Transport for London
London Underground
Category 1 Standard
S1180
Issue:
A5
MAYOR OF LONDON
Standard for Rolling
Stock
Issue date:
November 2013
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
Contents
1
2
3
4
5
6
Purpose ______________________________________________________________________ 3
Scope _______________________________________________________________________ 3
Requirements _________________________________________________________________ 4
3.1
General requirements for trains ______________________________________________ 4
3.2
External interfaces and environment _________________________________________ 10
3.3
Condition and maintenance ________________________________________________ 17
3.4
Safety and reliability ______________________________________________________ 26
3.5
Whole life documentation __________________________________________________ 35
3.6
Not used _______________________________________________________________ 38
3.7
Stopping and starting _____________________________________________________ 38
3.8
Services and supplies ____________________________________________________ 44
3.9
Materials_______________________________________________________________ 50
3.10 Structures and dynamics __________________________________________________ 52
3.11 Access and egress _______________________________________________________ 71
3.12 Customer environment ____________________________________________________ 81
3.13 Operator facilities ________________________________________________________ 89
3.14 Control and monitoring ____________________________________________________ 94
3.15 Evidence of compliance __________________________________________________ 105
Responsibilities ______________________________________________________________ 105
Supporting information ________________________________________________________ 106
5.1
Background ___________________________________________________________ 106
References _________________________________________________________________ 106
6.1
References ____________________________________________________________ 106
6.2
Abbreviations __________________________________________________________ 109
6.3
Definitions ____________________________________________________________ 110
6.4
Technical content manager _______________________________________________ 113
6.5
Document history _______________________________________________________ 114
Reference: S1180 A5
Page 2 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
1
Purpose
1.1
The purpose of this standard is to define the requirements, documentation and
processes for the operation of rolling stock on the London Underground Limited (LU)
network, in order to demonstrate that the trains and their systems are safe and that all
residual risks are As Low as Reasonably Practicable (ALARP).
1.2
This Standard exists to define:
a)
the top level requirements for the use of trains in the LU environment, ensuring
that they are fit for purpose, and minimise the risks to the system, staff,
passengers, members of the public and the environment;
b)
the performance requirements of the train under normal and degraded
operating conditions, so that emergency recovery procedures are used as rarely
as possible, and operators are supplied with appropriate information to ensure
timely recovery of trains from defects;
c)
the general standard of equipment to be provided on passenger trains, including
the resistance to vandalism of all types;
d)
the operating systems and interfaces appropriate for the infrastructure in which
the trains operate including the visibility from and the visual external appearance
of the train.
2
Scope
2.1
The extent of the application of this standard is as follows:
a)
b)
c)
d)
e)
f)
g)
h)
2.2
new trains supplied to LU for operation by LU or its agents over LU
infrastructure shall comply with this standard in its entirety;
new trains supplied to LU for operation by LU or its agents over LU and Network
Rail (NR) infrastructure shall comply with this standard in its entirety and with
Railway Group Standard (RGS) GM/RT2452;
existing trains operated by LU or its agents over LU infrastructure shall comply
with this standard as far as reasonably practicable;
existing trains operated by LU or its agents over LU and NR infrastructure shall
comply with this standard as far as reasonably practicable (refer to the Standards
Code in the PPP contract) and with RGS GM/RT2452;
new trains and existing trains certified as fit for NR infrastructure operated by a
Train Operating Company (TOC) over LU infrastructure shall comply insofar as
these do not conflict with RGSs with, for example, the requirements for gauge,
route availability (mass, axle loads, length, etc) radio communications, braking and
train protection;
trains which previously have been operated by a TOC over NR infrastructure,
supplied for operation by LU or its agents over LU infrastructure, shall comply with
this standard, as far as reasonably practicable;
trains which previously have been operated by a TOC over NR infrastructure,
supplied for operation by LU or its agents over LU and NR infrastructure shall
comply with this standard as far as reasonably practicable and with RGSs where
appropriate;
new and existing non-passenger trains and vehicles shall comply with this
standard where appropriate.
Existing trains, operating as described in c) and d) above which are modified shall:
a)
b)
comply with this standard, as regards the modification and;
comply with this standard as far as reasonably practicable, as regards other
items revealed by or related to the modification.
Reference: S1180 A5
Page 3 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
Note:
Compliance with the requirements of this standard does not in itself ensure
compliance with the requirements of the contract or deliver a train that is fit for
purpose.
2.3
This Standard applies to all new rolling stock in its entirety and to existing rolling stock
so far as is deemed reasonably practicable. When existing rolling stock is modified
then it will be deemed to come within the scope and the degree of compliance shall be
reassessed for reasonableness.
Note:
RGS GM/RT2452 is specifically aimed at controlling risk where vehicles, whose
primary use is on another network, are used on NR controlled infrastructure.
2.4
Where this standard conflicts with any referenced documents or standards, this
standard shall take precedence. Such conflicts shall be brought to the attention of LU.
2.5
In this standard it shall be construed that:
a)
the following, being words which are used in the text according to the derivation
of the particular requirement stated, are interchangeable:
I. “rolling stock” and “train(s)”;
II. “passenger” and “customer”.
b)
“degraded” is descriptive of all states or conditions, except “normal”.
3
Requirements
3.1
General requirements for trains
3.1.1
General
3.1.1.1
Trains shall:
a)
b)
be designed as an integral part of the whole LU system;
incorporate and interact with all of the supporting systems of the lines over
which they operate;
c)
be safe to use under all operating conditions including when the train is
powered down.
3.1.1.2
In order to obtain approval to operate new or modified trains on LU infrastructure,
compliance with S1538 shall be achieved.
3.1.1.3
The design and functionality of the train shall be such that the risk of malfunction or
the effects of abuse by passengers ensures that the potential for injury is ALARP.
3.1.1.4
The risk of unplanned de-trainment of passengers or staff shall be as low as
reasonably practicable.
Note :
In the small space of a tube tunnel, temperatures can rise quickly and de-trainment
can take longer than 1 hour. Thus stalled trains and de-trainment both increase safety
risk.
3.1.1.5
New trains shall be designed to make maximum use of the space that the
infrastructure permits.
3.1.1.6
Consideration shall be given to future upgradeability of the train.
Note:
Past practice has been, at build, to:
a)
b)
install approximately 10% additional train wiring;
provide approximately 20% spare capacity in:
Reference: S1180 A5
Page 4 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
I)
II)
III)
IV)
train control and monitoring systems;
train data recorders;
passenger information systems;
auxiliary services and supplies.
3.1.1.7
Trains shall comply with the relevant LU, Railway Group, National, European and
International Standards. In addition, the standards listed in Section 6.1 shall be
complied with fully except where this standard conflicts, in which case this standard
shall take precedence. The full list of standards shall be agreed with LU before
contract award.
3.1.2
Degraded operations
3.1.2.1
Trains shall be able to operate for the purposes of recovery (but not to remain in
service) under degraded conditions.
3.1.2.2
Information defining the level and type of degradation the train is undergoing shall:
a)
b)
be presented to the operator to enable him to take the appropriate action;
recognise the likely stress which the operator is experiencing.
3.1.2.3
A hierarchy of degraded conditions shall be defined, which shall also be recorded in
the Defective In Service Instructions (DISIs)
Note:
The following are possible degraded states or conditions, when the train is [DISI terms
in square brackets]:
a)
Able to remain in passenger use [Remain]. Some loss of function which does not have
a safety implication, i.e. loss of level of redundancy, does not affect current service
e.g. loss of wipers on a sunny day, loss of heaters on summer days;
b)
Able to continue in passenger use for only a limited period, [In service to depot] Risk
of passenger carriage increased but does not exceed the risk of de-trainment at given
locations; use of procedures to manage risk short-term; fault may worsen with time;
item of safety equipment that is only needed when called upon (safety incident) is not
working; fault only affects one driving position – can be driven from another driving
position in one direction only; where loss of redundant system leaves only one which
could be a safety hazard as there is an increased risk of failure on demand or
breakdown through the loss of redundancy;
c)
Able to be taken out of service without passengers being conveyed [Withdraw].Level
of risk inappropriate to the conveyance of passengers. In other words, the level of risk
of customer carriage is greater than the risk of de-training, hence no passengers
allowed on the train;
d)
Not able to operate – requiring rescue (‘Sit down’ – colloquial term). Train cannot
move under its own control systems; continuing to operate the train would exacerbate
damage to the train and or the infrastructure.
3.1.2.4
In the event of loss of traction or auxiliary supply, the train shall automatically use
backup supply to maintain essential functions (essential functions do not include
motoring).
3.1.2.5
The essential functions referred to in 3.1.2.4 shall:
a)
b)
be defined;
include load shedding, in order to maximise battery life, whilst the essential
functions are maintained.
Reference: S1180 A5
Page 5 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.1.2.6
A safe system for the recovery of a stalled train shall be provided by the Supplier.
3.1.2.7
Instructions and guidance for the movement and recovery of failed, damaged and
disabled trains shall:
a)
b)
be provided by the Supplier;
include information regarding lifting, cutting and jacking points.
3.1.2.8
Trains shall be able to be re-railed after derailment using only jacking equipment held
by the Emergency Response Unit.
3.1.2.9
A safe method of coupling and uncoupling trains of the same type for push-outs and
pull-outs, which requires only one person who remains on board the train or trains,
shall be provided by the Supplier. This shall be effective when the trains are
positioned at any horizontal or vertical curve found on the routes on which the train
operates.
3.1.2.10 Any device that trips, requiring resetting to avoid immobilising the train, shall be able
to be reset from the driving position.
3.1.3
Emergency equipment
3.1.3.1
Agreement shall be reached with the LU:
a)
b)
3.1.3.2
as to the degraded conditions which constitute an emergency situation;
as to the items of equipment specific to the particular rolling stock type and its
area of operation which shall be provided, in addition to those normally required by
and listed in Tc001.
Each item of emergency equipment shall be:
a)
accessible by the operator from the driving position within 1 minute, under tare
loading conditions;
b)
identified unambiguously on a label, and shown on a plan of the train at the
operator’s normal operating position, which depicts the stowage location of each
item.
3.1.3.3
Fire extinguishers shall be stowed such that one extinguisher can be accessed from
the driving position by the operator within 30 seconds.
3.1.3.4
Fire extinguishers shall not be carried in the saloon and shall not be accessible to
passengers.
3.1.4
Exterior lights and indicators – general
3.1.4.1
Lights and indicators as defined in 3.1.5 and 3.1.6, shall be provided to enhance train
visibility and shall indicate the train states for normal and degraded operation and detrainment, in accordance with Table 1 below:
Train state
Lights showing
at front of train
Lights showing
at rear of train
Operational – any forward
driving mode selected
Operational – Reverse mode
selected
Operational (train stationary &
secure)
2 head lights
2 tail lights
2 tail lights
2 head lights
2 head lights
Shut down
2 tail lights
2 tail lights and a ‘calling-on’
light to indicate train is secure
and will not move
2 tail lights
Reference: S1180 A5
Page 6 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
Powered down or Stabled
De-trainment
At least one tail light at each
At least one tail light at each
end of the formation
end of the formation
Lighting sufficient to illuminate the surface on to which the
passengers will step, the handrails provided and the track to a
distance of 5m beyond the end of the de-trainment system The
illumination provided by these lights shall minimize both the
shadows impairing the view of de-training passengers and the
glare directed at those assisting de-trainment from the train.
Table 1 – Exterior lights
3.1.4.2
On de-icing trains a blue light shall be provided to indicate to trackside and platform
staff that de-icing fluid is currently being dispensed.
3.1.4.3
Means of retaining the LU specified Bardic lamp shall:
a)
b)
c)
be provided;
be adjacent to the operating position;
be positioned to cause the lamp:
I. to face forward;
II. to shine through the front windscreen;
III. not to obscure sightlines.
3.1.5
Headlights
3.1.5.1
Each end of the train shall be fitted with two headlights which:
a)
b)
c)
3.1.5.2
can be illuminated only at the front of the train when the train is operational;
have a white light source;
have a clear lens.
Both head lights shall be:
a)
located between the solebar and the car waist line, with their horizontal centrelines between 1500mm and 1750mm above rail level;
b)
mounted symmetrically at the same height;
c)
mounted with a minimum lateral separation of 1300mm between their vertical
centre-lines.
3.1.5.3
The beam pattern of the headlights shall be elliptical with a flattened top.
3.1.5.4
As given in Figure 1, the illuminance at key points on a surface perpendicular to the
beam centre-line at a distance of 5m in front of a single headlight shall be thus:
a)
the illuminance at points across the beam pattern horizontal centre-line shall be
maintained as high possible so as to provide illumination of the side of the track;
b)
the illuminance at points more than 240mm above the beam pattern horizontal
centre-line, and beyond 450mm to either side of the beam pattern vertical centreline, shall be as low as possible so as to minimise the level of glare at the eyes of
on-coming train operators and passengers standing on platforms.
Note:
The illuminance 200mm directly above the beam pattern horizontal centre-line is a
compromise between maximising the amount of light thrown forward to aid visibility on
the track and minimising glare in the eyes of operators of on-coming trains.
Reference: S1180 A5
Page 7 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
<25 Lux
<25 Lux
-450, 240mm
240mm
200mm
>150 Lux
450, 240mm
>65, <160 Lux
-450mm
>150 Lux
450mm
>200 Lux
Figure 1 – Headlight illumination levels at 5m
3.1.5.5
Each headlight beam shall:
a)
be inclined downwards so that the beam pattern horizontal centre-line strikes
the running rails 40m ± 4m in front of the train whilst on straight level track;
b)
not deviate laterally from straight track;
c)
be fed from the control supply independently of the availability of the traction
supply;
d)
be separately controlled and electrically protected so that in the event of a
failure in the control or mechanism of one, the other headlight remains operational.
3.1.5.6
When activated for hazard warning, headlights shall:
a)
flash at 40 ±4 cycles per minute. The mark: space ratio shall be such that the
lamps are fully on and fully off once in each cycle;
b)
be independent of train state and the availability of the traction supply;
c)
be manually controlled via a switch located near the Operator’s position. The
switch position shall be logged by the Train Data Recorder;
d)
flash at both ends of the train.
3.1.6
Tail Lights and Calling-on lights
3.1.6.1
Tail lights shall:
a)
b)
c)
d)
e)
f)
g)
h)
i)
be mounted at the same height with their horizontal centre-lines at least
1500mm above rail level;
have a minimum lateral separation of 1300mm between their vertical centrelines;
be clearly visible from a distance of 300m in daylight conditions;
have an output of Signal red, Colour Class B in BS 1376;
have a beam pattern which shall be circular with a viewing angle of at least 15°;
have an illuminance of greater than 6.5 Lux on a surface perpendicular to, and
on, the beam centre-line, at a distance of 2m from the tail light;
be fed from the control supply independently of the availability of the traction
supply;
be separately controlled and electrically protected so that in the event of a
failure in the control or mechanism of one, the other light remains operational;
remain illuminated for at least 2 hours following a parted inter-car coupling. This
requirement shall be met by ensuring that any car with tail lights complies with one
of the following:
I. it contains a normal standby battery;
Reference: S1180 A5
Page 8 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
II. it contains an auxiliary battery, to supply the tail lights only. Such a
battery, if used, shall be of sufficient capacity to maintain both tail
lights for at least 2 hours.
3.1.6.2
A calling-on light shall be:
a)
b)
c)
d)
e)
fitted, at the outer ends of the train, so that a member of staff, external to the
train, can be aware that the train is secure and it is safe to approach the train;
separate from but identical in performance to the tail light, except that the colour
shall be yellow;
manually controlled by a switch located at each service driving position which,
when operated, causes it to illuminate continuously;
automatically controlled so that when an OPO(T) deadman alarm is sent, the
light is illuminated continuously and when the alarm is cancelled, the light is
extinguished;
arranged to flash at both ends of the train when the train protection system is
bypassed or isolated, unless an equivalent means of warning staff is provided.
Note:
This function is implemented on existing trains to warn trackside staff that the train is
in Restricted Manual and that it will not respond to trackside or platform emergency
stop plungers.
3.1.6.3
The calling-on light shall only be permitted to illuminate continuously once it is proven
that:
a)
b)
3.1.6.4
the train is prevented from movement under traction power;
the train brakes are applied.
Activation of the calling-on light from:
a)
b)
the other train when two trains are coupled together shall not be possible;
an end car at one end of the train shall cause the calling-on light at both end
cars to illuminate.
3.1.7
Train Identification
3.1.7.1
A Train Number Indicator shall:
a)
b)
be fitted at each end of the train;
display the train’s set number (also known as the running number or train
number) which shall be identifiable from the outside except when either the train is
powered down or load shedding has occurred or both;
c)
show the same number, in the range 000 to 999, at both ends of the train within
2 seconds of the operator selecting a number;
d)
comply with legibility requirement for the front of the train destination display in
3.12.4.15 and 3.12.4.16.
3.1.7.2
Unique car numbers, as advised by LU, shall be allocated to and displayed on
individual cars in accordance with 1-382, as follows:
a)
b)
c)
d)
inside the saloon at both ends;
outside the car near all four corners;
inside the car at the driving position;
on the outer ends of cars at the front and rear of the train.
Reference: S1180 A5
Page 9 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.2
External interfaces and environment
3.2.1
General
3.2.1.1
All interfaces, inputs and outputs between any system or component on rolling stock
and any asset, system or component on stations or the infrastructure on routes over
which that rolling stock runs under all credible operating and fault conditions, shall be
controlled such that risks and hazards from them are ALARP.
3.2.1.2
The types of interface input and output which shall be considered are shown in Figure
2.
Customer
Operator
Stations
Saloon and
Passenger
Facilities
(Loading)
Service Delivery.
Train Performance
Maintainers
Depot
Operating
positions.
Train Controls
Wayside Train Systems
Interfaces and
Trainborne kit
Propulsion
Braking (+ speed
detection)
Body,
Underframe,
Bogies,
Couplings
Other Vehicles
Signalling.
Data Link/PTI.
ATC
Train Radio.
CCTV.OPO
Utilities:
De-icing, Air
supplies,
Electrical
Supplies, Control
and Data
equipment
Tunnel
Telephone
Traction
Supply
Bridges,
Earthworks
& Tunnels
Track Weather
Environment
Depot Shore
Supply
Figure 2 – Systems context diagram
Note:
This is not an exhaustive illustration and suppliers may identify and develop other
interfaces.
3.2.1.3
The impact of rolling stock operations on adjacent railway operations and all other
neighbours shall be minimised as far as reasonably practicable.
3.2.2
Kinematic limits
Rolling stock shall comply with the kinematic limits for the line or lines over which it is
required to pass.
Note:
Reference should be made to 1-156.
Reference: S1180 A5
Page 10 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.2.3
Current collector system
3.2.3.1
The current collector system shall not damage or be damaged by the conductor rail
system.
3.2.3.2
On lines which have passenger train operation above ground, at least 30% of the train
fleet shall be fitted with de-icing fluid tanks and dispensing equipment which shall:
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
k)
l)
m)
have a de-icing fluid capacity of at least 900litres per train;
have three dispensing units, one for the negative rail and one for each of the
positive rails;
dispense 1.2ml nominal of de-icing fluid onto every metre of each conductor rail;
have a dispensing rate adjustable between 0.5ml and 3.0ml per metre;
permit re-filling of the tank from either side of the train at a rate of not less than
450litres per minute;
have a facility to drain the tank of fluid as part of the summer preparation
maintenance task;
be able to accommodate the de-icing fluid which is Ethylene Glycol and Water
in equal parts and which will contain a dye and which may contain mineral and
metallic contaminants in suspension;
be able to accommodate the de-icing fluid known as Magic Ice Stop;
minimise fluid loss and leakage during re-filling, conveyance on the train and
dispensing;
incorporate a dial gauge indicator on either side of the train to indicate to a
maintainer filling the tank the amount of fluid in the tank;
report the fluid level to the Train Monitoring System;
dispense fluid when commanded by the Train Monitoring System;
not dispense fluid when the train is in a tunnel.
3.2.3.3
On lines which have passenger train operation above ground, sleet brushes shall be
fitted to the front end of the leading bogie of every outer end car. The sleet brush shall
be fully effective in removing snow and frost from the conductor rails over the full train
speed range. The application and retraction of the sleet brushes shall be controlled by
the Train Monitoring System, which shall ensure that only the sleet brushes at the
leading end of the train are deployed.
3.2.4
Power supply
3.2.4.1
Rolling stock shall:
a)
b)
c)
d)
e)
f)
3.2.4.2
be compatible with the traction supply system for the routes over which it
operates;
operate over the range from 450V (maximum) to 800V (minimum);
initiate motoring above 450V, continue motoring between 400V and 450V,
although at reduced performance;
not be damaged by voltages lower than 400V traction supply;
continue to operate normally with either the positive or negative poles of the
supply being earthed;
select from several preset values the maximum regeneration voltage limit
depending on the geographic location of the train.
Means shall be provided to permit maintenance staff to inhibit regeneration, including:
a)
b)
the ability for one person to make the change to a train within fifteen minutes;
locating the facility in either the cab or the saloon or both (i.e. access to external
side of train or underframe not required);
c)
limiting the voltage to a level no higher than 5% over nominal supply voltage.
Reference: S1180 A5
Page 11 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.2.5
Wheel rail interface
3.2.5.1
The train shall, under all envisaged environmental and load conditions, be compatible
with the track systems of the route over which it operates.
3.2.5.2
Unless analysis indicates an alternative would be better, the LT5 wheel profile shall be
used.
3.2.5.3
Effects of adverse interaction at the wheel and rail interface shall be as low as
reasonably practicable under both normal and reasonably foreseeable and credible
abnormal operating conditions including:
a)
b)
c)
d)
e)
f)
g)
h)
3.2.5.4
wheel and rail (including sliding past signals);
wheel flats;
rail burns;
stalled trains due to wheel spin;
de-railments;
mal-operation of track circuits;
rolling contact fatigue and corrugation;
thermally initiated squat-like defects resulting from limited creep wheel spin
control.
If the wheel load/wheel diameter ratio P2/D is greater than 15, where:
P2 = wheel load in tonne in Full Load condition,
D = fully worn wheel diameter in m,
then the effect on the track shall be assessed.
3.2.5.5
Sanders shall be fitted to ensure that safe and optimum use is made of the adhesion
levels between wheel and rail. The number of sanders, their location and the sand
dispensing rate shall be as determined in the adhesion management strategy
appropriate for the line(s) over which the train shall run.
3.2.5.6
Equipment to lubricate the interface between wheel and rail shall be fitted. Every
bogie shall have provision to fit this equipment, such provision being space, mounting
holes and a suitable mating surface. This equipment shall consist of either:
a)
Solid stick lubricant dispensers evenly dispersed along the train which shall be
fitted to:
I. 30% of wheelsets to dispense at the gauge corner,
II. 25% of wheelsets to dispense on the wheel tread;
b)
Liquid lubricant dispensers fitted to the outer end of each train.
3.2.5.7
Space, power, mountings and cable routes shall be provided on the underframe of at
least 20% of the train fleet to accommodate the Company’s Automated Track
Monitoring System (ATMS) on the train.
Note:
This space could be shared with the space allocated to other equipment fitted to a
proportion of the fleet such as the de-icing tanks.
3.2.6
Train Protection and Detection
3.2.6.1
Rolling stock shall be fitted with a train protection system, compatible with the
associated track-side signalling equipment in place on the routes over which the train
runs.
3.2.6.2
Every individual vehicle shall be capable of operating track circuits, axle counters and
position detectors in both static and dynamic modes.
Reference: S1180 A5
Page 12 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.2.6.3
A train shall have:
a)
b)
c)
d)
e)
f)
a minimum of four axles,
a minimum load per axle of 5 tonnes if not equipped with tread braking,
a minimum load per axle of 4 tonnes if equipped with tread braking,
a maximum separation of 13.5m between any two adjacent axles in the train,
a minimum separation of 13.1m between the outermost axles of the train,
a maximum electrical resistance of 0.01Ω between the wheels of an axle when
tested statically.
3.2.6.4
The distance between the coupler and leading axle and between the coupler and
tripcock (if fitted) shall be compatible with the signalling and fouling points on the line
over which the train runs.
3.2.6.5
At such locations where a trainstop and tripcock system is being used for train
protection, the tripcock shall:
a)
b)
c)
d)
e)
f)
g)
be compatible with the train stops defined in:
I. 1-195;
II. RGSs GM/RT2149, GE/RT8018, where the Rolling stock is required to
run on NR infrastructure.
apply the emergency brake when tripped;
invoke speed control that ensures that train speed cannot exceed 16 km/h for
three minutes after the tripcock is manually reset. It shall not be possible to:
I. defeat the three minute delay using any sequence of operation of any
train controls:
II. cause the delay to start using any sequence of operation of any train
controls other than the resetting of the tripcock.
have a “tripcock delay” indicator at the operators position which illuminates
when the tripcock is reset and extinguishes at the end of the three minute delay.
be capable of withstanding interaction with the train stop up to maximum train
speed;
not require the operator to leave the driving position to reset the tripcock;
interrupt the round train circuit if the tripcock at the rear of the train is tripped.
3.2.6.6
Runback protection shall be provided in all forward driving modes to bring the train to
a halt as soon as it has rolled back more than 2m. The distance shall be adjustable in
the range 0.5m to 5m in increments of 0.5m or smaller.
3.2.6.7
Train borne signalling equipment shall be appropriately integrated into the train
systems for the function concerned.
3.2.6.8
The interface between the train borne signalling protection device and the train safety
circuits shall have an integrity level not less than SIL4 (Safety Integrity Level) given in
BS EN 50126.
3.2.6.9
When a train is being moved without train protection in force, the maximum speed
permitted by the train shall be 16km/h.
3.2.7
Information and Control Interfaces
3.2.7.1
Sufficient interfaces to systems external to the train shall be provided by the Supplier
such that the Train Monitoring System, the Customer Information System (CIS) and
other systems requiring a data link to and from the train can function in accordance
with all requirements.
3.2.7.2
Information shall be shared between train borne systems and allocated between offtrain systems so as to minimise or eliminate duplication as far as reasonably
practicable.
Reference: S1180 A5
Page 13 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
Note:
Further requirements can be found in 1-312.
3.2.8
Environmental conditions, dust, heat, smoke and fluids
3.2.8.1
Rolling stock shall be designed and manufactured to:
a)
operate (including start-up and shut down) at full performance under reasonably
expected climatic conditions encountered in the operating environment;
b)
cope with the fluctuations in climatic conditions between surface and tunnel
running that occur throughout the routes over which that rolling stock operates.
3.2.8.2
Emissions from consumable materials or components used on the rolling stock which
are deposited in tunnels or elsewhere on the infrastructure or which become air borne
particles, shall be controlled so that they do not constitute an unacceptable risk to
health.
3.2.8.3
The generation of dust shall be minimised:
a)
without prejudicing compliant friction brake performance, when friction braking
is required;
b)
by maximising the use of dynamic braking;
3.2.8.4
Heat emitted shall be reduced as low as reasonably practicable and shall be ducted
and directed to minimise the uptake of heat by other train systems is minimised. The
heat emitted by the train and its principal components under a range of different
operating conditions shall be declared at the final design stage.
Note:
Principal components might be cab and saloon Heating Ventilating and Air
Conditioning (HVAC) traction motors, friction brakes, brake resistors. Operating
conditions might be extremes of ambient temperature, maximum traction, coasting,
maximum friction braking, maximum dynamic braking through rheostatic and
regenerative braking. This information will be used to assess the effects of the train
on the Tunnel and Public Areas Ventilation to indicate any changes that may be
necessary to those facilities in consequence.
3.2.8.5
The train shall operate without its performance being degraded outside design limits
by dust, including pollen and similar airborne particles, found in the LU operating
environment.
Note:
Tunnel dust
a)
The passage of new trains can disturb long-standing deposits of dust and so initial
dust levels can be higher than expected, unless control measures are taken.
b)
The major components are iron/iron oxides (typically 60%), siliceous matter (typically
25%), the remainder being largely organic matter and other wear metal oxides from
various sources.
c)
It is recommended that analyses be conducted on samples of dust representative of
the tunnels in which the train will operate.
3.2.8.6
There shall be no uncontrolled emission or spillage of fluids under normal operating
conditions
3.2.8.7
Adhesion improvement aids, windscreen washer, ice prevention and other such fluids
shall be dispensed accurately and only as necessary.
3.2.8.8
Refrigerant units shall be located in a safe place, away from arcing risk areas and be
labelled to indicate the presence of primary refrigerant.
Reference: S1180 A5
Page 14 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.2.9
Noise inside and outside trains and whistle noise
3.2.9.1
Unless otherwise specified, all measurements shall be made in accordance with BS
EN ISO 3095 and BS EN ISO 3381.
3.2.9.2
The noise limits specified shall be reduced by 3 dB(A) if significant pure tones in the
range 200 Hz to 4000 Hz are present. Pure tone noise shall be considered significant
in this context if any 1/3 octave band sound pressure level is 5 dB, or more, higher
than the average of the two adjacent 1/3 octave band levels that contain no pure tone
or ‘tonal’ noise.
3.2.9.3
The requirements for noise levels inside the train when it is stationary are:
a)
the noise level in the car and cab (where separate) shall not exceed 65 dB(A)
measured using the Fast time constant with all auxiliary equipment operating at its
greatest noise output capacity. The noise level in the car interior at any point along
the car centre-line shall be measured at both 1200mm and 1600mm above the
floor and not less than 600mm from the end of the saloon;
b)
the noise levels in the cab (where separate) shall be measured 1000mm above
the floor and not less than 200mm from any wall;
c)
the simultaneous operation of all saloon doors on one side of the car (with the
audible warning bleepers disabled) without operation of any other auxiliary
equipment, shall not produce a noise level exceeding 75 dB(A) measured using
the Fast and Impulsive time constant. The noise level shall be measured at any
point along the car centre-line at both 1200mm and 1600mm above the floor.
3.2.9.4
The requirements for noise levels inside the train when it is moving on a surface
section are:
a)
The average inter-station noise levels (Leq) in the train running at the scheduled
speed profile of the upgraded railway shall not exceed 72 dB(A). The noise level
shall be measured at any point along the centre-line of the car at both 1200mm
and 1600mm above the floor and not less than 600mm from the end walls, with all
auxiliary systems operating normally and simultaneously;
b)
The average inter-station noise levels (Leq) in the cab (where separate) shall not
exceed 70dB(A), measured at any point 1000mm above the floor and 200mm from
any wall.
3.2.9.5
The requirements for noise levels inside the train when it is moving in underground
sections are:
a)
The average inter station noise levels (Leq) in the train interior, when running at
the scheduled speed profile of the upgraded railway in any underground tunnel
with all auxiliary systems operating normally, shall not exceed 75dB(A).The noise
levels shall be measured at any point along the centre-line of the car at both
1200mm and 1600mm above the floor and not less than 600mm from the end
walls;
b)
The average inter-station noise levels (Leq) in any driving cab (where separate)
shall not exceed 72dB(A) measured at any point 1000mm above the floor and
200mm from any wall.
3.2.9.6
The requirements for noise levels outside the train when it is stationary on a surface
section are that the noise level with all auxiliary systems operating shall not exceed
65dB(A) at any point along the length of the train on either side. The noise level shall
be measured at a position 7.5m horizontally from the centre-line of the track and at
any point between 1200mm and 1500mm above the top of the running rail. A second
microphone position at a height of 3500mm above the top of the running rail shall be
used if significant sound sources are present in the upper part of the car under test.
Reference: S1180 A5
Page 15 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.2.9.7
The requirements for noise levels outside the train when it is moving on a surface
section are that the noise level shall not exceed 80dB(A) at any speed up to and
including 80km/h with all auxiliary systems operating normally and simultaneously.
The noise limit shall apply at any point 7.5 m horizontally from the track centre-line
and at any point between 1200mm and 1500mm above the top of the running rail. A
second microphone position at a height of 3500mm above the top of the running rail
shall be used if significant sound sources are present in the upper part of the car
under test.
3.2.9.8
A whistle system shall be fitted to all driving positions of rolling stock, which meets the
test requirements stated in Table 2 below:
Train type
Position of
Measurements
Distance
Sound pressure
level dB(A) at
maximum output
Height of test
equipment
microphone
Passenger trainfront of train –
“high” position
on whistle
control
along the extension
of the centre-line of
train at the specified
distances from the
whistle and front of
train
1m
125 minimum.
130 maximum.
Level with whistle
1m
120 maximum
300m
73 minimum
At any height up to
and including
1.6m above rail
1.6m above rail
Train type
Position of
Measurements
Distance
Sound pressure
level dB(A) at
maximum output
Height of test
equipment
microphone
Passenger trainfront of train –
“low” position
whistle control.
Also at shunting
panel positions if
shunting panels
fitted.
Along the extension
of the centre-line of
train at the specified
distances from the
whistle and front of
train
1m
120 maximum.
At any height up to
and including
1.6m above rail
150m
69 minimum
1.6m above rail
Train type
Position of
Measurements
Distance
Sound pressure
level dB(A) at
maximum output
Height of test
equipment
microphone
Non-passenger
trains – speed
limit 30mph – at
ends of train
along the extended
longitudinal centreline of the vehicle at
the specified
distances from the
buffer beam of the
vehicle.
1m
115 minimum
Up to and
including 1.6m
above rail
1m
130m
125 maximum
73 minimum
1.6m above rail
1.6m above rail
Table 2 – Whistle performance measurements
Reference: S1180 A5
Page 16 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.2.10
Shock and vibration
3.2.10.1 Ground-borne vibration resulting from train movement shall be minimised to levels that
are as low as reasonably practicable.
3.2.10.2 Specific acceptance and operating criteria to be met by each type of rolling stock shall
be established. As regards vibration the following apply:
a)
Rolling stock and its associated equipment shall be manufactured to minimise
inherent vibration;
b)
Rolling stock shall be designed and maintenance instructions shall be produced
in order to prevent acts or omissions during maintenance from causing vibration to
be induced.
3.2.11
Electromagnetic compatibility (EMC)
3.2.11.1 Within the overall obligation for rolling stock to be electromagnetically compatible with
its environment, particular attention shall be paid to compatibility with safety critical
systems such as signalling and train protection.
Note:
LU’s requirements for EMC are given in S1222, S1193 and S1196.
3.2.12
Forward facing CCTV camera
3.2.12.1 The outer ends of each train shall be fitted with a forward facing CCTV camera and
recording equipment compliant with GM/GN2606.
3.3
Condition and maintenance
3.3.1
General
3.3.1.1
Trains shall be designed such that they may be easily maintained and kept clean.
3.3.1.2
Where possible, degradation shall be identifiable by the maintainer before failure
occurs.
3.3.1.3
Where possible, the Train Monitoring System shall be used to identify and report
degraded and failed conditions so that maintenance action can be taken before a
service affecting failure occurs.
3.3.1.4
A full task analysis shll be carried out at the design stage for each of the maintenance
tasks to be undertaken. This shall show how each task can be carried out within the
time claimed for the task and to the correct quality by the maintenance staff within the
constraints of the depot, their capabilities and the tools available to them.
3.3.1.5
Computer simulations and physical mock-ups shall be used to demonstrate that the
proposed design can be maintained by the full population of maintenance staff using
only the tools specified in the maintenance manual. These shall be followed by
practical demonstrations as part of first article inspection and type testing.
3.3.1.6
It shall be possible to access components for repair and overhaul with a minimum of
dismantling and disturbance to other parts of the train.
3.3.1.7
There shall be a minimum number of fixings for panels, covers and other means of
access. Where possible they shall be quick release and it shall be possible to identify
easily that they are not correctly fastened.
3.3.1.8
The design shall minimise the opportunity for errors during routine maintenance and
component replacement activities. Error proofing devices shall be designed into the
train and where applicable, gauges, jigs or alignment devices shall be provided to
confirm correct set up.
Reference: S1180 A5
Page 17 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.3.1.9
A Whole Life Cost model shall be used to evaluate the maintenance and
maintainability of the train. It shall be used to determine the optimum compromise
between initial and ongoing cost.
3.3.1.10 As far as possible, Special tools and test equipment shall not be needed to carry out
maintenance. Standard tools and test equipment is preferred.
3.3.1.11 Information about failures, poor performance and relevant corrective actions that may
be relevant to common stock and components in the LU network shall be formally
notified to and acknowledged by LU, to enable others who may be affected to be
informed.
3.3.1.12 In order to achieve consistency across the LU network in the referencing of rolling
stock physical components and systems, they shall be indexed in accordance with 1187 (LU Category 1 Standard).
3.3.2
Cleaning
3.3.2.1
The design of the train shall facilitate the maintenance and cleaning of the interior and
exterior of the train in order to:
a)
b)
c)
control the risk of infestation;
control the risk of health problems for staff and passengers;
control the potential fire hazard posed by accumulated waste;
3.3.2.2
The use of all maintenance and cleaning materials shall be controlled by documented
processes that ensure that their use does not result in damage to equipment or to the
appearance of surfaces.
Note:
Further requirements can be found in 1-383 (LU Category 1 Standard).
3.3.3
Competence of staff
3.3.3.1
All staff undertaking the maintenance of the rolling stock shall be:
a)
b)
trained against defined work or process instructions;
tested and certified to demonstrate that they possess the practical competence
to undertake the tasks allocated to them;
c)
certified for all tasks that are safety critical (as defined by the railways safety
critical work legislation);
d)
subject to adequate supervision to demonstrate that only staff who are certified
to carry out the work are allocated maintenance tasks;
e)
subject to a monitoring process.
3.3.3.2
The person responsible for the acceptance and sign-off of any work carried out on a
car shall be identified.
3.3.4
Train Maintenance Regime
3.3.4.1
The Maintenance Regime shall be managed to deliver the following:
a)
b)
c)
d)
e)
f)
g)
achievement of design life of equipment;
optimisation of reliability;
achievement of availability targets;
maintenance of a good passenger environment throughout the train life;
maintenance of external condition of train;
maintenance of asset condition;
support of safe operation.
Reference: S1180 A5
Page 18 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.3.4.2
The Maintenance Regime shall be established by a structured analysis (which may
include use of data on similar equipment used elsewhere under a similar operating
context as a template) of:
a)
b)
c)
d)
e)
service requirements;
operating environment;
rolling stock design;
maintenance facilities;
historical data.
3.3.4.3
The Maintenance Regime shall be submitted for review and acceptance by LU.
3.3.4.4
In determining the Maintenance Regime, the following shall be established and
declared:
a)
b)
c)
d)
e)
the operational context;
the philosophy for maintenance over the life of the particular rolling stock;
the maintenance procedures and tests to be performed;
the standards to be achieved;
how the train Maintenance Regime and Maintenance Plan will support and be a
fundamental part of the Safety Case for the particular lines on which the train
operates.
3.3.4.5
A fleet maintenance management system shall be operated to enable the identification
and thereby the prevention from entering service of rolling stock below Minimum
Acceptable Condition Standard (MACS) or outside declared limits.
3.3.4.6
The Maintenance Regime shall ensure that a process exists to manage operations
when train condition or performance falls below the MACS or when declared
maintenance limits are temporarily exceeded.
3.3.4.7
A review of the Maintenance Regime shall be carried out if there is a change to either:
a)
b)
the duty cycle; or
the operating environment of the train.
Note:
Examples of the changes are (a) an increase in mileage or (b) the transfer of a train
from one line to another which may have different inter-station distances. Hence for a
given train mileage, the duty cycle of the equipment will be different.
3.3.4.8
Alterations to any part of the Train Maintenance Regime shall:
a)
b)
3.3.4.9
be subject to a change control system and be documented;
not be implemented until their implications have been considered and formally
accepted by LU.
The Maintenance Regime shall be reviewed not less than once every three years and
updated as required, to take account of rolling stock utilisation.
3.3.4.10 The Maintenance Regime shall ensure that the Maintenance Plan and MACSs are
reviewed:
a)
b)
periodically, as defined in the Maintenance Regime;
whenever a change occurs (e.g. duty cycle, operating context including an issue
of a new Defective In Service Instructions (DISI) or revision of a current DISI,
engineering modification);
c)
after the occurrence of a defect rated at MACS Grade E or F.
3.3.4.11 The Maintenance Regime shall define the interval of reviews.
Reference: S1180 A5
Page 19 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.3.4.12 Prior to new or modified trains being considered as complete, the Maintenance
Regime shall be:
a)
fully documented, containing the maintenance information to sustain the new
and modified trains in a safe condition;
b)
available to staff to enable them to be suitably instructed.
3.3.5
Maintenance Regime documentation
3.3.5.1
Maintenance documentation that supports the Maintenance Regime shall be kept upto-date and shall include the following:
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
k)
l)
m)
n)
o)
definitions;
philosophy for maintenance;
the Train Maintenance Plan;
illustrated parts list;
“as built” drawings and electrical, pneumatic and software schematics;
instructions for maintenance and repair, including tools, test equipment and
facilities required and standard to be achieved;
star chart;
post maintenance and repair test instructions and pass and fail criteria,
MACS, consistent with DISIs;
fault finding guide;
operating manual;
emergency recovery plan;
equipment overhaul manual;
software and hardware configurations;
supplementary information, as required to complete the documentation for the
Maintenance Regime.
3.3.5.2
Maintenance manuals shall be made available to LU, the custodian and the maintainer
in a controlled manner.
3.3.6
Train Maintenance Plan
3.3.6.1
A Train Maintenance Plan shall:
a)
b)
be delivered as part of the Train Maintenance Regime;
be produced so that the following requirements are included:
I. a series of tests and inspections, usually known as Train Preparation
including but not limited to those shown in Table 3. They and any
changes to them shall be agreed by LU and recorded in the
appropriate Train Maintenance Regime;
II. a second level of tests and inspections;
III. a third level of tests, inspections and calibration;
IV. additional levels of maintenance as required by the stock design and
duty to maintain the condition and safety levels of the stock;
V. arrangements for testing units which are made into trains.
Type
System or equipment
Requirement
Train Systems
Braking System
Prove:
a) Emergency brake applies and releases quickly on all
cars, in response to demand
b) All emergency brake system safety devices function at
operational cab
c) Friction brake generates a retarding force
d) Service brake operates with no identified defect
Reference: S1180 A5
Page 20 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
Type
System or equipment
Requirement
Door System
Prove:
a) Saloon sliding doors open only in response to a valid
combination of inputs
b) The circuit on each car for detecting open doors is
functioning
c) Traction is inhibited when any saloon sliding door is open
d) Correct side door enable system override will
automatically re-set after use
Check functioning at outer ends of trains
Check Main line air pressure is automatically maintained
with normal limits
Prove:
a) the audible cab alarm sounds in response to operation of
Passenger Alarm Button (or handle)
b) The “mute” facility operates
Prove:
a) Loss of safety code will initiate emergency brake
application
b) Traction is initiated only in response to a valid
combination of “Start” commands
Prove operation
Prove operation
Check for clear vision
Batteries
Air System
Passenger alarm
Automatic Train
Operation (ATO) /
Automatic Train
Protection (ATP)
Operator’s
position
tests
Middle cab and
uncoupling non
driving motor
(UNDM) checks
Saloon Checks
Service fault
records
Train radio alarm
Public address
Windscreen
Headlights
Tail lights
Stabling light
Calling on light
Whistle
Headstock isolating
cocks and switches
Fire extinguisher
Emergency equipment
Isolating switch seals
Tunnel telephone
Shunting control
cabinets and “middle
cabs”
Prove operation
Prove operation
Prove operation
Prove operation
Prove operation
Check in correct running position
Headstock isolating
cocks
Passenger saloon
Seats
Lighting
Accessible inter-car
isolating cocks
Fault recording card,
or logbook
Check in correct running position
Check present and serviceable
Check present
Check present and intact
Check present
Check secure and free from interference
Check free from hazards
Check security
Prove operation
Check in correct running position
(Depots) – check for reported defects, and take appropriate
action
Table 3 – Train preparation tasks
Reference: S1180 A5
Page 21 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.3.6.2
A Maintenance Plan shall comprise a series of maintenance activities structured to
follow the maintenance levels outlined in the Train Maintenance Regime.
3.3.6.3
The intervals, content and activities of the Maintenance Plan shall be defined,
including:
a)
measurement technique for the intervals between maintenance (e.g. service
hours, distance run (km) or time);
b)
a limit for each activity after which the train shall be withdrawn from service until
the maintenance has been completed.
3.3.6.4 The Train Maintenance Plan shall:
a)
form part of the Train Maintenance Regime, which shall set out how the
continuing adequacy of the Train Maintenance Plan will be confirmed;
b)
be submitted to LU for review and acceptance:
I. prior to the initial entry of trains into service;
II. in the event of any changes to the Train Maintenance Plan.
3.3.6.5
The following changes require the acceptance of LU:
a)
b)
increasing the interval between a routine maintenance or inspection activity;
changing the structure of a routine maintenance activity (e.g. moving from
service days to hours in service);
c) significant changes to the work content or order for a particular package of tasks.
3.3.7
Records
3.3.7.1
The following shall be recorded:
a)
b)
c)
d)
e)
f)
work due on rolling stock;
work done on rolling stock;
the operational status of rolling stock;
changes to Maintenance Regimes;
changes to Maintenance Plans;
traceability of safety critical components. This is to include traceability of all cars
on which safety critical traced components have been used and all safety critical
traced component changes;
g)
traceability of safety critical work;
h)
all faults found on any train including those which:
I. cause delay to service;
II. result in unscheduled maintenance to correct them;
III. result in a train safety irregularity;
i)
all staff training and assessment;
j)
all occasions where rolling stock outside maintenance limits is operated or
offered for service;
k)
modifications to trains or components;
l)
Cases for Continued Safe Operation.
3.3.7.2
The retention periods for records including those that are to be retained for the whole
life of the rolling stock shall be defined in the Maintenance Regime.
3.3.8
MACS
3.3.8.1
MACSs shall be:
a)
produced to define acceptable and unacceptable levels of degradation of asset
components and systems and shall be agreed with LU;
b)
used to determine whether an asset is safe for service by setting acceptable
and unacceptable conditions;
c)
used to inform and support the DISI.
Reference: S1180 A5
Page 22 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.3.8.2
The scope of the MACS shall cover every system and major component for the asset
concerned and shall define the following:
a)
b)
c)
d)
e)
f)
3.3.8.3
The MACS shall define the types of sub-standard conditions and categorise them In
accordance with Table 4, in which:
a)
b)
Grade
minimum acceptable condition;
most likely unacceptable conditions, related to wear or functionality;
hazardous consequences of any unacceptable condition;
category;
action to be taken;
timescales for the actions.
Grades A, B and C are acceptable conditions for an asset;
Grades D, E and F are unacceptable conditions, although assets may run with a
small number of Grade D defects, if absolutely necessary.
Hazard definition
State of asset that
Grade represents
Action required, if hazard
found
A
General observation
B
Minor point, not likely to
cause a problem
C
Minor defect
Record during routine
condition inspections
Fix on next scheduled
restoration maintenance
activity
Fix on next planned
maintenance activity
D
Serious defect, but not a
major hazard.
As new or condition just
following overhaul
Acceptable condition
after intrusive
preventative maintenance
Minimum acceptable
condition for the
equipment to remain in
service.
Below minimum condition
required for asset to enter
service.
E
Major defect, asset unfit to
use
F
Major Safety Hazard, asset
unfit to use. Circumstances
which allowed this fault to
develop to be investigated in
depth.
The investigation shall
include checking a sample of
other assets of similar design
or with similar Maintenance
Regime to determine whether
the fault is a one-off incident
or exists elsewhere.
Below minimum condition
required for asset to
remain in service.
A major breakdown in
asset integrity, either
through design
deficiencies or ineffective
maintenance.
Stop using asset, unless
impractical to rectify defect
immediately. Continued use
of asset can be acceptable
for a limited period, providing
LU gives approval and the
substandard condition is
monitored.
Remove asset from service
until defect has been
rectified.
Remove asset from service.
Record in detail the defect.
Formally record on the
Notifiable Incident Report.
Asset not to return to service
until defect has been
rectified. Report as for E
Grade defect and in addition
to LU.
Table 4 – Categorisation of sub-standard conditions
Reference: S1180 A5
Page 23 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.3.9
Maintenance
3.3.9.1
The intervals between maintenance work shall be determined in accordance with
3.3.6.
3.3.9.2
An auditable system shall be operated for the management of trains that are not fit for
service, which shall include methods of:
a)
b)
identifying a train as unfit for service;
ensuring that the sub-standard condition has been identified and rectified, prior
to the train being offered for service;
c)
ensuring the appropriate post-maintenance tests and inspections are
undertaken before the train returns to service.
3.3.9.3
A train offered for service shall be fit for use. The condition and all maintenance shall
be within the stated limits. Any outstanding work shall be assessed by a competent
person in accordance with clause 3.3.8.3 and shall be recorded in the rolling stock
records.
3.3.9.4
A train shall only remain in service providing all its maintenance continues to be within
the declared maintenance limits.
3.3.9.5
In exceptional circumstances following service disruption, for any train that stables in a
location where a Train Preparation activity cannot be carried out and the train is
therefore not fit to be offered for service, the limit shall be extended to a maximum of a
further 12 hours to allow the train to be moved in passenger service to a suitable
place. Every occasion of this shall be recorded in the rolling stock records.
3.3.9.6
A clearly defined handover shall take place when the train is ready for service.
3.3.9.7
The register of hazardous materials shall be consulted in the planning of maintenance
activities; particularly in relation to unscheduled maintenance, such as cutting, welding
or burning.
3.3.10
Faults in service
3.3.10.1 A system shall be put in place to enable the maintainers of rolling stock to receive
reports of failure, including those which:
a)
b)
c)
d)
cause a delay to service;
result in unscheduled maintenance to correct;
result in an alleged train safety irregularity;
render the train condition below the minimum that is acceptable for entry to
service.
3.3.10.2 Faults shall be recorded in a way that reports generated for or to LU permit
comparisons to be made between different types of train used on the LU network.
3.3.10.3 Instructions on fault rectification shall be:
a)
b)
3.3.11
in or linked to the Operation Manual;
compatible with the DISI.
Post maintenance testing
3.3.11.1 A system shall exist to ensure that the train is tested and inspected to demonstrate
that it has been correctly reassembled following:
a)
b)
c)
maintenance;
fault finding;
dismantling.
Reference: S1180 A5
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Issue date: November 2013
3.3.11.2 When individual units of cars are coupled into trains for service, test and inspections
shall be performed to prove key circuits operate across couplings (known as a ‘re-form
test’)
3.3.12
Monitoring and review of train performance
3.3.12.1 Train performance shall be reviewed on a periodic basis to ensure that the
Maintenance Regime is continuing to achieve the goal of safe and reliable trains.
3.3.12.2 The review described in 3.3.12.1 shall include reference to actual and predicted
performance in the following areas:
a)
b)
c)
d)
e)
f)
g)
h)
i)
safety;
customer satisfaction indices;
mystery shopper indices;
train availability;
train reliability;
faults found during routine maintenance;
proportion of routine and casualty maintenance;
rate of wear of consumable components including wheels and wheel treads;
results of independent review of train physical condition and functional
performance inspections (for existing stocks this is known as the routine train
condition inspection).
3.3.12.3 The performance of the train and its systems shall be monitored to:
a)
enable reviews to be carried out and trend analysis to be undertaken on specific
failure modes;
b)
enable the reviews and trend analyses to be undertaken on component failures;
c)
demonstrate that the performance of critical components is maintained during
the life of the train;
d)
allow information to be shared between all parties operating across the LU
network to assist in risk assessment and prevention of incidents.
3.3.12.4 The arrangements and intervals between the reviews of failure described in 3.3.12.3
shall be documented in the Train Maintenance Regime.
3.3.12.5 Routine train condition inspections shall be conducted by an entity independent of the
maintainers, as part of the review described in 3.3.12.2 i); and the report made
available to LU, as part of the train assurance monitoring process. The MACS shall be
used as the criteria for the inspection.
3.3.12.6 Intervals between reviews:
a)
b)
3.3.13
of failures shall not exceed three months;
of the Maintenance Plans shall not exceed one year.
Specific maintenance requirements for critical systems and components
3.3.13.1 The criticality of rolling stock systems and components shall be assessed and
identified, as described in 3.4.5 and 3.4.6.
3.3.13.2 Systems and components identified as critical shall:
a)
b)
have appropriate Maintenance Regimes and MACSs developed for them;
be implemented with records that ensure traceability of:
I. work; and
II. components throughout the supply chain.
Reference: S1180 A5
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Issue date: November 2013
3.3.13.3 During a Warranty or period when a Supplier holds Design Authority for a train or part
of a train and a substandard condition in a critical component is discovered and
continued use of that component is desired, the Supplier shall be responsible for
producing a justified case for continued safe operation pending rectification of the
defect and the underlying cause. See LU Standard S2453, Control of Rolling Stock
Sub-Standard Conditions.
3.4
Safety and reliability
3.4.1
General
3.4.1.1
Rolling stock shall be safe, reliable and fit for the purpose of operating on its intended
routes on the LU network wherever and however it is deployed. All safety risks shall
be eliminated or demonstrated to be ALARP.
Note 1: LU and its Suppliers associated with the provision and operation of rolling stock on the
LU network, in addition to:
a)
supporting the particular aim of providing safe transit across London;
b)
meeting safety legislation;
c)
supporting the Safety Case for the Railway to operate;
d)
supporting the principle of managing safety risks,
are expected to give consideration to:
i)
the safety risks associated with failure of rolling stock, operating principally in a
tunnel environment;
ii)
the reliability of the service,
iii)
tolerance to other external faults and operational conditions.
Note 2: Due to the potential for equipment failures to create safety risks, the philosophy
behind this standard is to treat safety and reliability as inseparably linked in LU
network operations and thus to encourage suppliers to give consideration to the
following:
a)
safety and reliability are built into rolling stock as an inherent part of the design;
b)
design records include documentation that demonstrates that risks have been
managed to be ALARP;
c)
design outputs include adequate documentation to ensure safe and reliable operation
throughout the life of the rolling stock;
In addition, there are particular aspects of rolling stock design, which are contained in
other standards, that have specific prescriptive design requirements in order to
manage the total system risk.
Note 3: LU’s approach to risk management is defined in 1-526 (LU Category 1 Standard).
3.4.1.2
Throughout this standard, the requirements applying to design and review shall apply
equally to new rolling stock and to modifications to existing rolling stock.
3.4.2
Design process
3.4.2.1
The design of rolling stock shall be:
a)
planned and managed in accordance with a formal, structured, documented and
auditable process;
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b)
3.4.2.2
Documentation of the design process shall include:
a)
b)
c)
3.4.2.3
identification of the checking and approval entities;
a description of the methods to be followed;
a description of the formal analyses to be undertaken.
It shall be demonstrated that:
a)
b)
3.4.2.4
undertaken by competent personnel.
the requirements of LU have been adequately captured and verified;
the requirements have been embodied in the concept design.
The systems and sub-systems shall:
a)
be concisely listed to provide clarity as to how each system interacts with other
LU interfaces, e.g;
I. wheel and rail;
II. shoe and power system;
III. Platform Train Interface (PTI);
b)
be supported by assurance for:
I. all parts of the train that do not interact with any other LU system;
II. those parts that interact within the train itself;
III. the train combined with any with which it interacts, in with the wider LU
system context.
3.4.2.5
The design process shall consider, in respect of each system or component:
a)
b)
c)
d)
3.4.2.6
The design process shall take account of the full life cycle of the rolling stock
including:
a)
b)
c)
d)
e)
f)
g)
h)
i)
3.4.2.7
its physical arrangement;
its defined interaction with other components and systems;
its intended usage;
the processes and documentation associated with maintaining it within its
designed operating limits.
testing and commissioning;
hand-over and acceptance;
deployment, including mixed fleet operation (‘interrunning’), if appropriate;
maintenance;
storage;
refurbishment and re-commissioning;
disposal;
making provision to collect what useful vehicle service performance, fault and
defect information can reasonably practicably be captured in service and made
available in appropriate format to support the efficient maintenance and operation
of the train;
obsolescence, particularly regarding safety-related items, microcomputers,
microprocessors, integrated circuits and software.
All proposed changes in the operation of rolling stock shall include:
a)
b)
a review of the original design conditions and specifications;
a validation that the rolling stock will continue to work within approved design
parameters.
3.4.3
Design Reviews
3.4.3.1
Regular planned design reviews shall be:
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a)
b)
conducted at all stages of the design;
carried out by persons who were not directly responsible for producing the
design.
c)
notified sufficiently in advance to allow LU or its representatives to participate.
3.4.3.2
The design reviews in 3.4.3.1 shall include:
a)
b)
c)
d)
e)
f)
g)
ensuring that the requirements for the design have been comprehensively
captured;
assessment of compliance with the requirements including performance, safety,
reliability, operability and maintainability;
assessment of the proposed validation and verification activities;
any additional functionality inherent in the product that is not directly linked to a
requirement;
design calculations for their accuracy, applicability and comprehensiveness;
feedback as a result of any testing;
identification of any areas where the design could be improved.
3.4.3.3
The proceedings, conclusions and agreed proposals arising from design reviews and
any other form of design scrutiny shall be formally documented and implemented.
3.4.3.4
An auditable change control system shall be used to control and document the review,
approval and implementation of all design changes.
3.4.3.5
A formal review of each change shall be carried out to identify:
a)
b)
potential impacts in other areas of the design and to ensure compatibility;
the means by which the configuration of affected rolling stock is to be actively
managed during all stages of the product life cycle.
3.4.3.6
Proposed changes to the design, configuration or usage of rolling stock shall occur
only with documented formal approval, assessed against the current design.
3.4.4
Safety reviews
3.4.4.1
Safety reviews shall be conducted utilising a structured systems approach to assess
all areas of the design and maintenance of rolling stock to identify, quantify and
reduce the risks to be ALARP.
Note:
LU’s approach to risk management is defined in 1-526 (LU Category 1 Standard).
3.4.4.2
The safety reviews shall include the following studies, as a minimum:
a)
b)
c)
d)
Hazard Identification;
Hazard Analysis;
Risk Assessments and Risk Reduction Assessments;
Failures Modes and Effects Criticality Analysis (FMECA) and Fault Tree
Analysis (FTA) to enable the updating of LU’s Quantitative Risk Assessment
(QRA).
3.4.4.3
Risks associated with all aspects of the rolling stock shall be reviewed.
Note:
The following aspects are amongst those that may be considered:
a)
b)
c)
d)
e)
f)
movement;
access;
containment;
operating in ‘degraded mode’ including in-service failure;
structural failure of rolling stock or components;
interfaces;
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g)
h)
precursors to specific potential risks;
precursors to LU Top Event Risks (listed in 3.4.5.2).
3.4.4.4
The proceedings, conclusions and proposals arising from safety reviews shall be
formally documented including a statement on the assumptions made and the sources
of the information included in the analyses. The findings shall be fed back into the
design process.
3.4.4.5
The results of the safety reviews shall be subject to independent review by a
competent authority.
3.4.4.6
Minimum life requirements for all rolling stock components that affect safety shall:
a)
b)
c)
be documented;
be justified;
take into account:
I. the criticality of the component;
II. the associated maintenance regime.
3.4.4.7
Safety risks related to maintenance activities shall be identified and managed to be
ALARP.
3.4.5
Hazards and assessments
3.4.5.1
New trains and modifications to existing trains shall be subject to risk assessments to
demonstrate that the changes meet the LU Corporate Risk Model requirements and
also address any relevant recommendations.
Note:
The risk assessments might also consider any recommendations from incident or
accident inquiries (e.g. Great Heck, Southall, Ladbroke Grove, Potter’s Bar, Chancery
Lane, Camden Town) which may be relevant and where such recommendations have
not been incorporated in standards
3.4.5.2
The hazards associated with the following Top Event Risks shall be explicitly
addressed:
a)
b)
c)
d)
e)
f)
g)
h)
i)
3.4.5.3
Controls shall be applied to mitigate the following specific risk events:
a)
b)
c)
d)
e)
f)
g)
3.4.5.4
arcing;
collision between trains;
collisions, other than b);
derailment;
explosion;
PTI;
power failure;
train fire;
ventilation.
passenger door incident;
passenger accident;
structural failure of rolling stock component or of car structural member;
stalled train;
loss of emergency lighting/ventilation, external lights or train whistle;
communications failure;
brake failure.
The following systems and components shall also be considered:
a)
those involved in mitigating the risk of platform train interface incidents (flooring,
doors, and door opening and closing systems, Correct Side Door Enable (CSDE),
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b)
c)
d)
e)
f)
g)
h)
i)
j)
k)
l)
m)
3.4.5.5
Total Failure Rates, taking all failure mechanisms in aggregate, shall not exceed:
a)
b)
3.4.5.6
One Person Operation Platform to Train CCTV (OPO CCTV), Passenger
Emergency Alarm Brake (PEAB);
those involved in mitigating the risk of derailment ( wheels, bogies, bearings,
axles, suspension, mountings, brakes, braking systems and controls);
those involved in mitigating the risk of collision (speed systems, propulsion and
their control systems, direction control, Electromagnetic Compatibility (EMC),
brakes, braking systems and controls, interface with signalling);
those involved in mitigating the risk of fire (virtually everything);
those involved in mitigating the risk of arcing (virtually everything but specifically
protection);
those involved in mitigating the risk of ventilation failure (heating, ventilation and
air cooling, ventilators);
software in safety systems;
communication systems;
auxiliary systems;
lighting systems;
relays;
any potential disabling failure;
any other relevant system or component, identified as traceable, and treated
accordingly in the Maintenance Regime.
9
for Vital Components, Vital Systems, and Vital Functions : 1 in 10 train-km;
for High Integrity Components, High Integrity Systems and High Integrity
7
Functions : 1 in 10 train-km.
Failures for systems, functions or components in Table 5 below shall be classified
accordingly.
System, function or
component
Classification
Requirement
Wheelset integrity
Vital
Wheelset electrical
conductivity
Vital
Axle rotation
Vital
Structural integrity of
car body and bogie
Vital
Emergency brake
Vital
Traction / Doors
Interlocking
Evacuation system
Vital
Subject to approved axle non-destructive test
programme.
Per-Car track shunting resistance not to exceed
maximum permissible value, refer to section
3.2.6.3.
Not to lock under failure of bearings, gears or
motor.
Subject to approved non-destructive test
programme
Excludes damage due to derailment or collision,
within specified crashworthiness criteria
Excludes damage due to incorrect lifting or
jacking.
Includes failure to respond to trainstop, Operator
vigilance device, emergency brake control, loss of
ATP permission, loss of train continuity (however
caused) and inhibition of traction by emergency
brake application.
Not to motor with doors not proved closed.
Reference: S1180 A5
Vital
Not to suffer any blockage, subject to regular
deployment testing of permanently installed
evacuation aids.
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System, function or
component
Classification
Requirement
Underframe equipment
security
Vital
Train mobility
Vital
Saloon door opening
Doors closed interlocks
Brake release
Vital
Vital
High Integrity
Service brake
Traction
High Integrity
High Integrity
Overspeed protection
(non-ATP)
Vehicle coupling
Suspension height
(active suspensions)
Control Supply
Compressed air supply
Emergency lighting
High Integrity
See Section 3.10.5.
Excludes collector shoes. Excludes other small
components where shown not to present a
significant hazard if detached.
Train unable to move, even with assisting train, as
a result of a single failure.
Not to open without valid command.
Not to give false ‘closed’ signal.
Ability to release both service and emergency
brakes from cab (after resetting initiation
condition(s) in the case of emergency brake
application).
Including hard wired control circuitry.
Ability of train to move unassisted.
Includes hard wired control circuitry.
Includes post-trip speed limiting.
High Integrity
High Integrity
Includes Autocoupler uncouple control.
Including overheight protection system.
High Integrity
High Integrity
High Integrity
Emergency ventilation
High Integrity
Saloon door operation
Saloon door control
High Integrity
High Integrity
Radio
Passenger Emergency
Alarm
Public Address
Head, tail, stabling and
calling-on lights
State selection
High Integrity
High Integrity
Loss of supply to other High Integrity users.
Total supply loss (whole train).
Includes inability to sustain for specified period for
any reason.
Includes inability to sustain for specified period for
any reason.
Includes emergency opening.
Includes end door cut-out and correct side door
enable and Zero Velocity Interlocking.
Excludes Vital door functions listed above.
Deadman Alarm interface to radio.
Excludes talk-back facility.
High Integrity
High Integrity
Clarity and audibility.
Excluding filament bulbs.
High Integrity
Sets and maintains correct train state including
inter-cab interlocking functions.
Table 5 – Classification of Vital and High Integrity functions
3.4.5.7
Any safety isolation, bypass or over-ride features proposed shall be specifically
considered under the safety review process with the participation of the users.
3.4.5.8
The risks associated with the use and misuse of safety isolation, bypass or over-ride
features shall be identified and action taken to ensure they are ALARP.
3.4.5.9
As far as is reasonably practicable all faults shall be detected and reported by the train
including those on standby or backup systems. Backup and standby systems shall be
exercised routinely during normal operation to ensure that hidden and dormant failures
are revealed. Deployment of standby or backup systems shall be recorded and
reported.
Reference: S1180 A5
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3.4.6
Safety critical components
3.4.6.1
The criticality of components shall be assessed and identified using a formal
documented and auditable process.
3.4.6.2
Rolling stock components shall be categorised into three groups of safety criticality:
Low risk – where failure of the component to perform as designed has no effect
on safety;
b)
Medium risk – where the consequences of failure are moderate – i.e. where the
likelihood of failure is low and impact on the railway of failure is not significant;
c)
Critical risk – where failure would or could have a significant impact on the
railway.
a)
3.4.6.3
Components shall be assessed and a safety criticality rating assigned. For existing
rolling stock LU has assessed the criticality of rolling stock items using the technique
outlined below.
3.4.6.4
Failures Modes and Effects Criticality Analysis (FMECA) shall be used to give
quantified assessment in areas where the result is not obvious from an initial overview
of a component.
3.4.6.5
The ratings for risk and consequence in Tables 6 and 7 respectively shall then be
combined using Table 8 to reach a combined rating for each item and its
consequential position in the low, medium and critical category.
Risk
Rating
High
Medium
A
B
Low
C
Frequency of failure
One failure in 12 months or worse
One failure per 10 years or worse, but better than
one failure per 12 months
Less than one failure per 10 years
FMECA scores
7 to 10
5 to 6
0 to 4
Table 6 – Risks, ratings and FMECA scores
Consequence
Rating
Major loss
1
Serious loss
2
Not significant
3
Examples, in rolling stock context
Any loss of life or major injuries.
Delays to train services in excess of 20
minutes.
Damage or faults resulting in a train being
withdrawn from service for more than 7
consecutive days.
No loss of life but minor injuries.
Delays to train service of between 2 and 20
minutes.
Damage or fault resulting in cars comprising a
unit being out of service for more than two
consecutive peak periods, but not more than 7
consecutive days.
No loss of life, injury or illness.
Delays to train services of less than 2 minutes.
Damage or faults resulting in cars comprising a
unit being withdrawn from traffic for not more
than two consecutive peak periods.
FMECA scores
6 to 10
3 to 5
0 to 2
Table 7 – Consequences, ratings and FMECA scores
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3.4.6.6
The two ratings shall then be combined, as shown in Table 8 below to reach the safety
criticality category:
Risk
Key
High
Consequence
A
Major loss
1
Serious loss
2
Not Significant
3
Low
B
C
Critical risk
components
Medium risk
components
Low risk components
Table 8 – Likelihood of Failure and Consequence
3.4.6.7
The assessment shall be carried out:
a)
b)
initially by a competent person;
using a method such as FMECA to give quantified assessment in areas where
the result is not obvious from an initial overview of a component.
3.4.6.8
All safety critical components shall be considered critical risk until they have been
assessed.
3.4.7
Change control
3.4.7.1
All proposed changes to components shall:
a)
be regarded as a change to the rolling stock where the change is a change in
supplier for all critical risk components;
b)
include in (a) Critical risk rolling stock components, as defined in 3.4.6.2, in
cases where there is a change of component supplier;
c)
be subject to approval through this process prior to implementation.
3.4.7.2
A change in 3.4.7.1 a) also includes a change in the supplier of replacement
components, where the original design information is not available. The criteria of
acceptability of such components, not manufactured from the original engineering
drawings and specifications, shall be those for new components and be demonstrated
to be fit for service, prior to being fitted to a train.
Note:
This is often known as the “Reverse Engineering” of components.
3.4.7.3
All proposed modifications to rolling stock shall be:
a)
assessed using the same process for design of the new rolling stock and the
assessment shall be proportionate to the change.
b)
not implemented until approval has been gained using the process shown in
S1538.
3.4.8
Maintainability
3.4.8.1
The design of rolling stock shall allow for ease of all maintenance and servicing
activities. As far as is reasonably practicable, all items that need to be routinely
removed for maintenance or replacement shall be capable of being removed without
disturbing other systems.
3.4.8.2
Types of visually similar but functionally different components shall be:
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a)
b)
such that it is not possible for one type to be fitted in place of another type;
shown in documentation, made available during the design process, if
requested, how the incorrect fitting of such similar types of equipment will be
avoided during maintenance.
3.4.9
Reliability
3.4.9.1
Design and maintenance shall deliver rolling stock that reliably performs its timetabled operational duty.
Note:
Due to the intensity of the LU service and the tunnel environment in which it mainly
operates, poor reliability of rolling stock can quickly lead to delays and cancellations,
with additional stresses to the system, resulting in safety hazards. The latter include
platform and station overcrowding, trains stalled in tunnels and an increased level of
errors by people working in degraded or abnormal conditions.
3.4.9.2
The train shall achieve a mean distance between service affecting failures of at least
250,000km per car where a service affecting failure is defined as a delay to service of
two minutes or greater or a withdrawal from service or a failure to enter service when
required. This reliability shall be achieved within 24 months from the first train
entering timetabled passenger service.
3.4.9.3
There shall be an efficient means of recovery from all foreseeable failure modes.
Note:
Categories of failure are:
a)
b)
c)
d)
e)
causing no delay;
causing a delay of 2 minutes or more to the service;
causing a delay of 15 minutes or more to the service;
causing train withdrawal;
of train to enter service at the time-tabled time and place. This category applies to
trains which fail in depot or on departure from depot such that they do not disrupt the
running lines.
3.4.9.4
All rolling stock components shall be assigned a failure category taking full account of
the risks and hazards to which staff and passengers would be exposed, in the event of
failure in adverse circumstances, such as in a tunnel between stations.
3.4.9.5
The design of rolling stock shall be reviewed to determine any areas that require life
cycle testing to limit the reliability risks with new or unproven designs or to
demonstrate the suitability of the design in its intended application.
3.4.9.6
Reliability assessments shall be conducted during the design stage for items
assessed as likely to affect the reliability of the rolling stock. Reliability calculations
shall be based on internationally recognised methods.
3.4.9.7
The proceedings, conclusions and proposals arising from planned reliability
assessments shall be managed and documented to a level that demonstrates that the
rolling stock will meet the reliability requirements.
3.4.10
Operability
3.4.10.1 A formal analysis shall be carried out to demonstrate that the design meets the
operability requirements of LU.
3.4.10.2 A human factors assessment shall be conducted as part of the design process, which
shall consider the full life cycle of the rolling stock with reference to:
a)
all relevant personnel, including passengers, train staff and maintainers along
with other personnel, including security, breakdown and emergency services;
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b)
c)
d)
all normal and degraded modes of operation;
all times of the day and night;
all climatic conditions.
3.4.10.3 Recommendations from the assessment described in 3.4.10.2 shall be implemented
or otherwise formally closed.
3.4.10.4 Recovery procedures shall:
a)
b)
be established for all credible failure modes in the design process;
provide, in the design, the configuration of equipment to facilitate recovery in the
safest manner practicable;
c)
include:
I. separate safety and operability assessments;
II. instructions for training and assessment of staff in their use.
3.5
Whole life documentation
3.5.1
General
3.5.1.1
All documentation shall be in the English language, available in electronic format and
capable of being printed on ISO standard A-size paper.
3.5.1.2
All documentation described in this standard for rolling stock, driving position
simulators and other learning aids shall be:
a)
b)
3.5.1.3
maintained in a formal and timely manner;
made available to LU.
LU and the person or entity responsible for the Maintenance Regime shall have
unrestricted access to the following data, some of which may be archived:
a)
b)
c)
d)
e)
confirmation that the train, as supplied, meets the requirements of the relevant
Standards;
a formal listing of all concessions granted against the requirements in a).
a suite of data:
I. describing the design;
II. describing the manufacture and assembly of the rolling stock;
III. describing the driving position simulators or other learning aids;
IV. including all test specifications, results and reports.
data detailing safe levels of deterioration;
data on the duty the train is intended to perform.
3.5.2
Design documentation
3.5.2.1
A suite of design information shall be provided for all trains to:
a)
enable a full understanding of:
I. the original requirements for the design;
II. the requirements for all subsequent modifications.
III. the generation of the original design and all modifications:
IV. how the requirements are met as regards the original design and all
modifications:
b)
document the details of and the justification for any failure to meet the
requirements of the original design and all modifications:
c)
enable:
I. a full understanding of the overall performance envelope for the trains;
II. consistent manufacture of the train fleet and train components:
III. consistent maintenance of the train fleet and train components:
IV. reliable and prompt investigation of all incidents involving the trains.
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
V. a full and unambiguous understanding of all external interfaces to the
train and all interfaces between systems and components on the train.
3.5.2.2
Auditable records of decisions shall be retained regarding the criticality of rolling stock
components to:
a)
b)
3.5.2.3
the performance of the system; or
the safety of the system.
Formal documentation and technical data associated with the delivery of assurance of
design shall:
a)
b)
be retained in a useable and accessible format;
be updated to permit lifetime support of the trains, independent of the original
supplier;
c)
be available to LU.
3.5.2.4
The documentation and technical data referred to in 3.5.2.3 shall include:
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
k)
l)
m)
3.5.2.5
data that forms the basis for safety, availability and reliability analyses and
supporting data;
criticality of rolling stock components to the performance or safety of the
system;
drawings;
schematics;
calculations;
output of computer aided design packages;
specifications, including acceptance criteria;
reports, including test reports;
reviews;
data and train specifications;
photographs;
graphs and tables;
technical data and descriptions.
The following shall be referenced consistent with 1-187:
a)
b)
c)
all rolling stock parts and components;
all rolling stock systems;
the positions on the train of a) and b) above.
Note:
LU Category 1 Standard 1-187 defines the hierarchy of sub systems within trains.
3.5.2.6
The safety assurance requirements shall be recorded in a management system that:
a)
b)
c)
is kept up to date;
meets a recognised quality standard;
is readily accessible to LU;
d)
includes all risk assessment details and assumptions, with supporting data so,
that they can be revisited and checked as required.
3.5.3
Maintenance information
3.5.3.1
New and modified trains shall be supplied with comprehensive maintenance
information to enable:
a)
the trains to be maintained in a safe condition to their service duty
requirements;
b)
staff to be trained to achieve (a) above;
c)
staff competence to be tested to ensure they are able to achieve (a) above;
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
d)
the operator and maintainer to support operation and maintenance of the trains
throughout the life of the trains, without reference to the OEM;
e)
the adjustment of traction and brake performance, the CIS, the CCTV and other
systems.
3.5.3.2
Maintenance information shall be:
a)
b)
3.5.3.3
Maintenance documentation provided shall:
a)
b)
3.5.3.4
provided in a format suited to daily use ‘on the shop floor’, in plain language;
available to users.
form a set of controlled documents;
include the following, which shall be available to LU, without need for recourse
to the Original Equipment Manufacturer (OEM):
I. a suite of documents defining what parts or components, when
assembled, constitute a train;
II. a suite of instructions which detail how to maintain the train including a
programme or plan of activities;
III. documents detailing the assurance regime and methods including a
programme or plan of activities;
IV. information to enable faults to be diagnosed and rectified;
V. sufficient information to enable replacement parts or components to be
obtained, including details of settings and tolerances.
During the life of the rolling stock the content of the maintenance documentation shall
be:
a)
b)
regularly reviewed;
updated to reflect:
I. all changes to the rolling stock;
II. changes to the maintenance process;
III. significant changes to the duty cycle and operating interfaces.
3.5.4
Operating information
3.5.4.1
Prior to planned service, operating information shall be supplied to LU to enable:
a)
b)
c)
d)
e)
3.5.4.2
the trains to be operated safely, meeting within the design criteria, operating
performance requirements;
operating staff to be trained to operate the trains;
staff to be tested to ensure they are able to operate the trains as required;
operating staff to carry out limited fault identification and understand degraded
operating modes;
the development of DISIs, in conjunction with LU.
Driving position simulators and any other training aids or materials shall be:
a)
b)
assured and documented;
adapted, so that they are controlled in the same manner as the overall fleet to
which they relate.
3.5.4.3
Information shall be supplied to LU to enable the maintenance of the corporate
database on route availability for approved rolling stock.
3.5.5
Safety critical components
3.5.5.1
Components critical to the safety of the rolling stock shall:
a)
be identified as such during the design stage;
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
b)
3.5.5.2
Details of the maintenance regime and the justification of it for any safety critical
component or system shall be:
a)
b)
3.5.5.3
where traceability is required:
I. be identified using a risk-based approach;
II. be labelled with serial numbers that are:
i. distinct so that they cannot be confused with numbers in use
on otherwise identical components;
ii. easily visible and accessible.
III. be entered and maintained on a controlled list:
IV. include details of any non-destructive testing;
V. be maintained on a record throughout the life-cycle of the component.
documented;
retained for the lifetime of the rolling stock.
Full records shall be kept throughout the life-cycle of the rolling stock of all:
a)
b)
c)
d)
e)
f)
concessions;
modification approvals;
software configurations;
maintenance records;
incident investigations;
regulatory notices, during their currency and for the time after they have been
closed out.
3.5.5.4
Full records shall be retained of how each supplier of components and overhaul
services has been selected.
3.5.5.5
DISI requirements for each rolling stock type shall be consistent with MACS and shall:
a)
b)
be used to assess whether an asset is safe for service.
be developed mutually with LU to establish the criteria under which a defective
asset may remain in service.
3.6
Not used
3.7
Stopping and starting
3.7.1
General
3.7.1.1
Propulsion and brake systems shall comply with the following requirements:
a)
the performance of trains shall meet timetable and safety requirements, in all
envisaged environmental conditions and for all car loadings;
b)
no single failure of the train control system shall cause the train to be
immobilised;
c)
trains shall not be able to motor when a brake demand is present, unless as
part of a maintenance test;
d)
wheel slip and spin protection shall:
I. in service and emergency braking, minimise the extension of stopping
distance as compared to normal;
II. minimise damage to wheels and rails;
III. not be used to achieve higher levels of braking in normal adhesion
conditions or to make up for deficiencies in brake or train design;
IV. maximise the braking and motoring performance up to the prevailing
conditions,
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
e)
trains shall be protected against uncontrolled forward and backward movement
using features such as a deadman’s handle, vigilance devices and runback
protection;
f)
trains shall be proven to be complete before the emergency brake can be
released;
g)
an automatic parking brake shall be provided;
h)
means shall be provided to allow the train to be driven in reverse with the speed
limited;
i)
means shall be provided to separately isolate locally by an isolating switch each
traction equipment in the train;
j)
acceleration rate and maximum speed shall be limited by the choice of
protection method available, e.g. maximum speed of 16 km/h when no higher
speed is permitted.
3.7.1.2
For manual driving a continuously variable traction brake controller (TBC) shall:
a)
b)
be provided;
incorporate a deadman’s handle, or other vigilance device, to apply the
emergency brake, in the event of the incapacity or inattention of the operator.
c)
be designed to ensure that no single action using readily available items shall
permit any of the device’s safety features to be overridden;
d)
have motoring, coasting, service and emergency braking control functions
which are mutually exclusive. Emergency braking shall, when demanded, override
all other commands under all conditions.
e)
indicate the state of the deadman’s handle, or other vigilance device, for use by
the OPO(T) deadman alarm function.
3.7.2
Starting and motoring
3.7.2.1
The risk of un-demanded movement shall be ALARP.
3.7.2.2
At least two independent hard wired control signals shall:
a)
b)
c)
d)
e)
f)
be simultaneously present before tractive effort at each local traction equipment
can be enabled;
be present only when motoring is demanded;
be removed when motoring is not required;
not be created by software at the driving position;
shall provide a direct hardwired control within the local traction equipment;
be used to inhibit the propulsion converter;
3.7.2.3
As an alternative to the requirements in 3.7.2.2, proven-in-service systems
accompanied by a suitable safety justification will also be considered.
3.7.2.4
The closure of all external side sliding doors shall:
a)
b)
be proved before traction is permitted;
be followed by a subsequent positive action before motoring is enabled.
3.7.2.5
The propulsion and braking systems shall be co-ordinated to allow a train to start
uphill without rolling back.
3.7.2.6
In the event that a moving train loses traction power, the train shall have the ability to
coast as far as possible in order to clear gaps or to reach the next platform as
permitted by the train protection system.
3.7.2.7
The risk of the train being immobilised shall be managed as low as reasonably
practicable.
Reference: S1180 A5
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.7.3
System integrity – braking
3.7.3.1
The brake system shall incorporate the following:
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
k)
l)
m)
n)
the Emergency Brake shall be controlled by two electrically independent safety
circuits:
I. either circuit shall able to be used to control the Emergency Brake;
II. both circuits shall be “Energise to Release”;
III. only one circuit shall be in use at any time.
each safety circuit shall:
I. have dedicated feed and return wires;
II. be switched in both wires by each safety device.
the polarity of the feed and return to each safety circuit shall be reversed
according to the end of the train that is opened up;
de-energisation of the selected safety circuit shall result in motoring being shut
off and an emergency brake being applied throughout the train;
all safety devices in non-leading positions shall be applied via a round train
(train continuity) circuit;
the round train circuit shall:
I. have dedicated feed and return wires with polarity reversal;
II. when de-energised cut both safety circuits at the operational position.
electro-pneumatic Brake equipment on individual vehicles or bogies shall;
I. be ‘energise to release’;
II. respond to both Emergency Brake and Service Brake demands.
regenerative braking to minimise energy loss and rheostatic brake to minimise
dust;
a failure in either the service, emergency or parking brake shall have minimal
effect on the function and performance of the other brake systems;
loss of the service brake control at the operating position shall result in an
emergency brake being applied automatically;
a Brake monitoring system shall be provided:
I. to detect faults within the Brake system;
II. to flag the faults to the operator.
facilities shall be provided to enable the operator to overcome faults in the
braking system with the minimum of time, while retaining the maximum of braking
capability;
remote Brake release recovery facilities shall be:
I. provided to deal with the unintended application of the friction brake
due to a local failure of the brake control whilst retaining the full
emergency braking capability of the train;
II. available to the operator without having to leave the operational
position.
to aid recovery, main line air systems, where provided, shall:
I. incorporate protection and isolation devices to enable them to be
divided in the event of a problem causing loss of main line air;
II. be supported in this function by the configuration of the compressors.
3.7.3.2
As an alternative to the requirements in 3.7.3.1, proven-in-service SIL4 systems
accompanied by a suitable safety justification will also be considered.
3.7.4
Service Brake
3.7.4.1
The Service Brake shall:
a)
b)
c)
3.7.4.2
be used for all normal braking requirements;
allow control of varying amounts of braking effort for variable durations;
be designed to perform to align with timetable objectives, while taking full
account of the comfort and safety of customers.
Service braking effort shall:
Reference: S1180 A5
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
a)
b)
3.7.4.3
2
be variable from 0.1 to 1.15m/s in manual operation;
2
have a maximum instantaneous deceleration rate demand of 1.5m/s in
2
automatic operation and shall achieve a deceleration rate of at least 1.5m/s .
The service braking performance (deceleration, response, jerk rate) shall be:
a)
b)
maintained over the full range of speeds and loads;
changed by the control system, which shall be capable of altering the Brake
effort and the rate of application and release with train speed, to achieve a
consistent performance throughout the credible range of service conditions.
3.7.4.4
The Service brake shall be controllable via the manual traction brake controller or an
ATO controller.
3.7.4.5
If the Service Brake comprises more than one means of retardation, the transition
from one means to any other shall be:
a)
b)
3.7.4.6
smoothly blended;
completed without the deceleration of the train deviating from the jerk rate
limited demand.
The Service Brake shall:
a)
b)
maximise the use of Regenerative Braking whenever the infrastructure allows;
maximise the use of Rheostatic Braking whenever Regenerative Braking is not
available;
c)
avoid blending at very low speeds.
3.7.4.7
In the event that the electric brake is not available, the train shall be capable of
continuing in service using the friction brake, with no degradation in performance, until
the fault can be rectified.
3.7.5
Parking Brake
3.7.5.1
The Parking Brake shall, in the absence of the energy necessary to apply or maintain
other forms of braking, automatically apply on:
a)
b)
3.7.5.2
a stationary train;
cars in a stationary unit.
The Parking Brake shall:
a)
under any environmental conditions on the worst track gradient on the routes
the train will travel prevent the movement of:
I. a crush laden train;
II. cars in a crush laden unit.
b)
provide the function in (a) without:
I. the aid of any other Brake system;
II. the need for external power sources.
3.7.5.3
Prior to the Emergency Brake losing its ability to secure the train for any reason, the
Parking Brake shall:
a) apply automatically;
b) develop its ability to hold the train before the Emergency Brake reduces to a level
that would allow the train to move.
3.7.5.4
Means shall be provided for:
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
a) appropriate actions to be taken by the operator, without leaving the operating
position, so as to minimise the number of parking brakes applied without disabling
any of the parking brakes or braking capability of the train;
b) once the actions in (a) have been made, the movement of the crush laden train to
the next station, if necessary with assistance from a following train.
3.7.5.5
It shall not be possible to disable or manually release the parking brake from any
operating position, saloon or underseat location.
3.7.5.6
Parking Brake actuators shall be provided on sufficient motored axles along the whole
length of the train to permit a stranded train to be recovered without releasing the
parking brakes
3.7.6
Emergency Brake
Note:
The Emergency Brake is a brake that stops the train within a defined distance.
3.7.6.1
The Emergency Brake shall be used both to rapidly bring a train to a complete stop
and to rapidly reduce its speed.
3.7.6.2
The Emergency Brake shall:
a)
apply throughout the train in response to the de-energisation of the selected
safety circuit;
b)
be such that the Emergency Brake application time (to 90% of the full brake
pressure) for a crush laden car does not exceed 1.5 seconds;
c)
achieve stopping distances which are compatible with the requirements of the
signalling systems used on the routes over which the train will operate;
d)
stop the train in accordance with the requirements of the Target Emergency
Braking Distance, as defined by both of the formulae below. The more stringent
(i.e. the lesser distance given by the two formulae) for any speed, load gradient or
rail condition (dry or wet) shall apply:
I.
the target emergency braking distance under all conditions of load, train
formation, line speed and gradient shall be given by;
2
-7
4
DT = 0.945 (0.417Vo + 0.077Vo /[2{a+0.0981G}] + 7.82 x 10 Vo )
Where
DT = Braking distance to rest from point of Brake initiation (in m)
Vo = Train speed at Brake initiation (km/h)
2
2
a = Nominal Brake rate on level track 1.3m/s (dry rail) or 1.1m/s (wet rail –
continuous heavy rainfall)
G = Percentage gradient (+ve up, -ve down)
II. the target emergency distance for a stop at 40km/h or above shall be
given by.
2
DT = (0.393 Vo )/(E+G)
Where:
DT, Vo and G are as defined above and
E = minimum acceptable braking efficiency (%) on level track 10.2% (dry rail) or
8.5% (wet rail).
e)
f)
be interlocked so that traction power is immediately inhibited and;
where the friction brake is used as the emergency brake dynamic braking
shall be rapidly ramped down whenever the Emergency Brake is applied.
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
g)
3.7.6.3
only be released through action by the operator which shall only be enabled
after the system recovers the capability to stop again.
Trains shall achieve an established deceleration:
2
a)
of 1.4 m/s on level tangent track under dry conditions during emergency
braking;
b)
with a value more stringent than in a) where individual line signalling systems
make it appropriate.
3.7.6.4
Movement of any traction brake controller to the emergency position shall cause the
emergency brake to be applied.
3.7.6.5
The Emergency Brake system shall apply on demand with an integrity equivalent to
SIL4 in BS EN 50126.
3.7.6.6
No single fault shall result in the ‘Critical Brake Loss’ being reached, i.e. the point at
which the number of actuators’ worth of friction brake effort lost results in an extension
of the emergency braking distance, such that the safe brake performance is
exceeded.
3.7.6.7
Routine dynamic brake testing shall be carried out to prove that the emergency brake
performance requirements listed in 3.7.6.2 are being met.
3.7.7
Routine testing
3.7.7.1
Means shall be provided at each driving position for the operator, without leaving the
driving position, to:
a)
b)
3.7.7.2
It shall be possible for the operator to complete a pre-service brake continuity test
a)
b)
3.7.8
carry out a static test of the emergency brake system;
obtain confirmation of successful brake application by each brake equipment
with a minimum of one car in the train connected to the Traction Supply.
to prove whether the train’s protection devices can apply the full tare emergency
braking air pressure on the train.
Acceleration, Deceleration and Jerk rate limits
The propulsion and braking systems in conjunction with any systems that can
influence their behaviour shall deliver performance no worse than the limits set out in
Table 9 for tangent level track.
Aspect
Maximum
instantaneous
deceleration/
acceleration
demand
Normal jerk rate
(rate of change of
acceleration or
deceleration)
Unit
Service Braking
Emergency Braking
Motoring
m/s
2
1.5 (ATO)
1.15 (manual)
1.8 Below 20km/h a nominal
10% increase in the rate shall
be permitted.
1.3
m/s
3
0.5 An increase in
the release jerk rate
3
up to 1.0m/s shall
be permitted below
15km/h to assist in
achieving ease out
at the end of a stop
2.5 (AAB/EP trains)
2.0 (ECEB trains)
0.75
Table 9 – Acceleration and Jerk rate limits
Reference: S1180 A5
Page 43 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.7.9
Other requirements
A Remote Brake Release function shall:
a)
b)
be provided;
release the service brakes on any cars in a train where a local subsystem
supply has failed and release cannot be obtained by normal means;
c)
release the brake when the safety brake circuit is energised and coasting or
motoring is selected.
d)
not release the brake when a service brake or an emergency brake is selected.
It shall be hard wired.
3.8
Services and supplies
3.8.1
System aspects – electrical supplies
3.8.1.1
Electrical supplies for passenger trains shall be derived from:
a)
b)
3.8.1.2
the LU traction supply;
for those that operate over NR infrastructure, from the NR traction supply.
Passenger trains shall:
a)
have electrical storage devices (e.g. batteries) for use in degraded or
emergency modes (3.8.10 refers to stand-by batteries) when the normal electrical
supplies for the train derived from the traction supply are not available;
b)
not have any other on-board diesel, petrol, lpg etc generators.
3.8.1.3
Train supplies and services shall be designed to operate:
a)
b)
in normal operation;
in degraded modes, with a structured hierarchical approach to load shedding in
degraded modes.
3.8.1.4
The negative pole of the control supply shall be electrically bonded to the carbody
structure.
3.8.1.5
The traction supply energy consumed by the train shall be recorded by each traction
equipment and reported to the train monitoring system.
3.8.2
Equipment safety and protection
3.8.2.1
Programmable equipment that performs a vital function or is related to safety shall
have an appropriate SIL assigned to it.
Note:
Reference should be made to BS EN 50126 for appropriate guidance on equipment
SIL assessments.
3.8.2.2
All electrical, hydraulic, pneumatic and other systems, including wiring, shall as far as
reasonably practicable fail to a defined safe condition, in the event of:
a)
b)
c)
3.8.2.3
a defect; or
a failure; or
an emergency.
Exposure of earthed metal to collector shoes and conductor cabling from the shoes to
electrical equipment shall be:
a)
avoided;
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
b)
3.8.2.4
minimised by additional mechanical protection, where such exposure cannot be
avoided.
Exposure of people to live collector shoes and conductor cabling from the shoes to
electrical equipment shall be:
a)
b)
avoided;
minimised by additional mechanical protection, where such exposure cannot be
avoided.
3.8.2.5
The risks of electrocution, fire-initiation and other forms of potential harm from the
failure of electrical equipment, whether inside or outside the train, shall be controlled
to a level that is ALARP.
3.8.2.6
In all electrical equipment, including wiring and circuitry, the limits shall be defined for:
a)
b)
c)
d)
transients;
surges;
induced voltage;
induced Electromagnetic Interference (EMI).
3.8.2.7
If the limits described in 3.8.2.6 are exceeded, such equipment shall fail to a safe
condition.
3.8.2.8
Rolling stock and associated equipment shall be protected in the event of reverse
polarity connection to the LU traction supply using the shed receptacle.
Note:
A reverse polarity connection is a specific risk that may occur if ‘gap jumpers’ are used
3.8.2.9
An unprotected traction supply shall not pass between cars.
3.8.2.10 The traction supply shall not be permitted above the car floor, except for supplies to
heating elements.
3.8.2.11 Where stored energy devices are fitted, a safe means of discharging the stored
energy shall be provided.
3.8.3
Earth fault protection
3.8.3.1
Earth faults shall:
a)
be detected, and where practicable, automatically isolated, when the fault
occurs on board;
b)
not prevent the rolling stock from operating normally, when the fault (positive or
negative only) occurs on any electrical section of the traction power supply;
c)
be protected, when the fault occurs on the control supply.
Note:
The requirement is intended to minimise the risk of a double earth fault occurring and
that, should a single pole fault already exist on the traction power supply, the train
continues running.
3.8.4
Equipotential bonding
3.8.4.1
All uninsulated metal parts not intended to be part of a live circuit shall be bonded to
the carbody. The only exception is metalwork of equipment required to be secondary
insulated. The carbody underframe shall be connected to the carbody underframe of
an adjacent permanently coupled vehicle by two physically separate bonds connected
in parallel. The carbody shall be electrically bonded to each bogie via two bonds, one
fitted to each bogie side frame. One axle-box on each wheelset shall be electrically
bonded to the bogie.
Reference: S1180 A5
Page 45 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.8.4.2
Earth points shall be provided on cars, as follows;
a)
one designated and labelled as the “MAIN CAR EARTH”;
b)
all others, including protective earth points, shall be referenced to the point
described in (a).
3.8.4.3
On cars with stand-by batteries (see section 3.8.10) the “MAIN CAR EARTH” point
described in 3.8.4.2 shall be the point at which the hardwired voltage return is bonded
to the car body.
3.8.5
Auxiliary power converters
3.8.5.1
Auxiliary converters shall be provided on the train to supply useable voltages to the
loads on the train.
3.8.5.2
The auxiliary supply system shall:
a)
have sufficient redundancy such that failure in any part of a converter does not
cause the train to stall in service;
b)
fully support a load shedding regime in the event of total power failure (traction
supply).
3.8.5.3
It shall be possible to start the auxiliary converters from any driving position.
3.8.5.4
While the train is crossing conductor rail gaps:
a)
the train shall continue operating normally, using the train batteries to supply dc
(non traction) loads as necessary;
b)
when the supply is not present for a period sufficient to affect the batteries’
ability to deliver their emergency performance (see 3.8.10, 3.12.2.3 and 3.12.2.9),
a load shedding regime shall commence;
c)
the auxiliary converter shall return to its original state within 3 seconds of the
traction supply being restored.
3.8.6
Current collection equipment
3.8.6.1
Current collection equipment shall be compatible with the LU and NR traction supply
and distribution systems, as applicable to the route.
Note:
LU Category 1 Standard 1-105 gives detailed information on LU power systems and
distribution methods.
3.8.6.2
Current collector shoes shall not:
a)
b)
3.8.6.3
bridge traction power section gaps on individual cars;
be connected together on different cars.
The shoe gear shall:
a)
operate with the thermal rating of the power supply, both in normal and
emergency operation;
b)
maintain good electrical contact with the traction supply, when the train is
stationary and in motion, to minimise arcing;
c)
incorporate a frangible link that allows the shoe to break off in a defined
manner, without causing damage to the remaining shoe gear, other train borne
equipment or infrastructure.
3.8.6.4
The train shall minimise the production of arcs and EMI at collector shoes when they
pass off a traction rail ramp by reducing as far as reasonably practicable the current
passing through the shoe just before the shoe arrives at the ramp.
Reference: S1180 A5
Page 46 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
Note:
A compliant solution could be: the leading traction equipment detects a rail gap and
passes a message to the following traction equipments to reduce their load as they
approach the gap. It is acknowledged that an arc will be generated by the first traction
equipment.
3.8.6.4
The shoe gear shall have a facility to provide full electrical and mechanical isolation
between shoe gear and current rails. This facility shall be provided within the shoe
gear mechanism or shall require the use of only one hand tool to operate it.
3.8.7
Internal lights
3.8.7.1
While the train is in motion and passing over traction supply rail gaps, all lights in the
passenger saloon shall:
a)
b)
c)
remain lit for a minimum period of 20 seconds;
not flicker, flash, pulse or fade;
when the time period extends beyond 20 seconds, the lights (excluding
emergency lighting) shall be permitted to degrade and extinguish.
3.8.7.2
A single point failure shall not cause all the saloon lighting in any car to extinguish.
3.8.8
Shore (or shed) traction supply
3.8.8.1
All rolling stock shall be capable of being easily and safely connected to and
disconnected from the shore supply by one person. Table 10 below details the safety
controls for the connecting of shore supplies to the car and their consequences.
Shed Plug Position and Change Over (C/O) System Condition
Collector Shoes:
Train Shed Receptacle
Socket
Traction / Brakes:
(Traction Supply present
on the collector shoes of
any car of the half train
connected to the shed
supply)
Traction / Brakes:
(Traction Supply absent
on the collector shoes of
all cars of the half train
connected to the shed
supply)
Restrictions: Lid Position
‘Shed’
‘Off’
‘Track’
Isolated from shed
receptacle
Connected to car
circuitry
Traction inhibited
Emergency Brakes
applied
Isolated from shed
receptacle
Isolated from car
circuitry.
Traction inhibited
Emergency Brakes
applied
Connected to car
circuitry.
No exposed live
conductors.
Unrestricted
As demanded by
TBC but with
acceleration and top
speed limited to
ensure safe and
controlled movement
while the lead is
attached to the train.
Unrestricted
Unrestricted
Unrestricted
Unrestricted
Lid closed and
locked.
Not possible
Possible – this is the
only position for
inserting or removing
the shed plug
Restrictions: Other
Can Select ‘Off’ only
Can select ‘Track’
Can select ‘Off’ only.
selectable switch
without a shed lead
positions
connected, or ‘Shed’.
Table 10 – Shore (or Shed) supply connection protocols
Restrictions: Shed Plug
insertion/removal
Reference: S1180 A5
Not possible
Page 47 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.8.8.2
It shall be possible for one set of traction equipment fed through its shed receptacle to
move a fully laden train at a slow speed on the steepest gradient for a distance
sufficient for the train no longer to be gapped.
3.8.8.3
There shall be an indication to the operator that a shed plug is inserted whenever the
shed plug is inserted at the same time as any of the following:
a)
b)
Motoring demanded; the train is moving; or
the traction supply is detected at the shoes.
3.8.9
Wiring and cabling
3.8.9.1
All electrical and cabling installation shall be free from swarf.
3.8.9.2
The colours of wiring shall be as follows:
a)
b)
c)
3.8.10
safety wiring: yellow;
wiring carrying a potential greater than the control supply: red;
wiring other than (a) or (b): other than yellow or red and consistent across a
fleet of trains.
Stand-by batteries
3.8.10.1 All trains offered for service shall have a stand-by battery power source that can
support essential services for a minimum period of operation of 2 hours, in the event
of the traction supply to the train being lost.
3.8.10.2 The minimum period of 2 hours in 3.8.10.1 shall apply:
a)
b)
c)
at the end of the working life of the battery;
after the train has been powered down for 72 hours;
upon the train entering service, immediately following a day’s maintenance in
the depot, followed immediately by a loss of traction supply.
3.8.10.3 A load shedding hierarchy shall be defined to achieve requirements in 3.8.10.1
following loss of traction supply while maintaining supplies to essential train
equipment. Load shedding shall commence automatically following loss of supplies.
3.8.10.4 Stand-by batteries shall:
a)
provide sufficient power to support continuous use of the stabling lights when
the train is shut down for a minimum period of one week unattended;
b)
provide sufficient power to supply the on-board signalling equipment for twelve
hours;
c)
be protected against:
I. un-demanded discharge;
II. the accumulation of water, dust and gases;
III. over discharge causing damage or an inability to restart the train when
the traction supply is restored.
3.8.10.5 In the event of the batteries being used as an emergency standby power source,
sufficient charge shall be retained in the batteries and air reservoirs, if required, to reinitialise battery charging, once the traction supply has been restored.
3.8.10.6 Gases from batteries shall be prevented from directly entering the passenger saloon
or the operator’s cab.
3.8.10.7 A battery isolation switch shall be provided to enable both poles of the battery to be
isolated from the control supply system. Isolated batteries shall be reported to the train
monitoring system.
Reference: S1180 A5
Page 48 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.8.11
Arcing and thermal protection
3.8.11.1 The risk from arcs shall be managed by ensuring that:
a)
b)
c)
d)
e)
the probability of arc initiation is managed as low as reasonably practicable;
the duration of any arc is managed as low as reasonably practicable;
the size of any arc is managed as low as reasonably practicable;
if an arc is initiated:
I. it is contained so as to minimise its severity both to the rolling stock and
passengers;
II. the release of smoke, fumes and toxic products is minimised;
III. it is extinguished safely and rapidly.
under body arc barriers and thermal protection are fitted.
3.8.11.2 The requirements in 3.8.11.1 shall be applied to all:
a)
b)
unprotected traction equipment;
unprotected traction cables.
Note 1: It is of paramount importance to LU that the passenger and operator environment are
fully protected from arcing, fire, smoke or toxic products generated by an arc. This
includes the shoe gear, cable runs on the bogie, the dropleads, snuffer conduits and
cable runs on underframes up to and including the first protection device.
Note: 2 For guidance on arc protection and management reference should be made to LU
Manual of Good Practice G183.
3.8.12
Pneumatic systems
3.8.12.1 Where pneumatic braking systems are employed, the rolling stock shall be capable of
being brought to a stop safely if the pneumatic system fails in any way.
3.8.12.2 Any fault that results in dragging brakes on any point of the train shall be reported to
the operator within 15 seconds.
3.8.12.3 All rolling stock shall be fitted with brake cylinder pressure gauges for each brake
control system located:
a)
b)
inside each car;
such that the operator is able to view the gauge while walking through the train.
3.8.12.4 All pneumatic systems shall:
a)
b)
c)
d)
include appropriate safety devices (e.g. pressure relief valves);
exhaust in a safe manner;
not fail so as to cause hazards to customers;
have the capability to safely dissipate any stored energy, when required.
3.8.12.5 In the event of the pneumatic system being depleted, sufficient charge shall be
retained in the reservoirs to re-initialise the system.
3.8.12.6 The auxiliary supply and the pneumatic supply shall be available when one only end
car is powered up to permit movement of a train to enter service.
3.8.12.7 Any serviceable train formation shall have at least two working compressors.
3.8.12.8 Reservoirs used on any brake supply shall be fitted with drain plugs and not drain
cocks.
3.8.12.9 Isolating cocks and their labels shall be visible under normal and emergency lighting
conditions and shall be clearly labelled with the function of the cock and whether
Reference: S1180 A5
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
“open” or “closed”. All isolating cocks shall operate through a nominal angle of 90
degrees.
3.8.12.10 Pneumatic isolating cocks shall be provided to allow the operator to isolate the leaks
in pipes and hoses. When an isolation is made that might not be detected through the
routine maintenance, a mechanism shall be provided to give a clear indication that
isolations have been made. This could be achieved by preventing the isolating cock
enclosure from being closed when in the isolated position.
3.9
Materials
3.9.1
General
3.9.1.1
Materials employed in the construction of rolling stock shall be:
a)
b)
3.9.1.2
fit for their intended purpose;
suited to the environment in which they are required to perform their function.
Materials shall be resistant to damage that can be caused by:
a)
b)
c)
cleaning materials;
cleaning processes;
graffiti and gum removal processes employed.
3.9.1.3
Materials shall be resistant to damage from substances in use on or about the railway,
in addition to those listed in 3.9.1.2 above.
3.9.2
Safety aspects
3.9.2.1
Materials used on rolling stock shall maintain safety and health risks to be ALARP.
3.9.2.2
The use of every hazardous material shall be justified to LU as part of the justification
required by LU Category 1 Standard S1538.
3.9.2.3
A register of all hazardous materials in Rolling Stock shall be compiled, maintained
and shall be readily available to personnel involved in rescue and recovery.
3.9.2.4
The overall fire safety system (prevention, detection, evacuation and suppression)
shall have risks that are ALARP.
3.9.2.5
Fire or smoke detectors shall be fitted to all saloon and operator areas and shall be
suitable for detecting the expected fire products.
3.9.2.6
Reference shall be made to LU Category 1 Standard 1-085.
3.9.2.7
The use of cleaning products shall be controlled by processes such that:
a)
b)
their use is not a risk to the public;
residues are not left such as to cause harm to the people.
3.9.3
Glass
3.9.3.1
Glass, especially draughtscreens, saloon door windows and bodyside windows, shall:
a)
be strong enough to withstand passengers leaning against it and shall support
and contain passengers during normal operation of the train,
b)
permit emergency egress for passengers if it is the designated emergency
egress route,
c)
have exposed edges adequately protected.
Reference: S1180 A5
Page 50 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.9.3.2
Windscreens and windows shall comply with the requirements of Railway Group
Standard GM/RT 2456, Structural requirements for windscreens and windows on
railway vehicles, save for the following alterations:
a)
the temperature performance requirements in clause C1.2 of GM/RT 2456 shall
instead be in accordance with section 3.2.8 of this Standard,
b)
in clause C3.2, bodyside windows need not be laminated but they shall comply
with the penetration requirements of clause C3.2 or C3.3 as applicable to their
type.
3.9.3.3
Windscreens shall be fitted with anti-spall layers.
3.9.3.4
Glass shall not be used in any application where it is intended to be broken to gain
access to emergency controls or equipment.
Note:
For example, glass shall not be used for the protective cover over a J door lock.
3.9.3.5
To reduce the risk of injury from broken glass, if used in the following applications,
glass shall be laminated:
a)
b)
c)
d)
3.9.4
luminaires;
luggage racks;
draught screens;
internal fittings, other than a), b) or c), located above the level of the tops of the
car windows.
Adhesive signs and labels
Materials used in adhesive signs and labels shall adhere effectively and resist
unauthorised removal.
3.9.5
Flooring
Flooring materials shall:
a)
b)
not pose a trip hazard;
meet or exceed the slip resistance requirements of SATRA test TM144 or
equivalent with a co-efficient of friction of at least 0.4;
c)
remain slip resistant if wet.
3.9.6
Brakes
3.9.6.1
LU shall, on demand, be provided with details of the constituents of brake friction pads
and blocks employed.
Note:
In tunnels, dust from rolling stock remains within the tunnel environment and may
present a hazard, if the constituents are not controlled. The requirement in 3.9.6.1 is to
allow LU to be aware of and to control the composition of tunnel dust.
3.9.6.2
Materials used in brake friction blocks and pads shall:
a)
be selected such that health risks are managed as low as reasonably
practicable;
b)
not generate:
I. smoke, in normal operation;
II. any air-borne fibres or particulates containing any known harmful
substances at any time including, but not limited to, the following and
their compounds:
i. asbestos;
ii. lead;
Reference: S1180 A5
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
iii. chromium;
iv. cadmium;
v. silica.
3.9.6.3
Brake blocks fitted to a vehicle in service shall not:
a)
coat the wheel with material which would increase the wheel to rail electrical
resistance by more than 0.02 ohms per wheel;
b)
cause electrically-conducting material to be deposited which reduces the
resistance across the rail block joints by more than 10 ohms/mm compared to the
resistance that would exist with no electrically-conducting material from brake
blocks being present.
3.10
Structures and dynamics
3.10.1
General
3.10.1.1 Car body structures and suspension shall be designed and maintained so that the
safety and comfort of the passengers and operators is ensured as far as is reasonably
practicable under:
a)
b)
normal operating conditions;
abnormal conditions such as:
I. derailments;
II. equipment failure;
III. heavy shunts;
IV. collisions with other trains or infrastructure.
3.10.1.2 Car body, car structures and suspension shall maximise interior passenger space
whilst maintaining clearances with fixed infrastructure and adjacent trains.
3.10.1.3 In the event of a derailment or collision, cars in a train shall:
a)
b)
c)
remain coupled;
resist jack-knifing and over-riding, as far as is reasonably practicable;
be designed such that the risk of injury to passengers and operator due to
structural failure is ALARP.
Note 1: The non-derailment collision protection requirements are intended to be compatible
with assumed train protection requirements for a system which has the following
properties:
a)
the metro is a closed system;
b)
most trains on the line are broadly of the same mass and compatible with each other;
c)
trains that exceed their movement authority stop short of the train or obstacle in front,;
d)
unsignalled moves take place at a controlled speed, usually no higher than 16km/h;
e)
the crashworthiness requirement is for survival space to be maintained intact in the
event of a collision at 16km/h;
f)
train arrestor collision is at a speed not exceeding 16km/h and will decelerate the train
to a stand without damage;
g)
the lineside security arrangements effectively exclude intruders who might block the
line.
Note 2: The overall strength requirements are intended to provide a good standard of general
protection (survival space and containment) against the unpredictable consequences
of predictable events.
Reference: S1180 A5
Page 52 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.10.2
Loading and allowances
3.10.2.1 Loading conditions shall be:
a) Tare:
b)
c)
I. the car, or train, as appropriate, in operational condition, including full
reserves of necessary consumables;
II. the operator.
Full load:
I. any other authorised person accompanying the operator, for whom
accommodation has been provided;
II. passengers:
i. occupying all fixed seats;
ii. standing in the vestibule areas of the saloon, at the rate of 5.6
passengers per sq m of those floor areas;
iii. standing in the aisles, at the rate of 4.2 passengers per sq m of
those floor areas, taking into account the exclusions in
3.10.2.2 c).
Crush laden:
I. any other authorised person accompanying the operator, for whom
accommodation has been provided;
II. passengers:
i. occupying all fixed seats;
ii. standing in the vestibule areas of the saloon, at the rate of 8
passengers per sq m of those floor areas;
iii. standing in the gangway areas of the saloon, at the rate of 6
passengers per sq m of those floor areas, taking into account
the exclusions in 3.10.2.2 c).
3.10.2.2 In calculating the loadings associated with the conditions in 3.10.2.1, the following
shall be taken:
a) the total mass (as it relates to the car, or train, as appropriate), associated with:
I. the Full load condition shall be the sum of the Full load mass and the
Tare mass;
II. the Crush Laden condition shall be the sum of the Crush Laden mass
and the Tare mass.
b)
the mass of:
I. the operator and any equipment carried is 75 kg;
II. the person, if any, accompanying the operator and any equipment
carried is 75 kg;
III. each passenger and any luggage is 75 kg, on average.
c)
the gangway areas of the saloon exclude the areas:
I. between opposite-facing fixed seats, when the distance between such
seats is less than 800mm.
3.10.2.3 In order that car body structures can cope with the full range of variations and
uncertainties in car condition that are likely to be experienced throughout the life of the
car, account shall be taken of all influential factors including:
a) tolerances in car dimensions and masses;
b)
loading variations and asymmetries;
c)
normal variations in car maintenance and condition.
3.10.3
Maintenance, recovery and repair
3.10.3.1 Car body and bogie structures shall be maintained so that their integrity is preserved
over the lives of the cars.
Reference: S1180 A5
Page 53 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.10.3.2 Structural damage shall be repaired in such a way that the structural integrity is
restored.
3.10.3.3 A derailed or otherwise damaged train shall be capable of being:
a) recovered from any areas of its operation;
b)
jacked under the bogies to facilitate re-railment;
c)
raised up onto a wheelskate slid under the bogie.
3.10.3.4 All jacking and lifting points shall be clearly and indelibly marked.
3.10.3.5 Operation of the load release feature, if included with the drawgear, shall not render
the drawgear unserviceable for train recovery purposes.
Note:
The following facilities can assist with recovery:
a)
The ability to jack the car body sufficiently at one end (while the other still rests on its
bogie) such that the released bogie can be rolled out and replaced without damage to
the remaining bogie or its adjacent coupling;
b)
The ability to jack bogies with the car body attached and vice versa.
3.10.3.6 Primary suspensions located on the axlebox shall be made captive for the safety of
maintenance and recovery staff.
3.10.4
Occupant protection
3.10.4.1 The saloon and all fixtures and fitting shall be designed in such a way as to manage
the risk of injury to passengers to a level that is ALARP.
Note:
Reference should be made to Railway Group Standard GM/RT2100 Requirements for
Rail Vehicle Structures and LU Guidance documents G185.
3.10.4.2 The crashworthiness performance of cars in the event of derailments and collisions
shall be such as to:
a) maintain as far as practicable the integrity of the occupied compartments;
b)
reduce the risk of injuries to people during and after derailments and collisions
to a level that is ALARP.
3.10.4.3 All interior surfaces where secondary impact by passengers or operators could occur
shall be free of sharp edges and projections.
3.10.4.4 The finishing panels of the car interior, in order to minimise injury to passengers, if
impacted by them, shall:
a) have no unnecessary:
I. protrusions;
II. sharp areas;
III. rigid areas.
b)
have the radii of all edges maximised, where a) is unachievable.
3.10.4.5 Items of furniture and equipment shall remain securely fastened when subjected to the
accelerations and inertia forces specified in 3.10.7.
3.10.4.6 Interior finishing panels and ceiling and wall mounted equipment shall, where possible,
be fixed directly to the car body structure.
3.10.4.7 Secondary retention (specifically lanyards) shall be incorporated into all saloon interior
facing items that are completely above a horizontal plane positioned at a height that is
a distance of 0.1 metres below the top of the saloon body side windows. This shall
Reference: S1180 A5
Page 54 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
include ceiling panels, trim panels, advert panels, electronic displays, lighting,
loudspeakers, fan grilles and ventilation grilles. Grab poles and hand rails shall be
excluded. Each lanyard shall individually be capable of retaining its connected item
falling from its normal position as well as retaining the panel when subjected to the
accelerations and inertia forces specified in 3.10.7.
3.10.4.8 Materials that may fracture and reveal sharp edges, potentially injurious materials,
inserts or inlays shall not be used.
3.10.4.9 Items of furniture and equipment that are attached to the interior of the car body shall:
a) be tamper resistant;
b)
have incorporated, at the design stage, means of resisting vandalism.
3.10.4.10 Materials with high energy absorbing features shall be used in areas where secondary
impact may occur, where practicable.
3.10.5
Equipment
3.10.5.1 All items of train- mounted equipment shall remain securely attached:
a) under normal operating conditions;
b)
as far as is practicable, during collisions or derailments.
3.10.5.2 All major items of train mounted equipment shall comply with the shock and vibration
requirements stated in BS EN 61373.
3.10.5.3 Equipment and mountings shall be designed to take into account the consequences of
failure.
3.10.5.4 The risk of failure of equipment and mountings shall be reduced, where appropriate,
by measures such as:
a) the over-design of mountings and attachments;
b)
the use of fasteners incorporating high strain energy;
c)
the provision of:
I. emergency or secondary restraints;
II. alternative load paths.
3.10.5.5 Where a cover has the ability to go out of gauge in a failed condition, a secondary
restraining device shall be fitted to restrain the cover within the gauge.
3.10.5.6 In order to avoid undesirable responses, the fundamental modes of vibration of items
of equipment on their mountings and in all operation conditions, shall be:
a) separated sufficiently, from the modes of vibration of the car body structure and
suspension; or
b)
otherwise decoupled, from the modes of vibration of the car body structure and
suspension.
3.10.6
Material properties
3.10.6.1 The fatigue strength of bolted, riveted or welded structures shall be assessed using:
a) BS 7608 with a 2.3% probability of failure for steel structures;
b)
BS 8118 for aluminium structures;
c)
equivalent international or national standards.
3.10.6.2 The fatigue assessment criteria for steel castings shall be based on:
a) relevant published data; or
Reference: S1180 A5
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
b)
3.10.7
data obtained from testing or in-service experience.
Car body – General
3.10.7.1 The proof and fatigue loads given in to 3.10.8 and 3.10.9 respectively are the
minimum loads against which the design shall be assessed, but shall not be used as
the definitive design load cases.
3.10.7.2 All relevant loads shall be assessed to ensure that the body structure is fit for purpose
and :
a) if necessary, the loads in 3.10.8 and 3.10.9 shall be enhanced;
b)
additional load cases shall be devised.
3.10.7.3 The car body shall meet the requirements of Category P-III in BS EN 12663, with the
specific additional requirements in 3.10.8, 3.10.9, 3.10.34 and applying the design
mass definitions provided in 3.10.2.
3.10.8
Car body – Proof strength
3.10.8.1 The Uncertainty Factor S1 shall be 1.15.
3.10.8.2 The compressive force at buffer level (BS EN 12663 Table 2) shall be 1000kN.
3.10.8.3 The tensile force in coupler area (BS EN 12663 Table 5 and Table 12) shall be 200kN.
This load shall also be applied in compression as an additional load case.
3.10.8.4 A load case shall simulate the car body twist condition corresponding to the derailment
of one bogie with the other remaining on flat track:
a) The derailed bogie shall have its secondary suspension acting in its most
disadvantageous condition;
b)
There shall be a vertical difference of 130mm in wheel height between the
wheels on one side of the derailed bogie (at rest on sleepers) and the opposite
wheels (lodged on a rail);
c)
The car body shall be in Crush Laden condition plus a 15% dynamic increment.
3.10.8.5 The car body shall support the total weight of a motored bogie when that load is
reacted at the car body trailing end secondary suspension point and the leading end
cab anti-over-ride position.
3.10.9
Car body – Fatigue strength
3.10.9.1 Fatigue strength shall be demonstrated using a cumulative damage approach.
3.10.9.2 Partial fatigue damages shall be calculated for each of the following fatigue load cases
in 3.10.9.3.
3.10.9.3 The damages assessed for each case shall be added and the total damage for all load
cases shall not exceed unity:
a) 100 million cycles of stress fluctuating at ± 10% of the vertical stresses for the
loading condition of all seated passengers, with no standing passengers;
b)
10 million cycles of stress fluctuating at ± 10% of the vertical stress for the
Crush Laden condition;
c)
0.1 million cycles of stress fluctuations caused by a lateral acceleration of ±
0.1g for the loading condition of all seated passengers, with no standing
passengers;
d)
2 million cycles of stress fluctuations caused by passenger loading/unloading
comprising the load ranges in Table 11.
Reference: S1180 A5
Page 56 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
Passenger load range
33% Crush Laden
50% Crush Laden
66% Crush Laden
83% Crush Laden
100% Crush Laden
6
Cycles x 10
1.00
0.50
0.30
0.12
0.08
Table 11 – Stress fluctuations
e)
stress cycles induced from track twist (twist range is the amount over a 10m
base, by which one point of the four is out of plane with the other three) with the
following 10m track twist spectrum:
Twist Range (mm)
Cycles/km
10
15
25
35
50
70
100
600.0
22.0
8.0
3.0
2.0
1.5
0.2
Table 12 – Track twist
3.10.9.4 Equipment attachments shall withstand fatigue loading in accordance with BS EN
12663-1:2010 6.7.3. Longitudinal equipment inertia accelerations of at least +/-0.2g
7
for 10 cycles (BS EN 12663-1:2010 Table 18) shall apply.
3.10.10 Car body – Stiffness
3.10.10.1 The natural modes of vibration of the car body, in all operating conditions, shall be
separated sufficiently, or otherwise decoupled, from the suspension frequencies, so
as to avoid the occurrence of undesirable resonances.
3.10.11
Car body – Structural collapse
3.10.11.1 In the event of a collision, the car body design shall be such that deformation of the
end section of the car occurs before other parts of the car body are damaged.
Note:
This usually means that the main part of the body shall have a high collapse load.
3.10.11.2 As far as is practicable, body structures shall not collapse in an uncontrolled manner
as a result of high longitudinal loads encountered during rough couples and
collisions.
3.10.11.3 Unless otherwise stated, all collisions and couplings shall be taken as one Crush
Laden Train impacting a similar but stationary Crush Laden Train with its brakes
applied and a wheel to rail coefficient of friction of 0.3.
3.10.11.4 In respect of a Rough Couple:
a) the coupling systems on the cars shall not sustain any damage at impact speeds
of up to 3 km/h;
b)
there shall be no loss of serviceability of the systems or any components
thereof.
Reference: S1180 A5
Page 57 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.10.11.5 In respect of a Minor Collision:
a) the car body structure shall not sustain any damage at an impact speed of 10
km/h;
b)
it is accepted that operation of the energy absorption feature of couplers and
anti-climb feature may occur under this condition.
3.10.11.6 In respect of a Heavy Collision:
a) the energy released during a heavy collision giving an impact force in excess of 1
MN shall be absorbed by gradual collapse of the car body, occurring over the
whole cross-section of the car end;
b)
structural collapse of the main passenger compartment of the car body shall not
occur until forces greater than 2.5 MN are encountered.
3.10.12
Override Prevention
3.10.12.1 At both ends of every car, a means of override prevention shall be fitted, to prevent
one car from riding up over the adjoining car.
3.10.13 Drawgear and couplers
3.10.13.1 The drawgear and couplings shall:
a) be resilient to controlled shocks (i.e. buffing loads), in order to allow the train to
behave as a homogeneous mass;
b)
resist parting of cars;
c)
resist overturning of cars.
3.10.13.2 A simple means shall be provided of confirming visually that any securing devices on
the coupler are positively engaged.
3.10.13.3 Coupling systems between cars in a train and between trains shall be capable of
transmitting safely all the forces that may arise during:
a) normal operation;
b)
train recovery.
3.10.13.4 The operational scenarios that shall be considered for coupler loading shall include,
but not be limited to:
a) peak traction and braking rates;
b)
buffing;
c)
coupling and un-coupling;
d)
any track horizontal and vertical curves, and reverse (horizontal) curves on
which the car may operate;
e)
any car speed up to the maximum operational speed and at the maximum carbody twist which can occur, taking into consideration design tolerances and
maximum track twist.
3.10.14 Gangways and de-trainment devices
3.10.14.1 The structural requirements shall be those defined by RGS GM/RT2457.
3.10.15
Doors
3.10.15.1 The J door shall be capable of withstanding the following loading, applied separately:
a) 2kN over an area of 50mm by 50mm;
b)
7kN over the whole area of the door.
Reference: S1180 A5
Page 58 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
Note:
These are not the loading cases if an interior door is removed and used as a bridge
between trains for passenger de-trainment purposes.
3.10.15.2 The inter car door (if fitted) shall be a robust structure and shall withstand without
permanent deformation or damage a distributed load of 5kN or its inside face for at
least 5 minutes.
3.10.15.3 Side sliding door leaves shall:
2
a) be capable of withstanding a force of 7kN/m applied to the whole inside face of
the door leaf when mounted in the top and bottom door guides;
b)
under type test conditions remain firmly held by the top and bottom door guides
under this load for 5 minutes.
3.10.15.4 The design of side sliding doors and their guidance systems shall manage as low as
reasonably practicable the risk of doors opening or becoming detached in the event of
the car colliding with:
a) another train;
b)
fixed infrastructure;
c)
obstructions (e.g. trees).
3.10.16 Handgrips and grabpoles
3.10.16.1 Handgrips and grabpoles shall minimise injury to persons thrown against them in the
event of rapid deceleration of or other forces acting on the car.
3.10.16.2 The handgrip or grabpole assembly shall be taken to include all associated
attachments, fastenings and welds up to and including the attachment to the car
body structure.
3.10.16.3 The stress levels under the loading described in 3.10.16.4 below, in any handgrip or
grabpole assembly shall not exceed the material yield stress or 0.2 % proof stress,
so as to prevent permanent deformation, nor shall they suffer any structural
instabilities.
3.10.16.4 The loading shall comprise:
a) on handgrips or grabpoles except horizontal rails longer than 1.0m, 1700N in any
direction, applied in the most disadvantageous manner;
b)
on horizontal rails longer than 1.0m: vertical loads of 1700N/m span and
horizontal loads of 750N/m span, applied to all spans in the most disadvantageous
manner;
c)
on handgrip and grabpole assemblies: 3400N in the most disadvantageous
direction without reaching ultimate failure.
3.10.17 Seats – General
3.10.17.1 The construction of seating shall be such that in the event of any type of failure
occurring when the train is in normal passenger service there shall be no component
that could penetrate the seat cover and cause injury to a passenger.
3.10.17.2 Where seats fail due to abuse they shall fail such that the risk of injury to the person
causing the abuse and to subsequent users is managed ALARP.
3.10.17.3 In the event of armrest failure, no parts shall remain that could cause injury.
3.10.18 Structural integrity of seating
3.10.18.1 The passenger seats and supporting structures shall withstand the following loads,
applied individually in the directions refer to Figure 3:
Reference: S1180 A5
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
a) X horizontally parallel to the centre-line of the train,
b) Y horizontally normal to the centre-line of the train,
c) Z vertically,
without permanent deformation or damage.
a) 1500N applied in the X direction over an area of 250mm by 50mm located
centrally at the uppermost part of the seat squab. In the case of multiple seats this
load shall be applied at each position simultaneously and in the same direction.
These are loadings on transverse seats and are not required for longitudinal seats;
b)
1200N applied in the Z direction to the centre position of the front edge of the
seat. In the case of multiple seats this load shall be simultaneously applied at each
position;
c)
1000N applied in the Y direction at the uppermost part of the seat squab;
d)
1500N applied in the Y direction at the end of any armrest;
e)
1000N applied in the Y direction on the grab handle (if fitted);
f)
1000N applied in the X direction to the grab handle (if fitted).
g)
The following two loads shall be sustained for 5 minutes:
h)
2000N applied in the Z direction on to the squab over an area 380mm by
200mm located centrally. In the case of multiple seats this load shall be
simultaneously applied at each seat position;
i)
1700N applied in the Z direction at the end of any armrest.
50mm
1500N
250mm
1700N
1500N
1000N
2000N
1200N
380mm
200mm
1200N
Figure 3 – Structural integrity of seating
3.10.18.2 Tip up seats and supporting structure shall withstand the following loads applied
individually on a deployed seat without permanent deformation or damage.
Reference: S1180 A5
Page 60 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
a) 2000N applied centrally on the seat in the Z direction over an area of 200mm by
380mm;
b)
2000N applied anywhere on the front edge of the seat over an area of 200mm
by 380mm in the Z direction.
c)
The following load shall be applied individually on an un-deployed seat:
2000N applied centrally on the top of the seat in the Z direction.
3.10.18.3 The operator’s seat and supporting structure having either a fixed or adjustable seat
positions shall withstand the following tests as defined in BS 5459 Part 2 to Level (S)
Severe and as defined in clause 2.1.6 of that standard, without permanent
deformation or damage:
a) Performance test:
I. Test 1a Seat static load;
II. Test 1b Back static load with flexibility assessment;
III. Test 2 Arm sideways static load;
IV. Test 3 Arm downwards static load.
b)
Fatigue tests:
I. Test 4a Seat fatigue;
II. Test 4b Back fatigue.
c)
Safety tests:
I. Test 9a Side to side safety;
II. Test 9b Fore and aft safety.
d)
Operational tests:
I. Test 13 Chair swivelling;
II. Test 14 Seat height adjustment.
3.10.19 Bogies – General
3.10.19.1 The bogie frame shall withstand, without failure, all loads encountered:
a) in service;
b)
during foreseeable failure conditions including minor derailments and equipment
failure.
3.10.19.2 As far as is practicable, bogies shall remain attached to car bodies during a
derailment or collision.
3.10.19.3 The following loads shall be assessed:
a) the proof and fatigue loads given in 3.10.20 and 3.10.21 are the minimum loads
against which the design shall be assessed, but shall not be used as the definitive
design load cases;
b)
all relevant loads shall be assessed to ensure that the bogie structure is fit for
purpose:
I. if necessary the loads in 3.10.20 and 3.10.21 shall be enhanced;
II. additional load cases shall be devised.
3.10.19.4 The requirements of BS EN 13749 shall be incorporated in the process described in
3.10.19.3.
3.10.20 Bogie – Proof strength
3.10.20.1 The bogie frame shall withstand the proof loadings given in 3.10.20.2 below. A proof
factor of 1.15 shall be applied to all load cases.
3.10.20.2 The stress levels induced as a result of the following load cases shall individually not
exceed the material yield stress or 0.2% proof stress so as to prevent any
permanent deformations. The loadings shall not cause any structural instabilities.
Reference: S1180 A5
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
a) Vertical symmetric loads – The crush laden mass of the car body applied vertically
in equal parts at the secondary suspension points plus the sprung mass of the
bogie, reacted at the primary suspension. A dynamic factor of 1.5 shall be applied.
b)
Lateral loads – A load of 10 kN + W/3 per axle applied laterally at the car body
centre of mass and reacted at the track. W is the vertical axle load in kN in the
crush laden condition. The crush laden mass of the car body plus the sprung mass
of the bogie shall be applied.
c)
Curving – Lozenging loads induced as a result of curving in the crush laden
condition assuming all wheels are just slipping. The wheel/rail coefficient of friction
shall be taken as 0.6. The crush laden mass of the car body plus the sprung mass
of the bogie shall be applied vertically, concurrently.
d)
Track twist – Loads induced by the application of a track twist of 1:50 over the
wheelbase of the bogie. The crush laden mass of the car body plus the sprung
mass of the bogie shall be applied.
e)
Emergency braking – 1.5 times the loads induced as a result of an emergency
brake application, including all forces induced by the brake assemblies
themselves, including snatch effects. The crush laden mass of the car body plus
the sprung mass of the bogie shall be applied.
f)
Reaction of motor loads – 1.5 times the maximum loads induced onto the bogie
frame resulting from motoring or dynamic braking in the Crush laden condition.
This shall include the effects of flashover and other relevant traction or braking
failure conditions.
g)
Longitudinal shunting – The car body to bogie attachments shall withstand the
bogie mass subject to an acceleration of 3g in either direction. The crush laden
mass of the car body plus the sprung mass of the bogie shall be applied.
h)
Equipment inertia loads – Equipment attached to the bogie frame shall be
subject to the forces arising from the application of the following accelerations:
I. vertical: 20g;
II. lateral: 3g;
III. longitudinal: 5g.
i)
The accelerations shall be taken as acting simultaneously and in the most
disadvantageous combination. In cases where the equipment mass is large
relative to the bogie frame itself, suitably conservative load cases may be derived
by other means, including tests and calculations.
j)
Jacking – The bogie shall be capable of withstanding the loads associated with
jacking the bogie and half the tare load of the car body at the designated jacking
points. A load factor of 2 shall be applied to the jacking loads.
k)
Craning – The bogie shall be capable of withstanding the loads associated with
craning the bogie complete with all its equipment and wheelsets. A load factor of 2
shall be applied to the craning loads.
3.10.21 Bogie – Fatigue strength
3.10.21.1 The bogie frame shall achieve a fatigue life equivalent to the design life of the train
when running at service speeds over the track defined in the performance
specification. It shall be assumed that the track data applies continuously.
3.10.21.2 Partial fatigue damages shall be calculated for each of the following fatigue load
cases. The damages assessed for each case shall be added and the total damage
for all load cases shall not exceed unity:
a) Vertical – A load of ±35% of the sum of the car body tare load and 25% of the
crush passenger load shall be applied vertically at the secondary suspension
points and reacted at the primary suspension for 10 million cycles.
b)
Lateral – A load of ±15% of the sum of the car body tare load and 25% of the
crush passenger load shall be applied laterally at the car body centre of mass plus
±50% of the bogie sprung weight applied in-phase laterally at the bogie centre of
mass for 10 million cycles.
c)
Curving – Lozenging loads as indicated in the force table below (Table 13) shall
be applied for the equivalent of 5 million km of train running. The lozenging forces
Reference: S1180 A5
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
defined by this table act at the wheel treads along a line parallel to the bogie
sideframe in equal and opposite directions on either side of the bogie. The
resultant couple is balanced by lateral forces at the wheelsets.
Lozenging Force Range (kN)
Mid Range (kN)
Applied Cycles (cycles/km)
0-10
10-20
20-30
30-40
40-50
50-60
60-70
70-80
80-90
5
15
25
35
45
55
65
75
85
4700
130
14
3.3
1.1
0.45
0.21
0.11
0.06
Table 13 – Lozenging loads
d)
Twist – Track twist as indicated in the track twist table below (Table 14) shall be
applied over the wheel base of the bogie for the equivalent of 5 million km of train
running. The track twist figures defined by this table are total included angles of
one rail relative to the other when viewed from across the track (i.e. a track twist
range).
Track twist (mrad)
Class mid point (mrad)
Applied cycles (cycles/km)
0-4
4-8
8-12
12-16
16-20
20-24
24-28
2
6
10
14
18
22
26
1000
150
50
10
5
1
0.2
Table 14 – Track twist
e)
Passenger loading/unloading case – The loads arising from passenger
loading/unloading shall be applied in accordance with Table 15 below:
% of Crush load
Million cycles
0 to 33 to 0
0 to 50 to 0
0 to 66 to 0
0 to 83 to 0
0 to 100 to 0
1.5
0.75
0.45
0.18
0.12
Table 15 – Passenger loading/unloading
Braking – The forces arising from using the air brakes to decelerate the
complete car at 1.34 m/s². These forces shall be applied for 3 million cycles with
the passenger load spectrum defined in clause e) above.
g)
Motor torque – The peak motor torque applied once in motoring and once in
braking per typical inter-station run shall be taken as one cycle. These forces shall
be applied for 3 million cycles with the passenger load spectrum defined in clause
e) above.
f)
Reference: S1180 A5
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
h)
i)
j)
3.10.22
Inertia loads – The equipment mounted on the bogie shall be subject to the
forces arising from the application of the following accelerations:
I. vertical : ±10g.
II. lateral : ±1.5g.
III. longitudinal : ±0.5g.
The accelerations shall be taken as acting in-phase, to give the most
disadvantageous combinations, for 10 million cycles.
In cases where the equipment mass is large relative to the bogie frame itself,
suitably conservative load cases may be derived by other means, including tests
and calculations.
Damper bracket – The load equivalent to ±1.3 times the damper blow-off setting
shall be applied for 10 million cycles.
Body to bogie connections – Appropriate loads arising from other body to bogie
connections including (if fitted) anti-roll bars, lateral bump stops, etc. Shall be
applied to the bogie frame.
Lifeguards
3.10.22.1 All leading bogies shall be fitted with lifeguards in accordance with GM/RT2100.
3.10.23
Wheelsets
3.10.23.1 Wheelsets shall be in accordance with BS5892-6, BS EN13103 and BS EN13104
3.10.23.2 Wheelsets and their component parts shall:
a) be designed to have an infinite fatigue life;
b)
fulfil all the fatigue load requirements for bogies defined in 3.10.21.
3.10.23.3 The factors to be taken into account when calculating the wheelset fatigue life shall
include, but are not limited to:
a)
the full range of dimensional variations of the wheelset components throughout
their life (e.g. wear and turning effects);
b)
mechanical loads input from the track and the car;
c)
mechanical loads produced by traction, braking, and other axle-mounted and
axlebox-mounted components and loads imposed from transmission components;
d)
additional force inputs due to the effects of predictable tread defects. (e.g.
wheel flats);
Note:
For the purposes of this calculation only, the maximum size of flat which is tolerated in
normal passenger service is 30mm diameter .It must be noted, however, that flats up
to 100mm diameter may be encountered whilst running out of passenger service.
Flats in excess of this would normally result in the vehicle being carried on skates.
e)
f)
g)
torsional vibrations;
centripetal force effects;
the interference fit effects of the wheel and any other component secured to the
axle by an interference fit;
h)
stress concentrating mechanisms (e.g. surface finish, geometry, holes);
i)
residual stresses, whether a result of manufacture or mode of operation;
j)
impact damage from ballast;
k)
corrosion damage;
l)
thermal effects of the fit of the wheel and any other component secured to the
axle by interference fit that is subject to a significant rise in temperature;
m)
thermal effects produced by friction brake components.
Reference: S1180 A5
Page 64 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.10.24 Shoegear and axlebox-mounted equipment
3.10.24.1 The Rolling stock current collector system shall, under failure conditions, have failure
modes such that the risks of the following are reduced to ALARP:
a) derailment;
b)
injuries and damage due to displaced conductor rail;
c)
detached parts;
d)
arcing;
e)
damage to the train.
3.10.24.2 The contact forces between the shoes and the current rails shall be minimised
consistent with:
a) the electrical performance required;
b)
the objective of minimising both electrical and mechanical wear of the shoes
and the current rails.
3.10.24.3 The shoe assembly shall include a frangible link, contained in one homogenous
component, which shall:
a) withstand normal service loads without breakage;
b)
break in the event of:
I. Striking a fixed obstacle, or a freely moveable obstacle giving rise to
the force equivalent to an obstacle of mass of 10 kg struck at full train
speed.
II. running off the top and onto the side of a conductor rail.
III. attempting to lift the conductor rail in an attempt to rerail.
3.10.24.4 On breakage of the frangible link the sacrificial component of the shoegear shall
detach completely from the train.
3.10.24.5 It shall not be possible, under any conditions, for the remaining parts of the shoegear
to:
a) make electrical contact or physical contact with any other part of the train or track.
b)
infringe the Kinematic Profile.
3.10.24.6 The current collection equipment shall withstand, without damage, the forces likely to
be encountered in dislodging ice adhering to the conductor rail surface.
3.10.24.7 Shoegear and other axlebox-mounted equipment shall accommodate the following
accelerations:
Acceleration
Bogie Mounted Shoe
gear
Maximum vertical
Root Mean Squared (RMS).
Vertical
Maximum lateral
RMS. Lateral
Maximum longitudinal
200 m/s
2
80 m/s
2
30 m/s
2
30 m/s
2
50 m/s
2
Axle box Mounted Shoe
gear and other Equipment
500 m/s
2
80 m/s
2
200 m/s
2
30 m/s
2
50 m/s
2
Table 16 – Accelerations on shoegear and other axle-mounted equipment
Reference: S1180 A5
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.10.25 Dynamics
3.10.25.1 The cars shall be designed and maintained so that the safety and comfort of
occupants is ensured as far as is practicable under:
a) normal operating conditions;
b)
degraded operational modes of suspension and running gear.
3.10.25.2 Cars shall be designed, maintained and operated so that they:
a) have an acceptable margin of safety against:
I. derailment;
II. overturning.
b)
maintain adequate clearance to:
I. lineside structures;
II. cars on adjacent tracks.
c)
do not present passengers or crew with unacceptable levels of acceleration;
d)
do not cause to the infrastructure excessive wear degradation or damage.
3.10.26 Suspension
3.10.26.1 The characteristics of the suspension shall:
a) give a low transmissibility of vibration to:
I. the bogie;
II. the car body.
b)
minimise both impact and vibration noise.
3.10.26.2 The bogies and the equipment mounted on them shall be designed to avoid
undesirable responses excited by bogie dynamics.
3.10.26.3 Suspension characteristics shall be selected so as to avoid resonance between the
various elements of the car system, including the car body.
3.10.26.4 The suspension design shall avoiding coincidence of bogie bounce and car body
vertical bending frequencies with a target frequency separation of at least 3 Hz
between these modes.
3.10.27 Additional requirements for air suspension
3.10.27.1 Emergency springs shall be fitted within the secondary suspension system which
shall operate on deflation of the air springs.
3.10.27.2 The car shall be able to operate satisfactorily at normal service speeds when running
on the emergency springs.
3.10.27.3 The car shall be capable of safe operation up to the specified maximum operating
speed, under the conditions of deflation of any or all of the air springs and without
unacceptable effect on bogie or car body fatigue life for up to 19 hours, after each
deflation, in this condition.
3.10.27.4 The air suspension system design shall be such as to ensure that, for any air
suspension fault condition (including total deflation or gross over-inflation on either or
both bogies) on any car, the criteria specified in 3.10.30 are satisfied at all times.
3.10.27.5 An automatic protection system shall be fitted to the air suspension which keeps the
car in gauge when one or more springs deflate.
3.10.27.6 The protection system shall differentiate between short term excursions due to
transient dynamic effects and faults due to suspension system failures.
Reference: S1180 A5
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.10.27.7 Once the protection system is operated the suspension system shall remain deflated
until manually reset.
3.10.27.8 The reset facility shall not be available to the train operator.
3.10.28 Kinematic profile
3.10.28.1 Reference shall be made to LU Category 1 Standard 1-156 for the requirements for
maintaining clearances between trains and:
a) fixed infrastructure;
b)
other trains.
3.10.28.2 Assessments and demonstrations of clearance shall adopt a risk-based approach
which takes account of the following operational conditions that could be
encountered in isolation, or together:
a) any allowable train speed;
b)
any loading between Tare and Crush Laden;
c)
dynamic effect of the car passing over a single dipped rail of 20mm depth and
of 10m wavelength at any speed as specified in (a) above;
d)
the sustained yaw of the car as described in Figure 4;
e)
effects of all potential car suspension variations including manufacturing, setting
up and service tolerances, and the allowable tolerances between wheel and rail.
The effects of relevant failure conditions shall also be included;
f)
peak car displacements resulting from the dynamic response of the car when in
a train operating on the track at any speed as specified in (a) above;
g)
car lateral and rolling displacement due to wind forces with a wind speed of 100
km/h;
h)
any allowable wheel to rail conicity and co-efficient of friction;
i)
any relevant combinations of secondary air springs (where fitted) fully deflated;
j)
any relevant combinations of secondary air springs (where fitted) over-inflated,
(unless it can be demonstrated that this condition can always be detected and
immediate remedial action taken);
k)
maximum allowable cant deficiency;
l)
maximum allowable cant excess;
m)
geometric throw of individual cars, due to track curvatures in both vertical and
horizontal directions.
Direction of Travel
Dimension 2
Track Centreline
Dimension 1
Deflected Car Centreline
Due to Yaw Effect
Leading
Bogie
Centreline
Reference: S1180 A5
Trailing
Bogie
Centreline
Page 67 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
Dimension 1 = sum of:
Nominal wheel/rail clearance +
Maximum wheel flange wear +
Maximum gauge widening +
Body displacement due to
suspension deflection, bogie
and body roll.
Dimension 2 = sum of:
Nominal
wheel/rail
clearance +
Maximum
flange wear.
Figure 4 – Effect of Car Yaw
3.10.29 Dynamic stability
3.10.29.1 The design of the bogie, suspension and associated equipment shall be such that
the damping values shall remain positive, in plan view, over the full range of:
a) equivalent conicity;
b)
co-efficient of friction;
c)
speed;
d)
loading;
e)
operating conditions;
f)
maintenance conditions.
3.10.29.2 Suspension parameters shall be at the most disadvantageous limits of their
tolerance bands, taking into account manufacturing variations, ageing and
temperature effects.
3.10.30 Derailment prevention & resistance, wheel unloading and roll-over
3.10.30.1 The wheel unloading shall not exceed 60% of the nominal wheel load defined in
3.10.30.2 below when the car negotiates the track twist defined in 3.10.30.3 below in
all load conditions, with:
a) the suspension inflated and deflated (if air suspension is used);
b)
all suspension parameters at the most disadvantageous limits of the
manufacturing tolerance and taking into account increased stiffness due to ageing
and temperature effects.
3.10.30.2 The nominal wheel load is defined as each individual measured wheel load with the
car standing on straight and level track.
3.10.30.3 The track twist shall be the most adverse combination of 1:75 over the bogie
wheelbase and 1:200 over the bogie centres.
3.10.30.4 The car shall resist derailment and roll-over, in compliance with the requirements of
GM/RT2141.
3.10.31 Ride comfort
3.10.31.1 The bogie, car body and inter-car connections shall be designed such that the
vibration levels inside the car do not exceed those given in 3.10.31.3 below, when
running on the intended service routes over the full design speed profile.
3.10.31.2 Vibration measurements and frequency weightings shall be in accordance with BS
ISO 2631 Part 1 and Part 4 for both passenger and on-train staff exposure.
3.10.31.3 Ride tests shall be conducted as follows:
a) standing passengers: the RMS of the root sum-of-squares of the frequency
weighted accelerations in the longitudinal, lateral and vertical directions at all
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Issue date: November 2013
positions on the saloon floor shall not exceed 0.5 m/s², measured over the period
of any inter-station run;
b)
seated passengers: the RMS of the root sum-of-squares of the frequency
weighted accelerations in the longitudinal, lateral and vertical directions at all seat
positions shall not exceed 0.5 m/s², measured over the period of any inter-station
run;
c)
operators and other on-train staff: whole body vibration measurements shall be
carried out in accordance with the current British and EU legislation at all operator
and staff seated and standing positions in the train running at the scheduled speed
profile over the full line. The measured levels for all inter-station sections shall be
less than the exposure action values.
3.10.32 Track forces
3.10.32.1 The car and its suspension system shall be designed so that it does not impart
excessive dynamic forces into the track system:
a) in normal operating conditions;
b)
under credible failure modes.
3.10.33 Verification
3.10.33.1 Calculations shall be undertaken to demonstrate compliance with the requirements
of 3.10.1 to 3.10.32.
3.10.33.2 The effect of all mounting holes and brackets, access holes and other stress
concentrating features shall be assessed.
3.10.33.3 Rolling Stock shall meet the requirements over the full range of variations in
condition that are likely to be experienced, including:
a) design tolerances for suspension characteristics, including ageing of components;
b)
loading conditions;
c)
maintenance tolerances that affect dynamic behaviour: wear and degradation of
material, components and systems.
d)
air suspension inflated and deflated (where applicable).
3.10.33.4 Detailed calculations, including a finite element analysis, shall be carried out to
demonstrate that the strength of the car body and bogie frame is adequate for all
load inputs, including, but not limited to, the proof, fatigue, and collapse load cases
in 3.10.8, 3.10.9 and 3.10.19.
3.10.34 Structural testing
3.10.34.1 The following car body structural tests shall be carried out:
a) in order to validate the calculations, and to demonstrate the ability of the car body
to withstand the loads likely to be encountered, the car body structure shall be
tested statically to demonstrate compliance with the proof load cases and fatigue
load cases including, but not limited to, those defined in 3.10.7 to 3.10.13
inclusive;
b)
strain gauges shall be placed in any area where the calculated stress level, in
accordance with 3.10.8, is greater than 80% of the yield stress or the 0.2% proof
stress of the material, and in other locations determined either by LU or by the
Supplier;
c)
additional static loads shall be applied to enable the stresses arising from the
fatigue loads in 3.10.9 to be derived;
d)
partial fatigue damages shall be calculated for each of the fatigue load cases;
e)
the damages assessed for each case shall be added and the total damage for
all load cases shall not exceed unity;
Reference: S1180 A5
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Issue no: A5
Issue date: November 2013
f)
modal parameters shall be measured.
3.10.34.2 The life of the car body shall be assessed by using actual in-service fatigue data:
a) strain gauges shall be placed in any area which has a fatigue damage of greater
than 0.75 as calculated against the load cases in 3.10.9.3, and in any other
locations at the discretion of the Supplier or LU;
b)
the strain gauged car body shall be run on track which has characteristics
typical of the line on which the cars will run in passenger service, for a distance of
not less than 160km in both tare and crush laden conditions;
c)
the time based strain signals so acquired will be subjected to a cycle counting
technique and the results will be used to assess the fatigue damage;
3.10.34.3 The following shall be carried out in order to validate the calculations, and to
demonstrate the ability of the bogie to withstand the loads likely to be encountered:
a) the bogie frame structure shall be tested statically to demonstrate compliance with
the proof load cases and fatigue load cases including, but not limited to, those
defined in 3.10.20 and 3.10.21;
b)
strain gauges shall be placed in any area where the calculated stress level, in
accordance with 3.10.20, is greater than 80% of the yield stress or the 0.2% proof
stress of the material, and in other locations determined either by LU or by the
Supplier;
c)
additional static loads shall be applied to enable the stresses arising from the
fatigue loads in 3.10.21 to be derived;
d)
partial fatigue damages shall be calculated for each of the fatigue load cases;
e)
the damages assessed for each case shall be added and the total damage for
all load cases shall not exceed unity;
f)
the bogies will be allowed to run on the LU system only following successful
completion of this test.
3.10.34.4 Following satisfactory completion of static testing as specified in 3.10.34.3 above:
a) accelerated fatigue life testing shall be undertaken on one bogie frame. This test
shall incorporate all fatigue load cases including, but not limited to, those specified
in 3.10.21.2. The number of cycles may be reduced to a minimum of 25% of those
used for calculation and static test providing that the loads are factored up in a
suitably conservative manner;
b)
the bogie frame, and any other components used for the purpose of conducting
this test, shall not be put into passenger service.
3.10.34.5 The life of the bogie frame shall be assessed by using simulated or actual in-service
fatigue data:
a) strain gauges shall be placed in any area which has a fatigue damage of greater
than 0.75 as calculated against the load cases in 3.10.21.2, and in any other
locations at the discretion of the Supplier or LU;
b)
the strain gauged bogie shall be run on track which has characteristics typical of
the line on which the bogies will run in passenger service, for a distance of not
less than 160km in both tare and crush laden conditions;
c)
the time based strain signals so acquired will be subjected to a cycle counting
technique and the results will be used to assess the fatigue damage;
d)
this test may be performed concurrently with the accelerated fatigue life test
specified.
Note:
Final acceptance of the bogie frame design will only be given following successful
completion of all tests, including the on-track test.
3.10.34.6 The following programme of suspension tests shall be carried out:
Reference: S1180 A5
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
a) a static bogie swing test shall be undertaken to demonstrate adequate clearance
between car body and bogie. Adequate allowance shall be made for tolerances
and failure conditions;
b)
ride tests shall be carried out to demonstrate compliance with 3.10.31;
c)
stability tests. The RMS lateral and vertical acceleration, calculated over 10s,
shall be plotted against speed in the range 50 km/h to 110 km/h with sufficient
points to enable the least squares fit slopes to be evaluated between 50 km/h and
80 km/h and between 80 km/h and 110 km/h. The slope in the 80 km/h to 110
km/h range shall be no more than 20% greater than the slope in the 50 km/h to 80
km/h range. The lateral acceleration of the bogie frame above the wheelset shall
2
not exceed 8 m/s for more than six consecutive oscillations between 4 Hz and 8
Hz;
d)
wheel unloading tests shall be undertaken on all car types prior to transfer of
the first of each type from the place of manufacture to the LU network, to confirm
compliance with the requirements of 3.10.30.1 to 3.10.30.4. The test shall be
conducted in the most disadvantageous combination of loading and suspension
conditions.
3.11
Access and egress
3.11.1
Design
3.11.1.1 Power-operated doors shall be provided on both sides of the train to enable
passenger access to and egress from the train via the platform in both normal and
degraded conditions.
3.11.1.2 A safe, efficient and reliable means of access and egress from a train for passengers
and operators shall be provided under all:
a) normal operating conditions;
b)
emergency operating conditions.
3.11.1.3 All relevant human factors issues shall be taken into account in the:
a) design;
b)
modification;
c)
assessment of all access and egress systems.
3.11.1.4 The risks to passengers associated with the use of doors shall be demonstrated to be
ALARP.
Note:
The replication of existing door systems shall not automatically be assumed as
demonstrating risks to be ALARP.
3.11.1.5 The following apply for normal operating conditions:
a) the power-operated doors shall operate correctly so as to ensure that the safe and
reliable operation of the train is maintained;
b)
the power-operated doors shall be the only method of access and egress;
c)
the horizontal gap and vertical step dimensions at the platform train interface
shall be as low as reasonably practicable;
d)
internal layouts of trains, especially near to the doors, shall aid passenger flow
into and out of trains.
3.11.1.6 In normal operation and in the event of failure, door systems shall reduce safety risks
to ALARP, in particular the following:a) a train moving with one or more doors not fully closed;
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Title: Standard for Rolling Stock
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Issue no: A5
Issue date: November 2013
b)
a train moving with people or objects trapped in a door, when the door is not
fully closed;
c)
a train moving with people or objects trapped by a door and its mating door or
pillar, when the door is closed;
d)
a door opening or partially opening when a train is:
I. in motion;
II. not correctly aligned with:
i.
a station platform;
ii.
where provided, Platform Edge Doors (PEDs).
e)
a door opening or closing on a passenger so as to cause injury.
Note:
Issues that may be considered include the trapping and dragging of passengers, their
clothes and their possessions; the impact of moving doors on passengers; the
crushing of passengers by closing doors; opening of doors on the “wrong side”;
opening of doors whilst in motion; any un-commanded opening or closing of doors and
opening of doors when not correctly berthed.
3.11.1.7 The risks associated with access to inter-car gaps shall be demonstrated to be
ALARP.
3.11.1.8 Any method designed to prevent access to inter-car gaps shall not:
a) impose any restrictions on the relative movement between ends of adjacent cars;
b)
provide additional hand or foot holds.
3.11.1.9 Any method designed to prevent access to inter-car gaps shall not impede the rescue
of a trapped person.
3.11.1.10 The spacing of the side doors shall be:
a) in a regular pattern along the length of the train;
b)
maintained, irrespective of the configuration and orientation of the train.
Note:
This requirement is to ensure compatibility with PEDs, should they be fitted in future
3.11.1.11 The door control system shall:
a) be designed such that the risk of injury to passengers and operators is ALARP;
b)
incorporate means of accurately and reliably detecting that all doors are closed
utilising “energised when proven closed” logic;
c)
stop the train from motoring should any door open or be enabled to open;
d)
provide warnings to passengers of doors opening and closing;
e)
when the train is being driven in automatic mode, in conjunction with the
trainborne signalling equipment, open the doors automatically on arrival at the
platform. It shall be possible for the operator to override automatic opening on a
per-station basis by momentarily pressing the “Close” button on approach to the
station;
f)
detect and report the status of each doorway to the Train Monitoring System to
enable real-time diagnosis and operational response.
3.11.1.12 The distance between adjacent passenger doors, measured between their centres,
shall not exceed 6.0m;
3.11.1.13 The longitudinal distance between any seat or any area designated for standing
passengers and the edge of the nearest accessible door shall not exceed 3.5m.
3.11.1.14 Lights positioned near to floor level at both sides of each doorway shall illuminate the
threshold when the door is open.
3.11.1.15 Doors shall open only when:
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Issue date: November 2013
a) commanded correctly;
b)
on the correct side adjacent to and aligned with, the platform;
c)
the train is stationary.
3.11.1.16 Doors shall:
a) operate in a manner such that the safety risk of objects and passengers becoming
trapped is managed ALARP;
b) maximise the opportunity for objects and passengers to be released when
trapped;
c) be equipped with a proving system that will not register as closed when objects
presenting a maximum dimension of 11mm are trapped;
d) be able to be maintained by a single maintainer, including:
I. mechanical set-up and geometry checking;
II. adjustment of switches and sensors;
III. confirmation that the doorway is fit for service.
3.11.1.17 Means shall be provided to encourage people to not obstruct the doors while closing,
to minimise delays caused by obstructed doors and to protect people and objects
struck or trapped by the doors. These shall be adjustable by the maintainer
throughout the life of the stock, and these shall include:
a) increasing or decreasing the door operating force through the stroke;
b)
re-opening the door several times partially or fully when obstructed;
c)
stalling the door at any position such that movement by passengers is not
possible;
d)
sounding alarms local to the door before movement and during obstruction;
e)
illuminating indicators or lamps local to the door before movement and during
obstruction;
f)
making automated announcements.
3.11.1.18 For the alarms specified in 3.11.1.17 above, it shall be possible for the maintainer to
alter their duration between 0s and 10s in increments of no more than 100ms.
3.11.2
Access
3.11.2.1 At the front and rear of each train, an end door shall be provided to enable:
a) access and egress from the car to the track and vice versa under:
I.
normal operation;
II. where infrastructure conditions require, emergency conditions.
b)
passenger egress to the track, in the event of an emergency.
3.11.2.2 Devices shall be provided at each end of the train to facilitate safe detrainment:
a) to an adjacent train:
I.
in front;
II. to the rear.
b)
to and from the track.
3.11.2.3 Sufficient means of egress from the train, and associated procedures, that will enable
the safe and efficient evacuation of a train shall:
a) be provided;
b)
address the needs and risks associated with evacuating the train in all LU
environments to be encountered by the stock concerned, including:
I.
surface;
II. cut and cover tunnels;
III. deep tube tunnels;
IV. single track sections;
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Issue no: A5
Issue date: November 2013
V.
VI.
VII.
VIII.
double track sections;
limited space at the sides of trains;
trains working in both directions;
stations:
i. with and;
ii. without PEDs.
IX. suicide pits;
rd
th
X. electrified 3 and 4 rails;
XI. sleepers;
XII. infrastructure;
XIII. poor or no illumination
3.11.2.4 Facilities shall be provided for the evacuation of all passengers (excluding mobility
impaired passengers and wheelchair users) from a train:
a) through the end doors in a controlled manner;
b)
in no longer than 60 minutes through a single end, from a fully laden train;
c)
in no longer than 90 seconds through those side doors to the platform that are
operated by emergency access devices.
3.11.2.5 The test described in 3.1.2.4 shall be carried out by able bodied staff, in the factory,
under the most advantageous conditions that maximise the flow of people.
3.11.2.6 Passengers shall be able to move freely, safely and easily:
a) within and between the cars whilst the train is in motion;
b)
by means of a gangway at least 1000mm wide provided along the length of
each car and between each car, except in the cases of:
I. deep tube stock, where an inter-car gangway of 900mm shall be
permitted where it is not reasonably practicable to achieve 1000mm;
II. ‘J’ and ‘M’ doors, where the throughway shall be as large as reasonably
practicable and in any event not less than 650mm wide and not less
than 1815mm high.
3.11.2.7 Method statements shall be supplied:
a) detailing how access for the emergency services to a stationary train will be
achieved;
b)
which include a description of the means of opening the ‘M’ doors from:
I. the inside;
II. the outside.
3.11.2.8 The risks associated with inter-car doors and their door openings shall be
demonstrated to be ALARP.
3.11.2.9
Inter-car barriers (ICBs) shall be provided between adjacent connected cars in trains
as follows:
a) trains with inter-car gangways which do not fill the car body transverse profile: one
outer pair;
b)
trains without inter-car gangways:
I. one outer pair , as (a); and
II. one inner pair.
Note:
The provision of:
a)
outer ICBs is in order to:
I)
minimise the risk of persons on the platform from stepping or falling between
cars;
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Issue date: November 2013
II)
b)
prevent persons from gaining access to the train, through the gap between the
cars.
inner ICBs is in order to:
I)
minimise the risk of persons on the train from stepping or falling between cars
in
the event of their using the inter-car doors;
II)
prevent persons from leaving the train, through the gap between the cars.
3.11.2.10 ICBs shall:
a) as regards:
I. the outer ICBs: be, on the outside, not more than 50mm inside a line
drawn between the two widest points on two adjacent cars on straight
track;
II. the inner ICBs: be, on the inside, not more than 50mm outside a line
drawn between the two widest points of door openings on two
adjacent cars on straight track.
b)
have passenger-facing surfaces which:
I. are smooth;
II. do not offer any hand or foot holds.
c)
be provided from a height of at least 1500mm above car floor level
I. down to car floor level for inner ICBs;
II. down to car floor level, or lower where reasonably practicable, for outer
ICBs;
d)
be capable of resisting, without significant deflection, a horizontal loading of 3.0
2
kN/m over any part of its surface;
e)
not impose any restriction on the relative:
I. lateral;
II. vertical; or
III. rotational movement between ends of the adjacent cars.
3.11.2.11 If the ICB is not in the form of a continuous screen between cars, the maximum
horizontal gap shall be 100mm for outer ICBs and as small as possible for inner
ICBs, when the train is stopped at any position along:
a) the platform;
b)
the track on which that train is scheduled to operate or to be stabled.
3.11.2.12 ICBs in the form of a continuous screen shall be capable of being:
a) opened by authorised staff only; and
b)
immediately re-set.
3.11.3
Doors
3.11.3.1 Doors shall be identified according to Table 17:
Location of door
Identification
Train end
In partition
between cab and
saloon
Side doors
M door
J door
Reference: S1180 A5
First on left hand side to be nominated ‘A door’; first on right hand side ‘B
door’, second on left hand side ‘C door’, second on right hand side ‘D
door’, and so on, treated on the basis of individual door leaves,
irrespective of whether as single or double doors, repeated in following
cars in the train.
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Title: Standard for Rolling Stock
Number: S1180
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Issue date: November 2013
Table 17 – Door identification
3.11.3.2 All side sliding single passenger doors, if provided, shall:
a) be located only at the ends of cars;
b)
have minimum width of 730mm;
c)
have a vestibule or doorway area behind a single passenger door with a
minimum width of 1070mm (i.e the door and stand-back area combined shall
provide sufficient width for passengers to board or alight whilst other passengers
occupy standing space in the vestibule or doorway area).
3.11.3.3 All doors used as emergency exits (including seals, mechanisms and emergency
equipment fitted) shall not:
a) infringe the clear door openings of the train when fully open;
b)
present a trip hazard.
3.11.3.4 All doors used as emergency exits shall not be capable of being jammed shut:
a) in normal operation;
b)
as a result of any reasonably foreseeable collision.
3.11.3.5 The door in the partition between the cab and the saloon (“J-door”) shall:
a) be fitted with a slam lock;
b)
be hinged on the left-hand side, when viewed from the saloon side;
c)
open into the saloon;
d)
be capable of being opened from:
I. the cab side by the use of a plain handle;
II. the saloon side by an authorised person using a standard J-door key.
III. the saloon side by any person after removing a sacrificial covering over
the door handle. The covering shall be designed to discourage
unauthorised access.
Note:
The J-door key is shown on LU drawing number 100524.
3.11.3.6 ‘M’ doors shall:
a) open into the cab and not impede the drivers partition door;
b)
be leak-proof and draught-proof;
c)
be operable manually under all conditions from:
I. the interior of the train;
II. the exterior of the car from track level;
III. the doorways of an assisting train.
Note:
For surface stock trains it is acceptable for the door to be safely operable only after a
person has climbed up to it, or for this requirement to not be met if there is clearance
for access via the cab side door on all routes over which the train may run and at all
locations where the train may stable.
d)
3.11.4
be capable of withstanding impacts from reasonably expected projectiles and
small branches from fallen trees.
Equipment for operators
3.11.4.1 Passenger doors on each side of the train shall be:
a) controlled independently;
b)
controlled by systems separated from each other throughout the train.
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.11.4.2 For safe operation and to minimise the delay of operating the controls appropriately,
door controls shall be provided at each operating position
3.11.4.3 Controls for the doors on each side of the train shall be separated and positioned such
as to be closest to the side on which they control the doors.
3.11.4.4 Dual function controls shall only enable that function that is appropriate at the time of
operation.
3.11.4.5 Sufficient duplicated control panels shall be:
a) provided;
b)
designed for regular operation by a seated operator;
c)
operable by an operator:
I. standing in the doorway; or
II. on the platform with the cab door open.
3.11.4.6 Two blue “Train Doors Closed” visual indicators;
a) shall be provided;
b)
may be incorporated into the “Saloon Door Close” buttons.
3.11.4.7 Controls shall be provided on each control panel as shown in Table 18. The Selective
Close function is not required when automatic door closing is provided instead.
Function
Number of
buttons
Pressel
colour
Action on buttons being depressed,
(simultaneously where 2 are required)
Open
2
Red
Close
1
Selective ReOpen
2
Blue or
purple on
Operator’s
desk. Black
on cab back
wall.
Red
Selective
Close
1
Black
The open control for all the doors on one side of
the train. When operated, the door open function
shall become active. When the door open
function is active, the pressels shall illuminate to
confirm this. In “Operator” mode the doors shall
immediately open. In “Passenger” mode the
doors shall be enabled and shall only open when
the local passenger open button is pressed.
The close control for all the doors on one side of
the train. When operated, all the doors shall
close. Once all the doors are proved closed, the
pressel on the Operator’s desk shall illuminate.
The pressel on the cab back wall shall not
illuminate.
The selective re-open control for the doors on
one side of the train. When operated, the
buttons shall illuminate and all doors on that side
of the train that have failed to close, but not
those that are already proven closed, shall reopen.
The selective close function for the doors on one
side of the train. Once enabled, all the doors on
that side of the train shall close, with the
exception of one door or doorway per car which
shall remain open. On cars fitted with spaces for
wheelchairs, this door or doorway shall be the
doorway designated for wheelchair access.
Table 18 – Door control buttons (on interior panels)
Reference: S1180 A5
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.11.4.8 Selector switches and cut-outs shall be provided as shown in Table 19:
Function
Number
and type of
selector
switch
Action on device being set
Emergency
Open
One 2position,
“Normal/Em
ergency
Open” type
When set to ‘Normal’, all the door opening restrictions shall be
in force. When set to Emergency Open those restrictions shall
be by-passed. Additional means shall be provided to minimise
the risk of the operator opening the doors on the wrong side.
Selection of Emergency open shall apply the emergency brakes
and, once the doors have closed and the switch is re-set, the
train shall be able to motor.
A strategy shall be defined and implemented, appropriate to the
line over which the train will operate and the signalling system
fitted on that line.
One “End
Doors CutOut” selector
control,
which shall
indicate the
status of the
function
Note : End doors cut-out is currently used in two circumstances:
a)
To cope with train overshooting the stopping mark, the front passenger doors of the
front car can be cut-out from the Open function;
b)
To cope with trains stopping in platforms where the usable length is less than the length
over the train passenger doors, the requisite number of doors on the rear car are cut-out
from the Open function. In a) selection is currently manual; in b) it is automatic or
manual, depending upon whether any on-board equipment can provide location
information to the train. This circumstance is permitted at a small minority of stations by
agreement with LU.
Operator/
One, 2The selection of Operator or Passenger Open shall provide the
Passenger
position,
Open functionality described above.
“Operator/P
Open
assenger/Op
en” selector
switch
Train Doors
One, tamper Selection of Normal shall enable traction/ doors interlocking.
Interlock Cut- evident, 2Selection of Cut-Out shall disable their function. The action of
position,
cutting-out the train doors proven closed circuit shall briefly
Out
“Normal/Doo sound an audible alarm to the Operator each time motoring is
rs Proving
demanded from standstill.
Cut-Out”
type
End Doors
Cut-Out
Table 19 – Selector switches and cut-outs (on interior panels)
3.11.4.9 A facility (also known as a “porter’s button”) shall be provided to permit staff to detrain
passengers while ensuring no-one else can board the train, which shall:
a) close the doors on that side of the car, when operated;
b)
be accessible from the platform;
c)
be accessible from the saloon for trains fitted with gangways;
d)
be located at a consistent location on each car.
3.11.4.10 A control shall be provided on the outside of each car on each side which shall:
a) open one set of double doors, when operated;
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Number: S1180
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Issue date: November 2013
b)
resist inadvertent operation from accidental contact from passengers and their
luggage;
c)
be adjacent to the doorway it operates;
d)
function under all degraded modes of the train;
e)
return to a position within the gauge when released.
3.11.4.11 Both external sides of each car shall be fitted with an Outside Door Indicator Light
(ODIL).
Note:
Outside Door Indicator Lights are also known as Door Fault Indicator Lights.
3.11.4.12 ODILs shall:
a) be clearly visible, when the saloon doors are in any position, to a person standing
adjacent to the side of the train when on straight track, at either end of the train, on
station platforms or at the trackside;
b)
illuminate when one or more of side doors of a car are:
I. not proved closed; or
II. when the side doors of the car are closed but the system is enabled to
allow door opening.
c)
have an amber coloured light and have their state readily discernible in all
natural and artificial lighting conditions.
3.11.4.13 A means shall be provided for the operator to determine the status of each door on
arrival at the door. Such means may be by observation of the position of the door, of
visible mechanisms or latches, or by the re-use of already provided indicators or
alarms in a distinctive manner. It is not expected that additional indicators will be
especially provided for the purpose.
3.11.5
Equipment for passengers
3.11.5.1 Passenger operated door control buttons are not required. Should they be necessary
for other purposes (such as to permit doors to be re-opened by passengers after they
have automatically closed to maintain the saloon environment), they shall:
a) be fitted internally and externally;
b)
be located:
I. on each door standback;
II. in the case of double-leaf doorways, additionally in the centre of the
doorway, on one of the doors;
III. in the case of pocketed doors, externally on each side of the doorway,
on the car body;
IV. in the case of externally-hung doors, externally on the trailing edge of
each door.
3.11.5.2 Passenger operated door buttons shall:
‘‘’’when pressed and held down before the doors are enabled, cause the doors
to open as soon as they are enabled without having to release and re-press the
button after the doors are enabled;
b)
have:
I. two chevrons which:
i.
point in the appropriate direction;
ii.
are coloured Underground Orange;
II. a surrounding margin coloured Underground Orange.
a)
3.11.6
Access doors for operators
3.11.6.1 Each operator’s side door shall be controlled by:
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Issue date: November 2013
a) separate single push buttons on the inside of the train;
th
b)
a non-illuminated single push button located at a height accessible to a 5
percentile female Train Operator standing on top of the track bed. Pressing the
button will cause the door to power close.
c)
an non-illuminated spring return key switch operated by the female end of a Jth
door key located at a height accessible to a 5 percentile female Train Operator
standing on top of the track bed. Rotating and releasing the key switch will cause
the door to power open.
3.11.6.2 In the event of a loss of power, the operator’s side doors shall have a means of
enabling them to be opened from:
a) the inside;
b)
the outside, when the operator is standing on the platform or on the track bed.
3.11.6.3 After manual release (see clause 3.11.6.2) the re-instatement of power shall cause the
door to close and the manual release mechanism to reset.
3.11.6.4 The following controls shall be provided:
a) Open – when the driving position is:
I. active, this function shall be enabled for the internal controls of the
active driving position only;
II. not active, this function shall be enabled for the internal and external
controls of both driving positions.
b)
Close- when the driving position is:
I. active, this function shall be enabled for the internal and external
controls of both driving positions;
II. not active, this function shall be enabled for the internal and external
controls of any driving position.
3.11.6.5 A door shall be provided in the partition at each cab driving position to:
a) enable operator access and egress from the cab to the saloon under normal
operating conditions;
b)
enable controlled passenger movement from the saloon to the cab (and vice
versa) for emergency evacuation;
c)
give security against unauthorised access, any incidence of which shall be
reported to the operator.
3.11.6.6 A security viewer shall be provided to allow the operator to view the saloon.
3.11.6.7 Handrails and steps shall be provided to enable entry and exit between any driving
position and the trackside for all authorised routes.
3.11.6.8 Handrails shall be:
a) positioned both sides where steps are used;
b)
similar to the vertical rails provided for passengers.
3.11.6.9 Vertical handrails shall be provided on the exterior of the cab on either side of the M
door.
3.11.6.10 Steps shall:
a) have anti-slip surfaces;
b)
allow water drainage.
3.11.6.11 If steps are not clearly visible from an open door, the internal floor shall be marked to
indicate the position and width of the step.
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Issue date: November 2013
3.11.6.12 Recessed steps, where fitted, shall be marked so as to be distinct from the
surrounding area.
3.12
Customer environment
3.12.1
General
3.12.1.1 In order that the train interior provides a safe, secure and comfortable environment for
customers, consideration shall be given, but not limited to:
a) the careful and deliberate positioning of all items of furniture and equipment in an
ergonomic in-car layout;
b)
ambience;
c)
customer information displays;
d)
commercial advertising.
Note:
Further requirements can be found in 1-382. See also G-385.
3.12.1.2 The maximum loading that each car in the train has been designed to accommodate
shall be stated in the Maintenance Regime in the form:
a) mass in kg;
b)
number of passengers:
I. seated; and
II. standing.
3.12.1.3 Fixed seating (not including perch or tip-up seating) shall be provided for a minimum
th
of 1/7 of the crush capacity for each car.
3.12.1.4 Any equipment which is not intended for passenger use and which is located behind
interior finishes shall not be:
a) visible to passengers;
b)
accessible to passengers.
3.12.1.5 Equipment intended for use by passengers, under normal or emergency conditions,
shall:
a) be labelled using either words or diagrams or both to indicate clearly:
I. the functionality of the equipment;
II. the method of operation.
3.12.1.6 In-car, Line diagrams and Central Area journey planners, supplied by LU, shall:
a) be fitted;
b)
be located as agreed with LU.
3.12.1.7 Information labels and warning signs and labels supplied by LU shall:
a) be fitted;
b)
be located as agreed with LU;
3.12.1.8 Labels and signs for emergency purposes shall be provided.
Note:
Reference should be made to ATOC standard AV/ST 9005.
3.12.2
Environment
3.12.2.1 The lighting shall:
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Issue date: November 2013
a) be uniform with glare and shadowing eliminated to give a warm and welcoming
ambience;
b)
allow all the interior to be clearly visible:
I. under normal and emergency lighting conditions;
II. in all environments.
3.12.2.2 The normal lighting level shall be not less than 350 Lux measured:
a) at seating positions;
b)
1500mm above floor level on the longitudinal centre-line of the car, including
enclosed inter-car gangways.
3.12.2.3 Emergency lighting shall:
a) be adequate to provide safe passenger de-trainment;
b)
provide a minimum of 2 hours lighting in the event of loss of:
I. traction power supply; or
II. battery charging.
3.12.2.4 Emergency lighting levels shall be not less than 30 Lux:
a) at the centre of the end car and J door openings;
b)
measured at:
I. seating positions;
II. floor level on the longitudinal centre-line of the car, including enclosed
inter-car gangways.
3.12.2.5 Two of the emergency lights in each car shall contain an independent battery which
shall keep that light illuminated for at least three hours after the supply to it is lost.
3.12.2.6 Illuminance shall be measured as follows:
a) Observer seated – at every seat position with the light meter (reading plane) held
at an angle of 45º above the centre of the seat front edge, at a height of 1000mm
above the car floor;
b)
Observer standing – at points along the longitudinal centre line of the car
starting with a point 1000mm from an end door, and then at intervals 1m apart.
The light meter shall be held at an angle of 45º at a height of 1500mm above the
car floor. The sensitive part of the meter shall be facing the mid-point of the car
along the centre line.
3.12.2.7 The uniformity of illuminance for lighting described in 3.12.2.2 and 3.12.2.4 shall be
not less than:
a) 0.5 in normal operation, calculated from the seated and standing results
separately;
b)
0.25 in emergency conditions, calculated from all the measurements taken at all
verification points in the saloon.
3.12.2.8 The heating and ventilation system shall provide for the maximum number of
passengers in the crush laden condition.
3.12.2.9 When operating at the maximum rate, based on the Crush Laden condition, the
following minimum air flow rates per passenger shall be provided:
3
a) 32 m /h under normal conditions;
3
b)
9 m /h under emergency conditions.
3.12.2.10 Emergency forced ventilation shall be adequate to provide for ventilation for a
minimum of 2 hours, in the event of loss of traction power supply or battery charging
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Issue date: November 2013
3.12.2.11 For cars without air cooling, natural ventilators with a minimum effective area of 0.3 m
per car shall be provided.
2
3.12.2.12 The heating systems shall maintain a constant and uniform temperature throughout
the passenger saloon.
3.12.2.13 Heating, Ventilation and Air Cooling shall be provided to all passenger areas of the
train. It shall comply with the requirements of BS EN 14750.
3.12.2.14 No surface capable of being touched by a customer and no air stream encountered by
a customer shall be hot enough to cause injury.
3.12.2.15All ducts and plenum chambers shall be designed and installed such that tunnel dust
cannot become trapped in them. All ducting shall have smooth interior surfaces.
There shall be no corrugations or other traps for dust and dirt. This requirement is
satisfied when a change in train ventilation fan speed or change in air flow caused by
the train passing tunnel ventilation shafts or cross passages does not cause a visible
transfer of trapped tunnel dust into the saloon.
3.12.3
Saloon layout and functionality
3.12.3.1 The saloon shall not allow, with all doors closed, the ingress of water from weather
and train washing into the saloon under all conditions.
3.12.3.2 Windows shall be provided in the sides of cars which enable platform-side station
names shown in the LU roundel to be read by:
a) all seated passengers, through the bodyside windows;
b)
all passengers standing in the vestibule, through the door windows.
3.12.3.3 For cars where the gangway or through-way does not occupy the full width of the car
end, windows shall be provided in the ends of cars to enable passengers to view the
interior of the adjacent cars. Such windows are not required for cars which have cabs
at the end.
3.12.3.4 The saloon shall incorporate a central clear gangway or through-way:
a) along the full length of each type of saloon car;
b)
with the minimum dimensions of:
I. 1000mm wide;
II. 2000mm high.
3.12.3.5 Doors and floor areas designated for standing passengers shall have a clear
headroom of a minimum of 1900mm for all, except deep tube rolling stock, where the
limited space of floor area under a curved door may be considered usable for standing
passengers only where the headroom is not less than 1600mm.
3.12.3.6 Glazed draught screens shall:
a) be provided to give protection from:
I. air draughts;
II. the ingress of rain from open doors onto adjacent seats;
b)
promote to the passengers:
I. a sense of safety and security;
II. a feeling of spaciousness and airiness.
c)
not impede sightlines through from one end of the car to the other;
d)
not impede wheelchair access to designated spaces.
3.12.3.7 Handholds and handrails shall be fitted and shall be positioned such that they:
a) encourage passengers to move from the standing to the seating positions;
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b)
enable, under full load condition, all passengers to have comfortable and
convenient access to at least one fitting.
3.12.3.8 Not used.
3.12.3.9 Longitudinal seats shall be fitted with an armrest between each seat.
3.12.3.10 All seats shall have a clear space of at least 300mm in front of the seat (measured
from the front edge of the seat cushion). The space shall be clear across the full
height and width of the seat.
3.12.3.11 The positioning of transverse seats shall:
a) permit easy access to and from the seats;
b)
provide adequate legroom for passengers when all seats are occupied;
c)
incorporate dimensions of not less than:
I. 520mm at any point along the width of the seat, between the front
edges of opposite-facing transverse seats;
II. 670mm at any one point, between the plinths of opposite-facing
transverse seats.
3.12.3.12 All fixtures and fittings shall be resistant to unauthorised removal, vandalism and
tampering.
3.12.3.13 Spaces shall be eliminated that:
a) are not intended to be used by the passengers;
b)
may be used for the concealment or disposal of items.
3.12.3.14 Spaces for at least ten wheelchairs shall be:
a) provided per 100m of train;
b)
evenly distributed along the train;
c)
adjacent to, but not included in, the doorway area.
3.12.3.15 Spaces defined in 3.12.3.14 above shall comply with prevailing London Underground
train design and be available for alternative uses e.g. luggage storage. Such space
shall be sufficient to avoid a neatly stowed bag projecting into the gangway.
Note:
It is acceptable for some of these spaces to be used as the RVAR wheelchair spaces
so long as they are enhanced to comply with all RVAR requirements.
3.12.3.16 Perch seating shall be provided in the wheelchair space. Perch seats shall not be
provided as a substitute for fixed seating.
3.12.4
Passenger information
3.12.4.1 Audio and visual communications systems shall:
a) be fitted;
b)
include;
I. public address and Visual Electronic Information Displays;
II. pre-recorded announcements and messages;
III. PEA talkback;
IV. cab-to-cab communication;
V. train-to-train communication for coupled trains;
VI. train radio;
VII. tunnel telephone facilities if fitted on the line over which the train runs;
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Issue date: November 2013
c)
make it obvious to the operator which function is selected and in operation at all
times;
d)
function according to a hierarchy to ensure important functions (e.g. public
address) are not prevented from operating by less important functions (e.g.
automatic station interchange message).
3.12.4.2 Facilities shall be provided to permit an operator at any operating position to
communicate directly with the passengers at any time by means of:
a) live audio public address announcements;
b)
triggering pre-recorded messages.
3.12.4.3 The audio communication system shall be considered a ‘sound system for emergency
purposes’ and shall comply with the requirements of BS EN 60849, except for
requirement 4.1h) (“attention-drawing signal”) which shall be ignored. The main
emergency channel is public address which shall therefore have priority over any
conflicting selection.
3.12.4.4 The controls for communications functions shall be located near to the operator (see
3.13) such that:
a) the train operator shall be able to monitor the train number and the destination
being displayed. This shall be available either automatically or under the control of
the train operator;
b)
each function can be selected without confusion.
3.12.4.5 Handsets for audio communication shall:
a) be positioned and coloured to minimise confusion and reduce the risk of the wrong
communications function being used;
b)
be robust and able to withstand vandal attack;
c)
have a “press-to-talk” switch;
d)
have the functionality that stowing the handset terminates the selected function;
e)
be designed so that the handset lead shall not present a snagging or tripping
hazard.
3.12.4.6 All automated information shall be:
a) provided in both audio and visual form;
b)
provided at the time appropriate to the purpose and the user.
3.12.4.7 Facilities shall be provided to permit:
a) audio and visual information to be triggered or suppressed by stimuli external to
the train and by the operator;
b)
for information stored on the train in a pre-recorded format, a complete suite of
audible and visual messages across a whole train fleet to be updated overnight by
no more than two people;
c)
destination and routing information to be altered by the on-board ATC
equipment.
3.12.4.8 Audio announcements shall be:
a) clearly and consistently audible by passengers with normal hearing ability;
b)
intelligible under all laden conditions, irrespective of background noise levels
generated in the railway environment, using a continuously variable system that is
able to react to changing levels of noise;
c)
matched in volume between live audio public address messages and
automated announcements.
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.12.4.9 Facilities shall be provided to:
a) permit personnel in the Line Control Centre to communicate directly with the
passengers on a train by means of:
I. live audio public address announcements;
II. triggering pre-recorded audio and visual messages;
b)
activate (a) on any selected train or groups of trains.
3.12.4.10 When the audio communication system is in standby mode, there shall be no audible
sound from any loudspeaker.
3.12.4.11 Internal customer information displays shall be capable of being read by a normally
th
th
sighted person within the height range of a 5 percentile female to a 95 percentile
male:
a) whose view is not obstructed by another passenger;
b)
under artificial and natural lighting (including sunlight);
c)
from all seated and all standing positions in a car.
3.12.4.12 The requirement of 3.12.4.11 shall be met when the number of passengers in the
saloon equates to full load. In this case the requirement shall be relaxed only in that it
need not be met at all seated positions.
3.12.4.13 Internal customer information displays shall:
a) provide information consistent with other visual information provided on the
exterior of the train and at platform interfaces;
b)
be of sufficient size to accommodate without scrolling all credible destinations in
full;
c)
be written in a font from the New Johnston font set as described in the
Corporate Visual Identity Standard or, where not specified, New Johnston Medium
font, [except where the display technology will not allow this, when a similar font
shall, with the consent of LU, be chosen], using both upper and lower case letters,
with lower case font descenders not compressed and in the correct ratio to the
characters elsewhere in the text.
3.12.4.14 External customer information displays shall:
a) be fitted on each
I. end of the train (Front of train destination display);
II. side of each car (Side of train destination display);
b)
be of sufficient size to accommodate, without scrolling, all credible destinations
in full.
3.12.4.15 The front of train destination displays shall be capable of being read by a normally
sighted person on the outside of the train:
a) in:
I. sunlight:
II. artificial light (e.g. platform lighting);
III. darkness (less than 5 lux).
b)
at any distance between 1m and 30m;
c)
at any angle up to 45° in the horizontal plane on each side of the centre-line of
the train.
3.12.4.16 The vertical viewing angle of the front of train destination displays shall be considered
adequate, provided the requirements of 3.12.4.15 are met for:
th
a) a 95 percentile male standing at platform height;
th
b)
a 5 percentile female standing at rail height;
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Issue date: November 2013
c)
all intermediate viewing angles.
3.12.4.17 All displays shall function in Operational and Shut Down modes.
3.12.5
Passenger Emergency Alarms
3.12.5.1 Trains shall have provision for passengers and on-board staff to contact a person who
is in a position to take appropriate action in the event of an emergency. Throughout
this section, the term “operator” shall be taken to mean both the Train Operator and a
person at the Line Control Centre fulfilling the role of a “person who is in a position to
take appropriate action in the event of an emergency.” Section 3.6.4.1 of Standard 1144 refers.
3.12.5.2 Passenger Emergency Alarms (PEAs) shall be provided:
a)
b)
c)
with Corporate Red handles or push-buttons;
at a height of 1500mm to 1600mm above the floor;
one in each vestibule on the right hand side of a passenger doorway and on
alternating sides along the train;
d)
on the right hand side of each J door;
e)
at a height of 900mm to 1100mm above the floor, in the spaces reserved for
wheelchairs, where provided;
f)
with a covering flap or similar deterrent such that they are not susceptible to
inadvertent or unwanted operation.
3.12.5.3 The PEA shall not mechanically latch and shall not require resetting. It shall be a
momentary operation device. The PEA system shall be reset by the operator using a
control at their operating position.
3.12.5.4 Emergency communications grilles and microphones shall:
a)
b)
be fitted on an emergency panel within 300mm of each PEA;
be flush mounted.
3.12.5.5 Two self-illuminated indicators shall be provided adjacent to the talk back microphone:
“Operator aware” shall illuminate once the operator has acknowledged the
alarm and shall remain illuminated until the PEA is reset;
b)
“Speak to Operator” shall illuminate whenever the operator selects talk back to
speak to the passenger at that position and shall extinguish when the operator
deselects talkback.
a)
3.12.5.6 In-car CCTV surveillance equipment shall be installed in every passenger saloon:
a)
b)
c)
d)
e)
f)
g)
with at least two cameras per car in a hidden location and protected from attack,
located so as to observe at least 90% of the volume of space;
such that the Train Operator is able to observe each car using a display at the
operating position, enabled when the train is stationary;
which shall record each car for up to 7 service days at a frame rate of at least
six frames per second;
which shall record continuously for 10 minutes before, after and during the time
when a PEA is operated;
such that when a PEA is operated, or when talk back is in progress, the
appropriate PEA is displayed automatically on the saloon CCTV at the Train
Operator’s position;
which shall store the recordings of the cameras in one car in a recording device
located in a different car;
which shall permit removal of the recorded medium using hands wearing
standard leather welder’s gauntlets.
Reference: S1180 A5
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
Note:
Reference should be made to S1147 Surveillance & Security Systems.
3.12.5.7 A distinctive audible alarm shall:’
a)
b)
c)
d)
be provided;
sound at the operator’s position whenever a PEA is activated;
be muted when the operator acknowledges it;
return to its original volume level in the event of a second or subsequent PEA
being activated in another saloon before the system is reset;
e)
only cease when all PEAs have been reset.
3.12.5.8 A facility shall be provided to show the operator the number of the car in which the
PEA has been activated.
3.12.5.9 External indicator lights shall:
a)
b)
be provided on the side of each car;
if the cab is shut down and the cause of their illumination changes, correctly
illuminate when the cab is opened up;
c)
remain lit until the PEA system has been reset, even if the train is shut down.
3.12.5.10 Means of passenger talkback shall be provided to enable:
a)
b)
voice communication between the passengers and an operator;
the operator to ascertain, without leaving their position, the reason for the
activation of a PEA.
3.12.5.11 When a PEA is activated, the following talkback microphones shall become active:
a)
b)
solely the microphone local to it; or
all microphones in the car in which the PEA has been activated.
3.12.5.12 The functionality of the PEA talkback facility described in 3.12.5.11 shall be:
a)
b)
on first delivery and commissioning: set in mode a) of 3.12.5.11;
throughout the life of the rolling stock after a) above: capable of being changed
between the two modes described in a) and b) of 3.12.5.11.
3.12.5.13 All alarms shall be muted when the passenger talk back feature is in use.
3.12.5.14 On the receipt of an alarm, the following shall be provided:
a)
b)
means of acknowledgement by the operator without use of the talkback facility;
a visual message confirming acknowledgement:
I. displayed adjacent to the passenger talkback microphone;
II. illuminated until the PEA is reset.
3.12.5.15 Speech shall be relayed as follows:
a)
b)
from the operator to the passengers, via:
I. loudspeakers in the car near to the PEA which has been operated.
from the passengers to the operator, via:
I. the saloon talkback panel mounted microphones;
II. the operator’s:
i.
handset; or
ii.
loudspeaker if the handset is in use for other purposes.
3.12.5.16 During passenger alarm talkback, automated announcements shall cease immediately
in the car in which the PEA is activated, shall continue in all other cars and the
talkback conversation shall not be heard in any other car.
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Issue date: November 2013
3.12.5.17 The operator shall be able to terminate the talk back conversation by replacing the
handset or selecting another function.
3.12.5.18 The saloon alarm shall:
a)
b)
sound in the saloon where a PEA has been activated;
cease when the passenger alarm is acknowledged by the operator, as defined
in 3.12.5.14 a).
3.12.5.19 The application of a PEA brake shall be dependent on the following positions of the
train relative to a station platform:
a)
Whilst correctly berthed in the platform, and during departure when any part of
the train is within the platform, the PEA system shall make an immediate
emergency brake application when any PEA in the saloon is activated;
b)
When the train is arriving in the platform and when the train is between stations
and no part of the train is within the platform, the train brakes shall not be
automatically applied when any PEA in the saloon is activated.
3.12.5.20 It shall not be possible to start the train from the station under automatic control if
there are any unacknowledged PEAs on that train.
3.12.5.21 The activation of the PEA shall cause the passenger talkback transmissions to be
recorded.
3.12.6
Commercial advertising
3.12.6.1 Provision for commercial advertising material and portrait frames shall:
a)
be made, with dimensions which vary according to the route upon which the
rolling stock operates;
b)
not be positioned so as to be intrusive to the seated passenger or such that a
passenger looking at the advertising material could be taken to be staring at
another passenger.
c)
be able to accept materials and frame overlaps:
Note:
The following specifications issued in March 2005 are still current:
2
2
Advertisement cards are smooth cartridge paper 135gm/m or art paper 160 – 190gm/m ;
Dimensions are 610mm ± 1.5mm x 279mm ± 1.5mm;
Minimum display area is 603mm x 274mm.
d)
be agreed with LU on a case-by-case basis.
3.12.6.2 Advertisement card fixings shall be such that unskilled staff are able:
a)
to place cards them correctly, without the need for adjustment for neatness and
regularity;
b)
to remove and replace any card within a maximum time of 5 seconds, without
repositioning the remainder.
3.13
Operator facilities
3.13.1
General
3.13.1.1 The design of all operator facilities shall be underpinned by an understanding of:
a)
b)
the tasks to be performed by the operator;
the competency of the operator.
Reference: S1180 A5
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.13.1.2 The overall layout and ambience shall be such as to encourage proficient performance
of all necessary functions by the operator.
3.13.1.3 The layout of all controls shall minimise the risk of incorrect action under:
a)
b)
normal;
degraded conditions.
3.13.1.4 Particular consideration shall be given to reducing the risk of Signals Passed at
Danger (SPADs) and PTI incidents through the provision of the facilities to the
operator.
3.13.2
Principal requirements
3.13.2.1 There shall be a facility for the operator to view the routeway ahead, to ensure that it is
clear for movement of the train. This shall be possible from all normal operating
positions and shall permit the operator to view the track from 5m forward of the train
front to the horizon.
3.13.2.2 There shall be a facility for the operator to view the station stopping marker (nearside
or offside) both when approaching the marker and when the train is stationary. This
shall be possible in all normal operating positions.
3.13.2.3 Facilities shall be provided:
a)
for an operator to operate the controls from either the seated or standing
position;
b)
appropriate to the duties of an instructor or assessor, when present, to monitor
the operator’s performance.
3.13.2.4 Controls, indicators and labels shall be:
a)
b)
designed and positioned following formal task analyses;
th
th
operable by a range of people from the 5 percentile female to the 95
percentile male;
c)
understandable by persons not having an operator’s training, e.g. station staff,
emergency services;
d)
visible in all natural and artificial light conditions.
3.13.2.5 Facilities for operation shall, where practicable, be consistent with existing design,
unless a different layout is determined by considerations such as task analysis and
new technology.
3.13.2.6 Controls shall be accessible and laid out according to their:
a)
b)
c)
d)
e)
Note:
frequency of use;
degree of importance;
functional grouping;
sequence of use;
risk and consequence of incorrect or inappropriate operation.
G182 gives guidance on the ergonomic considerations for the design and
development of a rolling stock operator’s cab.
3.13.2.7 A facility (often known as “cab-to-cab”) shall be provided to permit secure
communications in full duplex mode between:
a)
b)
all manual driving positions on the train;
all manual driving positions on two trains when coupled together;
Reference: S1180 A5
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
It shall use the handset at the operators position to deliver telephone conference
type call communication with ringing and calling tones between all positions. This
function shall work in operational and shutdown.
3.13.2.8 The facility described in 3.13.2.7 shall use the handset at the operator’s position to
deliver telephone conference type call communication with ringing and calling tones
between all positions. Once a call between two positions is established, further
positions selecting this function shall be connected directly to the existing call. This
function shall work in operational and shutdown states.
3.13.3
Working environment
3.13.3.1 Internal reflections on control panels and windscreens used in connection with train
movement from light sources both internal and external to the train shall be managed
as low as reasonably practicable.
3.13.3.2 A means shall be provided to protect the operator from glare or dazzle from the sun.
3.13.3.3 On all windscreens used for passenger service the following shall be provided:
a)
two-speed wipers which sweep all of the defined area used for viewing (see
3.13.2.1);
b)
windscreen washers;
c)
demisting facilities, on which electric elements, if used, shall be unobtrusive.
3.13.3.4 Fresh air ventilation provided shall be controllable by the operator and shall be
sufficient for two people at the operating position.
3.13.3.5 The temperature control system shall enable:
a)
temperature levels at all the operators working positions to be adjusted and
maintained between 17º and 24ºC with a tolerance of 1.0ºC;
b)
the selected operating temperature to be reached within 30 minutes of selection
of an Operational state at that driving position;
c)
a fall back or standby setting to be maintained when the train is shutdown;
Note:
Consideration could be given to such arrangements whereby the settings last selected
at one operating position be set at all other operating positions.
d)
the environment to be maintained irrespective of the speed of the train.
3.13.3.6 The operator’s positions shall be free from draughts due to the motion of the train and
free of water from either rain or an automated train washing machine.
3.13.3.7 Lighting at operating positions shall be:
a)
b)
c)
from at least two independent sources;
appropriate for de-training purposes, where it is also intended for that usage;
illuminated at all other non-controlling operating positions, when the train is:
I. operational;
II. shut down.
3.13.3.8 Seating at each operating position shall:
a)
b)
have a level of comfort appropriate to duration of the period operating duty;
be quickly adjustable in height and fore and aft, so as to enable a safe and
comfortable position to be achieved within the time allowed for changing operators
or operators changing ends;
c)
have armrests capable of being raised, if necessary, to enable access;
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
d)
not restrict access and egress, with the seating in any position or in the stowed
position, for those seats which can be stowed easily;
e)
permit operation of the train when the operator chooses to stand for ergonomic,
human factor, health and operational reasons.
3.13.3.9 Stowage places for the items listed as i) to iv) below shall, when a train is in
passenger service:
a)
b)
be convenient to each operating position;
not lead to the interference with:
I. sightlines; or
II. access to controls and equipment:
i.
coat hanging space for one person, using a flush mounted
or recessed hook to prevent it snagging on persons
passing by;
ii.
one standard LU operators bags;
iii.
drinks containers for one person accessible from the
operating position (cup holders);
iv.
the defect book, for as long as it is maintained on the train
in hard copy form.
3.13.3.10 Loudspeakers at the operating positions shall deliver a minimum differential between
the loudspeaker volume and ambient noise with a facility to allow the operator to
increase the loudspeaker volume if required.
3.13.4
Operational controls
3.13.4.1 A digital 24 hour-format display clock shall:
a)
b)
be provided;
be regularly updated, so that it is always consistent with the relevant LU system
clock.
c)
be consistent with and show the same time (to within +/- 1 second) as all other
train borne clocks visible from the Operator’s position.
3.13.4.2 Two Emergency stop buttons shall be provided: one near to the operator, one near the
instructor’s or assessor’s position and one at every intermediate driving position, if the
train comprises more than one unit. The Emergency Stop buttons shall be effective in
all cabs with the train in any operational mode.
3.13.4.3 Where the train has a pneumatic supply, a main line air pressure gauge shall be
provided to indicate the state of charge of the system. The gauge shall be positioned
in a clear line of sight from the operator’s driving position.
3.13.4.4 A red “Supply On” indicator shall:
a)
b)
c)
be provided;
be visible from the operator’s position;
illuminate when the local auxiliary converter is operating.
3.13.4.5 Two sets of two Auto start buttons shall be provided, one set near the operator and
one set near the instructor’s or assessor’s position. Buttons shall be selected and
installed so as not to be accidentally operable. Actuation shall require a deliberate
action by the operator, the last action before moving off. From each position where
they are installed, the in-cab platform-to-train CCTV monitors or the platform mounted
OPO mirrors and monitors shall be clearly visible to the operator.
3.13.4.6 Information displays and indicators shall:
a)
be available in the Controlling Position only;
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
b)
be OFF in all non-controlling positions, when the train is in an Operational
mode, except for:
I. the “Other Position On” Indicator;
II. the speedometer;
III. the Train Monitoring System display..
c)
all be OFF when the train is in the “Shutdown” state.
3.13.4.7 The operator shall have a clear view of the Passenger Train Interface (PTI) from the
normal driving positions. If this is delivered by in-cab CCTV pictures:
a)
a full view of the PTI for the full length of the platform and train shall be
provided;
b)
images shall be clear under all lighting conditions capable of existing in the cab.
Note:
Reference should be made to 1-150 Telecommunications OPO – CCTV.
3.13.4.8 Two keys shall be used to operate the train:
a)
a security key to enable its control functions and to switch between operating
states;
b)
a ‘J’ door key, for opening doors and cupboards, where mechanical leverage or
basic security is required.
3.13.4.9 All isolation devices that are required to be used in-service shall be:
a)
b)
provided;
clearly identified and labelled so that their operation is clear and unambiguous
to the operator.
3.13.4.10 In manual operation, the position of the deadman’s handle (either held or released)
shall be used to cause an alarm (the OPO(T) deadman alarm) to be sent to the Line
Control Centre as follows:
a)
b)
Up to 60 seconds after release: no action;
60 seconds after being released, a continuing alarm will sound at the operative
position and a prompt shall be shown to the Train Operator;
c)
90 seconds after being released: a message shall be sent to the Line Control
Centre, the calling-on light at both ends of the train shall be illuminated;
d)
At any time during the sequence, selecting the “held” position on the deadman’s
handle shall reset the timer and cease and reset all alarms and indications. audio
and other signals to and from the train appropriate to integrate the radio into the
train.
3.13.4.11 The controls for the Saloon Lights and the Saloon Heating, Ventilation & Air Cooling
shall be illuminated when the function is switched off and shall not be illuminated when
the function is switched on.
3.13.5
Communications related equipment
3.13.5.1 All controls for audio communications, together with the handset shall be located in
accordance with the cab design philosophy
3.13.5.2 A handset, controls and indicators for the train radio shall be incorporated into the
design of the operator’s position in accordance with the overall design philosophy.
3.13.5.3 Loudspeakers shall:
a)
b)
be provided at the operator’s position;
allow the operator to hear clearly, from any operating position, messages from
the train radio or from the train communications system.
Reference: S1180 A5
Page 93 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.13.5.4 A remote Public Address Panel, comprising a microphone for public address shall:
a)
b)
incorporate an illuminated push-button to activate;
be mounted at a height and location suitable for use by the operator when
standing in the doorway on the side furthest away from that fitted with the public
address handset.
3.14
Control and monitoring
3.14.1
Function
3.14.1.1 Train Control and Monitoring shall be a complete, integrated system for the control
and monitoring of:
a)
b)
c)
train functions;
systems;
subsystems.
Note:
The purpose of the train control and monitoring system is to:
a)
provide appropriate signals to all items of equipment on the train so that the train
functions correctly;
b)
monitor the health of train systems so that fault information and advice is provided to
the operator;
c)
store information for later retrieval for failure and incident investigation;
d)
record vital data in a train data recorder for incident investigations.
3.14.1.2 The state of all controls, fault-handling devices and the selected Train Protection shall
be used by the control system to enable automatically and enforce the best safe
behaviour of the train:
Note:
Additional controls may be provided to facilitate 3.14.1.2, e.g. controls positioned so
that they that can be operated only by a second operator at the driving position or key
switches that can be operated only by operating officials.
3.14.1.3 Behaviours in 3.14.1.2 that shall be influenced include:
a)
b)
c)
d)
e)
Note:
acceleration rate;
traction performance characteristics;
maximum permitted safe speed;
passenger door enabling;
direction of movement.
It is expected that for rolling stock which operates in ATP areas (which may permit a
high acceleration rate and high maximum speed) and tripcock areas (which may have
lower acceleration rates and/or top speed), selection of tripcock protection will
automatically impose lower performance where infrastructure limits require or the
timetable can allow. This is to mitigate the risk of an operator overspeeding when
driving a modern train which offers better ride and noise performance, both sensations
which are used by operators to gauge speed.
3.14.1.4 When a speed control is in force in either the forward or reverse direction, for a
maximum permitted safe speed:
a)
an alarm shall sound, or motoring shall be shut off at 90%;of the maximum
permitted safe speed;
b)
if the maximum permitted safe speed is exceeded motoring shall be shut off.
Reference: S1180 A5
Page 94 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
Note:
This facility will be used mainly when ATP track safety codes are not present but may
be used under certain other conditions.
3.14.1.5 Unless higher speeds are permitted by 3.14.1.2 and 3.14.1.3, the maximum permitted
safe speed shall be 16km/h.
3.14.1.6 Means shall be provided to secure the train:
a)
‘’to prevent unauthorised:
I. access and;
II. operation whilst continuing to display:
i.
the train number;
ii.
any destination currently set.
Note:
This facility will be used when stabling trains or reversing at termini.
‘Authorised access’ includes access by passengers to the saloons via the passenger doors.
b)
to use it as protection for staff going on the track ahead, by preventing
movement while all other train facilities (especially communications) are available
as normal (known as Train Secure mode);
c)
to remotely power down the train in advance of or during loss of traction supply.
Once traction supply returns,
I. it shall be possible for the Train Operator to switch on the train to make
it ready for service;
II. it shall be possible to remotely power up the train;
III. depending on the mode set during power down, the train shall
automatically power up without requiring any intervention or
command.
3.14.1.7 Means shall be provided:
a)
b)
for manual driving;
for the operator to move the train in the required direction from any active
control position;
c)
to stop the train from any control position;
d)
to allow the operator to isolate systems in failure or emergency situations.
3.14.1.8 Status of operational modes and protection shall be reported to the Line/Service
Control Centre.
3.14.1.9 A speedometer shall:
a)
indicate the speed as observed by the speed enforcing mechanism, if any, with
a tolerance of ± 2km/h to 40km/h and ± 5% above 40km/h;
2
b)
when accelerating at a rate of up to ±1.5 m/s , indicate the speed with a
dynamic accuracy to ±1 km/h above 10 km/h and ±2 km/h below 10 km/h;
c)
be operative at all driving positions when any position is operative;
d)
show km/h or mph or both, depending on the units of measurement used by
trackside signalling or speed restriction signs or in-cab signalling for the routes
over which the train operates.
3.14.1.10 The opening and closing of the items listed as I) to III) below shall be:
a)
b)
detected and reported to the driving position;
recorded in the monitoring system:
I. shunting control positions and uncoupler cabinets;
II. “J” Doors;
Reference: S1180 A5
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
III. “M” Doors.
3.14.2
Performance
3.14.2.1 Controls at driving positions, other than the position in use, shall be rendered
inoperative, except for those designed to be operative at any time.
3.14.2.2 Any attempt to make more than one driving position active shall have no damaging
effect on the train.
3.14.2.3 For traction and brake commands, the total system response time from operator
initiation to commencement of demanded action shall not be greater than 200
milliseconds.
3.14.2.4 Delays in transmitting all other commands, or in displaying information following a
failure, shall not be greater than 2 seconds.
3.14.2.5 Under all credible failure conditions, sufficient traction and braking facilities shall
remain available to enable the train to be operated out of service or to a depot at the
maximum safest speed appropriate to the state of the train.
3.14.2.6 The train and subsystems shall not be confused by railing or gapping.
3.14.2.7 The train shall respond uniformly and consistently to its controls.
3.14.2.8 The times to reconfigure the train shall be:
a)
between shut down and operational when control is taken at any position: not
more than 2 seconds, not including the time required for the operator to set up the
train number, destination and other preparatory functions;
b)
between powered down and shut down no more than 30 seconds, not including
the time taken for the compressors to charge the pneumatic supply.
3.14.3
Design
3.14.3.1 Single point failures in the control and monitoring system shall:
a)
b)
not immobilise the train or cause unsafe events to occur;
be self-revealing to the operator.
3.14.3.2 Fault handling shall limit the operation of the train such that unsafe conditions cannot
arise when fault handling devices such as bypass and isolating switches and isolating
cocks are operated.
3.14.3.3 Loss of services or supplies in or to the control system shall not result in an unsafe
condition.
3.14.3.4 The integrity of the safety circuits and round train circuits shall be assured by:
a)
b)
c)
the use of hard-wired feed and return paths for:
I. each safety circuit;
II. the round train circuit.
the provision of:
I. two independently fed and independently routed safety circuits;
II. a round train circuit.
the design of each circuit, separately, to fail safe.
3.14.3.5 Safety devices that protect the train shall:
a)
b)
be proved in the correct position before the emergency brake can be released;
prove that the emergency brake is available before allowing the train to move.
Reference: S1180 A5
Page 96 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.14.3.6 A round train circuit shall:
a)
b)
prove that:
I. the train is continuous;
II. safety devices along the train are correctly set.
be an input to the safety circuits.
3.14.3.7 False feed and earth paths on the safety circuits, the round train circuit and the door
open and enable circuits shall:
a)
b)
be detected;
checked by reversing the polarity of the feed and return wires , depending on
the end of the train that has control.
3.14.3.8 The emergency brake shall be available at all driving positions.
3.14.3.9 The “All train doors proved closed” input from the saloon doors shall:
a)
when not present, inhibit all motoring demands, irrespective of traction brake
controller position;
b)
when received, require the traction brake controller to be in or moved to the
brake or coast position, before motoring is capable of being obtained.
3.14.3.10 The “All train doors proved closed” circuit and its regulation of the traction control shall
be hard wired.
3.14.3.11 An “Other driving position On” indicator shall:
a)
be provided at all driving positions located near to the switch(es) used for taking
control in that cab;
b)
illuminate when another driving position is enabled.
3.14.3.12 Two buttons on the same console, for entering the start instruction to the Automatic
Train Control (ATC) system, shall:
a)
b)
c)
d)
be provided;
be pressed simultaneously, as the only acceptable instruction;
accepted by the ATC only if all other requirements have been met;
not be operable when (b) has been previously latched.
3.14.3.13 The following items shall be proved before a train may start in Automatic Train
Operation (ATO) only, once the two start inputs are operated:
a)
b)
c)
d)
e)
f)
all train doors closed;
Platform Edge Doors (PEDs) (if applicable) closed;
two start inputs not operated;
valid Limit of Movement Authority (LMA), or other maximum safe speed;
no emergency brake applied;
no PEA unacknowledged.
3.14.3.14 In order to prevent movement when an external cab door is open, motoring wires shall
be interlocked with:
a)
b)
the rear cab doors when in a manual driving mode;
all cab doors when in automatic driving mode.
3.14.3.15 All train subsystem controls (except car subsystems, which may be powered from
local car supplies) shall be fed from the front of the train, so that all functions are, as
soon as the traction supply is applied to the local car:
Reference: S1180 A5
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
a)
b)
available; or
may be set to be available.
3.14.3.16 The train shall have all of the states described in Table 20 below, as a minimum:
State
Descriptive of the situation in which
Operational
(a) the operator is at the controls;
(b) the train is powered up;
(c) the services and systems are energised;
(d) the driving position controls are operative;
(e) the train is in service or transiting to or from service;
(f) all other driving positions are disabled, to prevent intruders from interfering
with the train.
(a) the train is not in service;
(b) the traction supply is removed;
(c) the battery supply is isolated and feeding the tail lights only;
(d) the driving controls are locked out of use.
As Operational State, but;
(a) the driving controls are inoperative;
(b) the brakes are applied.
Powered down
Shut down
Table 20 – Train states
3.14.3.17 Each state, and each mode within the operational state, shall:
a)
b)
satisfy a particular requirement of train operation;
when being changed, activate or de-activate subsystems in a logical sequence,
with no unwanted transitory states occurring or remaining.
3.14.3.18 A Windscreen wash/wipe control shall be provided at each driving position with OFF,
SLOW and FAST positions with a momentary control for WASH in the SLOW and
FAST positions.
Note:
This is to facilitate propelling from the rear, when the leading windscreen is not that at
which control has been taken. This can leave windscreen wipers operating at rear
windscreens when unattended, which is not a preferred solution from consideration of
windscreen wiper damage.
3.14.4
Monitoring equipment
3.14.4.1 The operator shall be provided with:
a)
useful and timely warnings and diagnostic information to assist in operating the
train in the manner which is most safe, efficient and reliable;
b)
information about rectifiable faults or of failures that require withdrawal of the
train from service.
Note:
The Monitoring System may be used to control non-vital functions (e.g. station autoannouncements) but the vital systems on the train should not be compromised by a
failure of the Monitoring System.
3.14.4.2 To assist them in the quick, safe and economical operation of the train, a system shall
be provided for operators which:
a)
before or prior to entry into service: gives information regarding preparation and
testing of the train;
b)
in service: gives relevant and timely information regarding the state of the train
and its subsystems;
Reference: S1180 A5
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Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
c)
d)
e)
f)
g)
h)
i)
j)
k)
l)
filters the data for b) so that only faults which the operators can rectify or which
require them to take appropriate action are reported, e.g. taking the train out of
service;
does not issue continuous reminders of matters about which operators are
aware;
confirms, within an acceptable time period, that actions have been correctly
carried out;
is not susceptible to spurious messages caused by spikes or transients on
monitoring inputs;
is not susceptible to spurious messages during changes of inputs between one
state and the next;
reports only a primary failure and not the failures caused by it;
automatically updates information displayed as it changes, without requiring
operator intervention to do so;
where operator or maintainer action is practicable, diagnoses the problem and
proposes a solution;
where the problem in j) has more than one solution, presents them one at a
time, in order of preference;
when a fault clears, removes it from the display without operator intervention,
but retains it in the log.
3.14.4.3 Diagnostic functions shall identify problems or conditions, which have one or more of
the following effects:
a)
b)
a delay to the service of more than two minutes if the fault is not remedied;
attention required at a depot but train able to continue in passenger service until
the end of its duty;
c)
attention required at a depot but train able to continue in service to the next
depot where it will be withdrawn from service;
d)
the train is unfit for prolonged passenger service but is able to move under its
own power to the next station to de-train passengers and then move under its own
power directly to sidings or a depot;
e)
major failure resulting in train unable to move under its own power and requiring
external assistance (e.g. pushout, Emergency Response Unit);
3.14.4.4 The operator shall be provided with audible and visual alarms and information.
3.14.4.5 A strategy for audible and visual alarms shall be devised. The sound or tones shall be
in accordance with the cab design philosophy. Each alarm shall generate a set of
information to be displayed on the cab information monitor. Such a strategy may
include announcing the most important alarms immediately and delaying the less
important alarms until the train is stationary at the next station.
Note:
As an example, the strategy shown in Table 21 may be appropriate:
Category
Definition
Response
A
Emergency, urgent or important
B
Warning
C
Advisory
Immediate operator
awareness and action
essential
operator awareness or
action needed
Information for operator
Table 21 – Strategy for audible and visual alarms
3.14.4.6 The Monitoring System shall not be confused by railing or gapping.
Reference: S1180 A5
Page 99 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.14.4.7 Faults about which the operator is unable to take action shall not be reported to the
operator, unless the operator has specifically selected to display status information.
3.14.4.8 Diagnostic and rectification information shall include advice on a suitable remedy. The
course(s) of action shall be appropriate for the operator to undertake, taking into
account the confines of the train and its environment, e.g:
a)
b)
c)
d)
e)
access to external controls or equipment in a tube tunnel is neither possible nor
permissible;
the train may be crush loaded with passengers impeding access to underseat
and saloon equipment;
on performance of any operator action, the system shall review its diagnosis
and present revised information. Revised actions offered to the operator shall not
result in circular instruction paths;
the system shall always be capable of interrogation. This will inform the
operator of the state of the train subsystems, allow him to cross-check the
diagnosis, determine whether the train is fit to move and at what level of
performance;
by acting on advice offered, the operator shall always be able to obtain the best
available operation of the train to minimise the effects of the failure on the train
and operation of the railway.
3.14.4.9 The current state of the train and the historical logs shall be presented to a
communication gateway on the train to enable remote diagnostics, condition
monitoring and decision support.
3.14.5
Train Data Recorder
3.14.5.1 Data logged in the monitoring equipment shall be made available to support incident
investigation.
3.14.5.2 The train data recorder shall have a clock that is regularly and automatically corrected
such that it is consistent with the LU clock to within +/- 1 second.
3.14.5.3 Train data recorders (TDRs) shall:
a)
b)
c)
be provided;
be fitted to the train and;
comply with 3.14.5.4 to 3.14.5.38 below.
3.14.5.4 Not used;
3.14.5.5 Data retrieved from the TDR for maintenance shall be made available to LU when
requested. Data for LU’s purpose shall be retrieved from the TDR when requested by
LU and presented on demand. Requests by LU shall be made such that retrieval can
be carried out before data is overwritten; it is expected that retrieval of the data shall
be carried out within 24 hours and that these requests shall be infrequent.
3.14.5.6 Each TDR shall record all data listed Table 22 plus any further data that would support
an investigation into an unsafe or irregular operation or function of the train.
Train System
Round Train Circuit or Train Complete
Train secure circuit status
Operation of Start buttons
Operating mode (i.e. Full Speed Forward, ATO, Shutdown)
Master Control Switch position
Reference: S1180 A5
Page 100 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
Forward or Reverse selected (both A & D)
Train Speed (e.g. trailer car axle wheel rotation) accurate to within +/- 2.5%
Train Speed being used for Protection and being shown on the Speedometer
Cumulative Distance travelled from Power Up accurate to within +/- 2.5%
ATP/ATO data including Maximum Safe Speed, Target Speed and Movement Authority
Protection applies emergency brake e.g. Trip cock tripped, ATP tripped
State of Trip cock Isolating Switch (if trip cock fitted)
State of ATP cut out switch (if fitted)
Trip cock reset control operated (if trip cock fitted)
Braking demanded (or equivalent)
Brake effort demanded by ATP and Brake controller position when driving manually
WSP activity (per car)
Sanding operating
Emergency brake status
Traction demanded (or equivalent)
Traction effort demanded by ATP and the Traction controller position when driving manually
Train location (Last station passed. More precise location to be used if available)
Operation of the in-cab saloon doors open buttons (each side recorded independently)
Selection of doors open (each side recorded independently)
Selection of passenger open (if fitted)
Operation of the in-cab saloon doors close buttons (each side recorded independently)
Doors close demand (each side recorded independently)
Door signal circuit status
Dead man’s handle position
Passenger emergency alarm operated
Whistle actuation demand (and quiet/loud)
Runback operated or triggered
Runback reset operated
All cut out, selection, emergency and override pushbuttons and switches including ‘Calling on
light’, CSDE override, PEAB override, runback cut-out and all others which are accessible to
the Train Operator.
Driver identity e.g. crew identification read from other on-vehicle system
Safety Brake Circuit A/B selected
Table 22 – Data to be recorded in TDRs
3.14.5.7 A TDR shall:
a)
b)
be fitted at each driving end;
record:
I. when the train is operational or shut down;
II. all of the data that is available to the TDR if it is not at the controlling
cab.
Note 1: There is no requirement for TDRs to be fitted to shunting control positions.
Note 2: It is not intended that data is transmitted to other cars within the train for the purpose
of recording
3.14.5.8 TDRs shall:
Reference: S1180 A5
Page 101 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
a)
be located in such a position so as to minimise the risk of damage in the event
of collision;
b)
not be mounted:
I. forward of the bulkhead separating the saloon from the operating
position or;
II. at the car ends.
c)
be located such that the upload and download facility can be easily accessed:
I. by authorised personnel and;
II. without the need for special keys or tools.
3.14.5.9 It shall be possible for an authorised person only on a train in passenger serviceable
condition:
a)
to remove the TDR in its entirety and replace it with another in not more than 10
minutes;
b)
to remove the secure storage and replace it with another, in not more than 10
minutes.
3.14.5.10 The TDR shall:
a)
b)
be capable of withstanding the environment in which the LU railway operates;
be capable of operating normally within an ambient temperature range of -15°C
to +55°C;
c)
comply with the crash protection requirements of RGS GM/RT/2472.
3.14.5.11 The TDR equipment and its installation shall meet the requirements of BS EN 60529
using the environmental protection rating IP65.
3.14.5.12 The TDR shall have sufficient non-volatile memory capacity to store the records of at
least 15 days of the train in normal passenger service.
3.14.5.13 The TDR shall incorporate its own real time clock which:
a)
b)
c)
generates the year, month, date, hours, minutes and seconds;
has an accuracy of ±2 seconds per month;
continues running for not less than 30 days, in the event of the external power
being removed;
d)
automatically adjusts the time between winter and summer times and;
th
e)
inserts 29 February in leap years, when required.
3.14.5.14 Data entry shall:
a)
b)
be possible, for update and tagging purposes, only via password;
be possible directly, or by uploading from a portable electronic device or
industry standard laptop PC;
c)
include:
I. current date (year, month, date);
II. current time (hours, minutes, seconds);
III. car number;
IV. channel names (each input channel identified and specific for each
stock type.)
3.14.5.15 There shall be capacity to add a further 10% recorded channels (rounded up to the
nearest whole number) with analogue and digital channels provided in proportion to
those already installed:
3.14.5.16 The secure storage shall, in the normal operating environment of the TDR, retain its
stored data:
a)
b)
for an unlimited time, with external power being supplied continuously;
for at least 3 months, without external power being applied;
Reference: S1180 A5
Page 102 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.14.5.17 If a back-up battery is used within the secure storage, the TDR shall:
a)
b)
monitor; and
report the condition of such a battery.
3.14.5.18 Downloading of recorded data shall be possible:
a)
by physical unlocking and removal of the secure storage and with the secure
storage still in the TDR (both installed and off the train);
b)
to a portable electronic device and to an industry standard laptop PC;
c)
on a real-time basis for in-service monitoring.
Note:
A typical means of download would be by USB memory stick or similar high speed
serial data link.
3.14.5.19 Download of data shall not damage, delete or otherwise affect data held in the secure
storage.
3.14.5.20 In the event of the TDR being damaged to the extent that data cannot be downloaded
in-situ, it shall be possible for the secure storage to be retrieved without loss of:
a)
b)
that data; or
the facility to retrieve that data.
3.14.5.21 The application of an electrical surge or transient from the train to any input shall not,
even if the input circuit itself is damaged:
a)
b)
damage the memory storage device;
corrupt data.
3.14.5.22 The connection between the train circuits and the TDR shall:
a)
b)
be as direct as practicable to ensure data integrity;
not compromise the control system of the train in any way.
3.14.5.23 Risk assessment, FMECA and FTA shall be used to demonstrate that the TDR shall
not import significant risk into the car system by affecting the circuits it is monitoring.
3.14.5.24 The TDR shall be separate from:
a)
b)
all other on-board database;
fault storage equipment.
3.14.5.25 The TDR on any vehicle shall:
a)
b)
be operative and recording whenever the train is:
I. operational;
II. shut down.
commence routine recording within 15 seconds of power-up.
3.14.5.26 The TDR shall:
a)
b)
c)
self-test upon power-up;
continuously monitor its status after power-up;
display the status in (b) in a position visible to a maintainer, when installed in its
operating position;
d)
make available the status in (b) to the operators of trains fitted with train
monitoring systems.
Reference: S1180 A5
Page 103 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.14.5.27 On units with load shedding and supported supply lines, the TDR shall continue to
operate:
a)
using the standby battery of the train for at least 30 minutes from the time when
load shedding commenced; or
b)
until the functions being monitored cease to be available on the car, whichever
of (a) or (b) is the sooner.
3.14.5.28 The status of the changed input shall:
a)
b)
be recorded into the secure storage ;
consist of:
I. each trigger event;
II. the date and time of the trigger event, with a time resolution of 1ms or
smaller.
3.14.5.29 Input status changes that cause trigger events shall be configurable so that:
a)
the output from the data analysis software can be used to meet the
requirements of 3.14.5.5 and 3.14.5.6;
b)
when they are analogue, the percentage or absolute value that corresponds to
a trigger event.
3.14.5.30 The recording equipment shall:
a)
b)
be version controlled (including the configuration data);
be tested with suitable equipment to ensure that data is represented accurately.
3.14.5.31 The following shall be available as a minimum, from the software used to analyse
data:
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
retrieval and analysis of recorded data. (The software to be capable of
operating in the Microsoft Windows environment and be compatible with Windows
7 and later versions);
the data analysis software to present data in a tabular and graphical form as
directed by the user. Each data set to include the TDR software version,
configuration data version, date and time of data download, car number and TDR
serial or other identification number. Presentation on paper by a high-resolution
colour output device;
a printout of the state of all inputs between specified dates and times;
sample graphs of specified inputs against time, distance and speed, from any
specified origin;
printouts showing all input states before and after a specified trigger event;
printouts showing all occurrences of a specified input changing state. Datum to
be time, distance or speed;
printouts showing all occurrences of a user selected sequence or combination
of events;
a means to store the contents, or part of the contents, of a TDR secure storage
on another medium for archiving and later analysis;
export of raw and interpreted data in an open format that can be loaded into
applications such as the Microsoft Office applications Word, Excel and
PowerPoint;
real time viewing of the inputs, in graphical and tabular form.
3.14.5.32 The TDR data analysis software shall be:
a)
b)
version controlled;
suitably tested to ensure that data is represented accurately.
Reference: S1180 A5
Page 104 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
3.14.5.33 The facilities that shall be provided to LU so that he or she has the capability to
retrieve and analyse recorded data shall include all necessary connecting cables, card
readers, keys, special tools.
3.14.5.34 Four sets of those described in 3.14.5.33 shall be delivered to LU before the first TDR
is installed on a train.
3.14.5.35 Training shall be provided to LU staff to enable them to:
a)
b)
download;
analyse the TDR data.
3.14.5.36 Refresher training shall be provided whenever there are changes to:
a)
b)
the TDR;
the monitored inputs to:
I. the TDR;
II. the software.
3.14.5.37 Training aids shall be provided to enable LU to train its own staff.
3.14.5.38 The following documentation for the TDRs shall be supplied:
a)
b)
3.15
operating and maintenance manuals;
ancillary equipment and data analysis software for which the instruction
manuals shall permit computer literate users to teach themselves the full
functionality.
Evidence of compliance
Compliance with the requirements of this standard shall be demonstrated to LU by
each party contracted to LU. Additionally LU may audit compliance as part of its
surveillance regime.
4
Responsibilities
Only the LU Professional Head of Rolling Stock or accredited representative shall
carry out the responsibilities and obligations of “LU” in the following clauses:
3.1.1.7, 3.1.3.1, 3.1.7.2, 3.3.1.11, 3.3.4.3, 3.3.4.8, 3.3.5.2, 3.3.6.1, 3.3.6.4, 3.3.6.5,
3.3.8.1, 3.3.8.3, 3.3.10.2, 3.3.12.5, 3.4.10.1, 3.5.1.2, 3.5.1.3, 3.5.2.3, 3.5.2.6, 3.5.3.3,
3.5.4.1, 3.5.4.3, 3.5.5.5, 3.9.2.2, 3.9.6.1, 3.10.34.1, 3.10.34.3, 3.10.34.5, 3.11.4.8,
3.12.1.6, 3.12.1.7, 3.12.4.13, 3.12.6.1, 3.14.5.33, 3.14.5.34.
ED Surveillance Engineer shall be responsible for ensuring that a co-ordinated
programme of audit and inspection is implemented to assure that compliance with this
and other related standards is ensured.
The LU Procurement agent shall be responsible for incorporating the requirements of
this engineering standard in any contract to which it is relevant and shall stipulate that
a programme of audits are implemented by the contractor which ensures that these
requirements are complied with. This programme and its results shall be available for
verification by the ED Surveillance Engineer.
The Supplier is responsible for delivering rolling stock as described in this standard.
Reference: S1180 A5
Page 105 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
5
Supporting information
5.1
Background
6
References
6.1
References
6.1.2
British, European and International Standards
Document no.
BS 1376:1974
BS 5459-2:1990
BS 5892-6:1992
BS 6841:1987
BS 6853:1999
BS 7608:1993
BS 8118-1:1991
BS EN 12080
BS EN 12081
BS EN 12082
BS EN 12663-1
BS EN 13103
BS EN 13104
BS EN 13260
BS EN 13261
BS EN 13272
BS EN 13452-1
BS EN 13452-2
BS EN
13749:2005
BS EN 14363
BS EN 14750-1
BS EN 14750-2
BS EN 14813-1
Reference: S1180 A5
Title
Specification for Colours of light signals
Specification for Performance requirements and tests for office furniture.
Part 2: Office seating
Railway rolling stock materials. Part 6: Specification for wheelsets for
traction and trailing stock
Guide to measurement and evaluation of human exposure to whole-body
mechanical vibration and repeated shock
Code of practice for fire precautions in the design and construction of
passenger carrying trains
Code of practice for fatigue design and assessment of steel structures
Structural use of aluminium. Part 1: Code of practice for design
Railway applications. Axleboxes. Rolling bearings
Railway applications. Axleboxes. Lubricating greases.
Railway applications. Axleboxes. Performance testing.
Railway applications. Structural requirements of railway vehicle bodies.
Part 1: Locomotives and passenger rolling stock (and alternative method
for freight wagons)
Railway applications. Wheelsets and bogies. Non-powered axles. Design
method
Railway applications. Wheelsets and bogies. Powered axles. Design
method
Railway applications. Wheelsets and bogies. Wheelsets. Product
requirements.
Railway applications. Wheelsets and bogies. Axles. Product
requirements.
Railway applications. Electrical lighting for rolling stock in public transport
systems.
Railway applications. Braking. Mass transit brake systems. Part 1:
Performance requirements.
Railway applications. Braking. Mass transit brake systems. Part 2:
Methods of test.
Railway applications. Methods of specifying structural requirements of
bogie frames
Railway applications. Testing for the acceptance of running characteristics
of railway vehicles. Testing of running behaviour and stationary tests.
Railway applications. Air conditioning for urban and suburban rolling stock.
Part 1: Comfort parameters.
Railway applications. Air conditioning for urban and suburban rolling stock.
Part 2: Type tests.
Railway applications. Air conditioning for driving cabs. Part 1: Comfort
parameters.
Page 106 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
Document no.
BS EN 14813-2
BS EN 15227
BS EN 15663
BS EN 15806
BS EN 50124-1
BS EN 50124-2
BS EN 50125-1
BS EN 50126-1
BS EN 50128
BS EN 50153
BS EN 50155
BS EN 50163
BS EN 50215
BS EN 50238
BS EN 50264
BS EN 50305
BS EN 50306
BS EN 50343
BS EN 50355
BS EN 50382
BS EN 60077
BS EN 60529
BS EN 60849
BS EN 61287-1
BS EN
61373:1999
BS EN 61377-1
BS EN 61377-3
BS EN 62267
BS EN ISO 3095
Reference: S1180 A5
Title
Railway applications. Air conditioning for driving cabs. Part 2: Type tests.
Railway applications. Crashworthiness requirements for railway vehicle
bodies.
Railway applications. Definition of vehicle reference masses.
Railway applications. Braking. Static brake testing.
Railway applications. Insulation co-ordination. Part 1: Basic requirements.
Clearances and creepage distances for all electrical and electronic
equipment.
Railway applications. Insulation co-ordination. Part 2: Overvoltages and
related protection.
Railway applications. Environmental conditions for equipment. Part 1:
Equipment on board rolling stock.
Railway applications. The specification and demonstration of Reliability,
Availability, Maintainability and Safety (RAMS). Part 1:Basic requirements
and generic process.
Railway applications. Communications, signalling and processing systems.
Software for railway control and protection systems
Railway applications. Rolling Stock. Protective provisions relating to
electrical hazards.
Railway applications. Electronic equipment used on rolling stock
Railway applications. Supply voltages of traction systems.
Railway applications. Rolling Stock. Testing of rolling stock on completion
of construction and before entry into service.
Railway applications. Compatibility between rolling stock and train
detection systems.
Railway applications. Railway rolling stock power and control cables
having special fire performance. All parts.
Railway applications. Railway rolling stock cables having special fire
performance. Test methods.
Railway applications. Railway rolling stock cables having special fire
performance. All parts.
Railway applications. Rolling stock. Rules for installation of cabling.
Railway applications. Railway rolling stock cables having special fire
performance. Thin wall and standard wall. Guide to use.
Railway applications. Railway rolling stock high temperature power cables
having special fire performance. All parts.
Railway applications. Electric equipment for rolling stock. All parts.
Specification for degrees of protection provided by enclosures (IP code)
Sound systems for emergency purposes
Railway applications. Power converters installed on board rolling stock.
Part 1: Characteristics and test methods.
Railway applications. Rolling stock equipment. Shock and vibration tests
Railway applications. Rolling stock. Part 1: Combined testing of inverterfed alternating current motors and their control system
Railway applications. Rolling stock. Part 3: Combined testing of
alternating current motors, fed by an indirect convertor, and their control
system
Railway applications. Automated Urban Guided Transport (AUGT). Safety
requirements.
Railway applications. Acoustics. Measurement of noise emitted by
railbound vehicles.
Page 107 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
Document no.
BS EN ISO 3381
BS ISO 26311:1997
BS ISO 26314:2001
6.1.2
Title
Railway applications. Acoustics. Measurement of noise inside railbound
vehicles.
Mechanical vibration and shock. Evaluation of human exposure to wholebody vibration. General Requirements
Mechanical vibration and shock. Evaluation of human exposure to wholebody vibration. Part 4: Guidelines for the evaluation of the effects of
vibration and rotational motion on passenger and crew comfort in fixedguideway transport systems
Other national standards
Document no.
GE/RT8018
GE/RT8270
GI/RT7006
GK/RT0064
GM/GN2606
GM/RT2100
GM/RT2141
GM/RT2149
GM/RT2304
GM/RT2452
GM/RT2456
GM/RT2457
GM/RT2472
GO/RT3270
Title
Mechanical train stop systems
Assessment of Compatibility of Rolling Stock and Infrastructure
Protection and Mitigation of Overruns – Risk Assessment
Provision of Overlaps, Flank Protection Trapping
Guidance on the Fitment and Functionality of Forward and Rear
Facing Cameras on Rolling Stock
Requirements for Rail Vehicle Structures
Resistance of Railway Vehicles to Derailment and Roll-Over.
Requirement for Defining and Maintaining the Size of Railway Vehicles.
Equipotential Bonding of Rail Vehicles to Running Rail Potential
Acceptance of Trams and Light Rail or Metro vehicles for shared running
on Railtrack Control Infrastructure
Structural requirements for windscreens and windows on railway vehicles
Structural Requirements for Doors and Gangways on Railway Vehicles
Data Recorders on Trains Design Requirements
Route Acceptance of Rail Vehicles
Industry codes of practice
Document no.
Yellow Book Vol
2
SATRA test
Title
Engineering safety management – Volume 2 – Train and infrastructure
change management processes. The Yellow Book (by Railtrack, 1997)
Slip Resistance Requirements
LU company documents
Document no.
Title
1-085
S1105
S1147
1-150
S1156
S1181
Fire safety performance of materials
Power Service Contract – Performance Specification
Surveillance & Security Systems
Telecommunications – OPO CCTV
Gauging and Clearances
Permitted Running Routes for passenger, engineer’s and miscellaneous
vehicles
The Acceptance of Third Party Vehicles
Index of Components for Rolling Stock
S1184
S1187
Reference: S1180 A5
Page 108 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
Document no.
S1193
S1196
S2535
S1222
1-312
1-382
1-383
1-526
S1538
S1622
5-315
G182
G183
G185
G-385
RB06
S2453
Ta251
Tc001
Various – as per
stock
6.1.5
Other
Document no.
AV/ST9005
RLY42065A
6.2
Title
Electromagnetic Compatibility (EMC) with LU Signalling System Assets
Signalling and Signalling Control – Concept and Requirements
Maintenance of trainstops
Electromagnetic compatibility (EMC)
Automated Audio and Visual Information in Public Areas of Stations and
Trains
Train Decor Design
Train ambience
The Assessment and Management of Health, Safety and Environmental
Risk
Assurance
Glossary of terms and abbreviations
Audio and electronic visual information in public areas of stations and trains
Ergonomic Considerations for the design and development of a Rolling
Stock Operator’s Cab
Guidelines for engineering standard RSE/STD/014 Part 1:Underfloor Arc
and Thermal Protection Requirements
Interior Crashworthiness and Egress
Train Design
Rule Book 6: General Train Operations
Control of Rolling Stock Sub-Standard Conditions
Introducing new or modified rolling stock to London Underground
Emergency equipment on trains
Connect PFI Train Radio Functional Specification
Title
Label design (by ATOC)
LU Engineering Standards and Railway Group Standards Reconciliation.
Abbreviations
The following abbreviations are created:
within London Underground’s Glossary of Terms (S1622) (a Category 1
Standard);
b)
from published sources that are clearly identified.
a)
Abbreviation
AAB/EP
ALARP
ATC
ATO
ATOC
ATP
CCTV
CIS
Reference: S1180 A5
Definition
Automatically Air Braked / Electro-Pneumatic
As Low As Reasonably Practicable
Automatic Train Control
Automatic Train Operation
Association of Train Operating Companies
Automatic Train Protection
Closed Circuit Television
Customer Information System
Source
a
a
a
a
a
a
a
a
Page 109 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
Abbreviation
CMS
CSDE
DISI
ECEB
ED
EMC
EMI
FMECA
FTA
HVAC
ICB
LU
MACS
NR
OEM
OPO
OSDIL
PC
PEA
PEAB
PED
QRA
RGS
rms
RSE
RSPG
RSSB
SATRA
SEL
SIL
Definition
Control and Monitoring System
Correct Side Door Enable
Defective In Service Instructions
Electrically Controlled Emergency Brake
Engineering Directorate
Electromagnetic Compatibility
Electromagnetic Interference
Failures Modes and Effects Criticality Analysis
Fault Tree Analysis
Heating Ventilation and Air Conditioning
Inter-car barrier
London Underground
Minimum Acceptable Condition Standard
Network Rail
Original Equipment Manufacturer
One Person Operation
Outside door indicator light
Personal Computer
Passenger Emergency Alarm
Passenger Emergency Alarm Brake
Platform Edge (screen) Door
Quantative risk assessment
Railway Group Standard
Root Mean Squared
Professional Head of Rolling Stock
Railway Safety Principles and Guidance
Railway Safety and Standards Board
Shoe and Allied Trade Research Association
Single Event Level
Safety Integrity Level
SPAD
TCIS
TDR
TOC
UNDM
Signal passed at danger
Tripcock Isolation Switch
Train data recorder
Train Operating Company
Uncoupling Non-Driving Motor
6.3
Source
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
b Yellow
Book
(Vol.2)
a
a
a
a
a
Definitions
The following topic specific definitions are created:
within London Underground’s Glossary of Terms (S1622) (a Category 1
Standard);
b)
from published sources that are clearly identified.
a)
Reference: S1180 A5
Page 110 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
Term
ALARP
Auxiliary
Converter
Consumer
Credible Failure
Mode
Crush Laden
condition
Doorway area
Dynamic Brake
Emergency
Brake
Fully loaded
condition
Gangway area
J-door key
Illuminance
Jacking / Lifting
point
Jerk rate
High Integrity
Function
Reference: S1180 A5
Definition
Under UK legislation, LU is required to do whatever is
reasonably practicable to reduce the health and safety risks to
its employees and others affected by its operations; in other
words, risks must be reduced to a level which is as low as
reasonably practicable (ALARP). The term reasonably
practicable means that safety measures should be undertaken
unless the cost, in terms of money, time and trouble, is grossly
disproportionate to the safety benefit, which is expressed in
terms of the value of the risk averted by the safety measure.
An Auxiliary Converter converts the traction supply voltage
into more appropriate supplies for use by auxiliary equipment
and services throughout the train.
An electrical unit on the train which receives power from the
auxiliary converter.
A degraded state of operation of a system, which has a small
but finite probability of occurrence but which would not
generally prevent the train from completing its diagram.
Descriptive of the maximum number of passengers on car, or
train, described in 3.10.2.1.
The floor area in a car between opposing double or single
doors, including door standbacks, bounded by car body ends
or draught screens, separating it from the fixed seating
area.(Opposing inter-car doors at body ends do not constitute
a normal passenger access and shall be disregarded for the
purpose of the calculation of passenger loading
A generic term for the use of motors for braking which includes
both rheostatic and Regenerative Braking.
A continuous automatic Brake system fitted to attain a
specified braking distance/speed performance envelope.
Descriptive of the number of passengers on car, or train, being
less than the Crush Laden condition, described in 3.10.2.1.
The floor area of a car less the doorway area.(Inter-car
gangways on articulated cars shall be assumed as gangway
areas for the purpose of passenger load calculation).
A Train Operator’s access key
The illuminance at a point on a surface is defined as the
luminous flux incident upon a small element of the surface,
divided by the area of the element. Illuminance is measured in
2
‘Lux’, where: 1 Lux = 1 lumen/m
Designated location or housing designed for supporting the
weight of the car, or part of a car, when using lifting jacks,
lifting brackets and slings, or other means of vertical or
horizontal support.
The rate of change of acceleration or deceleration.
An element, system or control and monitoring subsystem that
provides essential services on the rolling stock, and that
ensures the rolling stock can be operated safely and reliably
both in normal service and during degraded modes or
emergencies.
Source
B Yellow
Book
(Vol.2)
A
A
A
a
a
A
A
a
A
b LU
drawing
100524
a
A
A
A
Page 111 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
Term
Operational
Definition
Source
Descriptive of a state of a train when:
a
(a) the train is powered up;
(b) the services and systems are energised;
(c) the driving position controls are operative;
(d) the train is in service or transiting to or from service;
(e) all other driving positions are disabled, to prevent intruders
from interfering with the train.
Train Operator
a
Parking Brake
A Brake designed to hold a stationary train indefinitely with no
a
air or electrical energy source available.
Powered down
Descriptive of a state of a train when:
a
(a) the train is not in service;
(b) the auxiliary converters are switched off;
(c) the battery supply is isolated and feeding the tail lights
only;
(d) the driving controls are inoperative.
Regenerative
The use of the traction motors as generators when in braking
a
Brake
mode to return electrical energy to the conductor rails.
Rheostatic Brake The use of the traction motors as generators to brake the train
a
using resistors to dissipate the electrical energy.
Service Brake
The Brake used for routine stopping or slowing with variable
a
control.
Shunting control A position on the unit that is used solely for shunting purposes
a
around depots once a train has been intentionally divided (for
position
maintenance purposes etc.).
Shut down
Descriptive of a state of a train when:
a
(a) the driving controls are inoperative;
(b) the brakes are applied;
Star Chart
A table of activities on one axis and intervals on the other with
a
blobs or stars at intersections to indicate which activities
should be carried out when.
Supplier
Supplier to London Underground, the primary organisation or
a
individual that is selected to deliver a product, service or
facility to London Underground and contracting directly to
London Underground. This includes Consultants, Contractors,
Infracos and PFI Contractors and excludes organisations or
individuals selected by and contracting directly to them.
Tare condition
Descriptive of the car, or train, without passengers:
a
(a) the car, or train, as appropriate, in operational condition,
including full reserve of necessary consumables;
(b) the Train Operator.
Top Event Risk
A list of potential events hazardous to LU operations, which
a
are listed within the LU Safety Case
Trains
The rolling stock fleet on London Underground comprising the
a
passenger carrying fleet and all of the non-passenger carrying
engineers vehicles.
Trainstop
A pneumatically operated track side device adjacent to a
a
signal which interacts with the tripcock arm to stop the train
should the train attempt to pass a signal at danger.
Reference: S1180 A5
Page 112 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
Term
Tripcock
Uniformity Ratio
Vibration Dose
Value (Dv)
Vital Function
6.4
Definition
Source
A device attached to the leading right hand positive shoe
a
beam operated by an arm which, when pushed back by a train
stop into the up position, causes the automatic operation of
the train’s Brakes by the loss of train line air or interruption of
the integrity and continuity proving circuit.
The ratio of minimum illuminance to the average illuminance
a
over a range of measurement points.
A measure of the physiological quantity of mechanical
a
vibration that a person is subjected to over a 24-hour period.
An element, system or control and monitoring subsystem that
a
provides essential services on the rolling stock, and that
ensures the rolling stock can be operated safely and reliably
both in normal service and during degraded modes or
emergencies.
Technical content manager
Paragraph number
All except those
listed below
3.11.1.10,
3.11.1.12,
3.11.1.13,
Technical content manager
LU Professional Head of Rolling Stock
LU Professional Head of Rolling Stock and S&SD
3.11.2.6,
3.11.2.9,
3.11.3.2,
3.11.3.3,
3.11.5.1,
3.11.5.2,
3.12.1.1,
3.12.1.3,
3.12.2.1,
3.12.3.3,
3.12.3.4,
3.12.3.5,
3.12.3.6,
3.12.3.7,
3.12.3.8,
3.12.3.10,
3.12.3.11,
3.12.3.14,
3.12.3.15,
3.12.3.16,
3.12.5.2
Reference: S1180 A5
Page 113 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
6.5
Document history
Issue no
A1
A2
A3
A4
Date
October
2007
February
2008
August
2010
February
2011
Reference: S1180 A5
Changes
Standard 2-01202-025 re-formatted and renumbered to 1-180. No technical changes
Changes following Director Led Review
meetings and non-technical audit
Clarification of maintenance activities in the
Train Maintenance Regime; update of title for
LU Professional Head of Rolling Stock.
Updated for DRACCT 00113.
Incorporation of recent BS ENs. Forward
facing camera. Reliability mdbf specified.
Passenger loadings. Passenger operated
door control buttons, PEA calls to Line Control
Centre. Air conditioning. Previously granted
concessions incorporated. Drafting and
typographical errors corrected. Other minor
changes: see DRACCT form and also Track
Changes version of this document for full
details.
Author
Simon Ford &
Graham Neil
Simon Ford
Page 114 of 115
Title: Standard for Rolling Stock
Number: S1180
Issue no: A5
Issue date: November 2013
Issue no
A5
Date
November
2013
Changes
2.4 This standard takes precedence over other referenced
standards and documents.
3.1.2.3 DISI terms updated.
3.1.6.2 See entry for 3.13.4.10.
3.2.3.2 Requirement to fit de-icing equipment reinstated as Cat 1.
3.2.3.3 Requirement to fit sleet brushes reinstated as Cat 1.
3.2.4.1 New requirement for geographic regenerated voltage limit.
3.2.4.2 Improved accessibility for staff to vary regenerated voltage
limit.
3.2.5.3 Thermally initiated squat-like defects must be considered.
3.2.5.5 Requirement for sanders is now explicit.
3.2.5.6 Requirement for wheel/rail lubrication is now mandated.
3.2.5.7 Reserve space and power for ATMS equipment.
3.2.6.2, 3.2.6.3 Requirements transferred from E7053.
3.2.8.4 Heat from brake resistors not be drawn into the saloon by
the pressure vent.
3.2.9 Noise limits reduced following complaints from passengers
and neighbours.
3.3.1 Maintainability requirements incorporated from various
sources.
3.3.5.1 Includes “as built” drawings.
3.3.13.3 CCSOs and similar obligations mandated.
3.4.5.9 Monitoring of dormant failures and operation of redundant
or fail-safe devices.
3.8.1.5 Traction energy consumption monitored and recorded.
3.8.6.4 Automatic collector shoe arc suppression at rail gaps.
3.9.2.5 Fire detection equipment in saloons and cabs.
3.9.3.5 Laminated glass for all interiors including draught screens.
3.10.4.6 Direct attachment of interior equipment and panels to car
body structure.
3.10.4.7 Lanyards as secondary retention for all interior panels.
3.11.1.11 Monitoring of each saloon door operation and
performance.
3.11.1.14 Threshold lights for saloon doors.
3.11.1.16 Easy door alignment and interlock set-up.
3.11.1.17 Enhanced management of passengers obstructing
closing doors.
3.11.5.2 Removal of “Open” label from passenger-operated saloon
door open buttons.
3.11.6.3 Reinstate correct operation of cab doors after manual
override.
3.12.2.5 Integral battery in some of the emergency lighting.
3.12.2.13 Saloon Cooling required for all trains.
3.12.2.15 Ventilation ducts designed and installed to minimise
trapped dust.
3.12.3.8 Prohibition of strap hangers removed.
3.12.3.16 No tip-up seats. All perch seats instead.
3.12.5.2 One passenger emergency alarm per door vestibule.
3.12.5.3 No latching of PEA: no need for Train Operator to go back
and reset.
3.12.5.5 PEA illuminated label “Driver” replaced with “Operator”.
3.12.5.6 CCTV to record in another car; ability to retrieve
recordings wearing gloves
3.12.5.17 Removed ability to re-start a completed PEA talk-back
conversation.
3.12.5.20 All PEAs must be acknowledged before an automatic
train can depart a station.
3.13.4.10 Responsibility for OPO(T) alarm transferred from
Connect to Rolling Stock.
3.14.1.6 Remote power-on of a train, plus “hibernation” mode.
3.14.2.2 Taking control at more than one driving position has no
adverse effect.
3.14.5.6 Removal of legacy rolling stock as all trains either fitted
with TDRs or will not be.
6.4 Correction of clause numbers for post-Phase 3 shared
ownership clauses.
Author
Simon Ford
Various requirements that were imposed by the LU / Infraco
relationship have been removed or edited to better reflect the
organisation as it is today.
Minor corrections, improvements and clarifications throughout the
document. See Track Changes version for full details. Change
approved by DRACCT Ref No. 02108
Reference: S1180 A5
Page 115 of 115