signing of temporary and emergency speed restrictions iss 1.pdf · figure 20: example of...

Rail Industry StandardRIS-0735-CCSIssue: OneDate: December 2018

Signing of Temporaryand Emergency SpeedRestrictions

Synopsis

This document sets out requirements,rationale and guidance for signing ofTemporary Speed Restrictions (TSRs)and Emergency Speed Restrictions(ESRs) on the Great Britain (GB)mainline railway.

Copyright in the Railway Group documents is owned by RailSafety and Standards Board Limited. All rights are herebyreserved. No Railway Group document (in whole or in part)may be reproduced, stored in a retrieval system, ortransmitted, in any form or means, without the prior writtenpermission of Rail Safety and Standards Board Limited, or asexpressly permitted by law.

RSSB members are granted copyright licence in accordancewith the Constitution Agreement relating to Rail Safety andStandards Board Limited.

In circumstances where Rail Safety and Standards BoardLimited has granted a particular person or organisationpermission to copy extracts from Railway Group documents,Rail Safety and Standards Board Limited accepts noresponsibility for, nor any liability in connection with, the useof such extracts, or any claims arising therefrom. Thisdisclaimer applies to all forms of media in which extractsfrom Railway Group documents may be reproduced.

Published by RSSB

© Copyright 2018Rail Safety and Standards Board Limited

Uncontroled when printed Document supersedes in part GKRT0075 Iss 4 and GKGN0675 Iss 4 with effect from 01/12/2018

Issue Record

Issue Date Comments

One 01/12/2018 New document containing the material fromGKRT0075 issue four and GKGN0675 issue fournot within scope of Railway Group Standards

Superseded Documents

The following Railway Group documents are superseded, either in whole or in part asindicated:

Superseded documents Sections superseded Date whensections aresuperseded

GKRT0075 issue four LinesideSignal Spacing and SpeedSignage

3.2.1.1, 3.2.1.2, 3.2.1.3, 3.2.1.4,3.2.1.6, 3.2.2.1, 3.2.2.2, 3.2.3.2,3.2.3.3, 3.4.1.1, 3.4.1.2, 3.4.1.4,3.4.1.5, 3.4.1.6, 3.4.1.7, 3.4.1.8,3.4.1.9, 3.4.2.1, 3.4.2.2, 3.4.3.1,3.4.4.1, 3.4.4.2, Appendices Dand E

01/12/2018

GKGN0675 issue four Guidanceon Lineside Signal Spacing andSpeed Signage

All sections supporting thosesections listed above.

01/12/2018

Supply

The authoritative version of this document is available at www.rssb.co.uk/railway-group-standards. Enquiries on this document can be submitted through the RSSBCustomer Self-Service Portal https://customer-portal.rssb.co.uk/


Signing of Temporary and EmergencySpeed Restrictions

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Contents

Section Description Page

Part 1 Purpose and Introduction 61.1 Purpose 61.2 Application of this document 61.3 Scope of application 61.4 Health and safety responsibilities 61.5 Structure of this document 61.6 Approval and authorisation of this document 7

Part 2 Provision of Signs for Temporary and Emergency SpeedRestrictions 8

2.1 General guidance 82.2 Display of TSR and ESR information 82.3 Display of differential speeds for TSR / ESR 102.4 Provision of deceleration distances 112.5 Commencement and termination indicators and warning boards 122.6 Provision of AWS magnets 152.7 Publication of temporary speed restrictions 15

Part 3 Position of TSR Speed Signs and AWS Permanent Magnets 173.1 Position of TSR speed indicators and termination indicators 173.2 TSR warning boards and AWS equipment 203.3 Requirements for adjacent TSRs 343.4 Requirement for moving, withdrawing and increasing speed of

TSRs 37

Part 4 Emergency Speed Restrictions 414.1 Management of emergency speed restriction (ESR) 414.2 Provision of ESR indicators, ESR warning boards and AWS

equipment 41

Appendices 43Appendix A Key to symbols used in this standard 43

Definitions 45

References 49



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List of Figures

Figure 1: Example of differential speed indicators 10

Figure 2: Example of movement via crossing not requiring TSR speed indicators 12

Figure 3: Typical arrangement of TSR commencement and termination indicators 13

Figure 4: Example of an emergency indicator 14

Figure 5: Example of TSR speed indicators at converging junction 18

Figure 6: Example of TSR over trailing end of crossover 19

Figure 7: Example of TSR over facing end of crossover 19

Figure 8: Example of TSR with a higher permissible speed on approach 20

Figure 9: Example of TSR with a lower permissible speed on approach 20

Figure 10: Example of TSR with TSR warning board at commencement of higher permissiblespeed 21

Figure 11: Example of warning board positioning at a converging junction 22

Figure 12: Example of warning board positioning at a diverging junction 23

Figure 13: Example of a diverging junction with warning board located at the facing points 23

Figure 14: Example of a diverging junction where signal is approach released from a higheraspect 24

Figure 15: Example of a diverging junction where signal is approach released from a higheraspect 24

Figure 16: Example of a diverging junction where no previous routing advice is given 25

Figure 17: Example of usual positioning of portable AWS magnets 26

Figure 18: Example of critical positioning of portable AWS magnets 26

Figure 19: Example of TSR warning board at signal with signal AWS electromagnetdisconnected 28

Figure 20: Example of disconnection of AWS suppressor on existing magnet 29

Figure 21: Example showing use of AWS cancelling indicator 30

Figure 22: Another example showing use of AWS cancelling indicator 30

Figure 23: Example showing provision of a warning board and portable AWS magnet on aline not fitted with AWS leading to an AWS fitted line 30



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Figure 24: Example showing disconnection of AWS beyond the protecting signal leading toan AWS fitted line 31

Figure 25: Example showing use of TSR repeater warning boards 33

Figure 26: Example of a lower TSR followed by a higher TSR 34

Figure 27: Example of a higher TSR followed by a lower TSR 35

Figure 28: Another example of a higher TSR followed by a lower TSR 35

Figure 29: Example of co-incident warning boards for diverging routes. 36

Figure 30: Example of successive speed restrictions on the same line 36

Figure 31: Example showing a moving TSR where the TSR warning board cannot be moved 38

Figure 32: Example of a TSR not imposed or withdrawn early 39

Figure 33: Example of arrangements for ESR 42



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Part 1 Purpose and Introduction

1.1 Purpose

1.1.1 This document sets out the requirements for signing of Temporary Speed Restrictions(TSRs) and Emergency Speed Restrictions (ESRs).

1.1.2 The requirements in this document are available to Proposers in applying theCommon Safety Method for Risk Evaluation and Assessment CSM RA risk acceptanceprinciples to the hazards of a train exceeding the temporary and emergency speedrestrictions.

1.2 Application of this document

1.2.1 Compliance requirements and dates have not been specified because these are thesubject of internal procedures or contract conditions.

1.2.2 If you plan to do something that does not comply with a requirement in this RIS, youcan ask a Standards Committee to comment on your proposed alternative. If youwant a Standards Committee to do this, please submit your deviation applicationform to RSSB. You can find further advice in the ‘Guidance to applicants andmembers of Standards Committee on using alternative requirements’, available fromRSSB’s website www.rssb.co.uk.

1.3 Scope of application

1.3.1 The requirements in this document apply to lines where trains are operated usinglineside signals to authorise train movements and lineside signs to provideinformation on permissible speeds and speed restrictions, whether or not a cabsignalling system is also provided on the line.

1.4 Health and safety responsibilities

1.4.1 Users of documents published by RSSB are reminded of the need to consider theirown responsibilities to ensure health and safety at work and their own duties underhealth and safety legislation. RSSB does not warrant that compliance with all or anydocuments published by RSSB is sufficient in itself to ensure safe systems of work oroperation or to satisfy such responsibilities or duties.

1.5 Structure of this document

1.5.1 This document sets out a series of requirements that are sequentially numbered. Thisdocument also sets out the rationale for the requirement, explaining why therequirement is needed and its purpose and, where relevant, guidance to support therequirement. The rationale and the guidance are prefixed by the letter ‘G’.

1.5.2 Some subjects do not have specific requirements but the subject is addressed throughguidance only and, where this is the case, it is distinguished under a heading of‘Guidance’ and is prefixed by the letter ‘G’.



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1.6 Approval and authorisation of this document

1.6.1 The content of this document was approved by Control Command and SignallingStandards Committee (CCS SC) on 25 September 2018.

1.6.2 This document was authorised by RSSB on 26 October 2018.



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Part 2 Provision of Signs for Temporary and Emergency SpeedRestrictions

2.1 General guidance

Assessments for compatibility with train operations

2.1.1 It is not always practicable for the proposer to consult with the stakeholders for theimplementation and withdrawal of temporary and emergency speed restrictions.However, it is suggested that a consultation is carried out for complex engineeringwork, particularly where the configuration and positioning of TSR/ESR signs could beconfusing to the train driver or could create a risk of misunderstanding.

2.1.2 For a TSR, the proposer is advised to carry out a compatibility assessment of all thefollowing:

a) The permissible speed profiles.b) The configuration and position of TSR signs that display standard and non-

standard differential speeds, where trains are compatible with the 'minimumsignalling braking distances (MSBD)' set out in Appendices B and C of GKRT0075‘Requirements for Minimum Signalling Braking and Deceleration Distances’ areauthorised to operate at higher permissible speeds (see 2.3).

c) The omission of temporary differential speed signs, where the differential speedsare implemented by instruction.

2.2 Display of TSR and ESR information

2.2.1 The infrastructure manager (IM) shall provide lineside operational safety signs todisplay temporary speed restriction information, applicable to each running line, foreach direction that trains can be operated under signalled movement authorities formain running movements.

2.2.2 TSR and ESR information shall be presented in units of miles per hour (mph).

2.2.3 Where trains are operated using speedometers calibrated in kilometres per hour(km/h), speed signs shall also display speed information in units of km/h.

2.2.4 TSR and ESR signs shall be configured so that all applicable speed restrictions(including differential speeds) over the same section of track are displayed togetherat the same position and location. However, where readability would not beimpaired, it is permitted for nominally co-located signs to be separated by a shortdistance.

2.2.5 Speed signs provided for temporary and emergency speed restrictions shall bepositioned on the left-hand side of the line in the direction of travel, except where:

a) It is not practicable to accommodate a speed sign on the left-hand side of theline, and

b) The applicability of a sign positioned on the right-hand side of the line isunambiguous.

2.2.6 Where TSR speed indicators or warning boards are positioned to the right of the trackin the direction of travel, the WON shall specify either:



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The temporary speed restriction equipment for trainstravelling in the up/down direction on ___ line between___ miles ___ chains and ___ miles ___ chains is situatedto the right of the track.

or

The warning board _________________ (for example, INTHE TUNNEL) on the ___ line at ___ miles ___ chains issituated to the right of the track.

Rationale

G 2.2.7 TSR and ESR signs provide information to assist the train driver in controlling thespeed of the train.

G 2.2.8 Locating signs in consistent positions can help in reducing train drivers' workload.

G 2.2.9 TSR and ESR signs are displayed in units of mph because these units are currentlyused on the GB mainline railway.

G 2.2.10 Provision of a differential speed arrangement enables operational flexibility.

Guidance

G 2.2.11 This section sets out the general requirements for the display of TSR and ESRinformation to train drivers, including the requirement to provide appropriate positionand format of the speed restrictions that are to be presented.

G 2.2.12 Parts 3 and 4 set out the provision and positioning requirements for TSR and ESRindicators, including the circumstances in which a TSR warning indicator andautomatic warning system (AWS) permanent magnets are provided.

G 2.2.13 For the GB mainline railway, the speed information always displays units of mphbecause these are the units by which the railway is currently operated and signed inlineside signalled areas. Where trains are operated using speedometers calibrated inkm/h and lineside speed indicators are required, the permissible speed indicators(PSIs) additionally display speed information in units of km/h, as train drivers have tocorrelate the speed information displayed at the lineside with the speed informationdisplayed on the speedometer.

Overall presentation of TSR and ESR information to the train driver

2.2.14 The signs for TSR and ESR and associated AWS permanent magnets shall bepositioned so that the totality of information (including lineside operational signs,signal aspects, indications and lineside equipment) displayed to the train driver is notliable to cause confusion.

2.2.15 Where train protection warning systems (TPWS) are in use, the position of TSR andESR signs shall be compatible with the warning and intervention functionality ofthese protection systems so that a train driver obeying the speed signs does notreceive unwarranted warnings or intervention.



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Rationale

G 2.2.16 TSR and ESR signs, and warning and intervention equipment are positioned toprovide the train driver with information to assist in controlling the speed of the train.

Guidance

G 2.2.17 In some complex layouts, strict application of all the requirements in this standardmay not achieve the objective of providing clear and unambiguous information tothe train driver. In such cases, the infrastructure manager (IM) would seek analternative solution which meets this objective. Possible solutions include:

a) Alterations to the proposed geographical limits of the TSR and ESR.b) Alterations to the temporary speed value(s).

2.3 Display of differential speeds for TSR / ESR

2.3.1 Where the TSR or ESR is a differential speed, the sign shall display the lower (orlowest) speed above the higher speed.

2.3.2 The TSR speed indicator and TSR warning boards shall only display the two standarddifferential speeds.

2.3.3 The two standard differential speeds shall be displayed (see Figure 1) using:

a) A TSR speed indicator displaying both speeds.b) A TSR warning board displaying both speeds.

Figure 1: Example of differential speed indicators

Rationale

G 2.3.4 The number of standard differential speeds presented are limited to two to reducethe likelihood of misinterpretation by the train driver.

Guidance

G 2.3.5 The signs specified for use at TSRs or ESRs only cater for standard differential speeds.Non-standard differential speeds are not displayed at TSRs or ESRs, to simplify theimplementation and publication of these restrictions, which are usually imposed inconnection with engineering work or because of infrastructure degradation or failure.

G 2.3.6 Standard differential speeds are shown on TSR speed indicators and their associatedwarning boards by two speed values, one above the other, without any specificindications to identify particular categories of trains. The bottom figure (which showsthe higher speed) applies to passenger, parcels and postal trains (loaded or empty),and light locomotives; the top figure (which shows the lower speed) applies to allother trains.



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G 2.3.7 The arrangement for displaying standard differential speeds, with the lower speedvalue shown by the top figure and the higher speed value by the bottom figure:

a) Provides a consistent display.b) Means that the lower speed value, which is a safe speed for all trains, is prominent

and intended to be read first by the train driver.

2.4 Provision of deceleration distances

2.4.1 Deceleration distances between the first temporary (including emergency) speedwarning board and the commencement of the associated TSR (and ESR) sign shall begreater than or equal to the Minimum Deceleration Distance (MDD) data set out inGKRT0075.

2.4.2 Where differential speeds are associated with a speed reduction to a lowerpermissible speed or another TSR (whether they are applicable to the permissiblespeed on the approach, the lower permissible speed or TSR, or both), the decelerationdistance shall be determined for each type of train, taking account of:

a) The applicable speeds for that train, andb) The longest deceleration distance required.

Rationale

G 2.4.3 The deceleration distances are to be compatible with the service braking performanceof trains and signalling systems.

G 2.4.4 The distance between the TSR warning board and the associated TSR speed indicatorhas to be at least the MDD to achieve safe integration with the train service brakingperformance.

G 2.4.5 The deceleration distance is provided to enable the train with the worst brakingperformance to achieve the required speed reduction.

Guidance

G 2.4.6 Minimum deceleration distances set out in Appendix X of GKRT0075 are compatiblewith the train braking performance used to determine the signalling braking distancesin GKRT0075 Appendix A. Use of the Appendix X data, therefore, provides therequired deceleration distances for all trains.

G 2.4.7 TSR warning boards are provided on the approach to all temporary speed restrictions.TSR and ESR warning boards are provided on the approach to all emergency speedrestrictions.

G 2.4.8 TSR and ESR warning boards are positioned at a sufficient distance on the approachto the point where the reduced speed commences, so that each train can brake fromits permissible speed (or enhanced permissible speed), using main service brakingrate, to achieve the required speed reduction. The permissible speed for certain trainsmay be limited by:

a) Differential speed limits.b) Maximum speeds applicable to particular types of train.



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c) Other speed restrictions applied by instruction (for example, the two-thirds rule forfreight trains in operation on former Southern Region lines).

G 2.4.9 Where differential speeds apply, all types of train that are authorised to operate overthe route are considered, including the following speed transition combinations:

a) One differential speed to another differential speed.b) A standard speed to a differential speed.c) A differential speed to standard speed.

G 2.4.10 Where differential speeds apply, all applicable combinations of differential approachspeed and differential speed restriction are considered so that the correct speeddifferentials are used to determine the required deceleration distance.

G 2.4.11 There may be circumstances in which a different type of train with better brakingperformance is to be operated over an existing route (for example, a train compatiblewith GKRT0075, Appendix C, which is to be operated on a route signalled toGKRT0075, Appendix A). In this case the braking performance of the train is checkedagainst the MSBD and the position of speed indicators, before an increased speed isauthorised.

G 2.4.12 The higher permissible speed is signed as a differential speed unless all other trainsthat can be operated over the route are also compatible with the signalling brakingdistances and the position of speed indicators.

2.5 Commencement and termination indicators and warning boards

2.5.1 The commencement of each TSR shall be indicated by a TSR speed indicator, as setout in GIGN7634, displaying the required speed(s) for all signalled movementsentering the TSR (see Figure 3), except where:

a) Movements cross over a TSR, via a ladder or diamond crossing, andb) The permissible speed for the movement via a ladder or diamond crossing is less

than or equal to that of the TSR (see Figure 2).

Figure 2: Example of movement via crossing not requiring TSR speed indicators

2.5.2 Except in the case of abutting restrictions (see 3.3.1.1), a TSR termination indicator,displaying the letter ‘T’ (item AF06 in GIGN7634), shall be positioned at the end ofeach TSR (see Figure 3).



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Figure 3: Typical arrangement of TSR commencement and termination indicators

2.5.3 TSR and ESR speed warning boards shall be provided for all signalled runningmovements towards TSRs and ESRs, except where trains always start from rest (forexample, a siding or terminal station platform line) and the commencement of thespeed restriction is less than 300 m ahead. In these cases the weekly operating notice(WON) shall specify:

A warning board is not provided on the ___ line for trainsproceeding to the ___ line for the temporary speedrestriction at ___ miles ___ chains.

Rationale

G 2.5.4 TSR and ESR warning boards are positioned to mark an adequate decelerationdistance for trains with the worst braking performance so they can decelerate to thespeed specified at the location of the TSR speed indicator.

G 2.5.5 A TSR or ESR warning board is not needed in the circumstance where trains alwaysstart from rest from a distance of less than 300 m because the distance from thestarting position to the speed indicator is too short to provide a sensible warning, andtrains with the fastest acceleration would not be able to reach the speed restriction atexcessive speed.

Guidance

G 2.5.6 Section 2.2 sets out the provision of temporary speed signs for all TSRs (that includesESRs). By default, TSR speed indicators are provided, but where a route via a ladder ordiamond crossing already incorporates a PSI that is equal to or less than the TSR, aTSR speed indicator is not required.

G 2.5.7 Figure 2 shows an example of where a crossing movement is limited to 20 mph;therefore, a 20 mph TSR speed indicator is not needed for that movement.

G 2.5.8 See also the requirements for repeater warning boards set out in section 3.2.6, whichmay be provided in some cases for trains starting from rest at a distance of greaterthan 300 m.

Provision of TSR warning boards

2.5.9 TSR warning boards shall be positioned in accordance with 3.1.1 and 3.2.4 using thedeceleration distance set out in GKRT0075 'Requirements for Minimum SignallingBraking and Deceleration Distances'.



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2.5.10 Only one TSR warning board shall be provided on each approach to a TSRcommencement, except where repeater warning boards are provided in accordancewith 3.2.6.

Rationale

G 2.5.11 TSR and ESR warning boards are positioned to mark an adequate decelerationdistance for trains with the worst braking performance so they can decelerate to thespeed specified at their location of the TSR speed indicator.

G 2.5.12 A TSR warning board gives advance warning and identifies the point at which a fullservice brake application would achieve the specified speed on reaching the TSRspeed indicator.

Guidance

G 2.5.13 To avoid confusion, a train will normally pass only one TSR warning board associatedwith a particular speed restriction. Section 3.2.2 sets out the arrangement normallyprovided at converging junctions to achieve this.

Provision of ESR indicators

2.5.14 Where an ESR is to be imposed, an ESR indicator shall be provided in addition to theTSR warning board (see Figure 4), and positioned in accordance with Part 4.

Figure 4: Example of an emergency indicator

Rationale

G 2.5.15 Train drivers may not be aware of the changes to the permissible speed of the sectionof route where a temporary speed restriction has been imposed with insufficient timeto publish the details in advance. Therefore, additional warning boards (in the form ofthe emegency indicator with conspicuous flashing lights) are provided to alert traindrivers to these changes in speed.

Guidance

G 2.5.16 ESRs are signed in the same way as TSR, with the addition of the emergency indicatorand the additional AWS permanent magnet associated with it. This is provided todraw the train driver’s attention to the warning board, because details of the speedrestriction have not been published in accordance with 2.7.

G 2.5.17 Train drivers are generally aware of the normal speed profile of a route as part oftheir route knowledge. In the case of TSR and ESR, train drivers are more dependenton the clarity of signage to give them the information they need. It is thereforeimportant that the signs provided for TSR or ESR give clear and unambiguousinformation about the speed restrictions.



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G 2.5.18 It is important that the train driver understands which line each speed sign applies to,particularly where temporary speed signs are positioned between running lines. Thenormal position for speed signs is to the left of the line to which they apply, and signsare placed on the left-hand side wherever practicable.

G 2.5.19 If signs are placed on the right-hand side of the line on a multiple track railway, itmay not be clear to the train driver which line they apply to. The train driver generallylooks for signs on the left-hand side of the line, and may possibly miss a sign on theright-hand side if it is not drawn to their attention.

G 2.5.20 Temporary speed signs are only placed on the right-hand side where their applicationis clear and the train driver has been alerted by the entry in the WON.

G 2.5.21 As the position of an ESR is not published in the WON, there is an increased risk that atrain driver could miss a sign that is positioned on the right-hand side of the line, andtherefore this is avoided wherever possible.

2.6 Provision of AWS magnets

2.6.1 A portable AWS magnet shall be provided on the approach to:

a) All warning boards, in accordance with Part 2 and Part 3.b) All ESR indicators, in accordance with Part 4.

Rationale

G 2.6.2 Portable AWS magnets are configured to provide a permanent south pole which willgenerate an AWS warning indication in the driving cab in sufficient time for the traindriver to react to it and still be able to view the warning board to which applies.

Guidance

G 2.6.3 None.

2.7 Publication of temporary speed restrictions

2.7.1 Details of TSRs shall be published in the WON prior to their implementation.

2.7.2 Where it is not practicable to publish details of TSRs in the WON, the TSR shall beimplemented as an ESR, as set out in Part 4.

Rationale

G 2.7.3 When a TSR has been published in the WON, there is an expectation that drivers areaware of its existence and an AWS warning and associated warning board isconsidered adequate warning to allow drivers to reduce speed as necessary. If a TSRhas not been published in the WON, train driver expectation of its existence cannotbe assumed and additional warnings provided by the ESR indicator and its associatedAWS permanent magnet are considered necessary.



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Guidance

G 2.7.4 RIS-3215-TOM sets out the requirements for publication of WONs. Details of TSRs arepublished by the IM, so that drivers are aware of, and alerted to, TSRs along theroute.

G 2.7.5 Where a speed restriction has to be imposed at short notice (for example, as a resultof a failure), and it cannot be published in the WON, it would be implemented as anESR.



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Part 3 Position of TSR Speed Signs and AWS Permanent Magnets

3.1 Position of TSR speed indicators and termination indicators

3.1.1 General requirements for position of TSR speed indicators

3.1.1.1 Where temporary speed restriction (TSR) indicators are required (see 2.5.1), they shallbe positioned:

a) On the approach to the TSR, andb) As close as practicable to the location where the TSR commences.

3.1.1.2 Additional speed indicator(s) shall be provided within a TSR in the followingcircumstances:

a) At a position where trains are permitted to reverse direction (for example, at thesignal at which the train may reverse direction). In this case the WON shall specify:

The speed indicator on the ___ line at ___ miles ___chains is provided for trains turning back at this location.

b) Where there is an operational requirement to change drivers (for example, atstations):

The speed indicator on the ___ line at ___ miles ___chains applies to changing crews at this location.

3.1.1.3 Where differential speeds apply, all the required speed indicators and directionalindicators shall be positioned together.

3.1.1.4 It is permitted for nominally co-located signs to be separated by a short distancewhere this would not impair readability.

Rationale

G 3.1.1.5 The TSR speed indicator is positioned as close to the commencement of the TSR aspracticable to reduce the delay caused by the TSR.

G 3.1.1.6 The provision of additional speed indicators is used to remind the train driver that thetrain is subject to a TSR.

Guidance

G 3.1.1.7 Train drivers are normally presented with only one speed indicator for each applicableTSR, positioned at the location where the speed restriction commences.

G 3.1.1.8 Where a train may stop part way through a TSR, an additional speed indicator isprovided to display the applicable TSR to the driver before the train is restarted, ifeither a different driver may take over or the train may reverse direction.

G 3.1.1.9 Clause 3.1.1.2a) applies only to locations where trains are booked to reverse direction;it does not apply to shunting movements. Clause 3.1.1.2b) applies only to locationswhere trains are booked to change drivers. This information might need to beobtained from railway undertakings (RUs).



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G 3.1.1.10 Where differential speeds apply to a TSR, the two applicable speeds are shown at theTSR warning board and at the TSR speed indicator. Where a directional arrow isrequired, this is included on the same sign as the speed indications at the TSRwarning board and at the TSR speed indicator, in order to convey the correct meaningto the train driver.

G 3.1.1.11 Where space is restricted (for example, where a sign has to be mounted betweenadjacent tracks), there may be insufficient room for a speed indicator or warningboard with differential speeds and a directional arrow. If it is not practicable toprovide appropriate signage to allow the application of differential speeds, it may benecessary to impose a single speed limit (the lowest applicable speed) for all trains.

3.1.2 TSR speed indicators at converging junctions

3.1.2.1 Where lines converge within a TSR, a TSR speed indicator shall be provided at eachentry to the speed restriction before the convergence, so that trains pass only onespeed indicator applicable to the restriction (see Figure 5).

Figure 5: Example of TSR speed indicators at converging junction

Rationale

G 3.1.2.2 The train driver is expected to observe only one speed indicator for each TSR, asprovision of additional TSR indicators for the same TSR may mislead the driver.

G 3.1.2.3 Safe integration with train driving processes.

Guidance

G 3.1.2.4 The principle that a driver will normally observe only one speed indicator for each TSRis the same as that applied for permissible speed warning indicators (PSWI) as set outin RIS-0734-CCS.

G 3.1.2.5 By exception, where the TSR applicable through the converging junction is higherthan the permissible speed for the converging line at the junction points, the speedindicator for trains from the converging line is positioned beyond the junction pointsto avoid conflicting speed indications approaching the junction. In this case traindrivers on the higher-speed route pass a second speed indicator within the speedrestriction.

3.1.3 TSR speed indicators at diverging junctions

3.1.3.1 A TSR speed indicator, with an arrow indicating the direction of divergence, shall beprovided on the approach to any diverging junction or facing crossover on or overwhich there is a TSR.



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3.1.3.2 Where a TSR only applies to the trailing point end of a crossover and the speedindicator cannot be placed at a position within the crossover, the TSR speed indicator(with directional arrow) shall be placed before the facing point end (see Figure 6). Inthis case, the WON shall specify:

The speed indicator on ___ line at ___ miles ___ chainsapplies only to trains using the crossover to ___ line.

Figure 6: Example of TSR over trailing end of crossover

3.1.3.3 Where a TSR applies only over the facing point end of a crossover, a terminationindicator (or, if entering another adjoining TSR, a speed indicator displaying the valueof that speed restriction) shall be placed adjacent to the trailing point end (see Figure 7). In this case the WON shall specify:

The termination indicator on ___ line at ___ miles ___chains applies only to trains using the crossover from ___line.

Figure 7: Example of TSR over facing end of crossover

Rationale

G 3.1.3.4 Drivers observing the TSR speed indicator and arrow understand that the speedrestriction only applies to the crossover move.

Guidance

G 3.1.3.5 The TSR speed indicators can be provided close to the diverging turnout so that it isobvious that it applies to the turnout, but it may be necessary to position it clear ofexisting signs (for example, PSIs) adjacent to the turnout.

G 3.1.3.6 In the example shown in Figure 7, the TSR termination indicator for the 20 mph TSR(which applies only to the line through the facing end of the crossover) cannot beplaced part way through the crossover, and is placed adjacent to the trailing end.



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Trains on the straight line through the trailing end of the crossover, therefore, passthis TSR termination indicator, although it does not apply to them; the WON entryexplains the situation.

3.2 TSR warning boards and AWS equipment

3.2.1 General requirements for position of TSR warning boards

3.2.1.1 TSR warning board(s) shall be positioned as close as practicable to (but not less than)the deceleration distance from the associated speed indicator.

3.2.1.2 Where the TSR commences at an increase of permissible speed, and the speed of theTSR is the same as, or higher than, the speed on the approach, the TSR warningboard(s) shall be positioned at a minimum distance from the associated TSR speedindicator equivalent to a running time of four seconds at the permissible speed.

3.2.1.3 The distance from the TSR warning board to the TSR speed indicator shall beextended:

a) Where this is necessary to avoid AWS conflicts (see 3.2.4 and 3.2.5).b) So that a TSR warning board is not positioned between existing AWS equipment

and the equipment to which the AWS applies.

3.2.1.4 Where the required deceleration distance from the permissible speed on theimmediate approach to the TSR would result in the TSR warning board beingpositioned in a section of line with a higher permissible speed, the decelerationdistance shall be determined using that higher permissible speed (see Figure 8).

Figure 8: Example of TSR with a higher permissible speed on approach

3.2.1.5 Where the required deceleration distance from the permissible speed on theimmediate approach to the TSR would result in the TSR warning board beingpositioned in a section of line with a lower permissible speed, the decelerationdistance required for this lower permissible speed shall be determined. If the revisedposition of the TSR warning board still falls within that lower permissible speedsection, it shall be positioned at that distance (see Figure 9).

Figure 9: Example of TSR with a lower permissible speed on approach



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3.2.1.6 If the revised position of the TSR warning board, as set out in 3.2.1.5, lies between thepermissible speed indicator at the commencement of the higher permissible speedsection and the TSR speed indicator, the TSR warning board shall be positioned at thepermissible speed indicator for the higher-speed section to prevent acceleration (seeFigure 10).

Figure 10: Example of TSR with TSR warning board at commencement of higherpermissible speed

Rationale

G 3.2.1.7 Four seconds provides the driver with enough time to comply with the TSR before thetrain reaches the speed indicator, including time to:

a) Interpret that the train is approaching the TSR.b) Decide what action, if any, is needed to comply with the TSR. In this case, the

required action may be a change to the usual operation of increasing the speed ofthe train at that location.

c) Take the necessary action, if any.

G 3.2.1.8 In the examples shown in Figures 8, 9 and 10, the initial calculation of TSR warningboard position for the 20 mph temporary speed restriction would result in eitherinsufficient braking distance (Figure 8), excess braking distance (Figure 9) or in aconfusing arrangement (Figure 10). This is due to the variations in permissible speedon the approach to the temporary speed restriction. The aim of sensible positioningof the TSR warning board is to avoid driver confusion and to enable them to drivetheir trains in the optimum manner.

Guidance

G 3.2.1.9 The temporary speed restriction TSR warning board is positioned to provide sufficientdeceleration distance for all types of trains. Where differential permissible speedsapply on the approach to the temporary speed restriction, the longest decelerationdistance required would be allowed for.

G 3.2.1.10 Where the distance between the TSR warning board and the speed indicator issignificantly greater than the longest deceleration distance required, this may make itdifficult for train drivers to judge where they need to begin braking. This could lead toearly or late brake application by drivers. Therefore, the TSR warning board ispositioned as close as possible to the position that provides the longest decelerationdistance from the speed indicator.



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G 3.2.1.11 The distance between the TSR warning board and the speed indicator may need tobe increased to provide adequate sighting, or to avoid AWS conflicts or positionswhere it is not practicable to provide the warning board.

3.2.2 TSR warning boards at converging junctions.

3.2.2.1 Where the deceleration distance requires a warning to be given on the approach to aconverging junction, a warning board shall be positioned at the appropriatedeceleration distance on each line approaching the TSR speed indicator (see Figure 11).

Figure 11: Example of warning board positioning at a converging junction

3.2.2.2 Where the required deceleration distances would position one of the warning boardson the approach to a convergence, then all warning boards shall be positioned beforethe convergence so that a train passes only one warning board on any approach tothe TSR.

Rationale

G 3.2.2.3 It is undesirable for a train driver to pass more than one warning board for the sameTSR. Therefore, if the deceleration distance required for the higher speed approachplaces the warning board before a converging junction, the warning for a lower speedapproach is also placed before the converging junction

Guidance

G 3.2.2.4 None.

3.2.3 TSR warning board at diverging junctions.

3.2.3.1 Where a TSR applies over or beyond a diverging junction, and the requireddeceleration distance places the warning board before the junction (see Figure 12),the warning board shall incorporate an arrow indicating the direction of divergence.In this case the WON shall specify:

The warning board situated on the ___ line at ___ miles___ chains applies to trains proceeding to the ___ line.



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Figure 12: Example of warning board positioning at a diverging junction

3.2.3.2 Where the deceleration distance would provide a TSR warning board on a divergingline at a position that would cause the associated portable AWS magnet to belocated at or before the facing points, all of the following arrangements shall apply(see Figure 13):

a) The warning board shall incorporate a directional arrow.b) The warning board shall be positioned at the facing points.c) The portable AWS magnet shall be positioned at the required distance on the

approach to the warning board.

Figure 13: Example of a diverging junction with warning board located at the facingpoints

3.2.3.3 Where the deceleration distance would provide the TSR warning board on theapproach to a junction signal that is approach controlled from red (permanent ortemporary approach control) all of the following arrangements shall apply:

a) The deceleration distance shall be determined using the junction speed.b) The warning board shall be positioned at or after the sighting point of the signal

(including the route indicator), or of the splitting banner repeating signal, whereprovided (see Figure 14).

c) The WON shall specify:




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Figure 14: Example of a diverging junction where signal is approach released from ahigher aspect

3.2.3.4 Where the deceleration distance would provide the TSR warning board on theapproach to a junction signal and the signalling aspect sequence providesinformation to the driver on which route has been set (for example, the junctionsignal is approach controlled from yellow with flashing yellows or splitting distant inrear), all of the following arrangements shall apply:

a) The warning board shall be positioned at the deceleration distance calculatedusing the permissible speed (or enhanced permissible speed) of the line (see Figure 15).

b) The WON shall specify:


Figure 15: Example of a diverging junction where signal is approach released from ahigher aspect

3.2.3.5 Where the deceleration distance would provide the warning board on the approach toa junction signal that is not approach controlled or that displays a free single yellowwith a standard 4-aspect sequence on the approach, all of the followingarrangements shall apply:

a) Temporary approach control from red shall be applied to the signal for theapplicable diverging route or straight route (see Figure 16, which sets out anexample of a TSR on the straight route).

b) The signal aspect release point shall be at or after the sighting point of the signal(including the route indicator, where applicable), or of the splitting bannerrepeating signal, where provided.

c) The warning board shall be positioned so that it is visible to the driver when thesignal aspect is released from red to display a proceed aspect.



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Figure 16: Example of a diverging junction where no previous routing advice is given

Rationale

G 3.2.3.6 In certain cases the deceleration distance for a TSR would place the warning board ata short distance beyond the facing points of a diverging junction, and the associatedportable AWS magnet would require to be positioned before the facing points. Thatarrangement would be unacceptable, since a train on the straight route would receivea warning on passing over the AWS magnet, but would not pass the warning board.

G 3.2.3.7 In such cases the arrangement shown in Figure 13 is adopted. The warning board isplaced at the facing points, and in most cases is adjacent to the PSI for the divergingroute. All trains will pass over the portable AWS magnet and will also pass thewarning board, which has a directional arrow to identify that it applies to thediverging route only.

Guidance

G 3.2.3.8 The arrangement in Figure 14 relies on the fact that, when a train is to be routed tothe diverging route, the aspect sequence causes the approach speed of the train to bereduced. The driver should be prepared to stop at the junction signal until the proceedaspect (or the splitting banner repeating signal, where provided) is observed for thediverging route.

G 3.2.3.9 Because the warning board is positioned after the sighting point of the signal, thedriver knows that if the signal displays a proceed aspect for the diverging route, it isnecessary to control the speed of the train for the permissible speed restriction on thediverging route, and for the TSR beyond the junction.

G 3.2.3.10 It is permissible for the portable AWS magnet for the warning board to be positionedbefore the sighting point of the signal.

G 3.2.3.11 A junction signalling aspect sequence using flashing yellow aspects or splitting distantsignals provides the driver with advance information about the route that is set, andso allows a train to approach a diverging junction at a higher speed than approachcontrol from red would permit. It is therefore necessary to provide a warning boardfor a TSR on the diverging route at an earlier position than shown in Figure 14. Thedriver should be aware that the train is routed towards the TSR and would be able tocontrol the speed of the train accordingly.

G 3.2.3.12 A junction signalling aspect sequence without approach control, or using free yellowwith a standard 4-aspect sequence on the approach, allows a train to approach adiverging junction at a higher speed than approach release from red. It does notprovide the driver with advance information about which route the train is to take.



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G 3.2.3.13 The driver does not know which way the train is to be routed before the junctionsignal aspect (or splitting banner repeating signal, where provided) becomes visible. Itwould, therefore, be unacceptable to provide the warning board at full decelerationdistance (as shown in Figure 15) because the driver would not yet know whether theTSR applied to that train movement. Similar arrangement to that shown in Figure 15is used to apply temporary approach control from red (where provided) to thejunction signal for the route towards the TSR (which may be the straight route or adiverging route). Where temporary approach control facilities are not provided, either:

a) The TSR speed indicator would be repositioned on the approach to the divergingjunction, so that the TSR applies to all routes through the junction, or

b) A separate TSR would be imposed before the diverging junction, of low enoughvalue to allow positioning of the warning board for the required TSR on theapproach to the AWS magnet for the junction protecting signal.

3.2.4 Requirements for AWS magnets

3.2.4.1 Except where the requirements in 3.2.4.2 apply, a portable AWS magnet shall bepositioned in accordance with RIS-0775-CCS and:

a) On all lines that signalled running moves approach the TSR warning board,whether or not the line is fitted with AWS (see Figure 17).

b) Where applicable, 180 m (200 yd) on the approach to the warning board.c) Where b) is not achievable, between 45 m (50 yd) and 180 m (200 yd) on the

approach to the warning board, subject to a minimum of four seconds runningtime at the maximum permissible (or enhanced permissible) speed (see Figure 18).

Figure 17: Example of usual positioning of portable AWS magnets

Figure 18: Example of critical positioning of portable AWS magnets

3.2.4.2 The portable AWS magnet shall not be provided, either:

a) In an AWS gap area (see RIS-0775-CCS), or



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b) On lines from which trains always start from rest, for example, bay or terminalplatforms. In this case, the WON shall specify:

No AWS at warning board on ___ line at ___ miles ___chains.

Rationale

G 3.2.4.3 Portable AWS magnets are not provided in bay or terminal platform lines where trainsalways start from rest, because the AWS cannot be configured to provide fourseconds advance warning for the stationary train in this situation. If an arriving trainwere to stop with the receiver on what would become the leading cab (upon reversal)directly over the AWS magnet applicable to the starting signal, it would not bepossible to correctly set up the leading cab.

G 3.2.4.4 Where AWS is not provided, the WON is the means of drawing the train driver’sattention to the absence of AWS on the approach to the warning board.

Guidance

G 3.2.4.5 Portable AWS magnet(s) are always provided for each warning board, includingwhere the line concerned is not fitted with AWS. This is so that the driver isspecifically alerted by an audible warning to the presence of the warning board, asthe driver’s route knowledge does not include the position of the TSR, and provisionof an audible warning will draw the driver's attention to the warning board if theirattention is otherwise occupied. A limited number of exceptions are set out in 3.2.4.2.

G 3.2.4.6 Where portable AWS magnets are provided, the minimum four seconds requirementis so that the AWS receiver has time to reset and is ready to respond correctly to thenext AWS permanent magnet following a warning indication, which could beacknowledged at the end of the acknowledgement delay period.

G 3.2.4.7 Portable AWS magnets are not positioned within four seconds running time atpermissible speed of any other AWS magnet that applies in the same direction.

G 3.2.4.8 Portable AWS magnets for TSR warning boards are not provided within designatedAWS gap areas, such as some major stations. While this means that drivers do notreceive an AWS indication, AWS gap areas are generally associated with complexinfrastructure layouts where train movements are diverse and permissible speeds arelow.

Non-preferred positions of AWS magnets

3.2.4.9 Where the portable AWS magnet would be positioned within four seconds runningtime of any other AWS equipment and no other configuration of warning board andAWS position is practicable, the following shall apply:

a) The TSR warning board shall be positioned at a signal.b) The AWS equipment associated with the signal shall be reconfigured to generate

an AWS warning indication in the driving cab, regardless of the aspect displayedby the signal (see Figure 19). In this case the IM shall assess the SPAD risk arising



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from disconnection of the AWS, and ensure that the correct AWS functionality forthe signal is restored at the earliest opportunity.

c) The WON shall specify:

Warning board positioned at signal no. ___ on ___ line,an AWS warning indication will be given irrespective ofthe aspect exhibited by the signal.

Figure 19: Example of TSR warning board at signal with signal AWSelectromagnet disconnected

Rationale

G 3.2.4.10 A minimum of four seconds is required for an AWS receiver to reset so that it is readyto respond correctly to the next AWS permanent magnet following a warningindication.

G 3.2.4.11 Wherever practicable, a separate portable AWS magnet is provided for a TSR warningboard so that train drivers receive an AWS warning specifically for the TSR warningboard.

Guidance

G 3.2.4.12 Where it is not practicable to position the TSR warning board so that a separateportable AWS magnet can be provided for it, the arrangement shown in Figure 19could be used. In this arrangement the warning board is positioned adjacent to asignal and makes use of the existing AWS magnet associated with the signal. TheAWS electromagnet is disconnected so that the AWS always gives a warningindication regardless of the aspect displayed by the signal.

G 3.2.4.13 This arrangement has the following disadvantages:

a) When the signal is displaying a cautionary aspect, drivers receive a single AWSwarning indication for two different functions (that is, the signal and the TSRwarning board).

b) When the signal is displaying a green aspect, the train driver receives a warningindication at the AWS.

G 3.2.4.14 The risks in this situation are that:

a) Train drivers associate the AWS warning with a cautionary aspect shown by thesignal, and fail to observe the TSR warning board, leading to insufficientdeceleration for the TSR.



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b) Train drivers become accustomed to receiving an AWS warning for the TSRwarning board when the signal is green, and are not alerted by the AWS to thesignal when it is showing a cautionary aspect, potentially leading to a SPAD.

G 3.2.4.15 Because of this possibility, the SPAD risk arising from the disconnection of the AWSwould be assessed before this arrangement is implemented, and the period for whichit is applied kept as short as possible.

G 3.2.4.16 This arrangement would not be applied at any signal where the consequences of aSPAD are high (for example, signals protecting converging or crossing movements, orthe entry to bi-directional lines), or at a signal that displays a cautionary aspect onthe approach to such a signal.

3.2.5 Requirements for AWS cancelling indicators

3.2.5.1 On single or bi-directional lines, where it is possible to utilise existing AWS equipmentassociated with a signal or sign for the opposing direction, which is normallysuppressed for movements in the direction towards the TSR warning board (seeFigure 20):

a) The TSR warning board shall be positioned to utilise the existing AWS equipmentfor the opposing direction.

b) The TSR warning board shall be positioned at the required distance beyond theexisting AWS equipment (see 3.2.4.1).

c) The AWS suppression shall be disconnected.d) An AWS cancelling indicator shall not be provided.

Figure 20: Example of disconnection of AWS suppressor on existing magnet

3.2.5.2 On single and bi-directional lines, except where the arrangement in 3.2.5.1 is used, anAWS cancelling indicator shall:

a) Be provided.b) Be positioned 180 m (200 yd) beyond the portable AWS equipment when

travelling in the direction for which the warning is not applicable (see Figures 21and 22). This distance shall be adjusted to avoid conflict with other equipment sothat the AWS cancelling indicator is positioned between four and seven secondsrunning time at the maximum permissible (or enhanced permissible) speed fromthe AWS equipment, subject to a minimum of 45 m (50 yd).

3.2.5.3 On single or bi-directional lines:



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a) The portable AWS magnet and its AWS cancelling indicator shall not bepositioned between a signal or a sign (that apply to movements in the samedirection as the AWS cancelling indicator), and the AWS equipment associatedwith that signal or sign.

b) The TSR warning board shall be positioned accordingly (see Figures 21 and 22).

Figure 21: Example showing use of AWS cancelling indicator

Figure 22: Another example showing use of AWS cancelling indicator

3.2.5.4 Where the deceleration distance means that a TSR warning board is to be positionedon a line not fitted with AWS, between a junction leading onto an AWS fitted line andthe protecting signal, the TSR warning board shall be positioned at the signal andprovided with its own portable AWS equipment (see Figure 23). In this case, the WONshall specify:

Warning board positioned at signal no. ___ on ___ lineapplies to trains proceeding towards the ___ line. An AWSwarning indication will be given irrespective of the aspectexhibited by the signal.

Figure 23: Example showing provision of a warning board and portable AWS magneton a line not fitted with AWS leading to an AWS fitted line

3.2.5.5 Where the deceleration distance means that a TSR warning board is required on anAWS fitted line four to seven seconds running time beyond a crossover from anunfitted line, where AWS equipment is provided ahead of the signal for trains



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proceeding onto the fitted line, all the following arrangements shall apply (see Figure 24):

a) The existing AWS equipment shall be reconfigured so that a caution indication isprovided in the driving cab.

b) A portable AWS magnet shall not be provided.c) The WON shall specify:

The AWS magnet for signal no. ___ on ___ line will givean AWS warning indication for trains proceeding towardsthe warning board on ___ line at ___ miles ___ chainsirrespective of the aspect exhibited by the signal.

Figure 24: Example showing disconnection of AWS beyond the protecting signalleading to an AWS fitted line

Rationale

G 3.2.5.6 On lines signalled for movements in the opposite direction to that required for theTSR, the preferred arrangement is to use an existing magnet. Some latitude in thepositioning of the TSR warning board is permitted to enable this arrangement to beutilised.

G 3.2.5.7 To allow some latitude in positioning the TSR warning board, the running timebetween the AWS cancelling indicator and AWS equipment can be extended up toseven seconds.

Guidance

G 3.2.5.8 Where the AWS magnet is suppressed for movements in the direction of the TSR, thesuppressor is disconnected so that a warning is given to trains approaching the TSRwarning board.

G 3.2.5.9 Because it is not practicable to provide suppression for a portable AWS magnet on asingle or bi-directional line, the restrictions set out in RIS-0775-CCS (which normallyapply to the use of AWS cancelling indicators) are not applicable, and a cancellingindicator is provided for movements in the opposite direction (see 3.2.5.2 and 3.2.5.3).

G 3.2.5.10 Where use of existing AWS equipment is not practicable, the position of the portableAWS magnet (and therefore the TSR warning board) is dictated by the positioning ofthe cancelling indicator, which is positioned so as not to conflict with other AWSindications, signals or signs.



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G 3.2.5.11 Portable AWS magnets or cancelling indicators are not located between a signal orsign that applies to movements in the same direction as the AWS cancelling indicatorand the AWS equipment associated with that signal or sign. This is because passing acancelling indicator after receiving a valid AWS indication could mislead the driver.

G 3.2.5.12 Figure 21 shows a situation where the required deceleration distance places the TSRwarning board at a position which allows the portable AWS magnet and cancellationindicator to be positioned before the existing AWS permanent magnet associatedwith the signal. This is an acceptable arrangement.

G 3.2.5.13 The distance between the TSR warning board and the portable AWS magnet, andbetween the portable AWS magnet and the cancellation indicator, shown by ‘#’ inFigures 21 and 22, are both normally 180 m, but could be reduced, as set out in 3.2.4

G 3.2.5.14 Where the required deceleration distance would place the TSR warning board tooclose to the signal to permit the arrangement shown in Figure 21 to be used, the TSRwarning board is positioned as shown in Figure 22. This allows the portable AWSmagnet to be located beyond the signal for a move towards the cancellationindicator.

G 3.2.5.15 Where it is necessary to position a TSR warning board on a line not fitted with AWSfor a TSR that only applies to an adjacent fitted line, and a portable AWS magnet formovements to the fitted line is provided beyond the signal in accordance withRIS-0775-CCS, the TSR warning board is normally located adjacent to the signal witha separate portable AWS magnet on the approach.

G 3.2.5.16 These arrangements are similar to those in 3.2.3.3. All trains receive a warning at theAWS magnet, whether or not they are proceeding towards the TSR, the applicabilityof which is indicated by the arrow on the TSR warning board.

G 3.2.5.17 In the case where the TSR warning board is located just beyond the junction from theunfitted line to the fitted line, it is permissible to disconnect the electromagnet of theAWS, which is provided beyond the signal for movements to the fitted line inaccordance with GERT8075, so that this gives a warning for the TSR warning boardirrespective of the aspect shown by the signal. In this case, the normal arrangementsfor suppression of this AWS permanent magnet for a train proceeding along theunfitted route continue to apply, so that the warning is only received for trainstravelling towards the TSR. The conditions associated with disconnecting the electro-magnet at the AWS equipment associated with a signal, as set out in this section 3.2.5.2 also apply in this case.

3.2.6 TSR repeater warning boards

3.2.6.1 A TSR repeater warning board showing the restricted speed shall be provided where:

a) The deceleration distance means that the TSR warning board is positioned on theapproach to a passenger station, or on a bay platform line or siding, and

b) The associated speed indicator is positioned at least 300 m beyond the station orsiding connection.

3.2.6.2 Each TSR repeater warning board shall be visible to the driver of a departing train andpositioned to allow compliance with the TSR.



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3.2.6.3 TSR repeater warning boards shall be provided for any other line where trains alwaysstart from rest.

3.2.6.4 Portable AWS magnets shall not be provided for TSR repeater warning boards.

3.2.6.5 Where TSR repeater warning boards are provided, the WON shall specify either:

Repeater warning board positioned ahead of ___ station,for temporary speed restriction on the ___ linecommencing at ___ miles ___ chains.

or

Repeater warning board positioned at signal no. ___, fortemporary speed restriction on the ___ line commencingat ___ miles ___ chains.

Rationale

G 3.2.6.6 A TSR repeater warning board is provided to remind the driver of a train starting froma location between the TSR warning board and its associated TSR speed indicator ofthe TSR ahead, while avoiding giving multiple warnings to a through train which hasalready passed the normal warning board.

G 3.2.6.7 The character 'R' is positioned at the top of the 'Repeater Warning Board' becausethis part of the board is frequently observed first. If the speed numerals were to bepositioned at the top this would appear to be the TSR speed indicator.

G 3.2.6.8 An AWS magnet is not needed at a bay platform line or siding as trains usually startfrom rest at those locations.

Guidance

G 3.2.6.9 Where trains may start from a station or siding situated between the TSR warningboard and the commencement of a TSR, TSR repeater warning boards showing therestricted speed (or the 'spate indicator’ symbol if the speed restriction has beenlifted or not imposed), are provided to remind the driver of a train starting from thatlocation of the TSR ahead, while avoiding giving multiple warnings to a through trainwhich has already passed the normal warning board. TSR repeater warning boardsare commonly provided at the platform ends as shown in the example in Figure 25.

Figure 25: Example showing use of TSR repeater warning boards



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G 3.2.6.10 Where the stopping position of some trains at a station platform is ahead of theplatform end, the TSR repeater warning board is positioned to be visible to the driverof a train starting from its stopping position.

G 3.2.6.11 TSR repeater warning boards are not provided where trains start from a distance ofless than 300 m from the commencement of the TSR.

3.3 Requirements for adjacent TSRs

3.3.1 Where a lower speed is followed by a higher speed

3.3.1.1 Where a TSR is immediately followed by another TSR with a higher speed all of thefollowing arrangements shall apply (see Figure 26):

a) The higher TSR shall be extended to commence at the termination of the lowerTSR.

b) A termination indicator shall not be provided for the lower TSR.c) A TSR warning board shall not be provided for the higher TSR.d) The WON shall specify:

No warning board for ___ mph speed restriction on ___line commencing at ___ miles ___ chains.

Figure 26: Example of a lower TSR followed by a higher TSR

Rationale

G 3.3.1.2 A TSR warning board is not provided for the second (higher) speed restriction as trainswill already be travelling at the lower speed.

G 3.3.1.3 The TSR speed indicator for the higher speed restriction is located at the end of thelower speed restriction and a termination indicator is not required for the lower speedTSR as the second TSR applies from this location.

Guidance

G 3.3.1.4 The second (higher) speed restriction is extended to commence at the termination ofthe preceding lower speed restriction. The TSR speed indicator for the higher speedrestriction is located at the end of the lower restriction.

3.3.2 Where a higher speed is followed by a lower speed

3.3.2.1 Where the deceleration distance is such that the TSR warning board for a higher TSRwould fall within or before a lower TSR, all of the following arrangements shall apply(see Figures 27 and 28):



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a) The higher TSR shall be extended to terminate at the commencement of the lowerTSR.

b) A termination indicator for the first TSR shall not be provided.c) The TSR warning board for the second restriction, if this is within the higher TSR,

shall be positioned at the deceleration distance calculated using the speed of thefirst TSR (rather than the permissible speed of the line).

Figure 27: Example of a higher TSR followed by a lower TSR

Figure 28: Another example of a higher TSR followed by a lower TSR

Rationale

G 3.3.2.2 Where one TSR is followed by another which is a lower speed, the decelerationdistance for the second (lower) speed restriction is based on the speed of thepreceding speed restriction, instead of the permissible speed of the line.

G 3.3.2.3 The TSR warning board for the second speed restriction is placed at this decelerationdistance, and the first (higher) speed restriction extended so that it continues to thestart of the following lower speed restriction. This means that trains do not acceleratefrom the speed of the first speed restriction before they reach the TSR warning boardfor the following lower speed restriction.

Guidance

G 3.3.2.4 None.

3.3.3 Where TSR warning boards coincide

3.3.3.1 Where two or more TSR warning boards, for separate diverging routes or successivespeed restrictions on the same line, are calculated to fall within four seconds runningtime of each other:

a) The TSR warning boards shall be positioned so that the portable AWS magnet forthe second TSR warning board is positioned immediately after the first TSRwarning board in the direction of travel.

b) A separate portable AWS magnet shall be provided for each TSR warning board.c) The portable AWS magnet for each TSR warning board shall be positioned in

accordance with 3.2.4.

3.3.3.2 Where the conditions of 3.3.3.1 apply to speed restrictions on diverging routes (seeFigure 29):



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a) The TSR warning board for the straight route shall be positioned so that the driverpasses it first.

b) In the case of the divergence the WON shall specify:

The second warning board and associated AWS warningindication on ___ line at ___ miles ___ chains apply onlyto trains proceeding to ___ line.

Figure 29: Example of co-incident warning boards for diverging routes.

3.3.3.3 Where the conditions of 3.3.3.1 apply to successive speed restrictions on the sameline, the TSR warning boards shall be positioned in the order in which the speedrestrictions are approached (see Figure 30).

Figure 30: Example of successive speed restrictions on the same line

Rationale

G 3.3.3.4 The AWS magnets have to be four seconds or more running time at the permissiblespeed, and not less than 45 m (50 yd), apart.

Guidance

G 3.3.3.5 The two TSR warning boards are, where practicable, positioned to allow the AWSpermanent magnets to be positioned at the standard distance of 180 m on theapproach to each TSR warning board. This would require the two TSR warning boardsto be 180 m apart. Where this is not practicable, the constraints on positioning theAWS permanent magnets in 3.2.4 apply. This means that the spacing between thetwo TSR warning boards allows for the required minimum distance between thesecond TSR warning board and its associated portable AWS magnet, and therefore isnot less than four seconds running time at permissible speed, subject to a minimumdistance of 45 m (50 yd).

G 3.3.3.6 To achieve this spacing, one (and in some cases both) of the TSR warning boards ispositioned at a distance greater than the required deceleration distance from thespeed indicator.



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G 3.3.3.7 To avoid driver confusion, it is not permissible to place the TSR warning boards closertogether than the minimum distance required between the second TSR warningboard and its associated AWS permanent magnet, or to provide only one AWSpermanent magnet for the two TSR warning boards.

G 3.3.3.8 Where TSRs apply to different routes at a junction, the TSR warning board for thediverging route is placed closer to the junction and positioned at the requireddeceleration distance.

G 3.3.3.9 If the required deceleration distance for the TSR warning board for the straight routewould place it within four seconds running time of the TSR warning board for thediverging route (this may be before or after the TSR warning board for the divergingroute), it would be positioned on the approach to the TSR warning board for thediverging route, at a sufficient distance to allow the appropriate positioning of theportable AWS magnet for the second TSR warning board.

G 3.3.3.10 Where the required deceleration distance for the TSR warning board for the straightroute would place it more than four seconds running time, but less than 180 m, fromthe TSR warning board for the diverging route, it is permissible to place it at thecorrect deceleration distance. The portable AWS magnet for the second TSR warningboard would then require to be positioned after passing the first TSR warning board,which means it would be at less than the standard distance of 180 m. Wherepracticable, the TSR warning board for the straight route is placed at a greaterdistance to permit the portable AWS magnet for the second TSR warning board to beplaced at the standard distance of 180 m.

G 3.3.3.11 In the example shown in Figure 30, the required deceleration distance for the first(higher) speed restriction would place its TSR warning board beyond the TSR warningboard for the second (lower) speed restriction. To provide a logical presentation ofinformation to the train driver, the TSR warning board for the first speed restriction isplaced on the approach to the TSR warning board for the second speed restriction,with the AWS for the second TSR warning board positioned immediately after thefirst TSR warning board.

3.4 Requirement for moving, withdrawing and increasing speed of TSRs

3.4.1 Moving TSR limits

3.4.1.1 It is permissible for the limits of a TSR to be moved progressively along a line,provided that the commencement is not moved towards train drivers in the directionof travel. Both of the following arrangements shall apply:

a) The TSR speed indicator and termination indicator shall be repositioned as theworksite is moved, and the associated TSR warning board shall be repositioned atdeceleration distance from the repositioned TSR indicator.

b) The WON shall specify:

Moving temporary speed restriction.

3.4.1.2 If it is not practicable to reposition the TSR warning board (see Figure 31):



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a) The TSR speed indicator and associated TSR warning board shall remain in theoriginal position.

b) The termination indicator shall be repositioned so that it indicates the end of theTSR at all times.

Figure 31: Example showing a moving TSR where the TSR warning board cannot bemoved

Rationale

G 3.4.1.3 A TSR is not moved towards approaching trains, to avoid drivers being conditionedinto anticipating a previous commencement location and approaching the newposition of the commencement indicator at too high a speed.

G 3.4.1.4 In the case shown in Figure 31, although the worksite is to be moved along the line inthe direction of travel, the TSR warning board cannot be moved to a new positionbecause of the restricted clearance tunnel. If the TSR speed indicator was moved withthe associated TSR warning board remaining in the same position, this could beconfusing to drivers, who might think they had missed the TSR speed indicator, ormight assume that the TSR had been removed and the TSR warning board left inerror.

G 3.4.1.5 To avoid potential confusion, therefore, if the TSR warning board cannot be moved tothe appropriate new position, the TSR speed indicator would also be left in the sameposition even though the start of the actual worksite has moved.

Guidance

G 3.4.1.6 Where the worksite moves along the line in the direction of signalled movements, theTSR can move with the worksite. The TSR speed indicator is then repositioned as theworksite is moved, and the TSR warning board repositioned accordingly, so that it isstill at deceleration distance from the repositioned TSR speed indicator.

G 3.4.1.7 On bi-directional and single lines, this means that the TSR speed indicators and theassociated TSR warning boards are set out for the total length of the TSR, those forone direction being moved in the direction of traffic as the worksite changes, withthose for the other direction remaining in the same position. Alternatively, if theworksite contracts from both ends, it is permissible for both sets to be moved in thedirection of traffic.



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3.4.2 Withdrawing and increasing speed of TSRs

3.4.2.1 If the implementation of a TSR is published or notified, and then its speed limit israised earlier than planned, the TSR indicators, TSR warning boards and TSR repeaterwarning boards shall:

a) Remain in the same position until the published time and date for their removal,and

b) Be altered to show the higher speed.

3.4.2.2 If a TSR is published or notified but then does not need to be imposed, or if it iswithdrawn earlier than shown in the WON, the TSR indicators, TSR warning boardsand TSR repeater warning boards, where required, shall:

a) Be erected or retained in the published position, unless a Special Notice cancellingthe restriction is issued at least 24 hours before the TSR is planned to commence.

b) Where erected or retained, be altered to show the permissible speed of the line or‘Spate’ indications (see Figure 32).

Figure 32: Example of a TSR not imposed or withdrawn early

3.4.2.3 Where TSRs adjoin (see 3.3), the first TSR shall only be relaxed or removed, which willleave an adjoining restriction in place, when:

a) The TSR warning board(s) for the remaining TSR has been repositioned to takeaccount of the change, and

b) Amended details have been published in the WON.

Rationale

G 3.4.2.4 The TSR equipment is kept in place until the published time and date for theirremoval to avoid causing confusion to the driver.

G 3.4.2.5 Where adjacent TSRs have been implemented, removal of the first TSR, or raising itsspeed, would result in inadequate deceleration distance for the remaining speedrestriction; consequently, it could be approached at the normal permissible speed ofthe line.

Guidance

G 3.4.2.6 If the speed limit of a TSR can be raised earlier than planned, and therefore nochange to the arrangements has been published in the WON, it is permitted for theTSR indicator and TSR warning board to be altered to show the higher speed.

G 3.4.2.7 The raising of the speed would generally require a shorter deceleration distance,which would allow the TSR warning board to be moved closer to the commencementof the TSR. However, drivers do not expect any change to the existing arrangement,and if they no longer see a TSR warning board in the expected position, they could



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assume that the restriction has been removed. To avoid confusion, the TSR warningboard remains in the original position, even though this provides excess decelerationdistance for the higher speed.

G 3.4.2.8 If the speed limit of a TSR can be removed earlier than expected, or does not need tobe imposed after details have been published, drivers expect to see the TSR warningboard and TSR indicator. If the TSR warning board and TSR indicator have beenremoved, they would be expected to assume that the restriction still applies aspublished, and to report that the TSR signs as missing.

G 3.4.2.9 Therefore, the TSR warning board, TSR indicator and any TSR repeater warningboards remain in the published position, but are altered to show either the permissiblespeed or a ‘Spate’ indication (an indicator showing a single diagonal black line whichinforms the driver that the planned TSR does not apply).

G 3.4.2.10 Where adjacent TSRs have been implemented, as set out in 3.3.1 and 3.3.2, removalof the first TSR, or raising its speed, would result in inadequate deceleration distancefor the remaining speed restriction, as this could now be approached at the normalpermissible speed of the line.

G 3.4.2.11 The first TSR would therefore remain in place unless revised arrangements for theremaining speed restriction, including the appropriate positioning of the TSR warningboard, have been published and implemented.



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Part 4 Emergency Speed Restrictions

4.1 Management of emergency speed restriction (ESR)

4.1.1 A TSR shall be implemented as an ESR if:

a) It has not been published in the WON.b) It has only been published in an amendment to the WON.c) The actual speed restriction is slower than the speed details published in the WON,

ord) The speed restriction applies at a time that is different to the details published in

the WON.

4.1.2 The IM shall consistently communicate details of all ESRs to RUs that operate overthe route.

4.1.3 An ESR shall be managed as a TSR only after the correct details have been publishedin the WON.

Rationale

G 4.1.4 If a TSR (including a variation to a published TSR) has to be imposed at short notice,for example because of an incident affecting the condition of the line, drivers will nothave been advised through the WON. Although there are requirements to advisedrivers of the speed restriction, it cannot be assumed that drivers are aware of it.Therefore such a restriction is managed as an ESR.

Guidance

G 4.1.5 None.

4.2 Provision of ESR indicators, ESR warning boards and AWS equipment

4.2.1 ESRs shall be implemented as TSRs, in accordance with the requirements of thisdocument, except that a risk assessment is not required for the disconnection of anAWS electro-magnet at a signal.

4.2.2 In addition, an ESR indicator shall be positioned:

a) On the approach to the portable AWS magnet for the warning board.b) Not less than 180 m (200 yd) on the approach to the warning board.c) Not further than 400 m (440 yd) on the approach to the warning board.

4.2.3 A portable AWS magnet shall be positioned on the approach to the ESR indicator (seeFigure 33).

4.2.4 The distance from the ESR indicator to the TSR warning board shall be extended:

a) Where this is necessary to avoid AWS conflicts (see 3.2.4 and 3.2.5).b) So that an ESR indicator is not positioned between existing AWS equipment and

the equipment to which the AWS applies.



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4.2.5 The ESR indicator and associated portable AWS magnet shall remain in place untileither:

a) The relevant details have been published in the WON, orb) The emergency speed restriction has been withdrawn.

Figure 33: Example of arrangements for ESR

Rationale

G 4.2.6 The erection of signs and the consequent need for trains to continue to be cautionedwould be delayed by the requirement to carry out a risk assessment before the AWSmagnet associated with a signal is disconnected. A risk assessment is still requiredwhen or if the ESR is changed to a TSR.

G 4.2.7 To draw train drivers’ attention to an ESR of which they may be unaware, an ESRindicator, with an additional portable AWS magnet, is positioned on the approach tothe AWS permanent magnet for the TSR warning board. The ESR indicator has twobrilliant white flashing lights that are designed to draw the driver's attention as soonas they are within line of sight. The AWS warning indication is intended to alert thedriver to the presence of the ESR indicator. On observing the ESR indicator, they arereminded that particular attention is to be given to the following TSR warning board.

G 4.2.8 Although other methods may be employed to advise drivers of an ESR, such ascommunication to the RU, who should pass the information on to drivers, orpublication of a supplementary operating notice, these alternative means ofcommunication do not have the same level of control as the WON to ensure that alldrivers have received and understood them. Therefore, even when these othermethods have been used to advise drivers, the speed restriction is still signed as anESR until the details have been published in the regular WON.

Guidance

G 4.2.9 Unless it is withdrawn, the speed restriction would remain signed as an ESR until thedetails have been published in the WON, when the ESR indicator and additional AWSmagnet can be removed, leaving the restriction signed as a normal TSR.



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Appendices

Appendix A Key to symbols used in this standard

Symbol Description

Section of line showing permissible speed(xx mph)

Section of line with differentialpermissible speeds (yy mph and zz mph)

AWS magnet for permissible speedwarning indicator (“P” indicatespermanent magnet only)

Section of line showing (in upright type)permissible speed (xx mph) (in italics)temporary speed restriction (yy mph)

Section of line with differentialtemporary speed restriction (yy mph andzz mph)

Permissible speed indicator (xx indicatesspeed displayed)

Permissible speed warning indicator (xxindicates speed displayed)

Speed indicator marking commencementof temporary speed restriction (yyindicates speed displayed)

Termination indicator for temporaryspeed restriction

Warning board for temporary speedrestriction (yy indicates speed displayed)

Position of warning board atdeceleration distance (DD) from speedindicator (for speed reduction from yymph to xx mph)

Repeater warning board for temporaryspeed restriction



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Symbol Description

Emergency indicator (for emergencyspeed restriction)

AWS magnet for signal

Portable AWS magnet for temporaryspeed restriction (permanent magnetonly)

AWS cancelling indicator

Spate indicator

Distance between warning board andassociated AWS equipment



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Definitions

Automatic Warning System(AWS)

A system that gives train drivers in-cab warnings of the approachto signals, reductions in permissible speed and temporary /emergency speed restrictions, and to apply the brakes in the eventthat a train driver does not acknowledge cautionary warnings givenby the system within the specified time. Source: GERT8075.

Converging junction One or more trailing points within a signal section where trains canbe routed from alternative lines towards a common destination.

CSM RA Common Safety Method for Risk Evaluation and Assessment.COMMISSION REGULATION (EU) No 2015/1136 of 13 July 2015amending Implementing Regulation (EU) No 402/2013 on thecommon safety method for risk evaluation and assessment.

Differential speed A value of permissible speed or speed restriction that is onlyapplicable to certain trains.

Differential speeds include:

a) Standard differential speed − Two values ofpermissible speed, or two different speed values fora temporary speed restriction, each of which isapplicable to one of two standard categories oftrains, as defined in the Rule Book.

b) Non-standard differential speed − A permissiblespeed for a specific type of train, which is differentfrom that for other types of trains on the samesection of line. This comprises ‘Permissible speedindicators with letters’ and ‘Enhanced permissiblespeed indicators’ as described in the Rule Book.Non-standard differential speeds are not applicableto temporary or emergency speed restrictions.

Diverging junction One or more facing points within a signal section where a train canbe routed towards alternative lines.

Driveability The ease and reliability that train drivers are able to perform trainoperations in accordance with rules and procedures, throughoutthe range of operational and ambient conditions applicable toeach train, within the operational context and while performingtypical required duties.

Emergency SpeedRestriction (ESR)

A temporary speed restriction which is not shown in the WeeklyOperating Notice (WON), or which is more restrictive than shown,or which applies at a time other than that shown in the WON.

GB mainline railway Mainline railway has the meaning given to it in the Railways andOther Guided Transport Systems (Safety) Regulations 2006 (asamended) and the associated exclusions. GB Mainline Railway isthe mainline railway network excluding any railway in Northern



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Ireland, the Channel Tunnel, the dedicated high speed railwaybetween London St Pancras International Station and the ChannelTunnel, and any other exclusions determined by the member state.

Indicator A lineside signalling asset that is capable of displaying a signallingindication.

Infrastructure For the purposes of this document, infrastructure includes all thenetwork subsystems: infrastructure, energy and trackside CCS, asdefined in the Railway Interoperability Directive 2008/57/EC.

Infrastructure manager(IM)

'Infrastructure manager' means any ‘body’ or firm responsible inparticular for establishing, managing and maintaining railwayinfrastructure, including traffic management and control-command and signalling; the functions of the infrastructuremanager on a network or part of a network may be allocated todifferent bodies or firms. Source: Article 3(2) of Directive2012/34/EU.

Interoperability Interoperability is a European initiative enabling the railway tocompete more effectively with other forms of transport,particularly road transport. It can contribute to reducing costs andprovide safe and uninterrupted movement of trains across Europe.It does this through establishing common checking andauthorisation processes.

Interpret / interpreting(signalling system displays)

The action of understanding the information conveyed by thesignal aspect or indication after it has been read (for example,understanding that a red signal aspect means ‘limit of MA’).

Junction / junction area A geographical location within the railway infrastructure thatincorporates one or more diverging junctions or convergingjunctions

Lineside operational sign A sign, positioned at the lineside, that conveys information neededto support the train driving task.

Lineside signalling system A type of signalling system that presents information aboutmovement authorities, routing, equipment status, operationalinformation and changes in permissible speeds using linesidedisplays. The system is configured using the following asset types:

a) Signals.b) Route indicators.c) System status indicators.d) Train dispatch system indicators.e) Some types of lineside operational sign.

Maximum speed [of a train] The maximum speed at which a train is able to run, as determinedby the lowest maximum speed of any rail vehicle which is includedin the formation of the train.



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Minimum decelerationdistance (MDD)

A signalling system parameter that supports technicalcompatibility with the specified braking performance of trainswhen decelerating to a lower target speed after the full servicebrake is commanded, taking account of:

a) The highest train speed when the brake iscommanded

b) The infrastructure gradient after the brake iscommanded

c) The required speed reduction.

Minimum signalling brakingdistance (MSBD)

A signalling system parameter that supports technicalcompatibility with the specified braking performance of trainswhen decelerating to a stop after the full service brake iscommanded, taking account of:

a) The highest train speed when the brake iscommanded

b) The infrastructure gradient after the brake iscommanded

c) The required stopping position.

Permissible speed The authorised maximum speed over a section of line, either for alltrains or (where differential or enhanced permissible speeds areapplied) for specific types of trains, as set out in the SectionalAppendix.

Permissible speed indicator(PSI)

A lineside signalling asset that displays the permissible speed(s)over a section of line.

Permissible speed warningindicator (PSWI)

A lineside signalling asset that displays the advance warning of areduction in permissible speed.

Proposer The railway undertaking (RU) or infrastructure manager (IM)proposing a change that has a potential to affect physicalinterfaces between vehicles and infrastructure.

Railway undertaking (RU) Any private or public undertaking the principal business of which isto provide rail transport services for goods and/or passengers, witha requirement that the undertaking must ensure traction; this alsoincludes undertakings which provide traction only. Source: Article 3(a) of Directive 2004/49/EC.

RIS Rail Industry Standard.

Risk The combination of the likelihood of occurrence of harm and theseverity of that harm (specifically defined in CSM RA regulation as:the frequency of occurrence of accidents and incidents resulting inharm (caused by a hazard) and the degree of severity of thatharm).

Safe integration According to Commission Recommendation 2014/897/EU (2b) onmatters related to the placing in service and use of structural



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subsystems and vehicles under Directives 2008/57/EC and2004/49/EC, ‘safe integration’ means the action to ensure theincorporation of an element (for example, a new vehicle type,network project, subsystem, part, component, constituent,software, procedure, organisation) into a bigger system, does notcreate an unacceptable risk for the resulting system.

Spate indicator A trackside indicator which informs the driver that a temporaryspeed restriction has been withdrawn earlier than published or hasnot been applied.

Special vehicle A rail vehicle that is used for other than normal revenue earningpurposes (for example infrastructure inspection, maintenance, de-icing and rail vehicle recovery including associated barrier,generator and storage vehicles) also known as departmentalvehicles.

Temporary SpeedRestriction (TSR)

A speed, less than the permissible speed, applied for a pre-plannedperiod not normally exceeding six months.

Train A train is defined as (a) traction unit(s) with or without coupledrailway vehicles, including light locomotive and self-propelled railvehicle operating in rail mode, with train data available operatingbetween two or more defined points.

Train protection andwarning system (TPWS)

Train Protection and Warning System (TPWS) is a systemmitigating Signals Passed At Danger and non-respect ofpermissible speeds.

UK United Kingdom.

Weekly operating notice(WON)

The official printed notice which includes advice to drivers oftemporary speed restrictions and alterations to permissible speeds.



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References

The Standards catalogue gives the current issue number and status of documents published byRSSB: http://www.rssb.co.uk/railway-group-standards.

RGSC 01 Railway Group Standards Code

RGSC 02 Standards Manual

Documents referenced in the text

Railway Group Standards

GERT8000 Rule Book

GERT8075 AWS and TPWS Interface Requirements

GIRT7033 Lineside Signs

GKRT0075 Requirements for Minimum Signalling Braking and DecelerationDistances

RSSB Documents

GIGN7634 Index of Lineside Signs

GKGN0802 Glossary of Signalling Terms

RIS-0734-CCS Signing of Permissible Speeds

RIS-0775-CCS AWS and TPWS Application Requirements

RIS-3215-TOM Weekly Operating Notice, Periodical Operating Notice and theSectional Appendix

Other References

RS521 Signals, hand signals, indicators and signs handbook



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