BS EN 62290-2 pdf free download

BS EN 62290-2-2014 pdf free download.Railway applications – Urban guided transport management and command/control systems Part 2: Functional requirements specification.
management and supervision level to enable adjustment of the planning process for operational needs.
Operations management and supervision include all measures which are necessary to ensure operations in normal, perturbed and failure situations.
The functions to be realised on this level are described in Clause 6
4.2 Basic operational principles
UGTMS can be applied to a wide range of urban guided transport systems and the specific UGTMS operational requirements for a given application will depend on the required grade of automation. The following basic operational principles will however apply for all UGTMS applications.
UGTMS will have precise knowledge of the limits of UGTMS territory which can include both mainline and yard tracks.
UGTMS will include the capability to perform verification checks of the UGTMS onboard equipment prior to entering UGTMS territory. The checks should be performed sufficiently in advance of entry into UGTMS territory to verify the proper operation of the UGTMS onboard equipment, including any UGTMS wayside equipment dependencies.
Under normal circumstances. it should not be necessary for a train to come to a stop when entering or exiting UGTMS territory, unless required for other safety or operational reasons.
UGTMS-equipped trains can include passenger trains, non-passenger trains and maintenance trains and different functional requirements may apply to the different types of train. For example, non-passenger trains and maintenance trains will normally not be required to stop at passenger stations on the mainline.
UGTMS-equipped trains will be capable of operating in various driving modes, depending on the grade of automation and on the operational status of the UGTMS onboard and/or wayside equipment.
UGTMS will ensure a safe route. safe train separation, and the safe speed of all UGTMSequipped trains operating in UGTMS territory. Trains can be operated manually by a train driver, or automatically by UGTMS depending on the grade of automation. When operating automatically, some functions (such as door operation) may continue to be the responsibility of the train staff.
Trains not equipped with UGTMS onboard equipment, and/or trains with inoperative UGTMS onboard equipment, that are operating in UGTMS territory will operate under the protection of either a separate fall-back wayside signal system or operating procedures, or a combination of both, as specified by the transport authority. (See also 4.6 below).
Commands from staff shall be provided via the interface with the operations control HMI.
Systems are run either with or without a timetable, for example by using headway regulation only.
4.3 Principles to ensure safe route
The operational purpose of setting routes is to allow trains to travel to different destinations in the network.
UGTMS permits trains to be manually or automatically routed between any defined origin and destination in accordance with the train service requirements for the line, predefined routing rules, and any UGTMS user-directed service strategy. Where applicable to the specific track configuration, automatic routing will support the proper merging and diverging of trains at junctions, the turnback of trains, the movement of trains from/to yards and train storage areas, and the rerouting of trains in response to service disruptions and/or planned outages.
UGTMS will ensure a safe route for all UGTMS trains in all grades of automation.
To prevent train collisions and derailments, train movement will not be authorized until the route is set and locked. The route will be locked prior to the train entering the route and route locking will be maintained while the train is within the route. Routes will be released by manual commands or by movement of trains.
Ensuring a safe route is either a UGTMS function or an external function, in the latter case appropriate interface shall be provided.
4.4 PrInciples to ensure safe separation of trains
The required design and operating headways for the line will be as specified by the transport authority. The design headway for a line involves many factors that are outside of UGTMS (e.g. track alignment, gradients, track speed limits, train acceleration and braking rates. station dwell times, terminal track configurations, driver reaction times, etc.). These factors shall be specified by the transport authority. UGTMS factors contributing to achievable headways include accuracy of train location and train speed determination, resolution of movement authority limits for a given train, frequency at which location reports and movement authorities are updated, data communication delays, and UGTMS equipment reaction times for both UGTMS wayside and UGTMS onboard equipment.
UGTMS will provide safe train separation assurance in all grades of automation based on the principle of an instantaneous stop of a preceding train. Safe train separation may be achieved using either fixed block or moving block principles.
To ensure safe train separation, UGTMS establishes an absolute movement authority limit for each train based on the determined location of the train ahead. This absolute movement authority limit represents the limit of movement protection for a following train, with appropriate consideration of the location margin inaccuracy of the preceding train (including any rollback tolerance).
4.5 Principles to ensure safe speed
UGTMS will provide overspeed protection in all grades of automation to ensure that the train’s actual speed will not exceed its safe speed. The safe speed will be derived with consideration of both permanent and temporary speed limits within the train’s movement authority as well as any permanent or temporary speed restrictions applicable to the train.
UGTMS ensures that a train does not travel beyond the train protection profile by supervising train movement along the authorized route to a defined target point (see Figure 3). The distance between the target point and movement authority limit is a variable safety distance, as determined by the safe braking model, to ensure that the limit of movement protection will not be exceeded. The safe braking model includes consideration of factors such as location margin inaccuracy of following train, train length, allowable overspeed permitted by the UGTMS system, maximum speed measurement error, UGTMS reaction times and latencies, maximum train acceleration rate possible at the time an overspeed condition is detected by UGTMS, worst-case reaction times to disable the propulsion system and apply the emergency brakes following detection of an overspeed condition, and emergency brake rate, etc.BS-EN-62290-2 pdf download.