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: BEC-QMS-OP- SIG-1000
DATE: 24/07/2018
REVISION: 0
METHOD OF STATEMENT OF
TRACK ATO-SYSTEM
EQUIPMENT
PREPARED
BY:
REVIEWED
BY:
REVIEWED
BY:
APPROVED
BY
Note: No part of this publication may be reproduced, stored
LRT LINE 2 EAST
in a retrieval system, or transmitted, in any form or by any
(MASINAG) EXTENSION
means, electronic, mechanical, photocopying, recording, or
PROJECT
otherwise, without the written permission of REC.
Sheet No. : 1 of 16
Doc No.: BEC-QMS-OP- SIG-1000
DATE: 24/07/2018
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TABLE OF CONTENTS
1 INTRODUCTION
1.1 Objective 3
1.4 Abbreviation 4
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Doc No.: BEC-QMS-OP- SIG-1000
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1. INTRODUCTION
1.1. OBJECTIVE
This Installation Procedure Siemens Track ATO System Equipment provides, as a regulation, a
summary description of the activities for installation of the track ATO Loop for or this reason,
the installation instructions are accompanied by a drawing which provides a fast, efficient
means of establishing the final installation which is required in each case.
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Doc No.: BEC-QMS-OP- SIG-1000
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1.4. Abbreviation
ABBREVIATION MEANING
ATO Automatic Train Operation
ATP Automatic Train Protection
N/A Not Applicable
TC Track Circuits
EMT1 Entry Marker, Track 1.
XMT1 Exit Marker, Track 1.
EMT2 Entry Marker, Track 2.
XMT2 Exit marker, Track 2.
COM. Quad Core cable for communications
LCU Line Connection Unit
LFU Loop Feed Unit
EVCE Enhance Vital Communication Equipment
EVSE Enhance Vital Slave Equipment
CON1 Connector 1
CTC Control Traffic Center
DIP Digital Input
DOP Digital Output
In order to correctly carry out the installation work, the site personnel must have all necessary
tools available.
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Doc No.: BEC-QMS-OP- SIG-1000
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3.1.1 Pre-installation site survey Prior to any installation work on site, the equipment
installation position will be marked on the dedicated location using a yellow or white
marking pen according to the chainages given by the approved Design Plan drawing. The
ATO markers installation positions (chainages) on the Design Plan will be used as guidance
only as the exact installation position is subjected to actual site conditions.
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Doc No.: BEC-QMS-OP- SIG-1000
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Two markers are located on each track. The entry marker is positioned 70 metres before the
stopping point. The exit marker is positioned 90 metres after the stopping point. The reference
for the marker distance is taken with respect to the route cross made in the loop.
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Doc No.: BEC-QMS-OP- SIG-1000
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The thick arrows indicate the direction of train movement on each of the tracks.
The installation will be the same for all stations. Only in a situation where the marker position
interferes with the installation of tuning units, short-circuit loops, points, points machines or
other components which are installed on the track will it be necessary to move it so that it is free
of these obstacles. It might also occur, that due to points operation and layout requirements
along the track that the exit markers for certain stations have to be located at a distance greater
than 90 metres from the stopping point in order not to interfere with the points positioned at the
station exit and so that the train is able to capture the marker from any of the platforms. Under
these circumstances, the marker is to be located within the track circuit after the points, as close
as possible to the stopping point, but maintaining a minimum five metres separation from the
tuning unit to the end of the loop
The loop is to be installed between the rails and fixed to the interior face of the outer rail and to
the track, as shown in the following diagram. Special staples are used to fix the loop to the rail.
Clamps are used to fix it to each of the plinths. Double clamps may be used for the route cross
zone. The start, end and loop route cross must coincide with a plinth in order to correctly fix the
loop in place.
The markers are not to be positioned in the termination zones, in other words, between the
tuning unit and the short-circuit loops.
The loop ends of a marker must be separated by at least five metres from the tuning units. The
stopping points should not be established within the parking track circuit body, this means not
within the space between the tuning unit and the short-circuit loop. The construction of the loop
to the L.F.U. is always to be made from one end, just as shown in the diagram. Loop dimensions
are as follows:
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Doc No.: BEC-QMS-OP- SIG-1000
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Over a smooth bed, the loop should be constructed with the maximum dimensions. If this is not
possible because of track obstacles, loop must be constructed between the indicated tolerances.
The route cross is to be made as shown in the diagram. A single cross should be made at one
end, and the wires are then taken parallel until they separate in order to continue with each of
the loops.
The L.F.U. will be mounted onto the face closest to the marker, at a distance of 0.5 to 1 metre
from them to the ground. In those cases in which this set-up is not possible, it will be attached
to the ground, next to the track, at a distance of always less than 3 metres from the place where
the loop exits.
The quad from the LFU to the cabinet will be connected directly to the ATO equipment in the
interlocking room without passing through any trackside disconnection box. For this design
will be used the same canalization between the two tracks than for the rest of the cables. The
quad cable must be fixed to the viaduct in the same way that the loop cable. The quad is an
armoured cable (already protected) and the tracks are ballast-less (therefore no tamping
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Doc No.: BEC-QMS-OP- SIG-1000
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2 1
Whitout terminal, rigid
4 3
cable. A a round shape
6 5
must be done.
8 7
10 9
12 11
Earth connection
From
cabinet Spare
heatshrink
As a general rule, 4 markers will be installed at each of the stations on the line (2 entrance
markers and 2 exit markers; the markers on each track display the same message). Special care
must be taken when passing the cable through the LFU connectors. The interior minimum rings
should be removed from the compression glands so that after tightening the nuts the
compartment is leak-tight and will not allow water or dust to enter. In the case of MMRLT2, the
LFU is to be mounted on the plinth, taking train clearance into account. For the same reason, the
cover screws have to be correctly adjusted.
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The loop cable may be stripped in concentric layers so that a smaller diameter sheath passes
through the compression gland. The following diagram shows the assembly sequence for these
components: In the case of connecting the four-wire cable from the cabinet to the LFU, where
the cable sheath cannot be stripped in several layers, further layers are to be removed from the
compression gland until the cable fits and can be inserted into the box.
3.2 Installation of ATO Cabinet
The ATO rack is installed in a cabinet, which, in addition to the actual ATO equipment itself,
also holds the LCU (Line Connection Unit) and the power supply (50 Vdc) if the equipment is
an EVS. The rack is supplied already wired and on site it is only necessary to connect the 220
Vac and 50 Vdc power supplies (in the case of an EVCE), the marker connections and those for
communications with the other equipment. These connections are made via a block with
terminals grouped five by five, together with a marker that identifies each block. In addition,
when dealing with an EVCE, it will be necessary to connect a communications cable with the
Westrace. This cable is used to receive variable information from the CTC. Connecting this cable
is very easy. The ATO equipment end is connected by means of a 75-pin female connector
(CON 1) and the Westrace end is connected via two connectors identified as DIP and DOP in
the slots specified on the station wiring drawings.
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This section contains general safety information which is of fundamental importance. Specific
safety information is given in context in the relevant sections.
Before, during and after working on the track, site safety is a main priority. The installation of
Siemens Track ATO System shall be in accordance with the approved railway safety plan or
railway safety instruction.
The personnel shall be wearing safety clothing, safety shoes and also a safety helmet if working
close to machinery. Access to the site shall be in accordance to the valid railway safety plan
and the safety instructions. During installation work, there will be situations where work has
to be performed in surface level, during this work working positions should be carefully
considered, use of kneepads or a low stool to this part of the work is recommended.
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Doc No.: BEC-QMS-OP- SIG-1000
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Where hazards to personnel and equipment cannot be excluded, these are indicated by means
of pictograms, which are explained below. Meaning of the symbols and pictograms used in this
manual:
DANGER
Death or serious injury will occur if you do not take the precautions described.
WARNING
Death or serious injury may occur if you do not take the precautions described
This section of the Method Statement outlines the contingency plan and emergency procedure
for the installation works described in this document.
In case an incident occurred, the on-site person in charge shall follow the step as below:
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Doc No.: BEC-QMS-OP- SIG-1000
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STEPS PROCEDURE
1 Stop the installation work.
2 Make sure the current installing work is with no potential risk on falling.
3 Make sure all workers are safe and with no potential risks to others.
In case the incident seems major or human life involved, on-site person in charge shall
4 report to station controller / yard master / OCC and Duty Engineer (when
appropriate) immediately.
Investigate the situation of problem and report to Siemens according to the priority of
5
SIEMENS – Site Emergency Response Team Contact List immediately.
Installation Engineer and Deputy Emergency Coordinator shall report to Siemens
6
Project Manager or Safety Manager for further instructions.
Siemens Project Manager and Safety Manager shall responsible for first screening of
7 the incident and follow the procedures of crisis management which stated in the latest
revision of “Crisis Management Plan”.
Siemens Installation Engineer shall discuss with LRTA Line 2 representative to
8 propose the remedial or contingency actions. With the consent is granted, take the
remedial or contingency actions.
After take the remedial or contingency actions, the Safety Manager should assess the
9
environment again.
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