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Module
Location Construction
Endorsement and Authorisation
For endorsement and authorisation, please refer
to NR/L3/SIG/11303

This document is the property of Network Rail. It shall not be reproduced in whole or part nor disclosed to a third
party without the written permission of Network Rail.
Copyright 2012 Network Rail.
Uncontrolled copy once printed from its electronic source.
Published and Issued by Network Rail, Kings Place, 90 York Way, London. N1 9AG.

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User information
This Network Rail standard may contain requirements that are colour-coded
according to the following RedAmberGreen classification.
Red Mandatory requirements

Requirements that will be complied with, and achieved under all circumstances.

Accountability for the efficacy of these requirements lies with the Professional
Head/Standard Owner.

These requirements are monitored for compliance.

Local non-compliances, discovered through engineering verification visits, will be


reported and monitored through the quarterly Engineering Verification Report.

Corrective actions will be enforced where local non-compliances remain open


beyond the agreed mitigation plan dates.

These are presented in a red box and with the word shall or a direct instruction.

Amber Conditional requirements

Requirements that will be complied with unless deviation has been approved.

Accountability for the efficacy of these requirements lies with the Professional
Head/ Standard Owner, or their nominated Delegated Authority.

These requirements are monitored for compliance.

Derogations may be permitted; which are to be approved by Standard Owner in


advance.

Derogations and Temporary Non-Compliances may be granted through the


existing Delegated Authority arrangements.

These are presented with an amber sidebar and with the word shall or a direct
instruction.

Green Guidance

Guidance based on good practice; representing supporting information, based on


good practice, to help achieve RED and AMBER requirements.

This guidance is not mandatory and is not monitored for compliance.

Alternative solutions may be used, which do not need to be formally approved.

Decisions made by a competent person to use alternative solutions should be


backed up by appropriate evidence/documentation.

This is presented with a dotted green sidebar and with the word should (usually
in notes).

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Issue record
Issue

Date

Comments

August 2000

1st issue

September 2010

Reformatted version of previous document


incorporating the text of the installation handbook.

March 2011

Updated to correct an error in figure 1

03/03/2012

Updated to correct an error in figure 1

Compliance
This Network Rail standard is mandatory and shall be complied with by Network Rail
and its contractors if applicable from 03/03/2012.
When this standard is implemented, it is permissible for all projects that have
formally completed GRIP Stage 3 (Option Selection) to continue to comply with the
issue of any relevant Network Rail standards current when GRIP Stage 3 was
completed and not to comply with requirements contained herein, unless stipulated
otherwise in the scope of this standard.
Disclaimer
In issuing this document for its stated purpose, Network Rail makes no warranties,
express or implied, that compliance with all or any documents it issues is sufficient
on its own to ensure safe systems of work or operation. Users are reminded of their
own duties under health and safety legislation.
Supply
Copies of documents are available electronically, within Network Rails organisation.
Hard copies of this document may be available to Network Rail people on request to
the relevant controlled publication distributor. Other organisations may obtain copies
of this document from IHS. Tel: 01344 328039.

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Contents
1 General Lineside Equipment Layout
2 Location Case - General Arrangement
3 Positioning Of Apparatus Cases
4 Method Of Erection
5 Standard Structure Gauge
6 Signal Structures on Lines of 100mph or Less
7 Signal Structures on Lines over 100mph
8 Cant and Curvature
9 Walkways
10 Cable Routes

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Figure 3 - Layout for Location Cases and Cable Route - Typical Arrangement (1)
Figure 5 - Layout for Location Cases and Cable Route - Typical Arrangement (3)
Figure 6 - Location Case - Typical Arrangement with Retaining Wall
Figure 7 - Location Case - Alternative Guardrail Arrangements
Figure 8 - Location Case - Typical Construction of Guardrail

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1 General Lineside Equipment Layout


Figure 1 shows a typical layout and standard clearances, for lineside equipment on
existing railways, and indicates how the concept of zones (see Module 1B05) relate
to the track. Figures 3, 4, and 5 show typical layout and positions for cable route and
location cases according to the overall space available by the track. (Clearances for
personal safety are specified in NR/SP/OHS/069.)
2 Location Case - General Arrangement
The feet of the interior framework bolt down onto a pre-cast concrete base buried in
the ground.
Base to drawing BRS-SC 31 is used for large cases. Bolting down will require four
each of the following items:

Bolt, M16 x 90.

Washer, steel spring type A, M16.

Washer, tapered, M16 x 5.

Washer, form C, M16.

Nut, M16.

Base to drawing BRS-SC 32 is used for small cases. The case is bolted down into
tapped holes in the base. This will require four each of the following items:

Bolt, M16 x 50.

Washer, steel spring type A, M16.

Filler blocks to drawing BRS-SC-31/3 are used to block off the sides and ends of the
bases that do not have access to cable troughs.
Land ties to drawing BRS-SC-33 may be fixed to the bottom of the base to give
greater stability at windy sites.
Locations may be erected with the inner frames having equipment already mounted
and pre-wired. Take great care that the equipment and wiring is not damaged in any
way during the erection process.
3 Positioning Of Apparatus Cases
An overview of the siting requirements for apparatus housings is given in
NR/GN/SIG/11821, including details of guard rails and platforms.
The preferred position is for locations to be mounted:

at right angles to the track.

so that a person viewing the front side (see below) is facing trains
approaching on the nearest line.

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at least 3.0 metres from the running rail to the face of the case. If this
clearance cannot be obtained, protecting guard rails will be necessary. Where
several cases need protection, the guard rail length should not normally
exceed 2 metres to avoid the rail inhibiting easy exit from the track. If longer
protection is required, rails should be staggered or gapped. Some examples
are given in Figure 4 but other arrangements are possible.

In areas of generally restricted clearances, the guard rail position and length should
be considered in relation to both the protection of persons working at the cases and
the need for someone leaving the track to be able to reach a position of safety.
Some situations with severely limited or variable clearance, or on bridges and
viaducts, or with irregular ground level will require special consideration and
treatment.
All location cases should be at least 2.5 metres from any structure which is bonded
to the traction return as a requirement of overhead line electrification. This is to
prevent someone being able to touch both the location case and the other structure
at the same time. Each may have its own earthing system and a dangerous potential
could exist between the two, creating a safety hazard if they were nearer. For the
same reason, wherever practicable in a.c. electrified areas, guard rails should be at
least 2 metres from the running line and from overhead line structures. If closer, an
insulated barrier should be provided.
If the location case has to be mounted parallel to the track, then it should be
mounted with the front side away from the track. The distance from track and guard
rail rules given above also apply here. See Figure 4.
The front of a location case is the side on which the face of equipment is mounted,
where relay operation or status indications may be observed, and where
adjustments, including gain settings, have to be made.
Extended clearances will be required on new railways and where line speeds exceed
125 mph. In these cases you will be advised accordingly.
4 Method Of Erection
a) Dig a suitable hole approximately 330mm deep. The final ground level should
be 100mm below the top of the troughs.
b) Assemble the bases and troughs. Level up.
c) Fill in the ground around the bases. Firm down and level.
d) Bolt on the case frames. Check that all the frames are level, vertical and
parallel.
e) Fit on all the outer cases and check that the doors fit correctly.
Erect any necessary guard rails. Typical arrangements are shown in Figures 4, 5,
and 7, with the method of construction given in Figure 8. Alternative fixing
arrangements, such as bolting down to pre-cast concrete or other base, may be
used if more suitable.

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The area round the location cases should be made level, and hardstanding provided
if the ground condition warrants it. Gravel or granite chippings are examples of a
suitable non-slip surface.
Platforms around the location (see NR/GN/SIG/11821) will be necessary if:
the ground is not stable.
it would be unsafe to work at (e.g. the ground falls away steeply).
Figure 6 shows an example of how a protective wall has been built round a location
case near banking.
5 Standard Structure Gauge
Signalling equipment shall be located so that it does not encroach on the standard
structure gauge limits shown in both Figures 1, except as permitted below. The
technician must consult the supervisor regarding any new equipment which would be
foul to gauge and report any existing equipment such as stay wires, balance levers
and ground signals which is foul to gauge. All guys or line wires permanently above
the track must be fixed at height not less than 6100mm above rail level. Temporary
wires or ropes over the track must not be lower than 5500mm above rail level or, if
less, no train must be allowed to pass until the wire or rope has been removed.
Supports for carrying temporary wires or ropes shall be fixed securely and, if
necessary, guyed.
6 Signal Structures on Lines of 100mph or Less
Where the maximum permitted speed is 100mph or less, the standard structure
gauge (Figure 1a and 1b) requires the following:
a) no part of any signal structure (post, SPT, ladder, hoops, platform, handrails, or
screening) below 4640mm above rail level shall normally encroach within 1624mm of
the running edge
b) where the above is not achievable, an absolute minimum distance of 1364mm
may be used in case of difficulty, such as where sighting is obstructed by OLE
masts, but only after agreement with the Gauging Engineer Team, Railway System
Engineering for that route.
c) any further reduction (e.g. to take advantage of the curvature of the vehicle gauge)
is subject to individual site assessment by the with the Gauging Engineer Team,
Railway System Engineering for that route.
A straight post shall not be installed between two lines unless there is a minimum
distance of 2728mm, plus the width of the widest part of the structure, between
running edges.
See section 8 or horizontal and vertical increases due to canted and curved track.
Signals must be installed so that they do not infringe the standard structure gauge
unless the sighting form indicates that specific authority has been given by the with
the Gauging Engineer Team, Railway System Engineering for that route.
When sighting signals, the appropriate signal structure drawings shall be consulted
to enable the width of the structure or the position of the signal post centre line to be
calculated. When positioning ground signals, the detailed lower sector structure
gauge in section 7 shall be used.

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7 Signal Structures on Lines over 100mph


Where the maximum permitted speed exceeds 100mph, but does not exceed
125mph, the standard structure gauge shall be the same as in section 6a, but with a
distance of 2480mm substituted for the normal 1624 mm..

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Figure 1 - Layout and Clearances for Lineside Equipment


where Line Speed does not exceed 125mph Running Lines, Stations,
Unobstructed & Cable Zones
All minimum structural dimensions shown are for straight level track
For additional clearances required for cant and curves, see section 8 and Figure 2
# Optimum position. Actual distance to be determined by Signal Sighting Committee
Any proposal for reduced clearance, shall by assessed and agreed by the with the
Gauging Engineer Team, Railway System Engineering for that route.

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8 Cant and Curvature


Additional allowance for cant and curvature shall be added to the structure gauge
dimensions, as given in Figure 2. The horizontal allowances (Tables 1 and 2) are to
be added to the required horizontal clearance measured from the appropriate
running edge.
The vertical allowance (Table 1) is to be added to the required vertical clearance
measured from the lower rail. All distances in this section shall be measured
vertically or horizontally, irrespective of the plane of the rails.

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TABLE 1: ALLOWANCE FOR CANT IN mm

TABLE 2: ALLOWANCES FOR OVERTHROW (End and


centre throws) OF ROLLING STOCK ON CURVES IN mm

CANT

HORIZONTAL
#

VERTICAL

RADIUS OF CURVE m

INCREASE FOR ALL


HORIZONTAL DISTANCES

100

257

10

33

22

200

128

20

65

43

300

85

30

97

64

400

64

40

129

86

500

51

50

161

107

750

34

60

193

128

1000

26

70

225

150

1500

17

80

257

171

2000

13

90

289

192

100

320

214

NOTES:

110

352

235

1. The figures from Table 1 and 2 need to be added

120

383

256

2. The lowest rail is taken as rail level

130

415

277

3. Table 2 has not been adjusted for Class 373 sets

140

446

299

4. Tables 1 & 2 are based on the 4640mm vertical

150

477

320

clearance and 1624mm horizontal clearance from

160

509

342

the running edge

170

540

363

180

571

385

# Added Only to Dimensions on Inside of Curve

190

602

406

(Dimensions on Outside of Curve Unaffected).

200

632

427

Figure 2 Additional Clearance Required for Cant and Curves


If you are unsure in undertaking these calculations then go and speak with your with
the Gauging Engineer Team, Railway System Engineering for that route.

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9 Walkways
The requirements for walkways given in NR/SP/OHS/069 are illustrated in Figure 1.
This shall be increased to 2406mm adjacent to an unboarded conductor rail, or
2100mm where the maximum permitted speed exceeds 100mph.
NOTE The 2100mm still applies where speed exceeds 125mph even though staff access is
prohibited, since traffic can be temporarily restricted to allowaccess. See section 8 for horizontal
increases on the above figures due to canted and curved track. The width of the walkway is to be
700mm.

10 Cable Routes
The requirements are illustrated in Figure 1. The normal minimum distance of a
cable route is 2000mm from the running edge, passing on the trackside of apparatus
cases, signals, overhead line masts and other obstructions. However, a reduced
clearance of 1250mm from the running edge is permitted in case of difficulty. (If this
is not achievable, the supervisor should be consulted.) Where necessary, a distance
of 2600mm from the running edge shall be provided to minimise interference in
signalling and telecoms cables. No increases on the above figures are required due
to canted and curved track. Where necessary, the cable route may be positioned
beneath the walkway, provided the lids are flush with the surface.
A troughing route shall not be installed between two lines unless there is a minimum
distance of 4100mm between running edges.

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Figure 3 - Layout for Location Cases and Cable Route Typical Arrangement (1)

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Figure 4 Layout for Location Cases and Cable Route Typical Arrangement (2)

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Figure 5 - Layout for Location Cases and Cable Route Typical Arrangement (3)

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NOTE The location identification in this example is not in the preferred position.

Figure 6 - Location Case - Typical Arrangement with Retaining Wall

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TYPICAL GUARD RAIL ARRANGEMENT WHEN THERE IS LESS THAN 3 METRES TO THE
RUNNING RAIL (Cases at right angles to the track - preferred)

Location Cases

0.5m

Guard Rail

0.5m

0.5m

0.5m

0.5m
0.5m

Less
than
3m

0.25m

Not to scale

2m

2m
Less
than
3m
Guard Rail

0.5m
0.5m

0.5m

Location Cases

TYPICAL GUARD RAIL ARRANGEMENT WHEN THERE IS LESS THAN 3 METRES TO THE
RUNNING RAIL (CasesNEAREST
parallel to the track - non preferred)

Figure 7 - Location Case - Alternative Guardrail Arrangements

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GUARD RAIL

1100mm

500mm
Ground Level

600mm

Guard Rails
set in concrete

1000mm
2000mm

GUARD RAIL FITTINGS - `KEE CLAMP'


T BRACKET

Type 25-6

3 off

ELBOW

Type 15-6

2 off

CRUCIFORM BRACKET

Type 26-6

1 off

TUBING DETAILS TO BS 1387


25 mm 1/D

Heavy Gauge

4.05 mm thick

TOP

1965 mm Long

1 off

CENTRE

965 mm Long

2 off

VERTICAL

1680 mm Long

3 off

ALL ITEMS TO BE GALVANISED

Figure 8 - Location Case - Typical Construction of Guardrail

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