Hv02 Sys Sto s400 All 0317 VB Signed

HANOI RAILWAY SIGNALLING &
TELECOMMUNICATION COMPANY
(HASITEC)

CCNTPACT n \NP-ST-05
MODERNISATION OF RAILWAY
SIGNALLING & TELECOMMUNICATION
HANOI-VINH PHASE 2

RAILWAY PROJECTS
MANAGEMENT UNIT

PROJECT FOR MODERNISATION OF RAILWAY
SIGNALLING & TELECOMMUNICATION HANOI-VINH
PHASE 2
CONTRACT VNR-ST-05

SYSTEM SPECIFICATION AND DESIGN

ISSUING COMPANY

REFERENCE

33, rue des Bateliers B.P. 165
93404 Saint-Ouen Cedex FRANCE

HV02-SYS-STO-S400-ALL-0317
revision B

Modernisation of Railway Signalling & Telecommunication

This documonl is issuing compuny's proporly und muy nol bo disclosod lo lhird purlios wilhoul ils wrillon consonl.
Pooronco . H\02 - SYS - STC - S400 - ALL - 03T7 rovision. 8 Dulo. 04.T2.0 Pugo.3 / 58

CONTENTS
1 - INTRODUCTION________________________________________________ 6
1.1 - SUBJECT 6
1.2 - FI ELD OF APPLI CATI ON 6
2 - DOCUMENTS & TERMINOLOGY ____________________________________ 7
2.1 - ABBREVI ATI ONS 7
2.2 - DEFI NI TI ONS 7
2.3 - REFERENCE DOCUMENTS 8
2.4 - APPLI CABLE DOCUMENTS 8
3 - SYSTEM OVERVIEW ____________________________________________ 9
3.1 - GENERAL 9
3.2 - INTERLOCKI NG SYSTEM 13
3.2.1 - SIGVIEW LOCAL TRAFFIC CONTROL SYSTEM 13
3.2.2 - SOLID STATE INTERLOCKING (SSI) SYSTEM 13
3.2.3 - TRAIN DETECTION SYSTEMS 14
3.2.4 - WAYSIDE EQUIPMENTS 14
3.2.5 - SIGNALLING CABLES 14
3.3 - CENTRALI ZED TRAFFI C CONTROL 15
3.4 - POWER SUPPLY SYSTEMS 15
3.5 - COMMUNI CATI ON SYSTEM 16
3.6 - BLOCK SYSTEM 16
3.6.1 - FULL AUTOMATIC BLOCK 16
3.6.2 - SPECIFIC CASES 16
3.6.2.1 - BIM SON BIM SON CONG NGHIEP 16
3.6.2.2 - HANOI NORTH - GIA LM 17
3.6.2.3 - CAU GIAT QUYNH CHAU 17
3.7 - LEVEL CROSSI NG SYSTEM 17
3.7.1 - EXISTING LEVEL CROSSING SYSTEM INSIDE STATIONS 17
3.8 - INTERFACE WI TH EXI STI NG I NTERLOCKI NGS 17
3.8.1 - PHU-LY 17
3.8.2 - VINH 17
4 - SYSTEM SPECIFICATION ________________________________________ 18
4.1 - GENERAL 18
4.1.1 - ABBREVIATIONS AND TERMINOLOGY 18
4.2 - SI GNALS AND ROUTES 20
4.2.1 - SIGNAL ASPECTS 20
4.2.1.1 - Aspects Meaning 20
4.2.1.2 - Main Aspects 21
4.2.1.3 - Shunt Aspect 21
4.2.1.4 - Call-On Aspect 21
4.2.2 - SIGNAL TYPE 21
4.2.2.1 - Starter Signal 21
4.2.2.2 - Home Signal 22
4.2.2.3 - Distant Signal 22
4.2.2.4 - Shunt Signal (Standalone) 23
4.2.2.5 - Shunt Protection Signal 23


4.2.3 - SIGNAL DISTANCE 23
4.2.4 - SIGNAL LIGHT DIMMING 23
4.2.5 - SIGNAL ROUTES 23
4.2.5.1 - General 23
4.2.5.2 - Fleeting Route Control 24
4.2.5.3 - Optional Routes 24
4.2.6 - ROUTE CONTROLS 24
4.2.7 - SIGNAL INTERLOCKING CONDITIONS 25
4.2.7.1 - General 25
4.2.7.2 - Distant Signals Interlocking Conditions 25
4.2.7.3 - Main Routes Interlocking Conditions 26
4.2.7.4 - Shunt Routes Interlocking Conditions 27
4.2.7.5 - Emergency Routes Interlocking Conditions 27
4.2.7.6 - Berth Track Occupation Approach Control 28
4.2.7.7 - Lamp Proving Aspect Step Down 28
4.2.8 - ROUTE LOCKING CONDITIONS 29
4.2.8.1 - General 29
4.2.8.2 - Approach Locking 29
4.2.8.3 - Comprehensive Approach Locking 29
4.2.8.4 - Subroute Locking 29
4.2.8.5 - Route Release Conditions 30
4.2.8.6 - Emergency Timed Route Release 30
4.3 - POI NTS 31
4.3.1 - POINT MACHINES 31
4.3.2 - LEVER POINTS 31
4.3.3 - POINT CONTROLS 31
4.3.3.1 - General 31
4.3.3.2 - Individual Point Moving 32
4.3.3.3 - Emergency Point Lock Release 32
4.3.3.4 - Trailed Point Reset 32
4.3.3.5 - Point Blocking and Point Unblocking 33
4.3.3.6 - Lever Point Control 33
4.4 - SHUNTI NG AUTHORI SATI ONS 33
4.4.1 - GENERAL 33
4.4.2 - AUTHORISATION CONTROLS 33
4.4.2.1 - General 33
4.4.2.2 - Grant Authorisation 33
4.4.2.3 - Release Authorisation 34
4.5 - BLOCK SYSTEM 34
4.5.1 - GENERAL 34
4.6 - LEVEL CROSSI NGS SYSTEM 34
4.6.1 - GENERAL 34
4.7 - TRAFFI C CONTROL SYSTEM 35
4.7.1 - GENERAL 35
4.7.2 - SIGNALLING VIEW WINDOW 35
4.7.3 - CONTROL PROCEDURE DESIGN 35
4.7.3.1 - Two Step Control Principle 35
4.7.3.2 - Emergency Operation Procedure 36
4.7.3.3 - Logon / Logoff Procedure 36
4.7.3.4 - Local/Central Control 37
4.7.3.5 - Point Specific Control 37
4.7.3.6 - Route And Signal Specific Control 38


4.7.3.7 - Shunting Authorisation Control 39
4.7.3.8 - Block Operation Control 39
4.7.4 - ADDITIONAL WINDOWS 40
4.7.4.1 - Alarms view window 40
4.7.4.2 - Maintenance view window 40
4.8 - TRAI N DESCRI BER SYSTEM 41
4.8.1 - GENERAL 41
4.8.2 - TRAIN NUMBERING 41
4.8.2.1 - Localiser 41
4.8.2.2 - Automatic Train Numbering 41
4.8.2.3 - Traffic punctuality 41
4.8.2.4 - Manual Train Numbering 42
4.8.2.5 - Train number stepping 42
4.8.2.6 - Train number removal 42
4.8.3 - TIME TABLE APPLICATION 42
4.8.4 - TRAFFIC REPORTING APPLICATION 42
4.8.4.1 - Introduction 42
4.8.4.2 - Data entry 42
4.8.4.3 - Reporting 43
4.8.4.4 - Station reports. 43
4.8.4.5 - Train reports 43
4.8.4.6 - Traffic delay reports 43
4.8.5 - TRAIN GRAPH APPLICATION 43
5 - SYSTEM DESIGN _____________________________________________ 45
5.1 - GENERAL 45
5.1.1 - ABBREVIATIONS AND TERMINOLOGY 45
5.2 - SI GNALLI NG SYSTEM ARCHI TECTURE 46
5.2.1 - SIGVIEW CENTRAL TRAFFIC CONTROL SYSTEM 48
5.2.1.1 - General 48
5.2.1.2 - SIGView CTC architecture 48
5.2.2 - CTC/LTC/SSI COMMUNICATION SYSTEM 50
5.2.3 - SIGVIEW LOCAL TRAFFIC CONTROL SYSTEM 51
5.2.3.1 - General 51
5.2.3.2 - SIGView LTC architecture 51
5.2.4 - SSI SYSTEM 52
5.2.4.1 - General 52
5.2.4.2 - Interlocking Cubicle 52
5.2.4.3 - SSI Interlocking Software 54
5.2.5 - I/O INTERFACE 55
5.2.5.1 - General 55
5.2.6 - WAYSIDE EQUIPMENTS 56
5.2.6.1 - Train Detection System 56
5.2.6.2 - Signals 56
5.2.6.3 - Points 56


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1 - INTRODUCTION
1.1 - SUBJECT
This document describes the System to be installed for Phase 2 of the Project of Modernisation of
the Railway Signalling and Telecommunication on the HA NOI - VINH line of the Vietnam National
Railway.

1.2 - FIELD OF APPLICATION
The scope concerns the system to be installed for the above mentioned project, which is made up
of :
One Central Traffic Control (CTC) at HANOI, installed within an Operating Control Center
(OCC) in coordination with the Telecommunication sub/systems (backbone, phones),
One Local Traffic Control (LTC) in each 31 modernised stations.
An electronic based interlocking system (IXL) in each 13 sections (one section corresponds
to a zone covered by 1 SSI, except Giap Bat where there are 2 SSI),
The signalling equipment (mainly signals, point machines, and axle counters) in each 31
modernised stations,
The power supply arrangement in each 31 modernised stations,
The management of the interfaces by PLC with existing IXL of Phu Ly and Vinh to control
these stations through CTC in remote mode.
The management of the interfaces with existing IXL of Phu Ly and Vinh and with existing
block system of Hanoi North to ensure without incoherence the block management function,
The extension and upgrade of Phase 1 Telecommunication system, the provision of
redundant data transmission network for CTC and LTC, see [R.2],
The related studies and documentations.



2 - DOCUMENTS & TERMINOLOGY
2.1 - ABBREVIATIONS

Acronym Meaning
BR British Rail
CTC Centralized Traffic Control
IP Internet Protocol
IXL Interlocking
LP Lever Point
LTC Local Traffic Control
MMI Man Machine Interface
MP Mechanical Point
MUX Multiplexer
OCC Operating Control Center
ODLM Optical Data Link module
PABX Private Automatic Branch eXchange
PLC Programmable Logic Controller
PM Point Machine
SDH Synchronous Digital Hierarchy
SSI Solid State Interlocking
TCS Train Control System
TDL Trackside Data Link
TDS Train Describer System
TFM Trackside Functional Module
TT Technicians Terminal
UPS Uninterruptible Power Supply

2.2 - DEFINITIONS
1 HOME SIGNAL:
Signal origin of an Entrance route.


2 SHUNTING MASTER:
The person who is responsible for operating points on site, after the station operator has
given the relative authorisation. Shunting master must follow strict procedures and is fully
responsible of movements that he manages on site.
3 STARTER SIGNAL:
Signal origin of an Exit route.
4 SHUNTING SIGNAL:
Signal origin of a shunting route.
5 STATION CONTROL ROOM:
The room or building where the Local Traffic Control equipment is situated.
6 STATION OPERATOR:
The person who is responsible for operating the signalling equipment when it is in local
control.
7 TECHNICAL ROOM:
The room or building used to house signalling and telecommunication equipment
8 UPS = Uninterruptible Power Supply:
Battery backed-up power supply that maintains output voltage within a specified range under
transient or long term fault conditions of the incoming supply.
9 CENTRAL OPERATOR:
The person who is responsible for operating the signalling equipment when it is in remote
control.
10 CENTRAL SUPERVISOR:
The person who is responsible for train dispatching.

2.3 - REFERENCE DOCUMENTS

ld. Iille kel.
[k.1] System Engineering Management Plan HV02-SYS-STO-S100-ALL-0006
[k.2] General description of telecommunication system HV02-TEL-STO-T000-ALL-0122
[k.3] Signalling Telecommunication Interface Specification HV02-SYS-STO-S450-ALL-0353
[k.4] Digital Clocks Subsystem - Subsystem Requirement
Specifications and Architecture Description
HV02-TEL-VER-T401-ALL-0134

[k.5] Transmission Subsystem Architecture Description HV02-TEL-STO-T101-ALL-0126
[k.] Special Telephony Subsystem - Architecture Description HV02-TEL-VER-T201-ALL-0129
[k.7] PABX Telephony Subsystem - Architecture Description HV02-TEL-VER-T301-ALL-0132
[k.] Power Supply Specification HV02-SYS-STO-S400ALL-0342
[k.9] Functional description of Level Crossing linked with IXL of the
Station
HV02-IXL-STO-S450-ALL-0323
[k.10] Block Management specification HV02-IXL-STO-S450-ALL-0004
[k.11] ATS Subsystem User Interface HV02-ATS-BND-S460-ALL-0001
[k.12] Central / Local Control Specification HV02-SYS-STO-S400-ALL-0320

2.4 - APPLICABLE DOCUMENTS
Id. Title Ref.
[A.1] Contract VNR-ST-05


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3 - SYSTEM OVERVIEW
3.1 - GENERAL
The HA NOI - VINH line is the Northern section of the HA NOI - HO CHI MINH CITY line. This
section is 319 km long and comprises 36 stations, 2 of which being already modernised (PHU LY
and VINH) by others suppliers. This line is a single track line with metric gauge and is not
electrified.
This project comes after a Phase I contract lead by ALSTOM which has mainly consisted in
equipment of :
3 stations (Van Dien, Bim Son and Thanh Hoa) of this line with indoor and outdoor signalling
equipment, able to insure a safe traffic operation for all trains running within the area of
these stations,
the management of the block (semi-automatic) on both sides of Thanh Hoa Station,
one Local Traffic Control for each of the 3 stations, able to insure an efficient traffic
operation for these 3 stations,
31 stations + 5 Telecoms centres + CTC building (Special telephony + clocks). all equipped
with telecom system (Transmission + PABX telephony + Special Telephony + Digital Clock)
The Phase II Contract consists in :
Signalling equipment of the 31 remaining stations of the line, classified in Big, Medium or
Small :

1. HANOI (HN), big
2. GIAP BAT (GB1 & GB2), big
3. VAN DIEN (VD), -
4. THONG TIN (TT), small
5. CHO TIA (CT), small
6. PHU XUYEN (PX), small
7. DONG VAN (DV), small
8. PHU LY (PL), -
9. BINH LUC (BL), small
10. CAU HO (CH), small
11. DANG XA (DX), small
12. NAM DINH (ND), medium
13. TRINH XUYEN (TX), small
14. NUI GOI (NG), small
15. CAT DANG (CD), small
16. NINH BINH (NB), medium
17. CAU YEN (CY), small
18. GHENH (GN), small
19. DONG GIAO (DG), medium
20. BIM SON (BS), -
21. DO LEN (DL), small
22. NGHIA TRANG (NT), small
23. THANH HOA (TH), -
24. YEN THAI (YT), small
25. MINH KHOI (MK), small
26. THI LONG (TL), small
27. VAN TRAI (VT), small
28. KHOA TRUONG (KT), small
SECTION 1
SECTION 2&3
SECTION 4
SECTION 5
SECTION 6
SECTION 7
SECTION 8
SECTION 9
SECTION 10
SECTION 11

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29. TRUONG LAM (TRL), medium
30. HOANG MAI (HM), medium
31. CAU GIAT (CG), big
32. YEN LY (YL), small
33. CHO SY (CS), small
34. MY LY (ML), small
35. QUAN HANH (QH), medium
36. VINH (VH). -

The systems to be supplied (except Phu Ly and Vinh) for the railway signalling system are the
following :
For each of sections:
Alstom Smartlock SSI based interlocking system,
For each of stations:
Alstom ICONIS SIGView based LTC (Local Traffic Control) operator interface,
Train detection system with Axle counters,
Wayside equipments, such as point machines and signals,
Signalling Cables,
Uninterruptible Power Supply (UPS) systems,
Communication systems,
And :
Alstom ICONIS SigView based CTC (Central Traffic Control) system interface to
manage traffic and also control and monitor equipment in the stations along the whole
line.
These subsystems are described in following chapters.

The figure below shows the Architecture of the system with the different levels :
- level 0 : LTC/CTC which is composed of terminal from which the operator can manage
the traffic of given area (Station and block).
- Level 1 : SSI (interlocking system) Computer-based Interlocking to implement
signalling control functions in stations.
- Level 2 : TFM Rack which are the interface modules with trackside products
- Level 3 : Trackside Products

SECTION 12
SECTION 13
SECTION 14

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System Architecture description

PPM A PPM B
INT
MPM A
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MPM B
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MPM C

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EDLM A EDLM B
Technician
SSI
Technician Terminal
l090l 1
FEP B FEP A
Redondant TCP/IP Network
FEP
Server A
Ethernet Switch
CTC System
Operational Control Center
FEP
Server B
TD
Server
Log-Sim
Server
OP WS
#1 .. #3
OVD
Proc.
Supervisor
WS
LTC A LTC B
KVM Switch
Local Traffic Control
SSI IXL Station
Ethernet
Switch B
Ethernet
Switch A
Modbus TCP Protocol
over Ethernet

UNVER8AL
MODULE
UNVER8AL
PONT MODULE


The systems to be supplied for the telecommunication system are the following :
Extension of the phase I telecom system on three branches (starting from Phu Ly,
Bim Son, Cau Giat) with :
Transmission subsystem with Access (MUX) and Transport levels (ADM),
PABX Telephony subsystem,
Special Telephony subsystem,
Digital Clock subsystem,
Optical fibres cables.
Upgrade of Telecommunication subsystem installed over the 319 km of the line, with :
Upgrade of PABX Telephony subsystem,
Introduction of the Video Conferencing subsystem in the Telecom Centers,
Introduction of a new LAN Service for CTC/LTC system in signalling stations,
Protection of the Transmission network by the external MoD network.

Telecommunication systems independent of Signalling system, such as Digital clock, PABX
Telephone network and Special Telephony, are described in separate document. See reference
documents [R.4] to [R.7].


3.2 - INTERLOCKING SYSTEM
The interlocking system provides the means for safe control of the station by ensuring that all
safety conditions are met before the signal is cleared. The interlocking includes all control to
signalling equipments such as signals or point machines and all associated indications such as
train detection, point positions, and block status.

The interlocking system consists of:
SIGView LTC (Local Traffic Control) System to monitor and control all signalling equipment
in the station.
Alstom Smartlock SSI System to ensure the operation of the interlocking meets all required
safety conditions.
Train Detection Systems with Axle counting zones to detect the occupation of sections of the
interlocking.
Wayside Equipments, including:
Electrical point machines to control and detect the position of the points,
Color light multi-aspects signals to control the entrances or exits of train routes,
Locks and detectors to control the operation of interlocked lever points,
Trackside shunting control panel to enable the shunting master to monitor and
operate points subject to shunting authorisation (only big & medium station),
Signalling Cables.
All equipment mentioned here above are not physically systematic in all stations(for instance : SSI
is located in main station and control a set of stations).
3.2.1 - SIGView Local Traffic Control System
The stations Local Traffic Control (LTC) system enables station operator monitoring and control of
all signalling equipment in the station in order to handle daily traffic.
LTC is provided with Alstom ICONIS SIGView, a computer-based Man Machine interface (MMI).
With SIGView, the track layout is geographically represented on the screen together with other
indication and control elements. SIGView enables station operator monitoring of the signalling
equipment status as indicated with symbols and sending controls by selecting appropriate buttons
in a predefined order.
SIGView is connected to the Panel Processor system through Front End Processor (FEP) via
redundant TCP/IP network. Panel Processor is part of the interlocking system that is responsible
for sending indications to LTC to be displayed in screen and receiving LTC control specified station
operator.
The LTC has the following controls and indications:
Train Detection indications.
Point controls and indications.
Signal controls and indications.
Route controls and indications.
Block interval controls and indications.
Applicable Shunting Authorisation control and indications.
Signal Dimming control and indication.
Applicable Level Crossing controls.
Applicable Train Announce indication.
Alarm system for Power and Signalling system.
3.2.2 - Solid State Interlocking (SSI) System
The Interlocking System ensures the operation of the interlocking meets all required safety
conditions. Interlocking system is provided with Alstom Smartlock SSI (Solid State Interlocking), an
electronic based Interlocking System. One SSI system can manage several stations which form
one section.
The SSI system consists of the following major sub-systems:
Interlocking Cubicle, including:
Interlocking Processor system, to handle all safety functions,
Panel Processor system, to handle communications with the LTC (Local Traffic
Control) and CTC (Centralized Traffic Control) systems,
Diagnostic (Data Logging) Processor system, to handle diagnostic and logging


function of interlocking system,
Data Link Modules, to handle communication with TFMs, via TDLs
TFMs (Trackside Functional Modules), to receive indications and to provide controls to
wayside equipments. In Phase II contract, TFM-UPM is used to interface with point
machines and TFM-UM with other equipments.
Technicians Terminal (TT), to provides screen display and a printed list of fault reports from
the Diagnostic (Data Logging) Processor system.
3.2.3 - Train Detection Systems
Axle counter systems shall be used for train detection system. To locate moving vehicles on the
rails the tracks are divided in zone sections (axle counter zone). Axle counting heads shall be
provided on track as such on the Station Specific Signalling Design.
As soon as the train enters a zone section, the axle counter device initiates the detection of this
train by counting the axles and transmits this data to the vital logic. When the train goes out of the
relevant zone, the axle counter device will free the zone by counting the same number of axles.
3.2.4 - Wayside Equipments
As possible, existing wayside equipment shall be reused, such as for:
Color Light Signals:
Two aspect (G/Y) Distant signals,
Four aspect (Y1/G/R/Y2) Home signals with specific aspect (Red/Milky white) for call-
on aspect,
Lever points and its locking device.
New equipment shall be supplied, such as for:
Point Machines,
Color Light Signals:
Two main aspect (G/R) Starter signals,
Two main aspect (G/R) Starter signals with shunt aspect (Milky white),
Three main aspect (G1/R/G2) Starter signals (only for Phase I stations),
Three main aspect (Y/R/G) Starter signals with shunt aspect (Milky white),
Two aspect (Milky white/Indigo blue) Shunt signals,
Two aspect (Milky white/R) Shunt Protection signals,
Trackside shunting control panel, including:
Individual Point Moving Switches and Indicators (point position and point track zone
occupation) for point machines subject to shunting authorisation.
3.2.5 - Signalling Cables
New signalling cables are provided for each station. This shall include, but not be limited to, the
followings:
Fibre optic cables: 2 pairs, for connections between Interlocking Cubicles and TFM Racks,
1 pairs for connections between distant axle counter cubicles
ZPFU cables: 2 pairs, for axle counter cables between head and cubicle.
Tail cables: 2-pairs, 4 pairs, 7 pairs, 14 pairs, 21 pairs, 28 pairs, for connections between
TFMs and wayside equipments.
All cable connections to wayside equipment shall be equipped with lightning protection.



3.3 - CENTRALIZED TRAFFIC CONTROL
The Central Traffic Control (CTC) system enables supervision and control of the traffic of Hanoi-
Vinh line. It is localized in Operational Control Center (OCC) of Hanoi.
CTC is provided with Alstom ICONIS SIGView, a computer-based Man Machine interface (MMI)
for operators and supervisor. SIGView MMI for operator presents track layout overview on several
screens. SIGView enables OCC operator to select station button on Overview to display station
detailed monitoring view. Operator can send controls by selecting appropriate buttons in a
predefined order. Control of Shunting operations in station are not allowed from CTC.
SIGView MMI for supervisor presents track layout global overview on one screen, only for
signalling monitoring function. It also presents 2 others screens dedicated to Train Describer
System (TDS).
SIGView CTC is connected to Panel Processors of all 14 SSI cubicles through Front End
Processor (FEP) server via redundant TCP/IP network.
The CTC comprises the following sub-systems:

Traffic Control System (TCS) which insures:
Control function
Monitoring function with several views (signalling, alarms, logger, maintenance
views)
Traffic display panel

Train describer System (TDS) which insures:
Supervision of the traffic with the train numbering
Time table application
Traffic reporting application
Train graph application

3.4 - POWER SUPPLY SYSTEMS
The power supply system provides the electric energy for the signalling and telecommunication
equipments in each station of Hanoi-Vinh line.
Main power will be supplied from the public utility grid 220V/50Hz. The grid supply is fed into the
UPS.
Standby power will be supplied from a diesel generator system. Following a power failure, the
generator set will automatically start. Once the voltage and frequency are stabilised, the transfer of
load will be made to the generator. A manual switch on and switch off facility shall also be
available in the generator room for switching over in the event of main power failure.
To keep the signalling and communication systems operational between the time of a main power
failure and the switchover to the standby power system, the battery system of the UPS will supply
the load.
The battery system will be sized to provide power for 4 hours for telecommunication and for 4
hours for signalling in case of both main and standby power failures.
The aim of the power supply architecture (see [R.8]) is to guarantee the availability of the power
distribution and consequently a high availability of the operating system. Power Supply
specification and architecture is detailed for each station during technical design.

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3.5 - COMMUNICATION SYSTEM
Telecommunication system covers the line section between Ha Noi and Vinh and 3 new branch
lines (Phu Ly, Bim Son, Cau Giat).
General description of Telecommunication Systems (Transmission network, PABX, Special
Telephony, ) is given in separate document. See reference document [R.2].
For signalling purpose, this telecommunication system shall provides the following:
Redundant TCP/IP data communication lines using Ethernet system for communication
between CTC/LTC and all local stations.
Redundant Fibre Optic (2 pairs) for Data Transmission system between all stations and Fibre
Optic (1 pair) for Axle Counter system for managing all block-interval section between stations
of main line (already provided in Phase I project).
See reference document [R.3].

3.6 - BLOCK SYSTEM
Block system provides protection against opposing movements between stations and allows
protected following movements.

3.6.1 - Full Automatic Block
If the adjacent station is also a re-signalled station using electronic based interlocking system with
automatic block system capability, the following Full Automatic Block System can be provided:
Communication line interface between adjacent stations, to enable the interlocking of both
stations communicate each other to perform block operation dialogue automatically without
station operator intervention.
Block interval train detection by axle counting zone to detect occupation of the block section.
Block track zones are the sections between the 2 counter heads of Home signals of the
common block-interval of the two stations.
Then all block operation is automatically done with route setting and route release operation. The
interlocking of both stations shall handle all necessary block system logic and perform all required
for safety operation checks without any station operator intervention.
The block operation dialogue and block interval clearance shall be proved, to ensure that the route
giving access to the block can only be authorised if all safety conditions are met.

In Phase I contract, 3 stations were already modernised with SSI interlocking and 31 stations will
be modernised in Phase II then sections between these stations will be managed with full
automatic block function.
System will also provide block management interface with PHU-LY and VINH stations already
equipped with other interlockings. Block interval train detection by axle counting zone shall be
provided or re-used to detect occupation of the block interval and a new equipment for block
management purpose shall be installed at PHU LY and VINH to interface with interlocking of
adjacent stations (DONG VAN and BINH LUC for PHU LY, QUAN HANH for VINH).

3.6.2 - Specific cases
3.6.2.1 - BIM SON BIM SON CONG NGHIEP
BIM SON interlocking shall be interfaced with the BIM SON CONG NGHIEP station existing
Chinese 64D block system, to enable communication between SIGView LTC operator interface
and that Chinese 64D block system. BIM SON stations operator shall handle the required block
operation and check the train integrity manually before set the route giving access to that block.
An optical fiber shall be added and the suitable Frauscher material shall be installed at both
extremities to detect the block zone.


3.6.2.2 - HANOI NORTH - GIA LM
As GIA LM is not a modernised station, the management of existing block-interval common with
Hanoi is kept in function and interfaced with Hanoi IXL at Hanoi.
It is necessary to manage a block interface with existing Chinese management block.
3.6.2.3 - CAU GIAT QUYNH CHAU
The CAU GIAT station interlocking also interfaced with the existing token block system for QUYNH
CHAU station direction. The TFM interface is located at Cau Giat station.

3.7 - LEVEL CROSSING SYSTEM
3.7.1 - Existing Level Crossing System Inside Stations
The existing equipment, including barriers, road signals, and power supply will be kept unchanged.
A Train announce indication shall be provided to interlocking as information for station operator.
Depending on location and type of the level crossing, station interlocking sends one or several
conditions to level crossing PLC in order to calculate train announcement delay.
3.8 - INTERFACE WITH EXISTING INTERLOCKINGS

3.8.1 - Phu-Ly
For local control purpose, existing hard control panel of Phu-Ly will be replaced by one LTC
identical to ones of others station. The interface with existing interlocking is insured by a PLC that
also collects data for station remote control on CTC MMI.
3.8.2 - Vinh
To be completed



4 - SYSTEM SPECIFICATION
4.1 - GENERAL
The chapter mainly defines the signalling requirements for Project Modernisation of Railway
Signalling & Telecommunication, Ha Noi Vinh Phase 2. It is intended wherever possible to follow
the existing Procedure of Signalisation of Viet Nam Railways and common signalling principles as
applied for system equipped with electronic-based interlocking system.
For telecommunication system specification please refer to [R.2].
4.1.1 - ABBREVIATIONS AND TERMINOLOGY
1 APPROACH CONTROL:
The berth track zone being occupied in order to delay the signal displaying a proceed
aspect. This is to ensure the driver has already reduced the trains speed.
2 APL = Approach Locking:
The function to prevents the change of route ahead of a signal once the driver has seen a
proceed aspect at that signal or has seen an aspect at a previous signal that would indicate
to him that the former signal is displaying a proceed aspect. See: SAPL, TRL.
3 ARR:
Automatic Route release mode, also called: TORR (Train Operated Route Release).
4 AUTHORISATION:
Permission given by station operator to shunting master, to control points on site for
managing movements under his own responsibility.
5 AUTHORISATION AREA:
Geographic area where an authorisation is affected.
6 AUTOMATIC REPLACEMENT:
Once a train accepts a route, passes a signal showing a proceed aspect and both berth and
following tracks are occupied, the signal is automatically replaced to its At danger aspect.
7 BERTH TRACK:
Track zone where origin signal is located.
8 BLOCK SECTION:
Section of track in which entry and occupation is restricted to one train at a time (except for
North of Hanoi, non-absolute block).
9 EMERGENCY ROUTE (CALL-ON ROUTE):
The Emergency route, is set by the interlocking, upon operator request, when a main
entrance route signal fails to clear. The Emergency route can be used in case of track zone
failure along the route, or in case of lamp proving failure.
10 CLEARANCE POLE:
A marker to identify where the fouling point between two rails starts.
11 AT DANGER ASPECT:
Aspect giving order to stop imperatively.
12 DOWN TRAFFIC:
The direction of travel is away from Ha Noi
13 ENTRANCE:
The start point of the train enters the route.
14 EXIT:
The destination of the train exits the route.
15 FLANK PROTECTION:
The setting of point machines, lever points and proving of tracks clear, not in line of route,
for the purpose of protecting the route from un-signalled movements.

16 FLEETING:

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The fleeting mode allows the control of permanent route for a fleet of trains (more than one
train in the same direction) without automatic route release between trains.
17 FOUL TRACK ZONE / ROUTE:
When a track zone is not in the direct line of a signal route but one of its extremities is not at
the required clearance pole for that route, then the track zone is defined as foul of the route.
18 IN ADVANCE = Past The Signal.
The side from which the signal cannot be viewed in the direction of train travel.
19 IN REAR = Before The Signal.
The side from which the signal may be viewed in direction of train travel.
20 NORMALISATION:
A term used when the interlocking is returned to its normal state, signals back to At danger
and no routes locked.
21 NORMALISED ROUTE:
A route that is no longer locked, following passage of a train.
22 OFF:
Describes a signal displaying a proceed aspect.
23 ON:
Describes the signals most restrictive aspect.
24 OPPOSING ROUTE:
Term used to describe a route that if allowed to set would cause conflicting train
movements.
25 OUT OF CORRESPONDENCE:
When a point is out of correspondence it is no longer in the position it was controlled to by
the interlocking.
26 POINT BLOCKING:
By applying the Point Blocking to any given point, this point can no longer be operated by
the system or called by a route to its opposite position.
27 PROCEED ASPECT:
Aspect authorising the train to pass the signal
28 ROUTE:
The path a train should take after the interlocking has check the interlocking condition and
selected the position of points and other signalling equipment settings.
29 ROUTE ASPECT CONTROL LEVEL:
These are conditions that are continuously proved to allow a Signal to display a proceed
aspect. (e.g. Track zones).
30 ROUTE INTERLOCKING LEVEL:
This is the part of the interlocking that makes the decision whether the route selected by the
Signal Controller is available (i.e. opposing routes normal etc.). This is instantaneous and is
carried out before the route is set and locking is applied.
31 SAPL = Simple Approach Locking:
A type of approach locking condition when the approach control track zone does not exist or
not suitable, the train approaching is always assumed. The locking is applied from the
moment the signal has cleared.
32 SET ROUTE:
The terminology used when an operator, by pressing the entrance and exit buttons of a
route to request the interlocking to set a route if no conditions at route interlocking level
preventing the route from being established.
33 SIGNAL BLOCKING:
The Level 0 function used to disable the sending of a control to the interlocking to clear a
particular aspect. Normally used if there is maintenance on the track in advance of the
blocked signal. Can only be used at local level.
34 SIGNAL STICK:


The function used to replace a signal to its most restrictive aspect after the passage of a
train and prevents automatic re-clearing of the signal, also called STICK CONTROL.
35 SUBROUTE LOCKING:
Is defined as a method of maintaining the locking of points and signals by track zone
occupation in one direction only, thus permitting the sequential release of points and signals
when the locking is no longer required.
36 TOKEN BLOCK SYSTEM:
The system which allows only one train at a time to enter a block section which requires the
train driver to take a token from sending station to be given to receiving station.
37 TRACK ZONE CLEAR:
The proving of a section of track vacant by utilising a train detection system, for example an
axle counter.
38 TRL = Timed Release Locking:
A type of locking condition which is released only after a defined time expired.
39 UP TRAFFIC:
The direction of travel is towards Ha Noi
40 SSI = Solid State Interlocking:
An electronic based interlocking system, one of Alstom SMARTLOCK Family.
4.2 - SIGNALS AND ROUTES
4.2.1 - SIGNAL ASPECTS
4.2.1.1 - Aspects Meaning
The signalling system is a color light, multi aspect system, with the following general meaning
according to Vietnam Railways operation procedure:

Color Indication Terminology Meaning
Red Stop At Danger Train is not allowed to pass this signal
Indigo
Blue
Shunt Stop At Danger
Shunt activity is not allowed to pass this signal
(ignored for main route)
Yellow Attention Caution Proceed, prepare to stop at next signal
Green Proceed Clear Proceed, next signal is not at danger
Milky
White
Call-On /
Shunt /
Proceed
Extreme
Caution
Proceed at low speed, prepare to stop short of
any obstruction.
Proceed to Ha Dong branch line for Phase I.
Proceed to Quynh Chau branch line for Phase II.
Yellow Aspect on Home signals :
Single Yellow aspects is used to mark a straight entrance route to stop on main line.
Double Yellow aspect is used to mark a diverging entrance route to stop on siding line
(receiving / delivery track).
Green Aspect on Starter signals towards a junction:
Single Green aspects is used to mark a straight exit route towards main line.
Double Green aspect is used to mark a diverging exit route towards branch line.
Milky White aspects when associated with Home Signal shall be associated with a call-on route
(emergency) , while when associated with Starter Signal or standalone Shunt Signal shall be
associated with a Shunt route, except when associated with a Main exit route toward a branch line
equipped with token block system.
Milky White aspect clearances shall require berth track occupation approach control when train
detection exists.

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4.2.1.2 - Main Aspects
Main aspects shall be displayed by multi lamp color light. Main aspects shall be provided with
double filament lamps. One of which shall be deemed the main filament, the other the auxiliary
filament. Failure of the main filament, switches on the auxiliary and when this occurs an alarm shall
be generated. Main aspects exist on the following Main Signals:
Home Signal
The signal that controls the entry of a train from the block section into the station limits.
Starter Signal
The signal situated at the exit from each signalled line that allows the train to exit from a
station into the block section.
Distant Signal
The signal provides early warning about the aspect of the next home signal at a full service
braking distance away of the aspect displayed on the next home signal.
Shunt Protection Signal (red color only)

4.2.1.3 - Shunt Aspect
Shunt aspects shall be displayed by one Milky White lamp for Shunt Proceed and one Indigo Blue
lamp for Shunt Stop. Shunt aspects is provided with a double filament lamps, but only the main
filament is connected. When failure of the main filament occurs, an alarm shall be generated.
Shunt aspects exist on the following Signals:
Shunt Signal (Standalone)
Shunt Signal shall be provided with two lamps, one Milky White and one Indigo Blue.
Starter Signal
Both Starter signal at main line or siding line (receiving / delivery track) can be equipped with
Shunt Aspect provided with one lamp, Milky White only.
Shunt Protection Signal
Shunt Protection Signal shall be equipped with Shunt Aspect provided with one lamp, Milky
White only.
Shunt aspect whether associated with a main or standalone signal shall be associated with a shunt
route, except when associated main exit route toward a branch line equipped with token block
system. Stop and shunt aspect may not be displayed at the same time, so shunt controls shall
extinguish the stop aspect (Red or Indigo Blue) when the shunt signal is displaying a proceed
aspect (Milky White).
A Shunt route authorises the driver for shunt movement in station area.
Shunt movement shall be done at low speed preparing to stop short of any obstruction.
4.2.1.4 - Call-On Aspect
Call-On aspect shall be displayed by one Milky White lamp associated to one Red lamp. Call-On
aspect is provided with a double filament lamp. One of which shall be deemed the main filament,
the other the auxiliary filament. Failure of the main filament, switches on the auxiliary and when
this occurs an alarm shall be generated. Call-On aspect exists only on Home Signals.
Call-On aspect authorises the driver to pass the red or blacked out aspect with call-on
(emergency) route. Call-on aspect enables train entrance under emergency conditions.
Such train movement shall be done at low speed with extreme caution preparing to stop short of
any obstruction.
4.2.2 - SIGNAL TYPE
The following types of signals are used in the project: Main signals (Starter and Home signals with
its Distant signals), and Shunt signals.
4.2.2.1 - Starter Signal
This signal shall have two main aspects, from top: Green and Red. Where required a shunt Milky
White aspect may be fitted below the main aspects. There are two kinds of Starter Signals:
Main Starter Signal, located on the main line is a signal on mast type.
Siding Starter Signal, located on the siding line (receiving / delivery track) is a dwarf type.
This signal controls the train to exit from a station toward the block section, with the following rule:

Color Indication Rule


Red Stop Train is not allowed to exit from the station
Green Proceed
Train is allowed to enter the block section of main line at the
authorised speed
Shunt
Train is allowed to do a shunt movement until another signal. It
should never pass out the Home signal.
Milky White
Proceed
Train is allowed to exit from the station to the branch line
equipped with token system
On the North main line, the existing non-absolute block system is kept in function and interfaced
with IXL at Hanoi station. This block interval is equipped with specific starter signals called block
signals of 3-aspect type (Red, Green, Yellow) in both directions. These signals are lit when the
direction is oriented (Red if no free section, Yellow if 1 free section, Green if 2 free sections) and
extinguished when the opposite direction is oriented.
4.2.2.2 - Home Signal
This signal shall have four main aspects, from top: Yellow-1, Green, Red, and Yellow-2. This signal
shall have a call-on Milky White aspect fitted below the main aspects. Single Yellow (Yellow-1)
aspects informs the driver to stop on main line while Double Yellow (Yellow-1 + Yellow-2) aspect
informs the driver to stop on siding line (receiving / delivery track). Home signal is a signal on mast
type.
This signal controls the entry of a train into the station limits, with the following rule:

Red Stop
Train is not allowed to enter the station
(if Milky-White aspect is not lit)
Double
Yellow
Train is allowed to come and stop in siding line (receiving /
delivery track) in station, the speed shall be reduced to 35 km/h
Single
Yellow
Attention
Train is allowed to come and stop in main line in station
Green Proceed
Train is allowed to run through main line in station
(exit route is set and authorised)
Milky White
+ Red
Call-On
Train is allowed to come in under emergency conditions
(with Red aspect lit)
4.2.2.3 - Distant Signal
This signal shall have two main aspects, from top: Green and Yellow. Distant signal is a signal on
mast type.
The signal provides early warning about the aspect displayed on main signal ahead, with the
following rule:

Yellow Attention
Take full service braking to stop before the main signal ahead,
the next signal is at closing state
Green Proceed
Proceed at the authorised speed, the next signal is at opening
state


4.2.2.4 - Shunt Signal (Standalone)
This signal shall have two shunt aspects, from top: Milky White and Indigo Blue. Shunt signal is a
dwarf type.
This signal controls the shunting movement of a train in the station area, with the following rule:

Color Indication Meaning
Indigo Blue Shunt Stop
Shunt activity is not allowed to pass this signal (ignored for main
route)
Milky White Shunt Proceed Train is allowed to do a shunt movement until another signal

4.2.2.5 - Shunt Protection Signal
This signal shall have two shunt aspects, from top: Milky White and Red. This signal is placed
downstream track circuit not equipped with train detection system. Shunt signal is a signal on mast
type.
This signal controls the shunting movement of a train in the station area, with the following rule:

Color Indication Meaning
Red Shunt Stop
Shunt activity is not allowed to pass this signal (ignored for main
route)
Milky White Shunt Proceed Train is allowed to do a shunt movement until another signal

4.2.3 - SIGNAL DISTANCE
The distance from Distant signal to Home signal shall be at least 800 meters and maximum 1200
meters.
Normally the minimum sighting distance of the Home signal is 600 meters. Speed must be reduced
with respect to the site alignment (curvature of track).
4.2.4 - SIGNAL LIGHT DIMMING
At night time, the signal lamp voltage shall be reduced to prevent glare. This percentage less
intensity dimming function shall be effective only on Main aspects, not on Shunt and Call-On
aspects.
4.2.5 - SIGNAL ROUTES
4.2.5.1 - General
Routes shall be classified as Main, Shunt and Emergency routes.
1 Main Routes
Main routes shall be associated with main aspect of main signals, starts at a main signal and
end at another main signal or block section, except for main exit route toward a branch line
equipped with token block system.
Main routes shall be taken as a running move whereby the train speed is dictated by the
track geometry.

2 Shunt Routes
Shunt routes shall be associated with shunt aspect, starts at a shunt signal, which may be a
standalone shunt signal or shunt protection signal or a subsidiary signal, and ends at
another signal or in a yard.


Long shunt route can have intermediate signals (shunt signal with the same direction). In
that case, all Shunt signals shall present simultaneously Milky White aspect to authorise
shunt movement.
A Shunt route authorises the driver for shunt movement in station area.
Shunt routes shall be taken as low speed routes, maximum 15 km/h speed, with the driver
shall be responsible for ensuring that the train can be stopped short of any obstruction.
3 Emergency route
Emergency routes shall be associated with call-on aspect, provided only for home signal.
Call-On aspect authorises the driver to pass the red or blacked out aspect with Emergency
route.
Emergency route enables train entrance under any combinations of the following emergency
conditions:
3.1 Track zone failure,
3.2 Loss of detection of point machines or lever points,
3.3 Lamp failure of origin, destination or flanking signals;
Emergency routes shall be taken as low speed routes, maximum 15 km/h speed, with the
driver shall be responsible for ensuring that the train can be stopped short of any
obstruction.

4.2.5.2 - Fleeting Route Control
Fleeting route control shall be provided on main routes, which do not diverge over points.
In the case of a lamp proving failure, the fleeting mode should be unset, after the lamp
replacement, to returns to its normal aspect control. At this time the fleeting must be controlled
again by the operator.
If a fleeted route needs to be cancelled, it is not required to cancel the fleeting first. Cancelling the
route will automatically cancel the fleeting.

4.2.5.3 - Optional Routes
According to operation regulation, for stations of Hanoi, Giap Bat and Cau Giat, some routes can
be done by several ways. To go from origin signal to destination signal, train can go throw an
alternate route defined by one milestone (signal, point, or else). This alternative route is called
optional route.

4.2.6 - ROUTE CONTROLS
Signals shall be controlled via the interlocking from LTC or CTC operators MMI (excluded modes).
The MMI shall have the following main capabilities:
Main routes and shunt routes are set by selecting the entrance and the exit point. Points in
the line of route will automatically move to the required position.
Optional route is set by selecting first the origin signal, then the milestone and finally the
destination signal.
To enable train entrance under emergency conditions, after an entrance route setting has
failed, an Emergency route setting and Call-on aspect control shall be done using
Emergency route setting procedure and then Call-On Signal Open procedure. On each
application of the procedure for Call-On Signal Open, the control counter operation shall be
incremented by one, recording the amount of times the procedure has been issued.
After a route has been set and signal open, opened signal can be manually closed without
cancelling the route by Emergency Signal Closing procedure. Main signal aspect for main
route and shunt signal aspect for shunt route which has been closed by Emergency Signal
Closing procedure can be reopened by Signal Opening procedure under condition that the
route has not been manually released. Call-on signal aspect for Call-On route can only be
closed by Emergency Signal Closing procedure. It can be reopen by re-applying Call-On
Signal Open procedure under condition that call-on route has not been manually released.
After a main route has been set, Fleeting Route can be set and unset by Fleeting Route
procedure. Fleeting Route shall only be provided on main routes that do not diverge over
points.
A main route, Emergency route, or shunt route already set can be manually released.


Immediate or Timed Route Release is then processed by the interlocking, depending on the
approach locking status. An Emergency route can be released only after the signal is
closed. On each application of the procedure of Timed Route Release, the control counter
operation shall be incremented by one, recording the amount of times the procedure has
been issued.
A signal (or block section / exit line to yard / marker) can be blocked by Signal Blocking
procedure. Signal blocking feature is provided to prevent a route through the signal is set.
Signal Unblocking procedure is provided to allow releasing the blocking feature described
above. This function is at the Level 0 function only and not at interlocking level. This function
is only available on local mode (LTC MMI). Before changeover to central mode (control from
CTC), all signal, block section or exit line to yard blocked, must be unblocked by local
operator, else a warning message will be raised.

The detail procedure of Route Setting, Call-On Signal Open, Emergency Signal Closing, Signal
Opening, Fleeting Route, Timed Route Release / Route Cancellation, Signal Blocking and
Unblocking control are described at Sub Chapter 4.7.3.6 - - Route And Signal Specific Control
under Chapter 4.7 - TRAFFIC CONTROL SYSTEM.
4.2.7 - SIGNAL INTERLOCKING CONDITIONS
4.2.7.1 - General
If a route is selected by the station operator, the interlocking will check if this route is available, this
process is called the Route Interlocking level.
The Route Interlocking level for all routes shall prove in general:
1 No conflict routes, including:
1.1 Main, shunt, and call-on routes setting.
1.2 Block section operations,
1.3 Shunting authorisations.
2 No conflict for points operation, including:
2.1 Point machines operation,
2.2 Lever points operation,
If the route is set and the locking applied with the signal clear then the conflicting conditions are
continuously proved to allow the signal to show the proceed aspect, this process is called the
Route Aspect Control level.
The Route Aspect Control level for main routes and shunt routes shall prove in general:
1 Route set.
2 Point position:
The relevant points shall be proved and detected in the required position.
3 Signal aspect:
If both main and auxiliary filaments fail the signal aspect shall step down to the most
restrictive aspect (i.e. Green to Red), see Sub Chapter 4.2.7.7 - Lamp Proving Aspect
Step Down under this chapter.
4 Track zones clearance:
All foul track zones shall be proved clear unless points can condition the track zones out. In
which case if the track zones become occupied then the relevant points shall be proved
controlled and / or detected in the required position.
4.2.7.2 - Distant Signals Interlocking Conditions
1 Route Interlocking level
There shall be no Route Interlocking level for distant signals.
2 Route Aspect Control Level
The Route Aspect Control level shall prove:
2.1 A main route set for the Home signal ahead
2.2 The Home signal ahead displaying a proceed aspect and lamp proved.


4.2.7.3 - Main Routes Interlocking Conditions
In case of the main route is set and the aspect cannot be controlled, the Emergency route setting
and Call-On aspect should be controlled by the operator.
1 Main Route Interlocking level
The route interlocking level shall prove:
1.1 The route is not yet set and has not been barred by the Technicians Terminal.
1.2 Emergency routes, with the same origin and destination normal or entrance Shunt
routes with the same destination normal or exit Shunt routes with the same origin
normal.
1.3 Opposing direction and conflicting route for entrance route normal.
1.4 Conflicting route and opposing block operation for exit routes normal.
1.5 Conflicting shunting authorisation normal.
1.6 Point machines in line of route controlled, or free to move, to the required position.
1.7 Lever points in line of route in the required position.
1.8 Point machines required for flank protection controlled, or free to move, to the
required position.
1.9 Lever points required for flank protection in the required position.
1.10 Lamp proved for origin, destination and flank signals.
2 Main Route Aspect Control Level
The aspect control level shall prove:
2.1 Main route set.
2.2 Signal stick set.
2.3 The signal has not been replaced to danger.
2.4 Point machines in line of route set, locked and detected in the required position.
2.5 Lever points in line of route detected in the required position.
2.6 Track zones in line of route clear.
2.7 Point machines providing flank protection, locked and detected in the required
position.
2.8 Lever points providing flank protection detected in the required position.
2.9 Signals providing flank protection shall be proven to display the red aspect.
2.10 Foul track zones and track zones forming flank protection clear.
The aspect control level for exit route from siding line aspect also shall prove:
2.11 Approach control track zones occupied.
The aspect control level for entrance route also shall prove:
2.12 The destination signal lit.
Main route with Call-On aspect clearance shall follow the same TISP/ALR/RR process as
per with main aspect clearance, while Signal Stick (SSU) is not applied because berth track
occupancy is required for the call-on aspect.
3 Normalisation
Signal aspect automatic replacement for main route uses first wheel replacement, the signal
is automatically replaced to danger by berth and first track section after the signal both being
occupied. Before a main route normalises, route cancellation and approach locking (APL or
SAPL) or timed release locking (TRL) conditions shall be proved.
4 Emergency Signal Closing
Emergency signal closing shall replace the signal aspect back to danger without cancelling
the route. When emergency signal closing has been applied, the following exception is
applied:
4.1 Signal Stick is not applicable (point 2.2).
4.2 This signal replacement is not applicable (point 2.3).
5 Fleeting Route
When Fleeting Route has been established, the following exception is applied:
5.2 Route cancellation in normalisation process is not applicable.


4.2.7.4 - Shunt Routes Interlocking Conditions
Shunt routes shall not require any overlap conditions. Shunt aspect clearance shall not prove
destination track zone clearance. Shunt aspect clearance shall prove berth track occupation
approach control.
If the platform track is occupied by a train coming from the opposing direction, it is proved that the
train has stopped by the occupancy of the track section for a specified time.
1 Shunt Route Interlocking level
The interlocking level shall prove:
1.1 The route is not yet set and has not been barred by the Technicians Terminal..
1.2 Main routes with the same destination normal and Call-On routes with the same origin
and destination normal.
1.3 Opposing and conflicting route normal.
1.5 Point machines in line of route controlled, or free to move, to the required position.
1.6 Lever points in line of route in the required position.
1.7 Point machines required for flank protection controlled, or free to move, to the
required position.
1.8 Lever points required for flank protection in the required position.
2 Shunt Route Aspect Control Level (the similar for protection signals)
At Starter signal with Shunt aspect, Shunt Milky-White aspect and Main Red aspect may not
be displayed together. When Shunt Milky-White aspect is displayed, the Main Red aspect
shall be extinguished.
2.1 Shunt route set
2.2 Signal stick set.
2.3 The signal has not been replaced to danger.
2.4 Point machines in line of route set, locked and detected in the required position.
2.5 Lever points in line of route detected in the required position.
2.6 Track zones in line of route clear, except that the destination tracks may be occupied.
2.7 Point machines providing flank protection, locked and detected in the required
position.
2.8 Lever points providing flank protection detected in the required position.
2.9 Signals providing flank protection shall be proven to display the red aspect.
2.10 Foul track zones and track zones forming flank protection clear.
The aspect control level for shunt route toward a signal also shall prove:
2.12 The destination signal lit.
3 Normalisation
Signal aspect automatic replacement for shunt route uses last wheel replacement, the signal
is automatically replaced to danger by clearance of the berth track. Before the route
normalises, route cancellation and timed release locking (TRL) conditions shall be proved.
4 Emergency Signal Closing
Emergency signal closing shall replace the signal aspect back to danger without cancelling
the route. When Emergency signal closing has been applied, the following exception is
applied:
4.2 This signal replacement is not applicable (point 2.3).
4.2.7.5 - Emergency Routes Interlocking Conditions
Emergency route is set to enable train entrance under emergency conditions, by applying a
Emergency route setting procedure and a Call-On signal open procedure to entrance route.
Emergency routes setting (manual operation) shall not require any track or lamp prove conditions.
Call-On aspect clearance shall prove berth track occupation approach control. Call-on aspect
clearance shall not prove track, lamp prove or level crossing conditions.


If the platform track is occupied by a train coming from the opposing direction, it is proved that the
train has stopped by the occupancy of the track section for a specified time.
1 Emergency Route Interlocking Level
The route interlocking level shall prove:
1.1 Route is not yet set and has not been barred by the Technicians Terminal
1.2 Point machines in line and flanking of route set are controlled or free to move.
1.3 Main routes, with the same origin and destination normal or entrance Shunt routes
with the same destination normal or exit Shunt routes with the same origin normal.
1.4 Lever points in line of route and flanking, are detected in the required position.
1.5 Opposing direction and conflicting route for entrance route normal.
2 Call-On Aspect Control Level
A Call-On Milky-White aspect is displayed with the Main Red aspect.
The aspect control level for Emergency route is applicable for signal clearance only. After
the route is set and the locking applied with the signal clear, the signal aspect is maintained
until the signal is manually closed.
2.1 Emergency route set.
2.2 Point machines in line and flanking of route, locked and detected in the required
position.
2.3 Lever points in line of route and flanking are detected in the required position.
3 Normalisation
Signal aspect automatic replacement is not applicable for Emergency route. Emergency
signal closing shall replace the signal aspect back to danger without cancelling the route.
The route can only be normalised by manual timed route release and only after the signal is
closed. Before the route normalises, route cancellation and time release locking (TRL)
conditions shall be proved.
4.2.7.6 - Berth Track Occupation Approach Control
Approach control shall be used to ensure the driver already reduced the train speed. The approach
control conditions shall be berth track zone occupied. Approach control shall be used for:
Exit routes from siding line (receiving / delivery track).
All Milky White aspects:
Exit routes to token block section (with Shunt Aspect).
Emergency routes.
Shunt routes.
Clearance of Call-On for main route set.
4.2.7.7 - Lamp Proving Aspect Step Down
Lamp proving is provided for the aspect of main signals only. If main aspect of distant or home or
starter signal is not lit, the signal will step back to the next restrictive aspect:
Aspect step down for two aspect starter signal:
If Green fails, the signal shall display Red,
If Red fails, then the home signal in the rear shall display Red;
Aspect step down for three aspect starter signal (Block signal):
If Green fails, the signal shall display Red,
If Yellow fails, the signal shall display Red,
If Red fails, then the home signal in the rear shall display Red;
Aspect step down for home signal:
If Green fails, the signal shall display Red..,
If Yellow-1 (in Single Yellow aspect) fails, the signal shall display Red,
If Yellow-1 or Yellow-2 (in Double Yellow aspect) fails, the signal shall display Red,
If Red fails, then the distant signal in the rear shall be maintained in Yellow;
If the home signal step back to Red, then the distant signal in the rear shall adapt
accordingly and display Yellow;
Aspect step down for distant signal:
If Green fails, the signal shall display Yellow.


4.2.8 - ROUTE LOCKING CONDITIONS
4.2.8.1 - General
Locking and release for the routes is done in two phases:
Phase 1: approach locking,
Phase 2: subroute locking,
4.2.8.2 - Approach Locking
Approach locking prevents the change of route ahead of a signal once the driver has seen a
proceed aspect at that signal or has seen an aspect at a previous signal that would indicate to him
that the former signal is displaying a proceed aspect.
If the signal for an established route is replaced to At danger aspect, approach locking shall be
applied to prevent the immediate release of the route. Approach locking shall be effective once the
signal has displayed a proceed aspect.
The release time shall be sufficient to have the approaching train at a stop without it passing the
signal. Only then the approach locking will be released and the route is cancelled. If the train
passes the signal and stops, the approach locking will be released (after time elapses) but
interlocking conditions is maintained by subroute locking.
4.2.8.3 - Comprehensive Approach Locking
In a simple case, a signal will become approach locked as soon as it has been cleared. However,
where this arrangement would cause unacceptable delay, the interlocking looks back for an
approaching train, and the signal only becomes approach locked when it is cleared AND a train is
detected occupying an approach track. If no train is detected approaching, the route will release
immediately the signal is replaced to At danger aspect. This is called "comprehensive approach
locking".

Comprehensive approach locking looks back at the approach track zones, for running signals it is
necessary to look back at least as far as the sighting point of the earliest signal whose aspect is
affected by the replacement.

The majority of these tracks will be conditional on one or both of the following factors:

1) a train being route up to the replaced signal. This will depend on the lie of points. Trailing points
will give a choice of approaches while facing point will exclude the approach if set for another route
( taking VD Signal CII as an example, if P6 is controlled and detected in reverse, track circuit Cb1
will NOT approach locking Signal CII as the train is routing to Signal C1 not CII. Therefore,
approaching locking of signal CII in this case is not required).

2) The signal approaching the replaced signal displaying a proceed aspect. If the previous is at red
(and free of approach locking) then it is not necessary to look back at the section in rear of it
(taking also signal CII (replaced signal) as an example, if signal C is at red & free of approach
locking, then there is no need to look back up to the track CBT. However, if the Signal C is clear,
then we have to look at CBT for approach locking of Signal CII).
4.2.8.4 - Subroute Locking
If an established route is normalised, and after the approach locking has been released, a
subroute locking application shall be continued, to assure the integrity of the train. Subroute
locking is applied for each track zone from the start of the route (entrance) up to the destination of
the route (exit).
Subroute locking for a track zone shall be effective once the route sets and shall remains effective
until:
The route is normalised AND
The approach locking is released AND
There is no train between the entrance and that track zone (not applicable if Emergency
Timed Route Release is applied).
Subroute locking shall be released by the following methods:
1 Automatic subroute locking release by Train Operated Route Release (TORR), applicable
only for main route and shunt route, not for Emergency routes.


2 When Timed Route Release procedure operated.
Automatic subroute locking release for a track zone requires the following conditions:
For first track zone in route:
Route is released.
Approach locking released.
That track zone clear.
For the next track zones in route:
All previous subroute locking free.
That track zone clear.
4.2.8.5 - Route Release Conditions
Releasing an established route can be done with the followings conditions:
Automatic Route Release (ARR) using automatic subroute locking release see 4.2.8.4 -
Cancellation using Manual Release control:
Immediately if signal has not cleared (even if approach is locked)
- Applicable for all routes subject to APL, SAPL or TRL locking types.
Immediately after signal clearance if approach is not locked
- Applicable for routes subject to APL locking type only.
With 3 minutes time delay after signal clearance, if approach is locked
- Applicable for routes subject to APL or SAPL locking type see 4.2.8.6.1 and
With 60 seconds time delay after signal clearance subject to approach track
occupancy
- Applicable for routes subject to TRL locking type see 4.2.8.6.3Automatic release
by Train Operated Route Release (TORR).
4.2.8.6 - Emergency Timed Route Release
Automatic subroute locking release by Train Operated Route Release (TORR) requires sequential
clearance of track zones.
If route cannot be released automatically, for example due to a track zone failure, then an
emergency timed route release is carried out by operator action. The route will then release
following a 3 minutes or a 60 seconds timer, depending on the kind of locking see following
paragraphs. If a track zone between the entrance signal and destination signal has failed then the
interlocking behind the train will remain in effect, sub-route staying locked. On each application of
the procedure a control counter shall be incremented by one, recording the amount of times the
procedure has been used.
Only one Emergency Timed Route Release control shall be permitted at any
given time within a station area. (Managed by SIGView instead of Interlocking)
Once Emergency Time Route Release has been initiated, no other routes shall be permitted to be
set up from the same origin, until route has released.
To process an Emergency Time Route Release request SIGVIEW shall check that no other
Emergency Timed Route Release within the station is in progress.

When an Emergency Time Route Release request is received by the interlocking, if the conditions
of signal closed and approach locking normal are proved, the subroute locking shall be released
after a predefined time has expired.
4.2.8.6.1 Approach Locking (APL)
Approach Locking (APL) is applied for:
Main entrance routes, where the train come from a block section with train detection.
Main exit route from main track to main line.
Approach Locking (APL) shall be released by the following methods:
1 Automatic release by Train Operated Route Release (TORR).
The lock released immediately.
2.1 When the approach track is clear OR before signal clearance (Cancellation).
2.2 When the approach track is already occupied AND after signal clearance


A timed 180 seconds release shall be effective.
4.2.8.6.2 Simple Approach Locking (SAPL)
Simple Approach Locking (SAPL) is applied for:
Main entrance routes, where the train come from a block section without train detection.
Simple Approach Locking (SAPL) shall only be released manually by Timed Route Release
procedure with the following conditions:
1 Before signal clearance (Cancellation).
2 After signal clearance.
4.2.8.6.3 Timed Release Locking (TRL)
The following routes requires berth track occupation approach control, and are applicable for
Timed Release Locking (TRL):
Main exit routes from siding line (receiving / delivery track).
Main exit route from main track to a diverted line (applicable for LII-CA in Van Dien)
Shunt routes.
Emergency routes.
Timed Release Locking (TRL) for main routes and shunt routes shall be released by the following
methods:
1 Automatic release by Train Operated Route Release (TORR)
2.1 When the approach track is clear OR before signal clearance (Cancellation).
2.2 When the approach track is already occupied AND after signal clearance.
A timed 60 seconds release for main route shall be effective.
Automatic release is not applicable for Emergency routes. Emergency routes shall only be
released manually by Timed Route Release procedure, with timed 60 seconds release shall be
effective.
4.3 - POINTS
Points within the interlocking area can be one of the followings:
Electric trailable point machines.
Lever points with their lock and detector interface.
Points within yards outside the interlocking area (called Mechanical Points) shall not require any
interfaces with the stations interlocking.
4.3.1 - POINT MACHINES
Electric trailable point machines shall be provided for power operation of all points marked as such
on the Station Specific Signalling Program.
Points forming a crossover shall be controlled in series:
If controlled to left, then both points shall be controlled and checked left.
If controlled to right, then both points shall be controlled and checked right.
Those crossover points should operate independently, not both at the same time.
4.3.2 - LEVER POINTS
The existing lever point and its locking device shall be reused. Interface shall be provided for
existing lever points marked as such on the Station Specific Signalling Program.
4.3.3 - POINT CONTROLS
4.3.3.1 - General
Points within the interlocking area shall be controlled via the stations interlocking system. Station
operator can control the points using LTC system by the following control:
Individual Point Moving control
Route Setting control


Station operator can authorise shunting master to control the points individually using Trackside
shunting control panel during Shunting Authorisation.
Under emergency conditions the following emergency control is allowed via the interlocking
system:
Emergency Point Lock Release control if the points track zone failing.
Trailed Point Reset control if the points area trailed.
The LTC system shall have two other procedures associated with points these being:
Point Blocking control
Point Unblocking control
The detail procedure of Individual Point Moving, Emergency Point Lock Release, Trailed Point
Reset, Point Blocking and Unblocking control are described at Sub Chapter 4.7.3.5 - - Point
Specific Control under Chapter 4.7 - TRAFFIC CONTROL SYSTEM.

4.3.3.2 - Individual Point Moving
Before allowing the points to move the following conditions shall be proved by the interlocking:
1 The point has not been disabled as barred by the Technicians Terminal.
2 The point has not been blocked.
3 If the point has been trailed, point not controlled but no longer shown in correspondence,
trailed point has to be reset.
4 The point must be able to be controlled again.
5 All subroute over the points are normal.
6 All point track zones are clear.
7 The authorisation has not been given to the shunting master to move a point from his local
panel.
4.3.3.3 - Emergency Point Lock Release
The emergency point lock release allows point locking because point track zones occupation to be
over-ridden under emergency conditions. On each application of the procedure a control counter
shall be incremented by one, recording the amount of times the procedure has been used.
Only one Emergency Point Lock Release control shall be permitted at any given
time within a station area. (Managed by Interlocking)
Before allowing an emergency point lock release, the following conditions shall be proved:
2 If the point has been trailed, the trailed point has been reset.
3 One or more of point track zones shall be occupied.
4 All related signals are closed.
5 All subroute locking over the points are normal.
After the conditions are proved the point become unlocked to allow individual point moving control.
After the point controlled to move the point locking is automatically set again.
The emergency point lock release will inhibit all stations route settings across the points.
If subroute locking is active across the points by track section failure, after the route is released, a
local procedure is to be followed to reset the axle counter zone, following site inspection of point to
ensure there is no more obstruction.
4.3.3.4 - Trailed Point Reset
Trailed Point Reset control is provided to bring a point back into correspondence after the point
trailed. Correspondence shall be made to where the points are detected. If no detection is present,
the station operator shall attempt to control the points and bring those in detection.
Trailed Point Reset shall be permitted ONLY after the machine and point has
been inspected and tested.
Before allowing a trailed point reset to be initiated, the following conditions shall be proved:


2 The point has been trailed.
3 The Point is detected in an end position.
4 All point track zones are clear.
Following the reset of the trailed point, the aspect cannot be regained until any routes set over
such points are cancelled and reset.
4.3.3.5 - Point Blocking and Point Unblocking
Point blocking feature is provided to prevent points being moved via LTC by means of individual
point moving or route setting or being moved via Trackside shunting control panel.
Point unblocking feature is provided to allow releasing the blocking feature described above.
4.3.3.6 - Lever Point Control
The control for a lever point is done manually by hand lever. The position of existing lever points,
which are part of the controlled area, shall be checked by a detector. Normally the lever point shall
be in the preferred position and locked to prevent the lever point to be moved.
The lock release mechanism operated by shunting authorisation settings to allow the lever point to
be moved under shunting authorisation. Shunting Authorisation is described at Chapter 4.4 - -
Shunting Authorisations.
4.4 - SHUNTING AUTHORISATIONS
4.4.1 - GENERAL
Shunting Authorisation shall be provided when no shunting routes can secure the train
movements. A shunting authorisation shall be given only if a shunting master is present on site. A
telephone confirmation shall be given by this shunting master before the station operator could set
the shunting authorisation. A Trackside shunting control panel shall be installed at trackside to
enable shunting master control the points associated to the authorisation and to monitor their
positions.
Once the shunting master has taken control of the section, control of that section is no longer
possible from the stationmasters local control panel.
Because safety of the process is based on people (shunting master and station operator) actions,
a strict written procedure shall be defined by VNR and used to secure the train movements permit
by relative authorisation.
4.4.2 - AUTHORISATION CONTROLS
4.4.2.1 - General
Station operator can control the shunting authorisation for specific authorisation area using LTC
system by the following control:
Grant Authorisation control, to initiate a shunting authorisation.
Release Authorisation control, to confirm the end of trackside operation mode.
The detail procedure of Grant Authorisation and Release Authorisation control are described at
Sub Chapter 4.7.3.7 - Shunting Authorisation Control under Chapter 4.7 - TRAFFIC
CONTROL SYSTEM.
Shunting master can take-over or restitute the granted shunting authorisation by positioning
authorisation handover switch at trackside shunting control panel on position:
Authorisation ON, to confirm a shunting authorisation take over.
Authorisation OFF, to initiate a shunting authorisation restitution.
During shunting authorisation, shunting master shall utilise trackside shunting control panel for
trackside operation task. This task includes shunting movement which is no shunting routes
available for that, like the following shunting movements:
1 Exit from interlocking area to the yard.
2 Entering the interlocking area from the yard which is not provided with shunt signal.
3 Other shunting movement between the interlocking areas.
4.4.2.2 - Grant Authorisation
The station operator can grant shunting authorisation only after telephone confirmation from the
shunting master on site. Before allowing shunting authorisation for an authorisation area to be
initiated, the following conditions shall be proved by the interlocking:


1 Routes with destination to the area are normal and their origin signals shall be proven to
display the red aspect.
2 Incoming traffic from adjacent station with destination to the area is normal.
3 Point machines in the area are controlled or free to move.
4 Point track zones in the area are clear.
The authorisation is then at pre-set status. An indication shall be lit at trackside shunting control
panel and shunting master shall take this authorisation, within a determined time.
Once confirmation of authorisation taken is received, and if there is no point to control in the
protection position to secure the authorisation, the authorisation is set. If there is a point to control
in the protection position, when confirmation of authorisation taken is received the process should
be as follows, control of the point in protection position waiting for the detection in the required
position. If detection is received within time then the authorisation changes to set status, if not the
preset status is cancelled. Then the interlocking shall realise shunting authorisation by the
followings:
1 Release the lock of lever points in the area.
2 Disable processing point control from LTC (Local Traffic Control).
3 Enable processing of individual point control from trackside shunting control panel,
Before an individual point control is processed, the following conditions shall be proved:
3.1 The point has not been disabled as barred by the Technician's Terminal.
3.2 The point has not been blocked.
3.3 The point track zone is clear.
4.4.2.3 - Release Authorisation
The shunting master on site can restitute shunting authorisation after give a telephone call to the
station operator. An audible alarm is emitted and station operator shall release the authorisation.
Then the interlocking shall normalise the shunting authorisation with the following conditions:
When all point track zones are clear:
The authorisation released immediately.
When one or more point track zones are occupied or failing (emergency release):
4.5 - BLOCK SYSTEM
4.5.1 - GENERAL
Block system provides protection against opposing movements between stations and allows
protected following movements. The specification of the block system depends on type of adjacent
station block system.
The different types of block systems are:
- The 64D semi-automatic block system
- The token block system
- The automatic block system
- The block system between the north side of Hanoi and Gia Lam station.
Detailed specification of block management functions are described in reference document [R.12].

4.6 - LEVEL CROSSINGS SYSTEM
4.6.1 - GENERAL
Functional description of level crossing linked with interlocking system of the station is detailed in
following reference document [R.9].



4.7 - TRAFFIC CONTROL SYSTEM
4.7.1 - GENERAL
The CTC traffic control workstations will display and process all indications and controls necessary
to handle daily operation of the controlled line. The traffic display panel contains all indications
necessary to inform about overview status of the system along the controlled line. The status of all
the stations on the controlled line, including the status of signals or points and where the trains are
at any time can be observed from the workstation or from the traffic display panel.
Normal operation every stations along the controlled line will be handled by OCC through the CTC
system. For shunting movements and emergency situations, local control is available through LTC
(Local Traffic Control) console at each station.
Indications on traffic control workstations and traffic display panel will always be displayed even
when the station may be under local control as long as the data transmission system is in service.
The traffic operator workstation will process and display all the controls and indications necessary
to support station operator handling the daily traffic operation of the station. The traffic operator
console shall have two type of screen view or windows:
Signalling Window, used by traffic operator for monitoring and issuing controls to the
signalling equipment.
Technician Window, an additional window that is intended to help technician to do
maintenance task.

4.7.2 - SIGNALLING VIEW WINDOW
There are two type of signalling views as follows:
Overview: displays several stations on one screens. This view consists only normal
signalling indications, route controls, and global alarm indications to allows normal daily
operation usage. This view is only available on operator workstation at OCC.
Detailed view: Displays detail layout of one station individually on one screen. This view
includes special signalling indications, equipment controls, and detailed alarm indications,
intended for special situation usage.
The Signalling Window shall contain the graphical representation of station signalling equipment
viewed as track layout and related monitoring indication symbols and control button symbols.
The screen of Signalling Window shall be divided in different areas :
Track Layout Area, contains a detailed graphical representation of the station track layout,
together with signalling indications and individual signalling equipment control elements.
Service Panels, consists Upper Service Panel and Bottom Service Panels, contains a
message box dialogues echoes, an alarm view displaying the system and signalling alarm,
alarm control button, and common signalling control buttons.
Optional service panel: The block operation is automatically done by route setting and route
release operation, so the panel is not required for normal use. But under special conditions
(refer to [R.10]), manual block operation/panel is required. This block service panel is only
available on LTC signalling view.
The screen background color shall be grey. The indications are always displayed automatically.
The typical indications and controls of Signalling Window are described in detail on the following
reference document [R.12].

4.7.3 - CONTROL PROCEDURE DESIGN
4.7.3.1 - Two Step Control Principle
All controls related to signalling equipment require two step control procedure, first by
selecting appropriate prefix control button and then followed by selecting corresponding
signalling equipment button, except for route setting procedure, first by selecting start of the
route with origin signal button and then followed by selecting end of the route with
destination signal (or block section or exit line to yard or marker) button.
All button selections are done by single clicking on appropriate button signs using left button
of pointing device (mouse). This two step control principle is required for safe Traffic Control
operation on Signalling Window, and also not for alarm acknowledgment and login / logout
procedure.


Prefix Control Buttons
The prefix control buttons which are determined the operation type will be taken is
always located at the service panel at the Signalling Window, and grouped become
three groups:
Point Control buttons, used with a point.
Signal Control buttons, used with a signal, a block section, an exit line to yard,
or a marker.
Route and Authorisation Control buttons, used with start of or end of the route,
or with authorisation area.
There is another prefix control button, Station Button (NGA), used as prefix control
button for all procedure which is not specific with individual signalling equipment.
Second Buttons
After a prefix control button has been pressed, the appropriate signalling equipment
button must be pressed in 10 seconds or a "time out" error message occurs on
message box and the action is automatically cancelled. If an incorrect second button
is pressed, an "incorrect button order" error message will occur on message box and
the action is also automatically cancelled.
All signalling equipment button is placed on the track layout area next to the signalling
equipment symbol, and for authorisation area button is next to the station control
room symbol.
Second button that is not associated with a specific signalling equipment, like Signal
Light Dimming Button (NST), is placed on the Bottom Service Panel.
4.7.3.2 - Emergency Operation Procedure
Generally when a signalling equipment failure occurs (like track zone failure and signal lamp
out), an emergency operation is required. When a prefix button for a emergency operation is
pressed, a emergency warning message occurs on message box to suggest the user
cancelling the action. If the action is continued, this operation is registered by increasing its
control counter indication. Upon event of the reset to zero of an emergency control counter
due to an overflow, an alarm shall be generated, alarm which shall be acknowledged by the
operator. The control counter value shall be archived on SIGView start up, every logon /
logoff operation, and when reset to zero after overflow. The control counter value specified
as five (5) digits with range from 0 until 99.999.
4.7.3.3 - Logon / Logoff Procedure
Before any user commands are accepted, the user must first logon to the system, by using a
logon name and password. A logon required error message is displayed in the message
box if a button is pressed before a user has logged-on, with the exception of buttons
pressed in order to carry out a log-on.
By logging on to the system, this user now has the full responsibility over all events carried,
until he logs off the system. Therefore, the user must log off from the system when his work
shift is over or before leaving the station control room. After the user log off, control that
already sent to interlocking and being processed by interlocking is not cancelled.
SIGView records every logon and logoff event. Each record also includes current values of
all registered operation counter.
Logon and logoff procedure can be done using the following Logon or Logoff window which
is displayed by pressing Account Button which is placed on Upper Service Panel.

Miscellaneous Procedure
All system feedback messages are displayed on message box. Particular dialogues also


need keyboard entry, such as system log on dialogue. The default window displayed is
Signalling Window. When required, LTC technician can access the Technician Window
using Station Button (NGA) as prefix control button followed by Technician Button (NCS).
4.7.3.4 - Local/Central Control
The system has two different main modes of operation:
CENTRAL Control mode, whole or part of section of controlled line shall be monitored
and controlled by one or more operators on traffic control workstations in the OCC.
LOCAL Control by Local Traffic Control console, only indications are transmitted to
the OCC. CTC can still process and display status changes from the location.

The control handover can be initiated by the operator wishing to take the control or by the
operator wishing to give the control. The other operator is informed by means of an
appropriate message in the service window and a buzzer; he can thus accept by clicking
similarly on its own screen buttons, resulting in the effective transfer of control. The control is
only transferred when communication is OK and the request is accepted. This action must
always be proceeding by the operators communicating with each other verbally over the
telephone.

Example of Control Passing from Local Station to CTC, initiated by CTC operator:
The CTC operator must change the stations CONTROL button to CENTRAL. At
the Local Traffic Control console the CENTRAL indication will flash and an audible
alarm is activated.
The local operator must then activate the changeover switch CONTROL. This will
release control automatically to the CTC. The CENTRAL indication will change to
steady and the audible alarm is silenced.

Example of Control Passing from CTC to Local Station, initiated by CTC operator:
The CTC operator must change the stations CONTROL button to LOCAL , this will
disable to control at the CTC. At the Local Traffic Control console the LOCAL
indication will flash and an audible alarm is activated.
The local operator must activate the changeover switch CONTROL. This will take
control automatically to the local station. The LOCAL indication will change to steady
and the audible alarm is silenced.

See reference document [R.12] for detailed description of this function.

4.7.3.5 - Point Specific Control
Point Blocking and Unblocking Control
Points can be blocked or unblocked for operation. When an equipment is currently blocked,
no request specified to the equipment will be sent except unblocking request. Point can be
blocked with Blocking Point Button (NKG) as prefix control button followed by specified point
button. A blocked point can be unblocked again with Unblocking Point Button (NMKG) as
prefix control button followed by specified point button.
Individual Point Moving Control
A point usually will be directed to required position automatically by a route setting
procedure. Individual Point Moving can be done by pressing Common Point Button (NQG)
as prefix control button followed by specified point button. If the point was previously
controlled and detected in the reverse position, either by a route or individual control, this
control will now move it to its normal position, and vice versa.
Emergency Point Lock Release Control
Emergency Point Lock Release can be done by pressing Emergency Point Lock Release
Button (NMTG) as prefix control button followed by specified point button.
Trailed Point Reset Control
Trailed Point Reset can be done by pressing Trailed Point Reset Button (NCG) as prefix
control button followed by specified point button.
Point While Shunting Authorisation Active Indication
A point can not be controlled if the point is included in a Active Shunting Authorisation Area,
This condition is indicated at point control button.



4.7.3.6 - Route And Signal Specific Control
Incoming Train Approach Indication
When an incoming train has approached the home signal and the station operator has not
set a entrance route yet, a flashing train approach indication occurs to get station operator
attention. After a entrance route is set, train approach indication become steady, and back to
normal after the train has entered the station.
Route Setting Control
Route setting procedure is done by selecting start of the route with origin signal button and
then followed by selecting end of the route with destination signal (or block section or exit
line to yard or marker) button. For optional routes, it is possible to select the alternate way
by selecting milestone before selecting end of the route. Depending of the selected origin,
milestone is automatically animated signalling view to proposed optional route if it exists. In
other case, milestone can not be selected.
Based on its start and end of the route, it is possible to set the following route:
Main Route
Starts from starter signal (exit route) and ends at block section.
Starts from home signal (entrance route) and ends at starter signal.
Shunt Route
Starts from starter signal and ends at home signal.
Starts from starter signal and ends at exit line to yard.
Starts from starter signal and ends at a mechanical block section.
Starts from shunt signal and end at starter signal.
Starts from shunt signal and end at shunt signal.
Starts from shunt signal and end at exit line to yard.
Starts from shunt protection signal and end at starter signal.
Starts from shunt protection signal and end at shunt signal.
Starts from shunt protection signal and end at exit line to yard.
Call-On (Emergency) Route setting Control
If requested entrance route can not succeed, operator can set Call-On Route by pressing
Emergency Route Setting Button (NLZC) then selecting end of the route with destination
signal button. A call-on route setting request is sent. If route conditions are satisfied, the
interlocking will sent a route set indication, but the signal remains closed. It can only be clear
after a call-on signal open procedure.
Call-On Signal Open Control
After Call-On route setting request is received and route conditions are satisfied, the
interlocking will sent a route set indication, but the signal only will be clear after an call-on
signal procedure which can be done by pressing Call-On Signal Button (NZ) as prefix control
button followed by specified origin signal button (start of the route).
A call-on signal request is sent when a track zone remains occupied, point is not free to
move or a signal lamp is in failure. Call-on signal setup is a registered operation, control
counter for Call-On Signal operation is increased for each call-on signal request sent.
Call-On aspect is only applicable for Entrance route. The following entrance route is only
available with Call-On aspect:
Starts from home signal and ends at exit line to yard.
Emergency Signal Closing Control
After route already set and signal is open, an open signal can be manually closed by
pressing Signal Closing Button (NNT) as prefix control button followed by specified origin
signal button (start of the route). A signal closing request is sent after a prerequisite
checking that the specified route exists and the specified signal open.
Signal for main route and shunt route which has been closed by Emergency Signal Closing
control can be reopen by Signal Opening control under condition that route has not been
manually released. Signal for call-on route which has been closed by Emergency Signal
Closing control can be reopen by re-applying Call-On Signal Open control under condition
that call-on route has not been manually released.
Signal Opening Control
Signal for main route and shunt route which has been closed by Emergency Signal Closing
control can be reopen by pressing Signal Opening Button (NMNT) as prefix control button
followed by specified origin signal button (start of the route). A signal opening request is sent


after a prerequisite checking. These prerequisites are that the original route still exists, for
example still locked, has not been manually reset and that the specified signal has remained
closed.
Fleeting Route Control
A main route already set can be set to fleeting by pressing Fleeting Route Button (NTQ) as
prefix control button followed by specified origin signal button (start of the route) and can be
unset back to normal by same action. A fleeting route request is sent after a prerequisite
checking that the specified route exists. A fleeting route is only applicable for main line route.
A fleeting route can be released by the manual route release procedure.
Timed Route Release / Route Cancellation Control
A route already set can be cancelled or manually released by pressing Timed Route
Release Button (NMNC) as prefix control button followed by specified destination signal
button (end of the route) within five (5) seconds. A timed route release request is sent after a
prerequisite checking that the specified route is exists. Timed Route release is a registered
operation, control counter for Timed Route Release operation is increased for each route
release request sent except if the request occurs before the signal (proceed or Call-On
signal) is clear.
Signal Light Dimming Control
Signal lamp intensity is carried out by increasing or decreasing the voltage applied to the
signals. Day voltage can be used for normal light and Night voltage can be used for dimmed
light. This function is automatically triggered by a timer in the SIGVIEW, adjusted to activate
and de-activate signal dimming at a preset time. This function can be overridden at any time
by the Signal Light Dimming Control. There is only one button for both dimming and
undimming functions. Signal Light Dimming setting can be changed from Day Voltage to
Night Voltage or from Night Voltage to Day Voltage by pressing Station Button (NGA) as
prefix control button followed by pressing Signal Light Dimming Button (NST).
Signal Blocking and Unblocking Control
Signal (or Block Section or Exit Line To Yard or Marker) can be blocked or unblocked for
operation. When a equipment is currently blocked, The red indication next to the signal
pushbutton or in the exit pushbutton will indicate red. no request specified to the equipment
will sent except unblocking request. Signal can be blocked by Blocking Signal Button
(NDCT) as prefix control button followed by specified signal. A blocked signal can be
unblocked again by Unblocking Signal Button (NKPT) as prefix control button followed by
specified signal button. This control is only available on LTC signalling view.
4.7.3.7 - Shunting Authorisation Control
Granting Authorisation Control
Authorisation can be given only if a shunting master is present on site and after a verbal
telephone conversation. The station operator can grant an authorisation for a specific
authorisation area with Grant Authorisation Button (NUD) as prefix control button followed by
specified authorisation area button, then the shunting master must take the authorisation
granted with specified take authorisation button on track side authorisation panel.
Releasing Authorisation Control
When authorisation will be handed back, the shunting master must restitute the granted
authorisation with specified restitute authorisation button on track side authorisation panel.
Then the station operator can release the granted authorisation with Release Authorisation
Button (NTUD) as prefix control button followed by specified authorisation area button.

4.7.3.8 - Block Operation Control
4.7.3.8.1 Automatic Block Operation Control
The block section mechanism consists of the following:
1.1 Operator should first request and obtain (by phone) permission to send a train to the
adjacent station operator.
1.2 Control of an exit route will automatically check the required conditions and prohibit to
set opposite direction. If the conditions are fulfilled, the direction is locked for the exit
route and the starter signal can clears.
1.3 In case of train is not sent, the manual release of the exit route will automatically
release the block direction.


1.4 The train departs, reaches the block section, and then approaches the adjacent
station. Block interval train detection indications from axle counter shall be received
and processed by stations interlocking, then Train On Line indication shall be
indicated in station and adjacent stations.
1.5 The adjacent station operator shall control the entrance route and the train enters the
station. Then complete entrance of the train in station will automatically release the
block direction if all conditions are fulfilled.
1.6 If the block-interval direction stays locked after the train totally arrived in station
following a track zone in failure, the block-interval direction can be manually released
under emergency operation procedure (see [R.10]).

4.7.3.8.2 Manual Block Operation Control
The manual block control is available for 2 special operation cases:
Manual block control for special train shunting movement engaging the block section. The
station operator can request a block to an adjacent station with Station Button (NGA) as
prefix control button followed by corresponding block setup button (N). Current block
request can be cancelled with Station Button (NGA) as prefix control button followed by
corresponding block reset button (NKP).
Manual block emergency release following a track zone failure. The block-interval direction
can be released only with Station Button (NGA) as prefix control button followed by
corresponding emergency block release button (NTN). Manual emergency block release
control is a registered operation, control counter for Emergency Block Release operation is
increased for each emergency block release request sent.
Manual block operation control buttons are only available on LTC MMI. See reference document
[R.10] for detailed description of this function.

4.7.4 - ADDITIONAL WINDOWS
The following additional windows are available on traffic control workstations at OCC:
Alarms View window.
Maintenance View window.
4.7.4.1 - Alarms view window

This window displays the detail description and status of the alarms in a tabular form and offers
access to the alarm acknowledgement function.
Every alarm event will trigger the following effects:
Audible buzzer sounding to get user attention
Pressing a buzzer stop button will stop the buzzer that activated by all alarm for the
corresponding station or overview area, but the buzzer may be still sounded if there is a buzzer
that activated by an alarm for another station or overview area.
Visual indication and textual alarm display as a brief information to user
Textual alarm description recording
The visual indication on service panel will be flashing until the alarm acknowledged by user. The
textual alarm description is displayed on message box until another message overwrite it.
The alarm is shown in alarm view as flashing red when a new alarm occurs, steady red after alarm
acknowledged, and disappeared when alarm off. The alarm can be acknowledged by pressing
acknowledge button in alarm view after request technician to investigate and correct the problem.
For safety reason each alarm must be acknowledged individually. The historic alarms list can be
reviewed via event log archive.
4.7.4.2 - Maintenance view window

This window used to observe the detail status of of CTC data, CTC network, and CTC station
communication link for monitoring and maintenance purpose. Also used for CTC SIGView user
maintenance (create, alter, and delete a CTC SIGView user and password).



4.8 - TRAIN DESCRIBER SYSTEM
4.8.1 - GENERAL
The TD (Train Describer) system provides the operator with a real-time view of the location and
identity of the trains identified by numbers in the CTC area. The TD system is only available at
OCC.
Trains shall be identified on a TD box provided at every station platforms and all other berth track
zones for main signals and shall be displayed on all remote traffic control workstations.
Train numbers shall be stepped from TD box to TD box as the train is detected as moving along
the line indicating its position to the operator. The train number is stepped and displayed on the
next TD box leaving the current TD box when the train completely passed the related main signal.
Each train number consists of five (5) digit alphanumeric characters which are assigned
automatically based on the information available. If an optional TD gateway to adjacent CTC area
is available on the CTC area boundary, a train number is acquired from the TD system of adjacent
CTC via TD gateway, otherwise the time table is interrogated to match the newly arrived train with
an expected train number. If a successful match is obtained, the matched train number is assigned
and displayed in the TD box.
If the match is unsuccessful, a special unique number prefixed with the letter F (means false)
will be assigned and displayed in the TD box. The indices F0000 to F9999 are reserved for
unidentified trains.
The train dispatcher can manually modify existing train numbers in any of the TD box. For
example, to convert unknown train numbers to valid train numbers.
All train describer events shall be logged for use by the Traffic Reporting and Train Graph
application.
4.8.2 - TRAIN NUMBERING
4.8.2.1 - Localiser
The function which enables a train number to be stepped from one TD box to another is called as
the localiser. One localiser is allocated to entry and exit point of each TD box. Where various
starting point give access to the same section there shall be one localiser for each entry point. The
activation of the localiser is a dynamic event and is therefore always associated with the detection
of at least one change in state, such as occupation of a track zone.
4.8.2.2 - Automatic Train Numbering
The TD system shall be linked to a timetable database, which contains all scheduled trains on the
line.
When an entry point localiser is activated and the train number is unknown, the TD system shall
consult the time-table to establish whether a train is scheduled to arrive at this point at the time of
activation (plus or minus the time set parameter delta (t).
If a train is scheduled at this time, the TD system assigns that train number and display in the
original TD box. If no train is scheduled at that location the TD system creates an unknown number
as defined.
The numbers from F0000 to F9999 created automatically to track an unknown train shall be
allocated incrementally from F0000 to F9999 by the system. The TD system manages these
numbers in the same way as other numbers.
4.8.2.3 - Traffic punctuality
Traffic punctuality (Time difference) shall be displayed on the traffic workstations. When a localiser
is activated, and the train number corresponds to a train in the timetable, the TD system checks
the time difference between the actual time and the scheduled time. The difference is categoried
as late or earlier if the difference is greater than a preset threshold.


4.8.2.4 - Manual Train Numbering
The train dispatcher can, at any time intervenes in the train number in the TD box, including
change a train number allocated automatically as an unknown train to a normal format train
number.
By selecting the required TD box, the current train number can be deleted or replaced by other
train number. If this train number corresponds to a train planned in the timetable, it will be
monitored and displayed with the possible relevant punctuality (time difference). If not, its number
will step through the TD box link without any reference to the timetable.
4.8.2.5 - Train number stepping
The TD system shall automatically transfer numbers from one TD box to another as trains pass
from one berth track zone to another. The train number shall be transferred to the next TD box
when the route is set and the train completely passed the related main signal. The TD system is
kept informed of the movement of trains by indication data from the stations Interlocking.
Shunting route and train movement without route shall not affect for train number stepping
process. In these cases the train dispatcher shall enter the appropriate train number on completion
of the operation.
4.8.2.6 - Train number removal
When a localiser located at an exit point is activated, it shall delete the train number in the exit
point TD box when the train completely passed the last main signal.
4.8.3 - TIME TABLE APPLICATION
The Timetable application is used by the train dispatcher to manage the table representing the
days traffic. The TD system uses this table in order to search for the train numbers appearing on
the line and to calculate punctuality (time difference). The Timetable application shall be provided
on train dispatch workstation.
The timetable consists of a table, which specifies the trains scheduled time of arrival or departure
at all station platforms and block section on the line.
The tables shall be able to be created off line. At the start of service, or at any other time during
operation, the operator shall be able to select the table to be used for train description. Only one
table shall be able to be activated at any one time.
4.8.4 - TRAFFIC REPORTING APPLICATION
4.8.4.1 - Introduction
The Traffic Reporting application shall provide facilities to generate railway traffic reports for
management purpose. The Traffic Reporting application shall only be provided on train dispatch
workstation.
It takes the form of reports and data entry displays, which allow the train dispatcher to analyse the
performance of railway traffic in the CTC area.
It shall be able to produce hard copies of daily, weekly and monthly railway traffic reports.
In order to enable report generation, the train dispatcher shall enter fault codes, which can be used
to allocate the traffic delays to a particular category of fault i.e. locomotive failure, temporary speed
restrictions etc.
Five categories in a tabular format shall be available to enter fault codes and their descriptions.
4.8.4.2 - Data entry
To create a report certain error description fields shall be completed and this is done via a data
entry form. The Data Entry form shall have the space to enter fault codes and descriptions for trafic
delays.
The forms will show the selected train number followed by the station number and time
information as retrieved from the relevant TD data log, the Fault table file and the time table
schedule.


The TD data log files shall consist of train describer related information, which contains the arrival
and departure times per station of each train.
The Fault table file shall contain the fault codes and descriptions as defined and entered by railway
operator.
The Timetable schedule table contains the scheduled times for each train number, on a weekly
basis, that is scheduled to run in the controlled area.
The user shall be prompted to enter a fault code by making a selection from a list of possible faults
or the user may enter the description directly into the database fault description field.
Once the data has been entered the database field will be unable to be altered. The train
dispatcher shall be prompted once a day to run the Form programme called Fault Description
Entry.
4.8.4.3 - Reporting
The reports shall be able to be generated at the request of the train dispatcher. When the required
data already complete and a report has been generated, the result will be able to be viewed on the
screen, prior to being saved and printed. At any time later the train dispatcher shall be able to view
and print a previously saved report.
Reports will be generated in local language where provided by buyer, otherwise in English.
4.8.4.4 - Station reports.
The printout will consist of the station numbers across the top of the sheet with train numbers down
the side. For each station there will be an arrival, departure and station dwell time.
Inter-station running times shall be indicated as a number positioned between the station dwell
times.
If a timetable database has previously been generated, the expected arrival time shall be printed
above the actual times and the calculated punctuality (time difference) next to the scheduled time.
The report shall be of the following format:
Troin number Arrive DeIoy DweII time Report FouIt code FouIt description
Expoclod T2.00 0 4 T2.04
T2345
Acluul T2.08 -8 4 T2.T2

4.8.4.5 - Train reports
At the request of the train dispatcher, a report regarding a particular train number, which has
completed its journey, can be generated.
A train dispatcher may also request that a report be generated based on daily train journeys at a
particular station.
4.8.4.6 - Traffic delay reports
A number of delay reports shall be able to be run which shall allow the train dispatcher to produce
a report on a station basis or per train basis.
These reports shall only highlight late or early trains and the variance at each station.
It shall show expected and actual arrival and departure times (if the time table database is
available).
4.8.5 - TRAIN GRAPH APPLICATION
The Train Graph application presents the traffic information stored in traffic log database in a time -
distance diagram. The graph may be printed on demand by the train dispatcher. The graph shall
consist of a grid with the station names on the vertical axis and the time on the horizontal axis.
The Graph shall display:


Times passing the station for through trains.
Times for arrival and departure.
Type of trains.
Colours for early and late trains.


5 - SYSTEM DESIGN
5.1 - GENERAL
This chapter mainly defines the signalling design for Project Modernisation of Railway Signalling &
Telecommunication, Ha Noi Vinh Phase 2..
For telecommunication system architecture description please see reference documents
[R.4]to[R.7].

5.1.1 - ABBREVIATIONS AND TERMINOLOGY
1 CTC = Centralised Traffic Control:
The system used to control the signalling for a large section of the railway from a single
remote location.
2 CENTRAL CONTROL:
Signalling equipment control by CTC Operator from Traffic Control Center.
3 CIP = Central Indication Panel:
Stations track layout representation and signalling indications using LEDs, also called
Traffic Indication Panel or Mimic Indication Panel.
4 CONSOLE:
The computer system used to control or supervise the signalling by monitor (screen),
pointing device (mouse), and keyboard.
5 KVM Switch = Keyboard VDU Mouse Switch:
A switch used for switching the connection of a shared keyboard, monitor, and mouse
connected to two (2) or more computers.
6 LOCAL CONTROL:
Signalling equipment control by station operator from station control room using Local Traffic
Control system.
7 LTC = Local Traffic Control:
The system used to control the signalling for a station from station control room.
8 MMI = Man Machine Interface:
The system that enable an operator supervises and optionally controls a machine or an
equipment, also called Human Machine Interface (HMI) or Operator Interface (OI).
9 SIGVIEW:
A computer-based operator interface for train control or train supervision, one of Alstom
ICONIS Family.



5.2 - SIGNALLING SYSTEM ARCHITECTURE
The architecture of the signalling system is split in 4 distinct levels:

Level 0:
It is the operator level, based on one or more panel controllers connected through a
redundant communication network to the level 1. It composed of 2 sub-systems:
LTC (Local Traffic Control) System to monitor and control one station signalling
equipment,
CTC (Centralised Traffic Control) System to monitor and control the whole line stations
signalling equipment.
CTC and LTC are developed based on same Alstom ICONIS SIGView technology, providing
a full operational and technical compatibility.

Level 1:
The level 1 is the heart of the system. It is based on Alstom Smartlock SSI (Solid State
Interlocking) system to ensure the operation of the interlocking meets all required safety
conditions. Each SSI cubicle controls a pre-defined section of the signalling area. This
section represents, for each cubicle, a communication network (base on redundant optical
fibres) with TFMs (Trackside Functional Modules) which are the interface with the trackside
equipments.
Each SSI cubicle is also connected to a maintenance terminal to monitor the controls
applied by the operators, the changes of state in trackside message, the alarms, and to
apply operation controls to disable routes, signals, points, track zones.

Level 2:
This level is based on specialised trackside functional modules, which provide an interface
with signalling equipments generally such as:
Points via dedicated Universal Point Modules (UPM)
Signals and others via Universal Modules (UM) which can control and monitor any
individual equipment respectively by O/P (Output) and I/P (Input) with value 1
(energised) or value 0 (de-energised).

Level 3:
This level is composed of:
Electric Point machines to control and detect the position of the points,
Color light multi-aspects signals to control the entrances or exits to train routes,
Electric locks to prevent the operation of a hand operated points,
Trackside shunting control panel to enable shunting master monitor and operate
points subject to shunting authorisation,
Train Detection Systems with Axle counting zones to detect the occupation of
sections of the interlocking,



System Architecture Overview

PPM A PPM B
INT
MPM A
INT
MPM B
INT
MPM C

DIAG
MPM
ODLM A ODLM B
0ll08l 1f80k8l00 08l8
1000l08l
800M
ll0fl00kl
000l0l0
1fN
880k
ll00lfl08l 1f80k8l00 08l8
ODLM A ODLM B
l090l J
1f80k8l00
POWER
8Y8TEM
{ALARM}
0(800l
$l8ll0
1fN 880k
TRACK8DE
8HUNTNG CONTROL
PANEL {only for big &
medium stations}
WAY8DE 8GNALLNG EOUPMENT
PONT
MACHNE
AXLE
COUNTER
8GNAL
LEVEL
CRO88NG PLC
LEVER
PONT
BLOCK
8Y8TEM
TRACK8DE FUNCTONAL MODULE
l090l Z
l090l 0

EDLM A EDLM B
Technician
SSI
Technician Terminal
l090l 1
FEP B FEP A
Redondant TCP/IP Network
FEP
Server A
Ethernet Switch
CTC System
FEP
Server B
TD
Server
Log-Sim
Server
OP WS
#1 .. #3
OVD
Proc.
Supervisor
WS
LTC A LTC B
KVM Switch
Local Traffic Control
SSI IXL Station
Ethernet
Switch B
Ethernet
Switch A
Modbus TCP Protocol
over Ethernet

UNVER8AL
MODULE
UNVER8AL
PONT MODULE


5.2.1 - SIGVIEW CENTRAL TRAFFIC CONTROL SYSTEM
5.2.1.1 - General
A SIGView based CTC (Centralised Traffic Control) system will enable managing the traffic in the
CTC area, and also monitoring and controlling of signalling equipment in the station along the
controlled line section remotely from OCC (operational control center).
In order to perform its functions, the CTC system utilities two basic interface:
Man Machine Interface (MMI) with traffic control operator and train supervisor.
Traffic control MMI provided with ALSTOM SIGView, a computer-based HMI system
which enables traffic control operator monitoring the signalling equipment status as
indicated with symbols and sending controls by selecting appropriate buttons in a
predefined order with computer pointing device (and keyboard as additional).
Train describer MMI consists of several application that enables train supervisor
monitoring the location and identity of the trains as identified by train numbers and
visualised with train graph (time distance diagram), and also managing the schedule
and traffic reporting.
Communication Interface with interlocking at remotely controlled station, to enable data
transmission of indication messages from SSI interlocking to be displayed in SIGView
screen and control messages specified by traffic control operator to be processed by SSI
interlocking.

5.2.1.2 - SIGView CTC architecture

SIGView CTC Architecture

SIGView CTC system is composed from the following components:
Data Communication Networks, consists of:
WAN (Wide Area Network), provides an electronic non-vital telemetry system
connecting the OCC and all remotely controlled stations. As a typical master-slave
data transfer, the interlocking shall detect a change in the signalling equipment and
OCC / Operational Control Center
FEP
Server B
Traffic Control Sub System
FEP
Server A
Communication through backbone with
Local FEP at Station Interlocking
TD
Server
Operator
WS #2
Operator
WS #1
Operator
WS #3
Train Describer Sub System
Supervisor
WS
M1 M2 M3 M1 M2 M3 M1 M2 M3
OVD
Processor
M1 M2 M3
M
Maintenance Sub System
Printer
Log-Sim
Server
Ethernet Switch
Technician
Console
Possible Interface to
Other OCC System


hold this data until CTC as master unit polls for a change of state, the non-vital panel
processor as slave unit shall send the changes to CTC. Controls shall be issued as
required direct to the specified non-vital panel processor from CTC.
LAN (Local Area Network) at the OCC, connecting all CTC servers, workstations and
gateways / controllers. It distributes indication data received by FEP servers from SSI
interlocking to traffic control workstation, TD server, and panel controller. It also relays
controls data from any traffic control workstation to the FEP servers for sending to the
SSI interlocking systems.
Traffic Control System, for general traffic control purpose, consists of:
Traffic control workstations.
There will 3 traffic control workstations to allow the whole section to be controlled by
several operations staff at the same time with the section being split up into several
sectors. Each station is composed of 3 screens and 1 keyboard.
Traffic display panel.
It is composed of 1 Operational Video Display (OVD) with its processor. It displays the
status of the whole line section to the operators at the OCC.
2 Redundant FEP (Front End Processor) servers (A and B).
TD (Train Describer) System, consists of:
Train dispatch workstation, with 3 screens and 1 keyboard.
Train dispatch workstation provided as many as the number of train dispatcher and
utilised by train dispatcher for special TD management related purposes. Train
dispatch workstations facility includes:
Time table application.
Traffic reporting application.
Train graph (time distance diagram) application.
Additionally two shared printers, A4 size monochrome printer and A3 size colour
printer, are provided for hardcopy printing.
1 TD (Train Describer) server, which insures the supervision function
1 Data logging server, which insures Simulation and maintenance



5.2.2 - CTC/LTC/SSI COMMUNICATION SYSTEM
Communication system between SSI, CTC and LTC sub-systems is a dedicated TCP/IP Ethernet
network. For safety reason, other computer than ones of these 3 subsystem, should not be
plugged to this network. CTC/LTC/SSI Communication System is redundant to improve availability
and maintainability of the system.

The Data Transfer Description is achieved as follows :
At LTC level, all data transfer are accomplished via Front End Processor (FEP), FEP acts as
protocol converter from SSI interlocking protocol and SIGVIEW protocol.
FEP receives indications from SSI and sends control requests to SSI using BR1631
protocol. FEP send indications to LTC / CTC and received control requests from LTC / CTC
using Modbus TCP as Master.
LTC and SSI communicate using both channel A and B simultaneously for indications.
Channel is selected using KVM for control request.

Basic CTC/LTC/SSI Communication System Configuration

At CTC level, all data transfer are accomplished via Front End Processor (FEP) Server. The
CTC system provided with redundant FEP servers (A and B) and redundant CTC data link
(A and B) to stations for separate connection between each FEP server to SSI interlocking.
The status of the data link can be displayed on maintenance view window in the form of a
network drawing. The CTC architecture of SIGVIEW allows each station can select active
data link (A or B) independently.
During normal operation initially once a station is connected via CTC data link A to FEP
server A. When a CTC data link become active data link for a station, the station will
received all CTC controls only through this CTC data link from corresponding FEP server. If
the corresponding FEP server goes off line or the active data link is broken, then the
connection will switch to the standby CTC data link. There shall be no degradation in
operational parameters or performance.
FEP
Server A
Ethernet Switch
CTC System
FEP
Server B
TD
Server
Log-Sim
Server
OP WS
#1 .. #3
OVD
Proc.
Supervisor
WS
LTC A LTC B
KVM Switch
Traffic Control Desk
Remote Station #N
BR1631 Protocol over
Serial RS-422
SSI Interlocking
PPM1 PPM2
FEP A
Interlocking Cubicle
FEP B
Interlocking #N
LTC A LTC B
KVM Switch
SSI IXL Station
Ethernet
Switch B
Ethernet
Switch A
Modbus TCP Protocol
over Ethernet
LTC A LTC B
KVM Switch
SSI IXL Station
Ethernet
Switch B
Ethernet
Switch A
Modbus TCP Protocol
over Ethernet
Serial RS-422
SSI Interlocking
PPM1 PPM2
FEP A
FEP B
Interlocking #1
TCP/IP Data Network A
TCP/IP Data Network B
Redundant Communication System
LTC A LTC B
KVM Switch
Remote Station #1
Modbus TCP Protocol
over Ethernet
Modbus TCP Protocol
over Ethernet
FEP
Server A
Ethernet Switch
CTC System
FEP
Server B
TD
Server
Log-Sim
Server
OP WS
#1 .. #3
OVD
Proc.
Supervisor
WS
FEP
Server A
Ethernet Switch
CTC System
FEP
Server B
TD
Server
Log-Sim
Server
OP WS
#1 .. #3
OVD
Proc.
Supervisor
WS
LTC A LTC B
KVM Switch
Remote Station #N
LTC A LTC B
KVM Switch
LTC A LTC B
KVM Switch
Remote Station #N
Serial RS-422
SSI Interlocking
PPM1 PPM2
FEP A
FEP B
Interlocking #N
Serial RS-422
SSI Interlocking
PPM1 PPM2
FEP A
FEP B
Serial RS-422
SSI Interlocking
PPM1 PPM2
SSI Interlocking
PPM1 PPM2
FEP A
FEP B
Interlocking #N
LTC A LTC B
KVM Switch
SSI IXL Station
Ethernet
Switch B
Ethernet
Switch A
Modbus TCP Protocol
over Ethernet
LTC A LTC B
KVM Switch
SSI IXL Station
Ethernet
Switch B
Ethernet
Switch A
Modbus TCP Protocol
over Ethernet
LTC A LTC B
KVM Switch
SSI IXL Station
Ethernet
Switch B
Ethernet
Switch A
Modbus TCP Protocol
over Ethernet
LTC A LTC B
KVM Switch
SSI IXL Station
Ethernet
Switch B
Ethernet
Switch A
Modbus TCP Protocol
over Ethernet
Serial RS-422
SSI Interlocking
PPM1 PPM2
FEP A
FEP B
Interlocking #1
Serial RS-422
SSI Interlocking
PPM1 PPM2
FEP A
FEP B
Serial RS-422
SSI Interlocking
PPM1 PPM2
SSI Interlocking
PPM1 PPM2
FEP A
FEP B
Interlocking #1
TCP/IP Data Network A
TCP/IP Data Network B
Redundant Communication System
LTC A LTC B
KVM Switch
Remote Station #1
LTC A LTC B
KVM Switch
LTC A LTC B
KVM Switch
Remote Station #1
Modbus TCP Protocol
over Ethernet
Modbus TCP Protocol
over Ethernet


Changeover CTC data link from active to standby and back again can also be done
manually from the maintenance view window.

5.2.3 - SIGVIEW LOCAL TRAFFIC CONTROL SYSTEM
5.2.3.1 - General
The stations Local Traffic Control (LTC) system enables station operator monitoring and controling
all signalling equipment in the station to handle daily traffic. In order to perform its functions, the
LTC system utilises two basic interface:
Man Machine Interface (MMI) with station operator.
LTC is provided with Alstom ICONIS SIGView, a computer-based Man Machine interface
(MMI). With SIGView, the track layout is geographically represented on screen together with
other indication and control elements.
SIGView enables station operator monitoring the signalling equipment status as indicated
with symbols and sending controls by selecting appropriate buttons in a predefined order
with computer mouse (and keyboard as additional).
Communication Interface with interlocking system.
SIGView LTC connected to the Non Vital (Panel) Processor system, part of the SSI
interlocking system that is responsible for sending indications to LTC to be displayed in
screen and receiving LTC control specified by station operator.
5.2.3.2 - SIGView LTC architecture
The LTC is duplicated for reliability, consisting two redundant computer, each independently
connected to interlocking via a Front End Processor (FEP) and TCP/IP network.
At any time, both LTC Computers are able to receive and display indication but only one LTC
computer, called Active LTC computer, is able to sent control. This active or standby status is
manually selected by LTC technician.
For stable continuous operation, SIGView LTC shall run on special designed computer. LTC
Console consists the following hardware:
Two (2) CPU System Hardware.
One (1) high resolution 20 flat CRT Monitor, One (1) Keyboard, One (1) Trackball/pointing
device and One (1) KVM switch.



5.2.4 - SSI SYSTEM
5.2.4.1 - General
Interlocking system is provided with Alstom Smartlock SSI (Solid State Interlocking) System. The
SSI system consists of the following major sub-systems:
Interlocking Cubicle, including:
Interlocking Processor system,
Panel Processor system,
Diagnostic (Data Logging) Processor system,
Data Link Modules (DLMs),
Trackside Data Links (TDLs),
Trackside Functional Modules (TFMs),
Technicians Terminal (TT).
The hardware architecture specific to the Ha Noi Vinh project including Level 0 Level 1 Level
2 interconnections is shown on diagram at the following page.
5.2.4.2 - Interlocking Cubicle
5.2.4.2.1 General
The SSI interlocking system is modular in nature with a central Interlocking Cubicle located in the
Technical Room controling trackside signalling equipment over the TDLs.
Each of SSI interlocking shall have at least 10% if the maximum available TFM allocation left un-
allocated. The maximum number of modules that can be allocated to trackside network on any SSI
interlocking is 63 modules.
Each SSI interlocking can handle up to 256 main or subsidiary routes.
When a station requires more than maximum TFMs or maximum routes, additional SSI interlocking
can be provided. All SSI interlocking for a station is interconnected via IDL (Internal Data Link).
The IDL is capable of interconnecting a maximum of 30 SSI interlockings.
5.2.4.2.2 Modules Arrangement
SSI Interlocking Cubicle is of standard 19-inch free standing rack industrial type in steel, of
approximate dimensions 1800mm high x 600mm wide x 900mm deep. The Cubicle consists the
following modules:
Three (3) MPMs (Multi-Processor Modules) programmed to function as Interlocking
Processors, with its Memory Modules.
Two (2) PPMs (Panel Processor Modules) programmed as Panel Processor, with its
Memory Modules.
One (1) MPM (Multi-Processor Module) programmed to function as Diagnostic (Data
Logging) Processor, with its Memory Modules.
Two (2) ODLMs (Optical Data Link Modules) which communicate with TFMs via TDLs.
Modules are installed from the front, and blanking panels between them enclose the front
completely. At rear a lockable full-height door protects the module connectors, switches, and
indicator lamps.
MPMs and PPMs are in 19-inch outline with a height 3-U and fit into the cubicle directly. Each
MPM and PPM is fitted with a Memory Module containing software which plugs into its front panel,
with a flying ribbon cable and Dee connector.
A sub-rack is provided at the bottom to accommodate ODLMs.
The cubicle requires a power supply at 110V AC at 48 to 52Hz with voltage limits of 93 to 127V,
the nominal consumption being 375VA.


5.2.4.2.3 Interlocking Processor System
At the heart of the SSI interlocking, all safety functions are performed by the three (3) Interlocking
(I/L) MPMs (Multi Processor Modules), which are interconnected as two-out-of-three redundant
system. As well as ensuring safe operation, this arrangement provides fault tolerance for high
system availability.
The three I/L MPMs are identical, and run identical software. Each one checks itself both of the
others, comparing output states and dynamic memory contents in a continuous cycle. If a
divergence is detected, the faulty module can trigger itself to shutdown, or two healthy modules
can co-operate to trigger the third module to shutdown. The faulty module can be replaced and
brought on-line again without interrupting system operation.
Each MPM including I/L MPM has four (4) processors: one (1) Main Processor (MnP), one (1)
Internal Comms Processor (ICP) to communicate with Internal Data Link, and two (2) Trackside
Comms Processors (TCPs) to communicate with Trackside Data Link. The ICP requires program,
both TCPs require identical programs, while the MnP requires program and data software. The
program and data for MnP is held in a Memory Module.
The software for I/L MPMs communicates with:
The station operator via PPMs,
The trackside equipment (axle counters, points, signals, block interfaces, level crossings) of
standard types, by way of TFMs,
The technician, by way of the Technicians Terminal.
5.2.4.2.4 Panel Processor System
Two (2) PPMs (Panel Processor Modules) handle communications with the SIGView LTC (Local
Traffic Control) system, using serial links, via a communication gateway.
The PPMs are duplicated for high availability, both running continuously. Both of them receive all
inputs, and they alternate in sending messages to the vital (interlocking) processor. They also
carry out a continuous check on each others operation, so that in the event of one moudle failing,
the other can continue system operation without interruption.
Each PPM has single processor and requires single program and data software that is held in a
Memory Module.
5.2.4.2.5 Diagnostic (Data Logging) Processor System
The diagnostic and logging function of SSI interlocking is handled by one (1) Diagnostic (DIA)
MPMs (Multi Processor Modules).
This function includes:
Receives status information from the other modules in the Interlocking Cubicle and from the
TFMs via TDLs,
Monitors the traffic on the TDLs, detecting and reporting changes of state. It analyses faults
in the TDL system and locates them where possible, classifying them into individual fault
category.
Detects faults in the signalling equipment on the ground, including specifically signal filament
and lamp failures, point failures and point out of correspondence.
Associates the received information with the signalling functions in the particular installation,
and sends fault reports to the Technicians Terminal.
As MPM, the configuration of a DIA MPM, including the processors is same as an I/L MPM, the
difference is only in the Memory Module type.
5.2.4.2.6 Technicians Terminal
One (1) Technicians Terminal is provided for each interlocking or group interlocking if the station is
managed by several SSI Cubicles. Technicians Terminal is the device used by technicians to
monitor via screen display the health of the SSI interlocking to which it is connected and also to
allow the technicians to impose more restrictive conditions to the signalling, including:
Blocking of specified points, track zones, or signals,
Barring of specified routes,
Technicians Terminal in conjunction with the Diagnostic MPM provides fault annunciation and
diagnosis facility, and logging of system operation and faults. Technicians Terminal is equipped
with a printer to enable printing these list of the fault reports.
Technician Terminal is a Personal Computer with a single processor. Program is running under
Windows Xp Operating System.


Power supply is at nominal 240V AC. The power consumption is 400VA.
5.2.4.2.7 Data Link Modules
Two (2) Optical Data Link Modules (ODLMs) are provided for each Interlocking Cubicle. These
DLMs enable the I/L MPMs polls all the TFMs, sending a command message to each address in
turn and then waiting to receive a reply message from the module addressed.
The DLMs are used to provide signal conditioning and matching between the module and the TDL.
The DLM is a standard single module containing transmitter amplifier line driver circuits, with a
receiver amplifier and threshold circuit. The DLM has no processors and therefore requires neither
program nor data.
All DLM connections are made through a 50-way Trident connector.
ODLMs converts optical signal into electrical signal or vice versa. It is capable to drive up to 18 km
length optical cable. To cover long distance, it can be replaced by SODLMs (up to 40 km).
5.2.4.2.8 Trackside Data Links
The complete TDL system is duplicated for high system availability. If either of them fails, normal
system operation is maintained over the other one without any reduction in the level of safety.
Interlocking Cubicle ODLMs communicate with TFMs ODLMs via Trackside Data Links (TDLs) and
separate ODLM is being used for the each link.
TDL for used with ODLM is a fibre optic cable.
5.2.4.3 - SSI Interlocking Software
5.2.4.3.1 General
Each processor module (MPM and PPM) has a Memory Module containing software.
The software for the processor is data-driven. The fixed programme generates command
messages, interpreting the signalling controls for the interlocking area encoded in the geographical
data according to the image of the state of the railway held in memory and updated continually by
the reply messages received from the trackside.
Geographical Data in the processor configures the system for the particular application, defining
the signalling functions to be controlled and the interlocking conditions to be applied to them. The
source data consists of a series if statements forming what is in effect a programme written in a
special-purpose language, and it is interpreted by the interlocking functional programme.
The Design Workstation (DWS) is used for creating and modifying this data in the scheme design
office. The data verification and testing utilises a SIM (Simulator) MPM, as part of the DWS. As
MPM, the configuration of a SIM MPM, including the processors is same as an I/L MPM, the
difference is only in the Memory Module type.
The DWS is not provided in this project.


5.2.5 - I/O INTERFACE
5.2.5.1 - General
All vital inputs and outputs are interfaced via TFMs. Each TFM receives indications and to provide
controls to wayside signalling equipments, including axle counters, points, signals,. block
interfaces, and level crossings.
These vital functions are carried out by a dual processor system, known as A & B. Both processors
run the same programme, comparing output states and dynamic memory contents in a continuous
cycle. TFM is provided with shutdown mechanism as that in the I/L MPMs. Outputs are switched
under the control of the processors, and safety is assured by regular testing and checking by both
processors. If a fault is detected in the output circuits, the module disables its output interface.
The TFM receives in turn serial data (telegram) as command messages from I/L MPMs addressed
to it over a redundant TDLs via DLMs. In normal operation the module switches between the two
data links on a regular basis. If one link fails, the module continues to operate normally,
communicating over the other link alone. Based on the command message from I/L MPMs, the
TFM switches the corresponding power level outputs controlling conventional trackside signalling
equipment and then reply to the I/L MPMs giving the state of the trackside signalling and of the
health of the TFM itself and of the Data Links.
5.2.5.1.1 TFM Rack
TFMs are housed in a standardised sub rack arranged in mechanical frames located in Technical
Room. Electrical connections are made by DIN41612 connectors at the rear of the rack. The
module address and configuration are contained in a Configuration Unit which mounts in the same
rack as the DLMs (Optical DLMs or Electrical DLMs) associated with the TFMs.
The rack accommodates standard Europe modules of 6U height and 21F width (42F in the case of
the Point Module). The modules shall be of a mounted-in type with suitable connectors
The rack contains:
A communication node consisting in a pair of Data Link Modules,
A set of 1 to 6 TFMs,
A configuration unit consisting a set of 1 to 6 Configuration Boards proper to each TFM and
a set for each communication node,
Power supply for the TFMs,
Additonal materials, such as terminals, connectors, relays, and lightning / surge protections.
5.2.5.1.2 Data Link Modules
Each TFM Rack requires pairs of DLM to enable TFMs communicate with Interlocking Cubicle.
The first pair of DLMs used in TFM Racks shall be ODLMs same as in the Interlocking Cubicle. If
there is need of more than six (6) TFMs, the EDLM can be provided and connected to the ODLM.
Several pairs EDLMs can be used in cascade. Each pair DLM provides the link with up to six (6)
TFMs, or five (5) TFMs if cascaded to another DLM.
The DLM requires an isolated supply at 48V DC, with limits as for the Interlocking Cubicle. The
power consumption is 7VA.
ODLM can be replaced by SODLM as described in 5.2.4.2.7.
5.2.5.1.3 Universal Point Modules
Universal Point Module is a plug in module which provide I/O interface to clamp lock type point
machines. This Module enable the SSI control the point machines and get indications about point
position. It can control and detect up to 4 point machines.
The module has 4 inputs dedicated to the position detection of the points.
5.2.5.1.4 Universal Modules
Universal Module is a plug in module which provide I/O interface to accessories. This Module
enable the SSI control and get indications from block interfaces, level crossings, or other multi
purpose I/Os.
The module has a total of 8 general purpose outputs. The module has 8 independent inputs.
These inputs can be used to interface with relays and contacts. The input voltage is 24V DC for
Universal Module.
5.2.5.1.5 Relays


Relay shall be of a type specifically designed for railway signalling purpose and characterized as
suitable for use in safety circuits.
Thetype of relays used on the project is:
Q relays and D relays, as interface relay to wayside equipment to protect the interlocking
system against high transients.
5.2.6 - WAYSIDE EQUIPMENTS
5.2.6.1 - Train Detection System
Axle counter system shall be used for train detection system. The axle counters to be used on
project phase II are Frauscher ACS 2000 type axle counting system at station and for block
management both using Frauscher RSR180 type axle counting heads.
Frauscher ACS 2000 axle counting system is a fail-safe track vacancy detection that is designed
for interlockings and level crossings. ACS 2000 axle counting system also has additional feature
fail-safe data transmission system of track vacancy and block information.
Frauscher ACS 2000 axle counting system is of modular construction. Frauscher ACS 2000
comprises wayside equipments (RSR 180 axle counting heads and trackside connection box) and
indoor equipment (ACB axle counting board and IMC evaluation module with their rack and
accessories).
Frauscher ACB axle counting board can be connected up to 6 independent (and additional 6
dependent) axle counting heads with maximum 8191 axles per counting section. Frauscher ACB
can transmit the track vacancy detection via free potential safe relay
Frauscher RSR180 is claw mounted axle counting heads designed for 300mm 2000mm wheel
diameter and 0 360 km/h traversing speed with counting distance up to 10 km.
Frauscher ACB, and RSR 180 can be used for double usage in 2 counting sections.
The axle counting heads will be connected to an evaluation unit which will be interfaced to a TFM
Universal Module.
5.2.6.2 - Signals
Two different type of signal base shall be used:
The main signal shall be signal on mast type, except for siding starter signal.
The shunt signal and siding starter signal shall be dwarf type, except shunt Protection signal
on mast.
Three different type of signal lamp shall be used:
The signal main aspects shall be double filament 12V 25W/25W with automatic switch over
through a filament switchover relay. Lamp proving and filament failure indication is provided.
Signal main aspect has a dimming device for less intensity by night by reducing the output
voltage. A general control applies the Day / Night functionality for all signal main aspects of
the station.
The signal shunt aspects shall be double filament 12V 25W/25W but only the main filament
is connected. Filament failure indication is not provided. Lamp proving is provided
The call-on aspect shall be double filament 12V 25W/25W with automatic switch over
through a filament switchover relay. Lamp proving and filament failure indication is provided.
The signal will be interfaced to a TFM -Universal Module.
5.2.6.3 - Points
5.2.6.3.1 Point machines
The point machines shall be trailable in operation. The point machines to be used on this project
are L90 electro-hydraulic point machines.
The L90 type switch machines is particularly suited for the control of spring tongue switches
(without hinges) for rails weighing respectively up to 60 and 50 kg/m. The throwing force can be
adapted (by changing one spring) up to the maximum value of thrust delivered by L90. For
Vietnam specific application, the value of throwing force will be the result of the integration phase.
The sequence of different stages during a switch operation is as follows:
switch lock removal
simultaneous movement of the tongues
restoration of the switch lock.
Both versions can be operated manually as well as by means of a crank.


Normally these switch machines are trailable but can also be made non-trailable by installing an
additional device. The trailability feature ensures that normal conditions can be restored after a
trailing has occurred without any subsequent on-the-spot-intervention.
The sensing function is achieved by the tongue moving against the stock rail and detecting its
presence and configuration.
This avoids the possibility that, in case of a widening of the gauge caused by a stone being caught
between the tongue and the stock rail, it would appear as if the correct end position has been
reached.
The device ensures that during the sensing the tongue exerts a temporary force upon the stock rail
aimed at crushing any obstructions and so to avoid over stroke while ensuring electrical contact.
To avoid extreme stress when the tongue encounters an excessively hard obstruction a clutch
device disconnects the kinematic chain motor-approach rod and cuts off the power supply to the
motor.
Technical Characteristics are following:
Technical Data L90
Operating Time at 120 Vde 1.5 sec
Operating temperature -25C +70C
External stroke 149+153mm
Throwing Force >220daN
Trailing (in Trailable Version)
1) Stroke of the open tongue becoming
Unlocked 9/15mm
Thrust 300/400 daN
2)Stroke of the open tongue with switch
Lock release 40mm
Thrust 510/620 daN
Maximum absorbed power 530W
Operating Voltage 110/180Vdc
Absorbed current during switch operation 2.5/3.5A
Installation Rigid Connection
through angle irons fixed
to the stock rail
Dimensions 913x565x334mm
Weight 240kg

The point machines will be interfaced to a TFM Universal Point Module.
5.2.6.3.2 Lock and Detector for Existing Lever Points
The position of existing lever points which are part of the controlled area shall be detected by the
interlocking. This detection operated from a 24V DC supply from a TFM Universal Module.
Normally the lever point shall be locked and the lock release mechanism operated by shunting
authorisation control.
5.2.6.3.3 Trackside Shunting Control Panel
A Trackside shunting control panel shall be installed at trackside to enable shunting master control
the points associated to the authorisation and to monitor their positions. The control panel consists
the followings:
For each authorisation area:
A two position authorisation handover switch: ON (take-over) and OFF (restitute).
An authorisation status indicator: steady lit when authorisation given and then taken,


switched off when restituted.
For each point machines subject to shunting authorisation:
An individual point moving switch, three position: L (left), N (neutral), and R (right).
Left and Right point position indicators: steady lit for authorised point.
For each lever point subject to shunting authorisation:
Left and Right point position indicators: steady lit for authorised point.
For each point track zone of points subject to shunting authorisation:
Point track zone occupation indicator.
All controls and indicators are interfaced with TFM Universal Module.

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4.7.4.1 - Alarms view window

4.7.4.2 - Maintenance view window

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