T HR SC 00006 ST - Rolling Stock Signalling …...T HR SC 00006 ST Standard Version 1.0 Issued Date:...

Technical Note - TN 054: 2016

© State of NSW through Transport for NSW of 2

Sup

erse

ded

by T

HR

SC

000

06 S

T v2

.0, 0

7/07

/201

7

For queries regarding this document [email protected]

www.asa.transport.nsw.gov.au

Technical Note - TN 054: 2016 Issued date: 15 July 2016

Effective date: 15 July 2016

Subject: Update to ETCS requirements

This technical note is issued by Asset Standards Authority (ASA) to update T HR SC 00006 ST

Rolling Stock Signalling Interface Requirements version 1.0 ETCS requirements based on current

plans.

Add in section 12.2 European train control systems the following text:

TfNSW is implementing the ETCS Level 1 with LS mode as the primary operating mode.

Delete from section 12.2.1 ETCS trackside implementation on the metropolitan heavy rail network the following text:

The second paragraph that starts with 'Trackside installations currently use Conventional Rail TSI

on CCS (2006/679/EC) …'

The paragraph 'Trackside permanent speed signs are allocated …' along with its following dot

points.

Add in section 12.2.1 ETCS trackside implementation on the metropolitan heavy rail network the following text:

Trackside installation implementation is based on European Union Commission Decision 2015/14

that amends Decision 2012/88/EU. Set of specifications #2 (ETCS baseline 3 and GSM-R

baseline 0) are applied.

Limited Supervision (LS) mode and related packets are used by the trackside.

The trackside will support cant deficiency static speed profiles and the passenger train other

specific category static speed profile. Other train categories will only be supported by the basic

static speed profile.

mailto:[email protected]


http://www.asa.transport.nsw.gov.au/


© State of NSW through Transport for NSW of 2

Sup

erse

ded

by T

HR

SC

000

06 S

T v2

.0, 0

7/07

/201

7Amend section 12.2.1 ETCS trackside implementation on the metropolitan heavy rail network, first dot point under paragraph 7, Unisig Subset-040 Engineering Rules amendment for rule 4.1.1.5 so that the last switchable balise reference mark is at least 5.0 m in the rear of the location where the train could be detected for the next section.

Add in section 12.2.2 ETCS on-board requirements the following text:

ETCS shall be fitted to rolling stock in compliance with T HR SC 01650 SP ETCS Onboard

Equipment. The specific ETCS baseline for new or altered ETCS Onboard installations is defined

in T HR SC 01650 SP.

The ETCS 'train category' for a particular train type will be determined in consultation and

agreement between all onboard and trackside stakeholders.

Amend section 12.2.2 ETCS on-board requirements, first dot point under paragraph 5, Unisig Subset-040 Engineering Rules amendment for rule 4.1.2.2 so that the balise antenna mounting position is reduced from the maximum 12.5 m in the rear of the 1st axle to 3.7 m.

Authorisation:

Technical content prepared by

Checked and approved by

Interdisciplinary coordination checked by

Authorised for release

Signature

Date

Name Greg Hockings Peter McGregor Andrea Parker Graham Bradshaw

Position Principal Engineer Electronic Systems

Lead Signals and Control Systems Engineer

Chief Engineer Director Network Standards and Services



Subject: Amendment to T HR SC 00006 ST Rolling Stock Signalling Interface Requirements

Issued date: 04 December 2015

Effective date: 04 December 2015

For queries regarding this document [email protected]

www.asa.transport.nsw.gov.au

This technical note is issued by the Asset Standards Authority (ASA) as an update to

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements.

1. Background Appendix C of this standard outlines the principle aims for the testing of rolling stock and test

objectives that should be met. This section nominates that the testing be carried out by an

authorised and accredited body. The signals' testing of rolling stock was conducted exclusively by

the Chief Engineer Signals and Control Systems Division of RailCorp up to June 30, 2013.

With the commencement of the ASA in July 2013, the engineering services are now delivered

through the Authorised Engineering Organisation (AEO) process.

By way of this technical note, qualified AEOs may now conduct the signals testing of rolling stock.

The qualified AEOs may also carry out the assurance that the newly tested rolling stock meets

ASA's standards and requirements, including this rolling stock interface standard.

To facilitate the transfer of these testing and assurance roles to the industry, the ASA is

proposing the following:

• In the first quarter of 2016, the ASA will host a 'round table forum' with representatives from

industry to devise and ratify a process for the testing and assuring of rolling stock. Using

information gathered at this workshop, the ASA will publish a process for testing and

assuring rolling stock to operate on the Transport for NSW (TfNSW) network.

• After the process for testing and assurance has been published, the ASA will host a number

of workshops for rolling stock and signalling organisations to help them understand the

nature of this work and explain the process by which rolling stock can be tested and assured

for acceptance to operate on the TfNSW network.

© State of NSW through Transport for NSW Page 1 of 2 S

uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



http://www.asa.transport.nsw.gov.au/


T HR SC 00006 ST is currently under review and industry is encouraged to provide feedback for

the revision of this standard and this technical note.

To effect this amendment, the first paragraph of Appendix C now reads as follows:

Appendix C Signalling compliance testing of rolling stock

Before any rolling stock is permitted to operate on the network it shall first be tested and assured

by an AEO to be compliant with the details as listed in this standard and other standards. The test

reports and data developed by the AEO to prove compatibility and compliance with this standard

shall be provided to the ASA for review and acceptance.

Authorisation:

Technical content prepared by

Checked and approved by

Interdisciplinary coordination checked by

Authorised for release

Signature

Date

Name Dave Nolan Peter McGregor John Paff Graham Bradshaw

Position Principal Engineer Technical Standards

Lead Signals and Control Systems Engineer

A/Chief Engineer Rail Director Network Standards and Services


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017

Rolling Stock Signalling Interface Requirements

T HR SC 00006 ST

Standard

Version 1.0

Issued Date: 19 December 2014

Important Warning This document is one of a set of standards developed solely and specifically for use on the rail network owned or managed by the NSW Government and its agencies. It is not suitable for any other purpose. You must not use or adapt it or rely upon it in any way unless you are authorised in writing to do so by a relevant NSW Government agency. If this document forms part of a contract with, or is a condition of approval by, a NSW Government agency, use of the document is subject to the terms of the contract or approval. This document may not be current. Current standards are available for download from the Asset Standards Authority website at www.asa.transport.nsw.gov.au. © State of NSW through Transport for NSW S

uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements

Version 1.0 Issued Date: 19 December 2014

Standard governance

Owner: Lead Signals and Control Systems Engineer, Asset Standards Authority

Authoriser: Principal Manager Network Standards and Services, Asset Standards Authority

Approver: Director, Asset Standards Authority on behalf of ASA Configuration Control Board

Document history

Version Summary of change

1.0 First issue

For queries regarding this document, please email the ASA at [email protected] or visit www.asa.transport.nsw.gov.au

© State of NSW through Transport for NSW S

uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



Preface The Asset Standards Authority (ASA) is an independent unit within Transport for NSW (TfNSW)

and is the network design and standards authority for defined NSW transport assets.

The ASA is responsible for developing engineering governance frameworks to support industry

delivery in the assurance of design, safety, integrity, construction, and commissioning of

transport assets for the whole asset life cycle. In order to achieve this, the ASA effectively

discharges obligations as the authority for various technical, process, and planning matters

across the asset life cycle.

The ASA collaborates with industry using stakeholder engagement activities to assist in

achieving its mission. These activities help align the ASA to broader government expectations of

making it clearer, simpler, and more attractive to do business within the NSW transport industry,

allowing the supply chain to deliver safe, efficient, and competent transport services.

The ASA develops, maintains, controls, and publishes a suite of standards and other

documentation for transport assets of TfNSW. Further, the ASA ensures that these standards

are performance based to create opportunities for innovation and improve access to a broader

competitive supply chain.

This is a signals and control systems standard for the heavy rail transport mode. It defines the

interface requirements between rolling stock the signals and control systems.

RailCorp Signals Engineering Standard ESG 006 Rolling Stock Signalling Interface

Requirements, Version 1.4 is superseded by this standard.

The scope of changes to the previous content has been limited for this version. They include:

• conversion of the standard to ASA numbering, format and style

• updates to reflect organisational changes and resulting responsibilities

• corrected references to Australian Standards

• re-write of the section on automatic train protection

• clarification that the traction system compatibility requirements are for 1500 V dc traction

Note: This standard is due for a major review which will consider the whole standard

rather than the limited scope of changes in this version.


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



Foreword The body of this document provides discussion, requirements and proof of compliance for

various aspects rolling stock and signalling interfaces.

This standard includes the following appendices:

• Appendix A includes reference in-rail currents for testing

• Appendix B provides a list of factors that affect shunting of track circuits

• Appendix C includes details of the tests to determine the compatibility of the rolling stock

with each of the track circuits over which it will be operated

• Appendix D, is provided to give rolling stock operators and designers a high-level overview

of the signalling system used on the NSW metropolitan heavy rail network


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



Table of contents 1. Introduction ............................................................................................................................................ 7

2. Purpose ................................................................................................................................................... 7 2.1. Scope ..................................................................................................................................................................... 7 2.2. Application ............................................................................................................................................................. 7 3. Reference documents ........................................................................................................................... 7 4. Terms and definitions ........................................................................................................................... 8 5. Whole of life considerations ................................................................................................................. 9 6. Fundamental requirements ................................................................................................................... 9 7. Standards context.................................................................................................................................. 9 8. Risk factors .......................................................................................................................................... 10 9. Train detection ..................................................................................................................................... 11 9.1. Track circuits requirements ............................................................................................................................... 11 9.2. Other methods of train detection ....................................................................................................................... 17 10. Train braking requirements ................................................................................................................ 17 10.1. Train braking proof of compliance .................................................................................................................... 18 10.2. Train braking discussion .................................................................................................................................... 18 11. Facing points and wheel geometry requirement .............................................................................. 19 11.1. Facing points and wheel geometry proof of compliance ................................................................................ 19 12. Automatic train protection .................................................................................................................. 20 12.1. Train stops and trip gear requirements ............................................................................................................. 20 12.2. European train control system........................................................................................................................... 21 13. Signal sighting ..................................................................................................................................... 25 14. Traction system compatibility requirements .................................................................................... 25 14.1. Traction system compatibility proof of compliance ......................................................................................... 26 14.2. Electric rolling stock system requirements for 50 Hz line current impedance and detection ...................... 27 14.3. Traction system compatibility discussion ........................................................................................................ 28 15. Traction return requirements ............................................................................................................. 28 15.1. Traction return proof of compliance .................................................................................................................. 28 15.2. Traction return discussion ................................................................................................................................. 29 16. Electromagnetic compatibility requirement ...................................................................................... 29 16.1. Electromagnetic compatibility proof of compliance ........................................................................................ 29 16.2. Electromagnetic compatibility discussion ........................................................................................................ 29 17. Specification for close up effects ...................................................................................................... 30 Appendix A – Traction return compatibility envelope ................................................................................ 32 A.1 Acceptable in-rail currents at signalling frequencies ...................................................................... 32 Appendix B – Factors that affect shunting of track circuits ...................................................................... 34 Appendix C – Signalling compliance testing of rolling stock .................................................................... 36 Appendix D – Description of the signalling system .................................................................................... 38 D.2 Track circuits ........................................................................................................................................ 38 D.3 Points .................................................................................................................................................... 38 D.4 Signals .................................................................................................................................................. 39


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



D.5 Train stops ............................................................................................................................................ 39

D.6 Interlocking equipment ....................................................................................................................... 39 D.7 Level crossings (including pedestrian crossings) ........................................................................... 40 D.8 Cabling .................................................................................................................................................. 40 D.8.1 Power cables ....................................................................................................................................................... 40 D.8.2 Signalling circuits ............................................................................................................................................... 41 D.9 Mains supplies ..................................................................................................................................... 41 D.10 Direct current power supplies ............................................................................................................ 41 D.11 Surge protection .................................................................................................................................. 42 D.12 Railway telephone and radio systems ............................................................................................... 42 D.13 Telemetry and remote control ............................................................................................................ 42


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



1. Introduction This document defines the interface requirements between rolling stock and the signals and

control systems.

2. Purpose The requirements reflect the interfaces between rolling stock and the signalling infrastructure,

considering in particular the issues of train detection by track circuits, traction interference by

rolling stock, train dynamics (braking and acceleration) and signal spacing and indications.

Appendix D attached to this document is provided to give rolling stock operators and designers

a high-level overview of the signalling system used on the NSW metropolitan heavy rail network.

2.1. Scope This document defines the signalling infrastructure compatibility requirements for rolling stock to

be operated on the NSW metropolitan heavy rail network.

It also considers the interfaces to the track and the electrical traction supply system that relate

to the operating of the signalling system.

2.2. Application This standard applies to rolling stock operating on the NSW metropolitan heavy rail network.

3. Reference documents European Railway Agency

UNISIG SUBSET-026 System Requirements Specification

UNISIG SUBSET-036 FFFIS for Eurobalise V 3.0.0

UNISIG SUBSET-040 Dimensioning and Engineering rules V 2.3.0

UNISIG SUBSET-040 Dimensioning and Engineering rules V 3.2.0

UNISIG SUBSET-085 Test specification for Eurobalise FFFIS V 3.0.0

UNISIG SUBSET-114 KMC-ETCS Entity Off-line KM FIS

Australian Standards

AS 4292-2006 Railway safety management Part 1: General requirements

AS 4292-2006 Railway safety management Part 4: Signalling and telecommunications systems

and equipment


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



Transport for NSW standards

T HR RS 00100 ST (RSU 100 Series) – Minimum Operating Standards for Rolling Stock –

General Interface Standards

T HR RS 00100 ST Section 1 General Interface Standards (RSU100)

T HS RS 00100, Section 7 Signalling Interface (RSU160)

T HR RS 00200 ST Minimum Operating Standards for Operating Standards for rolling Stock –

Common Interface Requirements (RSU 200 series)

T HR RS 00200 ST, Section 3 Wheels, design and manufacture (RSU211)

T HR RS 00200 ST, Section 4 Wheels, minimum operational requirements (RSU212)

SPG 0706 Installation of Trackside Equipment

SPG 1571 Light Signals

T HR EL 90003 ST 1500V dc Equipment Current ratings

Legislation

Radio communications (Low Interference Potential Devices) Class Licence 2000 -

F2014C00930 made under Radio communications Act 1992

4. Terms and definitions The following terms and definitions apply in this document:

ATP automatic train protection

CR CCS TSI conventional rail technical specifications for interoperability relating to the control-

command and signalling

Consist rolling stock marshalled together operating as a train. In this instance rolling stock can

be vehicles, units, cars, wagons, sets, or locomotives

DPU data pick up unit

ETCS European train control system

Metropolitan rail area the area bounded by Newcastle (in the north), Richmond (in the

northwest), Bowenfels (in the west), Macarthur (in the southwest) and Bomaderry (in the south),

and all connection lines and sidings within these areas, but excluding private sidings

Notified body an independent body appointed by an agency within one of the European

countries, usually governmental, as being capable of performing the duties of a notified body as

defined by the directives


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



NSW metropolitan heavy rail network heavy rail infrastructure and rolling stock used for rail

services within the metropolitan rail area

rail operator a person who is responsible for the operation or moving, by any means, of any

rolling stock on a railway track

rms root-mean-square

train a single unit of rolling stock or two or more units coupled together, at least one of which is

a locomotive or other self-propelled unit

TSI technical specification for interoperability

unit a single item of rolling stock

vehicle general term used to describe rolling stock

5. Whole of life considerations This document defines the various interfaces between rolling stock and the signalling system.

The solutions and methodologies used to meet these requirements shall, in their

implementation, be considered and measured using whole of life principles and strategies to

achieve 'best practice' outcomes.

Whole of life considerations shall also include the life cycle cost. All the data and assumptions

for determining the whole-of-life cost calculations of the relevant systems and equipment shall

be recorded according to Transport for NSW document T MU AM 01001 ST Life Cycle Costing.

6. Fundamental requirements All vehicles operating on the NSW metropolitan heavy rail network shall always be correctly

detected by the existing signalling system, including track circuits, axle counters and wheel

detectors.

Vehicles and trains shall generate no energy or electromagnetic interference capable of

interfering with the network signalling systems, including track circuits, axle counters, wheel

detectors, power supplies and interlocking equipment.

7. Standards context TfNSW operates in a regulatory environment, which includes Australian Standard AS 4292

Railway Safety Management, which sets a number of requirements for managing the interfaces

between rolling stock and the signalling and related infrastructure.

AS 4292 Railway Safety Management Part 1 General Requirements 2006 in section 1.6.2 (b) (ii)

defines an implementation principle of "ensuring that both railway traffic, and the track and other

infrastructure have compatible operating parameters". © State of NSW through Transport for NSW Page 9 of 43 S

uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



AS 4292 Railway Safety Management Part 4 Signalling and Telecommunications Sstems and

Equipment 2006 calls for an interface coordination plan, procedures for assessing and

monitoring the compatibility of engineering and operational parameters. Appendix B of AS 4292

Interface between Engineering and Operational Functions identifies matters that should be

considered for the interface coordination plan. Matters that are relevant to this document are:

"(c) Rolling stock

(v) size, shape, gauge and profile of wheels

(vi) limits on wheel condition

(viii) braking systems, including train performance parameters for both air brake and hand

brakes

(xi) effective electrical conductivity between wheel-to-rail contact points on the same axle

(xii) electrical compatibility between traction system components and between traction

systems, and signalling and telecommunication systems

(xv) sanding equipment and its possible effects on track circuits

(xviii) train acceleration performance

(d) Signalling and telecommunications systems and equipment

(xi) Possibility and effect of electric traction or other electromagnetic interference with the

signalling and telecommunications, or any other system

(xvii) operation of track-to-train automatic protection systems

(xviii) required stopping distances, speeds and signal sight distances.

(xix) restrictions to be applied to particular types of trains where they are signalled over

track, which operates, mixed train types (e.g. freight, loco-hauled passenger and EMU

passenger)

(xx) on-board safety systems"

8. Risk factors Where new forms of rolling stock are about to enter the NSW metropolitan heavy rail network

there is a risk to the integrity of the signalling system. The risks outlined below identify the

issues that need to be addressed.

Risk factors identified in the interface between rolling stock and the signalling systems are:

• train detection

• electrical interference between train and infrastructure

• train braking and acceleration © State of NSW through Transport for NSW Page 10 of 43 S

uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



• wheel flange geometry and facing point adjustment

• data transfer between signalling system and train or driver and;

• the ability of the driver to initiate appropriate responsive action.

Train detection is the technology and method by which the signalling system ‘knows’ where a

train is (the state of occupancy of any protected section of track). Track circuits are the main

train detection technology currently used. The principal risks associated with track circuits are

the ability of the train to make effective electrical contact between wheel and rail, and the

sensitivity of adjustment of the track circuit. Secondary risks are maintaining effective

conductivity between rolling stock wheels on any axle, and the potential for electric traction

systems to be the source of interference, which renders the track circuits unsafe or unreliable.

Train braking poses the problem of matching signalling infrastructure design to train braking

potential, so that the signalling system can provide sufficient warning for all trains approaching a

‘stop’ signal to stop safely before the obstruction that it protects. Identified risk factors include

the value and variability of braking effort, propagation delay in initiating braking effort throughout

the length of a train, and variations in train speed.

Most forms of rolling stock used on the NSW metropolitan heavy rail network are fitted with trip

mechanisms. The identified risk of trip mechanisms is that there could be a misalignment

between the train-mounted trip gear and the ground-mounted train stop. The implication is that

the train stop arm could fail to engage with the train mounted trip gear allowing a train to

proceed unimpeded.

At rail junctions, there is a risk that mismatched wheel geometry could not effectively cause the

train to follow a diverging route.

Finally, there is risk that the driver could not adequately perceive or respond to signalling

indication.

9. Train detection The main train detection system used on the NSW metropolitan heavy rail network is track

circuits. The network also uses axle counters, treadle switches and data pick up units.

9.1. Track circuits requirements The basic principle behind a track circuit lies in the connection of the two rails by the wheels and

axle of rolling stock to short out an electrical circuit. When a train is present, its axles short

(shunt) the rails together, and a receiver reports whether or not the track is occupied.

Train detection by track circuits is the result of one or many axles on a train making effective

electrical contact with the surfaces of both rails, providing a low-impedance path to the track

circuit current and thereby depriving a correctly adjusted receiver of energy. © State of NSW through Transport for NSW Page 11 of 43 S

uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



All rolling stock operating on the NSW metropolitan heavy rail network shall be designed for

effective detection by standard signalling track circuits having shunt sensitivity greater than

0.15 Ω.

9.1.1. Track circuits and train detection systems compatibility requirements Rolling stock operating on the network shall meet the following to be compatible with the

network's track circuits and train detection systems.

The maximum resistance between rail contact surfaces of wheels on the same axles shall be

not greater than 1 mΩ

The total rail-to-rail resistance of any one unit shall not exceed 1 mΩ, when measured on clean

straight track at an open-circuit voltage not exceeding 1.0 V rail to rail.

The leading and trailing axle of each unit shall be provided with the means to keep contact

surfaces clear of any contaminant build-up, especially while rolling on straight track; for

example, tread brakes or scrubber blocks.

Where there is a concern as to how well the leading and trailing single axle can shunt sufficient

rail current, additional measures shall be employed to ensure effective track circuit shunting; for

example, shunt enhancers.

The leading and trailing axle of a train shall always be able to shunt sufficient rail current away

from the area of influence of a data pick up unit (DPU).

Worst case wheel tread profile as detailed in ESR 0330 – Wheel Defect Manual shall maintain

effective rail wheel electrical contact with both of the following:

• centre top 10 mm of new or reprofiled rail

• inner 30 mm of top of worn or standard profile rail

The vehicle shall not deposit insulating materials on the rail contact surface that interferes with

the ability of the train to be detected by the signalling system.

Vehicles that use sand to improve rail-to-wheel friction shall have de-sanding equipment fitted.

The system requirements for the use of sand and de-sanding equipment can be found in

RSU 341.

The tread of a wheel shall not be allowed to be contaminated by brake residue where this can

interfere with the shunting performance of the train.

To guarantee the safety of trains on converging tracks at clearance points, the extremities of

any vehicle shall not extend past the outermost detectable axles by more than 3 metres. Details

of permitted vehicle outlines and swept paths are documented in T HR RS 00100 ST Section 1

General Interface Standards - RSU 100.


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



Where it is proposed to operate a vehicle on the Transport for NSW Heavy Rail network with an

overhang in excess of 3m, the request to operate will need to seek acceptance from the Rolling

Stock, Track and Signal Engineering approving bodies. The acceptance for approval will have

assessed the likelihood of a collision on converging / diverging routes

To maintain shunting reliability, there shall always be a minimum of two axles shunting a track

circuit. The minimum track circuit length used on the NSW metropolitan heavy rail network is

15 m. Thus the maximum distance between inner axles of a single carriage is 14 metres to

ensure that there will always be a minimum of two axles shunting the shortest used track circuit

of 15 m. Details of permitted vehicle outlines and swept paths are documented in

T HR RS 00100 ST section 1 General Interface Standards - RSU 100.

Where it is proposed to operate a vehicle on the Transport for NSW Heavy Rail network where

the inner axle spacing exceeds 14 m, the request to operate will need to seek acceptance from

the signal engineering approving body. The acceptance for approval will have assessed the

likelihood and consequence of the potential for a track circuit to energise underneath the

vehicle.

An assessment of the vehicle against those factors that affect train shunting as described in

Table 5, Table 6 and Table 7 in Appendix B of this document. The outcome of the assessment

should, indicate that the vehicle has sufficient inherent features in its design to assist shunting.

9.1.2. Track circuit proof of compliance The rolling stock supplier or operator shall satisfy the ASA that any new rolling stock has been

demonstrated to comply with its requirements, by providing the following theoretical and

empirical data:

• detailed design analysis of vehicle dimensions, bogie and braking system design, wheel

profiles, and wheel and axle assembly methods

• test results of single axle wheel-to-wheel and rail-to-rail resistance measurements

• results of actual track circuit shunting tests at an approved test site

• provision of rail cleaning equipment if sand or adhesion enhancers are used; for example,

blowers

• wheel cleaning or shunt enhancement provisions

• an assessment on the effectiveness of electrical connections between axles and between

axles on different bogies

9.1.3. Track circuit discussion Effective train detection (by track circuits) is the result of one or many axles on a train making

effective electrical contact with the surfaces of both rails, providing a low-impedance path to the © State of NSW through Transport for NSW Page 13 of 43 S

uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



track circuit current and thereby depriving a correctly adjusted receiver of energy. This depends

on clean wheels making contact with clean rails, on correctly adjusted track circuit equipment.

The track circuit shunting performance of a piece of rolling stock is the result of a number of

factors, individually and in combination. These factors include:

• wheel to rail interface

• rail and wheel metallurgy

• rolling stock design and mass

• electric traction

• sanding

• leading and trailing axles

• vehicle dimensions

• track circuit sensitivity

Wheel to Rail Interface

The match between rail and wheel profiles is of critical importance to the effectiveness and

reliability of track circuit shunting.

Details on rail profiles can be found in document ESC 220.

Details on wheel profiles can be found in RSU 210.

Details on worn wheels can be found in ESR 0330, Wheel defects manual.

The occasional presence of mismatched wheel profiles has led to cases of rail contact failure

where wheels contact the rail outside of the established contact band thereby creating an

intermittent shunting effect.

A mismatch can also occur where a vehicle operates over track not on a regular route for that

vehicle. Regular operation can result in the wheel developing the matching contact band on the

rail.

Rail and wheel metallurgy

Metallurgical factors play a part in the train detection equation. The propensity of rail surfaces to

oxidation, the ease with which wheel treads can pick up contaminants in rolling contact, and the

relative hardness of rails and wheel treads can result in different tread wear rates and profiles.

A continuing trend in the metallurgy of wheels is to increase the hardness of the wheel to

maintain its profile. Harder wheel materials maintain tread profile for longer because they don't

wear as much as softer materials.


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



Rolling stock design and mass

Generally, the effectiveness of rolling stock detection improves with increasing vehicle mass.

Low vehicle mass is normally not a factor with freight trains, due to the mass of a typical

locomotive. It can be a concern with lightweight diesel railcars.

Secondly, the interaction of wheels and rail at the contact surface is very significant.

Traditionally, rolling stock bogie design was relatively unsophisticated, producing large amounts

of relative movement between wheels and rails, which resulted in a high degree of mutual

cleaning and polishing of the contact surfaces.

Improvements in wheel and rail design, initially with passenger rolling stock and more recently

with freight stock (with steering bogies) have extended the life of wheels and rails at the

expense of contact surface polishing. Moreover, wheels, which roll without slippage, will pick up

a layer of contaminant from the rail surface, which can degrade their shunting effectiveness,

even on clean rail.

Using light short consist railcars with optimised bogie design and disc brakes can result in

higher risk situations, particularly where they operate over a corridor they do not normally

operate. Regular operation in country areas can cause wheel hollowing and a rail to wheel

mismatch.

Shunt enhancers are the preferred method of mitigating this risk. Light short self-propelled

railcars should be provided with shunt enhancers at the leading end of each consist.

Electric traction

A feature of rail-to-wheel contact is that when a current flow of any kind is established, any other

current can follow the same path without obstruction. Electric rolling stock has the advantage

that any temporary loss of wheel-to--rail contact will be rapidly rectified by the traction return

current re-establishing an effective return path. However this may not be adequate to ensure a

track circuit shunt on a single rail track circuit.

Sanding

Dry sand is an extremely effective electrical insulator. Using sand or similar materials to improve

rail-to-wheel friction shall be applied and controlled in a manner which does not leave an

insulating layer on the rail-to- wheel contact surface.

Leading and trailing axles

For a variety of applications, TfNSW uses data pick up units (DPUs) across the network. DPUs

are essentially a tuned rail current sensor that is influenced by the magnetic field generated by

the track circuit current flowing in the rail. For correct operation, the leading and trailing axle of a


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



train must always be able to shunt sufficient rail current away from the area of influence of the

DPU.

Vehicle dimensions

Vehicle dimensions that have the ability to affect the signalling system include the length of

vehicle overhang and the distance between bogie centres.

Vehicle overhang

Approved vehicle profiles can be found in RSU 100. For some approved vehicle types, the

overhang exceeds the minimum 3 m stipulated in this specification.

Where it is proposed to operate a vehicle on the Transport for NSW Heavy Rail network with an

overhang in excess of 3 m, the request to operate will need to seek acceptance from the Rolling

Stock, Track and Signal Engineering approving bodies. The acceptance for approval will have

assessed the likelihood of a collision on converging / diverging routes.

Bogie centres

Details on the bogie centres for approved rolling stock types can be found in RSU 100.

For some types, the distance between the inner most axles exceed the 14 m required by this

specification.

Where it is proposed to operate a vehicle on the Transport for NSW Heavy Rail network where

the inner axle spacing exceeds 14 m, the request to operate will need to seek acceptance from

the signal engineering approving body. The acceptance for approval will have assessed the

likelihood and consequence of the potential for a track circuit to energise underneath the

vehicle.

Track circuit Sensitivity

The lower the resistance required to place a track circuit into the occupied state, the less

sensitive the track circuit is to train shunt.

All track circuits in use in the Transport for NSW Heavy Rail Network have a shunt sensitivity of

no less than 0.15 Ω. By explanation this means that all track circuits installed on the Transport

for NSW Heavy Rail network will show occupied when a resistance of 0.15 Ω or less is applied

across the rails.

Therefore, for a rail vehicle to be safely and reliably detected by a track circuit, the minimum

resistance of the vehicle including any resistances between wheel and rail, shall be less than

0.15 Ω.


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



9.2. Other methods of train detection Track circuits are the main form of train detection used in the Transport for NSW Heavy Rail

network. However there are a small number of installations where alternative methods of train

detection including axle counters and treadle switches are used.

9.2.1. Axle counters and treadle switches Using axle counters and treadle switches eliminates many of the problems associated with train

detection using track circuits. However, on some forms of rolling stock the wheels are of such a

size that they cannot be reliably detected, or cannot be detected at speed.

Axle counters and treadle switches requirement

The manufacturer's specifications of axle counters and treadle switches used on the network

will be referenced to determine the adequacy of the vehicle to reliably operate the axle counter

and treadle switch.

Axle counters and treadle switches proof of compliance

Proof of compliance will be determined by developing specific test cases tailored to test the

vehicle against the installed items. Acceptance criteria for each test case will be based on the

manufacturers' recommendations and specifications. To ensure long term compliance, the

acceptance criteria may also include a safety margin to allow for wheel wear.

Axle counters and treadle switches discussion

Axle counters and treadle switches detect the passing of a wheel over a sensor mounted to rail.

Some sensors are mechanical but most detect the wheel through a change in the magnetic

circuit generated by the sensor. The sensors are designed to detect the passing of a wheel with

certain dimensions. Some sensors pay particular attention to the wheel flange.

10. Train braking requirements All trains operating on the Transport for NSW Heavy Rail network shall have a combination of

braking performance and maximum operating speeds which permit them to stop safely in the

warning distances provided by the installed signalling infrastructure.

Train braking performance of a complete consist, operating at up to its permitted maximum

speed at a site, shall equal or better the braking distances provided through the signal aspects.

Freight rolling stock operating on lines designated for freight or mixed traffic shall have braking

performance, which meets or exceeds that defined by the GW16 braking curve at all, speeds up

to 115 km/h under full service braking conditions.


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



Service braking of passenger rolling stock that operates on passenger only lines shall have

braking performance which meets the GE62 braking curve at speeds up to 115 km/h, and the

XPT braking curves (GX4M) between 115 km/h and 160 km/h.

Passenger rolling stock fitted with trip gear for emergency train stop operation shall have

emergency trip braking performance that exceeds the GE52A braking curve by 15% at speeds

up to 130 km/h. that is; new passenger rolling stock shall have an emergency braking

performance which is 15% better than the GE52A braking curve.

A consist whose braking distances does not meet those in the GW16 curve, may be approved

for operation subject to conditions to ensure its performance will match the infrastructure.

The configuration of an approved consist shall be maintained by the rail operator within a range

such that its braking distance, acceleration and attainable speed performance do not vary by

more than 10% above those of the configuration submitted for approval. Variations in

configuration include changes to train length, gross mass, and the number and power of

locomotives.

Details on braking curves can be found in T HR RS 00830 ST Appendix C – Braking Curves

Further details on how the braking curves are applied to the signalling system can be found in

Signalling Principles ESG 100.3 Braking Distance and ESG 100.4 Overlaps.

10.1. Train braking proof of compliance The rolling stock supplier or operator shall, by provision of empirical test data or other means,

satisfy the ASA that any new rolling stock unit or consist has been demonstrated to comply with

the required braking, or that suitable restrictions are in place to ensure the infrastructure braking

limits are not exceeded.

10.2. Train braking discussion AS 4292.4 identifies the risks posed by mixing trains of markedly different acceleration, speed

and braking performance in one system, whose design must of necessity be optimised for one

type of traffic. This situation applies particularly in the urban and interurban areas.

Risk factors here are of two types:

• safety risk, in that a train whose combined mass, speed and braking capacity make it

incapable of braking to a stop before encountering an obstruction presumably ‘protected’

by the signalling system, may be permitted to enter the system

• commercial risk, in that poorly-braked trains could have to operate under speed restrictions

which make their operation uneconomic, or could even result in delays to other services

sharing the corridor


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



The signalling infrastructure, augmented by some local speed restrictions which have been

imposed on particular train types, is generally capable of managing trains whose braking meets

or exceeds the GW16 braking curve at the permitted line speed. The GW16 braking curve is

adopted as the standard against which all new services are evaluated.

Where a rail operator proposes to introduce significantly longer and heavier trains on the

network with longer braking distances, the cost of improving signal warning distances or

imposing operating speed limits to meet an increased braking requirement will become part of

the commercial considerations in deciding whether to introduce the proposed service.

With long, heavy trains, the addition of more locomotives has very little effect on the train’s

braking capacity. By contrast, providing extra horsepower, whether by more powerful or

additional locomotives, will improve the speed capability to the point where it will be operating at

speeds in excess of its ability to brake safely. This is the reason for requiring that, where a

particular consist has been assessed and approved for operation, its braking and speed

capabilities should be maintained within close limits.

11. Facing points and wheel geometry requirement The safe movement of trains over facing points shall be guaranteed by the rolling stock supplier

or operator ensuring that all vehicles comply with the requirements of RSU 212 Wheels,

minimum operational requirements, contained in T HR RS 00200 ST Minimum Operating

Standards for Rolling Stock – Common Interface Requirements, as published on the ASA

website.

11.1. Facing points and wheel geometry proof of compliance Proof of compliance for facing points and wheel geometry is specified in RSU 212 contained in

T HR RS 00200 ST.

11.1.1. Facing points and wheel geometry discussion A critical factor in the safe operation of trains is their ability to pass safely through sets of points.

At facing points, the combination of wheel flange dimensions, points blade design and points

adjustment and detection ensure that wheels will follow the intended straight or diverging path,

without ‘splitting’ the points or derailing.

Signalling maintenance procedures ensure the correct points geometry is maintained;

compliance with RSU 212 Wheels, minimum operational requirements ensures a compatible

flange dimensions are maintained contained in T HR RS 00200 ST.


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



12. Automatic train protection In 2014, trackside electromechanical train stops with associated trip gear on the train is the only

automatic train protection system in operational use. A European train control system (ETCS) is

being phased into operation. The first operational ETCS installation is planned for 2015.

Fitment of train stops, trip gear and ETCS is required as defined in the following sections. In the

future, when all trains for a line are deemed to need ETCS only or do not require automatic train

protection, then fitment of train stops and trip gear will cease for that line. However, if rolling

stock is to ever operate on non ETCS fitted lines, then the trip gear will still need to be retained.

12.1. Train stops and trip gear requirements Train stops are provided in the metropolitan area between Emu Plains, Hawkesbury River,

Bombaderry and Macarthur as well as Fassifern to Newcastle. Some high-risk locations outside

of these areas also have train stops installed.

Train-borne trip gear shall be fitted to each end (front and rear) of every passenger train on the

left hand side in the direction of travel. It shall be designed and located at the front of the car

(driver’s cab) to engage reliably with ground mounted trainstops. Details on the positioning of

the trip gear can be found in T HR RS 00100 ST RSU 110.

Ground mounted train stops are installed in accordance with SPG 0706 Installation of Trackside

Equipment as published on the ASA website.

Trains shall be able to withstand the affects of back tripping without brake application at speeds

up to 25 km/h.

Trains shall be fitted with accurate speedometers to be able to permit drivers to control train

speed at particular timing points located throughout the system particularly between 5 km/h and

25 km/h.

Trainstop arms have been tested and assessed to withstand the forces incurred in a trip event

at speeds up to 140 km/h using trip arms that are approved and fitted to the existing fleet.

Trains operating at speeds above 140 km/h and striking a raised train stop arm have the

potential to generate impact forces which could lead to the fracture of the arm or the arm face.

Trains fitted with new designs of trip gear (the train borne trip valve) or trains that operate at

speeds above 140 km/h, need to consider the impact forces on the arm / arm face prior to being

introduced.

12.1.1. Train stops and trip gear proof of compliance The rolling stock supplier or operator shall provide details of the design and operation of the trip

gear equipment to be provided on the rolling stock proposed, for approval by the ASA.


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



12.1.2. Train stops and trip gear discussion Mainly in areas of dense traffic, signalling system design is dependent on a measure of

enforcement of trains stopping at signals, and of staying below set speed limits at certain

locations.

To maintain system safety, any new rolling stock needs to be equipped with the interface and

control equipment to enable those enforcement functions to be effective.

In sidings and other low speed routes some train stops may not be suppressed for signalled

moves in the opposite direction.

Where this occurs the back face of the trailing train mounted trip valve can strike the back of the

train stop arm with the ensuing motion causing a false operation of the trip gear and the

application of the brakes. This is known as back tripping.

12.2. European train control system European train control system (ETCS) Level 1 trackside infrastructure is being installed on the

NSW metropolitan heavy rail network with operational use planned for 2015. An ETCS Level 2

trial is progressing for 2015. Level 2 trackside installations are intended for operation in 2018.

Level STM (specific transmission module), Level NTC (national train control) and Level 3 are

not planned. ETCS Modes Reversing (RV), STM European (SE), STM National (SN) are not

used in the current designs or planned for use.

The ETCS installations comply with European community 'conventional rail technical

specifications for interoperability relating to the control-command and signalling' (CR CCS TSI).

Some deviations and additions to European requirements are defined in TfNSW standards.

The method of implementation of Unisig Subset-114 KMC-ETCS Entity Off-line KM FIS for

Level 2 is not decided.

12.2.1. ETCS trackside implementation on the metropolitan heavy rail network TfNSW ESG 100 Signal Design Principles, Automatic Train Protection principle ESG 100.31

defines application of ETCS Level 1 for trackside installations. Changes of country code will

occur as the trackside uses different country codes for different areas.

Trackside installations currently use Conventional Rail TSI on CCS (2006/679/EC) with Annex A

modified as per 2010/79/EC for ETCS Level 1. Trackside Level 1 M_VERSION is 1.0 with the

intention to use M_VERSION 1.1 for later installations. TfNSW propose using baseline 3 in

ETCS Level 2 installations. Level 2 is intended to use M_VERSION 2.0.


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



Trackside application data functionality does not implement: system version order, adhesion

factor, radio in-fill, loop in-fill, reversing information, track condition (excluding metal masses),

route suitability and packet 44.

Trackside does not use Euroloop or radio in-fill.

Balises may be installed on curves down to 180 m radius rather than Unisig Subset-040

Engineering Rules V2.3.0 rule 4.1.1.8 for curves of more than 300 m. Unisig Subset-040

Engineering Rules V3.2.0 rule 4.1.1.9 is applied.

Balises are installed with the switchable balises first in the normal direction of travel, then the

fixed balises.

The installation rules for balises comply with Unisig Subset-040 Engineering Rules V2.3.0 with

the following amendment to the rules:

• rule 4.1.1.5: The last switchable balise is at least 5.3 m in the rear of the location where the

train could be detected for the next section. This is based on the amendment to

rule 4.1.2.2. The amended rule is defined in Section 12.2.2 ETCS on-board requirements.

Justification: On-board antenna placement tightened to allow balises to be installed closer

to signals. A significant number of existing signals are close to the end of platforms which

limits the space for balise installation. The alternative is to relocate the existing signals.

Trackside is designed for maximum speed of 160 km/h.

Trackside permanent speed signs are allocated as follows:

• general to static speed profile

• medium to international train category 3

• high to international train category 4

Trackside installations do not implement advisory speed signs or freight train speed signs.

Installation of balises relative to guard rails is being investigated for arrangements that don't

comply with Unisig Subset 036 FFFIS for Eurobalise (both V2.4.1 and V3.0.0).

12.2.2. ETCS on-board requirements All new rolling stock types for passenger services shall be fitted with ETCS baseline 3 for

Level 1 and Level 2.

ETCS implemented on rolling stock shall be compliant with a legal reference baseline that is

compatible with the installed and planned trackside ETCS installations. Application of the

current legal reference as set by European Community Commission Decision is preferred for

new designs.


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



The national default data values for the on-board system can be different to the values defined

in Unisig Subset-026 System Requirements Specification. The national default data values will

be confirmed as part of the configuration process for any new rolling stock type for passenger

services.

Options for Euroloop and radio in-fill are not required.

Balise antenna mounting location shall comply with Unisig Subset-040 Engineering Rules

V3.2.0 with the following amendment to the rules:

• Rule 4.1.2.2: Reduce the maximum 12.5 m in the rear of the 1st axle to 4 m

Justification: Individual locomotives are not being fitted currently so midpoint mounting is

not required. The reduced distance permits rule 4.1.1.5 to be amended to suit the existing

trackside infrastructure. The amended rule is defined in Section 12.2.1 ETCS trackside

implementation

A test of on-board balise transmission compatibility with a non-compliant guard rail solution is

required. The test is a modified on-board equipment test based on Unisig Subset-085 Test

Specification for Eurobalise FFFIS Issue 3.0.0 for Guard Rails cross-talk test condition as

modified below:

• section 5.2.2.2.3 Metallic Objects

o use test conditions as defined in B5.3.2 Guard Rails of Annex B modified by

simulation of insulated rail joints instead of the air gap

o test for reduced size, longitudinally mounted only with no metallic plane or steel

sleepers underneath the reference loop

• section 5.2.9 Cross-talk immunity

o perform guard rails crosstalk tests as per the above modified section 5.2.2.2.3 only

o test procedure and acceptance criteria for cross talk immunity remain unchanged

o provide cross talk margins for both the standard and modified B5.3.2 arrangements

ETCS on-board equipment shall have demonstrated electromagnetic compatibility with the

trackside signalling system as per Section 16 Electromagnetic compatibility. The demonstration

includes evidence of compliance with European Norms plus the following:

• Conducted interference (as rms current) from the on-board ETCS equipment onto the train

power supply is be less than one third (1/3) of the maximum permissible rail current defined

in Figure 2 in Appendix A for frequencies between 40 Hz and 3000 Hz.

A compliance type test is required as part of the environmental testing of the on-board

ETCS equipment. The type test shall include transient conditions. Transients include power

on and off. Exceedences of less than 200 ms duration are permitted.


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



• Confirmation that ETCS equipment that fits the definition of radio transmitters (other than

GSM-R equipment) is compliant with Radio communications (Low Interference Potential

Devices) Class Licence 2000.

Balise transmission and odometery radar equipment have been tested for compliance with

trackside equipment. The requirement to perform additional specific compatibility testing will be

determined as part of the type approval of the equipment.

Train type tests shall be conducted and analysed to demonstrate that the Unisig Subset 036

FFFIS for Eurobalise V3.0.0 section 5.5.5 Safety quantification requirements are met under all

conditions encountered in normal operations. Electromagnetic interference (EMI) due to

pantograph interaction with section insulators and open overlaps in the contact wire regularly

occurs during normal operations. Maximum traction supply currents shared in the rails

surrounding the balises being read regularly occurs during normal operations.

ETCS Level 2 will use the digital train radio system (DTRS) which implements GSM-R in the

1800 MHz band instead of the 900 MHz band used in Europe.

The fitment of the ETCS equipment must not interfere with or hinder the correct operation of the

train-borne trip gear used for the train stops or other driver safety systems fitted to the rolling

stock. In particular, the operation the service brake by the ETCS equipment shall not cause a

task based reset of the driver safety, vigilance system.

The ETCS on-board sub-system supplier must demonstrate the ability to manage and influence

change in the ERTMS development process.

The on-board ETCS sub-system shall undergo type approval in accordance with TfNSW

specification SPG 710 Type Approval Requirements for Signalling Systems and Equipment.

12.2.3. ETCS proof of Compliance A copy of the supporting documentation and certification that the ETCS on-board sub-system

meets the relevant European Norms and European Union law shall be provided including:

• EC Declaration of conformity for EMC and LV

• EC Declaration of conformity for TSI

• evidence of assessment of conformity as required by CR CCS TSI for operation in the

European Community. This typically includes:

o design examination certificate (module CH1) from a notified body

o quality management system approval (module CH1) from a notified body covering the

period in which the equipment was designed, manufactured and supplied

• any independent safety assessment


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



The on-board ETCS sub-system, its component products and application to the rolling stock

type shall have a type approval certificate from the signals and control systems discipline for

use on the Transport for NSW Heavy Rail network.

12.2.4. ETCS discussion ETCS is the mandated automatic train protection system for trans-European rail lines. ETCS

standards and specifications are controlled by the European Railway Agency (ERA). Compliant

products are produced by a number of suppliers. Interoperability of different products is verified

at specific interfaces. Not all interfaces are interoperable or compatible. The European Union

has set a process for assuring compliance for ETCS products and implementations. This

process includes the use of notified bodies to assess a manufacturer’s conformity to the

essential requirements listed in a directive.

Specifications, standards and documentation for ETCS are available from the European

Railway Agency via its web site www.era.europa.eu. The documents are found under Core

Activities, ERTMS (European Rail traffic Management System).

TfNSW has adopted ETCS as its automatic train protection system.

TfNSW has no involvement in the processes for the development of ETCS. The ETCS supplier

is therefore expected to be a member of or associated with a group that can submit a change

request to ERTMS.

The ETCS system has a trackside sub-system and on-board sub-system. Responsibility for both

the trackside and on-board sub-systems rest with the signals and control systems discipline.

Some existing rolling stock is being fitted with ETCS Level 1 based on Conventional Rail TSI on

CCS (2006/679/EC) with Annex A modified as per 2010/79/EC. It is proposed for these trains to

be upgraded to baseline 3.

13. Signal sighting Drivers and observers in cabs need uninterrupted vision for sighting of signals that are mounted

in and about the railway corridor. RSU 160 Signalling Interface contained in T HR RS 00100 ST

Minimum Operating Standards for Rolling Stock – General Interface Standards provides further

details of this requirement.

The visibility requirements of RSU 160 shall be met

14. Traction system compatibility requirements Traction system compatibility is based on the existing 1500 V dc traction power system and

trackside signalling system. Using other traction power systems requires the development and

implementation of compatibility requirements for that traction power system.


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017

http://www.era.europa.eu/



Trains shall not provide any means for the generation or injection into the running rails of any

electrical voltage or current that can interfere with the safe and reliable operation of all forms of

signalling equipment and specifically train detection systems. This requirement applies equally

to currents or voltages generated by the rolling stock itself, or to components of the traction

supply finding a low-impedance path to the traction return system.

Consideration shall be given to the wiring layout within the train to eliminate the effects of

electrostatic, capacitive, inductive & conductive coupling between each circuit and the frame of

the train.

The signalling noise compatibility diagram, Figure 2, Appendix A (traction return compatibility

envelope - acceptable in-rail currents at signalling frequencies) shows acceptable levels of

noise currents in the rail, over the frequency spectrum used by the signalling system.

Where the rolling stock traction software is configurable, any adjustments have the potential to

affect the compatibility with the signalling system. The traction equipment supplier shall have in

place a method of configuration-control for the traction equipment software.

When type testing has begun or the vehicle has been certified, the traction equipment supplier

shall not alter the configuration without advice to the ASA.

Any changes to the traction package software will require new signalling compatibility tests to be

conducted. Where the changes do not affect the traction system, the traction equipment supplier

shall be able to prove that the changes made to the system do not affect those elements of the

traction package that affect signalling compatibility. To do this, software change control shall be

used and a comparison of the code for the version updates is used to verify changes have not

affected other elements of the traction system. This process shall be within the context of a

quality system with procedures in accordance with ISO 9001.

14.1. Traction system compatibility proof of compliance The rolling stock supplier or operator shall do a combination of theoretical design analysis,

laboratory testing of prototypes, and on-site testing of production versions of the rolling stock.

These tests shall demonstrate that any traction current noise components, under all conditions

of normal operation and component failure, are below the interference thresholds of the track

circuits and detection systems in the proposed operating corridor.

The rolling stock supplier or operator shall have suitable procedures in place to manage the

software incorporated into the traction control system. Any alterations to the traction control

system software shall be fully validated, assessed and approved prior to implementation.

Change management of the software forming part of the traction control system will be by way

of having suitable procedures in place within an accredited quality management system, and

evidence of quality accreditation to ISO 9001.


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



If the rolling stock supplier or operator is not quality accredited then it will be necessary for the

change management process in use to be presented to the ASA for acceptance before any

changes to a tested traction package is performed. Evidence of the software comparisons and

process outcomes shall be provided to the ASA upon request.

14.2. Electric rolling stock system requirements for 50 Hz line current impedance and detection

14.2.1. 50 Hz line input impedance The following requirements represent limits that are known to be compatible with the existing

signalling system. The Asset Standards Authority will also accept other solutions that can be

demonstrated to integrate successfully into the existing railway.

The 50 Hz line input impedance of the Set shall be greater than those levels specified in Table 1

below.

Table 1 - 50 Hz line input impedance limits

Set configuration Minimum impedance at 50 Hz

4 car set, 2 pantographs, 4 motored bogies 1 ohm

8 car set, 4 pantographs, 8 motored bogies 0.5 ohm

Other set configurations 0.5 ohm

The impedance figure shall be maintained when the Set is unloaded, loaded, and for any other

value of conduction ratio of the traction inverter equipment.

14.2.2. 50 Hz detection system Passenger Electric rolling stock shall have a means of protecting track circuits from line ripple in

the traction supply current or that which is being produced by train-borne equipment. 50 Hz

track circuits in particular shall be protected from excess 50 Hz line ripple current. Compliance

with the following requirements has adequately performed this function on existing TfNSW

fleets. Alternative solutions proposed will need to demonstrate and assure that the same

function is adequately performed.

A 50 Hz line current detector shall be provided to isolate the relevant equipment whenever

excess 50 Hz line ripple current is detected.

The filter charging inrush current of electrical equipment shall not generate 50 Hz harmonics

capable of affecting TfNSW track circuits. Table 2 shows requirements of 50 Hz detection and

protection.

Table 2 - 50 Hz detection and protection requirements


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



Detection Level Time

Detection system operating level for trains operating on double rail 50 Hz track circuits

1 A 2.0 seconds (setting within range to be confirmed during commissioning)

Detection system operating level for trains operating on 50 Hz single rail track circuits only

> 5.5 A 2.0 seconds (setting within range to be confirmed during commissioning)

Detection system operating bandwidth 47 Hz to 53 Hz

Triggering of the 50 Hz line ripple current detection system shall be logged by the rolling stock

management system and reported to the driver.

The 50 Hz line current detector shall have a test function that provides a positive indication of

correct operation.

14.3. Traction system compatibility discussion Signalling track circuits ‘share’ the running rails with the electric traction return currents. Track

circuits operate at currents and voltages generally less than 1 ampere and 3 volts. In contrast,

the traction system operates at a nominal supply voltage of 1500 volts direct current, at currents

up to 6000 ampere. Even a very small portion (one-tenth of one percent) of the traction current

is of the same order of magnitude as the track circuit current; tight control of traction noise levels

is crucial to ensuring the continued safe and reliable operation of the signalling system.

15. Traction return requirements The maximum traction current drawn from the traction system shall be limited to that described

in the electrical specification T HR EL 90003 ST.

The traction negative cabling on board a train shall be of such a design so as to allow full rated

load current to be evenly distributed over all wheels so that the current will be evenly distributed

into both rails. Each connection to axle shall be rated to carry full load current.

15.1. Traction return proof of compliance The rolling stock supplier or operator must be able to demonstrate by design, equipment

specification and field tests if required, that the power rating of the train will not exceed specified

limits.

The rolling stock supplier or operator must be able to demonstrate by both design and

equipment specification that the cabling and connection to axle are rated to carry the full

expected designed load.


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



15.2. Traction return discussion The traction return system is rated according to established known load profiles and therefore

has finite limits. The capacity of the network is currently under review as a result of the steadily

increasing load on the network.

In areas designated light traction, the traction return system is rated at 1000 A dc / rail

continuous. Light traction areas can be typified by low to medium traffic density, with no

significant grades.

In ‘heavy’ traction areas the rating of the traction system is 2000 A dc / rail continuous.

Provision has been made in the design of the traction return system for the temporary over

loading of the system without damage providing there is sufficient cool down time between peak

overloads.

In order to limit the potential difference between rail and earth, there are regular connections

between tracks essentially paralleling the rails with the net effect of reducing the overall

resistance of the traction return system. With the additional tracks sharing a proportional amount

of traction return current, overall system load can be increased without exceeding the specific

ratings of the equipment.

The Transport for NSW Heavy Rail network uses single and double rail track circuits, which

refer to the number of rails used in each track circuit to carry traction return current. Any form of

electric powered rolling stock shall be so configured so that an effective electrical circuit is

always maintained with the rail/s enabled to carry traction return current.

16. Electromagnetic compatibility requirement Trains shall not generate any form of electromagnetic interference that could interfere with the

safe and reliable operation of the signalling system.

Trains shall comply with EN50121 series (in particular EN50121-3-1 and EN50121-3-2 for

rolling stock) electromagnetic compatibility standards.

16.1. Electromagnetic compatibility proof of compliance The rolling stock supplier or operator could be required to provide evidence of testing carried out

to measure the electromagnetic emission characteristics of the proposed rolling stock.

16.2. Electromagnetic compatibility discussion Current signalling systems are based to an increasing degree on microprocessors, data

communications and other sensitive electronics, whose operation can be affected by

electromagnetic interference. Systems, which could be susceptible, include train detection


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



systems, vehicle identification systems, and transmission based train control and signalling

systems.

Potential issues include:

• false energisation of track circuit relays on the track the train is operating on

• false energisation of track circuit relays on adjacent tracks

• intermittent failure of track circuits either the train is operating on or adjacent

• lock out or failure of processor based track circuits and other signalling equipment

• interlocking system shutdowns or resets due to induced or capacitive couple EMI

17. Specification for close up effects Close up effects result from large inductive sources such as traction motors inducing a small

voltage onto an axle. As a consequence of this and of the fact that the axles and rails form a low

impedance circuit, electrical currents can flow.

Typically the magnitudes of close up effect currents are close to that of a track circuit clear

signal. As a general rule, track circuits are not affected by close up effect currents as the rail to

rail voltage is very small. However DPU coils are easily influenced by these currents and can, if

the harmonic content emulates that of a track circuit transmitter; falsely energise a DPU fed

receiver.

To define acceptable criteria for the close up effect in audio frequency part of the spectrum, the

following rules shall apply.

Figure 1 graphically represents permitted levels of interfering frequencies and their magnitudes.

For rail currents above 50 mA there shall be no modulated harmonics recorded around the

following frequencies

• 1700 Hz ±100 Hz (200 Hz bandwidth)




For rail currents below 50 mA, harmonics may be permitted but shall not be modulated.

Note: Modulated harmonics are defined as those currents as having a symmetrical

upper and lower frequency component based around a real or imaginary centre

frequency.

Harmonic currents in the range of 1820 Hz to 1870 Hz shall be no greater than 5 mA.


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



No harmonics shall be permitted for rail currents above 100 mA.

Rail to rail volts shall be no greater than 30 mV.

Figure 1 - Rail current vs frequency – permitted close up effect currents

Table 3 - Key to Figure 1

Legend Pattern Permitted close up effect currents

Red hatched area

No harmonics are permitted in this part of the spectrum except for traction supply harmonics at 1800 Hz and so on

Orange horizontal striped area

Provided they are not modulated, Close up effect currents may be permitted following a review

Orange vertical striped area

Close up effect currents may be permitted following a review. No modulated effects permitted

Green solid area Close up effect currents permitted

Green diagonal striped area

Close up effect currents permitted. No modulated effects permitted


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



Appendix A – Traction return compatibility envelope

A.1 Acceptable in-rail currents at signalling frequencies Figure 2 was applied to testing of previously supplied electric passenger rolling stock.

New rolling stock that meets this graph under all operating conditions, is unlikely to cause

interference to the signalling system but the ASA does not guarantee that a train which meets

this curve will not cause interference.

The train supplier is responsible for ensuring the rolling stock is fully compatible with the

Transport for NSW Heavy Rail network signalling system under all train operating modes.

0.01

0.1

1

10

10 100 1000 10000

Frequency(Hz)

Cur

rent

(A)

Figure 2 - Envelope of maximum permissible rail current as a function of frequency for signalling system compatibility

Table 4 provides the data set for Figure 2.

Table 4 - Data set for Figure 2


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



Frequency (Hz) of rail current

Maximum permitted rail current (A)

10 2.5

20 1.8

30 1.4

40 1.1

45 to 55 0.25

55 to 350 1.0

350 to 550 0.12

550 to 1600 1.0

1600 to 2700 0.025

2700 to 10000 0.05


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



Appendix B – Factors that affect shunting of track circuits

Table 5, Table 6 and Table 7 include factors that assist and work against shunting of track circuits.

Table 5 - Track factors that affect shunting of track circuits

These things assist train shunt Item These things work against train shunt

Track not well aligned causes wheels to scrub Clean rails Well aligned track, wheels that track on a narrow rail head band

Dry environment Corrosion on Rail head Damp corrosive environment, especially near coast

Wide rail contact band Clean part of wheel on clean part of rail Narrow rail contact band

Well worn rail Clean part of wheel on clean part of rail Newly ground rail head profile

Good ballast (lower leakage current) Improves train shunt sensitivity Poor ballast (higher leakage current)

Clean rail head Clean rails Rail head contamination; leaves, leaky product from wagons, rust

Table 6 - Signalling factors that affect shunting of track circuits


Impulse type track circuit (needs block joints) Train detection to overcome poor rail/wheel resistance

Low voltage, non impulse track circuits

High Shunt resistance Train Detection Low Shunt resistance

Axle counters (no rail/wheel contact required) Train Detection Track Circuits

Each track circuit individually in Signal Control Probability of Shunt Cut track circuit

Time delay on track circuit Momentary loss of Shunt No time delay

Table 7 - Operational factors that affect shunting of track circuits

© State of NSW through Transport for NSW Page 34 of 43

S

uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017




Consistent Operational Pattern Wheel/Rail Contact Changed operation pattern

No use of sand to improve adhesion Rail Wheel Contact Use of sand to improve adhesion

More Carriages/longer trains Probability of good shunt Less carriages/shorter trains

Loaded vehicles Rail wheel contact resistance Unloaded vehicles

Frequently used line Rail wheel contact resistance Infrequently used line

Wide mix of vehicle/traffic type Rail wheel contact resistance Low mix of vehicle/traffic type

Regular use of each types of vehicles Rail wheel contact resistance Intermittent use of a particular type

Longer/slower trains Block Skip (See Note 1) Short/fast trains

Note 1: Block skip is a situation where the track circuit a train is leaving, picks up before the next track shunts, resulting in a momentary situation where

the train is ‘lost’.


S

uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



Appendix C – Signalling compliance testing of rolling stock

Before any rolling stock is permitted to operate on the network it shall first be tested by an

authorised and accredited body to be compliant with the details as listed in this and other

standards.

A test program shall aim to prove the following:

• the vehicle under test can be safely detected by the train detection system

• the vehicle under test cannot produce a wrong side failure of the signalling system

• the vehicle under test cannot produce a right side failure of the signalling system

• for FS2500 track circuits only, the vehicle under test cannot produce a right side failure with

lock up of the signalling system

• acceleration and braking of the vehicle conforms to the base design of the signalling

system

• for each identified signalling interface an evaluation process has demonstrated compliance

Tests shall be done to determine the compatibility of rolling stock with each type of track circuit

and other train detection systems over which it will be operated. These tests shall include:

• track shunting performance with all types of track circuit equipment including data pick up

units

• traction current harmonics causing potential failure of train detection systems including

track circuits, axle counters and electronic treadle switches

• traction current harmonics causing false energisation of track circuits

• traction unit impedance to traction supply

• harmonic generation and impedance of auxiliary power systems

• generation of interference to the signalling system by other train-borne equipment

• determination of acceleration and braking performance under varying conditions

• an assessment of the vehicle against those factors that affect train shunting as described in

Appendix B of this document

These tests typify the minimum required for demonstration of compatibility with the signalling

system. Additional tests may be required if compliance problems are identified as part of the

evaluation process.

The evaluation process shall also clearly detail how each test is to be conducted. © State of NSW through Transport for NSW Page 36 of 43 S

uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



The evaluation process shall also test for all modes of operation and credible degraded modes

of operation. Train start up and shut down procedures should also be tested.

Where it can be shown that a vehicle is identical to other previously tested vehicles, then the

ASA may accept previous test results to waive some of the testing.


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



Appendix D – Description of the signalling system

The signalling system on the NSW metropolitan heavy rail network comprises many elements.

Some elements are:

• track circuits

• points

• signals

• train stops

• interlockings

• level crossings

• cabling

• power supplies

• surge protection

• telemetry, communications – control systems

D.2 Track circuits The existing track circuits used on the NSW metropolitan heavy rail network are:

• 50 Hz ac double and single rail

• audio frequency jointless track circuits operating at 1700 Hz, 2000 Hz, 2300 Hz and

2600 Hz

• audio frequency jointed track circuits operating at frequencies between 380 Hz and 510 Hz

• high voltage Impulse track circuits

Significant operating parameters of these track circuit types are shown in Table 8.

D.3 Points Across the network, several forms of points machines are used. A majority of the mechanisms

are electric powered driving a reduction gear train. Others use compressed air or hydraulics to

move the switch rails of the points. Some mechanically operated points still exist in the network.

All facing points are fitted with a facing point lock that mechanically locks the points into

position. Where claw lock mechanisms are used, the locking of the points is achieved in

conjunction with the driving of the points.


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



Facing point locks come in a variety of forms depending on the type of drive to the points and

the era they were installed.

Some point machines are trailable, which allows train movements through the points where the

points are set in the opposite position without damaging the mechanism.

The switch rails in the points also differ across the network from short, conventional forms on

53 kg rail to asymmetrical long flexible switches on 60 kg rail.

D.4 Signals NSW metropolitan heavy rail network signals use either incandescent dual filament globes in

conjunction with a focussing lens system or LED-based inserts.

Main line signal indications provided to the driver are of either a single or double light indication.

Single light indications typically start on the outskirts of the Sydney metropolitan area. Signals

consist of main and shunt signals and can be post-mounted, mounted low on the ground or on

signal bridges or gantries.

D.5 Train stops The function of a train stop is to operate a trip arm, which, in its raised position, will actuate a

brake valve of a passing train. When the associated signal is cleared, the signal control circuitry

applies power to the train stop driving the arm down into its cleared position.

Three models of train stop are used across the network:

• pneumatic

• electric

• electro – hydraulic

The trip arm is proved in its raised and lowered position. In the event of a trip arm breaking,

spring loading on the circuit controller contacts within the train stop ‘centre’, leaving all contacts

open.

Train stops are rated to withstand an impact from a train trip arm at speeds up to 140 km/h.

Train stops can also be used to enforce speed control of trains.

D.6 Interlocking equipment The types of interlocking equipment used across the network range from mechanical to

relay-based through to computer controlled.

Most relay-based interlocking systems use Westinghouse Q series vital signalling relays. Older

interlockings use shelf relays and are being phased out. © State of NSW through Transport for NSW Page 39 of 43 S

uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



Three types of computer-based interlockings are used across the network.

• solid state interlockings (SSI)

• Microlok II

• Westrace

In some areas, mechanical levers and associated rodding control signalling equipment.

D.7 Level crossings (including pedestrian crossings) Approach warning time at level crossings vary from 25 seconds to 30 seconds depending on

local rail and road traffic conditions. Where booms are fitted upon activation of the lights, there

is a 5 second to 7 second delay before the booms begin to descend providing a period of time

for motorists to clear the level crossing. More recently, due to 'B-double' trucks, the timing is

10 seconds to 12 seconds.

Warning lights to the crossing are flashing red and are focussed for short and long approaches

to the crossing.

Where deemed necessary, flashing yellow advance warning lights have been installed to warn

motorists of the level crossing being activated.

Power to the crossings is derived from either council or railway supply. At some installations, the

backed up signalling supply is used. All level crossings have an additional battery back up in

case of a loss of mains supply.

An approaching train is detected by track circuits. The ‘strike in’ point to activate the crossing is

determined by calculating the line speed and the desired warning time for road motorists. In

double line areas, when the crossing is activated, the approach distance on the other line is

extended checking for an approaching train. This additional functionality prevents the crossing

from excessively short clearing times, with the booms rising and then falling without the crossing

being open for a practical period of time.

D.8 Cabling Cabling for the signalling system comprises power cabling and signal circuit cabling.

D.8.1 Power cables Signalling distribution is generally at 120 V ac 50 Hz nominal and 50 V dc with some mains at

415 V ac and 480 V ac. Cable cross sectional sizes vary from 4 mm² to 120 mm². The feeders

are installed in ducting, troughing or buried. Cable runs are generally parallel to the lines.

Power distribution cables are not screened.


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



D.8.2 Signalling circuits Signalling circuits are run in multicore cable installed in ducting troughing or buried. Individual

conductors are generally installed in either ducting or troughing.

Circuits in multicore cables generally operate at 50 V dc double switched not ac-immunised.

Conductors are normally 7/0.5 mm (not balanced pairs or quads). On the suburban lines, audio

frequency track transmitters and receivers are connected to the trackside equipment by up to

1500 m of single pair 7/0.5 mm aluminium foil screened cable laid in trackside ducts or

troughing.

Some installations still contain single switched 120 V ac control circuits.

D.9 Mains supplies The main form of electrical power used for signalling applications is 50 Hz ac at a nominal

voltage of 120 V.

For general signalling purposes, ac supplies are always duplicated with separate supplies

derived from independent high voltage feeders.

The common normal and emergency supply arrangements are:

• railway normal and railway emergency

• railway normal and council emergency

Switching between normal and emergency supplies is usually done by an automatic mechanical

changeover contactor. At critical supply point’s seamless changeovers between supplies is

required. At these locations UPS's or static switches are used.

D.10 Direct current power supplies The signalling system uses many different types of dc power supplies. Power supplies range

from small low current linear supplies to sophisticated rack-mounted switch mode supplies.

Where the application requires it:

• power supplies are duplicated and run in parallel for increased availability

• power supplies could also have either a battery or capacitor bank to supply the load in the

advent of a brief interruption on the mains

• low voltage alarms are fitted monitoring the charge voltage on a battery bank

All power supplies are rated at 120 V nominal input. Typical output voltages are 12 V dc,

24 V dc and 50 V dc at different current levels ranging from 2 A to 90 A.


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



D.11 Surge protection The design of the surge protection system follows standard industry principles of primary,

secondary and tertiary protection.

Surge protection equipment is provided at all interface points to signalling locations including

mains cabling, sub main cabling, signal control and communication cabling.

Care is taken to minimise the effects of earth potential rises propagating to remote earths via

the signal control and communication cable network.

D.12 Railway telephone and radio systems Railway analogue telephone and communications circuits operate in the range of

150 Hz to 108 kHz. They are used across the network. Also there is an increase in digital data

across the network. Train working and emergency telephones are used in some tunnels. For

example, City Circle and Eastern Suburbs line and the transmission circuit is single twisted pairs

in trough or conduit.

Future communications equipment and systems are designed to meet the Australian

Communications and Media Authority requirements.

D.13 Telemetry and remote control A variety of signalling remote control and indication systems (SCADA, RTU telemetry) are used

in lines around Sydney currently electrified or proposed for electrification. These systems can

either be analogue or digital with an operating range up to 18 kHz.

Information is transmitted through both communications type cable and aerial lines located at

various distances from overhead traction wires (electrified area) and the track.


uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017



Table 8 - Track circuit operating parameters

Track circuit type

Frequency Modulation Operating track voltage

Receiver / Relay Maximum track circuit length

Nominal shunt value

Minimum operation

Maximum drop away

Normal working level

Double rail Single rail

ac 50 Hz Nil 1 V to 3 V 0.5 V 0.3 V 1.3 V 1600 m 300 m 0.06 Ω to 0.5 Ω

audio frequency jointless

1700 Hz, 2000 Hz, 2300 Hz, 2600 Hz

Fsk ±10 Hz to 15 Hz

3 V to 5 V 200 mV 180 mV 400 mV 900 m 2000 m compensated

N/A 0.15 Ω to 0.5 Ω

audio frequency jointed

380 Hz to 510 Hz

Fsk ±10 Hz to 15 Hz

3 V to 20 V 1.7 V 1.5 V 3 V to 12 V 400 m 250 m 0.5 Ω

HV impulse Bipolar dc pulse (3 pulse / sec)

N/A 40 V to 120 V 35 V 20 V 40 V to 120 V 1000 m 500 m 0.25 Ω to 0.5 Ω


S

uper

sede

d by

T H

R S

C 0

0006

ST

v2.0

, 07/

07/2

017

T HR SC 00006 ST - Rolling Stock Signalling …...T HR SC 00006 ST Standard Version 1.0 Issued Date:...

Documents

Transcript of T HR SC 00006 ST - Rolling Stock Signalling …...T HR SC 00006 ST Standard Version 1.0 Issued Date:...