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Issue Two: March 2014
Rail Industry Guidance Note for GI/RT7016
Published by:
GI/GN7616
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Guidance on Interface between Station Platforms, Track and Trains
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Guidance on Interface between Station Platforms, Track and
Trains
Issue record
Issue
Date
Comments
One
04 December
2010
Original document.
Two
March 2014
Replaces issue one, reflecting the up-issue of
GI/RT7016, from issue four to issue five, the
changes to the published Conventional Rail
Infrastructure Technical Specification for
Interoperability (CR INF TSI) and the new
guidance on the assessment of risk from the
aerodynamic effects of passing trains (see
Appendix G of this document). Title changed to
cover increased scope. Appendices A, B, C and
D from GI/RT7016 included.
Amended or additional parts of revised pages have been marked by a vertical black line
in the adjacent margin.
Superseded documents
The following Railway Group document is superseded, either in whole or in part as
indicated:
Superseded documents
Sections
superseded
Date when
sections are
superseded
GI/GN7616, Issue one
Guidance on Station Platform Geometry
All
07 June 2014
GI/GN7616 issue one ceases to be in force and is withdrawn as of 07 June 2014.
Supply
The authoritative version of this document is available at www.rgsonline.co.uk.
Uncontrolled copies of this document can be obtained from Communications, RSSB,
Block 2, Angel Square, 1 Torrens Street, London EC1V 1NY, telephone 020 3142 5400
or e-mail enquirydesk@rssb.co.uk. Other Standards and associated documents can also
be viewed at www.rgsonline.co.uk.
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Guidance on Interface between Station Platforms, Track and
Trains
Contents
Section
Description
Part 1
G 1.1
G 1.2
G 1.3
G 1.4
Introduction
Purpose of this document
The structure of this document
Copyright
Approval and authorisation of this document
Part 2
G 2.1
G 2.2
G 2.3
G 2.4
Guidance on Technical Specifications for Interoperability (TSIs)
Requirements related to stations
TSI - Persons with Reduced Mobility
TSI - High Speed Infrastructure
TSI - Conventional Rail Infrastructure
Part 3
G 3.1
G 3.2
G 3.3
G 3.4
Recommendations and Guidance in Documents Related to Stations 12
Introduction
12
Accessible Train and Station Design for Disabled People: A Code of Practice12
London Underground Limited, Good Practice Guide 'Station Planning
Standards and Guidelines' (SPSG)
12
Railway Safety Principles and Guidance: requirements related to stations 12
Part 4
G 4.1
G 4.2
Guidance on Location of New Platforms
Horizontal track alignment through station platforms
Vertical track alignment through station platforms
13
13
15
Part 5
G 5.1
G 5.2
G 5.3
G 5.4
Guidance on Standard Platform Position Relative to Adjacent Track
Platform height
Platform offset
Footsteps of new trains relative to standard platform position
Increased stepping distances associated with achieving the standard
platform position
S&C adjacent to a platform
18
18
21
25
G 5.5
Part 6
G 6.1
G 6.2
RSSB
Page
Guidance on Altering the Position of Platforms Relative to Adjacent
Track
Altering the position of platforms relative to adjacent track
Alterations to existing platforms not complying with the standard platform
position
6
6
6
7
7
8
8
8
9
10
25
26
27
27
27
Part 7
G 7.1
G 7.2
G 7.3
Guidance on Usable Length of Platforms
General requirement for usable length of platforms
Exemption where operational procedures apply
Signs for stopping position of trains
29
29
31
32
Part 8
G 8.1
G 8.2
G 8.3
G 8.4
G 8.5
G 8.6
Guidance on Location of Buildings, Structures and Other Items on
Platforms
33
Determining the minimum usable platform width
33
Location of buildings and structures on platforms
33
Location of structures at terminal stations
35
Location of platform furniture
36
Location of isolated columns supporting lighting, signs and other equipment36
Location of driver only operation equipment
37
Part 9
G 9.1
G 9.2
G 9.3
Guidance on Usable Width of Platforms
Requirements for all new platforms
New single face platforms
New double face platforms
39
39
40
41
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Guidance on Interface between Station Platforms, Track and
Trains
G 9.4
Lengthening of existing platforms
41
Part 10
G 10.1
Guidance on Headroom on Platforms
Minimum headroom on platforms
42
42
Part 11
Guidance on the Assessment of Risk from the Aerodynamic Effects
of Passing Trains
43
Aerodynamic effects of passenger trains passing at speeds greater than
125 mph
43
Aerodynamic effects of passenger trains passing at speeds greater than
100 mph but not exceeding 125 mph
43
Aerodynamic effects of freight trains passing at speeds greater than 60 mph45
G 11.1
G 11.2
G 11.3
Part 12
G 12.1
G 12.2
Guidance on Other Requirements for Safety of Passengers Boarding
or Alighting from Trains
47
Platforms
47
Signs and markings
48
Appendices
Appendix A Assessment of Overrun Risk Zone Behind Buffer Stop
Appendix B Frangible Decking at Terminal Stations
Appendix C Example of the Determination of the Minimum Usable Platform Width for
a Double Face Platform
Appendix D Determining the Number of People to Allow for in the Unscheduled
Detraining of Passengers
Appendix E Diagram Illustrating Requirements for Headroom at Station Platforms
Appendix F Considerations for Alternative Height / Offset Platforms
Appendix G Assessment of Risk from the Aerodynamic Effects of Passing Trains at
Stations
Appendix H Platform Markings
64
74
Definitions
81
References
83
Tables
Table G 1
Table G 2
Table G 3
Table G 4
Table G 5
Table G 6
Table G 7
Table G 8
Compliance cases for track radius at a platform
Applicable platform heights and tolerances
Applicable platform offset and tolerances
Examples of specific types of alterations to improve the relative position
of the platform to the track
Assessment of overrun risk zone behind buffer stop - risk weighting factor
Risk reduction mitigation table
Table of mitigation measures
Requirements and guidance for the provision of platform markings
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GI/GN7616 Issue Two: March 2014
51
57
59
60
61
62
15
20
24
28
56
71
73
80
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Guidance on Interface between Station Platforms, Track and
Trains
Figures
Figure G 1
Figure G 2
Figure G 3
Figure G 4
Figure G 5
Figure G 6
Figure G 7
RSSB
Harrington Station - example of a localised alteration to achieve standard
height platform
Platform copers with a shear key
The overrun risk zone divided into risk areas A, B, C and the frangible
decking (not to scale)
Measurement for the frangible decking assessment tool for a single track
width
Frangible decking at a national hub station
Determination of the Minimum Usable Platform Width for a Double Face
Platform
Requirements for Headroom at Station Platforms
19
22
53
54
58
59
61
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Guidance on Interface between Station Platforms, Track and
Trains
Part 1
Introduction
G 1.1
Purpose of this document
G 1.1.1
This document gives guidance on interpreting the requirements of Railway Group
Standard GI/RT7016 Interface between Station Platforms, Track and Trains, relating to
platform geometry and specifically supports Parts 2, 3, 4, 5, 6, 7, 8, 9 and 11. It does
not constitute a recommended method of meeting any set of mandatory requirements.
There is no guidance to support GI/RT7016 Part 10 and Part 12.
G 1.1.2
Guidance is also given on the Persons with Reduced Mobility (PRM) Technical
Specification for Interoperability (TSI), the High Speed Infrastructure TSI (HS INF TSI)
and the CR INF TSI relating to platform geometry (see Part 2).
G 1.1.3
The guidance given in this document is most relevant to alterations (as defined) to
existing stations (or re-opened stations) where the constraints of the existing
infrastructure might make it unrealistic to achieve full compliance with all the
requirements in GI/RT7016. The design of a new station and particularly for a new
station on a new or re-opened route will be less constrained, making compliance with the
requirements of GI/RT7016 easier to achieve.
G 1.1.4
GE/RT8270 Assessment of Compatibility of Rolling Stock and Infrastructure mandates
requirements and responsibilities for the assessment of compatibility of rolling stock and
infrastructure. In respect of new or changed assets:
a)
A railway undertaking is responsible for ensuring that its rolling stock is compatible
with the infrastructure it operates over and with other rolling stock that operates on
that infrastructure.
b)
An infrastructure manager is responsible for ensuring that its infrastructure is
compatible with the rolling stock that operates over it and any other infrastructure
with which it interfaces.
G 1.1.5
The construction of new platforms or the modification of existing platforms will in most
cases invoke the use of the relevant process in GE/RT8270, for example, network
change.
G 1.1.6
RIS-7700-INS Rail Industry Standard for Station Infrastructure is a voluntary standard
that sets out voluntary requirements related to station infrastructure which can be referred
to, together with this guidance.
G 1.1.7
This document is independent of the work that is currently underway by the European
Railway Agency (ERA) to revise the Infrastructure TSIs and develop a combined TSI
covering both High Speed and Conventional lines.
G 1.2
The structure of this document
G 1.2.1
Relevant requirements from Railway Group Standard GI/RT7016, PRM TSI, HS INF TSI
and CR INF TSI are reproduced with a grey background in this document.
G 1.2.2
Guidance is provided as a series of sequentially numbered clauses prefixed ‘G’
immediately below the greyed text to which it relates.
G 1.2.3
Specific responsibilities and compliance requirements are laid down in the Railway Group
Standard itself.
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Guidance on Interface between Station Platforms, Track and
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G 1.3
Copyright
G 1.3.1
Copyright in the Railway Group documents is owned by Rail Safety and Standards Board
Limited. All rights are hereby reserved. No Railway Group document (in whole or in part)
may be reproduced, stored in a retrieval system, or transmitted, in any form or means,
without the prior written permission of Rail Safety and Standards Board Limited, or as
expressly permitted by law.
G 1.3.2
RSSB members are granted copyright licence in accordance with the Constitution
Agreement relating to Rail Safety and Standards Board Limited.
G 1.3.3
In circumstances where Rail Safety and Standards Board Limited has granted a particular
person or organisation permission to copy extracts from Railway Group documents, Rail
Safety and Standards Board Limited accepts no responsibility for, nor any liability in
connection with, the use of such extracts, or any claims arising therefrom. This
disclaimer applies to all forms of media in which extracts from Railway Group Standards
may be reproduced.
G 1.4
Approval and authorisation of this document
G 1.4.1
The content of this document was approved by Infrastructure Standards Committee on
13 November 2013.
G 1.4.2
This document was authorised by RSSB on 18 December 2014.
RSSB
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Guidance on Interface between Station Platforms, Track and
Trains
Part 2
Guidance on Technical Specifications for
Interoperability (TSIs)
G 2.1
Requirements related to stations
G 2.1.1
The following TSIs set out a range of requirements for stations. The requirements set out
in the documents could influence the design of new platforms and the modification of
existing platforms.
G 2.1.2
The Railways (Interoperability) Regulations 2011 (Statutory Instrument 2011 No. 3066)
sets out the circumstances under which conformity with the PRM TSI, the HS INF TSI
and the CR INF TSI is required.
G 2.1.3
The Department for Transport (DfT) publishes 'Interoperability Help Notes' on
https://www.gov.uk. The Interoperability Help Notes are a modular approach, some of
which are numbered, to providing guidance to the rail industry and its suppliers on
interoperability and the Railways (Interoperability) Regulations 2011. They superseded
the first edition of the DfT's interoperability guidance, which was published as a single
volume.
G 2.1.4
Interoperability Help Note 206 gives guidance on answering the question 'Is your project
within the scope of the Railways (Interoperability) Regulations 2011?'.
G 2.1.5
Interoperability Help Note 209 gives guidance on answering the question 'Is your project
major?', which includes guidance on whether a project is new, an upgrade or renewal.
G 2.2
TSI - Persons with Reduced Mobility
G 2.2.1
The PRM TSI section 7.3.1, sets out its requirements for existing infrastructure.
Extract from PRM TSI
7.3.
7.3.1.
Application of this TSI to existing Infrastructure/Rolling Stock
Infrastructure [part]
Existing Infrastructure is Infrastructure that is in service at the date of entry
when this TSI comes into force.
The TSI does not apply to existing Infrastructure until it is renewed or upgraded.
7.3.1.1. General
Where items are renewed or upgraded, they shall comply with the requirements
of this TSI, with the following exceptions:
Where Infrastructure upgrade or renewal work affects aspects of the
Infrastructure governed by any clause of this PRM TSI, it shall be reassessed in
accordance with that requirement within this TSI, subject to the following
conditions:
Compliance with the content of this TSI is not mandatory if the work that would
be necessary to achieve compliance requires structural alterations to any load
bearing element.
Systems and components that are not included in the scope of a particular
upgrade or renewal programme do not have to be made compliant at the time of
such a programme.
In the event that Infrastructure is re-assessed against any other TSI as a result
of renewal or upgrading works, it shall only require re-assessment against this
TSI in respect of those systems and components directly affected by the works.
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Guidance on Interface between Station Platforms, Track and
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There shall be two kinds of Infrastructure blocks
- Station buildings (including parking areas, toilets, sales office, etc.)
- Platforms
When any complete block is upgraded or renewed, it shall incorporate an
obstacle free route (when applicable) that can be linked to the other blocks as
and when they are upgraded or renewed.
The normal maintenance of the Infrastructure items shall not imply a
reassessment within the limits of this TSI.
7.3.1.5. Platform width and edge of platform (4.1.2.19)
Compliance with requirements related to the minimum width of the platform is
not mandatory for existing stations if the cause of non-compliance is the
presence of certain platform obstacles (e.g. structural columns, stairwells, lifts
etc.) that are unlikely to be moveable.
7.3.1.6. Platform height and offset (4.1.2.18)
Compliance with requirements related to platform height and offset is not
mandatory in the case of renewed platforms, but remains mandatory for
upgraded platforms.
7.3.1.7. Buildings of an historic nature
Where an existing station, or a part of it, is a recognised historic building and is
protected by National Law, the Infrastructure Operator shall endeavour to
implement the contents of this TSI. However, where it can be demonstrated
that the National law for the protection of the building would be infringed,
implementation of the relevant requirements of this TSI shall not be mandatory.
G 2.2.2
No GB guidance is provided with the above.
G 2.3
TSI - High Speed Infrastructure
G 2.3.1
The HS INF TSI sets out three categories for a trans-European high-speed line.
Extract from HS INF TSI
4.2
4.2.1
4.2.20
G 2.3.2
RSSB
Functional technical specifications of the domain
General provisions [part]
The requirements to be met by the elements characterising the infrastructure
domain shall match at least the performance levels specified for each of the
following line categories of the trans-European high-speed rail system, as
relevant.
—
Category I: specially built high-speed lines equipped for speeds generally
equal to or greater than 250 km/h,
—
Category II: specially upgraded high-speed lines equipped for speeds of
the order of 200 km/h,
—
Category III: specially upgraded high-speed lines or lines specially built
for high speed, which have special features as a result of topographical,
relief, environmental or town-planning constraints, on which the speed
must be adapted to each case.
Platforms
The requirements of sections 4.2.20 are only applicable to the platforms where
trains complying with the High-Speed Rolling Stock TSI are intended to stop on
normal commercial operation.
No GB guidance is provided with the above.
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Guidance on Interface between Station Platforms, Track and
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G 2.4
TSI - Conventional Rail Infrastructure
G 2.4.1
The CR INF TSI identifies the following categories of line.
Extract from CR INF TSI
4.2.
4.2.1.
Functional and technical specifications of subsystem
TSI categories of line
(1)
Annex I (1.1) to the Directive recognises that the conventional rail
network may be subdivided into different categories. In order to deliver
interoperability cost-effectively this TSI defines ‘TSI categories of line’.
The functional and technical specifications of this TSI vary according to
the TSI categories of line.
(2)
The requirements to be met by the infrastructure subsystem are specified
for each of the following TSI categories of line of the trans- European
conventional rail system, as relevant. These TSI categories of line may
be used for the classification of existing lines insofar the relevant
performance parameters will be met in consistency with the national
migration plan.
Table 2: TSI Categories of Line for the conventional rail infrastructure subsystem
Types of Line
Types of Traffic
7.
7.1.
Categories of Line
Passenger
traffic (P)
Freight traffic
(F)
Mixed
traffic (M)
New Core TEN Line (IV)
IV-P
IV-F
IV-M
Upgraded Core TEN Line (V)
V-P
V-F
V-M
New Other TEN Line (VI)
VI-P
VI-F
VI-M
Upgraded Other TEN Line (VII)
VII-P
VII-F
VII-M
(3)
Note that passenger hubs, freight hubs and connecting lines are included
in the above TSI categories of line, as appropriate.
(4)
The TSI category of line for every section of track shall be published in
the Register of Infrastructure.
IMPLEMENTING THE INFRASTRUCTURE TSI
Application of this TSI to conventional rail lines
(1)
Chapters 4 to 6 and any specific provisions in Sections 7.2 to 7.6 below
apply in full to the lines coming within the geographical scope of this TSI
which will be put into service as interoperable lines after this TSI enters
into force.
(2)
7.2
The Member States shall develop a national migration strategy which
specifies for TEN lines those elements of the infrastructure subsystem,
which are required for interoperable services (e.g. tracks, sidings,
stations, marshalling yards) and therefore need to comply with this TSI.
This migration strategy shall include plans related to renewal and
upgrading. In specifying those elements the Member States shall
consider the coherence of the system as a whole.
Application of this TSI to new conventional rail lines
(1)
New core TEN lines (type IV) shall satisfy the requirements of TSI
category of line IV-P, IV-F or IV-M.
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Guidance on Interface between Station Platforms, Track and
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(2)
New other TEN lines (type VI) shall satisfy the requirements of TSI
category of line VI-P, VI-F or VI-M. It is also permissible for the line to
satisfy the requirements of TSI category of line IV-P, IV-F or IV-M
respectively.
(3)
For the purpose of this TSI a ‘new line’ means a line that creates a route
where none currently exists.
(4)
The following situations, for example to increase speed or capacity, may
be considered as the construction of an upgraded line rather than a new
line:
(a) the realignment of part of an existing route,
(b) the creation of a bypass,
(c) the addition of one or more tracks on an existing route, regardless of
the distance between the original tracks and the additional tracks.
G 2.4.2
RSSB
The infrastructure TSIs are currently being revised and combined into a single TSI for
infrastructure. The details of the categorisation of lines are being updated but the general
principles remain consistent. The requirements for the platform edge position (height and
offset) are being transferred from the PRM TSI to the new infrastructure TSI but the Great
Britain (GB) specific case will remain (see tables G 2 and G 3 of this document).
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Guidance on Interface between Station Platforms, Track and
Trains
Part 3
Recommendations and Guidance in Documents
Related to Stations
G 3.1
Introduction
G 3.1.1
The following documents provide a range of recommendations and guidance related to
the design of new platforms and the modification of existing platforms.
G 3.2
Accessible Train and Station Design for Disabled People: A Code of
Practice
G 3.2.1
Accessible Train and Station Design for Disabled People: A Code of Practice is published
by the DfT pursuant to Section 71B of the Railways Act 1993, and fulfils the Secretary of
State's responsibility to produce a code of practice 'protecting the interests of users of
railway passenger services or station services who are disabled'.
G 3.2.2
The purpose of the code of practice is to assist those operating passenger trains and
stations in making railway travel easier for disabled passengers. The code of practice
identifies required standards (both European and national) relevant to all passenger train
and station operators in GB, and which licensed operators are to follow as a condition of
their licence whenever they install, renew or replace infrastructure or facilities. The
document also provides advice and recommendations of good practice. The principles
given in the code of practice aim to benefit all passengers (such as people with luggage
or with small children and pushchairs) as well as supporting the opening up of the
network to a wider range of people and helping to generate increased patronage of the
railways.
G 3.2.3
The code of practice provides examples of the appropriate standards to use when
planning work at stations.
G 3.2.4
The DfT requires all licensed passenger train operators and station operators, including
Network Rail as operator of its managed stations, to follow this code of practice in line
with the commitments in their Disabled People's Protection Policies.
G 3.3
London Underground Limited, Good Practice Guide 'Station Planning
Standards and Guidelines' (SPSG)
G 3.3.1
The SPSG sets out requirements and guidance on the spatial aspects of station planning
in the following areas:
a)
Public areas within stations.
b)
Operational staff accommodation.
c)
Evacuation.
G 3.3.2
It gives guidance on determining platform lengths and widths, and a methodology for the
consideration of passenger occupancy and circulation on platforms.
G 3.4
Railway Safety Principles and Guidance: requirements related to
stations
G 3.4.1
Railway Safety Principles and Guidance (RSPG) were produced by the Health and Safety
Executive (HM Railway Inspectorate) for use by organisations wishing to obtain approval
for new or altered works, plant and equipment under the Railways and Other Transport
Systems (Approval of Works, Plant and Equipment) Regulations 1994 (ROTS). RSPG
Part 2B provided guidance on stations.
G 3.4.2
ROTS have been revoked by the Railways and Other Guided Transport Systems (Safety)
Regulations 2006 (ROGS) and therefore compliance with the RSPG is no longer
required.
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Guidance on Interface between Station Platforms, Track and
Trains
Part 4
G 4.1
Guidance on Location of New Platforms
Horizontal track alignment through station platforms
Extract from GI/RT7016
2.1
Horizontal track alignment through station platforms
2.1.1 Station platforms shall be located on straight track unless the particular
geographical characteristics of the potential sites and the characteristics
of the railway infrastructure at the proposed location of the platform do
not provide a reasonable opportunity for achieving this.
2.1.2 Station platforms shall not be located on horizontal curves with radii less
than 1000 m.
2.1.3 It is permitted for platform extensions to be located on horizontal curves
with radii less than 1000 m but not less than 500 m.
2.1.4 Before station platforms are located on curved track, consideration shall
be given to the following:
a)
Train to platform stepping distances, taking the types of train likely to
call at the platform into account.
b)
Visibility (either direct, by means of CCTV screens, or by mirrors)
along the length of trains for train crew and station staff responsible
for dispatching trains.
2.1.5 GC/RT5021 requires that the normal limiting design value for cant
adjacent to a station platform is 110 mm, with an exceptional limiting
design value of 130 mm.
2.2
G 4.1.1
Vertical track alignment through station platforms
2.2.1 GI/GN7616 Guidance on Interface between Station Platforms, Track and
Trains gives guidance on vertical track alignment through station
platforms.
The requirement of GI/RT7016 clause 2.1.2 addresses aspects of platform curvature
associated with the following issues at stations:
a)
Platform to train stepping distances.
b)
The gap between platform and train.
c)
Train dispatch.
G 4.1.2
GI/RT7016 clauses 2.1.2 and 2.1.3 recognise that in many cases it would not be
reasonable to change the curvature of the adjacent track at an existing station that has
curved tracks running through it, where either a platform is being extended or where a
new platform is being built. The constraints could be many but would typically be the
proximity of adjacent lines, bridges, junctions and the need to fit with the existing station
layout. The permission for platform extensions on curves with radii less than 1000 m but
not less than 500 m recognises the additional constraints for extending a platform where
the extension can only be located at either end of an existing platform.
G 4.1.3
Where the requirements of GI/RT7016 section 2.1 cannot be met then a deviation from
the standard might be appropriate, provided suitable risk mitigation measures are
implemented. Platform stepping distances and train dispatch require particular
consideration to support the case for a deviation.
G 4.1.4
GM/RT2149 sets out requirements for train footsteps for passenger use, and their relative
position to platforms that meet the height and offset requirements in GI/RT7016.
RSSB
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G 4.1.5
GC/RT5212 Appendix 1 sets out particular requirements for platforms on curves less than
360 m radius, to give a larger offset. The larger offset presents an increased gap
between the platform and the train and therefore locating platforms on curves less than
360 m radius is undesirable.
G 4.1.6
RSSB Research Report T726 entitled, ‘Investigation into the feasibility of increasing
existing platform radii where the platform is located on a curve radius less than 200 m’,
considered platforms on curves less than 200 m radius. There are approximately 90
platforms on curves less than 200 m radius, and although it is unlikely that these
platforms can be economically modified, new platforms on such tight radii are
discouraged.
G 4.1.7
A platform on the outside of a curved track can present sighting problems for train
dispatch. The longer the train, the greater the potential for reduced sight lines for train
dispatch. As a guide the following approximate sight lines (in each direction) are
available for the scenario where a 2.5 m wide platform is located on the outside of a
curved track and the train dispatcher can stand at the back of the platform to see the
doors along the train:
G 4.1.8
a)
1000 m radius: approximately 70 m.
b)
500 m radius: approximately 50 m.
c)
200 m radius: approximately 30 m.
A number of deviations against GI/RT7016 section 2.1 have been approved which have
addressed the following points:
a)
Stepping distances.
b)
Length of platform on a curve; for example whether the curve is at one end of the
platform, over a short length.
c)
Whether a platform is on the inside or the outside of a curve.
d)
Length and type of trains using the platform; the shorter the train the less severe the
potential problems with sight lines.
e)
Whether coupling / uncoupling activities are within platform limits.
f)
Presence and nature of driver only operation equipment.
Extract from PRM TSI
4.1.2.18.3.Track layout along the platforms [part]
For platforms on the Conventional Rail Network the track adjacent to the
platforms shall preferably be straight, but shall nowhere have a radius of less
than 300 m.
Extract from HS INF TSI
4.2.20.6 Track layout along the platforms
Lines of category I
The track adjacent to the platforms shall preferably be straight, but shall
nowhere have a radius of less than 500 m.
Lines of category II and III
If the values prescribed in point 4.2.20.4 are not possible due to the track layout
(i.e. R < 500 m), the heights and the distances of the edges of platforms are
designed with values compatible with the layout and the rules related to the
gauge described in point 4.2.3.
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Guidance on Interface between Station Platforms, Track and
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G 4.1.9
The requirements in the HS INF TSI for lines of category II are not relevant for GB
because of the specific case for platform height (see Part 5 of this document).
G 4.1.10
The CR INF TSI refers to the requirements of the PRM TSI with respect to minimum
radius of horizontal curve through platforms.
G 4.1.11
Table G 1 sets out the compliance cases for track radius at a platform.
Track radius
Compliant with (if ‘No’ deviation required)
PRM TSI*
HS INF TSI*
GI/RT7016
Straight or radius > 1000 m
Yes
Yes
Yes
500 m ≤ radius < 1000 m
Yes
Yes
Platform extensions only
360 m ≤ radius < 500 m
Yes
No
No
300 m ≤ radius < 360 m
Yes
No
No (increased offset)
200 m ≤ radius < 300 m
No
No
No (increased offset)
Radius < 200 m
No
No
No (increased offset)
Table G 1
Compliance cases for track radius at a platform
* Only if the project is within the scope of the Railway (Interoperability) Regulations 2011.
G 4.2
Vertical track alignment through station platforms
G 4.2.1
The mandatory requirement for vertical track alignment through station platforms was
withdrawn in issue four of GI/RT7016, based on work carried out to support deviations
against issue two of GI/RT7016 for specific stations and the findings of RSSB Research
Report T815 entitled ‘Limits of vertical track alignment through station platforms’.
G 4.2.2
For many years it had been considered good practice in GB to locate platforms on
gradients not steeper than 1:260, except where geographic constraints made this
unavoidable. This requirement was later changed to refer to a gradient of 1:500, possibly
because of a shift from plain bearings to roller bearings across all rolling stock.
G 4.2.3
In the circumstances where the Infrastructure TSIs impose limiting gradients through
passenger platforms (see G 4.2.11 and G 4.2.12), the limit is 2.5 mm/m - that is, 1:400.
G 4.2.4
However, there are many platforms on the GB network that are located on gradients
steeper than 1:400 and of those, a significant number are on gradients steeper than
1:100. These platforms continue to accommodate a range of train services without
having operational constraints on their use imposed because of track gradient.
G 4.2.5
Where platform extensions and new platforms are proposed, it is good practice to
implement a design top and alignment scheme (see Part 5), although usually the overall
track gradient profile will not be altered. The platform extension or new platform will, in
most cases, be constrained as to where it can be located with respect to the existing
track gradient.
G 4.2.6
The gradient through a platform should be constant, unless the particular geographical
characteristics of the site and the characteristics of the railway infrastructure at the
proposed location of the platform do not provide a reasonable opportunity for achieving
this. Where the gradient is not constant, the average gradient should be measured over
the length of any train likely to use the platform in its planned stopping position.
RSSB
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Guidance on Interface between Station Platforms, Track and
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G 4.2.7
In this context the average gradient is to be understood as the representative gradient
under a stationary train, derived by combining the values and lengths of the different track
gradients through the platform, and taking account of the stopping position of the trains
using the platform. For example, if a train stops on a track at a platform with a 1:600
gradient for 90% of the train’s length and a 1:200 gradient in the same direction for the
remainder of its length, the average gradient is 1:500.
G 4.2.8
When considering locating platform extensions or new platforms on a gradient (steeper
than 1:500), points to consider when assessing the risk arising from the proposed change
include:
G 4.2.9
G 4.2.10
a)
Actual gradients and length of gradients.
b)
Position of the train relative to the gradient.
c)
Whether trains terminate, reverse or stand for an extended period at the platform.
d)
Operation of trains in platform, for example being coupled / uncoupled, driver
changing ends.
e)
Braking capability of trains using the platform.
f)
Engine noise from trains when pulling away from the platform.
g)
Power limitations of trains when pulling away from the platform.
h)
Mitigating circumstances in the event of a runaway (for example catch points, TPWS
fitment and adjacent geography and gradients).
For terminal platforms additional considerations include:
a)
Approach speed.
b)
Signalling and control arrangements (for example approach control signals and
TPWS).
c)
Buffer stop and end impact wall arrangements.
d)
Structures and facilities in overrun risk zone.
Any vertical curvature between different track gradients should be taken into account
when determining platform heights.
Extract from CR INF TSI
4.2.4.3. Maximum gradients [part]
TSI categories of line IV-P and VI-P [part]
(2)
Gradients of tracks through passenger platforms shall not be more than
2.5 mm/m, where passenger carriages are intended to be regularly
attached or detached.
TSI categories of line IV-F, IV-M, VI-F and VI-M [part]
(6)
Gradients of tracks through passenger platforms shall not be more than
2.5 mm/m, where passenger carriages are intended to be regularly
attached or detached.
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Guidance on Interface between Station Platforms, Track and
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Extract from HS INF TSI
4.2.5
Maximum rising and falling gradients [part]
Lines of category I [part]
Gradients of main tracks through passenger platforms shall not be more than
2,5 mm/m.
G 4.2.11
The requirement in the CR INF TSI clause 4.2.4.3 applies to ‘new’ lines only as defined
therein.
G 4.2.12
The requirement in the HS INF TSI clause 4.2.5 applies to ‘specially built high-speed
lines equipped for speeds generally equal to or greater than 250 km/h’.
RSSB
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Guidance on Interface between Station Platforms, Track and
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Part 5
G 5.1
Guidance on Standard Platform Position Relative
to Adjacent Track
Platform height
Extract from GI/RT7016
3.1
Platform height
3.1.1 For new platforms and alterations (as defined) to existing platforms, the
height at the edge of the platform shall be 915 mm (within a tolerance of
+0 mm, -25 mm).
3.1.2 Where a new platform or an alteration (as defined) to an existing platform
abuts an existing platform, any discrepancy in height of the platform shall
be gradually tapered into the existing platform. The transition gradient
shall not exceed 1:20.
G 5.1.1
The standard position of the platform edge relative to the track provides for boarding and
alighting of trains, assuming that the trains are built to the requirements of GM/RT2149.
It also provides for the passage of trains at speed, including freight trains.
G 5.1.2
For the GB railway, which for most routes provides for network wide utilisation of
passenger and freight vehicles and open access, the standard platform position is the
target system. It is possible that a case could be made for a nominal level access
platform for dwell times and accessibility reasons. To avoid promulgating a range of
heights of platforms on different parts of the network, with the resulting effects on
stepping distances and gauge compatibility, it is important that the consequences of such
an arrangement are fully considered. Appendix F of this document sets out the factors
and measures to be considered for a nominal level access platform.
G 5.1.3
When building a new platform or extending a platform the design geometry of the
adjacent track should be used for setting out before platform building works commence.
This is because the platform edge is usually set out with a platform gauge and any
irregularities in the top and line of the track will be reflected, and then ‘locked in’ to the
platform edge alignment.
G 5.1.4
To allow for track geometry maintenance, new platforms and alterations (as defined) to
existing platforms should be built to a tolerance tighter than +0 mm, -25 mm.
G 5.1.5
For the lengthening of existing high platforms (above 915 mm ARL) an option to achieve
an overall platform height of 915 mm ARL is to implement a track lift / recant in
connection with the platform works.
G 5.1.6
For the lengthening of existing platforms that are to a substandard height GI/RT7016
requires that the new length of platform is built to a height of 915 mm (within a tolerance
of +0 mm, -25 mm) and therefore there needs to be a transition length not steeper than
1:20 between the new and existing platforms. The actual position of this transition length
should be sited to best suit boarding and alighting of the trains that call at the platform (for
example if possible avoiding alignment with doors) and also to best suit station access
and egress arrangements (for example not to be opposite stairs or lifts).
G 5.1.7
Where the height of the platform is lower than 915 mm with a low footfall, and usually
there are limited classes of train calling at the station, an option for improving the
boarding and alighting of trains could be to install a short section of standard height
platform with ramps each side down to the existing low platform. This ‘raised’ section of
platform should be located to best suit train door positions and access arrangements to
the platform (see Figure G 1). Guidance on platform cross falls for this arrangement is
given in G 12.1.5.
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Figure G 1
Harrington Station - example of a localised alteration to achieve standard
height platform
G 5.1.8
GC/RT5021 requires that the normal limiting design value for cant adjacent to a station
platform is 110 mm, with an exceptional limiting design value of 130 mm. Therefore if the
new or extended platform is to be built on a curve with cant greater than 130 mm, the
track geometry should be assessed for possible recanting.
G 5.1.9
Where the applied cant is greater than 130 mm at a location, GC/RT5212 Appendix 1
requires that the platform height is reduced by 10 mm when the platform is located on the
inside of the curve.
G 5.1.10
In considering platform heights due allowance should be taken for vertical curvature of
the track.
G 5.1.11
Once built, datum plates should be fixed to the platform wall to record the design offset,
level and cant of the track.
Extract from PRM TSI
4.1.2.18.1.Platform height
For platforms on the Conventional Rail Network, two nominal values are
permissible for platform height: 550 mm and 760 mm above the running
surface. The tolerances on these dimensions shall be within –35 mm/+ 0 mm.
For platforms on the Conventional Rail Network where tramways (e.g.
Stadtbahn or Tram-Train) are intended to stop, a nominal height of platform
between 300 mm and 380 mm is permitted. The tolerances on these
dimensions shall be within +/–20 mm.
In curves with a radius of less than 500 m, it is permitted for the platform height
to be greater or less than those specified provided that the first useable step of
the vehicle complies with figure 11 in clause 4.2.2.12.1.
RSSB
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Guidance on Interface between Station Platforms, Track and
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7.4.
Specific cases [part]
7.4.1.1. Platform height [part]
Great Britain, Northern Ireland and Eire ‘P’
It is permitted for the height of the platform to be 915 mm above the running
surface.
Extract from HS INF TSI
4.2.20.4 Platform height
Lines of category I, II and III
The nominal platform height above the running plane shall be either 550 mm or
760 mm, unless otherwise specified in section 7.3.
The tolerances perpendicular to the running surface with reference to the
nominal relative positioning between track and platform are −30 mm/+ 0 mm.
7.3.
7.3.6.
7.3.6.2
Specific cases [part]
Particular features on the British network [part]
Lines of category II [part]
Platforms (section 4.2.20)
1. Platform height
For platforms on upgraded lines in Great Britain where trains complying with the
High Speed Rolling Stock TSI are intended to stop in normal commercial
operation, the height at the edge of the platform shall be 915 mm (within a
tolerance of + 0, - 50 mm) measured at right angles to the plane of the rails of
the track adjacent to the platform.
G 5.1.12
The CR INF TSI refers to the requirements of the PRM TSI with respect to platform
height.
G 5.1.13
With respect to the HS INF TSI there are no GB specific cases for lines of category I or
III.
G 5.1.14
Table G 2 summarises the GB applicable platform height and tolerances.
Trans-European Network line type
Platform height
Tolerances
‘New’ high-speed
550 mm or 760 mm
+ 0 mm / - 30 mm
‘Upgraded’ high-speed
915 mm
+ 0 mm / - 50 mm
‘New’ conventional
915 mm
+ 0 mm / - 25 mm
‘Upgraded’ conventional
915 mm
+ 0 mm / - 25 mm
GI/RT7016 ‘domestic’ lines
915 mm
+ 0 mm / - 25 mm
Table G 2
1
1
Applicable platform heights and tolerances
Note that the GB tolerances set out in GI/RT7016 are within the range permitted by the GB specific cases.
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G 5.2
Platform offset
Extract from GI/RT7016
3.2
Platform offset
3.2.1 For new platforms and alterations (as defined) to existing platforms, the
platform edge shall be the minimum distance from the adjacent track
(within a tolerance of +15 mm, -0 mm) consistent with the lower sector
structure gauge set out in GC/RT5212 Appendix 1.
3.2.2 For most platforms, curves with radii greater than or equal to 360 m
require a platform offset of nominally 730 mm (within a tolerance of +15
mm, -0 mm). GC/RT5212 sets out exceptions where Class 373 trains or
2.6 m wide containers are required to pass the platform. GC/RT5212
also sets out requirements where the curve radius is less than 360 m.
3.2.3 Where a new platform or an alteration (as defined) to an existing platform
abuts an existing platform, any discrepancy in alignment of the platform
shall be removed over a length commensurate with complete platform
coper unit lengths, but at a rate not steeper than 1:80.
G 5.2.1
The standard position of the platform edge relative to the track provides for boarding and
alighting of trains, assuming that the trains were built to the requirements of GM/RT2149.
It also provides for the passage of trains at speed, including freight trains.
G 5.2.2
For the GB railway, which for most routes provides for network wide utilisation of
passenger and freight vehicles and open access, the standard platform position is the
target system. It is possible that a case could be made for a nominal level access
platform for dwell times and accessibility reasons. To avoid promulgating a range of
heights of platforms on different parts of the network, with the resulting effects on
stepping distances and gauge compatibility, it is important that the consequences of such
an arrangement are fully considered. Appendix F of this document sets out the factors
and measures to be considered for a nominal level access platform.
G 5.2.3
When building a new platform or extending a platform, the design geometry of the
adjacent track should be used for setting out before platform building works commence.
This is because the platform edge is usually set out with a platform gauge and any
irregularities in the top and line of the track will be reflected, and then ‘locked in’ to the
platform edge alignment.
G 5.2.4
To allow for track geometry maintenance, new platforms and alterations (as defined) to
existing platforms should be built to a tighter tolerance than +15 mm, -0 mm.
G 5.2.5
Where the platform is adjacent to a ballasted track, foundations to platform support
structures below sleeper level should have a minimum horizontal offset from the nearest
rail of 730 mm plus an allowance for track curvature to a minimum depth of 600 mm
below underside of sleeper. This is to avoid disturbance to the foundations during track
renewal and maintenance work, however there are circumstances where this is not
practicable, for example on underbridges.
G 5.2.6
For the lengthening of existing platforms that are to a substandard offset, GI/RT7016 only
requires that the existing section of platform is rebuilt to the standard platform offset if
there is a reasonable opportunity to do so. For platform extensions where there is a
transition between the existing and new platform offset, it should be sited to best suit
boarding and alighting of the trains that call at the platform (for example if possible
avoiding alignment with doors) and also to best suit station access and egress
arrangements (for example not to be opposite stairs or lifts).
G 5.2.7
A restraint to lateral movement of platform copers should be provided to prevent them, in
case of bed separation, from moving and thereby infringing clearances. Designs of
copers have been used that have a triangular cut out at the edge that provide for a shear
key to be installed.
RSSB
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Figure G 2
Platform copers with a shear key
Extract from PRM TSI
4.1.2.18.2.Platform offset
Text of PRM TSI not reproduced here, see G 5.2.7.
7.4.
7.4.1.2
Specific cases [part]
Platform offset [part]
Great Britain ‘P’
The platform offset:
At straight and level platforms.
∞ ≥ R ≥ 360
360 ≥ R ≥ 160
26000
bq0 = 1 447,5
bq0 = 1375,5 +
R
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For the lines operated with (Class 373) Eurostar and lines where freight containers of
2,6 m operate.
∞ ≥ R ≥ 360
360 ≥ R ≥ 160
26000
bq0 = 1 447,5
bq0 = 1405,5 +
R
For the lines where freight containers of 2,6 m operate.
∞ ≥ R ≥ 500
Internal side of the curve
500 ≥ R ≥ 160
33000
bq0 = 1 447,5
bq0 = 1381,5 +
R
∞ ≥ R ≥ 360
360 ≥ R ≥ 160
26000
External side of the curve
bq0 = 1 447,5
bq0 = 1375,5 +
R
Extract from HS INF TSI
4.2.20 Platforms [part]
4.2.20.5 Distance from the centre of the track
For platform edges positioned at the nominal heights, the nominal distance L
from the track centre parallel to the running plane shall be obtained from the
formula:
L (mm) = 1650 + 3750/R + (g – 1435)/2
When R is the radius of the track, in metres, and g the track gauge, in
millimetres.
This distance shall be respected from a height upwards of 400 mm above the
running surface.
Tolerances for the positioning of the platform edges or their maintenance shall
be adopted such that distance L is not reduced under any circumstances and
not increased by more than 50 mm.
7.3
7.3.6.
7.3.6.2
Specific cases [part]
Particular features on the British network [part]
Lines of category II [part]
Platforms (section 4.2.20)
2. Platform horizontal distance (platform offset) [part]
For platforms on upgraded lines in Great Britain where trains complying with the
High Speed Rolling Stock TSI are intended to stop in normal commercial
operation, the platform edge shall be the minimum distance from the adjacent
track (within a tolerance of + 15, - 0 mm) consistent with the lower sector
structure gauge set out in Appendix 1 to Railway Group Standard GC/RT5212
(Issue 1, February 2003).
RSSB
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For most rolling stock, this requirement is met on curves with radii greater than
or equal to 360 m by a platform offset of 730 mm (within a tolerance of + 15, 0
mm). Appendix 1 to Railway Group Standard GC/RT5212 (Issue 1, February
2003) sets out exceptions where Class 373 (Eurostar) trains or 2,6 m wide
containers are required to pass the platform. Appendix 1 to Railway Group
Standard GC/RT5212 (Issue 1, February 2003) also sets out requirements
where the curve radius is less than 360 m.
G 5.2.8
Requirements for platform offset in connection with a platform height of either 550 mm or
760 mm are set out in the PRM TSI clause 4.1.2.18.2. The GB specific case provides for
a 915 mm platform height with a corresponding specific case for platform offset that
provides for adjustment of offsets that is consistent with GC/RT5212 Appendix 1.
G 5.2.9
The CR INF TSI refers to the requirements of the PRM TSI with respect to platform offset.
G 5.2.10
Table 3 summarises the applicable platform offset and tolerances (distances taken from
running edge adjacent to the platform and in plane of rail unless otherwise stated).
Trans-European
Network line type
Platform offset
Tolerances
‘New’ high-speed
L (mm) = 1650 + 3750/R +
(g – 1435)/2
Where:
L is platform edge from track centre
(mm)
R is the radius of the track (m)
g is track gauge (mm)
+ 50 mm / - 0 mm
‘Upgraded’ high-speed
730 mm for radius ≥ 360 m
Exception for where class 373
(Eurostar) or 2.6 m wide container
trains are required to pass: 760 mm
for radius ≥ 360 m
GC/RT5212 sets out requirements
where the curve radius is less than
360 m
+ 15 mm / - 0 mm
‘New’ conventional
Refers to PRM TSI. GB specific case
requires offset as GI/RT7016
‘domestic lines’
+ 15 mm / - 0 mm
‘Upgraded’
conventional
Refers to PRM TSI. GB specific case
requires offset as GI/RT7016
‘domestic lines’
+ 15 mm / - 0 mm
GI/RT7016 ‘domestic’
lines
730 mm for radius ≥ 360 m
Exception for where class 373
(Eurostar) or 2.6 m wide container
trains are required to pass: 760 mm
for radius ≥ 360 m
GC/RT5212 sets out requirements
where the curve radius is less than
360 m
+ 15 mm / - 0 mm
Table G 3
Applicable platform offset and tolerances
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G 5.3
Footsteps of new trains relative to standard platform position
Extract from GI/RT7016
3.3
Footsteps of new trains relative to standard platform position
3.3.1 GM/RT2149 sets out the requirements for footsteps for passenger use on
new trains relative to a platform positioned in accordance with sections
3.1 and 3.2.
G 5.3.1
The maximum horizontal, vertical and diagonal stepping distances are considered to be
extreme dimensions. The target should be within these limits subject to providing normal
clearances for gauging. GM/RT2149 Appendix A indicates a target nominal footstep
height of 130 mm relative to a platform positioned in accordance with GI/RT7016. The
PRM TSI clause 4.1.2.21.1 sets out the requirements with respect to stepping distances
for unassisted boarding.
Extract from PRM TSI
4.1.2.21. Boarding aids for passengers using wheelchairs
4.1.2.21.1. Subsystem requirements
When a platform in a station that has obstacle free access routes in accordance
with 4.1.2.3.1 is intended to receive trains stopping in normal operation with
wheelchair-compatible doorway, a boarding aid shall be provided to be used
between that doorway and the platform to allow a passenger in a wheelchair to
board or alight,
-
unless it is demonstrated that the gap between the edge of the door sill of
that doorway and the edge of the platform is not more than 75 mm
measured horizontally and not more than 50 mm measured vertically;
And
-
unless there is a station stop within 30 km, on the same route, provided
with boarding aids.
G 5.3.2
To obviate the need for boarding aids the PRM TSI, states the gap between the edge of
the door sill of the vehicle doorway and the edge of the platform is to be not more than
75 mm measured horizontally and not more than 50 mm measured vertically, which
means that the design arrangement needs to provide a closer relationship to allow for
tolerances of movements and wear in service. Depending on the track fixity the design
vertical gap would be less than 50 mm and the design horizontal gap would be less than
75 mm.
G 5.3.3
The Department for Transport study called ‘Significant Steps’, investigated the effect of
the vehicle-platform gap on the ability of passengers to board and alight from a train. The
study concluded that, to enable the majority of participants to use rail vehicles, the step
between the platform and train should not exceed 200 mm when the gap height and width
are added together.
G 5.3.4
It is recognised that the step position arrangements need to take account of the actual
position of platform edge at all stations where the train passes.
G 5.4
Increased stepping distances associated with achieving the standard
platform position
Extract from GI/RT7016
3.4
Increased stepping distances associated with achieving the standard
platform position
3.4.1 Not all footsteps of existing trains are compliant with the nominal footstep
height set out in GM/RT2149.
3.4.2 Not all existing platforms are compliant with this document.
RSSB
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Guidance on Interface between Station Platforms, Track and
Trains
3.4.3 Setting the position of a platform edge to meet the requirements of
sections 3.1 and 3.2 could therefore result in the stepping distances
quoted in section 3.3 being exceeded in the case of some trains that do
not meet the current requirements of GM/RT2149.
3.4.4 Where this is the case, measures to protect the safety of passengers
when boarding or alighting from trains scheduled to call at the particular
platform (or section of platform) shall be put in place before the usable
platform length is brought into use.
3.4.5 The measures considered shall include the following:
a) Provision of warning signs and platform markings.
b) Provision of announcements.
c) Staff attendance.
G 5.4.1
Where platforms are located on curves consideration should be given to the provision of
'Mind the gap' or 'Mind the step' warnings on the platform edge. Where required such
warnings should be in white paint, and placed as near as is reasonably practicable to the
position of the greatest gap between train and platform adjacent to the typical stopping
position of the train footsteps and at least at a spacing suited to the different train
configurations.
G 5.4.2
GI/RT7033 sets out requirements for lineside operational safety signs including the
specification for 'Mind the gap' or 'Mind the step' warnings. The specification sets out
requirements for the size and presentation of the lettering, positioning on the platform and
its alternate orientation for those entering or leaving the vehicle.
G 5.4.3
Where achieving the standard platform position would deliver calculated clearances less
than the Special Reduced category achieving positive clearances should take
precedence.
G 5.5
S&C adjacent to a platform
Extract from GI/RT7016
3.5
G 5.5.1
S&C adjacent to a platform
3.5.1 Where switches and crossings (S&C) are located adjacent to the
platform, the effects of vehicle end throw shall be taken into account.
It is usually not desirable to have a switches and crossings (S&C) layout adjacent to a
platform, however there are situations where this is the case and it is conceivable that
there could still continue to be a need to site S&C in platforms due to operational and site
constraints. Before starting work on a new platform or platform extension, a check should
be made to see if there are any plans or schemes in place to renew or remodel the S&C.
If there is a plan to carry out works to the S&C then the proposed platform works also
need to be considered with respect to the S&C scheme in order to achieve an improved
platform arrangement. It is likely that a deviation against GI/RT7016 section 3.2 with
respect to platform offset would be required.
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Guidance on Interface between Station Platforms, Track and
Trains
Part 6
G 6.1
Guidance on Altering the Position of Platforms
Relative to Adjacent Track
Altering the position of platforms relative to adjacent track
Extract from GI/RT7016
4.1
Maintaining the position of existing platforms complying with the
standard platform position
4.1.1 At existing platforms that conform to the requirements of Part 3, the
standard platform position shall be maintained when track or structural
maintenance, renewal or alteration (as defined) is carried out.
G 6.1.1
In most cases it is the movement of the track that affects the relative position of the
platform and track. This movement is usually caused by traffic, track geometry
maintenance and track renewal works. To manage movement, routine platform surveys
should be carried out to monitor the position of the track and identify the need for any
corrective adjustment. The majority of track geometry maintenance work is carried out
using on-track machines and automated track realignment design techniques working to
prescribed tolerances. It is important to ensure that when track is realigned, its position
relative to the platform is (at least) maintained. Some worsening of the relative position at
specific points may be necessary to achieve an overall improvement.
G 6.2
Alterations to existing platforms not complying with the standard
platform position
Extract from GI/RT7016
4.2
Alterations to existing platforms not complying with the standard platform
position
4.2.1 At platforms where the existing platform height or the existing platform
offset does not meet the requirements set out in sections 3.1 and 3.2, the
requirements of sections 3.1 and 3.2 shall be applied when an alteration
(as defined) to a platform (including extending the usable length of a
platform) or an alteration (as defined) to the track adjacent to the platform
is undertaken, unless the particular site constraints or rolling stock using
the route prevent this.
4.2.2 Alterations (as defined) shall be designed so as not to increase the
platform stepping distances unless they are associated with achieving the
standard platform height set out in section 3.1 or the platform offset
requirements set out in GC/RT5212.
4.2.3 For the situation where the existing platform height is higher than 915 mm
and site constraints prevent the full achievement of the height and offset
in accordance with clause 3.1 and clause 3.2 at the time of the alteration
(as defined), it is permissible to increase the platform stepping distances
where the platform height is lowered so that it is closer to meeting the
requirement of section 3.1, provided that a suitable risk assessment is
undertaken and the resulting increased stepping distances remain within
the requirements of GM/RT2149 Appendix A.
G 6.2.1
RSSB
When carrying out work that alters the position of the platform the design geometry of the
track should be used for setting out. Table G 4 provides some examples of specific types
of alterations (as defined) that might provide an opportunity to improve the relative
position of the platform to the track.
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Guidance on Interface between Station Platforms, Track and
Trains
Activity
Opportunity to achieve compliance
Maintenance tamp / stoneblow
Minor correction to offset. Reduction in relative
platform height because track is lifted.
Track renewal
Minor correction to offset. Opportunity to lower or raise
track to achieve marginal improvement in relative
platform height.
Replace coping stones
If platform wall is recessed then opportunity to achieve
offset and if platform wall is ‘flush’ then opportunity
only to improve offset by bringing coping stones
towards track.
Resurfacing platform
Minor correction to offset. Opportunity to lower or raise
coping stone to achieve marginal improvement in
platform height.
Rebuilding platform
Full compliance should be achieved.
Table G 4
Examples of specific types of alterations to improve the relative position of
the platform to the track
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Guidance on Interface between Station Platforms, Track and
Trains
Part 7
G 7.1
Guidance on Usable Length of Platforms
General requirement for usable length of platforms
Extract from GI/RT7016
5.1
General requirement for usable length of platforms
5.1.1 Except as identified in section 5.2, the usable length of platforms shall be
long enough to accommodate the longest train formation regularly
booked to stop at a platform, with allowances for inaccurate stopping and
operational (including train control) requirements.
5.1.2 The usable length of terminal platforms shall include an allowance both
for the train to stop before it reaches the buffer stops and for the length
taken up by the buffer stop equipment.
G 7.1.1
Where practicable the allowance for inaccurate stopping should be 4 m in total.
However, where structures or other physical limitations preclude the construction of a
platform of the required length, and the control systems of the train allow for accurate
stopping, this allowance could be reduced to 2 m in total.
G 7.1.2
The allowance for dividing a train, to form two separate trains should be 2 m.
G 7.1.3
In calculating platform lengths, the allowance for joining two trains to form a single train
should include the allowance for inaccurate stopping and the allowance for dividing a
train.
G 7.1.4
For terminal platforms and all platforms at main line stations the allowance for inaccurate
stopping should be 5 m. However, where structures or other physical limitations preclude
the construction of a platform of the required length, this allowance could be reduced.
G 7.1.5
The distance between the front of a train at its intended stopping position and the face of
a buffer stop should not be less than 2 m.
G 7.1.6
GE/RT8060 requires that platform mounted mirrors and monitors for train dispatch are
located based on a stopping tolerance of ±1 m from the marked train stop location.
G 7.1.7
In calculating platform lengths, the allowance for joining two trains to form a single train,
should be 6 m, including 4 m allowance for inaccurate stopping of the second train.
G 7.1.8
In determining the usable length of platforms it is important to consider the stopping
positions of trains with respect to the position of the signal(s). GE/RT8037 sets out
particular requirements for signals on platforms and visibility for train drivers that affects
the usable length of platforms. GE/GN8537 gives additional guidance on this subject.
G 7.1.9
Trains booked to stop at a station will in the majority of cases, have some form of door
control system that prevents passengers opening the doors until released to do so.
G 7.1.10
Requirements for power operated external doors on passenger carrying vehicles are set
out in GM/RT2473. GM/RT2473 section B.12 covers selective door opening (SDO).
G 7.1.11
The consideration of extending the platform should take into account factors including:
RSSB
a)
The peak period passenger flows.
b)
The number of trains booked to stop at the platform.
c)
Plans for the introduction of vehicles to the route without the functionality of SDO.
d)
The number of passengers alighting at the platform.
e)
The number of passengers boarding at the platform.
f)
Station and platform access and egress arrangements.
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Guidance on Interface between Station Platforms, Track and
Trains
G 7.1.12
g)
Station lighting and signage.
h)
Station supervision.
i)
Structures or other physical limitations.
j)
The availability of alternative platforms.
The platform should ideally be long enough to accommodate all passenger and crew
doors and to allow for inaccurate stopping. If this is not the case then the priority would
be for the platform to be long enough to cover all passenger doors and to allow for
inaccurate stopping.
Extract from CR INF TSI
4.2.10.1. USABLE LENGTH OF PLATFORMS
All TSI Categories of Line
(1)
The platform length shall be sufficient to accommodate the longest
interoperable train intended to stop at the platform in normal service.
When determining the length of trains intended to stop at the platform,
consideration shall be given to both the current service requirements and
the reasonably foreseeable service requirements at least ten years
following the bringing into service of the platform.
(2)
It is permissible to build only the length of platform required for the
current service requirement provided passive provision is made for the
reasonably foreseeable future service requirements.
(3)
The usable length of a platform shall be declared in the Register of
Infrastructure.
Extract from HS INF TSI
4.2.20.2 Usable length of the platform
Lines of category I, II and III
The usable length of the platform is the maximum continuous length of that part
of platform in front of which a train is intended to remain stationary in normal
operational conditions.
The usable length of the platforms accessible to passengers shall be at least
400 m, unless otherwise specified in section 7.3 of this TSI.
7.3
7.3.6.
7.3.6.2
Specific cases [part]
Particular features on the British network [part]
Lines of category II [part]
Platforms (section 4.2.20)
3. Minimum platform length
For platforms on upgraded lines in Great Britain where trains complying with the
High Speed Rolling Stock TSI are intended to stop in normal commercial
operation, the usable length of the platform shall be at least 300 m.
The length of platforms on upgraded lines in Great Britain where trains
complying with the High Speed Rolling Stock TSI are intended to stop in normal
commercial operation shall be indicated in the Infrastructure Register.
G 7.1.13
No GB guidance is provided with the above.
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Guidance on Interface between Station Platforms, Track and
Trains
G 7.2
Exemption where operational procedures apply
Extract from GI/RT7016
5.2
Exemption where operational procedures apply
5.2.1 It is permissible for the usable length of a platform to be shorter than is
sufficient to accommodate the longest train formation booked to stop at
the platform, provided that the platform is long enough to accommodate
the majority of the trains and procedures are in place to protect the safety
of passengers and train crew boarding and alighting. The procedures put
in place shall be recorded and supported by a documented safety
justification.
5.2.2 GE/RT8000 contains instructions to the guard when a multiple-unit train
is to stop at a platform shorter than the train. GE/RT8000 contains
corresponding instructions for locomotive-hauled trains (including HSTs,
push-pull, postal and parcels trains).
5.2.3 GM/RT2473 requires a system of selective door opening (SDO) to be
adopted for new trains where there are no alternative means to
accommodate all doors on a train within the usable length of a passenger
platform.
G 7.2.1
The need to consider the use of SDO arrangements at stations with platforms that are
shorter than the train formation typically arises where train formations are lengthened for
capacity reasons, and there are infrastructure layout restrictions that prevent physical
extension of a platform or the extension of platforms at minor intermediate stations. It
has also been the case that SDO has been implemented to accommodate a long train at
a location where stops were infrequent or only at times of disruption.
G 7.2.2
The consideration of implementation of SDO arrangements should take into account
factors including:
RSSB
a)
Passenger loading and flow patterns (peak / off-peak) at the station.
b)
The train formations that are to be used and whether the SDO system fitted to the
train operates on part (individual units) or the entire train formation.
c)
Timely advice to passengers of the need to move forward through the train to
disembark by announcements or train crew intervention.
d)
Extended station dwell times.
e)
The positioning of train stop markers in relation to platform starting signals.
f)
The potential for passenger alarm operation following restart of the train.
g)
Potential for train crew being unable to access the operating position for SDO
equipment due to standing passengers or overcrowding.
h)
Usable platform width.
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Guidance on Interface between Station Platforms, Track and
Trains
G 7.3
Signs for stopping position of trains
Extract from GI/RT7016
5.3
Signs for stopping position of trains
5.3.1 On all through platforms, information or signage shall be provided to
drivers to enable them to stop their trains at the correct point. Among the
arrangements in use are stop markers, mandated distances from starting
signals and contrasting painted platform copers.
5.3.2 GI/RT7033 sets out requirements for the design of platform stop markers
used for this purpose.
G 7.3.1
No GB guidance is provided with the above.
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Guidance on Interface between Station Platforms, Track and
Trains
Part 8
G 8.1
Guidance on Location of Buildings, Structures
and Other Items on Platforms
Determining the minimum usable platform width
Extract from GI/RT7016
6.1
Determining the minimum usable platform width
6.1.1 This section sets out requirements for the minimum distance between
items on platforms (including buildings, structures, platform furniture,
isolated columns supporting lighting and signs, and driver only operation
(DOO) equipment) and the platform edge.
6.1.2 Compliance with these requirements usually sets a limit on the minimum
usable width of new platforms (subject to also meeting the requirements
of section 7.1). In cases where these requirements do not determine the
minimum usable width, the requirements of sections 7.2 and 7.3 apply
(again, subject to also meeting the requirements of section 7.1).
6.1.3 GI/GN7616 Appendix C gives an example of the determination of the
minimum usable platform width for a double face platform.
.
G 8.1.1
No GB guidance is provided with the above.
G 8.2
Location of buildings and structures on platforms
Extract from GI/RT7016
6.2
Location of buildings and structures on platforms
6.2.1 Buildings and structures, including supports to station roofs, platform
canopies and any associated barriers that protect structures from impact,
shall not unduly restrict the movement of passengers.
6.2.2 New buildings and structures, and alterations (as defined) to existing
buildings and structures, shall be located to provide the following
minimum distances to the platform edge:
a) 3000 mm where the permissible or enhanced permissible speed on
the line adjacent to the platform exceeds 100 mph (160 km/h).
b) 2500 mm at other platforms.
6.2.3 Particular requirements for the location of platform furniture and isolated
columns supporting lighting, signs and DOO equipment are set out in
sections 6.4, 6.5 and 6.6.
G 8.2.1
When carrying out modifications to existing platforms or installing new access
arrangements, for example new stairs or lifts, the constraints of the site mean that it is on
occasion unfeasible to meet the requirements of GI/RT7016 clause 6.2.1. This
requirement provides for people boarding and alighting trains in peak times and to allow
people to move safely along the platform with trains passing at speed. If the existing noncompliant arrangement is being affected or enhanced, then the new arrangement should
not significantly worsen the minimum distances.
G 8.2.2
Where the new stairs, lifts or other facility will greatly improve the accessibility to and
arrangements on the platform a reduction in distance to the platform edge could be
justified. The justification in this scenario would need to show how the improvements
gained from the modification outweigh the reduction of the clear area to the platform
edge. The factors to consider in this justification could include:
RSSB
a)
How the reduction of the clear area to the platform edge affects the movement and
standing room for passengers on the platform.
b)
Effect on sight lines for train dispatch.
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Guidance on Interface between Station Platforms, Track and
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c)
Additional measures that are needed to mitigate the reduction of the clear area to
the platform edge. These could include:
i)
Signage and platform markings warning not to stand at the particular location.
ii)
Moving the usual stopping position for trains calling at the station so that the
doors are positioned at a better location on the platform.
iii)
Arranging the new stairs, lifts or other facility so that the flow of passengers is
improved.
iv)
Station supervision and monitoring in peak periods to manage passenger flow
and potential crowding.
G 8.2.3
When carrying out modifications to existing platforms or installing new access
arrangements, for example new stairs or lifts, it is often necessary to carry out the work
behind a temporary hoarding. The constraints of the platform could necessitate that the
hoarding is positioned closer to the platform edge than the minimum dimensions required
by GI/RT7016 clause 6.2.2.
G 8.2.4
There have been a number of time limited deviations issued with respect to temporary
hoardings. The situation and constraints will vary from station to station and platform to
platform, but when considering the location of any temporary hoardings the key
consideration is to continue to accommodate the passengers using the platform.
Guidance for the consideration of passenger flows is set out in Part 9 of this document.
G 8.2.5
For platforms where the permissible or enhanced permissible speed on the adjacent line
is less than or equal to 100 mph (160 km/h), the temporary hoardings have typically been
installed as follows:
G 8.2.6
G 8.2.7
a)
Length of hoarding not greater than 10 m.
b)
Minimum distance of hoarding to platform edge not less than 2000 mm.
c)
Hoarding is smooth (that is no recesses or corners for people or luggage to become
caught).
The additional mitigations that have been implemented for hoardings erected at platforms
where a time limited deviation has been approved, include:
a)
Additional signage.
b)
Extra lighting.
c)
Deployment of platform staff during periods of peak travel activity.
d)
Additional station announcements.
e)
Enhanced monitoring during periods of peak travel activity.
In many cases applications for time limited deviations have been supported by passenger
counts, photographs and observations at peak times and passenger flow modelling.
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Guidance on Interface between Station Platforms, Track and
Trains
G 8.3
Location of structures at terminal stations
Extract from GI/RT7016
6.3
6.3.1
Location of structures at terminal stations
Location of new structures in relation to terminal tracks
6.3.1.1 New structures, including buildings and columns supporting canopies
shall not be located within the overrun risk zone extending 20 m behind
the face of the buffer stop and 5 m either side of the projected centre
line of the track approaching the buffer stop. This is referred to in
clause 6.3.2 and clause 6.3.3 as the ‘overrun risk zone’.
6.3.2
Alterations to existing structures or track layouts
6.3.2.1 Alterations (as defined) to an existing structure or track layout shall not:
a) Cause a structure that is outside the overrun risk zone to come
within the overrun risk zone.
b) Cause a structure that is within the overrun risk zone to become
closer to the centre line of the track and / or closer to the face of the
buffer stop.
G 8.3.1
The requirements of GI/RT7016 clause 6.3 are intended to manage the risk from trains
overrunning a buffer stop.
G 8.3.2
When carrying out modifications affecting the overrun risk zone (for example to improve
access or facilities) the constraints of the station might mean that it is not feasible to meet
the requirements of GI/RT7016 clause 6.3.
G 8.3.3
Appendix A of this document provides an approach for assessing the risk from trains
overrunning a buffer stop when either new structures, or alterations (as defined) to
existing structures or track layouts, are being considered in the overrun risk zone. The
approach provided is to be used in conjunction with the methodology in GC/RC5633.
G 8.3.4
GC/RC5633 provides recommendations and guidance for buffer stops, arresting devices
and end impact walls, and the consideration of structures in the overrun risk zone. It
provides a recommended risk assessment methodology for considering the likelihood of
buffer stop overrun and the potential consequences.
G 8.3.5
Models and tools such as those provided in Appendix A of this document and
GC/RC5633 are an aid to the assessment of risk and should always be used in
conjunction with professional expertise and judgement.
G 8.3.6
At stations categorised as national hub (Category A) and regional hub (Category B)
stations, there are some platform / concourse areas that become particularly congested
for short times during peak periods. This is often the case where fully loaded passenger
trains arrive at terminal stations within a short period of time and there is congestion
whilst queuing to exit automatic ticket gates. In a number of cases to provide additional
space for such situations a 'frangible' type of decking over the track forming the slide path
behind the buffer stop has been installed. Further guidance on these types of decking is
given in Appendix B of this document.
RSSB
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Guidance on Interface between Station Platforms, Track and
Trains
G 8.4
Location of platform furniture
Extract from GI/RT7016
6.4
Location of platform furniture
6.4.1 Platform furniture shall not unduly restrict the movement of station users.
6.4.2 New platform furniture, and alterations (as defined) to existing platform
furniture, shall be located to provide the following minimum distances to
the platform edge:
a) 3000 mm where the permissible or enhanced permissible speed on
the line adjacent to the platform exceeds 100 mph (160 km/h).
b) 2500 mm at other platforms.
G 8.4.1
For a new platform or a platform extension the space for platform furniture should be
considered at the design stage and should be added to the minimum usable width
required by GI/RT7016 clause 7.1. It is unlikely that a deviation from the requirements of
GI/RT7016 clause 6.4 could be justified.
G 8.5
Location of isolated columns supporting lighting, signs and other
equipment
Extract from GI/RT7016
6.5
Location of isolated columns supporting lighting, signs and other
equipment
6.5.1 Isolated columns supporting lighting, signs or other equipment (for
example, stop markers) shall be positioned to avoid creating obstructions
to the movement of station users.
6.5.2 Isolated columns for new lighting, signs or other equipment (for example,
stop markers) or alterations (as defined) to such items shall be located to
provide the following minimum distances to the platform edge:
a) 3000 mm where the permissible or enhanced permissible speed on
the line adjacent to the platform exceeds 100 mph (160 km/h).
b) 2500 mm at other platforms.
6.5.3 Where particular site constraints prevent compliance with clause 6.5.2 of
this document, isolated columns for new lighting, signs or other
equipment (for example, stop markers) or alterations (as defined) to such
items shall be located not less than 2000 mm from the platform edge.
G 8.5.1
G 8.5.2
The requirement of GI/RT7016 clause 6.5 addresses the free flowing movement of
people on a platform when either, boarding and alighting, or whilst trains are passing at
speed. Columns positioned within 2500 mm of the platform have the potential to restrict
the movement of people, particularly at times of crowding. To what extent the columns
act as a restriction will depend on a number of factors, including:
a)
The spacing, in particular close grouping, of the columns.
b)
The size of the columns.
c)
The shape of the columns.
d)
Distance to nearest exit.
The PRM TSI sets out that 'If the distance between any two small obstacles is less than
2400 mm they shall be deemed to form one large obstacle.' Therefore this dimension
can be used as a guide to determine if columns could be considered as isolated.
Essentially the closer the columns the more likely it is that they present an obstruction.
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Guidance on Interface between Station Platforms, Track and
Trains
G 8.5.3
In general, the greater the size of the column, the greater the obstruction. In designing
the size of the column to fulfil its purpose, and its intended location, consideration should
be given to its effect on the flow of people and sight lines for train dispatch.
G 8.5.4
A round section column is likely to present less of a hazard to people than an angular
section, particularly if people or baggage come into contact with it.
Extract from PRM TSI
4.1.2.19. Platform width and edge of platform [part]
It is permitted to have small obstacles of a length of less than 1 000 mm (for
example:- masts, pylons, booths, seats) inside this freeway of 1 600 mm. The
distance from the edge of the platform to the obstacle shall be a minimum of
1 600 mm and there shall be a minimum freeway of 800 mm from the edge of
the obstacle to the danger area.
The minimum distance from the edge of obstacles like walls, seating places, lifts
and stairs that have a length of more than 1 000 mm but less than 10 000 mm,
and the edge of the danger zone, shall be 1 200 mm. The distance between the
edge of the platform and the edge of this obstacle shall be a minimum of 2 000
mm.
The minimum distance from the edges of obstacle like walls, seating places,
travelators and stairs that have a length of more than 10 000 mm, and the edge
of the danger zone, shall be 1 600 mm. The distance between the edge of the
platform and the edge of this obstacle shall be a minimum of 2 400 mm.
If there are auxiliary facilities on-board trains, or on the platform, to allow
wheelchair users to board on or alight from trains, a free space of 1 500 mm
from the edge of the facility where the wheelchair boards, or lands, at the
platform level, to the next obstacle on the platform, or to the opposite danger
area, shall be provided where such facilities are likely to be used. A new station
shall meet this requirement for all trains that are planned to stop at the platform.
G 8.5.5
No GB guidance is provided with the above.
G 8.6
Location of driver only operation equipment
Extract from GI/RT7016
6.6
Location of driver only operation equipment
6.6.1 The position of supports for new driver only operated (DOO) closed
circuit television (CCTV) and other DOO equipment (for example, stop
markers) on platforms and alterations (as defined) to existing DOO CCTV
and other DOO equipment on platforms shall take into account both:
a) The need to provide clear area between the support and the platform
edge.
b) The need for the driver of the train to be able to see the DOO CCTV
screen or other DOO equipment.
6.6.2 If the distances to the platform edge provided meet the requirement of
section 6.5, no further justification is required.
6.6.3 In all cases, the DOO equipment shall be at least 450 mm clear of the
swept envelope (as defined in GC/RT5212) of trains using or passing
through the station, and shall be positioned so as not to restrict the
movement of people (see also GE/RT8060).
G 8.6.1
RSSB
The requirement for driver only operation (DOO) equipment to be at least 450 mm clear
of the swept envelope of trains using or passing through the station is to provide for a
clearance where passengers or staff could lean out of vehicles with opening windows.
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G 8.6.2
If the clear area between the supports for the DOO equipment and the platform edge
does not meet the requirement of GI/RT7016 section 6.5, the deviation process might be
appropriate.
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Guidance on Interface between Station Platforms, Track and
Trains
Part 9
G 9.1
Guidance on Usable Width of Platforms
Requirements for all new platforms
Extract from GI/RT7016
7.1
Requirements for all new platforms
7.1.1 The minimum usable width of a platform shall:
a) Prevent overcrowding with the maximum anticipated usage of the
platform.
b) Accommodate the unscheduled detraining of passengers from a fully
occupied train, and any passengers occupying the platform when the
train arrives, without risk of injury to passengers.
7.1.2 GI/GN7616 Appendix D gives advice on selecting a method to establish
the maximum number of people to allow for, in the event of unscheduled
detraining of passengers.
G 9.1.1
The usable width of the platform could vary over its length. It is typically the case that the
platform needs to be wider near access facilities and can be narrower at the platform
ends, but nowhere less than the requirements of GI/RT7016 clause 7.2 and clause 7.3
respectively (see G 9.2 and G 9.3 of this document). The minimum usable widths
specified in GI/RT7016 clause 7.2 and clause 7.3 should not be used as the base or
default design criteria.
G 9.1.2
GI/RT7016 Part 9 sets out additional requirements for platforms for the protection of
people from aerodynamic effects of passing trains. These requirements apply where
either the permissible or enhanced permissible speed on the adjacent line is greater than
100 mph (160 km/h) or freight trains pass at speeds greater than 60 mph (100 km/h).
G 9.1.3
The area between the yellow line and the platform edge is referred to in the PRM TSI
section 4.1.2.19 as the ‘danger area of a platform’. It is defined as ‘The area where
passengers may be subject to dangerous forces due to the slipstream effect of moving
trains dependent upon their speed. For the conventional rail system, this danger area
shall be in accordance with National Rules.’ The relevant national rule for GB is
GI/RT7016.
G 9.1.4
When determining the usable width of a new platform the ‘danger area of a platform’
should be excluded from the capacity analysis as this area is not an area where people
should stand.
G 9.1.5
There are a number of techniques and approaches to modelling passenger flows and
crowding scenarios. The approach adopted should be appropriate for the type of station
at which the platform is to be constructed.
G 9.1.6
Simulation software has been applied to capacity analysis for stations for a number of
years, but recent increased interest in the techniques has led to an expansion in the
number of railway operators and facility design teams applying such models. Examples
of simulation models include:
RSSB
a)
PEDROUTE - developed by Halcrow initially on behalf of London Underground
Limited in response to the Kings Cross fire of 1987. For further information see
http://www.halcrow.com.
b)
PAXPORT - developed by Halcrow, it was prompted by BAA’s need to understand
crowd movement in the more complex airport terminal environment. For further
information see http://www.halcrow.com.
c)
STEPS - a microsimulation tool designed by Mott MacDonald for the prediction of
pedestrian movement under both normal and emergency conditions. For further
information see http://www.mottmac.com.
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d)
G 9.1.7
LEGION - pedestrian simulation software, developed by Legion International Limited,
for analysing people movement in public spaces. For further information see
http://www.legion.com.
The SPSG gives guidance on various station planning issues including platform width.
Guidance for station platforms is given in SPSG clause 2.4. The guidance is based on
2
providing a minimum of 0.8 m per passenger at the busiest part of the platform. A
platform sizing methodology is also provided that recognises that passengers are not
evenly distributed along platforms, and at the busiest part of the platform, it is assumed
that 35 % of the platform load occupies 25 % of the platform. The methodology requires
the consideration of the 'average platform load per headway (that is the average number
of passengers waiting for a train at the height of the peak, plus the number of passengers
alighting from the train)'.
Extract from PRM TSI
4.1.2.19. Platform width and edge of platform [part]
It is permitted for the width of the platform to be variable on the whole length of
the platform. The minimum width of the platform without obstacles shall be the
greater of either:
-
the width of the danger area plus the width of two opposing freeways of
800 mm (1 600 mm) or,
For a single side platform 2 500 mm, or for an island platform 3 300 mm (this
dimension may taper to 2 500 mm at the platform ends).
The minimum width requirement does not take into account additional width that
may be required for passenger flows.
G 9.1.8
The CR INF TSI refers to the requirements of the PRM TSI with respect to width of
platforms.
G 9.2
New single face platforms
Extract from GI/RT7016
7.2
New single face platforms
7.2.1 The usable width of a new single face platform shall be nowhere less
than:
a) 3000 mm where the permissible or enhanced permissible speed on
the line adjacent to the platform exceeds 100 mph (160 km/h).
b) 2500 mm at other platforms.
7.2.2 Where the characteristics of the railway infrastructure do not provide a
reasonable opportunity to achieve the requirement of 7.2.1 b), it is
permitted that the minimum useable width of a single face platform
extension can be reduced to 2000 mm over the last 20 m where:
a) The permissible or enhanced speed on the line adjacent to the
platform does not exceed 100 mph (160 km/h).
b) The last 20 m does not constitute a normal access to or egress from
the platform.
c) The last 20 m is not a location where passengers congregate, for
example commuters positioning themselves to be nearest the exit
when arriving at a terminal station.
d) Agreement has been reached with affected parties.
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G 9.2.1
The minimum usable width of a single face platform should be designed in accordance
with GI/RT7016 clause 7.1.1 (that is, usable width of a platform is to be sufficient to
prevent overcrowding), but nonetheless must not be less than the widths specified in
GI/RT7016 clause 7.2.1 – see G 9.1.2. The actual width of the platform required will also
be determined by the minimum distances to the platform edge required for structures,
platform furniture and isolated columns.
G 9.2.2
At existing station platforms and station platforms subject to alteration (as defined), where
the permissible or enhanced permissible speed of trains is to be increased on the line
adjacent to a single face platform to speeds greater than 100 mph (160 km/h), platforms
should be compliant with the requirements of GI/RT7016 clause 7.2. If the affected
platform is non-compliant and the options for achieving compliance are tightly
constrained, the deviation process might be appropriate.
G 9.3
New double face platforms
Extract from GI/RT7016
7.3
New double face platforms
7.3.1 The usable width of a new double face platform shall be nowhere less
than:
a) 6000 mm where the permissible or enhanced permissible speed on
both lines adjacent to the platform exceeds 100 mph (160 km/h).
b) 5500 mm where the permissible or enhanced permissible speed on
one line adjacent to the platform exceeds 100 mph (160 km/h) and
the other does not exceed 100 mph (160 km/h).
c) 4000 mm at other platforms.
G 9.3.1
The minimum usable width of a double face platform should be designed in accordance
with GI/RT7016 clause 7.1.1 (that is, usable width of a platform is to be sufficient to
prevent overcrowding), but nonetheless must not be less than the widths specified in
GI/RT7016 clause 7.3.1 – see G 9.1.2. The actual width of the platform required will also
be determined by the minimum distances to the platform edge required for structures,
platform furniture and isolated columns.
G 9.3.2
At existing station platforms and station platforms subject to alteration (as defined), where
the permissible or enhanced permissible speed of trains is to be increased on the line
adjacent to a platform to speeds greater than 100 mph (160 km/h), double face platforms
should be compliant with the requirements of GI/RT7016 clause 7.3. If the affected
platform is non-compliant and the options for achieving compliance are tightly
constrained, then the deviation process might be appropriate.
G 9.4
Lengthening of existing platforms
Extract from GI/RT7016
7.4
G 9.4.1
RSSB
Lengthening of existing platforms
7.4.1 When existing platforms are lengthened, the width of the new part of the
platform shall comply with the requirements for new platforms set out in
sections 7.1 to 7.3.
No GB guidance is provided with the above.
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Guidance on Interface between Station Platforms, Track and
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Part 10
G 10.1
Guidance on Headroom on Platforms
Minimum headroom on platforms
Extract from GI/RT7016
8.1
Minimum headroom on platforms
8.1.1 The minimum headroom to new station roofs and platform canopies or
alterations (as defined) to station roofs and platform canopies, suspended
equipment, signs and lighting shall be 2500 mm for the following
distances from the platform edge:
a) 3000 mm where the permissible or enhanced permissible speed on
the line adjacent to the platform exceeds 100 mph (160 km/h).
b) 2500 mm at other platforms.
8.1.2 GI/GN7616 Appendix E contains a diagram illustrating the headroom
requirements.
8.1.3 GC/RT5212 sets out requirements for defining and maintaining
clearances to trains.
G 10.1.1
The minimum headroom requirements set out in GI/RT7016 are based on a nominal
915 mm high platform and a train footstep position in accordance with GM/RT2149. The
headroom requirements provide for people standing on the platform together with people
boarding and alighting from the train, possibly with umbrellas or other tall items.
G 10.1.2
Driver only operation mirrors need to be mounted such that they can be viewed by the
driver to see along the train and platform. In some cases the position of the mirror will be
constrained by station roofs, platform canopies or other equipment. In such situations the
headroom could be compromised at the mirror and because of the proximity to the
platform edge it is not appropriate to fence off the reduced headroom area underneath
the mirror. In these situations a deviation from the requirements of GI/RT7016 section
8.1 might be appropriate.
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Guidance on Interface between Station Platforms, Track and
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Part 11
G 11.1
Guidance on the Assessment of Risk from the
Aerodynamic Effects of Passing Trains
Aerodynamic effects of passenger trains passing at speeds greater
than 125 mph
Extract from GI/RT7016
9.1
Aerodynamic effects of passenger trains passing at speeds greater than
125 mph
9.1.1 At station platforms where the permissible or enhanced permissible
speed on the adjacent line is greater than 125 mph (200 km/h), people
shall be prevented from gaining access to the parts of the platform
exposed to the aerodynamic effects of trains passing at speeds
exceeding 125 mph (200 km/h).
G 11.1.1
The intention of GI/RT7016 clause 9.1.1 is that passengers should not be on a platform
where trains can pass on the line adjacent to the platform at speeds greater than
125 mph (200 km/h). Parts of the platform offering protection to passengers, such as
waiting rooms or screened areas of the platform, would not be considered to be exposed
to aerodynamic effects.
G 11.2
Aerodynamic effects of passenger trains passing at speeds greater
than 100 mph but not exceeding 125 mph
Extract from GI/RT7016
9.2
9.2.1
9.2.2
Aerodynamic effects of passenger trains passing at speeds greater than
100 mph but not exceeding 125 mph
New station platforms
9.2.1.1 At new station platforms, where the permissible or enhanced
permissible speed on the adjacent line is greater than 100 mph (160
km/h), a yellow line shall be provided on the platform, together with
warning signs. The yellow line shall be positioned so that people
standing immediately behind the line are at least 1500 mm away from
the platform edge.
Existing station platforms or station platforms subject to alteration
9.2.2.1 At existing station platforms and station platforms subject to alteration
(as defined), where passenger trains pass or are proposed to pass on
the line adjacent to a platform at speeds greater than 100 mph (160
km/h), a yellow line shall be provided on the platform, together with
warning signs. The yellow line shall be positioned in accordance with
clause 9.2.1.1, unless this position of the yellow line is likely to lead to
overcrowding.
9.2.2.2 Where the position of a yellow line in accordance with clause 9.2.1.1 is
likely to lead to overcrowding, it is permissible to reduce the distance
between the yellow line and the platform edge. In this case, action shall
be taken to mitigate the risk from the aerodynamic effects of passing
trains to lightweight objects and vulnerable passengers on the station
platform (for example, pushchairs, the elderly or frail).
9.2.2.2 GI/RT7033 sets out requirements for the design of a warning sign for
aerodynamic effects on station platforms.
RSSB
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9.2.2.4 GI/GN7616 Appendix G provides a risk assessment methodology for
assessment of the aerodynamic risk from passing trains. It also gives
advice on the factors that should be taken into account in a risk
assessment to determine the action required to mitigate the risk from
the aerodynamic effects of passing trains, and the mitigation measures
that should be considered.
9.2.2.5 GI/GN7616 Part 11 gives advice on the notification of proposed
increases in the speed of trains passing on the line adjacent to a station
platform, to enable the actions required by section 9.2.2 to be carried
out.
G 11.2.1
The requirement to provide a yellow line on platforms at least 1500 mm from the platform
edge is understood to have been derived from tests carried out at Cheddington and
Watford around 1970 and a limiting wind speed of 17 m/s. The British Rail Chief
Mechanical and Electrical Engineer’s Department report T.204 High Speed Tests at
Cheddington and Watford 1971. Aerodynamic Effects of Two Trains passing (Design
Project No. 80327) November 1971 should be referenced for further reading. An
electronic copy of this report is available on http://spark.rssb.co.uk.
G 11.2.2
The action required when the conditions set out in GI/RT7016 clause 9.2.2.3 or clause
9.3.1.1 exist should be determined on the basis of a risk assessment that takes into
account a number of factors, including:
a)
The anticipated number of lightweight objects and vulnerable station users at risk.
b)
The speed, type and frequency of trains passing.
c)
The layout of station structures on the platform.
d)
The level of exposure of the platform to cross-winds.
e)
The level of station staffing.
f)
Any recorded incidents or accidents at the station caused by the aerodynamic
effects of passing trains.
g)
Platform falls and surfacing.
G 11.2.3
Where both passenger trains at speeds greater than 100 mph (160 km/h) and freight
trains at speeds greater than 60 mph (100 km/h) pass, the risk assessment and
subsequent actions can be considered together.
G 11.2.4
When determining appropriate action, consideration should be given to mitigation
measures, including:
a)
The provision of warning signs and platform markings.
b)
The provision of marked safe areas for the use of waiting passengers and their
belongings.
c)
Poster campaigns to alert people to the dangers from the slipstream effects of
passing trains, particularly to unrestrained pushchairs.
d)
Announcements warning passengers of the risk.
e)
The level of station staffing.
f)
The agreement of the railway undertaking to minimise the aerodynamic effects of the
train (for example, for container trains, by using continuously loaded trains with all
unloaded container vehicles at the end of the train, or by using empty containers to
fill any gaps between loaded containers).
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g)
The agreement of the railway undertaking to reduce the speed of trains.
G 11.2.5
It is recognised that the need to undertake a risk assessment can be problematic where
there are difficulties of interpretation and consequently the potential for inconsistency of
risk assessment outcomes.
G 11.2.6
Research project T749 'Aerodynamic effects of passing trains in stations - Development
of a risk assessment methodology', developed and tested a quantitative method for
undertaking station risk assessments and to supplement the guidance in G 11.2.1 to G
11.2.4.
G 11.2.7
The risk assessment methodology contained within Appendix G of this document is
based on research undertaken for Railtrack by British Rail Research. Its suitability was
tested as part of T749 through desktop trials for selected stations, interviews with station
staff, and a workshop for key station safety stakeholders. An Excel spreadsheet version
is available from the www.safetyriskmodel.co.uk. Guidance on application of the
methodology is included in Appendix G and includes feedback from stakeholders
concerning the need for guidance (see Appendix F of the T749 report).
G 11.2.8
The risk assessment methodology may be used to provide a comparison of the
unmitigated risk between different platforms. However, there is also a need for a
qualitative assessment to take account of the benefits of potential mitigation measures,
once the unmitigated risk has been assessed.
G 11.2.9
The effectiveness of typical mitigation measures was assessed at an additional workshop
with key industry station safety stakeholders. Guidance on assessment of the impact of
mitigation measures on the aerodynamic risk from passing trains is included within
Appendix G of this document.
G 11.2.10
Where it is proposed to increase the speed of trains passing on the line adjacent to a
station platform to a speed greater than 100 mph (160 km/h), it is normal industry practice
for the infrastructure manager responsible for the line to notify the infrastructure manager
responsible for managing and operating the station.
G 11.3
Aerodynamic effects of freight trains passing at speeds greater than
60 mph
Extract from GI/RT7016
9.3
9.3.1
G 11.3.1
RSSB
Aerodynamic effects of freight trains passing at speeds greater than
60 mph
Reducing the risk from the aerodynamic effects of freight trains passing
at speeds greater than 60 mph
9.3.1.1`At station platforms where freight trains (including container traffic but
excluding those trains with the same aerodynamic profile as passenger
trains, such as mail trains) pass, or are proposed to pass, on the
adjacent line at speeds greater than 60 mph (100 km/h), action shall be
taken to reduce the risk from the aerodynamic effects of passing trains
to lightweight objects and vulnerable passengers on station platforms
(for example, pushchairs, the elderly or frail).
9.3.1.2 GI/GN7616 provides a risk assessment methodology for assessment of
the aerodynamic risk from passing trains. It also gives advice on the
factors that should be taken into account in a risk assessment to
determine the action required to mitigate the risk from the aerodynamic
effects of passing trains, and the mitigation measures that should be
considered.
9.3.1.3 GI/GN7616 Part 11 gives advice on the notification of proposed
introductions of new freight train services, to enable the actions required
by section 9.3.1 to be carried out.
See guidance in clause G 11.2.
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G 11.3.2
In addition to consideration of the factors in G 11.2.2, a risk assessment should also take
account of the possible freight vehicle configuration and their loads (particularly container
vehicles where some are carrying containers and some are not).
G 11.3.3
Where it is proposed to introduce new freight train services, which would pass through a
station at speeds greater than 60 mph (100 km/h) and could therefore expose station
users to harmful aerodynamic effects, it is normal industry practice for the infrastructure
manager responsible for the line to notify the infrastructure manager responsible for
managing and operating the station.
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Guidance on Interface between Station Platforms, Track and
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Part 12
G 12.1
Guidance on Other Requirements for Safety of
Passengers Boarding or Alighting from Trains
Platforms
Extract from GI/RT7016
11.1
11.1.1
Platforms
Minimum design live load for platforms (crowd loading)
11.1.1.1 New platforms and alterations (as defined) to platforms shall be
designed to carry a nominal (unfactored) live load of at least 5 kN/m2,
representing crowd loading. This requirement does not include any
allowance for other loads that could be applied to platforms, for
example from vehicles.
11.1.2
Platform and coper surfaces
11.1.2.1 Surfaces of platforms and copers shall be firm, even and anti-slip and
shall not provide tripping hazards.
11.1.3
Platform cross fall
11.1.3.1 For new platforms and alterations (as defined) to platforms, the
surfacing shall be constructed to provide a fall away from the rear
edge of the platform coper or platform edge if there is no separate
platform coper.
11.1.3.2 If provided, copers for new or altered platforms shall be nominally
level from the platform edge to the rear of the coper.
11.1.3.3 The fall shall be at a nominal gradient of 1:50 (within the limits 1:80 to
1:40).
G 12.1.1
Platform surfacing should be free from depressions, humps or other irregularities, except
where a tactile surface is provided for visually impaired persons. Breaks in the surface
such as single steps, thresholds to doors, and drainage channels at points of access
should be avoided.
G 12.1.2
A cross fall is provided on a platform to provide for drainage and prevent objects with
wheels, for example trollies, baby buggies and suitcases, running off the platform onto
the track. However, if the cross fall is too steep it can make it difficult for wheel chair
users and for people with ambulatory difficulties to make their way along the platform.
The Department for Transport publication 'Inclusive Mobility' indicates a number of
reports that suggest that 1:50 is a preferable crossfall with 1:40 being regarded as the
steepest acceptable for wheelchair users.
G 12.1.3
For double face platforms the arrangements of the crossfall on both platform faces should
be considered as there can be an added complication where one of the adjacent tracks is
significantly higher than the other one. In some cases this has the potential to lead to the
possibility that an object with wheels could run from the higher platform face, building up
momentum and potentially run off the lower platform face. The potential for such a
situation depends on a range of factors that include:
G 12.1.4
a)
The two cross falls involved and the width of the double platform.
b)
The friction properties on the platform surface in dry or wet conditions.
c)
How the wheeled object is taken off a train.
d)
The nature of the wheeled object in terms of type of wheels, type of brakes and how
it is steered.
In designing the gradients for a double face platform a number of factors should be
considered, including:
a)
RSSB
The difference in height between the two adjacent tracks.
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G 12.1.5
b)
The platform surface arrangements.
c)
Whether a step, fence or planting bed can be installed where the two cross fall
gradients intersect.
d)
How the station is supervised.
e)
What announcements are made on board the train and at the station.
Where a short section of standard height platform with ramps each side down to the
existing low platform (see G 5.1.7) is installed, the cross fall should provide a fall away
from the platform edge at a nominal gradient of 1:40. The ramps from the 'raised' section
of platform to the existing low platform should not have a gradient steeper than 1:20. If
there is a height difference from the back of the raised platform to the existing platform a
fence or barrier is likely to be required.
Extract from GI/RT7016
11.1.4
Provision of recess beneath platform edge
11.1.4.1 For new platforms or a platform subject to alteration (as defined), a
recess with a minimum width of 300 mm and a minimum height of
480 mm measured from rail level, shall be formed beneath the
platform edge. The recess shall be kept clear of cables and other
obstructions.
11.1.4.2 Consideration shall be given to the provision of a wider recess where
there is a platform or other obstruction on both sides of the track.
G 12.1.6
The requirements in GI/RT7016 clause 11.1.4 are principally in place to provide a clear
space where a person, who had fallen off the platform, could as a last resort lie clear of a
train, and to provide a space that could be used for emergency services to crawl along to
access a person trapped under a train.
G 12.1.7
Consideration should be given to the provision of a mesh screen under voided platforms
500 mm from platform edge to mitigate rubbish accumulation and trespass.
G 12.1.8
Although the datum for the recess dimension is the platform edge it is important to
recognise that the dimension from the platform wall to the adjacent track is an important
consideration for providing a clear space.
G 12.2
Signs and markings
Extract from GI/RT7016
11.2
Signs and markings
11.2.1
Passenger information signs
11.2.1.1 At all stations, passenger information signs shall be provided to clearly
indicate the station name to passengers on board trains standing at,
or passing through, the station.
11.2.1.3 Sufficient illumination shall be provided for these signs to be visible in
the hours of darkness or low light conditions when the station is open
to station users (see also Part 10).
11.2.2
Passenger and staff warning signs
11.2.2.1 Warning signs and platform markings shall be provided where wide
gaps and stepping distances between train and the platform edge are
unavoidable (see section 3.4).
11.2.2.2 Part 9 sets out particular requirements for signage to warn
passengers about the aerodynamic effects of trains passing at speeds
exceeding 100 mph (160 km/h).
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11.2.3
Marking platform edges
11.2.3.1 Platform edges shall be clearly identified by visible marking and
provision of a tactile surface. Such marking shall not be provided to
the edge of platform ramps except where ramps are used for access
under normal operating conditions.
11.2.3.2 The Department for Transport document ‘Department for Transport /
Transport Scotland Accessible Train Station Design for Disabled
People: A Code of Practice’ sets out requirements for the tactile
surface.
11.2.3.3 Part 9 sets out particular requirements for yellow lines on platforms to
warn passengers about the aerodynamic effects of trains passing at
speeds exceeding 100 mph (160 km/h).
11.2.3.4 GI/GN7616 Appendix H sets out guidance on the requirements of
various documents for platform markings.
G 12.2.1
Guidance on the content and positioning of signs on stations can be found in 'Wayfinding
at stations - a good practice guide', published by RSSB and 'Sign Design Guide (2000)',
published by the Sign Design Society and the Royal National Institute for the Blind
(RNIB).
G 12.2.2
There are a number of sources of requirements and guidance for the provision of platform
markings. This creates a potential for confusion and also inconsistency in the
interpretation of the purpose and location of a particular platform marking. Relevant
sources of requirements and / or guidance for the provision of platform markings (white
line, yellow line, tactiles) have been identified. A summary of this information, together
with a possible explanation of the purpose, is included in Appendix H.
Extract from GI/RT7016
11.2
11.2.4
Signs and markings
Provision of colour contrasting markings on obstructions
11.2.4.1 Colour contrasting markings shall be provided on isolated columns or
other obstructions, when new or subject to alteration (as defined),
where these could interrupt the movement of visually impaired people.
11.2.4.2 Appropriate markings or other protection to vertical glazing and
cladding shall be provided to prevent accidental collision by station
users, including visually impaired people.
G 12.2.3
Guidance can be found in 'Accessible Train and Station Design for Disabled People: A
Code of Practice', published by the DfT.
Extract from PRM TSI
4.1.2.19. Platform width and edge of platform [part]
The boundary of the danger area, furthest from the rail side edge of the
platform, shall be marked with visual and tactile warnings. The tactile marking
shall be in accordance with National Rules.
The visual warning shall be a colour contrasting, slip resistant, warning line with
a minimum width of 100 mm.
The colour of the material at the rail side edge of the platform shall contrast with
the darkness of the gap. This material shall be slip resistant.
4.1.2.20 End of platform
The end of the platform shall have both visual and tactile markings.
G 12.2.4
RSSB
The CR INF TSI refers to the requirements of the PRM TSI with respect to requirements
for the ends of platforms.
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G 12.2.5
Guidance on managing trespass and access at the ends of platforms can be found in
'Controlling trespass and access from the platform end - A guide to good practice',
published by RSSB.
G 12.2.6
RSSB Research Report T158 entitled 'The use of tactile surfaces at rail stations' offers
further information on the types of tactile markings suitable for platforms.
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Appendix A Assessment of Overrun Risk Zone Behind Buffer
Stop
G A.1
Introduction
G A.1.1
For either new structures, or alterations (as defined) to existing structures or track layouts
affecting the overrun risk zone the methodology in this Appendix should be used to
consider the change in risk. This methodology should be used in conjunction with the
process provided in GC/RC5633 replacing Table A5 (in GC/RC5633) with Table G 5
Assessment of overrun risk zone behind buffer stop - risk weighting factor (in this
Appendix).
G A.1.2
Table G 5 is structured as follows:
a)
Part 1 assesses the risk to people in the overrun risk zone.
b)
Part 2 assesses the risk to people inside, or in the immediate vicinity of, a small
structure (such as a kiosk) located within the overrun risk zone.
c)
Part 3 assesses the risk to people who may be affected by the collapse of a
significant structural support (such as a footbridge or roof column) located within the
overrun risk zone.
d)
Part 4 assesses the risk to people who may be on frangible decking and who would
be affected by a buffer stop collision.
G A.1.3
The methodology assesses each factor individually and assigns a risk weighting factor.
The risk weighting factors are then added before being multiplied by further weightings
associated with the provision of train protection and / or an end impact wall.
G A.1.4
If more than one small structure needs to be assessed, Part 2 should be repeated and
the additional risk weighting factor added.
G A.1.5
If more than one significant structural support needs to be assessed, Part 3 should be
repeated and the additional risk weighting factor added.
G A.1.6
Normally, the number of people affected in a typical assessment scenario should relate to
an off-peak train approaching the buffer stops (for example at midday). However, if it is
considered that there is a significant difference between off-peak and peak populations in
the overrun risk zone, it may be appropriate to carry out an assessment for the two
periods separately before combining into a total result representing a typical day. The
assessor should consider the magnitude of the variation between these two assessments
when combining them. This would involve adjusting the platform population values as
well as the average number of train approaches and average passengers per train for the
two assessment periods.
G A.1.7
Where a change is being introduced to the overrun risk zone, for example installing a new
kiosk, any increase in risk associated with the change should be considered and
appropriate mitigations implemented. To provide a guide on the financial consideration of
the values associated with such safety related investment decisions the following worked
example is given:
RSSB
a)
Suppose the new kiosk results in an increase in risk of 0.1 FWI per 100 years, which
is a change of 0.001 FWI per year (that is, 0.1 FWI per 100 years / 100 years =
0.001 FWI per year).
b)
The value of preventing a fatality (as of 2009) is £1.661million. Therefore to mitigate
0.001 FWI per year and keep the level of risk at the same level it is justifiable to
spend up to £1,661 / year (that is, 0.001 FWI per year x £1.661million = £1,661).
c)
Over a design period of 30 years, the maximum justifiable cost would be
approximately £50,000 (that is, £1,661 x 30 years = £49,830). This justifiable cost
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may be sufficient to pay for the construction of an end impact wall or other significant
mitigation measure that could achieve a reduction in risk of 0.001 FWI per year. If a
more accurate cost benefit analysis is required then the latest published value of
preventing a fatality should be checked and the cost should be considered over the
lifetime of the change, meaning that future costs and benefits should be calculated in
2
present value terms using an appropriate discount rate .
G A.1.8
Further information and guidance on making investment decisions is provided in 'Taking
Safe Decisions' published by RSSB, on http://www.rssb.co.uk.
G A.2
Notes to Table G 5
G A.2.1
General notes to Table G 5
G A.2.1.1
The 20 m overrun risk zone is divided into risk areas A, B, C and the frangible decking
area as shown in Figure G 3. The areas are based on the assumption that in most
cases, a train overrun at a buffer stop will travel in a straight line (frangible decking and
area A), in some cases, the train may deviate from a straight line (area B) and in a few
cases the train may jack knife (area C). If the area under analysis concerns more than
one track and buffer stop, each buffer stop should be analysed separately.
G A.2.1.2
It should be noted that it is not possible to accurately predict the path of a train overrun,
and therefore a conservative approach should be taken when assigning structures to risk
areas A, B and / or C. If a structure is overlapping two of the areas, or very close to the
edge of an area, you should assign it to the higher risk area.
G A.2.1.3
When introducing a change to the overrun risk zone it is good practice to examine what
the change in risk will be. The risk assessment using Table G 5 should be carried out for
the existing station layout and then carried out for the proposed new station layout. The
difference between the results of the two assessments will give an indication of the
increase in risk that the change will introduce. Risk mitigation measures should then be
assessed for the change in risk; GC/RC5633 Table B1 should be used as a guide.
2
This is in accordance with ORR guidance ‘Internal guidance on cost benefit analysis (CBA) in support of safetyrelated investment decisions’ http://www.rail-reg.gov.uk
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Single
track
Figure G 3
The overrun risk zone divided into risk areas A, B, C and the frangible
decking (not to scale)
G A.2.2
Notes to Part 1 of Table G 5
G A.2.2.1
Part 1 considers the people in the open plan area of the overrun risk zone that could be
affected by a train overrun. These people will generally have an unobstructed view of the
approaching train and freedom to move away from the area quickly if a train overran the
buffer stop. The number of people affected within each of the risk areas A, B and C, on
average, when an off-peak train (for example midday) is approaching the buffer stops
should be considered.
G A.2.2.2
If people in risk areas A, B or C do not have an unobstructed view of an approaching train
or are unable to move away from the area quickly, for example in crowded situations,
then an obstruction factor should be applied.
G A.2.2.3
The process provided in GC/RC5633 and the methodology in this Appendix (GI/GN7616)
are based on RSSB's Safety Risk Model version 6.
G A.2.3
Notes to Part 2 of Table G 5
G A.2.3.1
Part 2 considers the people associated with small structures such as kiosks and shops
where the structure is standalone (that is, independently constructed from the main
station structure). The number of people affected if the structure collapsed as a result of
a train collision after a buffer stop overrun (that is, the people inside the structure as well
as people waiting outside the structure, for example customers waiting to purchase items)
should be considered.
G A.2.3.2
The weightings in Part 2 only apply to a maximum of 30 people being affected. If more
than 30 people will be affected, then Part 3 should be used to consider more serious
consequences.
RSSB
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G A.2.4
Notes to Part 3 of Table G 5
G A.2.4.1
Part 3 considers significant structural supports, such as roof columns, multi-story
structures or footbridge supports. Advice from a competent structural engineer should be
sought to consider how likely it is for the support to collapse if it were struck by a train
overrun. A risk weighting factor of 1 should be used if the collapse of the structure will
cause the support to collapse. A risk weighting factor of 0 should be used if the support
is redundant and the removal of the support will not cause the structure to collapse. The
number of people affected should be considered if the structure did collapse, for example
if the removal of the support will cause a section of roof to collapse, people throughout
the station might be affected.
G A.2.5
Notes to Part 4 of Table G 5
G A.2.5.1
Part 4 considers the risk if frangible decking has been installed in the area directly behind
the buffer stop. If no decking has been installed behind the buffer stop this section will
calculate a risk weighting factor of 0 and the length of decking should be entered as 0.
Figure G 4 shows the layout of the measurement for the frangible decking assessment
tool, for the distance between the buffer stop and the frangible decking, d and the length
of the decking L.
Figure G 4
Measurement for the frangible decking assessment tool for a single track
width
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Part 1 People in the open plan area of the overrun risk zone that could be affected by a train overrun (see note A.2.2)
Factor affecting buffer stop risk
Category
Risk
Value assigned
weighting
factor
Number of people in area A
(see note 1)
None
Low occupancy (typical 1 - 2 people)
0
1
Medium occupancy (typical 3 - 10 people)
2
High occupancy (typical of > 10 people)
5
+
Number of people in area B
None
Low occupancy (typical 1 - 2 people)
0
0.33
Medium occupancy (typical 3 - 10 people)
0.66
High occupancy (typical of > 10 people)
1.65
None
Low occupancy (typical 1 - 2 people)
0
0.05
+
Number of people in area C
Medium occupancy (typical 3 - 10 people)
0.1
High occupancy (typical of > 10 people)
0.25
=
Sub total
x
Obstruction factor
People in the overrun risk zone have an
unobstructed view of an approaching train and are
able to move away from the area quickly
1
People in the overrun risk zone do not have an
unobstructed view of an approaching train or are
unable to move away from the area quickly
3
=
Sub total Part 1
Part 2 Small structures such as kiosks, shops etc (see note A.2.3)
Factor affecting buffer stop risk
Category
Structure 1 (Repeat for as many small structures as applicable and add results)
Which part of the overrun area is the
Area A
structure 1 located (see note 1)
Area B
Area C
Risk
weighting
factor
Value assigned
1.5
0.5
0.1
x
Number of passengers, public or staff
that will be affected by structural failure
None
Low (average 1 - 2 people)
Medium (average 3 - 10 people)
High (average of > 10 people)
0
2
5
10
=
Sub total Part 2
Part 3 Significant structural supports such as roof columns, multi-story structures, footbridge supports etc (see note
A.2.4)
Factor affecting buffer stop risk
Category
Risk
Value
weighting
assigned
factor
Structure 1 (Repeat for as many structures as applicable and add results)
Which part of the overrun area is the
Area A
1.5
structure 1 located (see note 1)
Area B
0.5
Area C
0.1
x
Probability of collapse if struck by a train Estimate to be provided by a structural engineer
Between
overrun
0 and 1
x
Number of passengers, public or staff
None
0
that will be affected by structural
Low (average < 50 people)
30
collapse
Medium (average 50 - 100 people)
75
High (average of > 100 people)
200
=
Sub total Part 3
RSSB
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Part 4 Frangible decking risk (see note A.2.5)
Factor affecting buffer stop risk
Category
Distance from buffer stop to decking
Risk
weighting
factor
Not applicable
more than 7 metres
6 - 7 metres
5 - 6 metres
4 - 5 metres
3 - 4 metres
2 - 3 metres
1 - 2 metres
less than 1 metre
Value assigned
0
0.3
0.5
0.8
1.2
2.1
3.5
6
10.3
x
Length of decking (metres)
=
Sub total Part 4
Combined risk values
Sub total Part 1
+
Sub total Part 2
+
Sub total Part 3
Total 1+2+3
=
x
End impact wall 1.3m above
rail level
Yes
No
0.1
1
+
Sub total
Part 4
x
Sub total
Train protection system
=
Yes
No
1
1.04
=
Combined area behind the buffer stop risk weighting factor
Table G 5
Assessment of overrun risk zone behind buffer stop - risk weighting factor
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Appendix B Frangible Decking at Terminal Stations
G B.1
Introduction
G B.1.1
At stations categorised as national hub (Category A) and regional hub (Category B)
stations, there are some platform / concourse areas that become particularly congested
for short times during peak periods. This is often the case where fully loaded passenger
trains arrive at terminal stations within a short period of time and there is congestion
whilst queuing to exit automatic ticket gates. In a number of cases to provide additional
space for such situations a 'frangible' type of decking over the track forming the slide path
behind the buffer stop has been installed (see Figure G 5).
G B.1.2
A frangible type of decking is formed from a number of decking units supported by
beams. When impacted by a buffer stop the beams guide the decking units and allow
them to move freely and smoothly with the buffer stop. The decking units provide a solid
platform surface for people.
G B.1.3
Where this arrangement exists buffer stops are fitted with impact brackets that are
capable of applying the impact loads to the decking units. These comprise of fabricated
plates welded to the rear flange of the buffer stop structure at the height required to
contact with and collect the decking units as they move with the buffer stop.
G B.1.4
GC/RT5033 requires energy absorbing buffer stops to be provided at terminal or bay
platforms. The key requirement is that buffer stops are to be designed to arrest the full
range of trains between the heaviest and lightest using a track, without risk of serious
injury to people on the train. It is important that the performance of the buffer stop is not
to be materially affected by the use of a frangible type of decking, so that any greater risk
of serious injury to people on the train is avoided.
G B.1.5
A frangible type of decking has only been used at national hub and regional hub stations.
It is likely that the use of such a system can only be justified if the safety benefits arising
from having increased passenger space are greater than the safety disbenefits arising
from the very unlikely event of a train impacting the buffer stop, and subsequently
connecting with the frangible decking units. The factors to consider in this justification
could include:
G B.1.6
RSSB
a)
The safety benefits arising from having increased passenger space.
b)
The safety disbenefits arising from the very unlikely event of a train impacting the
buffer stop and causing movement of the decking units with passengers still on
them.
c)
How close the decking units will be to the buffer stop impact bracket. The greater
the distance between the buffer stop impact bracket and the nearest decking unit,
the less likely it is that the decking units will be affected in the event of a minor buffer
stop impact.
d)
If access to the area can be limited to only the busiest times, for example by
cordoning off the area.
The design considerations for frangible decking should consider a number of factors,
including:
a)
The performance of the buffer stop is not to be materially affected by the use of a
frangible type of decking, so that any greater risk of serious injury to people on the
train is avoided.
b)
The decking should be capable of supporting the maximum anticipated loading from
passengers and vehicles required to use it.
c)
How the decking units move in the event of a buffer stop contact and their effect on
people on the platform.
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G B.1.7
d)
The need to inspect and maintain the buffer stop and its friction slide units.
e)
How the performance of the system can be maintained throughout its service life.
Buildings, for example kiosks and ticket machines, should not be positioned on frangible
decking.
Figure G 5
Frangible decking at a national hub station
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Appendix C Example of the Determination of the Minimum
Usable Platform Width for a Double Face Platform
Figure G 6
RSSB
Determination of the Minimum Usable Platform Width for a Double Face
Platform
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Appendix D Determining the Number of People to Allow for in
the Unscheduled Detraining of Passengers
G D.1
Determining the number of people to allow for, in the event of
unscheduled detraining of passengers
G D.1.1
In establishing the number of people to allow for in the unscheduled detraining of
passengers, the maximum number of people can be based on one of the following:
G D.1.2
a)
Planned and foreseeable train and platform occupancy.
b)
Measurements of train and platform occupancy at peak times.
c)
The result of any practical tests conducted to confirm the maximum train and
platform occupancy.
The method selected to establish the maximum number of people should be
demonstrated to be appropriate to the particular circumstances prevailing at the platform
under consideration.
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Appendix E Diagram Illustrating Requirements for Headroom
at Station Platforms
Figure G 7
RSSB
Requirements for Headroom at Station Platforms
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Appendix F Considerations for Alternative Height / Offset
Platforms
G F.1
Alternative height / offset platforms
G F.1.1
Introduction
G F.1.1.1
GI/RT7016 sets out the requirements for the standard platform position relative to
adjacent track at 915 mm high with an offset of 730 mm from the running edge.
G F.1.1.2
A number of GB projects, for example Crossrail and Thameslink, have considered
alternative height platforms for routes with high throughput of trains. By having platforms
high enough to be level with the door sill, dwell times can be reduced for reduced mobility
passengers.
G F.1.1.3
A platform height of approximately 1100 mm has been chosen for consideration as it has
been shown that door sills can be designed to this height and have been used on other
networks in GB, for example Heathrow Express and London Overground.
G F.1.1.4
To provide for a platform height of 1100 mm, the platform offset would, in most cases,
need to be increased to provide the necessary gauge clearances for the rolling stock
using the route. Increased offsets that have been used range from 752 mm for London
Overground to 792 mm for Heathrow Express.
G F.1.1.5
To achieve an arrangement where all passengers can board without assistance can be
described as universal self-boarding. There are other ways of permitting universal
self-boarding such as platform humps, lowering the train floor and automatic door steps
or ramps.
G F.1.2
Possible approaches to universal self-boarding
G F.1.2.1
There are a range of methods used to provide for universal self-boarding at the platform /
train interface, some of which would also provide 'nominal level' access. Such methods
include:
G F.1.3
a)
Lower vestibule floor height vehicles / lower height platforms.
b)
Footsteps within vehicle interiors to provide access to higher or lower parts of the
vehicle, which are not necessarily accessible for all.
c)
Moveable footsteps.
Relationship of platform and footstep to provide for universal self-boarding
Extract from PRM TSI
4.1.2.21. Boarding aids for passengers using wheelchairs
4.1.2.21.1. Subsystem requirements
When a platform in a station that has obstacle free access routes in accordance
with 4.1.2.3.1 is intended to receive trains stopping in normal operation with
wheelchair-compatible doorway, a boarding aid shall be provided to be used
between that doorway and the platform to allow a passenger in a wheelchair to
board or alight,
—
unless it is demonstrated that the gap between the edge of the door sill of
that doorway and the edge of the platform is not more than 75 mm
measured horizontally and not more than 50 mm measured vertically;
and
—
unless there is a station stop within 30 km, on the same route, provided
with boarding aids.
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G F.1.3.1
By not requiring a boarding aid, it is perceived that dwell times will reduce, since there is
no need to deploy (and retract) the device, hence facilitating an increased frequency of
the service.
G F.1.4
Consequences of installing alternative height platforms
G F.1.4.1
Where alternative height platforms are installed, the stepping distance to rolling stock with
floors of a similar height would be improved at these platforms, however the need to
modify footsteps on associated rolling stock will, in most cases, lead to increased
stepping distances at existing standard height platforms.
G F.1.4.2
If alternative (universal self-boarding) height platforms are installed, there will be route
wide, long term restrictions on rolling stock, operations and infrastructure which would
include:
a)
Existing passenger rolling stock with footsteps below floor height will in most cases
not be able to pass through alternative height platforms.
b)
Vehicles meeting the W6a freight gauge (that is most freight wagons and track
maintenance machines) will have to pass through at restricted speed.
i)
Most freight trains could not be pathed through the alternative height platform
during traffic hours, affecting diversionary routes and maintenance
opportunities.
c)
Where through running is required, the speed of vehicles passing through is
expected to be limited to around 30 mph (50 km/h), this also applies to entry and exit
speeds of stopping trains, thus reducing capacity.
d)
Achieving stepping distances and passing clearances would mean, in most cases,
that:
i)
The platform cannot be located on a curve less than 1000 m.
ii)
Track cant in the platform area is not permitted.
e)
At least medium track fixity in the track adjacent to the platform with implications for
installation cost and maintainability.
f)
The importance of the platform recess would be increased because of the increased
difficulty of getting up on to the higher platform.
g)
Further consideration would have to be given to OLE contact wire heights and rolling
stock designs to ensure that adequate electrical clearances are achieved for
passengers on the higher platform.
G F.1.4.3
It should be noted that the installation of alternative height platforms would also have to
be assessed for compatibility in accordance with the process set out in GE/RT8270.
G F.1.4.4
To build or alter a platform to an alternative height to that set out in GI/RT7016 would
require a deviation from GI/RT7016 and potentially, depending on the project, a deviation
from the relevant TSI.
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Guidance on Interface between Station Platforms, Track and
Trains
Appendix G Assessment of Risk from the Aerodynamic Effects
of Passing Trains at Stations
G G.1
Introduction
G G.1.1
The following Appendix contains a risk assessment method, which can be used to
estimate the unmitigated level of risk at a platform due to the aerodynamic effects of
passing trains. This risk concerns a non-stopping passenger or freight train passing
adjacent to a platform where passengers are waiting for stopping trains. The potential
consequences of the slipstream effect of the passing train are that passengers or
passengers' belongings can be swept along, blown over, or drawn into the path of the
train with potential for damage or injury. An extreme case would be an occupied child's
wheeled buggy being blown into the side of a passing train or onto the track. The
following method evaluates the risk, based on the likelihood and potential severity of
these events according to platform and traffic characteristics.
G G.1.2
The risk assessment method calculates an unmitigated risk score. The score produced
by the method is then used to assign a platform risk category (high, medium or low) as
set out in Table G6. The appropriate mitigation measures may then be considered for
implementation to reduce the risk. See clause G G.5 of this document.
G G.1.3
The method can be used to assess current platform conditions over a typical busy
weekday, but may also be useful to assess other scenarios, when required, such as:
G G.1.4
a)
Proposed changes to the use of a platform, or passing train traffic patterns.
b)
Temporary changes to traffic levels, which might result in a short term increase in
aerodynamic risk, for example, due to infrastructure works or possession activities.
c)
Considering off-peak, peak times, or short-term busy periods (such as special
events).
An Excel spread sheet version of all of the forms and the risk assessment calculation
sheet are available at www.safetyriskmodel.co.uk. The spread sheet automatically
calculates the risk score and records the required information. These forms include:
a)
Assessment details sheet.
b)
Aerodynamic risk assessment calculation sheet.
c)
Aerodynamic risk assessment weighting factors sheet.
G G.2
Aerodynamic risk assessment data collection form
G G.2.1
The following form captures the information that is required for the assessment method to
produce a 'Total Platform Unmitigated Risk Score' for each platform. This data is
supplemented by weighting factors which are explained in more detail in G G.4
Tables A-F.
G G.2.2
The letters in parentheses indicate where the various factors should be used in the
manual Aerodynamic Risk Assessment Calculation Sheet.
G G.2.3
The information required comprises essential information which is needed to complete
the assessment (assessment details) and optional information which may be helpful for
assessment of the effectiveness of mitigation measures and for completion of the risk
assessment.
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Assessment details
Station name
Platform
Assessment completed by
Assessment date
Assessment Filter Questions
Answer
Is the platform a bay platform?
Yes / No
If response is ‘yes’ then an assessment is not required
(negligible aerodynamic risk)
Does non-stopping traffic pass
adjacent to the platform?
Yes / No
If response is ‘no’ then an assessment is not required
(negligible aerodynamic risk)
Local Platform Factor
Category
Weighting
Low
4
Medium
4.4
High
4.8
Geographical location factor:
What is the geographical
location factor for the station?
Notes
Notes
Low, Medium, High geographical effect
due to prevailing local wind conditions?
(See map in Table A for suggested
location factors. Increase or decrease
if local conditions are not typical.)
(A) =
Platform layout factor:
What are the platform layout and
wind exposure characteristics?
Open
1
Enclosed
0.8
Intermediate
0.5
Select the most appropriate category
based on the general descriptions in
the platform layout Table B.
(B) =
Local platform factor
Stopping trains
(P) = (AxBx0.03)
Number of stopping
trains per day
Notes
(C)
Number of stopping passenger
trains during a typical busy
weekday
Estimate traffic density based on best available information
(the ‘weighting’ is the actual estimated number of trains
per day)
Additional Notes
Normally only trains passing the platform being assessed should be included. However, for narrower / open island platforms
which are busy, the number of stopping and passing trains per day for either platform should be the total for both platforms.
This is due to waiting passengers moving unrestricted between both platforms and therefore exposed to passing trains on
both sides.
For wider island platforms – particularly those having extensive buildings, railings, or other type of ‘barriers’, which effectively
separate the two platforms – it is permissible to consider the two platforms to be completely separate.
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Optional information (note as relevant)
Infrastructure
Platform length (m)
Platform width (m)
Platform area unusable by passengers?
Platform area useable by passengers?
Island platform?
Is the platform straight, convex, concave?
Is the line bidirectional?
Is the view of approaching trains obscured (due to
line curvature, foliage or infrastructure?)
Is the platform flat or sloped towards or away from
the platform edge?
Other relevant infrastructure information
Staff
Is the platform staffed at all times?
Is the platform staffed at peak times only?
Is the platform always unstaffed?
Number of staff on platform at any one time (during
typical busy period)?
Other relevant staff information
Crowds
Is platform crowding ever a significant issue?
Have there been any previous near miss incidents at
the platform?
Are there ever any local special events, for example
football matches?
Is there a higher than average number of holiday
makers with luggage?
Is there a higher than average number of
children/elderly?
Is there a higher than average number of
trolleys/buggies/etc.?
Are there any especially narrow or constricted parts
of platform?
Is there ever an uneven spread of waiting
passengers due to platform layout?
Occasions where perturbed traffic at other stations
causes increased crowds?
Other relevant crowd information
Assessment notes / assumptions / queries / uncertainties
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G G.3
Aerodynamic Risk Assessment Calculation Sheet
G G.3.1
The following table should be used with the weightings tables in G DA.34 to calculate the individual risk scores for each passing traffic type.
(D)
Passing Train Type
Passing
train type
weighting
Road vehicle-carrying train (Ford
transit van carrier, cartic, carflat)
with the load exposed
0.59
Freightliner / flat-bedded wagons
with vertical ends
0.36
Freight train other than those
above (tankers, hopper wagons)
0.28
Multiple unit / loco-hauled
passenger train
0.19
High speed passenger train (HST,
IC225, Eurostar)
0.17
(E)
Number of
passing trains
per day
Passing trains
traffic
weighting
(see Table E)
Highest
typical train
passing
speed
(F)
(C)
(P)
Passing
train speed
weighting
(See Table
F)
Number of
stopping
trains per
day
Local
platform
factor
(G)
= (D+P)
(H)
= (FxG)
(J)
= (ExCxHxH)
(R)
= (J / 200)
Individual
train type
risk score
Total platform unmitigated risk score
(sum of individual risk scores)
RSSB
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G G.4
Aerodynamic Risk Assessment Weighting Factors
G G.4.1
The following weighting factor reference tables are used to complete the final
aerodynamic risk assessment calculation sheet. The letters in parentheses indicate
where the various factors should be used.
(A) Geographical location factor
Region
Low (L)
Medium (M)
High (H)
Weighting
The geographical location weighting is taken from the approximate
location of the station on the map. The factor should be adjusted if
local characteristics are relevant, for example close to open sea,
platform on exposed embankment, regular experience of high wind
conditions, station enclosed / protected from high wind conditions.
4
4.4
4.8
HIGH
Inverness
MEDIUM
Dunbar
Ayr
Gretna
HIGH
Lancaster
Bridlington
Liverpool
MEDIUM
MEDIUM
LOW
Southend
Swansea
Linton
MEDIUM
Exeter
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(B) Platform layout factor
Summary
Description
Weighting
Open
Platforms with a predominantly open and
exposed environment, possibly with low rear
walls, open railings or fences and simple
shelters. Use this category when most of the
platform length is ‘open’ even if there is a
small section of the platform which is
‘enclosed’.
1
Enclosed
Platforms with a predominantly enclosed
environment such as one with solid rear walls
or station buildings and a canopy along the
full platform length. Possible aerodynamic
tunneling effects.
0.8
Intermediate
Any other mixed platform layout (for example
platform with high rear wall/fence but no
canopy or platform with canopy but no rear
wall.)
0.5
(C) Number of stopping trains per day
Actual number of stopping trains (see above note on island platforms)
No. of trains per day
(D) Passing train type weighting
Passing Train Type
Weighting
Road vehicle-carrying train (Ford transit van carrier, cartic, carflat) with
the load exposed
Autos
0.59
Freightliner / flat-bedded wagons with vertical ends
Containers
0.36
Freight train other than those above (tankers, hopper wagons)
Others
0.28
Multiple unit / loco-hauled passenger train
Regional
0.19
High speed passenger train (HST, IC225, Eurostar, etc.)
Intercity
0.17
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Additional Notes on (C) and (D).
On island platforms, for narrower and open island platforms which are busy, the number of stopping
and passing trains per day for either platform should be the total for both platforms. This is due to
waiting passengers migrating onto both platforms.
For wider island platforms - particularly those having extensive buildings, railings, or other type of
barrier, which effectively separates the two platforms – it is permissible to consider the two platforms
to be completely separate.
(E) Passing trains traffic weighting
Number of trains passing platform without stopping
on a typically busy day
(see note on island platforms)
Autos
Freightliner / flat-bedded wagons with
vertical ends
Containers
Freight train other than those above
(tankers, hopper wagons)
Others
Multiple unit / loco-hauled passenger
train
Regional, etc.
High speed passenger train (HST,
IC225, Eurostar)
Intercity, etc.
NA - Do not include train type in
assessment calculations if
0 trains per day
Road vehicle-carrying train (Ford
transit van carrier, cartic, carflat) with
the load exposed
0 trains
per day
1-5 trains
per day
6-20 trains
per day
More than 20
trains per day
0.5
1.2
2
0.4
0.9
1.6
0.3
0.7
1.2
0.2
0.5
0.8
0.1
0.3
0.5
(F) Passing train speed weighting
Highest Typical Passing Train Speed
Less than or equal to 45 mph (70 km/h)
Greater than 45 mph but less than or equal to 55 mph
Greater than 55 mph but less than or equal to 65 mph
Greater than 65 mph but less than or equal to 75 mph
Above 75 mph
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Weighting
17
22
27
32
36
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G G.5
Post assessment analysis
G G.5.1
Risk reduction mitigation measures
G G.5.1.1
The risk assessment method produces a ‘total platform unmitigated risk score’, which
gives an indication of the unmitigated level of risk due to aerodynamic effects of passing
trains at the platform. The actual level of risk associated with a platform depends on the
level of unmitigated risk and the mitigation measures that are in place to reduce the
unmitigated risk. The unmitigated risk score corresponds to a risk category as shown in
Table G 6, which makes it possible to classify platforms according to risk and decide what
level of mitigation measures should be considered for implementation.
Total platform
unmitigated risk
score
less than 50
The platform represents a low
to negligible risk to passengers
due to aerodynamic effects of
passing trains. However, a
number of best practice
mitigation measures may still
be considered, even for low
risk platforms, if not already
implemented.
between 50 and
200
The platform represents an
average unmitigated risk to
passengers due to the
aerodynamic effects of passing
trains. This unmitigated risk
may already be reduced due to
existing mitigation measures.
The full set of mitigation
measures for medium risk
platforms should be reviewed
to identify any additional
measures for consideration.
greater than 200
The platform represents a
comparatively high unmitigated
risk to the passengers due to
aerodynamic effects of passing
trains. This unmitigated risk
may already be reduced due to
existing mitigation measures.
The full set of mitigation
measures for high risk
platforms should be reviewed
to identify any additional
measures for consideration.
Table G 6
RSSB
Total platform unmitigated
risk score
Platform
risk
category
Mitigations
measures to
consider
1 to 9
Low
(plus any others
that would be
reasonably
practicable to
implement)
1 to 17
Medium
(plus any others
that would be
reasonably
practicable to
implement)
All
High
(1 to 27, although
20 to 27 are
unlikely to be
practicable except
for very extreme
cases or where
facilitated within
the scope of other
projects)
Risk reduction mitigation table
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G G.5.1.2
A number of mitigation measures, set out in Table G 7 relevant to aerodynamic risk, have
been identified through industry expert workshops. These vary from simple best practice
measures, which are already in place in most stations, to more complex and costly
measures, which are unlikely to be justifiable except in very extreme cases.
G G.5.1.3
To complete the risk assessment process, the full list of identified mitigation measures,
set out in Table G 7, should be reviewed to select which are suitable to be considered for
the assessed platform. This should take into account the level of risk indicated by the
unmitigated risk score and practical considerations of local implementation. Issues that
should be considered when reviewing the suitability of mitigation measures include:
G G.5.1.4
a)
Whether the measure is also relevant to controlling other platform risk areas (other
than aerodynamic risk).
b)
Whether the mitigation measure is most effective when used in conjunction with
other mitigation measures.
c)
How difficult the measure is to implement.
d)
How costly the mitigation measure is to implement or to maintain, if there are ongoing costs.
e)
How effective the measure is in reducing slipstream risk.
As a general guide, at least measures 1 to 9 should be considered even at low risk
platforms, measures 1 to 17 at medium risk platforms, and measures 1 to 27 should be
considered where practicable for high risk platforms (see table G 6). If any additional
measures are identified as suitable for the platform these should also be considered. It
may be possible that some 'medium/high risk platform' measures might be justifiable even
at a lower risk platform if it is easy and cost effective to implement.
ID
1
2
3
Mitigation title
Passenger
education
campaigns
Targeted best
practice
Platform edge
identification
Mitigation type
Mitigation Description
Educating passengers
on aerodynamic risk
Temporary education campaigns for
example posters.
Educating passengers
on aerodynamic risk
Improving passenger
perception of risk
Targeted dissemination of 'best practice'
information
Platform edges to be clearly identified in
accordance with GI/RT7016
Additional information on Customer
Information System (CIS)
Announcements to improve general
awareness
4
CIS warning
Warning passengers
5
PA System
Warning passengers
6
Automated warning
announcements
Warning passengers
7
Aerodynamic risk
warning signage
Educating passengers
on aerodynamic risk
8
Tactile paving
9
Platform yellow line
10
Yellow hatching
11
CIS position
12
Train stopping
position
Improving passenger
perception of risk
Improving passenger
perception of risk
Managing crowd
positions
Managing crowd
positions
Managing crowd
positions
13
Platform staff
Monitoring and
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Automated warning announcements
Signage to warn specifically of risk from
slipstreams/aerodynamic effects of
passing trains.
Tactile paving currently mandated in
GI/RT7016
Yellow Line mandated in GI/RT7016, for
trains > 100 mph (160 km/h)
Yellow hatching on platforms at pinch
points
Optimise location of CIS panels
Optimisation of stop car position
Platform staff present on platform at peak
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ID
14
Mitigation title
Mitigation type
Mitigation Description
presence at peak
times
Platform staff
presence at all
times
intervention
times
Monitoring and
intervention
Platform staff present on platform at all
times
CCTV monitoring of passenger
behaviour / positions on the platform.
Crowd management plan, for example
number of passengers on platform
controlled, ushering, etc.
15
CCTV monitoring
Monitoring and
intervention
16
Crowd management
plan
Monitoring and
intervention
17
Waiting
rooms/shelters
Physical separation
18
Train Horn
Warning passengers
19
Platform separation
Physical separation
20
21
22
23
Complete platform
edge barrier
Extend platform
canopy
Reduction in
passenger train
speed
Reduction in freight
speed
Managing crowd
positions
Managing train traffic
Managing train traffic
24
Off peak freight
Managing train traffic
25
Divert traffic
Managing train traffic
26
Existing train
improvements
Rolling stock
27
New train design
Rolling stock
28
Other
Other
Table G 7
G G.5.1.5
Physical separation
Provision of waiting rooms / shelters
Train horn of passing train on approach to
platform
Physical separation of platform and train for example via barriers or fencing
Complete platform edge physical barrier,
platform edge doors.
Extend platform canopy (to encourage
whole use of platform in poor weather)
Reduction in speed of passing passenger
trains
Reduction in speed of passing freight
trains
Send freight through station at off peak
times
Divert traffic on to non-platform line away
from waiting passengers
Retrospective aerodynamic improvement
of existing trains
Improved aerodynamic design of new
trains
To be used by assessor as necessary
Table of mitigation measures
For each selected potential mitigation measure it should be recorded:
a)
Whether it is already implemented.
b)
Whether it should be considered for implementation.
or
c)
Whether it is considered unsuitable, with justification for not implementing.
G G.5.2
Platform Aerodynamic Risk Assessment Tool
G G.5.2.1
The Excel spread sheet also generates mitigation measure review sheets indicating
which measures should normally be considered depending on the assessed platform risk
category. The tool can be used to carry out the risk assessment and record the
unmitigated risk due to the aerodynamic risk of passing trains, along with recording the
decision taking process on which mitigation measures should be implemented.
RSSB
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Guidance on Interface between Station Platforms, Track and Trains
Appendix H Platform Markings
G H.1
Source of requirements and / or guidance
G H.1.1
Introduction
G H.1.1.1
A summary of the documented sources of requirements and guidance for the provision of platform markings, together with a possible explanation of
the purpose, is set out in Table G 8.
Document
Document title / requirements / guidance
GI/RT7016, Issue 5
Interface between Station Platforms, Track and Trains
11.2.3
Marking platform edges
11.2.3.1
Platform edges shall be clearly identified by visible marking
and provision of a tactile surface. Such marking shall not be
provided to the edge of platform ramps except where ramps
are used for access under normal operating conditions.
Conventionally, the ' visible marking' is proved by means of a white
line positioned along the edge of the platform.
11.2.3.3
Part 9 sets out particular requirements for yellow lines on
platforms to warn passengers about the aerodynamic effects
of trains passing at speeds exceeding 100 mph (160 km/h).
Yellow lines are only mandated for trains passing at speeds greater
than 100 mph (160 km/h) (passenger trains).
For freight trains travelling at speeds greater than 60 mph
(100 km/h) action is required ‘to reduce the risk from the
aerodynamic effects of passing trains’ but a yellow line is not
mandated.
In practice yellow lines are also provided for stations where there is a
risk from the aerodynamic effects of passing freight trains.
9.2.1
New station platforms
9.2.1.1
At new station platforms, where the permissible or enhanced
permissible speed on the adjacent line is greater than 100
mph (160 km/h), a yellow line shall be provided on the
platform, together with warning signs. The yellow line shall be
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Explanation
Intended to provide a visual warning of the boundary of the danger
area.
The dimension of 1500 mm is to the edge of the yellow line furthest
from the platform edge.
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Document
Document title / requirements / guidance
Explanation
positioned so that people standing immediately behind the line
are at least 1500 mm away from the platform edge.
9.2.2
Existing station platforms or station platforms subject to
alteration
9.2.2.1
At existing station platforms and station platforms subject to
alteration, where passenger trains pass or are proposed to
pass on the line adjacent to a platform at speeds greater than
100 mph (160 km/h), a yellow line shall be provided on the
platform, together with warning signs. The yellow line shall be
positioned in accordance with clause 9.2.1, unless this
position of the yellow line is likely to lead to overcrowding.
As for 9.2.1.1 except that it is recognised that the available space on
an existing platform may be restricted where the yellow line is placed
at 1500 mm from the platform edge.
9.2.2.2
Where the position of a yellow line in accordance with clause
9.2.1 is likely to lead to overcrowding, it is permissible to
reduce the distance between the yellow line and the platform
edge. In this case, action shall be taken to mitigate the risk
from the aerodynamic effects of passing trains to lightweight
objects and vulnerable passengers on the station platform (for
example, pushchairs, the elderly or frail).
In these circumstances, the risks to passenger safety from
overcrowding may be greater than the aerodynamic risk and a
reduced distance to the yellow line from the platform edge is
permitted.
PRM TSI
(Commission
Decision
2008/164/EC)
The technical specification of interoperability relating to
‘persons with reduced mobility’
4.1.2.19
Platform width and edge of platform
The danger area of a platform commences at the rail side
edge of the platform and is defined as the area where
passengers may be subject to dangerous forces due to the
slipstream effect of moving trains dependent upon their speed.
For the conventional rail system, this danger area shall be in
accordance with National Rules.
The boundary of the danger area, furthest from the rail side
edge of the platform, shall be marked with visual and tactile
warnings. The tactile marking shall be in accordance with
National Rules.
RSSB
The relevant national technical rule defining the danger area for the
majority of the GB mainline railway is GI/RT7016, Part 9.
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Document title / requirements / guidance
Explanation
The visual warning shall be a colour contrasting, slip resistant,
warning line with a minimum width of 100 mm.
Dft CoP (Version 03,
November 2011)
Accessible Train and Station Design for Disabled People:
A Code of Practice
W2.11
The boundary of the danger area, furthest from the rail side
edge of the platform, shall be marked with visual and tactile
warnings. The tactile marking shall be in accordance with
railway group standard GI/RT7016 Interface between Station
Platforms, Track and Trains.’
The requirement is linked to the requirement in clause 4.1.2.19 of the
PRM TSI (see above).
The intention is to provide a visual warning for sighted people and a
tactile warning for people with visual impairment, of the boundary of
the danger area.
DfT publication ‘Guidance on the Use of Tactile Paving
Surfaces (2005)’ is referenced in Annex V: Reference
documents.
Dft Guidance
(Published 15
December 2005,
modified 5 June
2007)
Guidance on the Use of Tactile Paving Surfaces
3.5 Layout
‘The platform edge (off-street) warning surface should be laid
immediately behind the platform edge coping stone (Figure
25).
In most cases this will be between 600 mm and 700 mm back
from the platform edge, but in some circumstances this may
be as little as 500 mm. It should never be less than that
because people may not have enough time to stop walking
once they have detected the tactile surface.
The surface should be installed to a depth of 400 mm along
the entire length of the platform.’
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GI/GN7616 Issue Two: March 2014
The 'Guidance on the Use of Tactile Paving Surfaces' sets out the
usual position of tactile paving, without considering the need to warn
about the aerodynamic effects of trains passing ('In most cases this
will be between 600 mm and 700 mm back from the platform edge
...').
The PRM TSI requires ‘The boundary of the danger area…. be
marked with visual and tactile warnings.’ Clearly, if the position of
the tactile paving is to meet this requirement, this distance will not be
sufficient where it is necessary to warn people about the
aerodynamic effects of trains passing at speeds greater than
100 mph (160 km/h).
Typically, someone stepping on a tactile surface might be expected
to step back from it, away from a danger area. In such
circumstances, it may therefore be appropriate that the tactile strip is
placed on the platform edge side of the yellow line, giving a
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Document title / requirements / guidance
Explanation
sequence from the platform edge of, white line, coper, tactile strip,
yellow line.
Placing the tactile strip on the other (non-rail) side of the yellow line
would require a wider platform area and might be confusing for both
sighted and visually impaired people.
The tactile is placed behind the coper due to the method of
construction involving separate components for the coper and the
tactile. For platforms without copers there is no such restriction on
the tactile location.
Where a 760 mm coper is used and there is no need to take account
of aerodynamic effects, this would result in a yellow line position of
1260 mm (760 + 400 + 100) from the edge of the platform, assuming
the position of the yellow line behind the tactile as suggested in the
text above.
RIS-3703-TOM,
Issue 1
Rail Industry Standard for Train Dispatch and Platform
Safety
2.11
Promoting safe passenger behaviour
2.11.1
Where the risk assessment has identified poor
passenger/public behaviour as a hazard on a platform,
infrastructure managers shall put in place appropriate
measures to promote safe behaviour on the platform.
GN52
Infrastructure managers should include, as part of a crowd
control plan, measures that clearly inform passengers and
members of the public what behaviour is required.
Measures that can be considered include (but are not limited
to) safety signing, posters, announcements and platform
markings.
GN53
The use of communications media should be part of a
consistent and integrated strategy for promoting desirable
behaviour that takes into account the goals, attitudes and
motivations of passengers/public and uses multiple formats to
communicate the message.
RSSB
Note – not all guidance provided in RIS-3703-TOM clause 2.11.1 is
relevant to the provision of platform markings but is provided for
completeness.
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Guidance on Interface between Station Platforms, Track and Trains
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Document title / requirements / guidance
GN54
Communications media should be used to communicate byelaws and to emphasise to passengers their responsibilities
when on railway property.
GN55
The use of a yellow line to control the risk from the
aerodynamic effects of passing trains is mandatory and is
specified in GI/RT7016.
See requirements for Part 9 of GI/RT7016 above.
GN56
Where a yellow line is not required according to GI/RT7016, a
yellow line can be used to delineate the area at the platform
edge where it is not safe to wait or walk. This can assist with
the management of passenger/public behaviour by providing a
clear indication of the safe platform area. The use of a yellow
line for this purpose may be relevant on platforms that tend to
get crowded or where passengers are still waiting after a train
has departed.
This guidance recognises that there are situations where the risk
from aerodynamic effects is low but there is a need to define the
boundary of the safe area for the purpose of managing the safety of
people waiting to board a train.
GN57
If used solely to delineate the edge of the waiting area and not
to control aerodynamic risk, the yellow line may be positioned
closer to the platform edge than specified in GI/RT7016 so
that the space available for waiting is maximised and in
crowded situations, passengers are less tempted to use the
clear space between the line and the platform edge as a path.
See comment on GN59.
GN58
The position of a yellow line used to delineate the safe waiting
area should be determined on the basis of a risk assessment
that takes into account, but is not limited to the following:
a) The size of the area at the platform edge that is
considered to be an unsafe waiting area.
b) The platform width and the amount of space that will be
available for waiting.
c) Areas where the platform width is reduced.
d) The expected density of people using the platform.
e) The impact of the platform marking on movement on the
platform.
f) Consistency with other platform markings within the
In determining the location for the tactile strip in conjunction with a
yellow line, it is necessary to consider whether a variable tactile
position may adversely affect people with visual impairment if the
distance to the train for boarding purposes is not consistent.
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Explanation
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Guidance on Interface between Station Platforms, Track and Trains
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Document title / requirements / guidance
Explanation
station.
g) Platform length.
h) Features that will concentrate people in certain areas such
as entrances and exits, platform canopy and retail outlets.
i) Position of the tactile strip (if provided) – guidance on the
design of accessible stations is provided in the DfT’s
Accessible Train Station Design for Disabled People: A
Code of Practice (2010).
GN59
The position of the yellow line used to delineate the safe
waiting area should not be less than 500mm from the platform
edge.
For this situation a yellow line placed at 500 mm would be in front of
the tactile where provided behind a coper (see DfT publication
‘Guidance on the Use of Tactile Paving Surfaces’).
GN60
The position of the yellow line used to delineate the safe
waiting area from the platform edge will be most effective if
passengers are made aware of its meaning and if it is referred
to in associated announcements, signs and posters.
For station platforms with a 760 mm coper, the tactile would be
located 1160 mm from the platform edge in accordance with the DfT
Guidance. If this is the ‘standard’ position for platforms with copers,
there is the need to consider the potential for confusion of people
with visual impairment where the tactile is placed further away from
the platform edge to reduce the risk from aerodynamic effects (see
GN 58).
The potential for combination of the two warning methods should be
considered (yellow painted or coloured tactiles for example). This
might not affect people with visual impairment but could be
considered to convey the same visual message to sighted people.
RIS-2703-RST
Issue 1 (Draft)
Rail Industry Standard for Driver Only Operated On-train
Camera / Monitor Systems
Draft RIS for DOO on train monitoring of dispatch corridors.
2.2.1
The OTCM system shall provide a view of the train dispatch
corridor parallel to the train body that encompasses:
j) The full length of the train or the length of the train, in the
platform, whichever is the shortest distance.
k) The gap between the train and the platform.
l) The width of the platform back to the yellow warning line.
In the absence of a line this should encompass at least
1500 mm adjacent to the passenger body side entrances.
The consideration of the yellow line is limited to consideration of a
marking to define the train dispatch corridor.
RSSB
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Explanation
m) At least the height of the train doors.
Table G 8
Requirements and guidance for the provision of platform markings
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Guidance on Interface between Station Platforms, Track and
Trains
Definitions
Accident
An unplanned, uncontrolled or unintended event giving rise to death, ill-health, injury or
other loss. For the purpose of this document this is restricted to death or injury as a result
of contact with either trains or railway equipment and infrastructure.
Alteration [for example, of a platform or other equipment]
For the purpose of this document, the substantial lengthening or rebuilding of all or part of
an existing platform, or a disused platform and / or an associated structure, or renewal of
station equipment or platform furniture, which provides a reasonable opportunity to bring
the items concerned into conformity with the requirements of this document.
Colour contrasting marking
A marking on a structure which breaks up the surface of the structure, or part of the
structure, so that it can be seen by visually impaired station users.
Coper [or platform coper]
That part of the platform surface adjacent to the track, when formed of a separate concrete
or masonry slab. Also known as the 'platform coping' or 'coping stone'.
Disused platform
A platform that already exists but is not in operational use.
Double face platform (island platform)
A platform with operational track adjacent to both sides of the platform.
Incident
An unplanned, uncontrolled or unintended event which under different circumstances could
have resulted in an accident.
New platform
A platform other than a platform that already exists. The term excludes a disused platform
that is brought back into use.
Overrun risk zone
A zone extending 20 m behind the face of the buffer stop and 5 m either side of the
projected centre line of the track approaching the buffer stop.
Permissible or enhanced permissible speed
The maximum speed published in the Sectional Appendix at which traffic is allowed to run
on a line.
Platform
The structure forming the part of a station that provides access for passengers to or from a
train. Walkways used for staff only are not considered to be platforms.
Platform extension
Increasing the usable length of an existing platform.
Platform furniture
Permanent or semi-permanent equipment or apparatus, or seating placed upon a platform
for station users.
Platform height
The height of the edge of the platform relative to the track, measured at right angles to the
plane of the rails of the track adjacent to the platform.
RSSB
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Guidance on Interface between Station Platforms, Track and
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Platform offset
The distance between the upper surface of the platform edge and the running edge of the
nearest rail on the track adjacent to the platform, measured parallel to the plane of the rails.
Register of infrastructure
The CR INF TSI and the PRM TSI, require a Register of Infrastructure to be published. In
accordance with Article 35 of Directive 2008/57/EC, the Register of Infrastructure shall
indicate the main features of the infrastructure subsystem. Parameters required to be
recorded in the Register of Infrastructure include; smallest horizontal curve of a section of
line; usable length of a platform; the height, offset, width and length of each platform.
Sign
Any surface (usually in one plane) which has a message to convey to the viewer.
Single face platform
A platform with operational track adjacent to one side of the platform only.
Specific case
A specific case is a special provision defined in a TSI that applies to a part of the railway
system because of geographical, topographical or urban environment constraints; or to
maintain compatibility with the existing system. A specific case may be either temporary or
permanent.
Technical Specification for Interoperability (TSI)
A TSI is a specification adopted in accordance with the European Interoperability Directive
by which each subsystem or part subsystem is covered in order to meet the essential
requirements and ensure the interoperability of the rail system.
Usable platform edge area
The area enclosed between the platform edge and a line 1.0 m back from the platform
edge, over the usable platform length.
Usable platform length
The length of that part of the platform that can be used by passengers for egress from and
access to trains, measured along the platform edge.
Usable platform width
The width of the platform that can be used by passengers for egress from and access to
trains, or for waiting, taking into account the width of any items on the platform (for
example, furniture, access or egress, or structures) and inclusive of edge effects to the
platform edge, back wall, fence or obstruction.
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Guidance on Interface between Station Platforms, Track and
Trains
References
The Catalogue of Railway Group Standards give the current issue number and status of
documents published by RSSB. This information is also available from
www.rgsonline.co.uk.
RGSC 01
RGSC 02
Railway Group Standards Code
Standards Manual
Documents referenced in the text
Railway Group Standards
GC/RT5021
GC/RT5033
GC/RT5212
GE/RT8000
GE/RT8037
GE/RT8060
GE/RT8270
GI/RT7016
GI/RT7033
GM/RT2149
GM/RT2473
RSSB documents
GC/RC5633
GE/GN8537
RIS-7700-INS
Other references
1993 c.43
2006 No. 599
SI 2011/3066
T158
T.204
T726
T749
T815
RSSB
Track System Requirements
Terminal Tracks – Requirements for Buffer Stops,
Arresting Devices and End Impact Walls
Requirements for Defining and Maintaining Clearances
The Rule Book
Signal Positioning and Visibility
Engineering Requirements for Dispatch of Trains from
Platforms
Assessment of Compatibility of Rolling Stock and
Infrastructure
Interface between Station Platforms, Track and Trains
Lineside Operational Safety Signs
Requirements for Defining and Maintaining the Size of
Railway Vehicles
Power Operated External Doors on Passenger Carrying
Rail Vehicles
Recommendations for the Risk Assessment of Buffer
Stops, Arresting Devices and End Impact Walls
Guidance on Signal Positioning and Visibility
Rail Industry Standard for Station Infrastructure
Railways Act 1993
Railways and Other Guided Transport Systems (Safety)
Regulations 2006 (including amendments)
Railways (Interoperability) Regulations 2011 (including
amendments)
The use of tactile surfaces at rail stations, RSSB Research
Project (2005)
British Rail Chief Mechanical and Electrical Engineer’s
Department T.204 High Speed Tests at Cheddington and
Watford 1971. Aerodynamic Effects of Two Trains passing
(Design Project No. 80327) November 1971
Investigation into the feasibility of increasing existing
platform radii where the platform is located on a curve
radius less than 200m, RSSB Research Project
(November 2008)
'Aerodynamic effects of passing trains in stations Development of a risk assessment methodology’
Limits on vertical track alignment through station platforms,
RSSB Research Project (May 2010)
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Guidance on Interface between Station Platforms, Track and
Trains
A guide to good practice
A guide to good practice
Code of Practice
CR INF TSI
HS INF TSI
Help Note 206
Help Note 209
Inclusive mobility
PRM TSI
Sign Design Guide
Significant Steps
SPSG
Taking Safe Decisions
Wayfinding at stations
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Accessible Train Station Design for Disabled People: A
Code of Practice, DfT, Version 03 – Valid from
1 November 2011
Controlling trespass and access from the platform end – A
guide to good practice, RSSB (December 2005)
Accessible Train and Station Design for Disabled People:
A Code of Practice Version 01, Department for Transport
and Transport Scotland (July 2008)
Conventional Rail Infrastructure TSI, Decision
2011/275/EU (OJ L126, 14.05.2011, p53)
High Speed Infrastructure TSI, Decision 2008/217/EC (OJ
L77, 19.3.2008, p1)
Department for Transport Interoperability Help Note 206
Department for Transport Interoperability Help Note 206
Department for Transport (December 2005)
Persons with Reduced Mobility TSI, Decision 2008/164/EC
(OJ L64, 7.3.2008, p72)
Sign Design Society and the Royal National Institute for
the Blind (RNIB) (2000)
Department for Transport (October 2004)
‘Station Planning Standards and Guidelines’ – Strategy &
Service Development Modelling & Performance, London
Underground Limited (November 2005)
How Britain’s railways take decisions that affect safety,
RSSB (2007)
A good practice guide, RSSB (June 2006)
RSSB