t hr sc 10029 st signalling design principle - naming of

Signalling Design Principle - Naming of Locations, Tracks and Sidings

T HR SC 10029 ST

Standard

Version 1.0

Issue date: 03 December 2019

© State of NSW through Transport for NSW 2019

T HR SC 10029 ST Signalling Design Principle - Naming of Locations, Tracks and Sidings

Version 1.0 Issue date: 03 December 2019

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Standard governance

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

Authoriser: Chief Engineer, Asset Standards Authority

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

Document history

Version Summary of changes

1.0 First issue

© State of NSW through Transport for NSW 2019 of 14



Preface

The Asset Standards Authority (ASA) is a key strategic branch of Transport for NSW (TfNSW).

As the network design and standards authority for NSW Transport Assets, as specified in the

ASA Charter, the ASA identifies, selects, develops, publishes, maintains and controls a suite of

requirements documents on behalf of TfNSW, the asset owner.

The ASA deploys TfNSW requirements for asset and safety assurance by creating and

managing TfNSW's governance models, documents and processes. To achieve this, the ASA

focuses on four primary tasks:

• publishing and managing TfNSW's process and requirements documents including TfNSW

plans, standards, manuals and guides

• deploying TfNSW's Authorised Engineering Organisation (AEO) framework

• continuously improving TfNSW’s Asset Management Framework

• collaborating with the Transport cluster and industry through open engagement

The AEO framework authorises engineering organisations to supply and provide asset related

products and services to TfNSW. It works to assure the safety, quality and fitness for purpose of

those products and services over the asset's whole-of-life. AEOs are expected to demonstrate

how they have applied the requirements of ASA documents, including TfNSW plans, standards

and guides, when delivering assets and related services for TfNSW.

Compliance with ASA requirements by itself is not sufficient to ensure satisfactory outcomes for

NSW Transport Assets. The ASA expects that professional judgement be used by competent

personnel when using ASA requirements to produce those outcomes.

About this document

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

requirements and design principles.

This document should be read in conjunction with the suite of TfNSW signalling design principle

standards.

To gain a complete understanding of the suite of signalling design principle standards, refer to

T HR SC 10000 ST Signalling Design Principles - Introduction.

This standard provides the naming requirements for locations, tracks and sidings.

This standard supersedes RailCorp document ESG 100.29 Naming of Locations, Tracks and

Sidings, version 1.4.

The changes to the previous content include the following:

• replacement of RailCorp organisation roles and processes with those applicable to the

current TfNSW organisational context © State of NSW through Transport for NSW 2019 of 14



• conversion of the standard to ASA format and style

Note: This version does not include any technical updates to the requirements. A

review of this document will be conducted in the future to assess the validity of the

technical requirements and to consider enhancements to align with future

technologies and infrastructure projects.

This standard is a first issue.




Table of contents 1. Naming of locations, tracks and sidings .............................................................................................. 7 1.1. Introduction ............................................................................................................................................ 7 1.2. General rules for naming ....................................................................................................................... 7 1.3. Interlocking identifier ............................................................................................................................ 13 1.4. Corridor or line identified ...................................................................................................................... 14




1. Naming of locations, tracks and sidings 1.1. Introduction

The naming and renaming of locations, tracks or sidings has significant safety implications.

Once selected, names will appear in all documentation associated with the line including public

documentation, and technical designs, and it is thus desirable that agreement is reached from

all stakeholders for high level names well before they are required to be used in design

documentation.

Some locations or sidings may have local names. Names for localities are generally historical

and are either part of the legal determination by the geographical names board or where the

former site of a station, platform, signal box or siding existed. The retention of these old names

is important in that they form part of the driver’s route knowledge, are identified on older

configuration documents and may represent timetable timing points.

In the case of tracks or sidings, naming should reflect traditional naming practices and the

purpose of the line or siding. Up and Down directions following existing conventions with Up

being the normal direction of traffic flow towards Sydney.

Local names of localities or sidings will only be accepted for historical reasons and are not to be

invented for future use.

The network rules contain restrictions on the use of various tracks. It is important that the

function of the track is clear, and the infrastructure provided matches the name given. For

example, vehicles may be left on certain tracks, such as sidings and refuges, but may not be left

on Main Lines or Loop Lines.

1.2. General rules for naming

1.2.1. Localities Existing names shall not be changed. When infrastructure is installed at a former location of rail

infrastructure, it would be preferred that the original name of that locality be utilised.

Where no rail infrastructure has ever existed at the locality, then the geographical names board

listing is preferred or a local feature can be recommended for adoption. No location should be

named after a person, living or dead unless the area is known by such a name already, for

example, Oatley, Lawson or St James.

1.2.2. Corridor naming (corridor identifier) The corridor name is held within the base code database held in the geographic information

system. The original corridor names describe the general direction of the corridor namely Main

North – Strathfield to Wallangarra, Main West – Granville to Bourke, Main South – Granville to




Albury, South Coast (usually called Illawarra) – Illawarra Jct to Bomaderry (Nowra). These

names shall not be changed.

All other lines usually parallel, branch from or link to these original Main Lines.

Parallel corridors usually are given a name which may have a geographical reference but will

often include reference to some feature, for example, North Shore, Airport Line, East Hills Line.

Branches are usually generally known by the station or locality at the furthest extent the line

reached, for example, Richmond. However care is to be used if the line is to be extended in the

future and a different name may be appropriate to avoid having to change a name in the future.

Connecting lines are identified by the names of the station at either end, Chatswood-Epping, or

by a special name (for example, Airport Line).

The Sydney end location is placed before the country end in any naming. The track base code

defines exactly where the corridor will commence and terminate.

1.2.3. Double and multiple tracks All tracks are designated Up and Down according to the principal direction of traffic flow.

Exceptions are lines that travel in a circular fashion such as City Circle and Balloon Loops.

The principal pair of tracks will be designated the Main Lines. In the past where only two tracks

exist and are not the primary corridor (for example, Main North), the tracks sometimes use the

name of the corridor, for example, Up and Down (North) Shore, Up and Down East Hills. This

arrangement is not to be perpetuated as it does not permit consistent naming to be provided

when additional tracks are provided, or the line is extended.

Where more than two running lines are provided, the principal pair will be called the Main Lines

(usually those with the highest permitted speeds) and the next pair will be called the Suburban

or Local. Where two lines from two corridors diverge from a junction, newer lines can have the

corridor name appended for a short distance (for example, Up West Main). Where the tracks

exist in a corridor then they may be termed Up and Down Main and Up and Down Suburban or,

for example, Up and Down West Main and Up and Down West Suburban.

Where six parallel lines are provided then as above the pairs will be designated Main, Suburban

and Local.

Where a parallel running line or lines are provided alongside the Main Lines, and are of short

length, they should be named the Up Refuge or Down Refuge. They are normally used to hold

freight trains or used for overtaking of trains.

Longer parallel lines can be provided to allow slow trains to be overtaken by faster trains whilst

both are moving. These lines may be several kilometres long. They are termed Relief Lines.




In certain cases an additional line may be used for a specific purpose. In this case a name

related to the purpose may be used such as ‘Goods' line, or ‘Freight’ line, or ‘Transit Road’ or

‘Through Road’.

Refuges, relief lines, transit roads, terminating roads, and so on, usually have catchpoints to

permit these tracks to provide the functionality of a siding. Crossing loops may not have

catchpoints, but loop sidings are fitted with catchpoints.

1.2.4. Sidings All lines off the running lines are usually described as sidings and the name of the siding

describes its position and or its role, for example, No. 1 Down Siding or Kellogg’s Siding.

Sidings that form a general role are simply given a number and identified by the side of the line

on which they are located, Down or Up and are numbered away from the running line in the

direction of travel, that is No. 1 Siding is closest to the running line, No. 2 next siding away and

so on. Nests of sidings are similarly numbered.

Those sidings which are connected to another siding or to the running line at one end only are

termed sidings. Sidings connected at both ends are termed loop sidings. Crossing Loops

usually do not have catch points (or derails) to protect the Main Line whereas sidings do have

catchpoints.

Where sidings are located as a large nest such as a stabling yard, sidings can be numbered

from 1, starting on the left facing Sydney.

Special purpose sidings may have a name that describes the purpose, such as ‘Terminating

Platform’ or ‘Turnback Road'.

1.2.5. Single lines The Main Line is the running line and is used to describe the track on which through trains run.

The only significant exception is at junctions when the secondary line (at the time the junction

was opened) was designated the branch line. Away from the junction, this branch line is

referred to as the Main Line to distinguish from the sidings and to make various rules simpler.

Use of the corridor name to name tracks is not to be perpetuated (for example, Richmond Line).

Where trains pass, cross or overtake on single lines the parallel running line of short length is

known as the (crossing) Loop. It is not the passing siding or passing loop. Where each track is

unidirectional, they are described as Up Main or Down Main or Up Loop and Down Loop, if of

shorter length.

At locations where the platform is on the Loop, this Loop may be called the Platform Road. The

straight road is designated the Through Road or Main Road.

Loops without catchpoints cannot be used for stabling vehicles. If this functionality is required,

catchpoints can be provided whereupon it should be called a loop siding. © State of NSW through Transport for NSW 2019 of 14



Rules for sidings off the Main Line or Loop Line apply here as well as for double lines.

1.2.6. Interlockings Interlockings shall be named after the localities and not the controlling signal box (unless they

are the same). Usually the first and last letter of the name is used. Alternatively it may be the

first letter of each if it is a two word name. Where an identifier is already in use, the second

letter is then altered to be unique.

The interlocking area retains that interlocking name to the extent of its control even if it

encompasses other localities.

Preferably interlockings are physically separated by automatic sections. Where this is not the

case, and different interlockings adjoin each other, even if the identification changes, reuse of

signal and point numbers should be avoided. However, this need not apply where they are

separately located, as otherwise the numbering becomes unmanageable. Established

interlocking identifiers are attached in Section 1.3.

1.2.7. Signal boxes The term ‘signal box’ is to be used for all places where signalling is controlled from, and not

being an emergency facility. Where a panel is provided for emergency operation, it will be

located in a traffic hut, unless the building or room already has a specific function, such as the

station master’s office.

The terms control centre, equipment centre, control building, centralised traffic control (CTC) or

similar are not to be used.

Signal boxes are named after the localities, for example, Sydney Signal Box.

1.2.8. Signals

Signals at interlockings

Signals within interlockings are given a two letter prefix of the interlocking name in accordance

with T HR SC 10001 ST Signalling Design Principle - Signals. Numbering is also as required by

T HR SC 10001 ST.

Current and potential interlocking identities are shown in Section 1.3 of this document.

Automatic signals

Signals not located within interlockings are given a corridor or line identifier as a prefix, in

accordance with Section 1.4. A suffix may also be added to indicate the line direction where

required, which can identify the direction the signal is facing (by virtue of the odd-down and

even-up last digit of the number) and the line section direction suffix, for example, S18.4D – an

Up direction signal located on the Down suburban at approximately 18.4 km. © State of NSW through Transport for NSW 2019 of 14



Details are contained in T HR SC 10001 ST.

1.2.9. Equipment cupboards and locations Equipment cupboards and locations are named after the item of equipment which is closest in

the following priority order:

• adjacent signal

• signal on non-adjacent track

• points adjacent

• relay end of adjacent track circuit

• relay end of non-adjacent track circuit

• feed end of adjacent track circuit

Main locations which contain the interlocking shall be named after the interlocking name.

Names based on a number sequence along the track (that is, CN1, CN2, CN3, and so on) shall

not be used.

1.2.10. Junctions Where a number of distinct junctions of Main Lines occur (such as with a triangle) each junction

shall be named. Suitable names usually relate to the geographical location of the junction such

as ‘East Junction’ and so on. A sign is usually erected at the junction with the junction name.

1.2.11. Route indicators When entering platforms (that is, on the approach of stations) route indicators are to display the

platform number unless a clearly identified line name exists, such as Up Main (UM) or Down

Main (DM). When departing platforms route indicators are to display the destination (usually) as

a one figure indication (for example, E for Epping, C for Chatswood, P for Parramatta) or the

line the route is set for (for example, DM, UM).

1.2.12. Direction The use of U and D will be a suffix to clarify the track (particularly for the bidirectional line) if

required, and as a first or second character for use with route indicators.




1.2.13. Signal numbering

Controlled numbers as allocated by the signal designer with the appropriate prefix as in

T HR SC 10001 ST Signals, automatic signals shall have a kilometre based number. The last

digit shall be odd for a Down direction signal and even for an Up direction signal. In the case of

an Up direction signal on the Down track and vice versa, a direction identifier shall be added

following the number as in T HR SC 10001 ST.

1.2.14. Change of track names Where a name changes (for example, Up Branch to Platform Road) it shall occur at a well-

defined point (for example, a signal, a clearance point, a prominent structure) and be clearly

identified on the driver’s diagram.

Where the change occurs at a junction, the new track name shall commence at the catchpoints

or points or clearance point clear of the points on the end of the new track.

Figure 1 depicts the change of track names at junction.

Figure 1 – Change of track names at junction




1.3. Interlocking identifier Figure 2 shows the existing and proposed interlocking identification.

Figure 2 – Interlocking identification




1.4. Corridor or line identified Figure 3 shows the existing and proposed corridor or line identification.

Figure 3 – Corridor identification


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