ET3.1.1.4. Magnitudes driving Guide.

1 AICC.

Appliance indicator in driving cabin, which show the magnitudes of driving and the rest of necessary LZB operation instructions.





2. speed limit.

It is the maximum speed permitted at any time. Displayed in an indicator analog circular (1) with its corresponding scale in km/h, using a red needle situated outside the scale, increasing values in a clockwise direction.

3 distance goal.

Indicates the distance between the place where the train and the point where a change in velocity must be made.

He is shown by an indicator of 4 or 5 digits, some of which can be fixed, and a scale in the form of vertical bar between 0 and 4000. The used unit is the meter.

The maximum distance that the system displays information about changes of speed varies depending on the maximum speed of the train. Some examples:-12,000 (2) type 300.

-9,900 type 250.

-7,000 type 200.

-4,000 type 160.

4. speed goal.

Indicates the speed limit which must be circulating on the point indicated by the away goal.

Displayed by a three-digit indicator and indicated in multiples of 10. If the new rate is less than the current appears as soon as it enters the maximum field of exploration of the away goal, on the other hand if the new speed is greater than the current will be shown when the distance goal reaches «0».

5. actual speed.

Indicates the actual speed to which circulates the train.

Displayed in an indicator analog circular (1) with its corresponding scale in km/h, using a needle inside white/yellow colour of the scale, increasing values in a clockwise direction.

(1) speed limit and actual speed share scale.

(2) some teams only have 4 digit to indicate the distance goal, therefore this cannot be superior to 9.900. Even so, speed changes will occur according to the table of examples.

Section 2. Connection / disconnection, introduction of data and functional test 5ET3.1.2.1. Connection and disconnection.

To perform operations of connection and disconnection of the on-board equipment, it will be under the vehicle driving Manual.

1 connection.

The connection of the equipment shall be carried out with the stopped train and will only activate the cabin being placed first in the direction of travel. If the use of the ASFA is required, this must be connected previously.

So a train can circulate with LZB, it is necessary to have a percentage of braking equal to or greater than 60%.

2 disconnect: the driver shall ensure that the equipment is disconnected: to) in cabin changes and setbacks, which technically require it.

(b) in the case of abnormality in its operation, by order of the head of circulation.

5ET3.1.2.2. data entry.

As indicated in the Manual of the team driving and with the data contained in the document of the train, Machinist, when having LZB, must be the introduction of data stopped train. When they change some of these train data, they will be introduced again.

Where it is necessary to cancel the brake one or more bogies or axes of composition, it will be necessary to change the data previously entered the team, vary the percentage of braking or if necessary to reduce the maximum speed.

5ET3.1.2.3. functional test.

The functional test starts by pressing c, must be data from circulating to start, introduced to the system, and with enough TFA pressure.

During its development are illuminated all indicators three times during 1 second and sounds the Horn, simultaneously in the position «D meta» appears the installed software version (the T flag following a different sequence than the others); appears «V goal 120», «D goal 1200» and «V limit 115» while remaining illuminated indicators S, T, and V, and the ASFA system failover occurs.

The test ends showing the codes of incidences of the team in the position «D goal».

During the process, the driver must pay attention to the lighting of the lamps, mainly S and T, the magnitudes of driving directions, applying the emergency brake and the ASFA system switching.

The test should end with the signs S and 80 or 60, depending on the PFT, lit. Exceptionally can also stay ignition c, indicating that there is some impact on the computer that does not prevent its use.

The functional test is not available with the transmission equipment.

Section 3. Speed 5ET3.1.3.1. Maximum speeds.

The system allows fulfilling the limits laid down in article 1.1.1.7 the RCF, circular not to exceed the maximum speeds of the line at each point.

5ET3.1.3.2. limited speeds.

1. the 'speed limited' affecting lines equipped with LZB operating, will be introduced in the system (which affect lines that have operating also the ERTMS system, are entered in both systems), and as a result, supervised by the same.

2. the AI will establish a procedure for the management of the 'speed limited' to ensure that they have been implemented correctly.

3. the circulation of the regulation band Manager will ensure that the trains, before his departure from origin, have been transmitted to all the 'speed limited' EOF so that they appear in the book of itineraries of the Machinist, or, otherwise, have been notified him. Also, notify operators of trains that are already underway towards the affected points.

Chapter 2 circulation with LZB superimposed on the lock. Automatic line (conv.)
Section 1. Requirements of circulation 5ET3.2.1.1. Incorporation into the system.

Entry into transmission at the beginning of the exchange of telegrams between the on-board computer and the LZB is called.

When the train is going to join the LZB, Machinist, circulating in BA, press «Release» after having gone through a signal that order does not stop, moment in which appear the driving guide Magnitudes being built-in to the system.

5ET3.2.1.2. orders of the side signals for trains in circulation with LZB.

In conventional network lines, received cockpit indications are directly related to the orders of signals and driving conditions.

When the driver press «Pass», in situations that corresponds, the driving guide Magnitudes disappear, although driving is supervised. In these circumstances, the Machinist not struck «Release» until it has passed through a signal that order does not stop, moment in which will appear again the Magnitudes, driving Guide.

Machinist in each case shall comply with the following indications:-signals at stop will always be respected in its indication and the override will be made in accordance with articles 5.2.1.2 and 5.2.1.3 the RCF. Received the telefonema of authorization of override, where appropriate, Machinist struck «Pass».

-Signal of override authorized FF8A speed goal other than zero, indicating that the track's parking lot circuit is free.

Speed gets zero, indicating that the track's parking lot circuit is occupied, and therefore Machinist will toggle button 'Override', continuing with maneuvers March to its parking.

-Signal of override authorized FF8B.

In the vicinity of signals with this indication, the system receive the order of output (display order) LZB and speed equal to 30 km/h. goal

-Input indicator signals.

These signals are not included in the system by which shall not be taken into account indications circulating with LZB.

-Signals in other indications.

Signals in indication of go-ahead, stop, stop pre-announcement, ad and announcement of caution, are supervised by the system.

-LZB screens.

A train stopped before a display by order of the LZB, the driver will continue to its override the same procedure as referred to in article 2.1.2.7 the RCF for the signal FF7B.

5ET3.2.1.3. normalization Via temporary circulation.

When notifies a machinist for a BTV circulation, will circulate in accordance with conditions laid down during the journey and at the entrance to the stations:-cross purposes input signals.

It shall comply with the order given by the signal, and once exceeded this, respect the orders of the Magnitudes, driving Guide.

-With signs of recoil recoil signals are considered system stop points, so Machinist will toggle the button «Pass» when the signal authorized movement to enter the station, continuing March maneuvers to the parking lot.

5ET3.2.1.4. output of the LZB.

When approaching a point of departure of the LZB, indicator will light intermittently the «End», being present at this point the «speed goal» and the «distance goal».

Machinist struck «Release», and since then focus your attention on side signage. Once lost transmission, shall be considered circulating under cover the line blockage.

5ET3.2.1.5. shopping stops.

At stations and halts trading stops, the LZB system has scheduled a stopping point.

Where necessary, it may exceed by making use of the device «Stop cancellation».

Chapter 3 movement with LZB in high speed 1 section lines. Requirements of circulation 5ET3.3.1.1. Incorporation into the system.

Entry into transmission at the beginning of the exchange of telegrams between the on-board computer and the LZB is called.

The entry into transmission occurs only at the points provided for this purpose, which can be of two types:-input loop.

-Change of identification section (CDI).

The process is as follows:-in the AICC: the T lights up permanently.

80 or 60 indicator turns off.

Magnitudes are guide driving («V limit», «V goal» and «D meta») - ASFA Repeater Panel: the 'Effectiveness' indicator turns off and turns on «CONEX».

Since that time, it circulates with LZB. Specific actions of the driver is not required for entry into transmission.

5ET3.3.1.2. orders of the side signals for trains in circulation with LZB.

On the high speed lines fixed signals are void for trains that circulate with the LZB in service and transmission.

5ET3.3.1.3. override the speed of supervision.

If the train exceeds the 'speed limit', achieving notice «speed»:-display V lights up intermittently and sounds the Horn.

If the train goes beyond monitoring «speed»:-System applied the emergency brake.

-The indicator E looks permanent and sounds the Horn.

-P indicator lights flashing by the emptying of the TFA.

When the speed drops below Supervision «speed», the indicator is turned off and and stop the speaker. Thereafter, the system allows the driver to reset the brake.

5ET3.3.1.4. override authorized a LZB stopping point.

When a train is stopped before a screen or signal stop order, you can resume the March once communicated by movement responsible for the corresponding authorisation of the same override (as established in section 5.2.1.3 of the RCF). The driver must:-press «Beyond» (the horn sounds).

-The indicator R looks permanent.

-Disappear the Magnitudes, driving Guide, except the 'speed limit' which indicates 40 km/h.

Machinist resume the March meeting the conditions laid down in the authorization telefonema of the override.

-Once the area of override, will appear again the Magnitudes, driving Guide.

-R indicator turns off.

5ET3.3.1.5. output of the LZB.

When a train is approaching a point of departure of the LZB system, the end indicator lights flashes and the Horn will sound once, the Machinist will have 8 seconds to press «Free». END and T indicators will turn off in the vicinity of the next signal, disappear the driving guide Magnitudes and it will illuminate the indicator 60 or 80, according to PFT, to activate the new system of protection (ERTMS or ASFA). Thereafter continue circulating in BCA when the new system of protection is the ERTMS, and circulated under cover of BSL when the ASFA.

When the output of the LZB train stopped at a sign ordering stop, the end indicator will light intermittently when the signal present indication that pass.

Chapter 4 abnormalities section 1. General 5ET3.4.1.1. Abnormalities in the system of computers.

In the event of damage or discrepancy of one of the three computers in continuous operation processing the same information in parallel, it is disconnected automatically, being in charge of the other two process data.

If you encounter other faults in some of the remaining computers, the team would be out of service LZB exploitation is not possible.

5ET3.4.1.2 abnormalities in the functional test.

If during the development of functional test any fault, the element will be replaced, if possible, by other redundant, otherwise the team will not be suitable for the operation with LZB.

Section 2. Abnormalities of LZB in lines with overlapping BA (Conv.)

5ET3.4.2.1. transmission loss.

Arises when a fault in the LZB system, caused by a failure in the transmission of data:-If goal V = 0, the system will stop the train and Machinist resume the March under cover of the BA with "March in sight» until the next signal, after pressing «Pass».

-If goal V = 30 km/h, the system will stop the train except that the driver, when the actual speed is less than 60 km/h, using the button «Release», cancel the braking curve, allowing circulation under cover of the BA.

After transmission failure have occurred, this recovers, the driver will continue circulating under cover of the BA to exceed the first sign that order does not stop, time from which shall be deemed the train going again with LZB.

5ET3.4.2.2. fault in onboard equipment.

When a fault on the onboard equipment, occurs a failure in the driving guide Magnitudes and, consequently, an emergency braking.

If there is no emergency braking, the driver performs stop with service braking.

In both cases, the driver will inform responsible for circulation of the causes and of the place of detention, resuming the movement until the next signal with 'March in sight» until the next signal, and circulating under cover of the BA.

Section 3. Abnormalities of LZB in 5ET3.4.3.1 high-speed lines. Override a stop LZB point abuse.

When for any reason a train exceeds a point of stop LZB (screen or signal), Machinist must notify immediately the circulation Manager. The following process is generated by the train:-OE and c permanent indicators light up.

-The Guide driving figures disappear.
Once stopped the train, the driver may restart prior authorization responsible for circulation through the telefonema: the driver must:-press «Beyond» (the horn sounds).

-Indicators to OE, E, and c/I go out.

-The brake can be rearmed, P goes off to return to normal pressure in the TFA.

-Appear again the Magnitudes, driving Guide.

The head of circulation is barred «March to view» and/or other conditions that are accurate to the signal or following screen that can present the stop indication.

Machinist resume the March meeting the conditions laid down in the authorization of resumption of March telefonema.

5ET3.4.3.2. restarting after an emergency stop.

When a train is approaching a mandated system emergency stop point, the «OE» indicator will light intermittently.

If the train has stopped before the stopping point orderly, Machinist renudara the March once the head of circulation has annulled the order to stop and tell you driving conditions.

If the train has moved beyond the tidy stopping point, will proceed as indicated in article 5ET3.4.3.1.

5ET3.4.3.3. improper kick.

Circulating with LZB, if movement of exceeding 3 metres back occurs, the following occurs:-the system applies emergency braking.

-The indicator 'E' looks and sounds the Horn.

-The «P» indicator looks intermittent for the emptying of the TFA.

-Once arrested the train shuts «E», the speaker ceases to sound and the driver can reset the brake.

-On some vehicles, it is necessary to also press «Free».

5ET3.4.3.4. transmission failure.

When a fault in the LZB system failure in the transmission of data, the «T» pilot will look intermittently. In this case:-If goal V = 40 km/h, means that that part of the journey between the input signal of the next station, and the train is free.

The driver will proceed: acknowledge receipt of this situation by pressing «Release» within 8 seconds and will start the train braking, carefully since that time, the lateral signaling.

When the actual speed is less than 60 or 80 km/h, depending on the percentage of introduced braking, you can release the train braking curve pressing the button «Free» for the second time.

From that moment it will be considered circulating under cover of the BSL.

Verify that the effectiveness of ASFA pilot, looks to have been eliminated the supervision of LZB.

-If V goal = 000 km/h, means that that part of the journey between the input signal of the next station, and the train is busy.

The driver will proceed: acknowledge receipt of this situation by pressing «Release» within 8 seconds and will start the train braking, carefully since that time, the lateral signaling.

Once arrested, it shall inform the circulation Manager of the place in which it is located.

Received data and carried out the necessary checks, the head of circulation will establish the BSL, studying the telefonema to the driver: the Machinist received this telefonema will toggle the "Override" button and resume the March. This telefonema, in no event will take implied permission to pass signals.

Verify that the effectiveness of ASFA pilot, looks to have been eliminated the supervision of LZB.

If after have been a loss of transmission or have been ordered the equipment connection/disconnection, recover data, the driver will continue circulating under cover of the BSL to exceed the following screen of LZB sign of entrance or exit of the station.

Once exceeded one of the points mentioned, if it continues the transmission, shall be deemed that the train runs again with LZB and the telefonema received to circular with BSL will lose its validity. The driver shall inform the head of circulation.

If overwhelmed the points mentioned system data transmission is not received, the driver will continue circulating under cover of the BSL and shall inform the head of circulation.

5ET3.4.3.5. disconnection and failure of the onboard equipment.

1 when necessary, circular with equipment LZB disconnected, by fault of this or needs of the exploitation, circulation Manager shall authorize Machinist disconnection, and circulation under cover of the BSL, by means of the telefonema: 2. when a fault occurs on the on-board computer, a fault occurs in the driving guide Magnitudes, and consequently , an emergency braking.

If the «S» and «T» indicators are turned off and there is emergency braking, the driver performs stop with service braking.

In both cases, Machinist shall inform the circulation Manager of the causes and place of detention, not resuming the March to receive the corresponding authorization: with the telefonema 5ET3.2 If the onboard equipment has been standardized.

With the telefonema 5ET3.3 if not the onboard equipment has been standardized.

5ET3.4.3.6. artificial dissolution of itineraries.

1. where, in exceptional circumstances, it is necessary to put in a stop indication a signal that is authorizing the passage and is in the canton train prior to this signal, the head of circulation, before the dissolution of the route, will ensure communication with the driver, the train is stopped between the signal, and shall send you the telefonema : 5ET3.4.3.7. In contrary via emergency stop.

In case of interception or imminent threat to circulation, the onboard equipment has the possibility of introducing a stopping point on the adjacent track, pressing the corresponding switch.

1. introduction of an emergency stop.

Machinist will connect "Emergency in contrary via" switch. While connected, indicator c/I will look and sound the Horn continuously (is suitable to keep the switch connected at least 2 km from the point to protect, to cover the braking distance of a train approaching at that time).

Machinist must report the incident immediately circulation Manager.

2. stop by contrary via emergency.

Established the stop, there may be two circumstances for train approaching to it.

(a) the train receives the stop with enough stopping distance.

-Appears "Target speed" = 000.

-OE indicator lights flashing.

-It sounds the Horn for 1 second.

Machinist will stop the train emergency braking and will be in communication with the circulation Manager, communicating the incidence and the stop point.

When circumstances permit, circulation responsible for void stop on the system and will establish the conditions to restart:-the OE indicator goes off.

-The Guide Magnitudes of driving are normalized.

If not possible the cancellation of stop in the system, responsible for circulation shall authorize the restarting or ordered the retreat of the train as set out in Chapter 6 of book 3 of the RCF.

(b) the train receives the stop without sufficient stopping distance.

-Appears "Target speed" = 000.

-The system applies emergency braking.

-Light indicators and permanent and intermittent P by the emptying of the TFA.

-OE indicator looks intermittent indicating the approach to a stop by "Emergency in contrary via".

-Lights flashing V with the Horn, indicating superior supervisory speed.

After passing the stop point:-OE and c permanent indicators light up.

-The Guide driving figures disappear.

The driver should be in communication with the circulation Manager indicating the incidence and the stop point.

When circumstances permit, circulation Manager will authorize the restarting or ordered the retreat of the train as set out in Chapter 6 of book 3 of the RCF.

Annex II criteria for the implementation of the RCF in the SGS of railway institutions index criteria for the implementation of the RCF in the SGS of the entities railway.

Chapter 1. Criteria for the implementation of the RCF in the systems of safety management related to the content of the book 1 General.

Crit SGS1.1. Criteria for the implementation of the RCF in the SGS related to the structure of responsibilities and obligations of AI and EOF.

Crit SGS1.2. Criteria for the implementation of the RCF in the SGS service transmission-related.

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 documentation of the AI competition.

Crit SGS1.5. Criteria for the implementation of the RCF in the SGS in relation to documentation competition of EOF.

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 service tooling.

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 train for circular communication.
Crit SGS1.10. Criteria for the implementation of the RCF in the SGS in relation to mass, length, maximum speed and percentage of trains braking.

Crit SGS1.11. Criteria for the implementation of the RCF in the SGS in relation to braking tests.

Crit SGS1.12. Criteria for the implementation of the RCF in the SGS in relation to the transport of goods peligroosas.

Crit SGS1.13. Criteria for the implementation of the RCF in the SGS in relation to the 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 the 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 the train stations.

Crit SGS3.3. Criteria for the implementation of the RCF in the SGS in relation to the obligations of the staff.

Crit SGS3.4. Criteria for the implementation of the RCF in the SGS in relation to the protection of work compatible with the movement of trains.

Chapter 1 criteria for the implementation of the RCF in the systems of safety management related to the content of the book 1 General.

Crit SGS1.1. Criteria for the implementation of the RCF in the SGS related to the structure of responsibilities and obligations of AI and EOF.

Will be subject to the respective SGS, the development of internal rules and the development of procedures to ensure that railway staff linked to security in the movement, ensures that:-compliance with driving rules and the correct application of procedures.

-The proper use of the media and registry items related to circulation.

-Carrying out security operations that each one has entrusted, without delegating them on staff who is not properly enabled and authorized.

-The adoption of the most appropriate measures to ensure safety in the circulation if you receive an order that commit safety, letting him know imparted who. The adoption of the most appropriate measures at its disposal if it perceived the existence of a threat to circulation, in order to avoid or reduce their consequences, such as: present the stop signal to entire train or manoeuvre that can reach.

Let me immediately to the head of circulation.

-The monitoring and surveillance of actions related to security in the circulation staff responsible for each activity.

-The assumption of responsibilities ensuring the safety, by those responsible for circulation of the stations, the powers of the circulation Manager of a tag or band of regulation, when those will not be able to communicate with this.

-The query, those responsible for each activity, the doubts of the standards among operating personnel, ensuring if necessary, the adoption of urgent measures conducive to ensuring security.

-The urgent resolution of cases not expressly provided for in the rules, awarding to the WP the resolution, adopting measures similar to those determined for cases expressly regulated.

-Proper management, registration and updating of the vocational training of their staff enabled.

-Proper management, registration and update «guides practices and scope"of its staff in relation to installations and units that can operate in each case-enabled.

-Proper management, registration and updating of certificates of infrastructure that each holder of a licence may lead, as well as rolling stock is allowed to use in each case.

Crit SGS1.2. Criteria for the implementation of the RCF in the SGS service transmission-related.

Will be subject to the respective SGS, the development of internal rules and the development of procedures that ensure the form and the necessary flow of information in the transmission of the service:-between responsible for circulation.

-Between machinists, in relays to the passage of a train.

-Between works managers in charge of an EVB.

Crit SGS1.3. Criteria for the implementation of the RCF in the SGS in relation to the classification of regulatory documents.

Shall be subject to the respective SGS the definition of criteria for drafting documents regulatory, defining at least:-vocabulary, language and terminology to be used, consistent with the provisions to this effect on the ETI OPE.

-Identification of the type of document.

-Each document object.

-Scope of application.

-Entry into force.

-Related documents.

-Documents that cancels out.

-Annexes, if any.

Crit SGS1.4. Criteria for the implementation of the RCF in the SGS in relation to documentation of the AI competition.

It will be delivery by the AI to the EF for the elaboration of itineraries and standards of the Machinist textbooks, preferably in electronic format and in a format that facilitates the management and processing of data, for each line or segment, at least:-the information defined in Appendix D of the ETI OPE.

-The regulatory documentation of their responsibility.

-Any other information or singularity that may be relevant for safe and efficient driving of trains.

Shall SGS establish procedures that ensure the form of transmission of the information, forms of update, the maximum periods of regular updates, and distribution format.

Crit SGS1.5. Criteria for the implementation of the RCF in the SGS in relation to documentation competition of EOF.

Subject to the definition of procedure the SGS of EOF for the treatment of information received from the AI for the preparation and distribution to its Machinists of the documents:-Book of itineraries of the Machinist.

-Book of rules of the driver this procedure shall also contain forms of updating documents, the maximum periods of regular updates, and 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 subject to the respective SGS of the AI and the EF, regardless of the distribution of your documents to your personnel concerned:-define the documents that should be subject to distribution jobs (cabinets of circulation, of driving, etc...).

-The procedures for knowledge of the personal delivery documents, accused the receipt, etc...

-The procedures for knowledge of the personal delivery documents.

-Updating existing documentation procedures.

Crit SGS1.7. Criteria for the implementation of the RCF in the SGS in relation to service tooling.

It will be subject to the respective SGS of the AI and the EF, the concrete definition of tooling service to ensure its use in the most effective manner if necessary. Specify when less:-tools of service will be linked to each job, and what will be part of the staff of each worker supplied, in such a way that covered all situations of potential use: useful in shorted when it is needed to protect a point which train detection is carried out by means of track circuits.

Portable stop signs (both having natural light as in their absence) when it is needed to protect a point in which the train detection not graded track circuits.

-Procedure of distribution of the same.

-Checking of the availability of the same procedure in the service outlets.

-Procedure to ensure the maintenance, replacement, and the guidelines for action in cases of failure 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.

Will be subject to the SGS of the AI the establishment of internal rules and procedures that define:-the requirements that must be met for the opening of an AC station.

-The operational and communications to perform for the opening of an AC station.

-The requirements that must be met for the closure of an AC station.

-The operational and communications to the closing of an AC station.

-The requirements that must be met for the opening of a NC station.

-The operational and communications to perform for the opening of a NC station.

-The requirements that must be met for the closure of a CN station.

-The operational and communications for the closure of a CN station.

Crit SGS1.9. Criteria for the implementation of the RCF in the SGS in relation to train for circular communication.

It will be subject to the SGS of EOF (and the AI) when they put into circulation trains for the realization of its activity the establishment of procedures to ensure that that:-the communication of the EF to «Train to circular» AI is done effectively and efficiently, and that this communication consists of all the relevant information related to the train.

-The train has been formed with vehicles whose maximum speed is compatible with the characteristics of the Groove provided.
-The train has been formed with vehicles whose maximum loads are compatible with the supported by the lines that the train will go.

-The loading and/or unloading of vehicles that make up the train is carried out by an authorized charger, in accordance with the regulations, and as a result, after these operations have been suitable for circular.

-The clearance of the vehicles that make up the train is compatible with the lines that go to circular (without limitation of any kind, or affected by any type of restriction where appropriate).

Crit SGS1.10. Criteria for the implementation of the RCF in the SGS in relation to mass, length, maximum speed and percentage of trains braking will be subject to the SGS of EOF (and the AI) when they put into circulation trains for the realization of its activity the establishment of procedures to ensure that that:-that the train has a percentage of braking for the route to go on the basis of their characteristics and braking regime.

-That the train meets towed mass, length and traction characteristics corresponding to the provided Groove.

Crit SGS1.11. Criteria for the implementation of the RCF in the SGS in relation to braking tests.

It will be subject to the SGS of EOF (and the AI) when they put into circulation trains for the realization of its activity the establishment of procedures for:-ensure that the compositions to issue: the coupling are coupled and the vehicle's tail is housed in its support.

The changer of power levers are in position V or C that corresponds according to the loaded mass.

Regime changer levers are in the position that corresponds according to the length of the train and towed mass.

Insulation are in position «connected», except that the brake of the vehicle is damaged or its disconnection is prescribed.

The parking brakes are loosened.

Testing and/or corresponding brake checks have been made.

-The definition and use of the resources to be used for the development of different types of braking tests.

-Define the performance should be detected abnormalities in the development of the brake test.

Crit SGS1.12. Criteria for the implementation of the RCF in the SGS in relation to the transport of dangerous goods.

It will be subject to the SGS of EOF (and the AI) when they put into circulation trains for the realization of its activity the establishment of appropriate procedures to ensure that:-the proper management of the documentation inherent to the transport of dangerous goods.

-The realization of operations and checks to transport the existing regulations.

-Correct marking and/or labelling of vehicles/containers with hazardous materials.

-Mandatory information to the AI of vehicles carrying dangerous goods.

Crit SGS1.13. Criteria for the implementation of the RCF in the SGS in relation to the exceptional transport.

Object of the respective SGS of EOF and the AI will be the establishment of appropriate procedures to ensure that:-by the EF and the AI, prior communication and the flow of information necessary for the authorization of AI to achieve exceptional transport.

-On the part of the AI, the establishment of conditions so that the circulation of exceptional transport safely and, if possible, without condition to third parties.

-On the part of the EF, the fulfilment of the conditions of transport and circulation requirements imposed in the authorization of the AI.

Crit SGS1.14. Criteria for the implementation of the RCF in the SGS in relation to the identification of trains.

Object of the SGS of the AI will be the establishment of internal rules that ensure the identification of trains in accordance with provisions in the ETI OPE and ETI CMS.

Chapter 2 criteria for the implementation of the RCF in the 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.

Will be subject to the SGS of the AI, the development of internal rules and the development of procedures to ensure that circulation managers ensure that:-in lines without CTC: make verbal communication between responsible for circulation of a station and its collateral, in the direction of travel of the train, to transmit the exact time of departure or passage of each train.

In lines with BAB, BLAB and multiple routes, should stick to the instructions of the responsible of circulation of the band of regulation of the PM in relation to the way that have issue trains.

-Also, the SGS shall ensure that it is will be a communication of the previous paragraph between: responsible for circulating the two side stations in MC (each a telemandada from a tag or different station).

Responsible for circulating the two side stations, one in ML and another in MC (telemandada from a tag or another station).

Responsible for the circulation side stations in ML.

Crit SGS3.2. Criteria for the implementation of the RCF in the SGS in relation to the train stations.

Will be subject to the SGS of EOF, the development of internal rules and the development of procedures that guarantee the way of proceeding of its staff in relation to the stops of trains, both fixed and optional, ensuring:-personnel involved in such operations and equipment that must be.

-Responsibilities of each participant in the proceeding.

-Ways and means of communication among the participants in the procedure.

-Modes of proceeding in cases of abnormalities in the functioning of the system (faults in locking systems for doors, communication systems, etc...).

Crit SGS3.3. Criteria for the implementation of the RCF in the SGS in relation to the obligations of the staff.

They will be subject to the respective SGS, the development of internal rules and the development of procedures that facilitate the fulfilment of the obligations and responsibilities of the railway staff in the performance of their functions covered by its enabling title to ensure safety under which grant them their respective ratings.

Concretely, for those in charge of circulation, the above rules and procedures will define how to proceed to ensure safety in relation to: - input, output, and trains pass through stations.

Keep free the route established for the movement of a train.

Ensure the immobilization of needles and p/n protection.

Ensure proper handling, at right time of needles and signals in its charge.

To ensure the proper use of automatic formation of itineraries and/or signals automatic opening systems.

Ensure that the maneuvers only when consistent with the scheduled trains.

Ensure safe train parking (especially when it is needed in busy roads).

How to lock the stop of a train where necessary.

Witness the entry, step and exit the train to verify that they are complete and without abnormality.

-Verification of arrival of full train in a station, in situations of normal functioning of the system (using the information provided by the system), and situations from abnormality (by checking for other staff and its timely communication).

-Verification of compliance with the orders and instructions provided by the personnel responsible for handling needles, barriers, etc. - the address of the maneuvers.

-Compliance with specific instructions that affect the facilities in charge.

For the circulation Assistant, the rules and procedures contained in the SGS will define how to proceed to ensure safety in relation to: - comply with their responsibility to ensure a needle position, the closure of a barrier or the realization of a transaction or check on the route of a train.

-The presence of input, output, and passage of trains to verify that they are complete and without abnormality.

-How to perform maneuvers, you hooves, disconnectors, etc.

For train drivers, the rules and procedures contained in the SGS will define how to proceed to ensure safety in relation to: - movements of entry or exit of stations: focus on fixed and portable signals that may be present.

How to proceed when it detects unanticipated routings.

Do not exceed the maximum authorized speeds.

Secure parking of the trains in the points defined for this purpose.

Way of proceeding to overrides of signals, with or without beading needles.

-During operation: focus on fixed and portable signals that may be present.

How to proceed when it detects any abnormality (resistance unexpected progress, signs of danger or interception, lack of voltage in the catenary, damage of rail, adverse weather, etc...).

-Guidelines for action in cases in which should temporarily abandon the driver's cab.

For the Assistant of train operations, the rules and procedures contained in the SGS will define how to proceed to ensure safety in relation to:
-The form of execution of the various types of brake tests.

-The form of execution of hooves, disconnectors, placement and removal of tail signals.

-How to perform maneuvers when this activity is contemplated in his Habilitation.

For operators of machinery of Via, the rules and procedures contained in the SGS will define how to proceed to ensure safety in relation to the fulfilment of all the obligations corresponding to the engineer within the activities covered by its enabling title.

For makers of works, the rules and procedures contained in the SGS will define how to proceed to ensure safety in relation to: - determine the movements of trains work on routes where they apply an EVB.

-Ensure non-interference with the materials downloaded via template.

-Ensure that once completed the work, before returning via route blocked, this is free of vehicles and obstacles, suitable for circulation.

For safety pilots, will define how to proceed to ensure safety in relation to how the rules and procedures contained in the SGS develop its monitoring and protection functions.

For infrastructure operators of machinery, the rules and procedures contained in the SGS will define how to proceed to ensure safety in relation to the fulfilment of all the obligations corresponding to the engineer within the activities covered by its enabling title.

Crit SGS3.4. Criteria for the implementation of the RCF in the SGS in relation to the protection of work compatible with the movement of trains.

Will be subject to the SGS of the AI, the development of internal rules and the development of procedures that ensure the protection of works during its execution, and trains of a simultaneous and safe, for the work carried out in the so-called 'Zone of danger for jobs', 'Electrical hazard zone', 'Area of risk for workers' and «Area of security for jobs» , specifying:-criteria for the analysis of risks.

-Risk assessment taking into account the specific boundary conditions (types of tools or machinery to be used, noise level generated by the execution of the works, density of railway circulation, speed of trains, etc...).

-Classification of work and protective measures to take to eliminate or reduce the risks to the minimum acceptable level.

-Definition of resources and protection measures to be implemented in each case.

-Authorisation of the execution of the procedure.