IRSE News 140 Dec 08.pdf

NOVEMBER TECHNICAL PAPER
and ETCS, it is recognised that interim
interfaces will be necessary to existing
systems to allow many of the benefits to
be realised earlier. Such arrangements
could include interfaces to existing
interlockings and/or control systems, GPS
positioning systems for enhanced train
positioning, and speed measurement for
enhanced train plan management. The
next stage in the development of the
Operational/Technical Strategy is defining
these interim arrangements, many of which
will also be required to be implemented in
conjunction with the train operating
companies and freight operating companies.
CONCLUSIONS
The development of a combined signalling
and control systems technical strategy in
conjunction with the future operating
strategy, along with a consistent set of
operating principles, provides the
opportunity to achieve enhanced railway
operations combined with both
engineering and operating efficiencies.
Network Rail has been developing the
concept for such a combined strategy over
the last few years. Essential features are
the development of a long-term vision
agreed with stakeholders and, from this,
the development of migration strategies -
APPENDIX A - THE DRAFT OPERATING PRINCIPLES
1. Train movements shall be planned.
2. Activities that require exclusive use of
the railway shall reserve access in a
way that optimises the plan.
3. Train movements shall be authorised
by the issue of a movement authority
and the risks of unauthorised
movements mitigated.
4. Movement authority for a train shall
be issued only when an exclusive and
unobstructed wheeled path to a
defined point is available.
5. Trains shall be operated such that
they do not exceed the defined
capability of the infrastructure.
6. Trains shall be operated such that
they do not exceed their own defined
capability.
7. The interface between the operational
railway and rights of way shall be
managed to minimise the impact on
train running.
8. Controlled locations shall be provided
where people and goods can
legitimately enter and exit the
network.
9. The boarding and alighting of
passengers shall be managed to
optimise the plan.
10. Systems and processes shall be
provided to minimise the
consequences of human error.
11. Manual operating processes shall be
minimised and designed to be as
simple as possible.
IRSE
involving interim technologies where this is
considered cost effective in delivering
earlier business benefits.
A number of the initiatives associated
with the combined strategies are in the
early phases of development. These
include new signalling control centres such
as East Midlands and Thames Valley, the
Cambrian ETCS early deployment scheme
and the identification of pilot lines for the
first application of modular signalling.
Further refinement of the migration
plans are being planned over the next few
months to allow a robust but flexible
roll-out plan to be developed.
12. Appropriate information shall be
provided to enable the optimisation of
the plan.
13. Systems and processes shall support
work on the infrastructure such that
the plan is optimised.
14. Systems and processes shall be such
that the impact of degraded working
on train movements is minimised;
15. The system shall be designed to
provide alternative functionality for
train operation in the event of the
failure of a sub-system unless cost
benefit analysis identifies that it
should not be included.
16. Processes shall exist which react to
and manage emergency situations to
limit their impact on train movements.
APPENDIX B – SIGNALLING AND CONTROL SUB-SYSTEMS
IRSE
NEWS Issue 140 December 2008 7