Key Train Requirements
Key Train Requirements
Prepared by David Polhill
ATOC Senior Rolling Stock Engineer - Interfaces
On behalf of V/V SIC KTR Sub-group
AMENDMENT RECORD
KTR Issue
One
Two
Three
Dated
January
2011
February
2013
September
2014
Notes
First Issue
Updated issue incorporating industry feedback following publication of Issue One
Addition of Operational aspects, new suggestions and comments.
Title changed from Key Technical Requirements for Rolling Stock to Key Train Requirements
Note: Vertical lines to the right of text and titles indicate changes and additions from the previous version.
Have you got some suggestions for new requirements?
Send your idea and your details by email to david.polhill@atoc.org
Key Train Requirements – Issue 3 – September 2014 Page 1
Contents
Key Train Requirements – Issue 3 – September 2014 Page 2
Key Train Requirements – Issue 3 – September 2014 Page 3
Key Train Requirements – Issue 3 – September 2014 Page 4
Introduction to Key Train Requirements (KTR)
This document is intended to assist rolling stock procurers by capturing experience that has emerged from historic rolling stock projects and highlighting areas where new developments are taking place that will potentially need to be considered when requirements are being specified.
In addition to procurement of new rolling stock, some of these train requirements are equally applicable to vehicle refurbishment or continued service operation (life extension) projects. Clearly the KTRs of relevance will be considerably reduced in these cases.
It is recommended that this document should be used to complement a high level business specification which defines the nature of the service to be provided (e.g. route capacity and journey times) whilst leaving some flexibility for future redeployment. It must therefore be stressed that each individual project will need to consider carefully the applicability of each of these KTRs and their impact on whole system, whole life costs in order to identify solutions that represent best value for money to the industry. It is also important that a change control process is put in place.
This document is sub-divided into five sections of key requirements for rolling stock as follows:
Section 1: Key Requirements - Technical
Section 2: Key Requirements - Performance
Section 3: Key Requirements - Passenger Facing
Section 4: Key Requirements - Operational
Section 5: Key Requirements - Communications and Diagnostics
Note that all hyperlinks to RSSB research projects have been changed to reflect the new RSSB website. In some cases a login to RSSB’s SPARK may be required in order to see the information.
Contact RSSB at http://www.sparkrail.org/authentication/pages/register-info.aspx
for more details.
Background to KTR
In 2009 the Technical Strategy Advisory Group (TSAG) remitted the Vehicle/Vehicle System Interface
Committee (V/V SIC) to develop guidance on key technical requirements for new trains. These requirements represented best practice that experience has demonstrated not to be adequately covered by mandatory standards. The initial version of the document (KTR v1) was published in
January 2011, with a second version in February 2013.
This updated document now called Key Train Requirements (KTR v3) is now issued under the auspices of the Technical Strategy Leadership Group (TSLG). It now includes an expanded coverage of operational aspects.
In KTR v2, an appendix A ( Items Intentionally Excluded from KTR ) was added. This appendix has been updated for v3.
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1.
Key Requirements - Technical
1.1 Vehicle Weight
1.1.1 Targets that optimise the weight of rolling stock to deliver lowest whole life cost to the
“railway system” should be specified. Weight reduction through intelligent / innovative design is clearly beneficial, but this should not be pursued as an end in itself.
Note: It is recommended that the outputs of Railway Safety and Standards Board (RSSB)
Project “T712: Research into Trains with Lower Mass in Britain” are used to inform any decisions as to the target weight for new builds of rolling stock - details of this project can be found at: http://www.rssb.co.uk/library/research-development-and-innovation/research-brieft712.pdf
1.2 Track/Train Interface
1.2.1 Rolling stock should be specified so that the vehicle / track interface is optimised using an industry recognised whole life, whole system vehicle / track interaction model e.g. the RSSB
Vehicle/Track Interaction Strategic Model (VTISM) - details of this project can be found at http://www.rssb.co.uk/library/research-development-and-innovation/research-brieft353.pdf
1.2.2 The specification of active suspensions (mechatronics) should be considered subject to an assessment of the maturity of the technology and the robustness of the supporting business case.
Note: It is recommended that the work being led by V/T SIC on behalf of the Technology
Strategy Leadership Group (TSLG) is used to inform any decisions as to the appropriateness of mechatronics.
1.3 Couplers
1.3.1 There is currently no agreed standard coupler configuration for UK passenger rolling stock and this creates a barrier to the interworking of vehicles supplied by different manufacturers.
Note: In order to address this issue, RSSB Project “ T1003: Standardisation of Coupling
Arrangements” reported in April 2014 that there is a business case for mechanical and full electrical compatibility in couplers. The project will continue creating specifications for both cases.
1.3.2
The ability for interworking with subsets of existing designs of rolling stock should be specified - recognising the aspirations for the long term use of the vehicles.
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1.3.3 To facilitate interworking and stock cascade, specifications for rolling stock couplers should be as follows:
High Speed Trains: compatibility with coupler type “Scharfenberg Type 10”
Electrical Multiple Units: compatibility with coupler type “Dellner 12”
Diesel Multiple Units: compatibility with coupler type “BSI compact” or “Dellner 12”
1.3.4 To facilitate rescue of stranded trains an “emergency - limited functionality” mode of operation should be considered. As a minimum this would provide:
Emergency brake
Full service brake application
Traction Control
Door Control and Interlock
Crew to Crew Communication
Public Address
Passenger Communication Emergency Alarm
1.3.5 Design features to ensure that couplers continue to function reliably in difficult environmental conditions (e.g. snow and ice; dead flies or other contamination) should be considered taking into account the anticipated frequency of coupling operations. Design features that may be appropriate include:
1.3.5.1 Protection of the coupler when not in use.
1.3.5.2 Automatic heating of the electrical head to prevent the build up of ice.
1.3.5.3
Protection of the pneumatic and electrical connections by a tight cover when not coupled.
1.3.5.4
Features to ensure that the coupler pocket remains free from the build up of snow and ice.
Note: It is recommended that the outputs of RSSB Project “T958: Ensuring
Automatic Coupler Reliability During Ice and Snow” are used to inform any decisions with respect to the design of new builds of rolling stock - details of this project can be found at: http://www.rssb.co.uk/library/research-development-and-innovation/researchbrief-t958.pdf
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1.4 Braking Systems
1.4.1 Designs of dynamic braking systems should optimise the system cost, weight and energy recovery.
1.4.2 For rolling stock with electric traction the ability to brake regeneratively should be provided.
1.4.3 The ability of trains to provide predictable braking performance under all conditions has been recognised as a significant factor in enabling reductions in headways and hence maximising route capacity. It is recommended that, where new trains are intended for operation on routes where capacity is a critical factor, the potential for using such braking systems (e.g. track brakes) should be explored with the infrastructure manager and the train manufacturers.
1.4.4 Brake blending should give a barely discernible change between traction and friction braking in order to give a comfortable ride. A maximum jerk rate of 0.5m/s
3
is recommended, but a facility should be provided to adjust this to suit operational needs.
1.4.5 Subject to achieving compliance with mandatory standards to ensure sufficient braking capacity under all circumstances, consideration should be given to leaving an axle(s) unbraked to deliver unambiguous speed signals, this reduces wheelset damage, gives a consistent and reliable speed signal, and conditions the rail for following, more heavily braked axles.
1.5 Sanding Systems
1.5.1 The monitoring of sand levels in the vehicle sand box should be considered.
1.5.2 Additional functionality should be considered to provide an indication to the driver in the event of an empty sand box.
1.5.3 Additional functionality should be considered to provide an indication to the maintenance staff of the level of sand in the box.
1.5.4 Consideration should be given to providing an indication to the driver when sand levels are low such that manual sanding for traction should be avoided so that there is sufficient sand available for braking.
1.5.5 Long term water tightness of sand hoppers and filling orifice covers should be considered.
1.5.6 Sanding nozzles can often become blocked and consideration should be given to fitting heated nozzles.
1.5.7 On the depot, human factors such as accessibility, height/size/shape of filling orifice etc should be considered when designing and locating sand hoppers.
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Note: T797: “Performance and installation criteria for sanding systems” has produced guidance for best practice for sanders (retrofit or new build) – currently some clauses that it recommends require the granting of deviations to Railway Group Standard
(RGS) compliance, but this should be resolved when GM/RT2461 is next revised. In the meantime, it is recommended that the following design features should be considered:
Sanding at multiple locations, rather than just axle no 3, so long as there are sufficient axles after the last sanding location to clear any residual sand from the rail head – this applies to both single, fixed formation units and units in multiple formation
Fixed rate sanders should be designed to deliver as near as possible to the
maximum deposition rated permitted by the RGS, but not exceed it.
Fitment of speed dependent variable rate sanders.
(A suggested delivery rate of 7.5 grams/metre per axle, whilst moving, and never exceeding 2kg/min per axle when static).
1.6 Consumable Tank Capacities and Servicing Requirements
1.6.1 Proposed rolling stock duty cycles need to inform the provided capacities of fuel tanks; toilet water tanks; toilet Controlled Emission Toilet (CET) tanks; windscreen washer tanks and sand hoppers. Such “consumables” capacities should be designed for operational compatibility.
This means that sufficient capacity should be provided for all such systems to avoid the need for ad-hoc intermediate replenishment between planned visits to depots or servicing points.
Whilst providing larger water and waste tanks for toilets clearly utilises valuable space and increases vehicle weight, recent experience of new trains procurement is that underestimating tank capacities leads to problems in service. (See section 3.10 for further requirements related to toilet provision).
1.6.2 Consumables that, if low, would prevent normal operation of the train (e.g. fuel, washer fluid etc) should be flagged to the driver. These together with items such as toilet tanks that are not service critical should send a message to the control room so that action can be taken to mitigate the effect of the low consumable.
1.6.3 Such consumables should be easy to replenish / discharge without the need to position the rolling stock over a depot pitted road and it should be possible to completely replenish such systems from either side of the vehicle.
1.6.4 It should be possible to connect shore supplies and replenish consumables from both platform and track level.
Note 1: Some operators currently struggle to access such connections when vehicles are stabled adjacent to platforms.
Note 2: This is equally applicable to equipment isolation switches e.g. Battery Isolators; coolant level indicators; fuel level indicators.
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1.6.5 Protective caps on consumable replenishment connectors e.g. Controlled Emission Toilet
(CET) tank caps should be fitted with secondary retention devices. These secondary retention devices should be of sufficient strength to cater for dynamic forces should the cap become loose in service.
1.7 Windscreen Wiper Systems
1.7.1 Dynamic effects on windscreen wiper systems should also be considered to ensure windscreen wipers remain effective throughout the attainable speed range of the rolling stock.
Note: This is applicable whether the driving cab is open ended or intermediate within a train consist. Historically, with certain designs of rolling stock, there have been instances of intermediate windscreen wipers becoming damaged as a result of aerodynamic effects lifting wipers away from the windscreen when running at speed.
1.7.2 Electrically powered wipers are considered more reliable and their use is recommended.
1.7.3 The use of variable speed wipers should be considered, including an intermittent setting.
1.8 Electrical Connectors and Cable Idents
1.8.1 Electrical connectors (plugs and sockets) should be designed to operate reliably for the life of the vehicle. This includes ensuring they are positioned remotely from potential sources of water ingress and oriented to avoid water traps and also ensuring the sealing arrangements will not degrade over time.
1.8.2 Electrical wiring identification labels (idents) should be specified to withstand normal wear and tear without significant physical degradation in order to remain legible for the life of the vehicle.
Note: An example of best practice in this area is colour coding of wiring idents.
1.9 Bonded Components
1.9.1 To avoid problems with the use of adhesives in an uncontrolled depot environment, the design philosophy should be that no in-situ bonding is required to maintain or repair the vehicle.
1.9.2 All Line Replaceable Units (LRUs) should be mechanically attached to the vehicle. For example glazing units should be supplied bonded to a frame which is then mechanically fastened to the vehicle structure (see section 1.13.3).
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1.10 Reliability
1.10.1 It is always the aspiration that the frequency of failures should be minimised. However, reliability targets (frequency of failure) should be established taking into account the benefits to the operation and the costs (technical and commercial) of providing a particular level of performance. It is recommended that RSSB Project “T782: Maximising Future Rolling
Stock Reliability” is used to inform any decisions taken with respect to setting contractual reliability targets - details of this project can be found at: http://www.rssb.co.uk/library/research-development-and-innovation/research-brieft782.pdf
1.10.2 Reliability should be specified in terms of the agreed current industry key performance indicators (KPIs). In addition, it may also be appropriate to specify a measure that reflects the effectiveness of the rolling stock design in assisting traincrew to minimise the consequences of a failure (i.e. delay) once it has occurred.
1.10.3 When rolling stock is operating in “degraded mode” as a result of the failure of a key system
(e.g. auxiliary converter), the control systems should automatically reconfigure so that the impact on critical systems (e.g. external lighting and windscreen wipers) is kept to an absolute minimum enabling the rolling stock to remain in service.
1.11 Meteorological Effects
1.11.1 Rolling stock systems should be designed to operate reliably under all kinds of environmental conditions expected to be experienced in the UK during the life of the vehicle. This is especially pertinent with respect to the impact of climate change and the associated predictions of more frequent instances of extreme weather conditions. Rolling stock of the future should therefore be designed to provide more resilience to extremes of heat, rainfall and cold - considering the impact on whole life cost.
1.11.2 In line with the above principles particular consideration should be given to the following design features to ensure continued reliable operation during snow and ice conditions:
1.11.2.1 Suitable protection should be provided for electrical equipment to prevent the ingress and build-up of dirt, moisture or snow.
Note: An example of good practice in this area is sealed equipment cases reliant on external heatsinks. These heatsinks should be designed to not clog or should be easy to clean without lots of equipment having to be removed to gain access.
1.11.2.2 Placement of equipment ventilation louvers at roof level in order to significantly reduce the dynamic effects of snow.
1.11.2.3 Measures to protect critical systems (e.g. warning horns; cab and passenger doors; windscreen wipers) from the effects of the build-up of snow and ice.
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1.11.2.4 Provision of splash guards in the vicinity of brake disks to minimise the effects of the build-up of snow and ice.
1.11.2.5 Making the underside of the train as smooth and continuous as possible as this reduces the under-pressure below the train and hence the vulnerability to a buildup of snow and ice.
1.11.3 An RSSB research project to look at the effects of trains operating through flood water commenced in early 2014 as “ T1052: Review of the Rules for the Operation of Trains Through
Flood Water” . Suitable outputs from this research will be included in future KTR updates, but in the mean time the reference is provided here for information.
1.12 Availability
1.12.1
The precise requirements for availability targets should be developed in terms of whole life costs of the rolling stock. Unrealistically high availability targets might initially seem attractive (as a result of purchasing fewer vehicles) but it must be borne in mind that overhaul programmes and unexpected damage (e.g. from vandalism or collisions) can rapidly erode any maintenance allocation leading to subsequent difficulties maintaining service cover. Therefore the provision of “strategic spares” should be considered.
1.12.2 When specifying fleet size, availability requirements that are not related to maintenance e.g. driver training and collision damage should also be considered. Examples of good practice to optimise availability (primarily for multiple units) are:
ensuring the end vehicles are identical to facilitate unit reforming in the event of collision damage
the provision of “shunt” controls where long fixed formation sets can be split to facilitate subsequent unit reforms.
1.13 Maintainability
1.13.1
Where new trains are to be introduced to service, whether under a train service provision agreement with the manufacturer or to be maintained by the train operator, the objective should be to reduce routine inspection activities to a minimum. Examples of good practice in this area are that:
rolling stock should be designed to facilitate the use of infrastructure based remote condition monitoring equipment to undertake automatic vehicle inspection; e.g. measuring brake pad thickness and wheel tread wear
on-board condition monitoring systems capable of downloading data to intelligent analytical tools that are able to recommend maintenance interventions in order to prevent in-service failures from occurring.
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1.13.2 Systems should be designed to minimise the amount of maintenance required. Examples of good practice in this area are that:
electronic modules are specified with “plug and play” connectivity (to remove the need for manual configuration upon component replacement)
parts of rolling stock that are vulnerable to impact damage (e.g. front fairings) are easy to replace.
1.13.3 Where maintenance is required, systems should be designed to facilitate such maintenance and to minimise the vehicle downtime. It should be possible for all planned maintenance to be completed during an agreed specified timeframe allocated for maintenance.
Note: Designs where windows are bonded directly to the vehicle structure are not compliant with this requirement since it cannot be guaranteed that depot temperature or humidity will be within the specified ranges to ensure a satisfactory bond. There have been instances where rolling stock has had to remain out of service with broken windows since the depot temperature was outside the range specified to undertake the bonding process.
1.13.4 The provision of comprehensive and accurate drawings, maintenance manuals, spares lists and fault finding guides is an essential element in ensuring maintainability. It is recommended that, irrespective of the contractual structure agreed for train maintenance, a
Design Authority should be identified at the time of train procurement, with specific responsibilities for ensuring that all of the documentation listed is not only provided when the trains are delivered, but also kept up to date to reflect subsequent engineering changes.
1.14 Design life and obsolescence management
1.14.1 Although a train has historically been expected to have a design life of 30-35 years, subsystems may require overhaul or replacement to achieve this. The supplier should be asked to advise the design lives of these sub-systems to enable planning of when future overhaul or replacement will be required.
1.14.2 Obsolescence management should be covered by contractual arrangements for the design life of the vehicle.
Note: This is especially the case for electronic equipment and includes all rolling stock related software; operating systems and IT hardware.
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1.15 Vehicle Gauging Information
1.15.1 Certain vehicle manufacturers are reluctant to state their actual vehicle profiles (claiming it is their Intellectual Property). As a result they only declare their vehicle profiles in accordance with standard vehicle gauges, although in many areas the actual vehicles are smaller. When the stock is cascaded a route compatibility assessment will potentially identify more “foul structures” than would be the case if the actual vehicle profile was known. Indeed, there is the potential for infrastructure works being identified that are not actually required. This practice imports avoidable cost to the industry and places unnecessary restrictions on route availability in the event of emergency diversionary routes being required. Vehicle manufacturers should be contractually required to provide vehicle gauging data in accordance with the format developed by the Vehicle / Structures System
Interface Committee.
This has been formalised as RIS-2773-RST: Format for Vehicle Gauging Data.
1.16 Electrical collector systems
1.16.1 Future Proofing of Third Rail (750V DC) Rolling Stock
1.16.1.1 Specifications for future designs of 750V DC third rail rolling stock should consider the implications of a future increase in the nominal supply to 900V DC.
Manufacturers should be requested to state the modifications that would be required in order to accommodate such a change in supply voltage.
1.16.1.2 It has been suggested that the long term aim of the industry should be the replacement of the 750V DC third rail system with the 25kV Overhead line system.
New DC rolling stock should include provision for the inexpensive retrofit of 25kV equipment.
Note 1: In this context “inexpensive” means that the design has made the provision for the fitment of equipment by the designer purposely allocating free space; power supply and consideration of cabling to the relevant location(s).
Note 2: The case for the replacement of the 750V DC system with 25kV
Overhead was the subject of RSSB Project “T950: Investigating the economics of the 3rd rail DC system compared to other electrification systems” - details of this project can be found at: http://www.rssb.co.uk/library/research-development-and-innovation/researchbrief-t950.pdf
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1.16.2 750V DC Shoegear in icy weather
Consideration should be given to providing a means to ensure that, in icy conditions, an appropriate minimum current can be drawn to maintain the best possible shoe contact to the rail. This can be achieved by a selectable "ice mode" which may also encompass changes to permissible electrical interference levels subject to an agreed safety case.
1.16.3
Overhead line and pantographs
The use of polymeric insulators for supporting the pantograph is recommended. The RAIB report (i.e. the Littleport incident when Class 365 Pantograph detached following fracture of ceramic insulators) recommends their fitment as they are considered to better absorb energy in the event of a pantograph incident.
A proposal entitled “T1060: Understanding the forces and energy in the electrification system during de-wirements” is currently being considered by RSSB. Useful information may be available in due course from this research.
1.17 Systems Architecture
1.17.1 Vehicle manufacturers should be required to provide electrical equipment (at the Line
Replaceable Unit level) that has been specified with a modular, open architecture (based on the application of Internet Protocol communications functionality) and to use open source software.
1.18 Brake application on door release
1.18.1 Operators should consider the train to platform interface with respect to management of train movement relative to the platform. Depending on the nature of the operation and the safety management system in place, an operator may specify a functional requirement in a similar form to that below:
"The train shall not be able to move, relative to the platform, once it has come to a stop and door interlock has been released. Under this condition, the train shall only be able to move again once door interlock is achieved and locked".
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1.19 Global Navigation and Satellite System (GNSS) on-board
1.19.1 Any new train should be fitted with a Global Navigation and Satellite System (GNSS).
Consideration should be given to fitting a single GNSS to a train; this will limit the proliferation of antennae on a train’s roof. The location (as well as date and time stamp information) derived by this one system should then be fed to all the on-board train systems that require position information, such as PIS (Passenger Information Systems), on-board data recording etc.
1.19.2 The selection of GNSS and any augmentations will depend on its intended purpose.
Note: RSSB research project “T892 Data and Analysis for a cost-effective GPS-based locator with simple augmentations ” provides some best practice, details of this project can be found at: http://www.rssb.co.uk/library/research-development-and-innovation/research-brief-
T892.pdf
1.20 Speed set
1.20.1 Where provided, any speed set system should prevent vehicle overspeed in the event of the vehicle descending a gradient. A suggested tolerance is +/- 2 mph .
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2.
Key Requirements – Performance & Environmental
2.1 Aerodynamic Performance
2.1.1 Aerodynamic efficiency should be optimised in terms of whole life cost.
Note: Aerodynamic efficiency only becomes a significant issue at speeds greater than
100mph.
2.2 Propulsion
2.2.1 The amount of redundancy provided by the propulsion system should take account of the demonstrated service reliability of existing equivalent systems.
2.2.2 For propulsion systems that feature a low level of redundancy, consideration should be given to the remaining functional propulsion system equipment being designed to provide enhanced performance in the event of a propulsion package failure.
2.2.3 Propulsion systems should be designed to be capable of rescuing a completely failed train (of the same design), assuming the rescue train is free from defects.
2.2.4 Consideration should be given to designing the rolling stock to accommodate potential future line speed enhancements.
2.3 Environmental Impact
2.3.1 The environmental impact of rolling stock should be minimised.
2.3.2 An environmental impact assessment should be undertaken for rolling stock construction, operation and disposal. Of particular importance is the identification of components containing hazardous materials.
2.3.3 Rolling stock should be designed for recyclability.
2.4 Energy Efficiency & Traffic Management
2.4.1 Rolling stock systems should be optimised for energy efficiency taking into account the whole life cost to the “railway system.”
2.4.2 Electrically powered rolling stock should be capable of providing energy use data of an integrity level suitable for billing.
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2.4.3 Consideration should be given to specifying a Driver Advisory System (DAS), which provides energy efficient driving advice to the driver, typically by showing a recommended maximum speed and when to coast, such that the train arrives at the next timing point on the journey at the scheduled time. The DAS should be able to communicate remotely with a base station such that updates (timetable changes, temporary speed restrictions, etc.) can be uploaded onto the train and feedback of response to the advice given transmitted back to the base station. The system should also facilitate subsequent analysis of driving style and have the future capability of accepting real-time traffic regulation information, received remotely from the Next Generation Traffic Management (NGTM) System under development by
Network Rail and the Vehicle/Train Control & Communications System Interface Committee
(V/TC&C SIC).
2.4.4 Rolling stock should be designed with intelligent power management systems. Onboard systems should therefore only be energised when absolutely necessary.
Note: An example of good practice in this area is the intelligent control of diesel engines that shut-down when not required to provide useful power to the train.
2.4.5 Rolling stock should be designed to minimise whole life energy consumption. Consideration should be given to the following design features:
2.4.5.1 Rolling stock to revert to “stabling mode” (following an appropriate time delay) following a driver de-energising the driving cab. Typically such a “stabling mode” would switch off selected loads such as the heating, ventilation and air conditioning
(HVAC). Lighting systems should revert to emergency lighting only.
Note: Frost protection systems should remain active and lighting circuits should be designed to facilitate local switch on (for cleaning purposes).
Similarly a high temperature detection device should be considered so that the passenger and traincrew accommodation enters service at an appropriate temperature.
2.4.5.2 Remote switch on of HVAC (both cab and saloon) and lighting (saloon only) to facilitate train preparation and override in an emergency.
Note: As an enhancement to the above functionality, this remote switch-on could be achieved by the process of allocating trains to diagrams with a sufficient
“warm up / cool down time” incorporated to ensure the train enters service at the correct on-board temperature.
2.4.5.3 Low energy consumption lighting e.g. Light Emitting Diode technology should be considered.
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2.4.5.4 Interior lighting that automatically adjusts in response to ambient light levels.
Note: ATOC have published a guidance document titled “Energy and Carbon: A 20
Point Programme to help Rail Operators to improve their Energy Efficiency and reduce CO
2
Emissions”.
Whilst this document suggests ways of improving energy efficiency in a holistic manner i.e. also encompassing buildings and operations, it includes sections of direct relevance to rolling stock. Copies of the document can be obtained by contacting ATOC’s
Engineering Team.
2.4.6 Consideration should be given to designing rolling stock with provision for retrofit of energy storage equipment (if cost effective and practicable).
2.4.7 In order to compare proposed train designs and identify the most energy efficient proposal, manufacturers should be required to provide energy consumption data for a representative diagram over representative routes.
2.4.8 Consideration should be given for some means to measure levels in fuel tanks of diesel engine trains and to measure consumption rates.
2.5 Auxiliary Power
2.5.1 Auxiliary power supplies should be designed at the outset to provide sufficient spare capacity for the life of the rolling stock to allow the flexibility for the future installation of
ERTMS (see 5.1) and additional equipment that may be required to support future business needs.
Note: Historically a figure of 10% spare capacity has been used and is viewed as appropriate.
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3.
Key Requirements - Passenger Facing
3.1 Heating Ventilation and Air Conditioning (HVAC)
3.1.1 The control regime for heating and cooling must take account of passenger comfort; expected operational and environmental scenarios; ambient temperature ranges likely to be encountered in the UK (see section 1.11.1) and whole life cost.
3.1.2 The rolling stock HVAC system should function as follows:
3.1.2.1 The HVAC system should control the fresh air intake quantity proportional to the passenger loading.
3.1.2.2 The passenger comfort system shall be capable of maintaining the passenger compartment at the envelope temperatures with allowed variations as specified in
“ EN 13129-1: Railway applications. Air conditioning for main line rolling stock.
Comfort parameters” .
3.1.2.3 The heating set point shall be independently adjustable from 21-23 o
C.
3.1.2.4 On particularly hot and cold days, the HVAC system should maintain a temperature differential to ambient rather than trying to attain a “set point temperature.” This reduces the system load and the “thermal shock” effect for passengers boarding and alighting.
Note: It is considered that the way that existing HVAC systems are designed with a targeted set point temperature that the system endeavours to maintain
(irrespective of system rating) is a key contributory factor to HVAC failures on days when high ambient temperatures are experienced. It is believed that the systems are trying to deliver an unrealistic set point and therefore become overloaded. Altering the control algorithms in this manner should go a long way to alleviating this problem.
3.1.2.5 The HVAC system should have automatic systems to determine an optimal balance between temperature and CO
2
levels during degraded modes of its operation.
3.1.3 On diesel multiple units the HVAC fresh air intake should have a good separation from exhausts.
3.1.4 HVAC systems should be designed to ensure consistency of temperatures throughout the passenger saloon e.g. the avoidance of perceived “hot” or “cold” spots. Consideration should be given to compliance with the comfort zone permissible velocities specified in the
“ EN 13129 suite ” of standards.
3.1.5 Whilst in “stabling mode” (see 2.4.5.1) frost protection should remain available when needed in the event of low ambient temperatures.
3.1.6 Functionality to allow traincrew to alter the setting of saloon HVAC should not be provided.
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3.1.7 Consideration should be given to the provision of individual controls for ventilation for passengers for inter-urban or intercity rolling stock similar to those on aircraft.
3.1.8 HVAC systems should be designed to provide a level of emergency ventilation in the event of a loss of traction supply. Ideally, emergency ventilation should be provided by the HVAC system (powered by the vehicle batteries) for 90 minutes.
Note: The interior CO
2
levels and external ambient temperature should be taken into consideration in the design.
3.1.9 HVAC system issues cause real problems to train operators the world over. To make inroads into improving this, European Operators have jointly developed some common requirements for HVAC that should encourage suppliers to improve their products across
Europe. These requirements have been captured in a “ EuroSpec Specification for air conditioning of Railway Vehicles”.
Note: The Association of Train Operating Companies (ATOC) is a partner in the EuroSpec consortium. Copies of the EuroSpec can be obtained via the EuroSpec website at www.eurospec.eu
.
3.2 Security
3.2.1 Closed Circuit Television (CCTV) that monitors the passenger saloons should be fitted to all rolling stock.
Note: The National Rail CCTV Steering Group have published the following guidance
“National Rail & Underground Closed Circuit Television (CCTV) Guidance Document” that should be considered. A copy of this document can be found at: http://www.atoc.org/clientfiles/File/publicationsdocuments/National%20Rail%20%20Under ground%20CCTV%20Guidance%20Document%20%20FULL%20November%202010.pdf
3.2.2 It is recommended that forward facing CCTV cameras should be fitted to all rolling stock.
Night vision capability should be considered for these cameras. GM/GN2606: Guidance on the Fitment of Forward and Rear Facing Cameras to Rolling Stock should be considered and a copy of the document can be found at: http://www.rgsonline.co.uk/Railway_Group_Standards/Rolling%20Stock/Guidance%20Note s/GMGN2606%20Iss%201.pdf
3.2.3 Rolling stock should be designed to facilitate the inexpensive retrofit of in-cab CCTV cameras.
Note 1: In this context “inexpensive” means that the design has made the provision for the fitment of equipment by the designer purposely allocating free space; power supply and consideration of cabling to the relevant location(s).
Key Train Requirements – Issue 3 – September 2014 Page 21
Note 2: The CCTV footage from these in-cab cameras would be used in the event of an incident to determine the actions of the driver and therefore the proposed camera mounting positions should facilitate this. The images should be synchronised with forward-facing CCTV and On Train Data Recorders.
3.2.4 Consideration should be given as to whether there is a business requirement for the CCTV images to be remotely accessible on demand. Experience has shown that having access to images can offer significant benefits in enabling earlier resumption of services following incidents.
3.2.5 Where CCTV is fitted consideration needs to be given for the amount of disk space, bandwidth and data retention time.
3.2.6 Where the seating layout is “Airline style” the seats should be designed to deter the activities of pickpockets from the seats in rear.
Note: An example of good practice is the installation of a physical barrier between seats, provided there is no conflict with dynamic seat performance requirements for interior passive safety.
3.2.7 Consideration shall be given to potential terrorism risks by incorporating design features that minimise the overall injuries sustained by passengers in the event of a terrorist attack. Good interior passive safety design, i.e. interior features designed to minimise secondary injuries to passengers and staff in such an incident, have been shown to help provide such mitigation. Mandatory interior passive safety requirements are set out in Part 6 of
“ GM/RT2100 Requirements for Rail Vehicle Structures” and guidance relating to best practice is given in “ GM/GN2687 Guidance on Rail Vehicle Interior Structure and Secondary Structural
Elements” , both available at www.rgsonline.co.uk
.
3.3 Passenger Ergonomics
3.3.1 Passenger comfort is an important issue for UK rolling stock and is not straightforward to address when producing procurement specifications.
3.3.2 There is no agreed standard that specifies acceptable legroom for UK rolling stock. It is recommended that current anthropometric data and associated forecasts for the life of the rolling stock are used to inform proposed seat pitches.
3.3.3 Seat legroom should be designed to accommodate a 95 th
percentile male (based on the latest anthropometric data available for the GB population).
Note 1: The current 95 th
percentile male figure would result in a dimension of 688 mm for airline seating. For absolute clarity, this is the dimension between seat back squab and the rear face of the seat in front and is therefore not “seat pitch.”
Note 2: Seat legroom should also take into consideration typical journey times.
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3.3.4 It is not considered to be appropriate to provide armrests in all circumstances. Where provided, armrests should be moveable and of a length designed to accommodate a 95 th percentile male (based on the latest anthropometric data for the GB population)
Note 1: The current 95 th
percentile male figure would result in an armrest length of
442mm.
Note 2: Armrests are beneficial for passenger containment in the event of an accident and should therefore be considered whenever appropriate.
3.3.5 For vehicles designed to operate longer distance services, e.g. inter-urban or intercity, power supplies should be provided at all seats for the charging of mobile electronic devices. These power supplies should be readily accessible to passengers and appropriately labelled.
3.3.6 The design of the interior layout should ensure that, wherever practicable, all passenger seats and windows are aligned. Where seating bays are provided they should be aligned with the adjacent window. Where there are no windows as a result of the vehicle structure, other passenger amenities such as luggage stacks and toilet modules should make use of this space.
Note: Ideally, deadlights (the vehicle structure between window apertures) should not exceed 450mm.
3.4 Ride Quality
3.4.1 There is no agreed standard that specifies acceptable ride performance for UK rolling stock.
“ BS EN 12299: 2009 - Ride comfort for passengers - Measurement and evaluation” has been published, however the target values have not been validated for existing UK vehicles, although some of the criteria do have their origins in outputs from BR Research.
Note: Practically it is difficult to specify ride performance in terms of absolute targets for vehicles due to the additional need to specify the relevant track quality parameters and as a result ride quality has been specified in terms of comparison with existing vehicles. However it is recommended that a percentage improvement (compared to existing vehicles at an appropriate point in their maintenance cycle) in ride performance should also be specified in order to ensure continual improvement.
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3.5 Sound and noise levels
3.5.1 There is currently no agreed standard that specifies acceptable interior noise levels for UK rolling stock. The V/V SIC is planning to produce a good practice guide for specification of internal noise including, as far as is practicable, recommended limits and methods for measurement for different types of train and train service. The intention is that the passenger experience, in terms of noise levels, should be broadly comparable to, and preferably better than, that offered by other forms of surface transportation such as road coaches and private cars. The results from this work will be incorporated into a subsequent issue of the KTR document. In the meantime, it is recommended that a percentage improvement in noise performance (compared to existing vehicles) should be specified in order to ensure continual improvement.
3.5.2 A particular source of annoyance for passengers comes from irritating noises, such as rattles, squeaks, whistles and hums. It is recommended that a specific clause should be included in specifications to cover this point and that it should include a requirement not only to demonstrate an absence of noises of this nature at train delivery, but also to advise design features that will prevent them from occurring in the future.
3.6 Passenger Counting
3.6.1 An appropriate number of vehicles should have passenger counting capability or provision should be made for the inexpensive retrofit of a passenger counting system.
Note 1: A relatively low cost example of a passenger counting system is the use of the vehicle “load weigh” signal, although other equivalent solutions exist.
Note 2: In this context “inexpensive” means that the design has made the provision for the fitment of equipment by the designer purposely allocating free space; power supply and consideration of cabling to the relevant location(s)
3.7 Passenger Information System (PIS)
3.7.1 Consideration should be given to defining the functionality of the PIS to encompass the following features:-
3.7.1.1 Capability to acquire and display real time delay information.
3.7.1.2 To provide estimated times of arrival at stopping points en-route.
3.7.1.3 To interface and integrate with other remote information systems.
Note: This feature is considered especially important since the on-train system forms part of the holistic “whole system” PIS in support of providing the passenger with information from “end-to-end” of their journey.
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3.7.1.4 To provide accurate real-time intermodal/interchange running information particularly at times of disruption.
3.7.1.5 To broadcast accurate real-time information via the on board audio/visual system, or
3.7.1.6 To update specific interactive locations in the train for ad-hoc use by passengers, or
3.7.1.7 Provision of information via a train borne Wi-Fi network to be provided for use by passengers using a personal Wi-Fi device (refer to section 5.5)
Note: It is recommended that the research report “ Integrated Passenger
Information: Delivering the Rail End to End Journey” commissioned by the
Department for Transport is considered when specifying the requirements for trainborne PIS systems.
3.7.1.8 To interface with the vehicle Selective Door Operation system - where applicable
(see 4.2.4.)
3.7.2 Public address and audible information systems should be designed to provide announcements within the vehicle that are 5dB above the ambient interior noise level at the time of the announcement.
3.7.3 On the exterior of the relevant vehicle, in a position that is readily visible to passengers when boarding, visual Passenger Information Systems should display:
the train destination
the next calling point
departure time
the number / letter of the vehicle in the train consist.
3.7.4 Consideration should be given to making the Public Address system zonal. This would permit the traincrew to select the vehicles in the train consist to which announcements would be made. It is anticipated that this would be useful for broadcasting specific messages in, say, first class passenger saloons or on train services which divide en-route
3.8 Seat Reservation Systems
3.8.1 Consideration should be given to provision of an electronic seat reservation system. Where such a system is provided:
3.8.1.1 It must be possible to remotely upload onboard seat reservation systems well within the train’s turnaround times at stations. It is suggested that this time should not exceed two minutes.
3.8.1.2 Unreserved seats should be readily identifiable to passengers entering the passenger saloon from both ends of the vehicle. It is suggested that a Green Light
Key Train Requirements – Issue 3 – September 2014 Page 25
Emitting Diode (LED) is employed for this purpose. It is suggested that this LED could be mounted below the luggage rack immediately above each seat.
Note: An optional potential enhancement to this functionality would be to similarly identify reserved seats with a red LED.
3.8.2 Labels showing the seat number layout of the vehicle should be provided on the exterior of the vehicle, adjacent to exterior doors. Such labels should be readily viewable to passengers when boarding.
3.8.3 Where a seat reservation system is provided the method for showing reserved seats should be moveable or have the facility to align the indicators with the relevant seat in the event of the saloon layout being altered.
3.9 Provision of Luggage Storage
3.9.1 It is accepted that it can often be difficult to obtain the right balance between number of seats and the provision of adequate space for storing luggage. This balancing act can only be determined by consideration of the type of service the rolling stock is intended to operate.
Note: Passengers perceive that there is inadequate provision of luggage storage facilities on board recent designs of rolling stock.
3.9.2 Luggage stacks should be designed to make the best use of the space available on board e.g. three-tier stacks should be considered that provide safe storage so that larger items of luggage can only be stored in the lower area of the stack. These luggage stacks should be designed and located in such a way that luggage remains visible to passengers.
Note: Passengers have expressed the view that they are particularly uncomfortable with having to leave their luggage effectively hidden from view in end-of-vehicle luggage stacks.
3.9.3 Overhead luggage racks should be able to safely store items of baggage of dimensions 56cm x 25cm x 45 cm.
Note: This requirement reflects current airline limits with respect to hand baggage.
3.9.4 Innovative solutions, for example seats that can be converted to store luggage when not in use or the provision of luggage storage under the seat in front should be considered in order to optimise the amount of luggage storage provided.
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3.10 Toilets
3.10.1 On-train toilet reliability and availability issues cause real problems to Operators the world over. To make inroads into improving toilet design, European Operators have jointly developed some common requirements for on-train toilets that should encourage suppliers to improve their products across Europe. These requirements have been captured in a
“ EuroSpec for on-train toilets .”
Note: The Association of Train Operating Companies (ATOC) is a partner in the EuroSpec consortium. Copies of the EuroSpec can be obtained via the EuroSpec website at www.eurospec.eu
.
3.10.2 Given the critical importance of toilets to passenger comfort, particularly on longer journeys, toilet provision, in terms of the ratio of seats to toilets, requires careful consideration. It is suggested that the minimum acceptable level of provision should be:
For intercity or inter-urban services, 85 seats per toilet
For short distance / commuter services, 125 seats per toilet.
3.10.3 Since there is no standard toilet design, passengers have commented that they would welcome a common method of locking the toilet door.
Note: The renderings below suggest an arrangement that should be considered for new designs.
Key Train Requirements – Issue 3 – September 2014 Page 27
3.10.4 The design of train toilets has changed little since Controlled Emission Toilets have been installed on GB rolling stock. Designs of toilet have recently been developed that either treat waste before discharging clean water to the track or recycle this water for toilet flushing.
Such systems offer significant benefits in terms of reducing the size and weight of tanks, reducing water consumption and greatly increasing the time intervals between servicing.
The case for introducing this technology needs to be considered when procuring new toilet systems.
Note: RSSB Project “T692: Water Recycling for Train Toilets” investigated this area during
2007 – details of this project can be found at: http://www.rssb.co.uk/library/research-development-and-innovation/research-brieft692.pdf
3.10.5 In order to mitigate the potential for on-board water contamination the following design features should be employed:
Spray taps on washbasins should be avoided
Water tanks should be insulated from heat sources, e.g. hot diesel exhausts
It should be possible to completely drain water systems.
Note 1: In addition, RSSB Project “ T985: Identification and analysis of risks posed by legionella bacteria in on-train non-potable water systems ” provides guidance on additional best practice - details of this project can be found at: http://www.rssb.co.uk/library/research-development-and-innovation/researchbrief-t985.pdf
Note 2: ATOC has also produced a Guidance Note “ ATOC/GN013: ATOC Guidance Note -
Control of Risk Posed by the Presence of Legionella Bacteria in On-train Nonpotable Water Systems”, copies of which can be found at: http://www.rgsonline.co.uk/other_organisations/atoc/atoc guidance notes/atocgn013 iss 1.pdf
3.11 Cleanability
3.11.1 To improve cleanability (and also to improve security aspects of the interior design) support points (e.g. interior fixtures and fittings) towards the middle of the vehicle floor should be avoided. The ideal solution would be an entirely clear floor.
3.11.2 Where possible, to prevent the build up of dirt and dust in inaccessible places, crevices should be eliminated. Inaccessible and unused spaces should be filled. Dirt that builds up in these areas that are hard to reach and clean can easily be circulated. Radiused corners should be used where surfaces meet, e.g. between panels and floors, in order to make cleaning easier.
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3.11.3 When selecting materials, for long term appearance, the choice of colour is more important than the choice of material.
3.11.4 Using carpets that do not require abrasive chemicals to clean them makes cleaning easier and helps to maintain their appearance for longer. Deep pile carpets are not suitable as they tend to hold on to dirt. The careful choice of vestibule matting can help prevent dirt from shoes being trodden throughout a carriage.
3.11.5 There is a tendency to think that, for seat covers, uncut moquette has slightly better resistance to holding on to dirt and dust than cut moquette.
Note: The visual appearance of cut moquette is enhanced if the pile runs in an upward direction on seats i.e. the movement of passengers sitting in seats separates the fibres.
3.11.6 Fabric surfaces can be pre-treated but there is an associated cost to this. Anti-graffiti coatings can be applied to other surfaces and these aid general cleaning as well as the removal of graffiti.
3.12 Vandalism Mitigation
3.12.1 The sections below identify a number of actions that may be taken to improve the resistance of vehicles to vandalism damage. These need to be considered in the context of the levels of vandalism anticipated on the routes over which trains are intended to operate.
3.12.2 All interior glazing should be fitted with “anti-etching” film.
Note: Consideration should be given as to when the films are actually applied during the construction stage of new build rolling stock in order to ensure that they can be subsequently removed and replaced at the depot.
3.12.3 Interior fixtures should have anti-graffiti coatings applied to an extent that reflects the risk of vandalism (see section 3.11.6).
3.12.4 Where vandalism is more prevalent seat fabrics should have features e.g. wire mesh, that prevents damage from knives etc.
3.12.5 Anti-graffiti films should be applied to rolling stock exteriors to ensure the surface coatings and labelling are able to cope with graffiti removal processes.
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3.13 Interior Panels
3.13.1 Interior panels should be free from rattles throughout the life of the vehicle, not just when initially built. Manufacturers should be requested to provide details of how their designs specifically meet this requirement since this is a major source of passenger annoyance.
3.13.2 Interior panels should be designed to be as damage resistant as possible and sufficient spares should be made available.
3.13.3 The fixing of interior panels should avoid self-tapping screws, as often the tapped hole becomes larger over time.
3.14 Flooring
3.14.1 Flooring should be chosen to be as slip-resistant as possible, particularly in vestibules which could be wet. Guidance is given in HSE document “ Assessing the slip resistance of flooring ”.
A copy of the guidance can be found here: http://www.hse.gov.uk/pubns/geis2.htm
.
3.14.2 The floor in vestibules should have a slight camber and the covering should have grooves to prevent pooling of water. The door threshold strip should also have slots to allow water to drain.
3.15 Interiors “Miscellany”
3.15.1 Since each service operated will have specific requirements, e.g. extra luggage provision on airport services, higher density seating on commuter services, there can never be a “one solution fits all” to this aspect of train design. As a result of this, what follows is a list of interior features with associated guidance that should be considered when specifying vehicle interiors. In all cases full account should be taken of the principles, requirements and guidance relating to interior passive safety.
3.15.1.1 Window blinds
Where window blinds are specified, mitigation should be incorporated into the design of the blinds to prevent them rattling in service.
3.15.1.2 Litter Bins
An assessment should be made as to the design of and capacity of litter bins provided onboard.
Note: Passengers perceive that there is inadequate provision of litter bins on board recent designs of rolling stock. There are either too few, they are not large enough or they are poorly identified.
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3.15.1.3 Provision of Handholds
Additional handholds should be considered in areas where passengers are likely to congregate when trains are crush loaded e.g. door vestibules and wheelchair areas.
3.15.1.4 Provision of Tip-Up Seats
In order to maximise the provision of seating at times of heavy passenger demand the creative use of tip-up seats should be considered. However, the use of tip-up seats in vestibule areas is not recommended since this positions seated passengers (and their luggage) in access / egress routes and therefore obstructs the flow of other passengers.
3.15.1.5 Lighting
Passenger controlled reading lights should be considered. Passengers welcome the ability to influence the lighting levels of their immediate environment. Such reading lights should be designed so that:
they are modular (in order to be able to facilitate a flexible interior layout)
their default state is off
maintenance staff are easily, and from a single location, able to override the local controls to force them all to be lit, to facilitate the identification of defective lighting components. Also a means should be provided to switch them all off from a single location.
3.15.1.6 Fixed Tables
Full width tables at bay seating areas should be considered. Passengers have commented that they like such features, but sometimes have difficulty accessing seats as a result. Folding or tapered tables should be therefore considered and fixed table support points should be positioned as close as possible to the vehicle bodyside (see section 3.11.1). Table access should be designed to accommodate a
95 th
percentile male (based on the latest anthropometric data available for the
GB population).
Note: The current 95 th
percentile male seated thigh depth is currently 202 mm and therefore an additional margin will need to be added to this dimension to facilitate passenger access. In addition, if the table edge overlaps the leading edge of the seat this dimension should also be increased.
3.15.1.7 Seat Back Tables
Where seats are arranged “airline style” provision of folding seat back tables should be considered that are of sufficient size to support and use a laptop.
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3.15.1.8 Cup Holders
Provision of a recess for cups should be considered in fixed and folding tables.
3.15.1.9 Table Surfaces
Tables should be designed with a lip around the perimeter (to contain spilled drinks etc.) and have a non-polished, non-slip surface.
3.15.1.10 Cycle Racks
Cycle rack provision should be considered. It is recommended that cycle racks are located in close proximity to access doors, are positioned on suitable flooring and make optimum use of available space.
3.15.1.11 Coat Hooks
Coat hook provision should be considered.
3.15.1.12 Seat rails
The use of seat rails for attaching seats, tables, partitions etc permit a more flexible interior which could be changed to suit service requirements. Where fitted, charging points should be on the seat rather than the wall. This ensures the continued correct location of power sockets in the event that seats are moved in the future.
3.15.1.13 Bodyside windows
The number of variant sizes of bodyside windows should be limited in order to minimise the stock holding.
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4 Key Requirements - Operational
4.1 Driver Only Operation (Passenger) (DOO(P))
4.1.1 Rolling stock should be specified for a single traincrew member operation (or the provision made for subsequent inexpensive retrofit of DOO(P) equipment).
Note: In this context “inexpensive” means that the design has made the provision for the fitment of equipment by the designer purposely allocating free space and consideration of cabling to the relevant location(s).
4.2 Selective Door Operation (SDO)
4.2.1 Rolling stock should be designed for vehicle level SDO operation (or the provision made for subsequent inexpensive retrofit of SDO equipment) where this is initially not required.
Note: In this context “inexpensive” means that the design has made the provision for the fitment of equipment by the designer purposely allocating free space and consideration of cabling to the relevant location(s).
4.2.2 The SDO system should be able to mitigate the effects of a driver releasing the doors on the side of the train not adjacent to a platform i.e. provide correct side door enable functionality.
4.2.3 The SDO system should be able to mitigate the effects of a driver not stopping in the correct location along the platform.
4.2.4 The SDO system should interface with the Passenger Information System (PIS) to provide sufficient notice to passengers of the following:
4.2.4.1 The side of the train of the next door release
4.2.4.2 Where to alight (e.g. towards the rear of the train).
Note 1: Such information will have to be given in sufficient time to permit mobility impaired passengers to migrate to the correct doorways on the train.
Note 2: An RSSB sub-group is developing the requirements for a future national, vehicle based automatic SDO system utilising track mounted Radiofrequency identification (RFID) tags. The output from this project should be taken into consideration when available.
Key Train Requirements – Issue 3 – September 2014 Page 33
4.3 Location of Driver Resettable Controls
4.3.1 Driver resettable controls, e.g. miniature circuit breakers (mcbs), should be positioned where drivers can access them quickly in all normal operational conditions. Wherever practicable, no driver resettable controls or isolation equipment should be located in passenger areas, due to the extreme difficulty in gaining access on crowded trains.
4.3.2 Driver resettable controls should be protected from accidental operation.
4.4 Cab Design
4.4.1 The design of driving cabs should incorporate a standard arrangement of the following key controls:
Traction
Brakes
Doors
Couplers
Note: There is a European project developing a standard driving cab. The output from this project should be taken into consideration.
4.4.2 Driving cabs should be designed to comfortably accommodate a 95 th
percentile UK male and a 5 th
percentile UK female. Driving cabs should also be designed to ensure drivers are protected against Musculoskeletal disorders (MSDs).
Note: Unless another (equivalent) assessment method is available, it is recommended that the outputs of Railway Safety and Standards Board (RSSB) Project “T940:
Development of a tool to assess and manage musculoskeletal disorder risk in train drivers” is used to assess the cabs of new builds of rolling stock - details of this project can be found at: http://www.rssb.co.uk/library/research-development-and-innovation/researchbrief-t940.pdf
4.4.3 Experience has shown that Driver Safety Devices (DSDs) have proved difficult to design satisfactorily to accommodate both the 5th percentile female and the 95th percentile male.
Combined with the adjustable driver’s seat and in order to maintain sight-lines the pedal should be adjustable for height. One method is to use a two height plate (known as a shoebox) as shown in the pictures below.
Key Train Requirements – Issue 3 – September 2014 Page 34
4.4.4 In-cab display equipment (computer screens and all other cab controls, indicators and instruments) should be legible in all lighting conditions (including darkness and direct sunlight). Such display equipment should be designed with adjustable brightness functionality to cater for the range of lighting conditions experienced.
4.4.5 Control of service critical systems should not rely on touch screen technology.
4.4.6 Reflected images of illuminated display equipment in cab windscreens must be avoided.
Note 1: It is recommended that the cab display equipment legibility and reflection avoidance requirements should be specifically verified at the cab “mock-up” stage for new rolling stock.
Note 2: A potential enhancement would be for the brightness of cab display equipment to automatically adjust to the ambient light level e.g. day / night / tunnels etc.
However, a manual override of the automatic brightness levels should also be provided.
4.4.7 Driving cabs should be operationally ready, i.e. ready for the train to be driven, following the driver activating a cab by inserting a master key, within one minute.
Note: These requirements apply to all possible combinations of multiple unit formations and also encompass activities related to coupling and uncoupling.
4.4.8 In order to minimise time and ensure data integrity, on-board systems should communicate so that drivers only have to enter data once, e.g. on the driver entering the train headcode and their ID No: any on onboard systems (PIS, On-Train Data Recorder, Radio, etc. should automatically configure as appropriate.
Key Train Requirements – Issue 3 – September 2014 Page 35
Note: Consideration should be given to the issuing of traincrew with smart cards that contain all their personal data plus diagrams to be worked. The driver would therefore use this card with a suitable train based interface to enter the relevant data.
4.4.9 Consideration should be given to the provision of an exterior temperature gauge in the cab that the driver can read whilst seated in the normal driving position.”
4.4.10 The size of the “reading zone” for driver’s papers is stated in the TSIs but not its orientation.
To prevent the placing of drinks on the surface it is suggested that the reading zone is not horizontal.
4.4.11 A cup holder or place for a cup should be provided.
4.4.12 Consideration should be given to providing drivers with a means to charge mobile devices via USB ports or 230V sockets to “ BS 1363: 13 A plugs, socket-outlets, adaptors and connection units. Specification for rewirable and non-rewirable 13 A fused plugs” with
4.4.13 In order to assist with driver training or driver assessment, operators should consider the extent of cab sightlines required from the second man’s seat. suitably smooth supply. Also space to securely locate a hand held device or tablet so that it can be seen while driving.
4.4.14 Rolling stock should be designed to ensure that cab access door handles, buttons or levers are of sufficient height to be comfortably used by a 5th percentile female and a 95th percentile male. Refer to the European Standard “ EN 16116-1: Railway applications. Design requirements for steps, handrails and associated access for staff. Passenger vehicles, luggage vans and locomotives ” and rolling stock TSI for more details.
For information, current TSIs state that the height should be measured from a ground level that is 200mm below top of rail.
4.5 Human Factors Mitigation - Design of Control Systems
4.5.1 In the event of two or more “master keys” being active (as a result of human error or otherwise) in a train consist, manufacturers should design control circuitry so that there is an alarm and an indication of the location of the second key reported to the traincrew.
4.5.2 In the event of two or more “conductor keys” being active in a train-consist there should be an alarm and an indication to the driver.
4.5.3 Such credible operational “errors” as those listed in 4.5.1 and 4.5.2 should not result in any damage to the train control systems or other train equipment.
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4.6 Supply System Changeovers
4.6.1 Dual voltage rolling stock should be designed so that supply changeover from 25kV a.c.
Overhead Electrification to 750V d.c. Third Rail (and vice versa) is achieved as quickly as possible.
Note: Ideally system changeovers should be completed within one minute for all onboard systems and possible formations of multiple units.
4.6.2 System supply changeovers should be achievable both statically and dynamically.
4.7 Train Management System - Driver Information
4.7.1 Information for the driver is important, but it is essential that it is only relevant to the situation. Therefore the driver’s display should show relevant information in a language that can be easily understood. This should also apply under train fault conditions. It is expected that more in-depth information will be provided for depot staff or control as necessary.
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5. Key Requirements - Communications and Diagnostics
5.1 European Rail Traffic Management System (ERTMS)
5.1.1 It is recommended that ERTMS equipment should be installed on rolling stock being designed to operate on routes where ERTMS is planned to become operational (as per the
National ERTMS Programme) within five years of service introduction. For all other rolling stock, provision should be made for inexpensive retrofit of ERTMS equipment.
Note: In this context “inexpensive” means that the design has made the provision for the fitment of equipment by the designer purposely allocating free space; power supply and consideration of cabling to the relevant location(s).
5.2 Remote Condition Monitoring (RCM) Systems
5.2.1 RCM has potential benefits for infrastructure maintainers; train operators; vehicle owners and vehicle maintainers. Hence, these parties should be invited to participate in new systems and provide input to business cases.
5.2.2 When developing the RCM requirements for any vehicle or vehicle systems, consideration should be given to complying with the “8 Principles” that have been developed by the Cross-
Industry RCM Working Group (XiRCM). See here: http://www.rssb.co.uk/Library/groups-and-committees/2011-remit-x-industry-remotecondition-monitoring-group.pdf
For information, these principles are presented below:
5.2.2.1 Principles are applied to Remote Condition Monitoring (RCM) activities in any of the four quadrants (see document in above link) where there is cross-industry impact.
5.2.2.2
Business cases shall include all cross-industry elements including evaluation of benefits and costs.
5.2.2.3
An end to end cross-industry RCM operating model (including processes and contracts) is clearly described and agreed (defined shape).
5.2.2.4
Solutions shall conform to cross-industry RCM Reference Architecture.
5.2.2.5
Network wide enablers (e.g. processes, technology, standards) are justified separately from solution projects but aligned with their plans (funding / delivery).
5.2.2.6
Cross-industry RCM standards shall be applied to technical solutions and business processes.
Key Train Requirements – Issue 3 – September 2014 Page 38
5.2.2.7
Application of these cross-Industry RCM Principles has governance that is Industry recognised.
5.2.2.8
Business as Usual procurement activities should consider application of x-industry
RCM principles.
5.2.3
Where Unattended Infrastructure Measurement Systems are being considered at an early stage in the procurement phase, discussions should be held with the infrastructure manager in order to establish the business case for the optimum condition monitoring solutions required for a fleet of trains. These discussions should establish an agreement as to:
5.2.3.1
What assets should be monitored?
5.2.3.2
What parameters are required to be captured? How frequently along the track are measurements required and to what resolution, accuracy, etc.?
5.2.3.3
How the data will be linked to an accurate time stamp?
5.2.3.4
How the data will be linked to an accurate location stamp?
5.2.3.5
How will the captured data be transmitted from the train to ‘shore’ for processing and distribution?
5.2.3.6
How often do measurements need to be made to give data that will allow deterioration rates to be determined?
5.2.3.7
In the case of real time reporting of defects from the trainborne measurement system what action needs to be taken and in what timescales?
5.2.3.8
What proportion of the fleet should equipment be installed on to give the required coverage, redundancy and operational flexibility?
Note 1: RSSB research “ T857: Detailed review of selected remote condition monitoring areas” has useful information and can be found here: http://www.rssb.co.uk/library/research-development-and-innovation/researchbrief-t857.pdf
Note 2: Also information for on-going RSSB research “ T1010: Cross-industry remote condition monitoring programme: Phase 2” can be found here: http://www.rssb.co.uk/research-development-and-innovation/research-anddevelopment/research-project-catalogue/T1010
Key Train Requirements – Issue 3 – September 2014 Page 39
5.2.4
The Radio-frequency identification (RFID) AVI tag specification for rail
“ RFID_in_RAIL_GS1_in_Eu_Final.pdf
” can be found here: http://gs1.eu/?page=&tudasbazis=60&lister=224
5.3 Diagnostics
5.3.1 Train systems should be provided with intelligent diagnostics to assist depot staff with troubleshooting and fault finding.
5.3.2 Train systems should be provided with the functionality to export sufficient data to inform immediate corrective action; to assist with fault diagnosis and therefore inform effective maintenance and repair activities.
5.3.3 Consideration should be given to prognostic systems, which will predict and warn of pending failure.
5.4 Mobile Communications Reception
5.4.1 Consideration shall be given to specifying aspects of rolling stock design that improve onboard mobile network reception
5.5 Broadband Services
5.5.1 Consideration shall be given to the provision of passenger Wi-Fi / broadband services.
Note: It is recommended that the outputs of RSSB Project “T964: Operational
Communications” are used to inform any decisions with regards to the provision of on-board Wi-Fi services on rolling stock. Of particular relevance is the “Rail Mobile
Communications Service Handbook” that the project produced and can be found at: http://www.rssb.co.uk/library/research-development-and-innovation/researchbrief-t964.pdf
Key Train Requirements – Issue 3 – September 2014 Page 40
5.6 On Train Data Recorders (OTDR)
5.6.1 It is considered essential that the functionality to remotely access OTDR data should be provided.
5.6.2. In addition, consideration shall be given to providing the following functionality:
5.6.2.1 In-built GPS time stamp.
5.6.2.2 In-built GPS location stamp.
5.6.2.3 Open interface standard for OTDR data.
5.6.2.4 Spare channel capacity provision.
5.6.2.5 Ability to change the sampling rate of individual channels.
5.6.2.6 Ability to change the activation thresholds of individual channels.
5.6.2.7 OTDR vehicle connector should be designed to facilitate access for wiring changes etc.
5.6.2.8 OTDR to be designed to also perform the role of ERTMS Juridical Recorder Unit (in terms of ERTMS functionality).
Note: Issue 2 of GM/RT2472, due for publication in 2014, now refers to standard
“BS EN 62625-1: Electronic railway equipment - On board driving data recording system – Part 1: System specification” , which may also call-up some of the above list.
5.7 Global System for Mobile Communications – Railway (GSM-R)
5.7.1 The present GSM-R radios are vulnerable to interference from public GSM-900 transmitters which will get worse over the next 5 years. Work undertaken by the International Union of
Railways (UIC) and Network Rail Telecom (NRT) recommends that up-rated Mobile Radio
Modules (BRIC) should be provided in the radio. These modules should be already available from the radio suppliers. The specification will be published by November 2014 by ERA.
In the meantime two specifications have been published by ETSI on their website, http://www.etsi.org/standards-search:
ETSI TS 102 933-1 V1.3.1 (2014-06) Railway Telecommunications (RT); GSM-R improved receiver parameters; Part 1: Requirements for radio reception (reference RTS/RT-0024)
ETSI TS 102 933-2 V1.3.1 (2014-08) Railway Telecommunications (RT); GSM-R improved receiver parameters; Part 2: Radio conformance testing (reference RTS/RT-0025)
5.7.2 Filters have also been suggested but are less effective and more expensive that the new
Mobile Radio Modules, and are not recommended.
Key Train Requirements – Issue 3 – September 2014 Page 41
Appendix A – Items intentionally excluded from KTR – Issue 3
Items listed below are those that the group developing this document have discussed and have taken the positive decision (at this stage) not to include any guidance in the KTR. Such decisions have been taken for various reasons that typically include an inability of the group participants to agree on specific requirements, or that it is very difficult to specify any meaningful requirements.
This list is provided for completeness to inform the industry that the issue has been considered and has not been omitted from the KTR development process.
Note: This list will be reviewed continuously as part of the ongoing review and updating process for this document.
Items purposely excluded:
Provision of 3 + 2 Seating
Provision of more capacity as a result of seat removal
Floor level emergency lighting
Additional tactile / braille signage on labels and controls
Conclusions from RSSB Project T942: Pansway Acceptance
UNIFE TecRecs
Wheelchair restraints
Driverless trains
Standard measure of rolling stock efficiency
Seat Width
Armrest Spacing
Maintenance requirements and downtimes
Heated 750V dc shoegear
SMART technology for coupling
Resistance to terrorist attacks - awaiting government guidance
Smart cards for driver’s log-in – technology not yet at reliable level
Bodyside windows all the same size
Seat layouts
New weather categories – awaiting new guide from Network Rail
Cab “not-to-couple” sign
Monitoring infrastructure from the train
Monitoring the Platform/train interface
Lighting levels
Key Train Requirements – Issue 3 – September 2014 Page 42
