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[null,null,null,null,null,"RDG",null,null,null,null,null,null,null,null,"RDG"]
[null,null,null,null,null,null,null,null,null,null,null,"Verification"]
[null,"ID","ID in V5.1","Requirement classification","Requirement-text","Rationale","Reference information","Link","Requirement type","Change",null,"Offer of Tenderer(s)","Design Review","First Article Inspection (FAI) of components","First Integration Inspection (FII)","Hand-over"]
[null," "]
[null,0,"n/a",null,"Transmission of Infectious Diseases",null,null,null,null,"New"]
[null,null,"n/a",null,"Give some consideration to any recommendations for design from the industry",null,"See main document",null,null,"New"]
[null,"1.","1.",null,"Key Requirements - Technical"]
[null,1.1000000000000001,1.1000000000000001,null,"Vehicle Mass"]
[null,"1.1.1","1.1.1","E","The mass of the rolling stock shall be optimised to deliver the lowest whole life cost to the “railway system”. ","Reduction in vehicle mass provides benefits to the whole railway ‘system’ by reducing the impact of the vehicle on the track. \nA reduction in vehicle mass can result in a lower Variable Usage Charge (VUC).","It is recommended that the outputs of Rail Safety and Standards Board (RSSB) Project “T712: Research into Trains with Lower Mass in Britain” are used to inform any decisions as to the target mass for new builds of rolling stock \n","https://www.sparkrail.org/pages/libraryresults.aspx?k=t712",null,"Amended"]
[null,"1.1.2","n/a","D","The unsprung mass of the rolling stock should be minimised.","Small changes in unsprung mass can have a significant impact on track deterioration caused by the vehicle, particularly at higher speeds and can result in a lower VUC.","The VUC calculator can be used to determine the effect of reducing vehicle and unsprung mass on the VUC. The VUC calculator is available from the Network Rail website","https://cdn.networkrail.co.uk/wp-content/uploads/2020/04/Unofficial-CP6-VUC-calculator-April-2020.xlsm.",null,"New"]
[null,1.2,1.2,null,"Track/train interface"]
[null,"1.2.1","1.2.1","E","Rolling stock shall be assessed using an industry-recognised whole-life, whole-system vehicle / track interaction model so that the vehicle / track interface is optimised ","To ensure the system is considered as a whole, rather than the vehicle or the infrastructure in isolation","Key elements to consider are:",null,null,"Amended"]
[null,null,null,null,null,null,"·         Reducing primary yaw stiffness (PYS) can lower the amount of wear and rolling contact fatigue damage experienced by both the wheel and rail, extending their life."]
[null,null,null,null,null,null,"·         The use of variable stiffness bushes in the primary suspension components can result in lower curving forces, whilst maintaining the benefits associated with stiffer suspensions at higher speeds."]
[null,null,null,null,null,null,"·         The choice of wheel profile can help to reduce damage and wear, extending wheel life, for example the use of the P12 profile as an alternative to the P8 profile may reduce rolling contact fatigue."]
[null,null,null,null,null,null,"The effect that different vehicle types, suspension characteristics and wheel profiles have on the whole life cost and the infrastructure can be assessed by using modelling tools; such as the Vehicle / Track Interaction Strategic Model (VTISM) or the Network Rail Variable Usage Charge (VUC) calculator."]
[null,null,null,null,null,null,"Details of the RSSB Vehicle / Track Interaction Strategic Model (VTISM) project can be found under research project ‘T792 Stage 2 development of the Vehicle Track Interaction Strategic Model’,","https://www.sparkrail.org/Lists/Records/DispForm.aspx?ID=9856"]
[null,null,null,null,null,null,"Note: VTISM can be used to compare the effects of different wheel profiles on wheel wear and damage"]
[null,null,null,null,null,null,"The access charges for CP6 and the Network Rail VUC calculator can be found ","https://www.networkrail.co.uk/industry-and-commercial/information-for-operators/cp6-access-charges-2/"]
[null,null,null,null,null,null,"Note: The VUC calculator can be used to compare the track usage charges for different vehicle types."]
[null,"1.2.2","1.2.2","D","Adoption of active suspensions (mechatronics) should be considered to improve ride and curving performance ","However, given the rapid development of mechatronics this technology should be considered subject to an assessment of its maturity and the robustness of the supporting business case","It is recommended that the work being led by V/T SIC on behalf of the Technology Leadership Group (TLG) is used to inform any decisions as to the appropriateness of mechatronics"]
[]
[null,1.3,"n/a",null,"Coupler Systems",null,null,null,null,"Renumbered"]
[null,"1.3.1",1.3,null,"Couplers",null,null,null,null,"Renumbered"]
[null,"1.3.1.1","1.3.1","E","Dependent upon the maximum operating speed and usage the following end coupler shall be chosen at a respective height above rail level (ARL)","The use of cross-compatible couplers supports the removal of barriers to the interworking of rolling stock supplied by different manufacturers and facilitates emergency rescue.",null,null,null,"Amended"]
[null,null,null,null,">250kph - refer to Loc & Pas TSI",null,"Loc&pas TSI","See ERA website."]
[null,null,null,null,"< 250 kph - Loc & Pas TSI compliant Dellner 12 / Voith 136 / Faiveley 130 or equivalent, at a nominal 925 mm ARL of its coupling centre line.",null,"The output from RSSB Project ‘T1003: Standardisation of Coupling Arrangements’ presents a business case for mechanical compatibility in couplers.\nAs part of the project a specification for a Type 12 coupler was created in document ‘Standardisation of coupling arrangements - Phase 2 (T1003 Report)’. Available here for RSSB members:","https://www.sparkrail.org/Lists/Records_StaffMembers/DispForm.aspx?ID=846"]
[null,null,null,null,null,null,"Additional guidance on coupler design can be found in section 2.3 of ‘RIS-2780-RST Rail Vehicle Structures’ and in ‘RIS-2790-RST Compatibility of Rail Vehicle Couplings and Interconnectors’."]
[null,"1.3.1.2","1.3.2","D","The ability for interworking with subsets of existing design / product / platform of rolling stock from a supplier should be demonstrated, recognising the aspirations for the long-term use of the rolling stock ","Where a supplier is providing more of the same vehicle platform or class, these should be as interoperable as possible, without stifling future innovation. This permits easier cascade of the rolling stock.",null,null,null,"Amended"]
[null,"1.3.1.3","1.3.3","D","To facilitate rescue / recovery of stranded trains an ‘emergency - limited functionality’ mode of communication between the stranded and rescue train should be provided.","This enables the failed train to remain suitable for passenger-use, including welfare facilities, with limited operational restrictions, until reaching a suitable location to be taken out of service, taking into account the passenger environment.","To permit more extensive use of the rescue train / locomotive the following would need to be provided:\n- Full service brake application,\n- Traction Control,\n- Crew to Crew Communication,\n- Door Control and Interlock,\n- Public Address,\n- Passenger Communication Emergency Alarm\n- Electric Train Supply (hotel power),\n- Passenger Information System",null,null,"Amended"]
[null,"1.3.1.4","1.3.4","E","The end coupler shall function reliably in difficult environmental conditions (e.g. snow and ice; dead flies or other contamination), taking into account the anticipated frequency of coupling operations \n\nDesign features that may be appropriate include:\n- Protection of the coupler when not in use.\n- Automatic heating of the electrical head to prevent the build-up of ice.\n- Protection of the pneumatic and electrical connections by a tight cover when not coupled.\n- Features to ensure that the coupler pocket remains free from the build-up of snow and ice.\n- Locating electrical heads to prevent ingress of de-icing fluids, melting snow and ice draining from the mechanical head","This ensures that infrequently used couplers are available when needed and frequently used ones are kept clean","It is recommended that the outputs of RSSB Project “T958: Ensuring Automatic Coupler Reliability During Ice and Snow” are used to inform any decisions with respect to the design of new builds of rolling stock ","https://www.sparkrail.org/Lists/Records/DispForm.aspx?ID=727",null,"Amended"]
[null,"1.3.1.5","n/a","D","To aid rescue using just the mechanical coupler, the electrical head should be retractable, and remain in the back position with the cover closed.",null,null,null,null,"new"]
[null,"1.3.1.6","n/a","D","The location of the electrical connector should be positioned to reduce dirt accumulation within it.","The better location is on top or at the side of the coupler rather than underneath, but this is not always feasible due to gangways or space. ",null,null,null,"new"]
[null,"1.3.1.7","n/a","D","An air pipe connection should be provided to allow a locomotive to charge the brake pipe and control air via its brake pipe.",null,null,null,null,"new"]
[null,"1.3.1.8","n/a","D","Air pipe connections should be provided to allow a locomotive to charge the Main Reservoir (MR) pipe and control the brake application and release, via the Brake Pipe (BP).",null,null,null,null,"new"]
[null,"1.3.1.9","n/a","D","The coupling should permit locomotive haulage / rescue using a compatible mechanical adaptor coupling.",null,null,null,null,"new"]
[null,"1.3.1.10","n/a","D","The adaptor/rescue coupling should include the means to charge the air supply for the brake system from the locomotive brake pipe.",null,null,null,null,"new"]
[null,"1.3.1.11","n/a","D","To aid locomotive rescue moves the brake system should be capable of being controlled using brake pipe pressure commands.",null,"More information on brake systems to enable rescuing by a locomotive is given in section 2.5 of ‘GMRT2045 issue 4 Compatibility Requirements for Braking Systems of Rail Vehicles’.",null,null,"new"]
[null,"1.3.1.12","n/a","D","A coupler that self-tests and proves coupling should be provided ","When two trains are coupled a pull test is performed to ensure the mechanical connection is made, this requirement is a request for a pull test to be carried out automatically.",null,null,null,"new"]
[null,"1.3.2","n/a",null,"Retractable ‘Nose Cone’ Covers",null,null,null,null,"new"]
[null,"1.3.2.1","1.3.5","D","Coupler systems with retractable ‘nose cone’ covers should ensure that trains can only be coupled once the covers have been opened.","Frequent attempted coupling activities have occurred with the covers not being retracted or opened causing damage, consequent delays and subsequent loss of availability",null,null,null,"Renumbered"]
[null,"1.3.2.2","n/a","D","An interlock / error message should be relayed to the driver following a request to open the nose cone covers during a coupling operation ","This could be incorporated with a ‘coupling mode’ whereby a prevention of drawing forward exists to ensure damage does not occur to the nose.",null,null,null,"new"]
[null,"1.3.2.3","n/a","D","An ‘open rear coupler covers’ functionality should be provided for coupler systems with retractable ‘nose cone’ covers ","This is to aid speedier coupling as the covers are already open for the second unit arriving to couple at the rear.",null,null,null,"new"]
[null,"1.3.2.4","n/a","D","An ‘open rear coupler covers’ indication to the cab where the request has been made should be given ",null,null,null,null,"new"]
[null,1.4,1.4,null,"Brake system"]
[null,"1.4.1","1.4.1","E","Dynamic braking systems shall deliver optimal whole life / whole system costs. ","Recovering energy during braking, reduces energy usage, maintenance costs and use of friction brake consumables and eliminates the release of wear products when braking"]
[null,"1.4.2","1.4.2","E","For rolling stock with electric traction the ability to brake regeneratively shall be provided","The strategy for all parts of the electrified GB rail network is to accept regeneration. If the infrastructure is not regen-enabled at service introduction, a facility is to be provided on the train to disable it."]
[null,"1.4.3","1.4.3","I","The maximum jerk rate for changes to brake demand (including initial application) and during blending of the brake system are given in ‘GMRT2045 issue 4 Compatibility Requirements for Braking Systems of Rail Vehicles’ clause F.2.5.2 and the referenced European Standards therein. The value chosen depends on the type of service and many GB projects have successfully used 0.5 m/s3 for passenger comfort ","A suitable value of jerk rate ensures a comfortable ride and the safety of standing passengers.","The clause of jerk rate in v5 of KTR has been removed and replaced with the one above.",null,null,"Amended"]
[null,"1.4.4","1.4.4","E","The train consist shall provide a true train speed signal under all operating conditions ","This level of redundancy ensures the train can maintain performance and therefore makes the train fault tolerant","Subject to achieving compliance with mandatory standards to ensure sufficient braking capacity under all circumstances, this could be achieved by leaving an axle(s) unbraked to deliver unambiguous speed signals.\n\nAn unbraked axle is acceptable on a long train formation but can be a problem on short formations."]
[null,"1.4.5","1.4.5","D","The train consist should be capable of re-distributing the braking demand throughout the remainder of the train in the event that the brakes on a bogie(s) or wheelset (s) are isolated "]
[null,"1.4.6","1.4.6","D","Options should be provided for the provision of additional braking systems ","The ability of trains to provide predictable braking performance under all conditions (e.g. using track brakes) offers the potential to reduce service distribution (e.g. leaf-fall), reduce wheel damage and has been recognised as a significant factor in enabling reductions in headways and hence maximising route capacity","See section 1.6 of this KTR for information on distributed variable rate sanders.\n‘RIS-2710-RST Magnetic Track Brakes’, which advises on the integration and compatibility management of Magnetic Track Brakes (MTBs) on rolling stock for use on the Great Britain (GB) mainline railway has been published. Magnetic Track Brakes are in use on heavy rail in Continental Europe at speeds up to 200kph. The RSSB research project ‘T1099: Enabling Magnetic Track Brakes on Network Rail managed infrastructure’ gives guidance on understanding and demonstrating compatibility of magnetic track brakes with existing Network Rail infrastructure and provides information for the development of GB compatible infrastructure. ","https://www.sparkrail.org/pages/libraryresults.aspx?k=T1099",null,"Amended"]
[null,"1.4.7","n/a","E","The ‘effective’ brake force applied shall reflect that requested by the driver throughout the complete brake blending process at all speeds ","Experience has demonstrated that the blending of the respective braking systems has often proven difficult to achieve under all circumstances. ",null,null,null,"new"]
[null,"1.4.8","n/a","E","Whilst the train is undergoing testing / commissioning, tests should be conducted to confirm the brake blending transfer from dynamic  to friction brake is seamless and that correct “handover” verification without delay from one system to the other is confirmed ","This is regarding the transfer from Dynamic to Friction brake and the importance of the low speed “handover”. The jerk rate can be affected but it is the fact operationally, there could be a point in time (seconds)  where there is no dynamic or friction brake at the low speeds (falling speeds between the range 13-9 mph for example) where this occurs.",null,null,null,"new"]
[null,"1.4.9","n/a","E","All valves and isolation cocks used in the brake system of rolling stock shall comply with the appropriate European Standard for use in railway applications ","Components that do not comply with standards for use in railway applications may not be suitable for the reliable operation in the railway environment.","The RAIB report ‘Report 05/2020: Loss of brake control on a sleeper train approaching Edinburgh’ into the loss of brake control of a sleeper train approaching Edinburgh identified that the Brake Pipe Isolation Cock involved in that incident did not meet the requirements of BS EN 14601:2005+A1:2010 Railway Applications – Straight and angled end cocks for brake pipe and main reservoir pipe, as that standard was not explicitly called up by the TSI for the coupler configuration used.","https://assets.publishing.service.gov.uk/media/5ece325b86650c76a551df1a/R052020_200528_Edinburgh.pdf",null,"new"]
[null,"1.4.10","n/a","E","All isolation cocks used in the brake system of rolling stock shall be orientated so that if they come loose, they will fail to a safe position ","Isolation cock handles could come loose in service, for example due to vibration and / or gravity, even if equipped with a latch. The intent of this requirement is to ensure that if this happens, it does not lead to any loss of performance of the brake system.","The RAIB report ‘Report 05/2020: Loss of brake control on a sleeper train approaching Edinburgh’  into the loss of brake control of a sleeper train approaching Edinburgh identified that the Brake Pipe Isolation Cock involved in that incident was orientated so that if it came loose in service, it would fall down into a position that isolated the brakes on the following vehicles. This orientation has been modified so that the cock handle is at its lowest position when the brakes are not isolated, so it will not move under gravity or vibration, and is at its highest position when the brakes are isolated, so that movement under gravity or vibration would cause the handle to fall to a position that would de-isolate the brakes.","https://assets.publishing.service.gov.uk/media/5ece325b86650c76a551df1a/R052020_200528_Edinburgh.pdf",null,"new"]
[]
[null,1.5,1.5,null,"Brake Application on Door Release or Loss of Door Interlock",null,null,null,null,"amended"]
[null,"1.5.1","1.5.1","E","The train shall not be able to move, relative to the platform, once it has come to a stop and doors are enabled and shall only be able to move again once door interlock is achieved.","This is to ensure safety at the Passenger-Train Interface by preventing train movement whilst the train doors are enabled. A suitable over-ride would need to be provided.","The Loc & Pas TSI covers interlocks as does ‘RIS-2747-RST Functioning and Control of Exterior Passenger Doors on Vehicles’.\nThe Loc & Pas TSI says power cannot be taken until interlock is achieved. It does not say the train cannot roll, which is the intent of the KTR clause.",null,null,"amended"]
["1.5.2","1.5.2","n/a","E","Reaction to a loss of door interlock shall be in accordance with clause 2.5.4.1 of RIS-2747-RST Functioning and Control of Exterior Passenger Doors on Vehicles.",null,"The Loc & Pas TSI clause 4.2.5.5.7 has no commentary around how the train should react to a loss of door interlock. ‘RIS-2747-RST Functioning and Control of Exterior Passenger Doors on Vehicles’ clause 2.5.4.1 does, where it specifically requires an emergency brake to operate that can be overridden by the driver should they decide to."]
[]
[null,1.6,1.6,null,"Wheel-Rail Treatments",null,null,null,null,"Amended"]
[null,"1.6.1","n/a",null,"Sanding systems",null,null,null,null,"Amended"]
[null,"1.6.1.1","1.6.1","D","For new or retrofit of multiple units, variable discharge rate sanders shall be designed and fitted in accordance with the good practice guidance detailed in Section 2.4, Appendix A and Appendix B of ‘GMRT2461 iss 3 Sanding Equipment’ ",null,"RSSB research project ‘T1107 Trials of sanders and sand laying rates’ has demonstrated the significant improvement in adhesion levels and braking performance (both reduction in and variability of stopping distance)that can be achieved both by increasing the number of sanding positions on a train and by using variable rate sanders to control sand-laying density. Section 2.4, Appendix A and Appendix B of ‘GMRT2461 iss 3 Sanding Equipment’ set out good practice for the design and configuration of sanding equipment to optimise braking performance.","https://www.sparkrail.org/pages/libraryresults.aspx?k=t1107",null,"Amended"]
[null,null,null,null,null,null,"T1181 ADHERE: In-service assessment of adhesion mitigation measures’, analysed the data from RSSB research project ‘IMP-T1107’ on the use of single or double variable rate sanders (SVRS or DVRS) on an existing fleet. ","https://www.sparkrail.org/Lists/Records/DispForm.aspx?ID=26237"]
[null,"n/a","1.6.2",null,"Deleted"]
[null,"1.6.1.2","n/a","D","Sanders shall be configured so that when units are coupled and operating in multiple formation the following applicable sanders are operational; First (leading) unit - leading vehicle and if fitted second pair of sanders; second unit - leading vehicle; third unit - leading vehicle. An example layout is shown in Figure 1.6.1.2 in the main document. ",null,"RSSB research project ‘T1046 Optimising the ability of industry to deal with low wheel-rail adhesion and the use of sanders on train’ demonstrated the benefits in low adhesion risk reduction through using multiple sanders.","https://www.sparkrail.org/pages/libraryresults.aspx?k=T1046",null,"new"]
[null,"1.6.1.3","1.6.3","E","When designing and locating the sand hopper the height / size / shape / location of its filling orifice for replenishing sand shall be considered for accessibility ","This is to ease filling, reduce manual handling and minimise spillage. An internal filler could be considered for DC conductor rail areas.","The Adhesion Working Group has produced a guide to improving adhesion which includes sanders in Sections 5 and A2.\nNote: This KTR clause is not covered in GMRT2461 issue 3.","https://www.raildeliverygroup.com/component/arkhive/?task=file.download&id=469773735"]
[null,"1.6.2","n/a",null,"Flange Lubrication Systems",null,null,null,null,"new"]
[null,"1.6.2.1","n/a","D","On-board flange lubrication systems should be provided.","Having lubrication systems on board the train provides additional protection to reduce wheel wear and extend wheelset life.","Useful information is given in BS EN 15427: Railway applications. Wheel/rail friction management. Flange lubrication. This is due to replaced by the following updated documents in due course:\n• EN 15427 – 1-1 – Wheel/Rail Friction management – Flange lubrication – equipment and application,\n• EN 15427 – 2-1 – Wheel/Rail Friction management – Flange lubrication – Properties and characteristics.",null,null,"new"]
[null,"1.6.2.2","n/a","D","The on-board flange lubrication system should be designed such that an adaptation of lubrication frequency / parameters can be easily changed in the depot without requiring software updates, where applicable ",null,null,null,null,"new"]
[null,"1.6.3","n/a",null,"Top of Rail Management",null,null,null,null,"new"]
[null,"1.6.3.1","n/a","D","On-board top of rail management should be provided ","Having systems on board the train provides additional assistance to train wheels.","Useful information can be found in the following documents, due to be published soon:\n• EN 15427 – 1-2 – Wheel/Rail Friction management – Top of rail materials– equipment and application,\n• EN 15427 – 2-2 – Wheel/Rail Friction management – Top of rail materials – Properties and characteristics.",null,null,"new"]
[]
[null,1.7,1.7,null,"Consumable Tank Capacities and Servicing Requirements"]
[null,"1.7.1",null,"I","The following European Standards give some useful information on tank designs and equipment \n• BS EN 16362, Railway applications — Ground based services — Water restocking equipment,\n• BS EN 16922, Railway applications – Ground based services – Vehicle waste water discharge equipment.",null,null,null,null,"new"]
[null,"1.7.2","1.7.1","E","Sufficient capacity shall be provided for all tank systems to avoid the need for ad-hoc intermediate replenishment between planned visits to depots or servicing points ","Proposed rolling stock maintenance cycles should be used to determine the required capacities of fuel tanks; fresh water tanks (including buffets); Controlled Emission Toilet (CET) tanks; windscreen washer tanks, flange lubrication systems, sand hoppers (see ‘GMRT2461 Sanding Systems’ also) and AdBlue diesel engine additives. This means that sufficient capacity shall be provided for all such systems to avoid the need for ad-hoc replenishment between planned visits to depots or servicing points. Whilst providing larger water and waste tanks for toilets clearly takes up valuable space and increases vehicle mass, recent experience from new trains’ procurement is that underestimating tank capacity requirements leads to problems in service. (See section 3.13 and Appendix C for further requirements related to toilet provision).",null,null,null,"amended"]
[null,"1.7.3","1.7.2","E","Consumables / waste shall be easy to replenish / discharge without the need to position the rolling stock over a depot pitted road and it shall be possible to completely replenish / discharge such systems from either side of the vehicle","Not all depots have pits. Sometimes replenishment at stations or in sidings is required",null,null,null,"renumbered"]
[null,"1.7.4","1.7.3","E","Protective caps on consumable replenishment connectors shall be fitted with secondary retention devices, the design of which, shall be of sufficient strength to withstand the dynamic forces should the cap become loose in service ","There have been instances of caps being left off Controlled Emission Toilet (CET) connectors and breaking away, causing damage, jamming in pointwork or creating a risk of injury",null,null,null,"renumbered"]
[null,"1.7.5","1.7.4","D","Critical consumables (e.g. fuel, washer fluid etc.) that would prevent normal operation of the train should be flagged to the driver and advised to the Control room when they reach an agreed minimum level ","This permits replenishment to be planned and reduces the risk of train delay or cancellation",null,null,null,"renumbered"]
[null,"1.7.6","1.7.5","D","Consumables such as toilet tanks that are not service critical should send a message to the Control room so that action can be planned to mitigate the effect of the low level ","This permits replenishment to be planned and reduces the risk of train delay or cancellation","Where relevant this message could also be provided to train crew (other than the driver), so that appropriate action can be taken, e.g. relocation of wheelchair users",null,null,"renumbered"]
[null,"1.7.7","1.7.6","D","It should be possible to connect shore supplies from both platform and track level ","Some operators currently struggle to access such connections for example, electrical, mechanical and pneumatic, when vehicles are stabled adjacent to platforms","This is equally applicable to equipment isolation switches e.g. Battery Isolators; and level indicators; e.g. coolant and fuel.\nThe Loc & Pas TSI clause 4.2.11.6 (stabling RST) refers to ‘EN 60309-2:1998. Plugs, socket-outlets and couplers for industrial purposes. Dimensional interchangeability requirements for pin and contact-tube accessories’, but its position is not included.\nOther information may be found in ‘BS EN 50546. Railway applications. Rolling Stock. Three phase shore (external) supply system and connectors for rail vehicles’, which is due to be published soon.",null,null,"amended"]
[null,"1.7.8","1.7.7","D","Where possible the replenishment points of different fluids should be designed to reduce the risk of cross-contamination "]
[null,"1.7.9","1.7.8","D","Interfaces for replenishing consumables should be in accordance with a recognised standard ","Standardised connections ensure interoperability. Standard connectors for fuel and water exist.","RSSB has carried out a survey of the current AdBlue refilling facilities at depots in GB and the findings will be used by the CEN TC256 WG43 GB representative to help develop a new European Standard ‘WI00256950 Railway applications — Ground based service — AdBlue refilling equipment.’The report is on SPARK as ‘AdBlue Connections (S332)’.","https://www.sparkrail.org/Lists/Records/DispForm.aspx?ID=25967",null,"Amended"]
[null,null,null,null,null,null,"In addition CEN TC 256 WG 43 is working on the following standard:\n- WI00256957 Railway applications — Ground based service — Hydrogen refuelling equipment.\n(Note: The WI is a working code for standard writing, it will not receive a number until it is ready for Enquiry)."]
[null,"1.7.10","n/a","D","Consideration should be given to avoiding the use of cosmetic access covers over external filling and emptying points ","There have been instances of cosmetic covers not being closed and falling- or being knocked off, and where a self-closing mechanism has failed.","One example was NIR 3558 – CET Flaps found missing / loose.",null,null,"new"]
[null,"1.7.11","n/a","D","The current operational status of the toilets and the level of water and CET tanks should be updated on a frequent basis to an off-the-train location for use by the maintenance depot ",null,null,null,null,"new"]
[]
[null,1.8,1.8,null,"Windscreen Wiper Systems"]
[null,"1.8.1","1.8.1","E","Windscreen wipers on non-active cabs shall not be damaged as a result of aerodynamic effects experienced throughout the design speed range of the rolling stock ","Dynamic effects on the windscreen wiper systems need to be considered to ensure windscreen wipers remain effective","Historically, with certain designs of rolling stock, there have been instances of intermediate windscreen wipers becoming damaged as a result of aerodynamic effects lifting wipers away from the windscreen when running at speed.",null,null,"amended"]
[null,null,"1.8.2",null,"deleted"]
[null,"1.8.2","n/a","D","Consideration should be given to protecting the wipers from impact damage when not in use ",null,null,null,null,"new"]
[null,"1.8.3","1.8.3","D","The use of variable speed windscreen wipers should be considered, including an intermittent setting ","This will reduce the need for drivers to operate the wiper control when continuous operation is not required"]
[null,"1.8.4","1.8.4","D","The windscreen wiper system should be effective at removing all typical contaminants likely to be encountered during operation ",null,"Typical contaminants are listed in ‘EN 50125-1 2014 Railway applications - Environmental conditions for equipment - Part 1: Rolling stock and on-board equipment’ clause 4.11. ",null,null,"amended"]
[]
[null,1.9,1.9,null,"Electrical Connectors and Cable Idents"]
[null,"1.9.1","1.9.1","E","Electrical connectors (plugs and sockets including jumper plugs and cables) shall be designed to operate reliably for the life of the rolling stock ","Electrical faults on existing rolling stock are frequently associated with poor connections or water ingress into plugs and sockets.","Note 1: This includes ensuring they are positioned remotely from potential sources of water ingress and oriented to avoid water traps and also ensuring the sealing arrangements will not degrade over time.\n",null,null,"amended"]
[null,null,null,null,null,null,"Note 2: The orientation of non-horizontal plugs and sockets should be such that water will not collect in the lower part."]
[null,null,null,null,null,null,"Note 3: Sometimes condensation can run down a cable into a connector and a loop prior to entry can prevent this."]
[null,null,null,null,null,null,"BS EN 50467:2011. Railway applications. Rolling stock. Electrical connectors, requirements and test methods, gives some useful information."]
[null,"1.9.2","1.9.2","E","Electrical wiring identification labels (idents) shall withstand normal wear and tear without significant physical degradation in order to remain legible for the life of the rolling stock ","Faded or lost idents cause delays in fault finding while cables are traced and increases the risk of maintenance errors","An example of best practice in this area is colour coding of wiring idents"]
[null,"1.9.3","1.9.3","E","Cabling shall be in accordance with “BS EN 50343:2014 Railway applications - Rolling stock - Rules for installation of cabling” ",null,"BS EN 50343:2014 Railway applications - Rolling stock - Rules for installation of cabling","Available from BSI"]
[null,"1.9.4","n/a","E","Junction box, socket or plug arrangements shall ensure that an unintentional ingress of water does not lead to a water build-up causing corrosion or failure (E).","Most boxes are designed to an IP rating, but during maintenance a seal or gasket may be incorrectly fitted leading to water ingress.","One instance was NIR 3548 – Class 395 Wrong-Side Service Brake Failure.",null,null,"new"]
[]
[null,"1.10","1.10",null,"Bonded Components"]
[null,"1.10.1","1.10.1","E","The train design philosophy shall be that no in-situ bonding is required to maintain or repair the rolling stock, with all Line Replaceable Units (LRUs) being mechanically attached to the rolling stock ","There have been instances where depot-replaced items e.g. windows, have subsequently become detached in-service. Additionally, this process can mean trains remaining out of service as a result of the time required for bonding which may be extended by uncontrolled depot conditions","Designs where windows are bonded directly to the rolling stock structure are not compliant with this requirement since it cannot be guaranteed that depot temperature or humidity will be within the specified ranges to ensure a satisfactory bond. Glazing units are preferred supplied bonded to a frame which is then mechanically fastened to the rolling stock structure"]
[]
[null,1.1100000000000001,null,null,"Reliability, Availability, Maintainability and Safety (RAMS)",null,null,null,null,"new"]
[null,"1.11.1",1.1100000000000001,null,"Reliability",null,null,null,null,"renumbered"]
[null,"1.11.1.1","1.11.1","E","Targets for the frequency and impact of failures shall be agreed ","Reliability targets (frequency and impact of failure) need to take into account the benefits to the operation and the costs (technical and commercial) of providing a particular level of performance","It is recommended that RSSB Project “T782: Maximising Future Rolling Stock Reliability” is used to inform any decisions taken with respect to setting contractual reliability targets ","https://www.sparkrail.org/pages/libraryresults.aspx?k=t782",null,"amended"]
[null,"1.11.1.2","1.11.2","E","Rolling stock, where practicable, shall include the necessary functionality to recover from or mitigate for technical failures and to assist train crew in minimising the consequences of a failure (i.e. delay) with minimal intervention ",null,null,null,null,"amended"]
[null,"1.11.1.3","1.11.3","E","Reliability targets shall be specified and measured in terms of the agreed current industry key performance indicators (KPIs) ",null,"The current KPIs are MTIn (Miles per Trust Incident number) and DPI (Delay Per Incident).",null,null,"renumbered"]
[null,"1.11.1.4","1.11.4","E","When operating in ‘degraded mode’ the control systems shall be reconfigurable, preferably automatically, so that the impact on critical systems is managed to enable rolling stock to remain in-service ",null,"‘Degraded mode’ could be a failure of a key system (e.g. auxiliary converter)",null,null,"renumbered"]
[null,"1.11.1.5","n/a","E","The interaction of the individual train systems shall be taken into account in the design and testing phases and incorporated prior to introducing into service in order to improve the performance of new trains","Any review of interactions prior to train introduction will help with subsequent performance.","Techniques like ‘Break the train’, ‘trial train crew and passenger experience’ and driver feedback, are also good means to identify issues.",null,null,"new"]
[null,"1.11.1.6","n/a","D","During the design process consideration should be given to the following principles “Design for Safety, Reliability and Maintainability’ ",null,null,null,null,"new"]
[null,"1.11.2",1.1299999999999999,null,"Availability",null,null,null,null,"renumbered"]
[null,"1.11.2.1","1.13.1","E","The precise requirements for availability targets shall be developed and agreed in terms of whole life costs of the rolling stock ","Unrealistically high availability targets might initially seem attractive (as a result of purchasing fewer vehicles) but it must be borne in mind that overhaul programmes and unexpected damage (e.g. from vandalism or collisions) can rapidly erode any maintenance allocation leading to subsequent difficulties maintaining service cover",null,null,null,"renumbered"]
[null,"1.11.2.2","1.13.2","E","When proposing the fleet size and availability a statement shall be provided as to what contingencies have been included that are not related to maintenance, e.g. driver training and collision damage ","Fleet sizes calculated solely on the basis of diagrams and planned maintenance will inevitably result in a lack of availability resulting from other actions such as driver training, modification, vandalism or collision repairs","Examples of good practice to optimise availability (primarily for multiple units) are: \n\n- ensuring the end vehicles are identical to facilitate unit reforming in the event of collision damage\n\n- avoiding providing wheelchair facilities in vulnerable vehicles, e.g. leading vehicles\n\n- the provision of “shunt” controls where long fixed formation sets can be split to facilitate subsequent unit reforms\n\n- the provision of a jumper with plugs / sockets in the centre of longer formations to enable units to be split and reformed as required",null,null,"renumbered"]
[]
[null,"1.11.3",1.1399999999999999,null,"Maintenance and maintainability",null,null,null,null,"renumbered"]
[null,"1.11.3.1","1.14.1","I","Maintenance, overhaul and renewal requirements are set out in Loc & Pas TSI section 4.2.12.3 (I).",null,null,null,null,"amended"]
[null,"1.11.3.2","1.14.2","E","Systems and sub-systems shall be designed to minimise the amount of maintenance required and vehicle downtime during these activities","Not only do high levels of maintenance requirements lead to loss of availability but interventions are a potential source of unreliability","Examples of good practice in this area are that: \n\n- rolling stock should be designed to facilitate the use of infrastructure based remote condition monitoring equipment to undertake automatic vehicle inspection; e.g. measuring brake pad thickness and wheel tread wear\n\n- on-board condition monitoring systems capable of downloading data to intelligent analytical tools that are able to recommend maintenance interventions in order to prevent in-service failures from occurring\n\n- electronic modules are specified with “plug and play” connectivity (to remove the need for manual configuration upon component replacement)\n\n• Application of MSG-3 methods from the aerospace industry."]
[null,"1.11.3.3","1.14.3","E","It shall be possible for all repair activities to be completed during an agreed specified timeframe allocated for maintenance ",null,"Examples of good practice are to create a list of predictable repair activities, including items such as typical vandalism / minor accident repairs, with agreed vehicle downtimes that are demonstrated as a part of the train acceptance process. e.g. parts of rolling stock that are vulnerable to impact damage (e.g. front fairings) are easy to replace."]
[null,"1.11.3.4","1.14.7","E","All retention devices on exterior equipment covers and access panels shall be obvious when they are not engaged, with their orientation to show open or locked being consistent throughout the train ",null,null,null,null,"renumbered"]
[null,"1.11.3.5","1.14.8","E","Exterior equipment covers, and access panels shall be designed to ensure they do not become open in-service ","Serious accidents have occurred as a result of access covers and panels opening in service, striking lineside infrastructure resulting, in the most extreme cases, in train derailment","This may be achieved by provision of a two stage retention system, which is detachable for maintenance purposes.\n\nFurther guidance is given in ‘RIS-2780-RST Rail Vehicle Structures’.",null,null,"amended"]
[null,"1.11.3.6","1.14.9","E","Roof mounted equipment requiring frequent maintenance activity, for example, filters, shall be quick and safe to access ",null,null,null,null,"amended"]
[null,"1.11.3.7","1.14.10","E","The installation and position of mechanical fixings used to secure equipment shall be designed to enable easy checking for security during maintenance ","Some equipment fasteners have been known to be visible between other equipment but not possible to access without removing other equipment. This can lead to extra work and the possibility of failure",null,null,null,"renumbered"]
[]
[null,"1.11.4",1.1499999999999999,null,"Spares",null,null,null,null,"renumbered"]
[null,"1.11.4.1","1.15.1","D","Spare items, sufficient to meet anticipated requirements for the expected design life of the train, should be supplied during train build","Once train build has been completed it is likely that tooling will be dismantled and the manufacture of replacements then becomes difficult and costly."]
[null,"1.11.4.2","1.15.2","D","Non-consumable items and those unique for that train, for example, bogie frames, crash worthy cab structures should be purchased at the same time"]
[null,"1.11.4.3","n/a","E","A list of ‘strategic spares’ shall be provided by the train builder and agreed ","For example, components that do not form part of the maintenance and overhaul plan requirements but would be expensive or time-consuming to manufacture after the train-build is complete.",null,null,null,"new"]
[]
[null,"1.11.5",1.1599999999999999,null,"Obsolescence Management"]
[null,"1.11.5.1","1.16.1","E","An obsolescence management plan to cover the design life of the train shall be provided (E).",null,"This is especially the case for electronic equipment and includes all rolling stock related software, operating systems, IT hardware, diagnostic and back-office software.\n\nNote: Good practice in obsolescence management can be found in ‘BS EN IEC 62402 Obsolescence Management’.",null,null,"amended"]
[]
[null,"1.11.6","1.14.4",null,"Maintenance Manuals and Materials"]
[null,"1.11.6.1","1.14.4.1","E","Maintenance manuals detailing essential and supporting information shall be provided ",null,"The following suite of standards give information on maintenance plans and records"]
[null,null,null,null,null,null,"- BS EN 17023, Railway applications - Rolling stock maintenance - Creation and modification of maintenance plan\n\n- BS EN 17018 Railway applications - Rolling Stock Maintenance - Terms and definitions\n\n- BS EN 17095, Railway applications - Rolling stock maintenance - Maintenance records"]
[null,"1.11.6.2","1.14.4.2","E","Comprehensive and accurate drawings, maintenance manuals and spares lists shall be provided in a searchable electronic format ",null,null,null,null,"amended"]
[null,"1.11.6.3","n/a","E","Comprehensive fault finding information including training shall be provided ","This includes digital interactive and computer-based methods including virtual reality.",null,null,null,"new"]
[null,"1.11.6.4","1.14.5","E","A Design Authority shall be identified and agreed at the time of train procurement, with specific responsibilities for ensuring that all documentation listed in 1.11.6 is maintained and updated to reflect subsequent engineering changes.","To ensure that, irrespective of the contractual structure agreed for train maintenance, future train maintenance can be undertaken in an efficient and safe manner it is essential that all documentation relating to the train is regularly updated to reflect changes in configuration. A Design Authority ensures there is no ambiguity as to roles and responsibilities in this regard",null,null,null,"amended"]
[]
[null,"1.11.7","1.14.12",null,"Maintenance Training Manuals and Materials",null,null,null,null,"renumbered"]
[null,"1.11.7.1","1.14.12.1","E","Maintenance training materials that consist of essential and supporting information shall be provided "]
[null,"1.11.7.2","1.14.12.2","E","All maintenance training manuals and materials shall be provided in a format that is accessible to maintenance staff and trainers "]
[null,"1.11.7.3","1.14.12.3","E","Maintenance training support tools or apps shall be provided ",null,"The manuals and materials need to be in a standard format, which will help to keep high training standards and provide consistency\n\nManuals need to be in an electronic format, indexed and searchable, so they can be used with tablets and smart phones"]
[null,"1.11.7.4","n/a","D","Consideration should be given to licensing of training support tools or apps including:\n• The number of licences available,\n• The type of licence,\n• Future support.",null,null,null,null,"new"]
[]
[null,"1.11.8",1.28,null,"Torque-tightening",null,null,null,null,"renumbered"]
[null,"1.11.8.1","1.14.11","E","The choice of fasteners shall be demonstrated, by confirmation that the guidance in Appendix E has been followed ","One of the most significant sources of risk for accidents caused by train defects is failure of fasteners resulting in detachment of components whilst in service. The detachment of large and heavy items carries a high likelihood of train derailment. Whilst many incidents may be directly attributed to maintenance errors, it is essential that trains are designed, as far as is reasonably practicable, to minimise the consequences of such errors",null,null,null,"renumbered"]
[null,"1.11.8.2","1.28.1","E","There shall be a defined strategy for the management of torque-tightening of critical fasteners ","This may include marking, automation of torque application or other means",null,null,null,"renumbered"]
[null,"1.11.8.3","1.28.2","E","The torque tightening strategy shall consider the management of the torque associated with maintenance activities ",null,null,null,null,"renumbered"]
[]
[null,"1.11.9",1.22,null,"Sight Glasses",null,null,null,null,"renumbered"]
[null,"1.11.9.1","1.22.1","E","Sight glasses for checking fluid levels, where fitted, shall be positioned to enable easy viewing and be protected from flying ballast or other debris ","This will reduce the risk of damage and the resultant loss of fluid. Sensors may be used instead.",null,null,null,"renumbered and amended"]
[]
[null,null,1.1200000000000001,null,"Now 2.9"]
[null,1.1200000000000001,"n/a",null,"Traction and Power Capacitors",null,null,null,null,"new"]
[null,"1.12.1",null,null,"General"]
[null,"1.12.1.1",null,"I","‘IEC 61071: Capacitors for power electronics’ contains some useful guidance ",null,null,null,null,"new"]
[]
[null,"1.12.2",null,null,"Location of Traction and Power Capacitors",null,null,null,null,"new"]
[null,"1.12.2.1",null,"E","Traction & power capacitors shall be located on underframes or in a segregated technical area with protective barriers in which case a risk assessment covering location and protection mitigations shall be provided ","It is preferred that traction & power capacitors are not within the body shell where passenger or staff may be. ",null,null,null,"new"]
[null,"1.12.2.2",null,"E","Traction & power capacitors shall be fitted with protection mitigations for example pressure, temperature ",null,null,null,null,"new"]
[null,"1.12.2.3",null,"E","Traction and power capacitors shall include comprehensive protection systems regardless of their location ","Built-in capacitor protection measures can be temperature cut-off, over-pressure detection, segmented film construction.",null,null,null,"new"]
[]
[null,"1.12.3",null,null,"Management of Traction and Power Capacitor Maintenance"]
[null,"1.12.3.1",null,"E","A method of managing the life of traction and power capacitors shall be included in the maintenance plan ","Capacitors of this type are a component with a finite service life and so the principal mitigation is to ensure they are replaced at the appropriate periodicity. This should include the keeping of records to effect the timely change out of components and may also include routine visual inspections to identify evidence of degradation. ","There have been several instances of capacitors exploding (NIR 3610 – ‘Class 221 - Combustion Event Caused by Capacitor Gassing’, [also see RAIB Safety Digest 01/2020], NIR 3585 – ‘Class 710 - Capacitor gassing & risk of explosion’ and RAIB Report 05/2018: ‘Explosion inside an underframe equipment case at Guildford [on Class 455]’), which have so far not caused injury but plenty of damage.",null,null,"new"]
[null,null,null,null,null,"The risk of a chemical reaction within the electrolyte possibly (resulting in the evolution of flammable gas) increases with age. One possible cause might be the integrity of the casing degrading through environmental conditions, allowing possible ingress of contaminants. Similarly, electrical stress conditions such as a high voltage surge may result in a pressure increase within the casing, possibly leading to rupturing."]
[null,null,null,null,null,"The risk of a failure of power capacitors (possibly resulting in the evolution of flammable gas) increases with age. Failure can occur for a number of reasons which might include electrical stress conditions such as a high voltage surge or transients and excessive temperatures."]
[null,null,null,null,null,"These conditions also act to reduce the components service life through accelerated ageing."]
[null,"1.12.3.2",null,"E","A statement for the safe maintenance of traction and power capacitors shall be provided as part of the maintenance plan (E)."]
[]
[null,1.1299999999999999,null,null,"Equipment Redundancy",null,null,null,null,"new"]
[null,"1.13.1",null,"E","An equipment redundancy strategy shall be prepared taking note of the train operator’s plan ","Some operators deal with failed equipment on trains in service in different ways and this may influence the design approach.","Train operators follow ‘RIS-3437-TOM Defective On-Train Equipment’ (DOTE) in preparing their approach to dealing with failed equipment.",null,null,"new"]
[]
[null,1.1399999999999999,null,null,"Ingress of Water"]
[null,"1.14.1",null,"E","The watertightness of completed vehicles shall be tested prior to delivery ","Water unintentionally entering vehicles or standing can cause failure and corrosion.","Eurospec is has producedproducing a document 'Watertightness test specification for rolling stock', which can be used to give guidance on the risk assessment and tests to be performed","https://eurospec.eu/watertightness/",null,"new"]
[null,"1.14.2","1.14.6","E","Areas that may retain water shall be avoided ","The presence of water traps introduces a risk of water ingress into passenger / staff areas, electrical faults and accelerated corrosion requiring costly repairs in the future","This applies to corrugations on the roofs, flat areas e.g. for jumpers or pantograph wells, where a fall and drains should be included, to allow the water to flow away.\n\nSimilarly for the management of condensation inside the vehicle.",null,null,"renumbered & amended"]
[null,"1.14.3","moved","D","Sealants should not be used in a horizontal plane where their failure will result in water ingress ",null,"Sealants should be avoided where water can pool (see NIR3346).",null,null,"renumbered & new"]
[null,"1.14.4","moved","D","Electrical equipment, within the bodyshell, should be suitably protected from the unintended ingress of water ",null,"The failure of a sealant-joint allowed water to fall on the electrical equipment below (see NIR3346).",null,null,"renumbered & new"]
[]
[null,1.1499999999999999,null,null,"Train Security"]
[null,"1.15.1","moved","E","Appropriate locking mechanisms for all doors to ensure security of the train shall be provided ",null,null,null,null,"new"]
[null,"1.15.2","moved","E","Alarms shall be installed to sound in the event that any external doors are forced (E).","The NRSP document section 8.44 – 8.48 defines the requirements for protecting trains against unauthorised access e.g. when stabled or empty at station platforms. ",null,null,null,"new"]
[null,"1.15.3","moved","E","Access to non-passenger areas shall be controlled and secured by appropriate means ",null,null,null,null,"new"]
[]
[null,1.1599999999999999,null,null,"Locks and Keys"]
[null,"1.16.1","moved","E","A strategy for access to non-passenger areas and to equipment cabinets in passenger areas shall be agreed between the operator and supplier.",null,null,null,null,"new"]
[]
[null,1.17,1.17,null,"Vehicle Gauging Information"]
[null,"1.17.1","1.17.1","E","Vehicle gauging data in accordance with “RIS-2773-RST: Format for Vehicle Gauging Data” shall be provided.","Rolling stock manufacturers may be reluctant to state their actual vehicle profiles (claiming it is their Intellectual Property). As a result they only declare their vehicle profiles in accordance with standard vehicle gauges, although in many areas the actual vehicles are smaller. When the stock is cascaded a route compatibility assessment will potentially identify more “foul structures” than would be the case if the actual vehicle profile was known. Indeed, there is the potential for infrastructure works being identified that are not actually required. This practice imports avoidable cost to the industry and places unnecessary restrictions on route availability in the event of emergency diversionary routes being required.","A copy of RIS-2773-RST, a data spreadsheet and a data example are available from the RSSB website"]
[null,"1.17.2","n/a","I","Part 3 of ‘GERT8073 Requirements for the Application of Standard Vehicle Gauges’  sets out the process and conditions for declaring vehicles compliant to a standard vehicle gauge ",null,null,null,null,"new"]
[null,"1.17.3","n/a","D","The gauging model should be made available to the vehicle owner, so that when cascading is needed, the vehicle can be cleared for the new route.",null,null,null,null,"new"]
[]
[]
[]
[null,1.18,1.18,null,"Electrical Collector Systems"]
[null,"1.18.1","1.18.1",null,"Third Rail (750 V DC) Rolling Stock"]
[null,"1.18.1.1","1.18.1.1","I","DC collection systems are to comply with ‘GMRT2113 Rolling Stock Subsystem and Interfaces to DC Conductor Rail Energy Subsystem’ ",null,null,null,null,"new"]
[null,"1.18.1.2","1.18.1.2","D","New DC third rail rolling stock should include provision for the inexpensive retrofit of 25kV equipment ","It has been suggested that the long-term aim of the industry should be the replacement of the 750V DC third rail system with the 25kV Overhead line system","Note 1\nIn this context “inexpensive” means that the design has made the provision for the fitment of equipment by the designer purposely allocating free space; power supply and consideration of cabling to the relevant location(s)."]
[null,null,null,null,null,null,"Note 2\nThe case for the replacement of the 750V DC system with 25kV Overhead was the subject of RSSB Project “T950: Investigating the economics of the 3rd rail DC system compared to other electrification systems”.","https://www.sparkrail.org/pages/libraryresults.aspx?k=t950"]
[null,null,null,null,null,null,"Note 3:\nAny such Project should consider and adopt a clear position on whether the AC conversion capability is to be proven by build, approval, and acceptance of a small number of units on a dual-voltage class basis, such that an approved classification exists for subsequent fleet conversion or accepted on a ‘capable of’ basis leaving approvals risk for the conversion project. The Rolling Stock Owner will be critical to this decision."]
[null,"1.18.1.3","1.18.1.3","D","The design of 750V DC shoegear should ensure that, in icy conditions, an appropriate minimum current can be drawn to maintain the best possible shoe contact to the rail ","The objective is to generate sufficient heat to prevent shoegear from becoming frozen to the conductor rail when trains are stationary and therefore not drawing traction power","This can be achieved by a selectable \"ice mode\" which may also encompass changes to permissible electrical interference levels subject to an agreed safety case"]
[null,"1.18.1.4","n/a","E","Collection shoes and arms of 750 V DC collector rail systems on multi-mode powered trains shall be retractable ","With multi-mode powered trains, the retraction of the shoe gear when off DC systems can reduce the likely loss of shoes by, for example, high ballast.",null,null,null,"new"]
[]
[null,"1.18.2","1.18.2",null,"Pantograph System Design"]
[null,"1.18.2.1","n/a","I","25kV AC pantograph collection systems are to comply with ‘GMRT2111 Rolling Stock Subsystem and Interfaces to AC Energy Subsystem’ ",null,"This now includes a facility for the driver to isolate the pantograph automatic dropping device (ADD). Was clause 1.18.2.2 in v5.1.",null,null,"new"]
[null,"1.18.2.2","1.18.2.1","E","The pantograph installation design should consider the use of polymeric insulators ","The RAIB report R062013 (i.e. the Littleport incident when a Class 365 Pantograph detached following the fracture of the ceramic insulators) recommends their fitment as they are considered to better absorb energy in the event of a pantograph incident.","The ceramic insulators were a fusible point in a dewirement. Polymer ones are less likely to break so the weak point has now moved into the OLE. RSSB research project ‘T1060: Understanding the forces and energy in the electrification system during de-wirements’ found that the risks of using these insulators was minor, but that a risk assessment should be carried out.. Useful information on assessing the risks of using the polymer insulators is included in the report, which can be found here:","https://www.sparkrail.org/pages/libraryresults.aspx?k=t1060",null,"amended"]
[null,"n/a","1.18.2.3",null,"Now included in clause 1.18.2.1.",null,null,null,null,"removed"]
[null,"1.18.2.3","1.18.2.2","E","Passenger facing equipment shall not suffer adverse effects as a consequence of passing through neutral sections ","The aim of this requirement is that the equipment continues in the mode it was in when the supply was removed without the need for on-train staff intervention. Sometimes, once a supply is removed, the equipment returns to a start mode (e.g. HVAC) or needs resetting. ",null,null,null,"renumbered"]
[null,"1.18.2.4","n/a","E","Facilities for securing safety harnesses for staff working at height in emergency situations shall be provided around the pantograph well ","For example when dealing with damaged pantographs / dewirements.",null,null,null,"new"]
[null,"1.18.2.5","n/a","D","A method to prevent flash-overs from the pantograph to the vehicle body causing damage or even holing the body should be considered ",null,"There are regular instances and in one case NIR 3572 – ‘Class 345 molten metallic spray entered saloon area following birdstrike’, where the damage could have injured a passenger.\n\nInsulating materials could be placed under the pantograph frame.",null,null,"new"]
[]
[null,"1.18.3",4.5999999999999996,null,"Supply System Changeovers",null,null,null,null,"renumbered"]
[]
[null,4.5999999999999996,4.5999999999999996,null,"Supply System Changeovers"]
[null,"1.18.3.1","4.6.1","D","Dual voltage rolling stock should be designed so that supply changeover from 25kV AC overhead electrification to 750V DC third rail (and vice versa) is achieved as quickly as possible or on the move (D).","Much time can be wasted during these changeovers. Therefore, the reconfiguration of systems needs to be as simple as possible.","Ideally system changeovers should be completed within one minute for all on-board systems and possible formations of multiple units.",null,null,"amended"]
[null,"1.18.3.2","4.6.2","B","For trains that are multi-mode the capability for static and / or dynamic power changeover between modes shall be as defined by the specifier ",null,null,null,null,"amended"]
[null,"1.18.3.3","n/a","E","Where specified, dynamic changeover shall be achieved at all speeds up to maximum design speed.","With increasing introduction of discontinuous electrification schemes any requirement for a train to stop in order to change between electric and self-power modes has an impact on performance.","Dynamic changeover between modes includes pantograph / shoegear raising / lowering.\n\nRSSB are drafting a new Railway Industry Standard ‘RIS-2713-RST Multimode Vehicles’ which will be published in 2021.",null,null,"new"]
[]
[null,1.19,"n/a",null,"Systems Architecture & Train Software",null,null,null,null,"amended"]
[null,"1.19.1",1.19,null,"Systems Architecture",null,null,null,null,"new"]
[null,"1.19.1.1","1.19.1","E","Electrical equipment (at the Line Replaceable Unit level) shall have a modular, open architecture (based on the application of Internet Protocol (IP) communications functionality) "]
[null,"1.19.1.2","1.19.2","E","The architecture for train safety systems / information systems shall be designed to prevent unauthorised access from, for example, passenger WiFi connections.","There is an increased risk of cyber-attacks if passengers are permitted access to a network used for train systems","Separate Ethernet backbones for train safety systems / information systems and those intended for passenger access may be based on virtual LAN (VLAN) or physical separation.",null,null,"amended"]
[null,"1.19.1.3","1.19.3","E","Cables for communication between vehicles shall be durable, maximise data transfer and band-width potential, suitable for future upgrading, and suitable for a railway environment by being in accordance with the following European Standards:\n\n• BS EN 50155 Railway applications - Rolling stock - Electronic equipment,\n\n• BS EN 61373 Railway applications. Rolling stock equipment. Shock and vibration tests.",null,"Cat 7 cables, rather than Cat 5 maximise data transfer. Some versions of Cat 7 cables may not be suitable for use in jumper cables between vehicles as it is relatively brittle and susceptible to failure with repeated flexing\n\nWhere Cat 7 jumpers are not available multiple Cat 5 cables in a jumper have proven appropriate to maintain Cat 7 performance\n\nNoting that the supply chain is moving forward and this situation with Cat 7 may be superseded – specifiers should check with suppliers for the latest options on cables for rail application",null,null,"amended"]
[null,"1.19.1.4","1.19.4","D","Switch configuration should be set, to only accept the expected input format, to ensure that accidental or malicious inputs cannot be accepted "]
[null,"1.19.1.5","1.19.5","D","Switches and access points should be in locked cupboards, to ensure malicious physical connections cannot be easily made ",null,"A requirement for a lock strategy is given in 1.16.",null,null,"amended"]
[null,"1.19.1.6","1.19.6","D","Choice of connectors shall be carefully considered to ensure system components cannot be incorrectly connected either accidentally, or maliciously (E).",null,null,null,null,"amended"]
[]
[null,"1.19.2","1.19.8",null,"Train Software",null,null,null,null,"renumbered"]
[null,"1.19.2.1","1.19.8.1","I","Useful background guidance on procuring trainborne software on trains can be found in RSSB research project ‘T1047 Industry guidance on the use of software-based systems for railway applications’, Some output from this research is given in the following guidance note ‘GEGN8650 Guidance on High Integrity Software-Based Systems for Railway Applications’ and should be reviewed.",null,null,null,null,"amended"]
[null,"1.19.2.2","n/a","I","There are various European Standards on software including:\n\n• BS EN 50657 Railways Applications. Rolling stock applications. Software on Board Rolling Stock,\n• BS EN 50126 series: Railway Applications. The Specification and Demonstration of Reliability, Availability, Maintainability and Safety (RAMS),\n• BS EN 50128: Railway Applications. Communications, signalling and processing systems. Software for railway control and protection systems,\n• BS EN 50129: Railway Applications. Communication, signalling and processing systems. Safety related electronic systems for signalling.",null,null,null,null,"new"]
[]
[null,"1.19.3","1.19.7",null,"Cyber Security",null,null,null,null,"renumbered"]
[null,"1.19.3.1","1.19.7","E","The application of system architecture security shall be demonstrated, by provision of a clause by clause response, that the guidance in Appendix D has been followed ","Cyber security on rail is still young, until standards are produced this appendix provides some good guidance",null,null,null,"renumbered"]
[]
[null,"1.19.4","n/a",null,"Software Deployment Strategy",null,null,null,null,"new"]
[null,"1.19.4.1","n/a","E","A software deployment strategy shall be agreed between the relevant parties and should include how to manage the upload of software on the train through an Engineering Change process.",null,"The management of updating software needs to consider the following:",null,null,"new"]
[null,null,null,null,null,null,"·         Acceptance criteria for software upgrades (lab testing, regression tests, risks and implications of incorrect function, impact assessments on driver, train crew, maintenance staff etc),"]
[null,null,null,null,null,null,"·         Perform specific tests or type tests on the train, where necessary,"]
[null,null,null,null,null,null,"·         Agree on an uploading regime (e.g. staged upload on X out of Y trains, then more later for in-service verification),"]
[null,null,null,null,null,null,"·         Agree on the uploading methods, (either individual manual upload, remotely for lower-risk systems or by coupling two trains of different version levels together,"]
[null,null,null,null,null,null,"·         The compatibility between previous and updated versions (i.e. backward compatible) on a unit / vehicle level needs to be considered and checked,"]
[null,null,null,null,null,null,"·         Agree a concept for use of trains in multiple operation with different software versions,"]
[null,null,null,null,null,null,"·         A concept to return to a previous software version in the event of unintended behaviour of the new software version,"]
[null,null,null,null,null,null,"·         Configuration management of whole train software (the different versions of train systems software as a whole should be known, recorded, and behaviour working together understood)."]
[]
[null,"1.19.5","n/a",null,"Protective Shut-Down Parameters",null,null,null,null,"new"]
[null,"1.19.5.1","n/a","E","Parameters leading to a protective shut-down of a train that cannot be locally reset by the driver shall be identified by the train builder and agreed as part of the design review with the operator (E).","It should be possible to reset the train either automatically or by the driver following a protective shut-down event.","On 9th August 2019 the frequency on the UK national grid dropped to below 49 Hz. This caused disruption on the Thameslink fleet. All Class 700 units operating on AC at the time of the incident permanently shut-down in response to the frequency dropping below 49 Hz. A permanent shut-down required a technician with a laptop to physically connect to the train and reset the train following the event.",null,null,"new"]
[]
[null,"1.20","1.20",null,"Global Navigation and Satellite System (GNSS) On-board"]
[null,"1.20.1","1.20.1","E","Global Navigation and Satellite System (GNSS) shall be provided ",null,"The selection of GNSS and any augmentations will depend on its intended purpose. RSSB research project “T892: Data and Analysis for a cost-effective GPS-based locator with simple augmentations” provides some good practice","https://www.sparkrail.org/pages/libraryresults.aspx?k=t892",null,"amended"]
[null,"1.20.2","1.20.2","D","The location, date and time stamp information derived by GNSS should then be fed to all the on-board train systems that require position information, such as PIS (Passenger Information Systems), on-board data recording etc ","This will limit the proliferation of antennae on a train’s roof and reduce the risk of more expensive retrofitting activities",null,null,null,"amended"]
[null,"1.20.3","1.20.3","D","Where GNSS is deployed, consideration should be given to a secondary / backup source that is both technically different to GNSS and not reliant on GNSS","This is to avoid common mode issues and provide a secondary source of positional information"]
[]
[null,"1.21","1.21",null,"Management of Speed"]
[null,"1.21.1","nil","I","Speed limiting (to stop a chosen set speed being exceeded) and speed set (like cruise control) systems are available and specifiers should consider their operational requirements and risks for mainline and depot use before specifying. ",null,null,null,null,"renumbered"]
[null,"1.21.2","1.21.1","D","A speed set system should be fitted ","This can be used by the driver to restrict to the line speed, control speed when descending gradients and for passing through wash plants",null,null,null,"renumbered"]
[null,"1.21.3","1.21.2","E","Where speed set is fitted, such systems shall have an appropriate tolerance around the chosen speed ","This will prevent the vehicle overspeeding when descending a gradient for example",null,null,null,"renumbered"]
[]
[null,1.22,null,null,"intentionally left blank"]
[]
[null,1.23,1.23,null,"Critical and Non-critical Systems and Supplies"]
[null,"1.22.1","1.22.1","E","Critical and non-critical systems shall have separate supplies ","This is in order to ensure that spurious faults in a non-critical system cannot cause the critical system to fail in an unsafe manner","An example of this is a passenger information system and a door system sharing the same power supply, leading to a cross-feed"]
[]
[null,1.24,1.24,null,"Load Shedding Strategy"]
[null,"1.24.1","1.24.1","E","A load shedding strategy in the event of perturbation and loss of main electrical supply shall be proposed and agreed ","This should consider for how long systems such as lighting, air-conditioning, ventilation, toilets, internal emergency signposting, announcement system, Wi-Fi and communication system are kept available from auxiliary supplies (e.g. batteries) in order to maximise the essential services"]
[]
[null,1.25,null,null,"intentionally left blank"]
[]
[null,"n/a",1.25,null,"v5.1 clause 1.25 Pressure Limits – moved to section 2.9"]
[]
[]
[null,1.26,1.26,null,"Multi-mode (Bi-mode, Tri-mode etc,) Powered Trains"]
[null,"1.26.1","1.26.1","E","Multi-mode solutions shall demonstrate that the following factors have been taken into account:\n\n- Proportion of the planned duty cycle under each type of traction\n\n- The train performance under each type of traction (i.e. reduced performance may be acceptable in certain circumstances) \n\n- Performance in normal operation versus performance where a secondary power source is provided for ‘a get home’ or ‘a last mile’ mode\n\n- Whether a static or dynamic changeover is required between modes. Dynamic changeover is preferred as this reduces journey time \n\n- Whether changeover between modes is initiated by the train automatically, or manually by the driver, and any infrastructure required to support this process is available,\n\n- Infrastructure changes to support in-service charging facilities, e.g at stations, if electrical energy storage is used.\n\n- The electrical safety of any current collector equipment (e.g. pantographs, shoegear) and associated cabling and equipment when operating in other than electric mode.",null,"More information can be found in the following IEC standard, “IEC 62864 part 1: Railway applications - Rolling stock - Power supply with onboard energy storage system - Part 1: Series hybrid system.”.\n\nFor the use of hydrogen see the HyTunnel project output and RSSB research project ‘T1172 Hydrogen Powered Trains Project Route to Enter into Service’.\n\nRSSB are producing a RIS on multi-mode trains, numbered ‘RIS-2713-RST’. Publication expected in mid-2021.\n\nRSSB are preparing guidance on risk assessment under the Electricity at Work Regulations on electrified networks as project 17-036 as ‘GEGN8575 Guidance Note on the Management of Electrical Risk Related to Operational Tasks on Electrified Lines’.\n\n","See IEC website",null,"amended"]
[null,null,null,null,null,null,"Work is ongoing by the industry 'Multi-mode System Review Panel' to help with multi-mode operations which covers supply changeover and track based balises etc."]
[null,"1.26.2","n/a","D","Consideration should be given for EMUs that are not multi-mode, to have a limited capability to move themselves on batteries.","This would enable units to operate for short distances without external power and dependency on energy infrastructure, e.g. within depot and station limits and for self-recovery.",null,null,null,"new"]
[]
[]
[null,1.27,1.27,null,"Train Control & Management System (TCMS) – Design"]
[null,"1.27.1","1.27.1","D","The TCMS network shall be designed to ensure high reliability (E). ","High reliability can be ensured by having redundancy in the system.",null,null,null,"amended"]
[null,"1.27.2","1.27.2","E","The driver’s TCMS display shall show relevant information under normal and train fault conditions, using easily understood terminology ","Information for the driver is important, but it is essential that it is only relevant to the situation. It is expected that more in-depth information will be provided for depot staff or control as necessary"]
[null,"1.27.3","1.27.3","D","Provision should be made for drivers, and other members of train crew, to isolate / reset defective essential equipment through the TCMS, where this cannot otherwise be done locally to the driving position.","Any requirement for the driver or train crew to pass through a train, or exit the train to walk on the track, to isolate equipment introduces significant safety risk and delay","Information on Call for aid and Passenger Alarm devices can be found in the following European Standards:\n\n• Harmonised standard ‘EN 16683:2015 Railway applications. Call for aid and communication device. Requirements’ sets out specific requirements for PRM TSI compliant Call for Aids and addresses the conditions for a reset including remote reset within section 4.9 of EN 16683:2015.\n\n• Harmonised standard ‘EN 16334:2014 Railway applications. Passenger Alarm System. System requirements’ sets out specific requirements for LocPas TSI compliant Passenger Alarms and Communication devices for passengers and addresses the conditions for a reset including remote reset within section 6.12 of EN 16334:2014.”",null,null,"amended"]
[null,"1.27.4","1.27.4","E","A TCMS carrying vital / critical data shall have these functions protected by being separated from other train-borne systems and have a secure architecture "]
[null,"1.27.5","n'a","E","An indication of the status of headlights, marker and tail lights being displayed at front and rear shall be provided in the cab.","This may be used during train preparation to support the idea of automation of train preparation, see Appendix H, by using a TCMS screen or ‘mimic panel’, and in service to confirm the correct status of the lamps and indicate any failures.",null,null,null,"new"]
[null,"1.27.6","n/a","E","The status of air in secondary suspensions e.g. isolated, inflated or deflated shall be available in the cab.","This may be used during train preparation  to support the idea of automation of train preparation, see Appendix H, by using a TCMS screen for example to check air bag status.",null,null,null,"new"]
[null,"1.27.7","n/a","E","The status of DSD / Vigilance e.g. fault or isolated shall be available in the cab for use during train preparation.","This clause is to support the idea of automation of train preparation, see Appendix H, by using a TCMS screen for example to check DSD / Vigilance status.",null,null,null,"new"]
[null,"1.27.8","n/a","E","The status of Emergency Bypass Switch (EBS) e.g. operated shall be available in the cab for use during train preparation.","This clause is to support the idea of automation of train preparation, see Appendix H, by using a TCMS screen for example to check EBS status.",null,null,null,"new"]
[null,"1.27.9","n/a","E","The status of the safety system, e.g. TIS, has been operated or isolated shall be available in the cab for use during train preparation.","This clause is to support the idea of automation of train preparation, see Appendix H, by using a TCMS screen for example to check safety system status.",null,null,null,"new"]
[null,"1.27.10","n/a","E","The status of the fire and smoke detection and suppression systems, e.g. cylinder pressure or fault etc shall be available in the cab for use during train preparation.","This clause is to support the idea of automation of train preparation, see Appendix H, by using a TCMS screen for example to check Fire and smoke detection systems status.",null,null,null,"new"]
[]
[null,1.28,null,null,"Intentionally left blamk"]
[null,"nil",1.28,null,"clause 1.28 Torque-tightening in v5.1, now moved to RAMS section 1.11."]
[]
[null,1.29,1.29,null,"Train Location Reporting",null,null,null,null,"amended"]
[null,"1.29.1","n/a","I","As part of the Customer Information Strategy programme of projects a standardised way of receiving train location data through the Global Navigation Satellite System (GNSS). It was developed and established as an industry service to support better train location reporting.",null,null,null,null,"amended"]
[null,"1.29.2","n'a","I","The purpose of the project it to significantly improve the quality of data customers receive on their train’s location and expected arrival times at stations along the route. The data will also be used to analyse and model performance so improvements in performance can be made. To do all this the collection of location data from all trains in a standard format is needed."]
[null,"1.29.3","n/a","I","There will be a requirement for train manufacturers and integrators to fit location sensors and communication equipment to their vehicles. GNSS equipment such as GPS, GLONASS, Galileo, etc are proven options, but train integrators may wish to use other innovative solutions provided the data output can meet the requirements of RDG/EC/GN/005 Guidance Note – On Train Satellite Navigation Equipment/Darwin Interface”, see below, "]
[null,"1.29.4","1.29.1","E","Where use of a supplier’s back office intermediary exists, the on-train location sensing equipment shall collect data, store it and buffer it for transmission to shore. The supplier’s back office system will then manage the onward communication to the Industry Train Location Gateway.",null,null,null,null,"amended"]
[null,"1.29.5","n/a","E","Where direct communication from the train to the Industry Train Location Gateway is used, the on-train location sensing equipment shall collect data, store it and buffer it for transmission to the Industry Location gateway.",null,null,null,null,"new"]
[null,"1.29.6","1.29.2","E","This Communication with the Gateway shall be in accordance with the appendix of “RDG/EC/GN/005 Guidance Note – On Train Satellite Navigation Equipment/Darwin Interface” ","To achieve the quickest rollout and provision of a useable customer information service the project seeks to reuse where possible existing equipment especially on-train GPS and to bring the service up to a preferred standard over time using an established gateway","“RDG/EC/GN/005 Guidance Note – On Train Satellite Navigation Equipment/Darwin Interface”","See RDG website",null,"amended"]
[]
[null,"1.30","1.30",null,"Clause 1.30 Automating Train Preparation in v5.1, now deleted and added to the relevant sections and summarised in Appendix H.",null,null,null,null,"deleted"]
[]
[null,"2","2",null,"Key Requirements – Performance & Environmental"]
[null,2.1,2.1,null,"Aerodynamics"]
[null,"2.1.1","2.1.1","E","Aerodynamic efficiency optimisation in terms of whole life cost shall be demonstrated ","Increased drag can affect the traction power requirements and reduces energy efficiency"]
[null,"2.1.2","2.1.2","E","The dynamic effects of air turbulence on underframe hoses, cables and retention devices shall be demonstrated to not cause movement outside of the kinematic gauge","Failure to consider the impact of aerodynamics in the risk assessments for a design of retention device impacted ballast which struck a trackworker (RAIB Chathill report).","A copy of the RAIB report “Safety digest 07/2017: Chathill” can be found on www.gov.uk website ","https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/612294/D072017_170508_Chathill.pdf"]
[null,"2.1.3","2.1.3","E","Vehicle bodies and vehicle interface designs shall minimise air disturbance on station platforms ","Passing vehicles can cause disturbance on platforms and to adjoining structures, which can affect wheelchairs, child buggies and other inanimate but loose objects, e.g. luggage","RSSB research report T248: Review of train slipstream effects on platforms provides some background","https://www.sparkrail.org/_layouts/15/Rssb.Spark/Attachments.ashx?Id=75NEMTS3ZVHP-8-2590",null,"New info added"]
[null,null,null,null,null,null,"Also research project ‘T1098: Identifying mitigations for the risk of unplanned movement of wheelchairs and pushchairs on station platforms’ highlights some risks to be considered.","https://www.sparkrail.org/pages/libraryresults.aspx?k=t1098"]
[null,null,null,null,null,null,"‘RIS-7016-INS Interface between Station Platforms, Track, Trains and Buffer Stops’ also has some information."]
[null,null,null,null,null,null,"The LOC & PAS TSI covers slipstream and pressure pulses and ‘GMRT2100 Rail Vehicle Structures and Passive Safety’ covers pressure pulses."]
[]
[null,2.2000000000000002,2.2000000000000002,null,"Propulsion"]
[null,"2.2.1","2.2.1","E","The amount of redundancy provided by the propulsion system shall take account of the demonstrated service reliability of existing equivalent systems ","As the network becomes increasingly congested, it is increasingly important to ensure system resilience. It is therefore essential that a failure of an individual sub-system on a train causes as little service disruption as possible","Some examples of redundancy are traction convertors being split per bogie, the ability to isolate motors per bogie, auxiliary convertors able to compensate for failures and cross feeds of auxiliary circuits from an adjacent vehicle for continuity of supply"]
[null,"2.2.2","2.2.2","E","Clause in v5.1 now deleted",null,null,null,null,"deleted"]
[null,"2.2.3","2.2.3","E","Propulsion systems shall be designed such that that when one system fails, the remaining systems minimise the degradation to train performance, with this change of status being reported via the TCMS.","Automatic enhancement of the performance of remaining functional propulsion packages minimises the performance impact of a propulsion package failure for the train concerned and so reduces the resulting impact on service punctuality",null,null,null,"amended"]
[null,"2.2.4","2.2.4","E","Propulsion systems shall be designed to be capable of meeting the operator requirements to rescue a completely failed train of similar operational compatibility.",null,"Additional clarification of operator requirements will be required, for example: gradient, speed, distance to travel to detrain, loading condition, etc",null,null,"amended"]
[]
[null,2.2999999999999998,2.2999999999999998,null,"Sustainability"]
[null,"2.3.1","2.3.1","E","An environmental impact assessment for the rolling stock’s entire life, in accordance with “ISO 14040: Environmental management - Life cycle assessment - Principles and framework”, shall be undertaken ","Rail is an environmentally sustainable means of transport, and has a major role to play in encouraging modal shift from less sustainable modes. However, it does have environmental impacts which need to be considered at the design stage for the entire life of the rolling stock.","This assessment should cover rolling stock construction, manufacture, delivery, operation, maintenance / overhaul, and end-of-life. Environmental impacts to be considered include energy usage, emissions, water usage, materials usage, waste, pollution, and noise and vibration"]
[null,null,null,null,null,null,"The industry has developed 10 Sustainable Rail Principles including two related to the environment which are 'reducing our environmental impact' and 'carbon smart'. See “Rail Sustainable Development Principles (2016)” on the RSSB website "]
[null,null,null,null,null,null,"The RSSB website also has some useful information, of which the document above is a part","https://www.rssb.co.uk/Research-and-Technology/Sustainability"]
[null,"2.3.2","2.3.2","E","A description of how “design-for-disassembly principles” are used, including issues such as the marking of plastics and avoiding the blending of materials, shall be provided ","The blending of materials can make recycling of components costly and complex, or even impossible","“BS 8887 series: - Design for manufacture, assembly, disassembly and end-of-life processing (MADE)” is an example of how this can be achieved","See BSI"]
[null,"2.3.3","2.3.3","E","Confirmation shall be provided that rolling stock and spare parts do not incorporate any materials which are restricted in the UK "]
[null,"2.3.4","2.3.4","E","An inventory of all materials by type, including their weights, shall be provided ",null,"This shall cover all parts in the rolling stock, together with spare parts"]
[null,"2.3.5","2.3.5","E","Hazardous materials shall be listed by part number, quantity, location, etc and a risk assessment provided to justify their use ","This information is required to enable future operators and maintainers of the vehicles concerned to meet their legal obligations in managing the risks associated with any hazardous materials"]
[null,"2.3.6","2.3.6","E","The percentage weight of the rolling stock comprising recycled content shall be provided ",null,"The following page on the UNIFE website has some useful links and includes a template for the provision of this information in a common format ","http://unife.org/banners/81-material-declaration-template.html"]
[null,"2.3.7","2.3.7","E","End of life recyclability and recovery targets, based on the terms defined in ‘BS ISO 21106: Railway applications — Recyclability and recoverability calculation method for rolling stock’, shall be provided.",null,"The aspiration is that the fleet should achieve 85% re-use and recyclability, and 95% re-use and recoverability, by mass.",null,null,"amended"]
[null,"2.3.8","2.3.8","E","An ‘End of Life Disposal Plan’, to support the future detailing of disassembly, identification, segregation and disposal methods for each component shall be provided. (E).","This information is required to demonstrate the whole life environmental impact for the train design","UNIFE has developed this further for the rail industry with their Recyclability and Recoverability Calculation Method for Railway Rolling Stock ","http://www.unife.org/news/72.html"]
[null,null,null,null,null,null,"and see their calculation method document ","http://unife.org/component/attachments/?task=download&id=326"]
[null,null,null,null,null,null,"and a Recycling Calculation template","http://www.unife.org/component/attachments/?task=download&id=346"]
[null,"2.3.9","2.3.9","E","An “Environmental Product Declaration” in line with UNIFE 495 “Product Category Rules for Rail Vehicles” or other externally verified certification shall be provided ",null,"More information can be found ","http://www.environdec.com/en/PCR/Detail/pcr2009-05"]
[null,"2.3.10","2.3.10","E","If an “Environmental Product Declaration” cannot be provided, the supplier shall describe their policy in this area"]
[]
[null,2.4,2.4,null,"Energy Efficiency & Traffic Management"]
[null,"2.4.1","2.4.1","E","Calculations to demonstrate the rolling stock systems have been optimised, for specified routes, for energy efficiency for the whole life of the train shall be provided ","Whilst trains that are not designed to deliver energy efficiency may offer lower initial cost, the whole life implications can be considerable; not only in terms of increased energy costs, but also the potential requirements to strengthen infrastructure power supplies"]
[null,"2.4.2","2.4.2","I","Energy usage data systems are to be fitted in accordance with the relevant TSI.",null,"EN 50463 series “Energy measurement on board trains” describes rail metering equipment, ","See BSI website"]
[null,null,null,null,null,null,"however RGS “GMRT2132 On-board Energy Metering for Billing Purposes” describes the GB charging regime ","See RSSB website"]
[null,null,null,null,null,null,"and is supported by some Network Rail documents ","https://www.networkrail.co.uk/industry-commercial-partners/information-operating-companies/on-train-metering"]
[null,"2.4.3","2.4.3","I","The train should indicate to Network Rail when it is using on-board systems, e.g.: diesel or battery power, when operating on OLE or contact rail routes ","This is so electric charges will not be made when the train is running on diesel or battery and under the ‘wires’.",null,"Currently the charging system does not automatically know when a different mode is being used on a multi-mode train. Therefore, it is important to advise when it is not using OLE or contact rails"]
[null,"2.4.4","2.4.4","E","A Connected Driver Advisory System (C-DAS) shall be provided ","Provision of C-DAS not only provides the capability to provide the train driver with driving advice to minimise energy consumption taking account of the real-time position in terms of the locations of other trains and any short-term infrastructure constraints, but also enables the advice provided to optimise traffic flows through critical junctions and hence improve punctuality and route capacity. Although some of these benefits will only be realised where Network Rail provides Traffic Management systems, compliant C-DAS products will also give operational benefits where no Traffic Management system (TMS) is present","A website where useful documents will be available is being produced currently. In the mean-time these can be obtained from ","vish.kalsapura@networkrail.co.uk",null,"amended"]
[null,null,null,null,null,null,"‘RIS-0711-CCS Interface Requirements for Connected Driver Advisory System’ specifies interfaces to ensure that they are compatible with other current protocols and systems","See RSSB website"]
[null,null,null,null,null,null,"Another related document for C-DAS from Digital Railway ","http://digitalrailway.co.uk/wp-content/uploads/2019/04/153821-NWR-SPE-ESE-000009-C-DAS-System-Definition-v3.0.pdf"]
[null,"2.4.5","2.4.5","D","An intelligent power management system shall be provided, such that engines run only when necessary and on-board systems are only energised as required ","This approach not only minimises energy consumption, but also ensures that noise and emission is minimised and the service life of sub-systems extended","An example of good practice in this area is the intelligent control of diesel engines that shut-down when not required to provide useful power to the train, and also the use of batteries to boost energy for acceleration"]
[null,"2.4.6","2.4.6","D","Rolling stock should revert to “stabling mode” after an agreed time delay, following a driver de-energising the driving cab ","Typically, such a “stabling mode” would switch off selected loads such as the heating, ventilation and air conditioning (HVAC), with lighting systems reverting to emergency lighting only.  Frost protection systems should remain active and lighting circuits should be designed to facilitate local switch-on (for cleaning purposes). Similarly, a high temperature detection device should be considered so that the passenger and traincrew accommodation enters service at an appropriate temperature"]
[null,"2.4.7","2.4.7","D","Where ECS moves are frequently carried out a facility (‘ECS-mode’) to reduce the active systems to a minimum should be provided ","Typically, such a mode would switch off selected loads such as the heating, ventilation and air conditioning (HVAC), with lighting systems reverting to emergency lighting levels only or switching off. Frost protection systems should remain active and lighting circuits should be designed to facilitate local switch-on. Similarly, a high temperature detection device should be considered so that the passenger and traincrew accommodation enters service at an appropriate temperature"]
[null,"2.4.8","2.4.8","D","A facility to remotely switch on HVAC (both cab and saloon independently) and lighting (saloon only) should be provided ","This would ensure the train enters service at the correct on-board temperature","As an enhancement to the above functionality, this remote switch-on could be initiated by the process of allocating trains to diagrams, with a sufficient “warm up / cool down time” incorporated to ensure the train enters service at the correct on-board temperature"]
[null,"2.4.9","2.4.9","E","A separate method of heating, to supplement that provided by waste heat from the diesel engine, shall be provided ","This would enable an acceptable on-board temperature to be achieved more quickly. This is particularly important for driving cabs where departure may be delayed until an acceptable temperature is achieved"]
[null,"2.4.10","2.4.10","E","Low energy consumption lighting shall be provided (E).","LED technology offers energy savings, longer life and whole life cost",null,null,null,"amended"]
[null,"2.4.11","2.4.11","D","clause in v5.1 now deleted.",null,null,null,null,"deleted"]
[null,"2.4.12","2.4.12","D","Provision for the adoption of alternative power generation and energy storage should be made ","This would help with provision of new technology to give more rolling stock flexibility in the future"]
[null,"2.4.13","2.4.13","E","Energy consumption data for a specified train diagram with agreed input parameters shall be provided ","This enables like-for-like comparisons of energy consumption to be made between trains"]
[null,"2.4.14","2.4.14","E","Diesel engines shall report fuel consumption rates ","This can be used to identify engine issues, to improve reliability and availability"]
[]
[null,2.5,2.5,null,"Auxiliary Power"]
[null,2.5099999999999998,2.5099999999999998,"E","Auxiliary power supplies shall provide sufficient spare capacity for the life of the rolling stock ","This permits flexibility for the future installation of, for example, ERTMS and other additional equipment that may be required to support future business needs","Historically a figure of 10% spare capacity has been used and is viewed as appropriate"]
[]
[null,2.6,2.6,null,"Pneumatic Air Supply"]
[null,"2.6.1","2.6.1","E","Air supplied by the train shall be clean, dry and free of oil.","This will slow the deterioration of components and limit the likelihood of freezing in cold weather"]
[null,"2.6.2","2.6.2","D","Air reservoirs constructed from stainless steel should be considered.","This reduces the likelihood of internal corrosion"]
[]
[null,2.7,"n/a",null,"Track Circuit Assisters (TCA)",null,null,null,null,"new"]
[null,"2.7.1","n/a","I","Track circuit assisters are required to be fitted in accordance with Railway Group Standard ‘GMRT2477 Compatibility Requirements for Track Circuit Assisters (TCAs) on Rail Vehicles’, which is supported by a Railway Industry Standard ‘RIS-2777-RST Functionality and Management of Track Circuit Assisters (TCAs) on Rail Vehicles’.",null,null,null,null,"new"]
[null,"2.7.2","n/a","I","Anyone planning to introduce new self-powered trains should refer to the ‘Risk Advisor Tool’ in order to determine whether there is a requirement to fit TCA. A copy of the ‘TCA Risk Advisor Tool and User Guide’ can be provided to RSSB members on request through the RSSB Customer Self-Service Portal https://customer-portal.rssb.co.uk/ .",null,null,null,null,"new"]
[null,"2.7.3","n/a","E","The status of Track Circuit Assisters (TCA), where fitted, e.g. faulty or isolated shall be available in the cab for use during train preparation.","This clause is to support the idea of automation of train preparation, see Appendix H, by using a TCMS screen for example to check TCA status.",null,null,null,"new"]
[]
[null,2.8,1.1200000000000001,null,"Meteorological Effects"]
[null,"2.8.1","1.12.1","E","Rolling stock systems shall be designed to operate reliably under predicted environmental conditions to be experienced in the UK during the design life of the rolling stock.","Rolling stock needs to be designed considering foreseeable future extremes of heat, rainfall and cold with respect to the impact of climate change and the associated predictions of more frequent instances of extreme weather conditions.\nThe predicted environmental conditions, which may exceed those legally required, need to be specified in the tender, taking due cognisance of the potential impact on mass, cost, performance, space, energy consumption etc of the values chosen.","Network Rail has a Climate Change and Weather Resilience team who have developed a risk assessment document and a guidance note that predicts changes in weather for the next 60 years. It is mainly aimed at infrastructure, but indicates possible parameters for rolling stock. These documents are available from Network Rail and are titled and can be found here:",null,null,"Amended"]
[null,null,null,null,null,null,"‘Weather-resilience-climate-change-impact-assessment-Guidance-Note’","https://safety.networkrail.co.uk/wp-content/uploads/2018/06/Weather-resilience-climate-change-impact-assessment-Guidance-Note.pdf"]
[null,null,null,null,null,null,"‘Climate-change-projections-Guidance-Note’","https://safety.networkrail.co.uk/wp-content/uploads/2019/09/Climate-change-projections-Guidance-Note.pdf"]
[null,null,null,null,null,null,"RSSB also has a Climate Change Adaption Group which may also provide guidance."]
[null,null,null,null,null,null,"Note: This clause is additional to the Loc & Pas TSI clause 4.2.6.1 etc environmental conditions."]
[null,"2.8.2","1.12.2","E","Suitable protection shall be provided for vulnerable electrical equipment to prevent the ingress and build-up of dirt, moisture, snow or sea-water ","The drawing of contaminated air through cabinets can lead to clogging and flashovers. ","An example of good practice in this area is sealed equipment cases reliant on external heatsinks. These heatsinks should be designed not to clog, or should be easy to clean without lots of equipment having to be removed to gain access"]
[null,"2.8.3","1.12.3","D","Equipment ventilation louvres should be designed so that airflow is not adversely reduced by the dynamic effects of snow ","Snow can be drawn into cooling systems via the louvres causing clogging, overheating and equipment failure","Practice in countries where snow is frequent is to have these louvers at cant rail height."]
[null,"2.8.4","1.12.4","D","Equipment ventilation louvres, radiators or their filters should be designed so that airflow is not adversely reduced by the accumulation of debris and dust ","Dust, pollen and seed heads can be drawn into cooling systems via the louvres or radiators causing clogging of them or their filters leading to overheating and equipment shut-down","It is possible to intermittently reverse blowers to clear any accumulation of debris or seed heads from the radiators"]
[null,"2.8.5","1.12.5","E","Critical systems (e.g. warning horns, cab and passenger doors, windscreen wipers, DCO cameras, couplers [see also 1.3.4] and head, tail and marker lights) shall be protected from the effects of the build-up of snow and ice.","This may include heating them and preventing snow ingress.",null,null,null,"amended"]
[null,"2.8.6","1.12.6","D","The below-solebar area of the rolling stock should be as smooth and continuous as possible","Reduction of the under-pressure below the train reduces the vulnerability to a build-up of snow and ice, which not only affects performance but also acts as a significant obstacle to undertaking maintenance inspections. It also creates problems when trains encounter warmer conditions in the course of their journey, resulting in ice falling from the train at speed, with the associated risk of damage and injury"]
[null,"2.8.7","1.12.7","D","Axles should be protected to prevent damage as a result of ballast thrown up caused by ice falling from trains ","Ice falling from a train can cause ballast to be thrown up damaging axles and wheels. Similarly, frozen ballast can also be picked-up and snowballed causing damage to axles and underframe equipment"]
[null,"2.8.8","1.12.8","D","Hoses and underframe cabling should be designed and routed to reduce their susceptibility to damage caused by the build-up of snow and ice, any resultant increase in mass and from snow and ice falling elsewhere from the train ","Ice can be picked up and cause damage and the mass of snow and ice can fatigue or break hoses and cabling"]
[null,"2.8.9","1.12.9","E","The availability and effectiveness of the friction brake shall be maintained during snow or ice conditions ",null,"Railway Group Standard ‘GMRT2045 issue 4 Compatibility Requirements for Braking Systems of Rail Vehicles’ gives some guidance on braking in adverse weather in clause G 2.6.1.5 and F 10.1.5. It also refers to the Guidance Note ‘GEGN8628 issue 2 Preparation for and Operation during Winter’ appendix C on braking in winter conditions.",null,null,"amended"]
[null,"2.8.10","1.12.11","D","Trains should be designed such that it is possible to operate them through flood water up to the limitations of the infrastructure as described in RSSB Project ‘T1052 Review of the Rules for the Operation of Trains Through Flood Water’ ","Climate change is expected to result in more frequent extremes of weather, including heavy rainfall. Restrictions having to be applied to the operation of trains through flood water can have a serious impact on service delivery.","RSSB research project to look at the effects of trains operating through flood water “T1052: Review of the Rules for the Operation of Trains Through Flood Water” provides information.\n","https://www.sparkrail.org/pages/libraryresults.aspx?k=t1052",null,"amended"]
[null,"2.8.11","n/a","D","Trains should be designed such that it is possible to operate them through snow up to the limitations of the infrastructure.","Climate change is expected to result in more frequent extremes of weather, including heavy snowfall. Restrictions having to be applied to the operation of trains through fallen and falling snow can have a serious impact on service delivery.",null,null,null,"new"]
[null,"2.8.12","1.12.12","D","The heating / air conditioning system should remain operational in inactive cabs where trains are required to reverse or divide","If extremes of temperature exist in the cab, the driver has the right to refuse to take the train until it is at a safe level, this causes delay and annoyance to passengers"]
[null,"2.8.13","1.12.13","D","The design of the vehicle should prevent the accumulation of snow between vehicles and on hoses and jumpers ","Snow and ice which falls from vehicles causes damage to underframe equipment, lineside equipment and could injure passengers and staff"]
[]
[null,2.9,1.25,null,"Pressure Limits",null,null,null,null,"renumbered"]
[null,"2.9.1","1.25.1","D","In tunnels the change of pressure should be in accordance with appendix A.2 of UIC 779-11: Ed 2 (2005), to suit the type of train proposed and the route it will use ","Changes in pressure can affect a person’s health and a value of 10 kPa is quoted in standards as a maximum pressure change over the whole tunnel transit. However, for comfort purposes the lower levels specified should be applied","For the UK national rail network, the following aural comfort limits in Table 1.25 have been applied for unsealed trains running in tunnels","See Table 2.9 in main document"]
[null,null,null,null,null,null,"For sealed trains, base-line pressure comfort criteria are given in Appendix F (Section F4) of UIC Fiche 779-11. Where there are operations with both sealed and unsealed trains, it is necessary to ensure that the “extreme case” pressure change limit is not exceeded in unsealed trains passing in double track tunnels."]
[null,null,null,null,null,null,"Further explanation on pressure limits, including relevant extracts from UIC 779-11 and a description of background and early work performed on this subject can be found in the following report on SPARK.\n(RSSB Membership is required to see it).","https://www.sparkrail.org/Lists/Records_StaffMembers/DispForm.aspx?ID=751"]
[]
[null,"3.","3.",null,"Key Requirements - Passenger Facing"]
[null,"3.0",null,null,"Introduction"]
[null,"3.0.1","Introduction","I","Since each service operated will have specific requirements, e.g. extra luggage provision on airport services, higher density seating on commuter services, etc. there can never be a “one solution fits all” to this aspect of train design. Because of this, what follows is a list of passenger facing features with associated guidance that should be considered when specifying vehicle interiors. In all cases full account should be taken of the principles, requirements and guidance relating to interior passive safety.",null,null,null,null,"renumbered"]
[null,"3.0.2","n/a","I","There are some useful considerations on passenger Health & Safety and Well-being (HSW) given in RSSB Research project ‘T1147 Crowding on trains and in stations’ in sections 5.2.4, 5.4 and 5.5 of report ‘The Health, Safety and Wellbeing Effects of Crowding on Trains and in Stations (T1147 Report)’ (I).",null,"The project is available here:","https://www.sparkrail.org/pages/libraryresults.aspx?k=t1147",null,"new"]
[null,null,null,null,null,null,"The report is available here:","https://www.sparkrail.org/_layouts/15/Rssb.Spark/Attachments.ashx?Id=75NEMTS3ZVHP-8-13710"]
[]
[null,3.1,3.1,null,"Heating Ventilation and Air Conditioning (HVAC)"]
[null,"3.1.1","3.1.1",null,"Temperature Control (Normal Service)"]
[null,"3.1.1.1","3.1.1.1","E","The HVAC shall be capable of maintaining the passenger saloon at the envelope temperatures, with allowed variations, as specified in “EN 13129: Railway applications. Air conditioning for main line rolling stock - Comfort parameters and type tests” or “EN 14750-1 Air conditioning for urban and suburban rolling stock - Part 1: Comfort parameters” ",null,"“EN 13129: Railway applications. Air conditioning for main line rolling stock - Comfort parameters and type tests” or “EN 14750-1 Air conditioning for urban and suburban rolling stock - Part 1: Comfort parameters” ","BSI website"]
[null,null,null,null,null,null,"HVAC system issues cause real problems to train operators the world over. To make inroads into improving this, European Operators have jointly developed some common requirements for HVAC that should encourage suppliers to improve their products across Europe. These requirements have been captured in a “EuroSpec Specification for air conditioning of Railway Vehicles”.\n\nRail Delivery Group (RDG) is a partner in the EuroSpec consortium. Copies of the EuroSpec can be obtained via the EuroSpec website","www.eurospec.eu"]
[null,"3.1.1.2","3.1.1.2","E","The HVAC system shall be designed in such a way that the balance between heating and cold airflow do not create passenger discomfort "]
[null,"3.1.1.3","3.1.1.3","E","The heating and air-conditioning systems shall complement each other so that if both are functioning at the same time they work together to achieve the required temperature and one does not dominate the other ","This is intended to control the effect of the flow of air from the air-conditioning system when the heating system is also in use and effectively ‘blowing away’ the warmth in winter","In some existing fleets of trains, the air-conditioning system runs continuously regardless of the external weather conditions. As a result, when the heating system is used during the winter months the air conditioning tends to dominate and overpowers the heated air, effectively blowing away the warmth, therefore no benefit is felt from the heating and the carriage remains cold and uncomfortable. The air flows associated with this arrangement also contribute to passenger discomfort"]
[null,"3.1.1.4","3.1.1.4","E","The heating set point shall be independently adjustable by maintenance staff between 21 and 23 degrees C. "]
[null,"3.1.1.5","3.1.1.5","D","Functionality to allow traincrew to alter the setting of saloon HVAC may be provided; where it is, a variation of + 2 oC should be provided, but is reset once the system powers down (D).","This is so that train crew do not try to adjust the temperature following requests from passengers and upset the system or even cause it to fail. But where it is provided the variation is limited"]
[null,"3.1.1.6","3.1.1.6","D","On particularly hot days, the HVAC system should maintain a temperature differential to ambient rather than trying to attain a 'set point temperature.' Suggested limits are given in EN 13129: Railway applications. Air conditioning for main line rolling stock - Comfort parameters and type tests’ or ‘EN 14750-1 Air conditioning for urban and suburban rolling stock - Part 1: Comfort parameters’ ","This reduces the system load and the “thermal shock” effect for passengers boarding and alighting and passengers having to wear coats in summer. The ENs give a curve to be followed comparing internal and external temperatures","EN 13129: Railway applications. Air conditioning for main line rolling stock - Comfort parameters and type tests’ or ‘EN 14750-1 Air conditioning for urban and suburban rolling stock - Part 1: Comfort parameters’ ","BSI website"]
[null,null,null,null,null,null,"It is considered that the way that existing HVAC systems are designed with a targeted set point temperature that the system endeavours to maintain (irrespective of system rating) is a key contributory factor to HVAC failures on days when high ambient temperatures are experienced. It is believed that the systems are trying to deliver an unrealistic set point and therefore become overloaded. Altering the control algorithms in this manner should go a long way to alleviating this problem"]
[null,"3.1.2","3.1.2",null,"Fresh Air Intake"]
[null,"3.1.2.1","3.1.2.1","D","The HVAC system should control the fresh air intake quantity proportional to the passenger loading ","This ensures that CO2  levels are effectively managed at a safe and comfortable level, whilst avoiding the use of energy to unnecessarily heat or cool excessive amounts of fresh air"]
[null,"3.1.2.2","3.1.2.2","D","The HVAC fresh air intake should be designed to prevent the ingress of dust and smells during friction braking and of diesel engine fumes ","Good separation of the HVAC fresh air intake and the engine exhaust will prevent diesel fumes from being drawn into the vehicle. Closing of fresh air vents during braking will reduce filter clogging and stop smells entering the vehicle interior"]
[null,"3.1.3","3.1.3",null,"Emergency / Degraded Mode"]
[null,"3.1.3.1","3.1.3.1","E","HVAC systems shall be designed to provide a level of emergency ventilation in the event of a loss of traction supply, powered by the vehicle batteries, for 90 minutes ",null,"The Loc & Pas TSI in clause 4.2.5.8 requires a minimum of 30 minutes.",null,null,"amended"]
[null,"3.1.3.2","3.1.4","E","Whilst in ‘stabling-mode’, or ‘ECS-mode’ (see 2.4.6 and 2.4.7) in the event of low ambient temperatures, frost protection shall remain available when needed ","This is to reduce the likelihood of cold weather causing frozen water pipes or affecting the brake systems"]
[null,"3.1.4","n/a",null,"Refrigerant",null,null,null,null,"new section"]
[null,"3.1.4.1","n/a","E","The selection process for the HVAC system and associated refrigerant fluid in terms of whole life cost shall be demonstrated.","Whilst typical systems utilising higher Global Warming Potential (GWP) fluorinated greenhouse gases (F-Gases) as refrigerant are well tested and understood, the price of these fluids are likely to increase following the latest update to the F-Gas regulations. It is therefore recommended that a comparative lifecycle cost assessment is undertaken. This should include sufficient contingency for increasing prices of the various refrigerant fluids assessed. It should also consider the likelihood of leaks occurring and the impact of the subsequent refrigerant replenishment and associated repairs. Any reliability assumptions should be based on test data or evidence collated from similar systems currently in service. ","The revised F-Gas regulation, (EU No 517/2014) came into effect from the 1st January 2015 and applies to all EU member states. The regulation introduces a phase-down mechanism involving a gradually declining cap on the total placement of bulk HFCs (in tonnes of CO2 equivalent) on the market in the EU. The broad intention is to encourage manufacturers and suppliers to transition towards the use of lower GWP refrigerants by developing new systems that could be more cost effective in the long term.",null,null,"new"]
[null,null,null,null,null,null,"RSSB Project ‘T1164 The Future of Refrigerants in Rail Vehicle HVAC Systems’ undertook a high-level overview of alternative systems available to the rail industry. The associated reports are available on SPARK ","https://www.sparkrail.org/pages/libraryresults.aspx?k=t1164"]
[null,"n/a","3.1.5","D","Clause in v5.1 deleted",null,null,null,null,"deleted"]
[]
[null,3.2,3.2,null,"On-Train Security",null,null,null,null,"new title"]
[null,"3.2.1","n/a",null,"Passenger Security"]
[null,"3.2.1.1","Introduction","I","RSSB commissioned a research project to look at many aspects of personal safety “T1012: Developing a good practice guide for managing personal security on-board trains”, some items are already included in the KTR, but there may be others in the Technical section of the T1012 report that suit a particular service.",null,"The report is available on SPARK ","https://www.sparkrail.org/Lists/Records/DispForm.aspx?ID=17895",null,"renumbered"]
[null,"3.2.1.2","n/a","I","Other terms for CCTV include “Network video surveillance system (NVSS)“ and “Digital video recording system (DVRS)“, but the former is more widely understood and will be used in this section.",null,null,null,null,"new"]
[null,"3.2.2","3.2.1",null,"Closed Circuit Television (CCTV)"]
[null,"3.2.2.1","n/a","E","CCTV shall be fitted in saloon areas in accordance with ‘RIS-2712-RST On-Train Camera Monitoring Systems’ clause 3.4 and Parts 2 and 4.",null,null,null,null,"new"]
[null,"3.2.2.2","3.2.1.1","E","CCTV that provides maximum coverage of passenger accessible areas, including vestibules, interior of the bodyside doors and areas used for storage of luggage, cycles etc, but excluding the interior of the toilet cubicle, shall be provided.","CCTV can be used to deter anti-social behaviour and be submitted as evidence following incidents. If luggage storage areas are also covered, passengers are more likely to use them","The items in this clause are in addition to what is covered in RIS-2712-RST On-Train Camera Monitoring Systems’.",null,null,"amended"]
[null,"3.2.2.3","3.2.1.2","D","CCTV should include the functionality to monitor live footage by control room personnel.","It is important for both security and for operational / performance reasons.",null,null,null,"amended"]
[null,"n/a","3.2.1.3",null,"Clause in v5.1 now deleted",null,null,null,null,"deleted"]
[null,"3.2.3","3.2.2",null,"Personal Security",null,null,null,null,"renumbered"]
[null,"3.2.3.1","3.2.2.1","D","Where the seating layout is uni-directional the seat design should reduce the risk of theft from behind ",null,"An example of good practice is the installation of a physical barrier between seats, provided there is no conflict with dynamic seat performance requirements for interior passive safety"]
[null,"3.2.4","n/a",null,"Security Announcements",null,null,null,null,"new section"]
[null,"3.2.4.1","n/a","E","A location for prominent display of security posters shall be provided.",null,null,null,null,"new"]
[null,"3.2.4.2","n/a","D","A means for security announcements to be made through the train PA should be included.","There is a requirement under the DfT ‘National Railways Security Programme Regulations’ Section 8.15 to conduct Security messaging as per NRSP section 12. This means provision of places to display regulated security posters e.g. ‘See it, Say it, Sorted’ and to issue regular pre-recorded security announcements over the train PA.",null,null,null,"new"]
[null,"3.2.4.3","n/a","E","It shall be possible to update pre-recorded security messages and the trigger points / frequency easily and quickly with minimal cost."]
[null,"3.2.5","n/a",null,"Design for Security",null,null,null,null,"new section"]
[null,"3.2.5.1",null,"I","Previous work has found that designing trains to GMRT2100 gives good protection to bomb blasts, however, there is further research available which could be used, should a higher level be required. SecureMetro is one of the better and more relevant examples of research conducted on bomb blast mitigation with reports available on SPARK.",null,"The reports on Spark","https://www.sparkrail.org/Lists/Records/DispForm.aspx?ID=12399",null,"new"]
[null,"3.2.5.2","n/a","E","The design of the train interior shall be such that hiding places are few, theft from luggage stacks and racks is reduced and there is good visibility to deter assaults.",null,null,null,null,"new"]
[]
[null,3.3,3.3,null,"Passenger Ergonomics & Seats",null,null,null,null,"amended"]
[null,"3.3.1","n/a",null,"Introduction",null,null,null,null,"new"]
[null,"3.3.1.1","Introduction","I","Passenger comfort is an important issue for rolling stock, but is also very complex to address, especially when producing procurement specifications. Recent work by RSSB on ‘T1140 Defining requirements for seat comfort’ has added some scientific evaluation to seat comfort and has requested that these be incorporated into the KTR.",null,null,null,null,"amended"]
[null,"3.3.1.2","n/a","I","The content of T1140 is a step forward, but follow-on work is required as railway seats are used in a dynamic environment and therefore static assessment can only ever be part of seat evaluation. Ideally the follow-on work should develop an assessment method based on seats tested in a dynamic situation (e.g. dynamic rig) to a defined route profile.",null,null,null,null,"new"]
[null,"3.3.1.3","n/a","I","Additional factors need to be taken into account which may adversely affect comfort, such as:\n Limits of GB loading gauge,\n Demand for seating capacity in relation to the maximum achievable vehicle and saloon length,\n Requirements in legal standards like TSIs and NNTRs.\n",null,null,null,null,"new"]
[null,"3.3.1.4","n/a","I","The comfort expectation of passengers depends upon the type of service and anticipated average journey time on a train as well as the type of seating class chosen. Passengers travelling First Class expect better levels of seat comfort, whilst passengers travelling Standard Class accept a lower level of comfort.",null,"The EuroSpec document ‘Seat Comfort Appendices’, see later for a link, includes an example questionnaire for the train operator to use to decide the parameters to provide to the seat supplier on journey times, postures, etc.",null,null,"new"]
[null,"3.3.1.5","n/a","I","T1140 expressed the following journey types when evaluating passenger comfort. See Figure 3.3. Note this figure has been modified slightly to include seating class criteria: ",null,null,"See Figure 3.3 in the main document",null,"new"]
[null,"3.3.2","3.3.1",null,"Seats",null,null,null,null,"renumbered"]
[null,"3.3.2.1","3.3.1.1","E","Passenger seats shall be procured and assessed, using either the seat comfort score-based system of RSSB report T1140 Defining requirements for seat comfort or the criteria-based EuroSpec Seat comfort system.","The procurement and assessment of seat comfort needs to take into account the journey type and typical anticipated periods of seat occupancy of the journey type. Also there might be a need to distinguish between the seat class types.","It is recommended that new seats and / or seating layouts are verified as a mock-up-based evaluation exercise as outlined in the above mentioned documents.",null,null,"new text"]
[null,null,null,null,null,null,"The RSSB T1140 project reports can be found here:","https://www.sparkrail.org/pages/libraryresults.aspx?k=t1140"]
[null,null,null,null,null,null,"The EuroSpec Seat Comfort specification and appendices can be found here:","https://eurospec.eu/seat-comfort/"]
[null,"3.3.2.2","3.3.1.2","E","The passenger seats shall attain a level of comfort appropriate for the journey type and seating class as shown in Figure 3.3.",null,"In addition to the comfort requirements the seats need to comply with legal requirements (PRM TSI, fire safety, interior passive safety etc.) and other limiting factors (GB loading gauge, demand on overall seating capacity etc.).","See Figure 3.3 in the main document",null,"new text"]
[null,"3.3.2.3","3.3.1.3","D","If using the EuroSpec Seat comfort system document the anthropometric data shall be appropriate for GB.",null,"Appropriate datasets for GB are PeopleSize 2020 or the German data in ISO 7250-3 Basic human body measurements for technological design — Part 3: Worldwide and regional design ranges for use in product standards.",null,null,"new text"]
[null,"3.3.2.4","3.3.1.4","I","Table 1 in ‘T1140 Defining the requirements of a seat comfort selection process – Revised August 2019’ report, provides the optimum parameters to achieve a good comfort rating score, however alternative values may be required in order to achieve the required seating capacity, comfort and layout. An explanation of the T1140 parameters can be found in Appendix K.",null,"The T1140 report and appendices can be found on Spark ","Defining the requirements of a seat comfort selection process (T1140 Report)",null,"new text"]
[null,null,null,null,null,null,null,"Defining the requirements of a seat comfort selection process: appendices (T1140 Report)"]
[null,"3.3.2.5","3.3.1.5","I","Seat accessories according to RSSB report ‘T1140 Defining requirements for seat comfort’ are considered to provide an increased level of comfort. Individual seat accessories are shown in the list below in descending order that may influence the overall comfort rating (I).",null,null,null,null,"new text"]
[null,null,null,null,"·         Arm rests,"]
[null,null,null,null,"·         Seat spacers between seats,"]
[null,null,null,null,"·         Flip down tablet / surface,"]
[null,null,null,null,"·         Individual USB / power socket (see 3.20.2),"]
[null,null,null,null,"·         Foot rest,"]
[null,null,null,null,"·         Rear seat storage pocket,"]
[null,null,null,null,"·         Cup holder."]
[null,"3.3.2.6","3.3.1.6","B","The arrangement of 3+2 seating shall be avoided.","Due to gauging limitations, 3+2 seating arrangements only permit narrow seats and restricted aisle widths, reducing comfort and standing space, as well as leading to extended dwell times. Having 3+2 seats means that many of the accessories within 3.3.2.5 cannot be provided and the requirements in this section on seat comfort may not be achieved.",null,null,null,"new text"]
[]
[null,3.4,3.4,null,"Ride Quality"]
[null,"3.4.1","3.4.1","E","A Mean Comfort Index (MCI) shall be defined and agreed with the customer. The measurements shall be conducted in accordance with ‘BS EN 12299:2009 Railway Applications – Ride Comfort for Passengers – Measurement and Evaluation’ when running on a track according to Track Quality Class C as defined in ‘BS EN 13848-6:2014 Railway applications – Track - Track geometry quality - Characterisation of track geometry quality’.",null,"BS EN 12299:2009 ‘Railway Applications – Ride Comfort for Passengers – Measurement and Evaluation\nBS EN 13848-6:2014 ‘Railway applications – Track - Track geometry quality - Characterisation of track geometry quality","See BSI website",null,"amended"]
[null,null,null,null,null,null,"Examples of MCI value on route-defined reference track are for intercity routes 1.5 and for suburban 2."]
[null,null,null,null,null,null,"However, experience has shown that current track quality in GB is improving but may not all be at the level defined in Europe or in standards"]
[null,null,null,null,null,null,"An approach currently being carried out is that virtual test track data is provided to the train builder who analyses it, assigns Cat A, B and C values to it and calculates their ride comfort index based on the right mixture of track quality types in the ratios required by the standards. When the actual ride testing is conducted, it is done over the actual running route, at the range of speeds that the train will operate. When the values are recorded, they are filtered into categories for track quality levels A, B and C before being applied"]
[]
[null,3.5,3.5,null,"Sound, Noise and Vibration Levels"]
[null,"3.5.1","n/a","I","RSSB are considering a proposal to compile a library of sound, noise and vibration values for current trains. This can then be used by train buyers and train builders to have typical values to request and build to. It will also provide an aspiration to improve the levels within a vehicle. This will be ‘T1226 Noise levels in passenger carriages’.",null,null,null,null,"new text"]
[null,"3.5.2","n/a","I","Note for readers and users with reference to the following clause.",null,"Some areas of revision in the standard are:",null,null,"new text"]
[null,null,null,null,"ISO 3381 is being revised. A complete draft that should replace both ISO 3381:2005 and EN ISO 3381: 2011 is awaiting Final Vote once comment resolution is complete, taking account of European, US and Japanese comments. It was hoped it would be published by the time this version of KTR was ready, however, it is understood that the new version will be published in summer 2021.",null,"1.    Types of area within the vehicle are more flexibly defined allowing the approach of this document to specify ‘saloons’ and ‘vestibules’ to be better defined between rolling stock buyers and suppliers."]
[null,null,null,null,null,null,"2.    The control of acoustic track quality (acoustic roughness and decay rates) during the test has simplified and made less costly by the use of a short measured reference section of track and an external monitoring microphone. This would allow meaningful testing in the UK to be more cost effective."]
[null,null,null,null,null,null,"Although the reference to the draft (prBS EN ISO 3381: 2019) standard is still mentioned in the following clauses, it is suggested that this is used where possible, because of the improvements mentioned above, but checks are made to see if the 2021 version of the standard has been published."]
[null,"3.5.3","3.5.1","E","For all vehicle types when stationary, with traction supply available, auxiliary systems (including air conditioning) running and all doors closed, the A-weighted sound level measured inside the seating area of passenger vehicles shall not exceed LpAeq,T = 62 dB measured according to prBS EN ISO 3381: 2019, ‘Railway applications. Acoustics. Measurement of noise inside railbound vehicles’.",null,"All measurements are to be carried out in accordance with prBS EN ISO 3381: 2019, ‘Railway applications. Acoustics. Measurement of noise inside railbound vehicles’,  which defines measurement positions, operating conditions and environmental conditions.","See ISO website",null,"amended"]
[null,"3.5.4","3.5.2","E","For all vehicle types, the emission of prominent harmonics or discrete tones in all operating modes or conditions shall be minimised and be assessed on the basis of the one-third octave spectrum analysis outlined in Annex K of ‘ISO 1996-2: 2017, ‘Acoustics -- Description, measurement and assessment of environmental noise -- Part 2: Determination of environmental noise levels’. Where this method identifies a one-third octave band containing a tone it shall be reported. It shall also be reported whether the difference in A-weighted level between this one-third octave band and the overall noise level, LpAeq,T, is less than 6 dB. In this case it indicates that this one-third octave band is prominent and affects the A-weighted overall level of the noise.","The criterion for labelling a tone as ‘prominent’ if its one-third octave band has a level within 6 dB of the overall level focuses attention only on tonal sounds that passengers would find to be annoying to a significant extent.","Refer to Annex K of ‘ISO 1996-2:2017 Acoustics -- Description, measurement and assessment of environmental noise -- Part 2: Determination of environmental noise levels’ and ‘prBS EN ISO 3381:2019, Railway applications. Acoustics. Measurement of noise inside railbound vehicles’.",null,null,"amended"]
[null,"3.5.5","3.5.3","E","The spectrum of noise shall be measured inside the vehicles under the tested operating speeds and conditions shall be measured and reported according to ‘prBS EN ISO 3381:2019, ‘Railway applications. Acoustics. Measurement of noise inside railbound vehicles’ for all vehicle types.",null,null,"See BSI website",null,"new text"]
[null,"3.5.6","3.5.4","E","From this the Preferred Speech Interference Level (PSIL) shall also be calculated and reported. ","The purpose of this requirement is to ensure that passengers within a distance of up to 2 metres are able to speak to each other normally. Similarly if the PSIL level is too low, passengers are concerned about being overheard.","PSIL is defined as the arithmetic mean of 500 Hz, 1 kHz and 2 kHz octave bands; i.e.: PSIL = (LP500 + LP1000 + LP2000) /3 dB.\n\nNote:  All measurements are to be carried out in accordance with ‘pr BS EN ISO 3381:2019, Railway applications. Acoustics. Measurement of noise inside railbound vehicles’ which defines measurement positions, operating conditions and environmental conditions.",null,null,"amended"]
[null,"3.5.7","3.5.4","E","The A-weighted equivalent continuous sound pressure level (LpAeq,T), measured in accordance with ‘prBS EN ISO 3381: 2019, Railway applications. Acoustics. Measurement of noise inside railbound vehicles’, measured while the vehicle is operating in the open, at maximum speed, on reference track as defined in prBS EN ISO 3381: 2019, shall not exceed the following:","The intention is that the passenger experience, in terms of noise levels, should be broadly comparable to, and preferably better than, that offered by other forms of surface transportation such as road coaches and private cars.","These limits, based on minimum general standards found in existing stock, may be adjusted for the procurement of specific stock since requirements vary according to the speed of operation and the design purpose of the stock. The sound level is also influenced by many engineering factors varying between types of rolling stock such as, but not limited to:",null,null,"amended and new text"]
[null,null,null,null,"-        New Intercity, long-distance train equipped with pressure sealing and designed for maximum speeds up to 140mph (225kph):",null,"·         Vehicle construction,"]
[null,null,null,null,"§  Seating Areas – 72 dB (measured according to pr BS EN ISO 3381: 2019, section 5.3.1),",null,"·         Allowable vehicle mass,"]
[null,null,null,null,"§  Vestibules – 77 dB (measured according to pr BS EN ISO 3381: 2019, section 5.3.2).",null,"·         Power source (or not) in the vehicle,"]
[null,null,null,null,"-        New Intercity, long-distance train without pressure sealing and designed for maximum speeds up to 125mph (200kph):",null,"·         Type of passenger doors,"]
[null,null,null,null,"§  Seating Areas – 74 dB (measured according to pr BS EN ISO 3381: 2019, section 5.3.1),",null,"·         Type of interior,"]
[null,null,null,null,"§  Vestibules – 78 dB (measured according to pr BS EN ISO 3381: 2019, section 5.3.2).",null,"·         Pressure sealing."]
[null,null,null,null,"-        New suburban and commuter trains designed for maximum speeds up to 100mph (160kph):"]
[null,null,null,null,"§  Seating Areas – 74 dB (measured according to pr BS EN ISO 3381: 2019, section 5.3.1),"]
[null,null,null,null,"§  Vestibules – 76 dB (measured according to pr BS EN ISO 3381: 2019, section 5.3.2).",null,"prBS EN ISO 3381:2019, Railway applications. Acoustics. Measurement of noise inside railbound vehicles","See BSI website"]
[null,"3.5.8","3.5.5","E","The vehicle design shall ensure an absence of irritating noises, under all operating conditions and this shall be demonstrated on each train during routine testing of the whole fleet","Examples of irritating noises, are rattles, squeaks, whistles and hums from interior fixtures and fittings (panels, blinds etc)"]
[null,"3.5.9","3.5.6","E","As far as reasonably practical, design features that will prevent the development of irritating noises during the life of the rolling stock shall be applied ","A particular source of annoyance for passengers comes from irritating noises, such as rattles, squeaks, whistles and hums from interior fixtures and fittings (panels, blinds etc)","This may require certain items to be replaced as part of maintenance, eg, seals, felt etc"]
[null,"3.5.10","3.5.7","E","The rolling stock design shall ensure that vibrations generated by vehicle-mounted equipment are isolated from the vehicle bodyshell ","Vibrations generated from equipment such as diesel engines and air compressors are a frequent source of complaint"]
[]
[null,3.6,3.6,null,"Bodyshell Design and Windows",null,null,null,null,"retitled"]
[null,"3.6.1","3.7.1","D","The vehicle bodyshell structure should use a common arrangement of window apertures","This allows future flexibility for interior layouts with window apertures not required, being blanked and a fixed size of bodyside light.",null,null,null,"renumbered"]
[null,"3.6.2","3.6.1","D","The number of variant sizes of bodyside windows should be kept to a minimum (D).","Standardisation of bodyside windows will enable the stock holding of spare windows to be minimised.",null,null,null,"renumbered & amended"]
[null,"3.6.3","3.3.2.1","D","Deadlights (the vehicle structure between window apertures) should be as narrow as practicable, and no greater than 450 mm wide","Minimising the size of deadlights increases flexibility with seating position and improves comfort",null,null,null,"renumbered"]
[null,"3.6.4","3.3.2.2","D","The rolling stock design should endeavour to align passenger seats with bodyside windows (D).","There is much comment about seats not aligning well or at all with windows. Many passengers do like to look out of the window","Where there are no windows as a result of the vehicle structure, other passenger amenities such as luggage stacks and toilet modules should make use of this space",null,null,"renumbered & amended"]
[null,"n/a",3.7,3.7,"now part of 3.6"]
[]
[null,3.7,"n/a","n/a","Catering",null,null,null,null,"new section"]
[null,"3.7.1","n/a","n/a","Catering Equipment",null,null,null,null,"new section"]
[null,"3.7.1.1","n/a","B","The provision or not of a catering service shall be considered.","The type of catering service needs to be defined in order to determine the catering equipment required.\nThe choice of catering service equipment will affect various aspects of the train design, eg electrical load, space provision, retention tanks, etc. required. ","Is this a full meal provision, snacks and drinks from a bar or just a trolley service?",null,null,"new"]
[null,"3.7.1.2","n/a","I","A list of possible catering equipment to suit the chosen catering service is given in Appendix J.",null,null,"See main document",null,"new"]
[null,"3.7.1.3","n/a","I","The train user population is specified train crew and maintenance staff who range from 5th percentile female to 95th percentile male in accordance with ‘PeopleSize 2020’ or ‘ISO 7250-3 Basic human body measurements for technological design — Part 3: Worldwide and regional design ranges for use in product standards’.",null,"A consideration for very tall or very small staff members is the danger that if the operator wants a lot of appliances, and to keep everything within a defined height means it makes the catering space much larger (longer) and reduces seating available in that vehicle.",null,null,"new"]
[null,"3.7.1.4","n/a","E","It shall be possible to clean the catering equipment and its surrounding area effectively and safely.","The equipment and surfaces are to be durable, stain resistant and made of approved materials that are easily cleaned and maintained to food hygiene standards.","Having rounded corners and edges, no holes, and no sharp intersections will reduce dirt traps and facilitate easy and safe cleaning. \nTypically appliances and food preparation surfaces are manufactured using catering grade stainless steel.",null,null,"new"]
[null,"3.7.1.5","n/a","E","The catering equipment shall be designed / packaged for the railway environment..",null,"Most ‘off the shelf’ equipment is not designed for railway applications and needs to be modified / installed to take account of the dynamic environment.\n\nAn example of this is the microwave ovens. To enable these industrial microwave ovens to operate through neutral sections requires a large power / battery inverter to be provided. Additionally a timer that “remembers the setting” may be required, but these are not in the core design.\n\nVibration testing of the equipment needs to be demonstrated for both electrical and mechanical devices.",null,null,"new"]
[null,"3.7.1.6","n/a","E","The catering equipment shall be designed / packaged to reduce the risk of spills as far as possible.",null,"Most ‘off the shelf’ equipment is not designed for the railway environment and needs to be modified / installed to take account of the dynamic environment.\n\nAn example is that coffee pots need to be restrained to the equipment while heating / stored, but they need to be lifted off and so a mechanical ‘self-locking / easy-release’ fitting is required.",null,null,"new"]
[null,"3.7.1.7","n/a","D","Ideally, a mock-up as part of the design process should be provided.","This should engage the operator’s staff and be used to undertake initial safety risk assessments, to look for holes, sharp edges, handholds etc and to assess lighting levels.",null,null,null,"new"]
[null,"3.7.1.8","n/a","E","Risk assessments and trials of the design to confirm safe working from an operational and process perspective shall be carried out.","Scalds and burns are the most likely accidents onboard for catering staff and the above processes are to go as far as practicable to reduce the risk of these.",null,null,null,"new"]
[null,"3.7.1.9","n/a","E","Ergonomic assessments, see next section, prior to service, shall be performed to ensure the intended range of staff or passengers using the catering areas can reach and move around safely as follows:\n·         Catering area and galley by train staff,\n·         Serving counter by train staff and adult passengers,\n·         Setting, serving and clearing of tables where at-seat service is offered by train staff,\n·         Loading and unloading of catering supplies by train staff.","Ergonomic assessments, prior to service, can be performed to ensure the intended range of staff and passengers using the areas can reach and move around safely.\nThis should be part of the Human Factors and CSM requirements using the operator’s catering staff.","The assessments can take the form as follows:\nStatic\nSafety risk assessments, utilising participants fitting the extremes of the ergonomic range, are asked to use each piece of catering equipment and storage facility, and assess it for reach and visibility, whilst being observed.",null,null,"new"]
[null,null,null,null,null,null,"Task assessments, utilising participants fitting the extremes of the ergonomic range, are asked to assess the suitability of the catering area. Before commencing, it is important to determine the kind of activity that will be conducted. The main activities to be conducted by staff members are assumed to be as follows:"]
[null,null,null,null,null,null,"·         Loading & unloading of trolleys,"]
[null,null,null,null,null,null,"·         Delivery receipt (e.g. trolley management),"]
[null,null,null,null,null,null,"·         Preparation for service (e.g. switching on equipment),"]
[null,null,null,null,null,null,"·         Food preparation,"]
[null,null,null,null,null,null,"·         Beverage preparation,"]
[null,null,null,null,null,null,"·         Stock management (e.g. replenishing stock, stock rotation),"]
[null,null,null,null,null,null,"·         Equipment service (e.g. preparing coffee machine, empty grounds),"]
[null,null,null,null,null,null,"·         Cleaning and tidying."]
[]
[null,null,null,null,null,null,"Dynamic"]
[null,null,null,null,null,null,"Safety risk assessments, utilising participants fitting the extremes of the ergonomic range, are asked to use each piece of catering equipment and storage facility, and assess it for reach and visibility, whilst being observed."]
[null,null,null,null,null,null,"Task assessments, utilising participants fitting the extremes of the ergonomic range, are asked to assess the suitability of the catering area. Before commencing, it is important to determine the kind of activity that will be conducted. The main activities to be conducted by staff members are assumed to be as follows:"]
[null,null,null,null,null,null,"·         Preparation for service (e.g. switching on equipment),"]
[null,null,null,null,null,null,"·         Food preparation,"]
[null,null,null,null,null,null,"·         Beverage preparation,"]
[null,null,null,null,null,null,"·         Stock check,"]
[null,null,null,null,null,null,"·         Equipment service (e.g. preparing coffee machine, empty grounds),"]
[null,null,null,null,null,null,"·         Cleaning and tidying."]
[null,"3.7.1.10","n/a","E","All doors in catering areas shall incorporate a means of viewing to allow staff within the compartment to view the area immediately outside the door without having to open it.","The means of viewing could be a ‘spy hole’ so staff could check outside whilst stocktaking or to allow them to check for a fire if using it as an escape route. ","Note: Special considerations may be needed to provide an escape route from the galley for staff and through it for passengers.",null,null,"new"]
[null,"3.7.1.11","n/a","E","A viewing window in the door for use when entering and leaving the kitchen shall be provided.","This allows staff to check there is no one immediately adjacent.",null,null,null,"new"]
[null,"3.7.1.12","n/a","E","Secure storage for the personal belongings and operational equipment of catering staff shall be provided outside of the catering area away from the passenger area:\n• Clothing, including jackets, coats, hats,\n• Small bags,\n• Chef’s equipment,\n• Small luggage.\n",null,"These need to be outside of the catering area for hygienic reasons and away from the passenger area for security reasons.",null,null,"new"]
[null,"3.7.2","n/a",null,"Catering Equipment Maintenance",null,null,null,null,"new section"]
[null,"3.7.2.1","n/a","E","The catering equipment used shall be designed to support easy maintenance.",null,null,null,null,"new"]
[null,"3.7.2.2","na","E","The time required to change line replaceable units of catering equipment should be as short as possible and shall be agreed with the operator.","To maintain service it is essential that certain catering equipment in the event of failure can be replaced in a short timeframe.","It is feasible that toasters and panini grills can be exchanged within 30 minutes, microwave ovens and radiant grills can be exchanged within 60 minutes and it is envisaged that other single pieces of equipment can be exchanged overnight.",null,null,"new"]
[null,"3.7.3","n/a",null,"Loading and Unloading of Catering Supplies On to the Vehicle",null,null,null,null,"new section"]
[null,"3.7.3.1","n/a","E","The train design shall support the agreed process for loading and unloading of catering supplies.",null,"It is assumed that the trolleys and other goods are pre-cooled and are taken to the train in insulated transport carriages via the station platform. It is also assumed that used trolleys and other material are taken away with the same transport carriages.\n\nFood, fresh water and trolleys may require to be loaded onto the train via a ramp securely attached to the vehicle.\n\nA nearby exterior door could serve as a loading door.",null,null,"new"]
[]
[null,3.8,3.8,null,"Interior Interface Rails"]
[null,"3.8.1","3.8.1","D","The use of continuous interface rails in the saloon area for attachment of furniture should be provided","For attaching seats, tables, partitions etc. to the vehicle structure and permits a more flexible interior which could be changed to suit service requirements, and to permit bodyside cantilever, floor rail, and combined floor / side mounting arrangements to be feasible for refurbishment flexibility.","Entry points along the interface rail, as well as the ends, permit fixings to be easily positioned or changed. ",null,null,"amended"]
[]
[null,3.9,3.9,null,"Passenger Counting"]
[null,"3.9.1","3.9.1","E","A means of obtaining real-time passenger loading information for each vehicle shall be provided.","Provision of accurate passenger loading information to on-board and station staff and passengers is beneficial so that passengers can be advised, in real-time, where there is space on the train. This will reduce station dwell times and provide data to analyse the match between passenger demand and provision of capacity.","Typical means of achieving this are: vehicle ‘load weighing’, CCTV and sensors over entry and exit points.\n\nAdditionally in the event of train failure the passenger count can provide the NOC / TOC Control with an idea of whether evacuation is possible.",null,null,"amended"]
[null,"3.9.2","n/a","E","The system shall be able to record the passenger numbers to within 5% or one person (whichever is the greater) of the actual number of people in each vehicle.",null,null,null,null,"new"]
[]
[null,"3.10","3.10",null,"Passenger Information System (PIS)"]
[null,"3.10.1","Introduction","I","The PRM TSI and ‘EN 16584-2 Design for PRM use – General Requirements, Information’ have requirements for PIS, what follows is in addition to those requirements. Also RSSB is producing a guidance note for the PRM TSI, see Appendix G."]
[null,"3.10.2","3.10.1","D","The following PIS features should be provided ",null,null,null,null,"amended"]
[null,null,null,null,"- Estimated times of arrival at stopping points en-route"]
[null,null,null,null,"- Interfaces and integration with other remote information systems",null,"This feature is considered especially important since the on-train system forms part of the holistic ‘whole system’ PIS in support of providing the passenger with information from ‘end-to-end’ of their journey, such as Darwin and LUL Underground line status information."]
[null,null,null,null,"· Accurate real-time intermodal / interchange running information; particularly at times of disruption.",null,"Electronic advertising space should be capable of being given over to passenger information during disruption."]
[null,null,null,null,"· Broadcast accurate, real-time, information via the on-board audio / visual system, or,"]
[null,null,null,null,"·Updates to specific interactive locations in the train for ad-hoc use by passengers, or,"]
[null,null,null,null,"- Information via a train borne Wi-Fi network to be provided for use by passengers using a personal Wi-Fi device (refer to section 5.11).",null,"It is recommended that the research report “Integrated Passenger Information: Delivering the Rail End to End Journey” commissioned by the Department for Transport is considered when specifying the requirements for trainborne PIS systems.","https://www.yumpu.com/en/document/view/6632144/integrated-passenger-information-delivering-the-rail-end-aecom"]
[null,"3.10.3","3.10.2","E","The number / letter of the vehicle in the train consist shall be displayed on the exterior of the relevant vehicle, in a position that is readily visible to passengers when boarding.",null,"The PRM TSI clause 4.2.2.7.2.(6) has a requirement for vehicles to be identified where seat reservations are provided, however it is considered good practice for all vehicles to be labelled in some way.",null,null,"amended"]
[null,"3.10.4","3.10.3","D","The Public Address system should be zonal ","This would permit the traincrew to select the vehicles in the train consist to which announcements would be made. It is anticipated that this would be useful for broadcasting specific messages in, say, first class passenger saloons or on train services which divide en-route"]
[null,"3.10.5","3.10.4","E","The messages displayed on PIS shall only be sent from authenticated devices, i.e. it must prevent unauthorised messages being displayed ","Instances of inappropriate messages on scrolling displays have been known","A password or authentication process may be a solution",null,null,"amended"]
[null,"3.10.6","3.10.5","D","The PIS should be designed to facilitate fault identification by having a ‘maintenance mode’ where all the visual displays cycle through a self-test message and the audio system repeats sounds e.g. count 1 - 30 or repeatedly ‘ping’ all the speakers ",null,null,null,null,"amended"]
[null,"3.10.7","n/a","E","The location of any Call for Aid / Pass Comm / Emergency Egress Device that has been activated shall be displayed on the PIS screens within the train (as well as a form of audible alert to bring this to the attention of traincrew) to enable the quickest response from any member of on board crew.",null,null,null,null,"new"]
[]
[null,3.11,3.11,null,"Seat Reservation Systems"]
[null,"3.11.1","3.11.1","B","An electronic seat reservation system should be provided"]
[null,"3.11.2","3.11.2","D","Where an electronic seat reservation system is provided, it should be possible to remotely upload and display seat reservations prior to passengers boarding the train.","Projects have experienced problems with remote upload of seat reservation systems, as a result of Wi-Fi / 3G /4G blackspots’. This is therefore an important aspect to be checked as part of an implementation project."]
[null,"3.11.3","3.11.3","D","Where an electronic seat reservation system is provided, unreserved seats should be readily identifiable to passengers entering the passenger saloon from both ends of the vehicle ","Existing electronic seat reservation systems make it difficult for passengers without reservations to identify which seats are unreserved. The time taken to check the information for each seat, delays train boarding and therefore increases station dwell times. Informing of non-working reservation systems advises passengers more efficiently rather than relying on train crew. Removing reservations for stations that have been called at helps passengers identify seats that have become available.","A visual indication system could be employed to indicate seat availability. This should be adjacent to the seat and visible from the vestibule e.g. A red LED could be used to indicate a reserved seat whereas a green LED could be used to indicate an available seat.",null,null,"amended"]
[null,"3.11.4","3.11.4","D","Where an electronic seat reservation system is out of use a means to advise passengers should be provided. "]
[null,"3.11.5","3.11.5","D","Seat reservation indications should be removed from the display as they expire during the journey, e.g. on approach to the station where a reservation ends or within a set time after departure. ",null,null,null,null,"amended"]
[null,"3.11.6","3.11.6","D","For live seat reservation systems, the means to reserve a specific seat by text message during a journey should be provided","Current live systems permit passengers to book a seat a short time prior to boarding, which may already be occupied, but not reserve one that they may be sitting in.",null,null,null,"amended"]
[null,"3.11.7","3.11.7","D","The seat reservation display and configuration data should be of a modular design to accommodate changes to seating layout.","The intent here is to allow saloons to be easily reconfigured without complex and costly configuration changes and alterations being required to the seat reservation indicators.",null,null,null,"amended"]
[null,"3.11.8","3.11.8","D","Coach and seat identification, to assist with seat reservation location, should be provided on the exterior of the vehicle adjacent to the entrance doors","This enables passengers to be more efficiently directed towards their reserved seats."]
[null,"3.11.9","3.11.9","D","The seat reservation system should include the wheelchair and bicycle space(s)"]
[null,"3.11.10","n/a","B","The fitment of an occupancy detection system integrated to the seat reservation system landside under the control of the train operator should be considered.","This gives flexibility to the operator to control occupancy and reservations without onboard software changes.",null,null,null,"new"]
[]
[null,3.12,3.12,null,"Provision of Luggage Storage"]
[null,"3.12.1","Introduction","I","The guidance in ‘GMRT2100 Rail Vehicle Structures and Passive Safety’ gives some useful pointers for the design of luggage storage.",null,null,"See RSSB website",null,"renumbered & amended"]
[null,"3.12.2","Introduction","I","RSSB also commissioned a research project to look at helping reduce the injuries that luggage cause on trains “T1057: Investigating the risks posed by luggage to passengers and staff on trains and stations” some aspects follow, but there may be others that suit a particular service.",null,null,"https://www.sparkrail.org/pages/libraryresults.aspx?k=t1057",null,"renumbered & amended"]
[null,"3.12.3","3.12.1","D","Optimised luggage stowage space, including under-seat should be provided"]
[null,"3.12.4","3.12.2","B","Luggage stacks or multi-purpose areas shall be provided taking account of entry and egress and visibility of luggage by passengers","Passengers perceive that there is inadequate provision of luggage storage facilities on board recent designs of rolling stock.","It is accepted that it can often be difficult to obtain the right balance between number of seats and the provision of adequate space for storing luggage. This balancing act can only be determined by consideration of the type of service the rolling stock is intended to operate."]
[null,"3.12.5","3.12.3","E","Luggage stacks should be designed and located in such a way that luggage remains visible to passengers","Passengers have expressed the view that they are particularly uncomfortable with having to leave their luggage effectively hidden from view in end-of-vehicle luggage stacks."]
[null,"3.12.6","3.12.4","D","Where seating permits luggage to be stowed beneath, a device to restrain the luggage in the event of a collision shall be provided ",null,"Typically, for a cabin bag of up to 45cm x 36cm x 20cm.",null,null,"amended"]
[null,"3.12.7","3.12.5","D","Overhead luggage racks should be able to safely store items of dimensions up to 56cm x 35cm x 45cm","This requirement reflects current airline limits with respect to hand baggage and should deter large items being placed there."]
[null,"3.12.8","3.12.6","E","Luggage stacks should provide easy access and safe stowage of items of dimensions up to 90cm x 75cm x 43cm","This requirement reflects current airline limits with respect to hold baggage"]
[null,"3.12.9","3.12.7","E","Multi-tier stacks shall provide safe luggage stowage so that larger items can only be stored in the lower area of the stack.","It is preferred that larger items are kept at a lower level."]
[null,"3.12.10","3.12.8","D","Innovative solutions, for example seats that can be converted to store luggage when not in use should be provided ","In order to provide the flexibility to accommodate differing demands for seats and luggage space at different locations and times of day","See the 'Tomorrow’s Train Design Today' competition for some ideas","http://www.ribacompetitions.com/ttdt/finalists.html"]
[]
[null,"3.13","3.13",null,"Toilets"]
[null,"3.13.1","Introduction","I","Typical passenger numbers, journey times and the availability of toilets at stations and other locations nearby should be considered when assessing the requirement for on-train toilets ",null,null,null,null,"renumbered"]
[null,"3.13.2","Introduction","I","Whilst the provision of toilets on trains is now very much the accepted norm, it should not be automatically assumed that this is appropriate for all types of train operating all types of services. As an example, passenger capacity on metro-type services is frequently a critical factor in train design and the installation of toilets inevitably occupies a significant amount of space. It is therefore common practice worldwide not to provide toilets where this type of train is operating intensive services with frequent stops into and across large conurbations",null,null,null,null,"renumbered"]
[null,"3.13.3","3.13.1","E","On-train toilet design requirements shall be in accordance with Appendix C ","Train toilet issues cause real problems to train operators the world over. Recognised good practice in toilet design, together with options for consideration, are included as Appendix C to this document"]
[null,"3.13.4","3.13.2","D","To extend CET discharge periodicities, the fitting of bio-reactor waste technology should be considered ",null,"Several European railway operators have fitted bio-reactor toilets to suit their operations, others have decided not to for various reasons, e.g. cross-border use, low winter temperatures. Some trials have taken place in GB, Scotrail have run a trial on a Class 334 and SWR are fitting to new Class 701s and more information should be sought from them.\n\nSome background information on bio-reactors is given in C.4.4.",null,null,"amended"]
[null,"3.13.5","3.13.3","E","All access panels within the toilet cubicle shall be secured to prevent unauthorised access ","Toilet areas are not monitored by CCTV nor are easily visible to train crew or other passengers, so persons could interfere with or hack into control systems in relative privacy"]
[null,"3.13.6","3.13.4","D","Passive provision for the installation of a toilet system should be provided",null,"Note 1: In this context “passive” means that the design has made the provision for the fitment of equipment by the designer purposely allocating free space and consideration of cabling, wiring, space for tanks and pipework to the relevant location(s)."]
[null,null,null,null,null,null,"Note 2: This permits the subsequent transfer to other routes where toilet provision is required."]
[null,"3.13.7","n/a","D","The current operational status of the toilets and the condition of header water and CET tank capacities should be continually available remotely for the maintenance depot.","There is a legal requirement in the PRM TSI 2014+2019 clause 4.5.2 that trains with defective Universal Toilets should only be in-service for a specified amount of time.",null,null,null,"new"]
[]
[null,3.14,3.14,null,"Cleanability"]
[null,"3.14.1","3.14.1","D","Interface points for seats and tables with the vehicle floor shall be avoided","This facilitates easier cleaning and improves security by making it easier to identify any suspect devices.",null,null,null,"amended"]
[null,"3.14.2","3.14.2","E","The interior shall be designed to prevent the build-up of dirt and dust in inaccessible places","This helps to eliminate crevices that are hard to reach and clean, with unused spaces filled and radiused corners provided where surfaces meet, e.g. between panels and floors."]
[null,"3.14.3","3.14.3","E","Passenger facing interior hard and soft surfaces shall be long-lasting and maintain their appearance, when cleaned in line with manufacturer instructions ","This makes cleaning easier and helps to maintain their appearance for longer.","Carpets should not require abrasive chemical and processes to clean them.\n\nDeep pile carpets are not suitable as they tend to hold on to dirt. "]
[null,"3.14.4","3.14.4","D","Entrance matting shall be provided in vestibules where carpets are fitted in the saloon.","This can help prevent dirt being trodden throughout a carriage."]
[null,"3.14.5","3.14.5","D","Seat covers should be made from an easily maintained material."]
[null,"3.14.6","3.14.6","E","Crevices where sharp objects, such as hypodermic needles, could be concealed, shall be avoided.","To avoid the associated risk of injury to passengers, maintenance and cleaning staff."]
[]
[null,3.15,3.15,null,"Vandalism Mitigation"]
[null,"3.15.1","3.15.1","E","The risk of vandalism should be considered to guide the amount of protective film or anti-graffiti measures required","This could be on the interior and exterior",null,null,null,"amended"]
[null,"3.15.2","3.15.2","D","All interior glazing and glass panels should be fitted with protective film ensuring that it can be subsequently removed and replaced without the removal of panels","To protect the passenger facing side of bodyside windows, glazed panels and draught screens from damage and ensure the film can be changed easily by maintenance staff."]
[null,"3.15.3","3.15.3","D","Interior fixtures should be graffiti-resistant to an agreed standard",null,"Anti-graffiti coatings can aid general cleaning as well as the removal of graffiti"]
[null,"3.15.4","3.15.4","D","Interior labels and protective film and coverings shall be designed to prevent damage by passengers","The picking of edges of labels and coverings means they will look unsightly and have to be changed "]
[null,"3.15.5","3.15.5","D","Seat cushions should have features that minimise damage from knives etc","This prevents seats being slashed and giving access to seat foam which could provide a fire source.","Sometimes a metal mesh is fitted between the moquette and the foam."]
[null,"3.15.6","3.15.6","D","Exterior surfaces shall be coated to facilitate the easy removal of graffiti."]
[null,"3.15.7","3.15.7","E","Exterior features of rolling stock shall be designed to minimise the possibility of persons riding or climbing on them ","This is to prevent irresponsible members of the public from ‘train surfing’, whilst the train is in motion, or using the jumper cables as a makeshift ladder to reach the vehicle roof, whilst stationary in a platform. This also applies to wagons fitted with ladders.",null,null,null,"amended"]
[]
[null,3.16,3.16,null,"Interior Panels"]
[null,"3.16.1","3.16.1","D","Interior panels should be designed to be as damage resistant as possible"]
[null,"3.16.2","3.16.2","D","Tamper-proof fastenings should be used to secure panels"]
[null,"3.13.3","3.13.3","E","The use of self-tapping screws for fixing of interior panels shall be avoided","The tapped holes become enlarged over time, making the fixings less effective and unsightly."]
[]
[null,3.17,3.17,null,"Flooring"]
[null,"3.17.1","3.17.1","E","The floor coverings shall be slip-resistant as measured by a pendulum test value of 30 to BS 7976-1 Pendulum testers. Specification and the effect of wear shall be considered when making this assessment","Experience, particularly in relation to the operation of trains with hard floors, is that some flooring materials can become slippery when wet, resulting in passenger accidents due to slipping. ","BS 7976-1 ‘Pendulum testers’","See BSI website"]
[null,null,null,null,null,null,"Guidance is given in HSE document “Assessing the slip resistance of flooring”.","http://www.hse.gov.uk/pubns/geis2.htm"]
[null,"3.17.2","3.17.2","E","The pooling of water on floors shall be prevented","This minimises the risk of wet floors creating a slipping hazard.","For example, a floor in vestibules could have a slight camber towards the access doors to allow water to drain away."]
[]
[null,3.18,3.18,null,"Interior Powered Doors (excluding toilet doors)"]
[null,"3.18.1","3.18.1","E","Powered interior doors (excluding toilet doors) shall be designed in accordance with Appendix G of RSSB research project T1036","Passenger Focus highlighted to the Vehicle / Vehicle System Interface Committee (V/V SIC) the relatively high number of complaints they receive from passengers because of injuries that were caused by the internal doors on trains such that RSSB commissioned a research project T1036.","The PRM TSI and ‘EN 16583-3 Railway applications – Design for PRM use – Equipment and components on board rolling stock – Part 3: Clearways and internal doors’ covers internal doors, but RSSB report T1036 adds detail. The report from RSSB research project ‘T1036: On-board injuries associated with internal train doors to develop a specification for interior powered doors’ can be found on SPARK.",null,null,"amended"]
[null,null,null,null,null,null,"Appendix G of the report includes a specification for internal powered doors. In due course this may become a Railway Industry Standard.\n\n(RSSB membership is required to see this document on SPARK).","https://www.sparkrail.org/Lists/Records_StaffMembers/DispForm.aspx?ID=739"]
[]
[null,3.19,"n/a",null,"Passenger Special Spaces",null,null,null,null,"amended title"]
[null,"3.19.1",3.19,null,"Buggy Space, Cycle Store or Multi-use Storage",null,null,null,null,"renumbered"]
[null,"3.19.1.1","3.19.1","D","Buggy storage space should be provided separately from areas for wheelchairs and cycles, where space and demand is insufficient and dependent on route, the multi-use space is available for all","The objective is to minimise potential conflicts between different users of these spaces.","Note that provision for wheelchairs is mandated by Accessibility Regulations and is exclusively for this purpose when needed. Suitable signage is to indicate the priority of use.",null,null,"renumbered & amended"]
[null,"3.19.1.2","3.19.2","D","The buggy space should be close to nappy-change facilities",null,null,null,null,"renumbered"]
[null,"3.19.3","3.19.3","D","Cycle racks should be located in close proximity to access doors, positioned on suitable flooring and make optimum use of available space",null,null,null,null,"renumbered"]
[null,"3.19.1.4","3.19.4","E","For all the buggy space, cycle store or multi-use storage areas, the assessment of flow of passengers passing through shall be demonstrated",null,"For additional reading\nsee Cycle Tool Kit &","https://www.raildeliverygroup.com/component/arkhive/?task=file.download&id=469762597"]
[null,null,null,null,null,null,"T1034: Understanding the business case for investment in Cycle-Rail‘","https://www.sparkrail.org/pages/libraryresults.aspx?k=T1034",null,"amended"]
[null,"3.19.2","n/a",null,"Wheelchair Space",null,null,null,null,"new section"]
[null,"3.19.2.1","n/a","I","Requirements for wheelchair spaces, clearways and wheelchair accessible doors are included in the PRM TSI, supporting European Standards and guidance.",null,null,null,null,"new"]
[null,"3.19.2.2","n/a",null,"The wheelchair accessible doors shall be positioned within the train formation to ensure that they are always usable at all station platforms.","This choice of position can be affected by SDO, short or narrow platforms or platform furniture.",null,null,null,"new"]
[null,"3.19.2.3","n/a",null,"The floor covering in the wheelchair space should be a different design or colour to the surrounding floor.","This is to ensure that the space is kept clear for wheelchair users.",null,null,null,"new"]
[]
[null,"3.20","3.20",null,"Passenger power supplies"]
[null,"3.20.1","3.20.1","D","Power supplies should be provided for the charging of mobile electronic devices and be plainly visible, readily accessible to passengers and appropriately positioned and labelled.",null,"This could be from USB or 230 V sockets.\nIn the future the use of USB systems for charging most devices may reduce the need for a 230 V AC supply.",null,null,"amended"]
[null,"3.20.2","n/a","E","An ergonomic assessment shall demonstrate that 230 V sockets are positioned to maximise ease of use taking account of their location, the adjacent clear space, and orientation and inclination of the socket face.","Good accessibility improves safe operation, reducing the potential to damage plugs and chargers when removing them, for example, from under-seat sockets. Where clearance is limited, for example, sockets above table-tops, orientating the socket face at an angle or horizontal can give better access.","There have been instances of passengers getting minor electric shocks from under-seat mounted sockets, see ‘NIR 3591 Damaged customer plugs in at-seat sockets’.",null,null,"new"]
[null,"3.20.3","3.20.2","B","For a 230V power supply system the following shall be provided","Dependable availability of a power supply for electronic devices is now seen by passengers as being an essential requirement.","Some system earthing arrangements and methods for retention of wires in sockets may not meet the railway vibration requirements",null,null,"amended"]
[null,null,null,null,"·           Sockets compliant to ‘BS 1363-2: 13A plugs, socket-outlets, adaptors and connection units. Specification for 13A switched and unswitched socket-outlets’, specifically the plug insertion and removal forces specified.",null,null,"See BSI website"]
[null,null,null,null,"- Protection by a RCD"]
[null,null,null,null,"· The output from the socket to suit the type of equipment for which it is to be used."]
[null,null,null,null,"· The reliability of the inverter to be as high as possible."]
[null,null,null,null,"· An efficiency of 85% over the 20-100% load range."]
[null,null,null,null,"· Able to perform 20 restarts per hour without failure."]
[null,null,null,null,"·  50Hz to “EN 50160: Voltage characteristics of electricity supplied by public electricity networks”.",null,null,"See BSI website"]
[null,null,null,null,"· Any control software to “BS EN 50657 Railways Applications. Rolling stock applications. Software on Board Rolling Stock”."]
[null,null,null,null,"·  A minimum IP 21 rating in accordance with ‘BS EN 60529 Degrees of protection provided by enclosures (lP code)’.",null,null,"See BSI website"]
[null,"3.20.4","3.20.3","B","The 230 V power supply system design shall demonstrate the following has been considered:",null,null,null,null,"Amended"]
[null,null,null,null,"· The power consumption and diversity and number of outlets to be installed."]
[null,null,null,null,"· Typically, 70mA per socket is a reasonable value to use."]
[null,null,null,null,"· That no switch is required on the outlets.",null,"Having switches on sockets may lower reliability and is not essential."]
[null,null,null,null,"· An indicator on one socket per circuit as a minimum to show supply is live.",null,"Inclusion of an indicator on each socket to show supply and aid fault-finding is acceptable."]
[null,null,null,null,"·         How the system can be isolated / reset and by whom,"]
[null,null,null,null,"·         The supply is to be resettable by customer service staff with a safely and readily accessible reset.",null,"Auto-resetting of the system could be an option, with a time delay before it tries again on the assumption that the cause of the trip has been removed."]
[null,null,null,null,"· The splitting of supplies, to feed each side of the carriage separately ",null,"Splitting supplies within a carriage will increase availability. Alternating sockets from each inverter along each side of the carriage could lead to fault-finding issues."]
[null,null,null,null,null,null,"The overall consideration should be how to maximise system availability for passengers."]
[null,"3.20.5","3.20.4","D","USB outlet for the charging of mobile electronic devices and be readily accessible to passengers should be provided where power constraints may limit 230V supplies","Mainly aimed at refurbishment of existing trains where spare power is limited."]
[null,"3.20.6","3.20.5","D","The USB outlet should be designed to be easily changed when broken","USB outlets were never designed for such use, merely as part of a computer. They are now used for many applications, but the connecting arrangement is not necessarily robust for this type of railway vehicle use. Hence, they need to be easy to change."]
[null,"3.20.7","n/a","E","A check of push-in and removal force for 230 V sockets shall be included in the maintenance plan.",null,null,null,null,"new"]
[null,"3.20.8","n/a","B","Inductive charging in tables should be considered.",null,null,null,null,"new"]
[]
[null,3.21,3.21,null,"Lighting"]
[null,"3.21.1","3.21.1","E","Lighting levels in passenger areas shall comply with ‘BS EN 13272 ‘Railway applications. Electrical lighting for rolling stock in public transport systems’ and not exceed 500 lux at 750 mm above floor level.","Lighting levels are to be sufficient to facilitate typical passenger activities such as reading, whilst not being so bright as to become intrusive and on some existing trains are seen by passengers as being either too bright and clinical, or too dim.","BS EN 13272 “Railway applications. Electrical lighting for rolling stock in public transport systems” ","See BSI website"]
[null,"3.21.2","3.21.2","E","Lighting levels shall be checked with luggage on luggage racks and stacks","Sometimes, where glass is used in luggage racks, the light shining through is reduced when items are placed on the rack. When defining the light level type testing this effect should be considered."]
[null,"3.21.3","3.21.3","B","Passenger-controlled reading lights should be provided, featuring the following:","Passengers welcome the ability to influence the lighting levels of their immediate environment.",null,null,null,"amended"]
[null,null,null,null,"·Modular design, able to facilitate a flexible interior layout."]
[null,null,null,null,"· Train crew and maintenance staff are easily, and from a single location, able to override the local controls to force them all to be lit, to facilitate the identification of defective lighting components."]
[null,null,null,null,"· A means provided to switch all lights off from a single location."]
[]
[null,3.22,3.22,null,"Intentionally left blank"]
[]
[null,3.23,3.23,null,"Litter & Recycling Bins"]
[null,"3.23.1","3.23.1",null,"Clause in v5.1 deleted",null,null,null,null,"deleted"]
[null,"3.23.2","3.23.2","E","Where litter and recycling bins are provided, an assessment of their design including opening aperture size, capacity and maintainability shall be demonstrated.","Passengers perceive that there is inadequate provision of bins on board recent designs of rolling stock. There are either too few, they are not large enough or they are poorly identified. It may also be necessary to include recycling bins too.","The aperture should be a reasonable size for the common litter. The capacity should be designed around standard sizes of bin-liners.",null,null,"amended"]
[null,"3.23.3","n/a","D","The position of the bin should be considered to encourage awareness and use by passengers.","Placing by doors can be helpful.",null,null,null,"new"]
[null,"3.23.4","3.23.3","B","The litter and recycling bin service door shall be fitted with a self-latching lock","This would be to reduce the risk of it being left unlocked and swinging open.",null,null,null,"renumbered"]
[null,"3.23.5","3.23.4","D","Internal fixings should avoid damaging plastic bin liners ",null,null,null,null,"renumbered"]
[]
[null,"3.24","3.24",null,"Provision of Handholds and Handrails",null,null,null,null,"amended title"]
[null,"3.24.1","3.24.1","D","Train interiors should be designed to maximise the provision of handholds / handrails for standing passengers and also for those walking through the train.","A shortage of accessible handholds and grab rails creates an uncomfortable travel experience for passengers who are required to stand and is frequently perceived by them as being “unsafe”. Passenger Focus has identified the absence of accessible handholds as being a significant source of insecurity for standing passengers. This makes them less likely to move into areas of available floor space, so limiting capacity, and increases the risk of passengers falling under heavy braking.","For guidance on handholds and handrails see the PRM TSI, European Standards including ‘EN 16585-2 Railway applications — Design for PRM use — Equipment and components on board rolling stock Part 2: Elements for sitting, standing and moving’ and guidance. Structural requirements are given in ‘GMRT2100 Rail Vehicle Structures and Passive Safety’.",null,null,"amended "]
[null,null,null,null,null,null,"Additional handholds could be the use of straps or poles as seen on metro systems."]
[null,null,null,null,null,null,"The double or triple grab poles in the vestibule of suburban and metro trains, make it much easier to stand in this area with a sensible hand hold, compared to a single pole, which limits the number of people who can hold on. It also minimises the impact of ‘pole hoggers’ who lean against the pole and stop other people holding it"]
[]
[null,3.25,3.25,null,"Provision of Occasional-use seating"]
[null,"3.25.1","3.25.1","D","Occasional-use seating should be provided in multi-use areas","This could include tip-up and perch seats."]
[null,"3.25.2","n/a","E","Multi-use areas with occasional seating shall have signage advising on priority for intended users in accordance with the operator’s policy.",null,null,null,null,"new"]
[null,"3.25.3","3.25.2","E","Occasional-use seating shall not be provided in vestibules.","Their use can be a barrier to efficient access / egress and increase dwell times.",null,null,null,"amended"]
[]
[null,3.26,3.26,null,"Fixed Tables"]
[null,"3.26.1","3.26.1","B","Full-width tables shall be provided at bay seating, the design of which shall allow easy access to the window seat",null,"Sometimes passengers have difficulty in accessing the window seats where full-width tables are provided. \nDesign features to achieve this may be:",null,null,"amended"]
[null,null,null,null,null,null,"·              Tapered table top"]
[null,null,null,null,null,null,"·              Folding leaves"]
[null,null,null,null,null,null,"·              Minimise restrictions due to structural support,"]
[null,null,null,null,null,null,"·              Clearance between top of seat cushion and table (See RSSB project T1140)."]
[null,"3.26.2","3.26.2","B","Fixed tables shall have a lip around the perimeter and a slip-resistant surface ","This reduces the risk of drinks spillage and, where drinks are spilled, the hazard from hot liquids running down onto passengers’ legs whilst seated at a table.","When selecting the resistance of the slip-resistant surface the accelerations and cant deficiency / excess seen in service is to be considered.",null,null,"amended"]
[]
[null,3.27,3.27,null,"Seat Back Tables"]
[null,"3.27.1","3.27.1","D","Folding seat back tables shall be provided at ‘uni-directional’ seating the size of which is sufficient to support and allow use of a laptop.","Often the size of table and the angle of the seat back means an open laptop has to teeter on the edge.","A typical size is 350 x 350 mm\nOther design features to achieve this may be:",null,null,"amended"]
[null,null,null,null,null,null,"·                Folding table,"]
[null,null,null,null,null,null,"·                Extendable or folding leaves."]
[null,"3.27.2","3.27.2","E","Folding seat back tables shall have a lip around the perimeter and a slip-resistant surface.","This reduces the risk of drinks spillage and, where drinks are spilled, the hazard from hot liquids running down onto passengers’ legs whilst seated at a table.","When selecting the resistance of the slip-resistant surface the accelerations and cant deficiency / excess seen in service is to be considered.",null,null,"amended"]
[]
[null,3.28,3.28,null,"Coat Hooks"]
[null,"3.28.1","3.28.1","D","A coat hook should be provided at seat locations.","This frees up luggage storage and keeps clothing in the vicinity of the passenger.","The coat hook is to be positioned to minimise pilfering and designed to take into account interior passive safety requirements.",null,null,"amended"]
[]
[null,3.29,3.29,null,"Differentiation Between Areas"]
[null,"3.29.1","3.29.1","D","Clear differentiation between areas, both internally and externally. should be provided, e.g. between first and standard class. ","Sometimes first and standard class areas are almost the same with only an anti-macassar to differentiate. This causes arguments between passengers and train crew when errors are made.","Historic practice externally was the yellow band for first class, red for catering etc, but other indicators could be for wheelchair space, bicycle or multi-use space.",null,null,"amended"]
[null,"3.29.2","n/a","D","An indication on the front of the train to show its orientation to passenger and staff should be considered.","This could be something that is easy to recognise at the front of a train (say a coloured band on the coupler to denote the location of first class, PRM access, galley or luggage / bike space).",null,null,null,"new"]
[]
[null,"3.30","3.30",null,"Platform Train Interface"]
[null,"3.30.1","3.30.1","E","It shall be demonstrated that the train design manages the Platform Train Interface (PTI) in such a manner as to minimise risks to passengers and keep station dwell times to a minimum, taking account of industry research undertaken in this area.","Potential hazards associated with the PTI have been an area of significant focus for the GB rail industry, with a great deal of research having been undertaken.","Following on from the Platform Train Interface Strategy published in January 2015, various projects have been taking place looking at understanding the gap / step from the train to the platform and how it can be reduced or made safer. The strategy can be found in the new PTI topic hub at:","https://www.rssb.co.uk/Insights-and-News/Key-Industry-Topics/Platform-Train-Interface/Stations-Platforms-and-Trains/Why-don-t-we-have-higher-platforms",null,"amended"]
[null,null,null,null,null,null,"Other PTI resources and guidance can be found here","https://www.rssb.co.uk/Insights-and-News/Key-Industry-Topics/Platform-Train-Interface."]
[null,null,null,null,null,null,null,"https://www.rssb.co.uk/Insights-and-News/Key-Industry-Topics/Platform-Train-Interface/Stations-Platforms-and-Trains/Assessing-the-step-gap."]
[null,null,null,null,null,null,"The following RSSB research projects provide some useful design considerations for the train (and platform): ","See RSSB website"]
[null,null,null,null,null,null,"· “T1037: Investigation of passenger vehicle footstep positions to reduce stepping distances and gauging constraints”"]
[null,null,null,null,null,null,"· “T1054: Evaluating platform gap fillers to reduce risk at the platform/train interface”,"]
[null,null,null,null,null,null,"· ‘T1166: Minimising the impact of ‘high and tight’ platforms on the overall PTI step/gap dimensions’.’"]
[null,null,null,null,null,null,"Requirements for step positions etc. are now given in ‘EN 16586-1 Railway applications - Design for PRM use - Accessibility of persons with reduced mobility to rolling stock - Part 1: Steps for access and egress’.","See BSI website"]
[null,"3.30.2","3.30.2","E","The gap (stepping distance) from train to platform shall be minimised.","The train to platform distance can be made worse where steps are mounted on the body end taper of longer vehicles and are parallel to the taper, rather than all or some of it parallel with the platform.","Examples are shown in Figure 3.30.2","See main document"]
[null,"3.30.3","new","D","The height of the footstep above the platform should be kept as small as possible.","The lower the step the better it is for safer boarding and reducing dwell times.","Consideration should be given to the height of the train / vestibule floor relative to the standard platform height. Lower floors, nearer to the standard platform position, improve boarding and alighting for all passengers, with beneficial effects on station dwell times and safety.",null,null,"new"]
[null,null,null,null,null,null,"Note: RGSs ‘GIRT7020 GB Requirements for Platform Height, Platform Offset and Platform Width’; gives the platform height and offset dimensions and ‘GMRT2173 Size of Vehicles and Position of Equipment’ has information about step position.","See RSSB website"]
[null,"3.30.4","new","B","The provision of deployable steps should be considered.","A deployable step means the step can protrude further reducing the gap and may even be between the train floor and the platform, so providing an intermediate ‘step’.",null,null,null,"new"]
[null,"3.30.5","new","D","Where fixed steps are used, consideration should be given to provisions that enable the steps to be easily changed in case of route changes.","This gives a route specific height to the step but does not limit the fleet being cascaded. ","Many platforms for historical reasons are higher than the preferred 915mm above rail level. The footsteps on trains are often positioned as high as possible to give the vehicles a go-anywhere status, but this means on some routes there is a big step.",null,null,"new"]
[]
[null,"3.31","3.31",null,"Wheelchair Ramp Design"]
[null,"3.31.1","Introduction","I","RSSB research project ‘T759: Improving the methods used to provide access to and from trains for wheelchair users’ contains a lot of useful information on ramps, some is included already in the KTR, but more may be found in the following reports on SPARK (I):",null,null,null,null,"renumbered & amended"]
[null,null,null,null,"- Improving the methods used to provide access to and from trains for wheelchair users (T759 Report)’,",null,null,"https://www.sparkrail.org/pages/libraryresults.aspx?k=t759"]
[null,null,null,null,"-  ‘Improving the methods used to provide access to and from trains for wheelchair users: appendices (T759 Report)’."]
[null,null,null,null,"Also the PRM TSI, ‘EN 16586-2 Railway applications - Design for PRM use - Accessibility of persons with reduced mobility to rolling stock - Part 2: Boarding aids’ and guidance give requirements for boarding ramps.",null,null,"See BSI website"]
[null,"3.31.2","3.31.1","D","Special attention should be paid to the transition profile between the vestibule floor and any boarding aid to ensure that small wheels on wheelchairs cannot be trapped causing the wheelchair to tip (D).",null,null,null,null,"amended"]
[null,"3.31.3","3.31.2","E","Where a lug and hole is used to temporarily secure a portable wheelchair ramp their size shall be agreed with the user","The industry is moving towards a common ramp to improve train operator usability. A common lug pitch of 425 mm and pin size diameter 9.1 mm x 15 mm long is suggested.","Accessibility regulations require that wheelchair ramps be temporarily fixed to the train whilst in use. It does not suggest how, but at present this is done using a lug and hole arrangement of which there are three current hole pitches."]
[null,"3.31.4","3.31.3","D","A visual indication, e.g. arrows, on the portable wheelchair ramp surface and vehicle to indicate the position of the lug and hole, should be provided","This makes it easier for staff to position the ramp when deploying."]
[null,"3.31.5","3.31.4","E","The portable wheelchair ramp or other installation, when in position, shall prevent the train doors from closing","To prevent doors from being closed, either manually or automatically, whilst the ramp is deployed."]
[null,"3.31.6","3.31.5","D","Where door auto-close is fitted, an override to prevent door closure whilst a portable wheelchair ramp or other installation, is in position, should be provided","Often with short auto-close times the attempt by the door can be disconcerting to users and disabling it will assist with boarding.","An example of disabling the auto-close is to press and hold the external door pushbutton for a short period. Re-enabling could be by pressing and holding again, or an auto-reset once the door is closed and locked by train crew."]
[null,"3.31.7","3.31.6","E","On-train portable wheelchair ramp storage shall consider risks associated with retaining a ramp with its high-centre of gravity on a moving train","There have been instances of ramps toppling and causing injury."]
[null,"3.31.8","3.31.7","E","Securing devices for the on-train portable wheelchair ramp shall be self-latching or automatic, not relying on manual intervention","Automated or self-latching devices ensure the ramp is retained without further human action."]
[null,"3.31.9","3.31.8","D","The mass of the portable wheelchair ramp shall not exceed 12 kg","The lower the mass the easier the ramp is to handle without injury, HSE recommendations for lifting should be followed.",null,null,null,"amended"]
[null,"3.31.10","3.31.9","E","The portable wheelchair ramp shall have at least two handles, suitably located for carrying and for positioning","Sometimes the carrying handle(s) are not always positioned such that they help with positioning of the ramp."]
[null,"3.31.11","3.31.10","E","The storage location for the on-train portable wheelchair ramp shall be as close as possible to the wheelchair accessible doors","This reduces the distance the ramp has to be carried and having to move passengers out of the way."]
[null,"3.31.12","3.31.11","E","The storage for the on-train portable wheelchair ramp shall protect passengers clothing from coming into contact with the ramp","To stop passengers getting dirt on their clothes or being grazed by the ramp surface."]
[null,"3.31.13","3.31.12","D","The area between the wheelchair ramp storage area and the external door should be protected for impact damage whilst staff are manoeuvring the ramp from one place to the other ","Reduces unsightly and costly repair of damage"]
[null,"3.31.14","n/a","D","All external passenger doorways should incorporate securing points for access ramps for the use of all PRM users.","Access ramps may be used by staff to assist passengers with reduced mobility, who are not necessarily wheelchair-bound to board the train.",null,null,null,"new"]
[]
[null,3.32,3.32,null,"Mobility Scooter Access"]
[null,"3.32.1","Introduction","I","RSSB research project ‘T1055: Improving accessibility and safety for mobility scooter users travelling by rail’ evaluates what improvements should be made to assist mobility scooter users to board and alight from trains and to improve the processes used by staff in dealing with mobility scooter users on SPARK.",null,null,"https://www.sparkrail.org/pages/libraryresults.aspx?k=t1055",null,"amended"]
[]
[null,"3.33","3.33",null,"External Access Doors"]
[null,"3.33.1","3.33.1","E"," Door systems shall be fitted with static and dynamic anti-trap and drag functionality in accordance with clause 5.2.1.5 of ‘BS EN 14752:2019 Railway applications — Body side entrance systems for rolling stock’ that prevents passengers, luggage or items of clothing from becoming trapped in the doors (E).","There are intelligent sensitive / safety edges and detection systems available that can determine if the trapped item is inside, or outside of the train and react accordingly.","BS EN 14752:2015 Railway applications — Body side entrance systems for rolling stock”.","See BSI website",null,"amended"]
[null,null,null,null,null,"A dynamic anti-trap and drag protection system can identify a thin item attached to a person (or animal) such as a strap, belt or lead.","There are instances where the obstacle detection system on doors will not identify a thin item attached to a person (or animal) such as a strap, belt or lead.  Where a sensitive edge is used as part of the obstacle detection system, it is possible to re-energise the sensor system as the train starts to depart the platform to provide a drag protection function. This function is isolated once the train has attained a specified speed or travelled a specified distance. \n\nThis function is often provided in software and is built into the door control system by the manufacturer. The TOC should undertake a risk assessment in order to decide whether to enable this function as part of safe integration into their operation."]
[null,null,null,null,null,null,"A Railway Industry Standard “RIS-2747-RST Functioning and Control of Exterior Passenger Doors on Vehicles” covers a number of aspects of door control design; particularly regarding Selective Door Operation.","See RSSB website"]
[null,"3.33.2","3.33.2","E","Provision shall be made to interrupt the train dispatch process and alert traincrew in a timely manner when an item has become trapped in an external access door","There have been a number of accidents, involving fatalities or serious injuries, as a result of passengers, their luggage or clothing becoming trapped in the closing doors of a train that has then departed without this being detected see RAIB report on West Wickham.","The full report can be found at:","https://assets.publishing.service.gov.uk/media/56d04f05e5274a10f9000001/R032016_160229_West_Wickham.pdf"]
[null,"3.33.3","3.33.3",null,"Clause deleted",null,null,null,null,"deleted"]
[null,"3.33.4","3.33.4","D","Decals (e.g. shark’s teeth) should be applied adjacent to the leading edge of door leaves ","This can make passengers more aware of the risks of door closure.","Examples are shown in Figure 3.33.4","See main document"]
[null,"3.33.5","3.33.5","D","Where fitted, the door(s) autoclosure should be a significantly slower closing speed than normal door closure, the door close alarm should sound before the doors close.","The time that a door(s) takes to close when autoclosing, is suggested to be between 10 to 15 seconds.","RSSB research project ‘T1102: Optimising door closure arrangements to improve boarding and alighting’ identifies practicable improvements to current door closure arrangements and informs long-term improvements to rolling stock design and relevant industry standards. One recommendation was:",null,null,"amended"]
[null,null,null,null,null,null,"Recommendation 5.  Autoclosure – significantly slower door closing speed."]
[null,null,null,null,null,null,"‘Slow the time that a door takes to close when autoclosing, to between 10 to 15 seconds.’"]
[null,null,null,null,null,null,"A copy of the report titled ‘Optimising door closure arrangements to improve boarding and alighting (T1102 Report)’ can be found here on SPARK:","https://www.sparkrail.org/pages/libraryresults.aspx?k=t1102"]
[null,"3.33.6","n/a","D","Local control of at least one passenger door on each side of the train, to enable authorised staff access when the train is powered and not in-service, should be provided.","This is to support service preparation activities, such as cleaning, catering logistics or security sweeps, to be carried out on depots, stabling locations or stations without the need to access the driver’s cab.",null,null,null,"new"]
[null,"3.33.7","n/a","D","It shall be possible to access the emergency door release device to enable maintenance testing without damaging any protective covers.",null,null,null,null,"new"]
[null,"3.33.8","n/a","E","The door control system shall support functionality to minimise the time between the train coming to a stand and the doors opening.","Reducing this time gives longer boarding and alighting times.","Preparation of the doors for opening as the train approaches the platform, such as releasing pressure seals, pre-activation of pushbuttons etc are possible solutions.",null,null,"new"]
[null,"3.33.9","n/a","D","The clearway for bi-parting doors should be sufficiently wide to enable two or more passengers to board / alight simultaneously.","On commuter or metro services, if passengers can board / alight side by side it helps with dwell time.","Work for Crossrail and Thameslink has shown this to be 1600 mm minimum.",null,null,"new"]
[null,"3.33.10","n/a","E","Vestibule areas shall be designed to optimise passenger flow during access and egress.","On commuter or metro services the discouraging of ‘door sentries’ blocking the door area by having stand-back areas each side of the doorway, and handrails positioned away from the doorway. ","Stand-backs should not be too large, typically 300 mm is sufficient and this is the size of a 95th percentile trunk depth PeopleSize 2020.",null,null,"new"]
[null,"3.33.11","n/a","D","The fitting of status lighting around the doorway should be considered.",null,null,null,null,"new"]
[null,"3.33.12","n/a","D","Where a passenger exterior door-close push button is provided, a shroud  should be installed around the push button, whilst maintaining compliance with the PRM TSI.","There is no mandatory requirement to fit a close push button, but if it is chosen to do so, a shroud would prevent passengers accidentally leaning on or touching the pushbutton whilst alighting and trapping other passengers who are alighting or boarding should it close.","RSSB research project ‘T1102: Optimising door closure arrangements to improve boarding and alighting’ identifies practicable improvements to current door closure arrangements and informs long-term improvements to rolling stock design and relevant industry standards. One recommendation was: ",null,null,"new"]
[null,null,null,null,null,null,"Recommendation 10.  Door close push button - to control the risk associated with inadvertent operation of the door close push button."]
[null,null,null,null,null,null,"‘Fit shrouding around the door close push button to prevent inadvertent operation, taking into account: passenger sight-lines to the push button, visibility of ‘halo’ or other button illumination, and avoiding sharp-edges for the shrouding (control re-positioning or time-delay for operation, are not appropriate measures)."]
[null,null,null,null,null,null,"The door close alarm should sound before the doors close."]
[null,null,null,null,null,null,"A copy of the report titled ‘Optimising door closure arrangements to improve boarding and alighting (T1102 Report)’ can be found here on SPARK:","https://www.sparkrail.org/pages/libraryresults.aspx?k=t1102"]
[null,"3.33.13","n/a","E","The status of each passenger door i.e. released, open, closed, locked, SDO disabled etc, shall be available in the cab for use during train preparation.","This clause is to support the idea of automation of train preparation, see Appendix H, by using a TCMS screen for example to check door operation.",null,"See Appendix H in main document",null,"new"]
[]
[null,3.34,"n/a",null,"Signage",null,null,null,null,"new section"]
[null,"3.34.1","n/a","I","The following signage, pictograms and tactile information are covered by the PRM TSI, guidance and ‘EN16584-2: Railway applications - Design for PRM use – General requirements - Part 2: Information: ",null,null,"See BSI website",null,"new"]
[null,null,null,null,"·         Safety information and safety instructions, "]
[null,null,null,null,"·         Warning, prohibition and mandatory actions signs, "]
[null,null,null,null,"·         Information concerning the route of the train, including information about delays and unplanned stops, "]
[null,null,null,null,"·         Information concerning the location of on-board facilities."]
[null,"3.34.2","n/a","D","The PRM requirements on signage in 3.34.1 should also be applied to existing trains during interior changes.",null,"RSSB are preparing a Project 19-015 for a Guidance Note for the PRM TSI, which will incorporate revised guidance on emergency and safety signs.",null,null,"new"]
[null,"3.34.3","n/a","E","Signage for evacuation purposes shall be in accordance with the following RSSB documents and take note of the arrangement of labels in the PRM TSI:",null,"A large proportion of the safety signage used in passenger trains in Great Britain was optimised using internationally recognised best practice. The resulting signage is more legible and more easily understood, by a wider range of passengers and in a wider range of conditions, than was the case for earlier types of signage. This is so that passengers will now see consistency across the fleet. ","See RSSB website and Spark.",null,"new"]
[null,null,null,null,"·         T052a Improvements to safety signage on passenger trains,"]
[null,null,null,null,"·         T246 Development of common passenger safety signs, "]
[null,null,null,null,"·         T422 Completing the set of passenger train safety signage to improve legibility and comprehension,"]
[null,null,null,null,"·         RIS-2730-RST Vehicle Fire Safety and Evacuation."]
[null,"3.34.4","n/a","D","Signage that is additional to, or that is not specified in 3.34.1 to 3.34.3, should take note of and use the following International standards to assess their clarity and unambiguity:",null,null,"See BSI website",null,"new"]
[null,null,null,null,"·         ISO 9186 suite: Graphical symbols — Test methods"]
[null,null,null,null,"·         ISO 7000: Graphical symbols for use on equipment - Registered symbols"]
[null,null,null,null,"·         ISO 7001: Graphical symbols — Public information symbols (and its amendments)."]
[]
[null,3.35,"n/a",null,"Additional Portable Equipment",null,null,null,null,"new section"]
[null,"3.35.1","n/a","I","The Loc & Pas TSI clause 4.2.9.4 specifies mandatory on-board tools and equipment. Railway Industry Standard ‘RIS-2730-RST Vehicle Fire Safety and Evacuation’ details further tools and equipment. The following clauses are for additional portable equipment to be available in the case of sustained delay or train stranding.",null,null,null,null,"new"]
[null,"3.35.2","n/a","E","A physical barrier that can be placed across exterior passenger doors opened for ventilation shall be provided.","In the event of a sustained delay, particularly in very hot weather, with no electric supply, the passenger access doors can be opened to allow air circulation. The barriers are placed across the doorway to alert passengers that the door is open. This physical barrier could be a hazard tape or bar, integrated into the door system or stored elsewhere.",null,null,null,"new"]
[null,"3.35.3","n/a","D","Consideration should be given to provision of some or all of the following items which should be stored in a cupboard accessible to staff:","The type of service planned would affect the equipment provided. Hi-vi vests can be provided to off-duty rail staff or volunteers.","The joint RDG and NR document RDG NR GN SP01 ‘Guidance Note - Meeting the Needs of Passengers Stranded on Trains’ provides some information on possible scenarios and equipment that may be carried on board. ","https://www.raildeliverygroup.com/about-us/publications/acop/269-meetingtheneedsofpassengersstrandedontrains/file.html",null,"new"]
[null,null,null,null,"·         Extra high visibilty vests, ",null,"This is complemented by RDG GN015 ‘Guidance Note - Extreme Weather Arrangements, including Failure or Non-Availability of On-Train Environment Control Systems’. ","https://www.raildeliverygroup.com/about-us/publications/acop/249-extremeweatherarrangements-includingfailureornon-availabilityofon-trainenvironmentcontrolsystems/file.html."]
[null,null,null,null,"·         Lighting sticks,"]
[null,null,null,null,"·         Foil blankets,"]
[null,null,null,null,"·         First aid kits,"]
[null,null,null,null,"·         Evacuation steps / ramps / ladder,"]
[null,null,null,null,"·         Door barriers, if not built-in,"]
[null,null,null,null,"·         Bottled water."]
[null,"3.35.4","n/a","D","The availability of additional portable equipment in the event of a collision should be maximised by choice of its locations.","In the Great Heck accident of 2001, emergency equipment was located in the leading vehicle which was destroyed in the collision.","In addition, distribution of certain equipment (e.g. door barriers, foil blankets) along the train will aid speed of deployment.",null,null,"new"]
[]
[null,"4.","4.",null,"Key Requirements - Operational"]
[null,4.0999999999999996,"n/a",null,"Door Control Concept",null,null,null,null,"new title"]
[null,"4.1.1","n/a",null,"Door Comtrol Decision",null,null,null,null,"new title"]
[null,"4.1.1.1","n/a","E","The Rolling Stock shall be capable of Driver Controlled Operation (DCO) and / or Driver Guard Operation (DGO) (or the provision made for retrofit of equipment) over the lifetime of the train as agreed with the specifier.","It is essential that the specifier determines the business requirement for DCO and / or DGO.","DCO can also be used for empty stock moves, even if not used for passenger operation.",null,null,"new"]
[null,"4.1.2",4.0999999999999996,null,"Driver Controlled Operation (DCO)",null,null,null,null,"renumbered"]
[null,"4.1.2.1","4.1.1","E","Rolling stock shall either be capable of Driver Controlled Operation or the provision made for subsequent inexpensive retrofit of DCO equipment.","The intent is for DCO to be able to be retrospectively fitted in a cost-effective manner when required, if not originally installed.","In this context “inexpensive” means that the design has made the provision for the fitment of equipment by the designer purposely allocating free space and consideration of cabling to the relevant location(s).",null,null,"amended"]
[null,"4.1.2.2","4.1.2","E","A train specified to be capable of DCO shall have Door Release and Close push buttons, and DCO CCTV Monitors at all driving positions.",null,"Under DCO the Driver carries out Door Release upon arrival at the station and Door Close and Dispatch from the station.",null,null,"amended"]
[null,"4.1.2.3","4.1.3","E","A train specified to be capable of DCO shall have a DCO CCTV system fitted in accordance with Railway Industry Standard ‘RIS-2703-RST - Driver Controlled Operation (DCO) On-train Camera / Monitors (OTCM)’..","Live images from shore- or train-based CCTV are fed to monitors  in the cab to allow the driver to view the platform train interface (dispatch corridor) through the process from door enable to the train departing. The point at which the monitors turn off can be specified by the operator to suit dispatch situations.",null,null,null,"amended"]
[null,"n/a","4.1.4","E","Deleted",null,null,null,null,"deleted"]
[null,"4.1.3","n/a",null,"Driver Guard Operation (DGO)",null,null,null,null,"new section"]
[null,"4.1.3.1","n/a","E","A train specified to be capable of DGO shall have Door Release and Close push buttons, Signal Buzzers and Crew Voice Communication at all driving positions and at all Guard Operating Panel (GOP) positions.","Under DGO the Driver carries out Door Release upon arrival at the station (in order to be compatible with Selective Door Opening systems) and the Guard carries out Door Close and Dispatch duties (which may be in conjunction with platform staff or equipment).",null,null,null,"new"]
[null,"4.1.3.2","n/a","E","The number and location of GOP positions at doorways along the train, to allow safe dispatch at all stations for all formations intended to be operated, shall be as defined by the specifier.","It is essential that the specifier defines the number and location of GOP positions to match their operational requirements, which may include GOP positions at both cab and passenger doorways.",null,null,null,"new"]
[null,"4.1.3.3","n/a","E","Functionality of the DCO CCTV monitors (if installed) in DGO operation showing images of the dispatch corridor as the train departs and the point at which they switch to standby shall be in accordance with the requirements of the specifier. ","It is essential that the specifier defines the functionality of the DCO CCTV monitors, including the view of the dispatch corridor and the point at which the images stop being displayed, to match their operational requirements.",null,null,null,"new"]
[]
[null,4.2,4.2,null,"Selective Door Operation (SDO)"]
[null,"4.2.1","4.2.1","E","SDO on a per vehicle basis shall be provided (or the provision made for subsequent inexpensive retrofit of SDO equipment, where this is initially not required) in accordance with Railway Industry Standard ‘RIS-2747-RST Functioning and Control of Exterior Doors on Passenger Vehicles’.","The lengthening of trains to meet passenger demand creates problems where platforms are then too short for these trains. In some cases, where footfall is relatively low and platform lengthening is either costly or impractical, SDO provides a practical alternative.","In this context “inexpensive” means that the design has made the provision for the fitment of equipment by the designer purposely allocating free space and consideration of cabling to the relevant location(s).",null,null,"Amended"]
[null,null,null,null,null,null,"An RSSB research project T1202 Guidance for introducing and managing Selective Door Operation (SDO) is due for completion on late 2020 and should be viewed.","See RSSB website"]
[null,"4.2.2","4.2.2","E","SDO for individual doors should be provided (or the provision made for subsequent inexpensive retrofit of SDO equipment, where this is initially not required) in accordance with Railway Industry Standard ‘RIS-2747-RST Functioning and Control of Exterior Doors on Passenger Vehicles’.","With individual doors being able to be inhibited by the SDO the distance for passengers to walk to use an available door is reduced.","In this context, ‘inexpensive’ means that the design has made the provision for the fitment of equipment by the designer purposely allocating free space and consideration of cabling to the relevant location(s).",null,null,"amended"]
[null,"4.2.3","4.2.3","E","A local indication, to advise passengers that a door has been inhibited by the SDO system and will not open, shall be provided. ","Passengers may not notice, nor see PIS messages and when the door does not open, they believe this is because the traincrew have not released it. The door may be adjacent to a platform but because of the SDO design and / or stopping tolerances, may still be excluded from being released.",null,null,null,"amended"]
[null,"4.2.4","4.2.4","D","The validation of SDO operation shall be conducted prior to the train entering passenger service (E).","Validating the SDO can be difficult on a test track, therefore using shadow running or GNSS virtual testing is a good idea.",null,null,null,"amended"]
[null,"4.2.5","n/a","D","Train operators should consider if they wish to own the SDO parameters or database themselves or through the train builder (D).","Changes in platform length can be changed more quickly be the operator.",null,null,null,"New"]
[]
[null,4.3,4.3,null,"Location of Driver Resettable Controls and Isolation of Equipment"]
[null,"4.3.1","4.3.1","E","Driver resettable controls and isolation equipment, e.g. miniature circuit breakers (MCBs), shall be positioned inside the train where drivers can access them quickly in all normal operational conditions, preferably not in passenger areas ","When trains are crowded it can be extremely difficult, or even impossible, for drivers to gain access to equipment located in passenger areas. Any requirement to gain access to equipment from outside the train introduces safety risks and potential requirements to stop trains running on adjacent tracks."]
[]
[null,4.4000000000000004,4.4000000000000004,null,"Cab Design and Interfaces"]
[null,"4.4.1","n/a","I","The clauses 4.4.2 onwards are for adding more clarity or detail to cab design and interfaces and are in addition to the mandatory requirements of:",null,null,null,null,"new"]
[null,null,null,null,"-       The Loc & Pas TSI 1302/2014 as amended, chapter 4.9.1 in conjunction with the Loc & Pas TSI application guide ERA/GUI/07-2011/INT Version: 2.00 and ‘GMGN2615 Issue 2.1 Guidance on the Conventional Rail Locomotives and Passenger Rolling Stock TSI’ and ",null,"See ERA and RSSB websites"]
[null,null,null,null,"-       ‘GM/RT2161 Issue 2 Requirements for Driving Cabs of Railway Vehicles’.",null,"See RSSB website"]
[null,"4.4.2","4.4.1","E","The driver’s cab shall be designed in accordance with the following EuroNorms ","This will include, for example, ergonomics ,dimensions, sight-lines, labelling etc.","The 2014 version (with amendments) of the Loc & Pas TSI still mentions that some European Standards are being drafted whilst those listed above are the issued ones. It is recommended to consult the application of the above mentioned European Standards instead with the assessment bodies and authorising entity prior to applying.","See ERA website",null,"renumbered and amended"]
[null,null,null,null,"·         BS EN 16186-1, ‘Railway applications. Driver's cab. Anthropometric data and visibility’"]
[null,null,null,null,"·         BS EN 16186-2, ‘Railway applications. Driver's cab. Integration of displays, controls and indicators’"]
[null,null,null,null,"·         BS EN 16186-3, ‘Railway applications. Driver's cab. Design of displays’"]
[null,null,null,null,"·         BS EN 16186-4, ‘Railway applications. Driver's cab. Layout and access'"]
[null,null,null,null,null,null,"For guidance on anthropometric data for UK drivers, see Railway Industry Standard ‘RIS-2761-RST Issue 1 - Rail Industry Standard for Driving Cabs’.","See RSSB website"]
[null,null,null,null,null,null,"Note: ASLEF, the train driver’s union, has produced some documents on cab design, which can be found on their website. Versions of these have been part of previous KTRs, and the most recent one from October 2020 will be reviewed for the next version of KTR."]
[null,"n/a","4.4.2",null,"Deleted",null,null,null,null,"Deleted"]
[null,"4.4.3","4.4.3","E","Driver cab controls shall be appropriately protected from accidental operation.","Delays have frequently been caused when members of traincrew have accidentally knocked equipment such as MCBs or desk pushbuttons with their bags, etc."]
[null,"4.4.4","4.4.4","E","DSD pedals (where fitted) shall be vertically adjustable by the driver.","This is to aid driver comfort and use of controls across a wide spectrum of the population.","Experience has shown that Driver Safety Devices (DSDs) have proved difficult to design to satisfactorily accommodate the anthropometric range of drivers.",null,null,"amended"]
[null,"4.4.5","n/a","E","The DSD pedal installation shall be designed so that it is not susceptible to failure due to ingress of debris or moisture.","DSD pedals can get stuck due to the ingress of grit or stones from footwear. ",null,null,null,"new"]
[null,"4.4.6","4.4.5","E","Driving cabs shall be designed to ensure drivers are protected against Musculoskeletal disorders (MSDs) in accordance with Railway Industry Standard ‘RIS-2761-RST Issue 1 - Rail Industry Standard for Driving Cabs’.","Drivers are expected to drive trains for significant periods of time and it is therefore important to protect against MSDs if long term health problems are to be avoided.",null,"See RSSB website",null,"renumbered and amended"]
[null,"4.4.7","4.4.6","I","Where cab equipment and controls need to be moved to permit fitment of European Train Control System (ETCS) displays and other ancillary equipment as part of the design, guidance is given in document “ATOC/EC/GN/004 Guidance Note - ETCS Cab Human Factors Design Guidance” ",null,null,"http://www.rssb.co.uk/rgs/oodocs/ATOCECGN004%20Iss%201.pdf",null,"amended"]
[null,"4.4.8","4.4.7","E","Glare and reflection studies of the cab environment to verify the driver’s activities are not impaired under all feasible ambient lighting conditions shall be undertaken during the early stage of design.","It is imperative that the full percentile range of drivers are able to view indicators and displays necessary to ensure the safe operation of the train in all lighting conditions. Conducting a glare and reflection study early in the design process will help identify potential issues which would cause delays and be costly to rectify at a later stage.","Loc & Pas TSI clause 4.2.9.3.4 only refers to reflections from controls and indicators interfering with the line of sight of the driver. This requirement assesses the whole cab geometry for incidental direct and indirect glare and reflections from various surfaces, including controls and clothing to ensure that the readability of instruments and displays is not adversely affected. For example, this could be from low and lateral sunlight or during darkness, instrument lighting or light reflecting off an interior surface reflecting on instruments, displays or the windscreen.\nSuch studies could be undertaken, for example, by computer simulation and / or on a full-scale representative mock-up.",null,null,"amended"]
[null,"n/a","4.4.8",null,"deleted",null,null,null,null,"deleted"]
[null,"4.4.9","4.4.9","E","Driving cabs shall be operationally ready, i.e. ready for the train to be driven at turn-round, following the driver activating a cab by inserting a master key, within two minutes The systems that are to be operationally ready shall be agreed by all parties.",null,null,null,null,"amended"]
[null,"4.4.10","4.4.10","D","Driving cabs should be operationally ready, i.e. ready for the train to be driven at turn-round, following the driver activating a cab by inserting a master key, within one minute  The systems that are to be operationally ready shall be agreed by all parties.","On an increasingly congested network it is essential that platform occupancy should be kept to a minimum and that, whether a train is reversing at a terminal station or splitting / joining during a journey, the train is ready to move as quickly as possible after the driver enters the cab.","These requirements apply to all possible combinations of multiple unit formations and also encompass activities related to coupling and uncoupling and updating of train systems, for example, PIS.",null,null,"amended"]
[null,"4.4.11","4.4.11","E","On-board systems shall communicate with each other, so that drivers only have to enter data once.","This is in order to minimise time taken to enter data and to ensure data integrity."]
[null,"4.4.12","4.4.12","D","A facility to accept a “smart card” or other similar technology to activate train systems should be provided","The issuing of staff with a contactless, phone-based, or smart card, limits access to role-specific systems, e.g. for energising appropriate systems (cleaners and maintenance staff), or aid train start-up times (drivers).","As an example, on the driver entering the train headcode and their ID No: any on-board systems (PIS, On-Train Data Recorder, Radio, etc.) should automatically configure as appropriate."]
[null,"4.4.13","4.4.13","D","An exterior ambient temperature display in the cab, that the driver can read whilst seated in the normal driving position, should be provided","An ambient temperature indication would warn drivers of freezing conditions, enabling them to respond accordingly."]
[null,"4.4.14","4.4.14","D","The “reading zone” for driver’s papers, as defined in the TSI, or any surface, should be angled and not horizontal","This is to prevent drinks from being placed on a surface that is not intended for this purpose."]
[null,"4.4.15","4.4.15","E","A clock shall be displayed in the cab, synchronised to a recognised external time-source, that the driver can read whilst seated in the normal driving position"]
[null,"4.4.16","4.4.16","D","A cup holder or place for a cup should be provided","To provide a secure storage location for drinks, ensuring that spillages are minimised and kept well away from vulnerable equipment"]
[null,"4.4.17","4.4.17","D","USB ports or 230V sockets for drivers to charge mobile devices should be provided","To permit the charging of tablets and smart devices, which are being used increasingly for work related activities.","For more guidance see 3.20.3, 3.20.4 and 3.20.6.",null,null,"amended"]
[null,"4.4.18","4.4.18","D","A space to securely locate a hand-held device or tablet, so that it can be seen from the driving position, should be provided","To permit them to be seen whilst being used for work-related activities."]
[null,"4.4.19","4.4.19","D","A position should be identified for use by driver trainers / assessors or for persons undertaking infrastructure checks, which provides the necessary sightlines for the line ahead and of the critical driving controls ","There have been instances of trainees having collisions or missing signals, where the position of the trainer is not always optimal to provide a driver’s eye view of the line ahead or visibility of the trainee’s use of the driving controls."]
[null,"4.4.20","4.4.20","E","Cab access door handles, push buttons or levers shall be of sufficient height to be comfortably used by the range of UK drivers’ anthropometric data as in ‘RIS-2761-RST Issue 1 - Rail Industry Standard for Driving Cabs’ ","Particular problems have been encountered by traincrew towards the lower end of the height range in gaining access to cabs; particularly when the train is located where there is a high ballast shoulder.",null,"See RSSB website",null,"amended"]
[null,null,null,null,null,null,"Refer to the European Standard “EN 16116-1: Railway applications. Design requirements for steps, handrails and associated access for staff. Passenger vehicles, luggage vans and locomotives” and Loc & Pass TSI for more details.","See BSI and ERA webistes "]
[null,null,null,null,null,null,"For information, current TSIs state that the height should be measured from a ground level that is 200mm below top of rail."]
[null,null,null,null,null,null,"Full compliance to ‘BS EN 16116-1: 2013 Railway applications. Design requirements for steps, handrails and associated access for staff. Passenger vehicles, luggage vans and locomotives’ clause 7.2 may not be possible with the positioning of exterior steps below the cab door because of the typically curved cross section of UK gauging profiles."]
[null,"4.4.21","n/a","D","Cab footsteps and the ballast below them should be lit when the cab door is open.",null,null,null,null,"new"]
[null,"4.4.22","4.4.21","E","A means to enable the driver to judge the stopping position of the train at the platform correctly shall be provided.","Accurate stopping positions facilitate the management of platform-train interfaces such as:","RSSB project '17-003 Design, positioning and use of car stop markers' found that the optimal method for accurately judging the stopping position is through a cab side window. This will be reflected in Railway Industry Standard ‘RIS-3782-TOM Design, positioning and use of car stop markers on station platforms’ due for publication late 2020.","See RSSB website",null,"amended"]
[null,null,null,null,null,"o   The use of platform mounted cameras,"]
[null,null,null,null,null,"o   Location of platform humps for wheelchair access, "]
[null,null,null,null,null,"o   In relation to gaps at the platform edge,"]
[null,null,null,null,null,"o   The location of the platform entrances and exits,"]
[null,null,null,null,null,"o   The length of the train relative to the length of the usable platform."]
[null,null,null,null,null,null,"Ideally, the cab should be designed with a side window directly in line with the driver's seat. The size and position of the window should accommodate variations in driver height and any seat adjustments that can be made (for example, longitudinal position).Side windows that are located further back than the driver's seat are not suitable for judging stopping positions as they do not provide an adequate view of platform stop markers and other visual targets on the platform to align the train with. Also, turning the head and/or body to look through a window can contribute to musculoskeletal disorders. "]
[null,null,null,null,null,null,"Where in-cab DCO screens are fitted and should they fail a cab side window can be used to view platform screens."]
[null,null,null,null,null,null,"RSSB has a research project looking at using technology to accurately help with stopping positions. This is ‘T1175: Enabling drivers to reliably stop trains at stations’.","See RSSB website"]
[null,"n/a","4.4.22",null,"deleted",null,null,null,null,"deleted"]
[null,"4.4.23","4.4.23","D","Windscreens should be designed to ensure that ghosting, or secondary images are not seen by the driver ","This could be reflections at night or day","This is in addition to the Loc & Pas TSI clause 4.2.9.2.2 Optical characteristics.",null,null,"amended"]
[null,"4.4.24","n/a","E","Tail lights at both ends shall illuminate automatically on a powered train when there is no active cab.",null,null,null,null,"new"]
[null,"4.4.25","n/a","E","The cables of PA handsets or similar shall not impede access to and operation of equipment below (eg push buttons, switches, indicators, displays etc).",null,null,null,null,"new"]
[null,"4.4.26","n/a","E","Driver’s cabs shall be able to resist determined physical attack.","The NRSP requirement states the need to have a physically secure driving cab to resist reasonable attack with tools such as hammers and screwdrivers.","This requirement should consider compliance with the Loc & Pas TSI clause 4.2.9.1.2.2 about driver’s cab emergency exit requirements.","See ERA website",null,"new"]
[null,null,null,null,null,null,"The Loc & Pas TSI clause 4.2.9.1.2.1 generally requires the preventing of unauthorised access to the cab. "]
[null,null,null,null,null,null,"Note: Only if there is an over-riding safety need to do so, access to the cab can be given to unknown persons (e.g. from track side), however the operator should have a specific operational process in place for this circumstance. "]
[null,"4.4.27","n/a","E","The air flows in the cab shall be adjustable to avoid distraction / discomfort to the driver.","Air flows directly over or at a driver can cause a distraction.","The Loc & Pas TSI clause 4.2.9.1.7, the application guide and EN 14813-1 & 2 all give information on air flows and CO2 levels.","See ERA and BSI websites",null,"new"]
[null,null,null,null,null,null,"The finding of the RAIB report on the Kings Cross bufferstop collision says the driver found the air flows distracting (Safety digest 15/2017: King's Cross).","See RAIB website"]
[]
[null,4.5,4.5,null,"Human Factors Mitigation - Design of Control Systems"]
[null,"4.5.1","4.5.1","E","In the event of a second ‘master key’ being made active (as a result of human error or otherwise), in a train consist, an alarm and an indication of the location of all keys shall be reported to the train crew ","Instances of “master keys” being inadvertently left in cabs once they are no longer active are not infrequent. If this problem is not clearly identified to the driver, considerable delay can be caused before the reason is identified."]
[null,"4.5.2","4.5.2","E","In the event of a second ‘conductor key‘ being made active in a train-consist, there shall be an alarm, and an indication of the location of all keys, shall be reported to the train crew ","Instances of ‘conductor keys’ i.e. those belonging to other authorised train crew, being inadvertently left in control panels are not infrequent. If this problem is not clearly identified to the train crew, considerable delay can be caused before the reason is identified"]
[null,"4.5.3","4.5.3","E","Such credible operational “errors” as those listed in 4.5.1 and 4.5.2 shall not result in any damage to the train control systems or other train equipment "]
[]
[null,4.5999999999999996,null,null,"Intentionally left blank",null,null,null,null,"clause 4.6 in v5.1 now moved to clause 1.18."]
[]
[null,4.7,4.7,null,"Reminder of Number of Vehicles in a Train"]
[null,"4.7.1","4.7.1","E","Where rolling stock can operate in multiple formations, a system to remind the driver of the number of vehicles in the train shall be provided, either displayed on the Train Control Management System (TCMS) screen or, where no TCMS is provided, using a robust system that requires effort to amend ","This assists drivers in using the correct stopping positions at platforms for the length of their train."]
[]
[null,4.8,4.8,null,"Closed Circuit Television (CCTV)"]
[null,"4.8.1","4.8.1",null,"Forward Facing"]
[null,"4.8.1.1","4.8.1.1","E","Forward facing CCTV cameras shall be fitted in accordance with RIS-2712-RST On-Train Camera Monitoring Systems section 3.1 and Parts 2 & 4..",null,null,null,null,"amended"]
[null,"4.8.1.2","n/a","D","The data from FFCCTV should be preserved from excessive heat, shock following the requirements for OTDR.",null,null,null,null,"new"]
[null,"4.8.2","4.8.2",null,"In-cab CCTV"]
[null,"4.8.2.1","4.8.2.1",null,"Clause deleted",null,null,null,null,"deleted"]
[null,"4.8.3","4.8.3",null,"Pantograph Camera"]
[null,"4.8.3.1","4.8.3.1","E","Pantograph cameras shall be fitted in accordance with RIS-2712-RST On-Train Camera Monitoring Systems section 3.2 and Parts 2 & 4.","These provide useful data on the overhead line and on the pantograph performance, as well as for incident investigations.","In addition the following parameters, not in RIS-2712-RST, need to be considered:",null,null,"amended"]
[null,null,null,null,null,null,"1.    The pantograph camera system should:"]
[null,null,null,null,null,null,"·                    Use progressive not interlaced scanning,"]
[null,null,null,null,null,null,"·                    Use a shutter of the “global” type,"]
[null,null,null,null,null,null,"·                    Ensure that the images recorded occupy the largest possible portion of each recorded frame, in particular, the full range of pantograph vertical movement shall occupy a minimum of 50% of the vertical height of the frame,"]
[null,null,null,null,null,null,"·                    Record detailed images without interruption under all lighting conditions including darkness and rapid changes between sunlight and dark conditions,"]
[null,null,null,null,null,null,"·                    Provide data download capability for image data to a laptop PC."]
[null,null,null,null,null,null,"2.    Whether the camera is 3-channel colour or single-channel, each channel should have a minimum bit-depth of 8 pixels and 12 bits."]
[null,"4.8.3.2","4.8.3.2","E","The pantograph camera systems shall record images which include the following:"]
[null,null,null,null,"• images of all pantographs fitted to the train"]
[null,null,null,null,"• the full width of the pantograph head, as viewed from the saloon roof, over the full range of vertical movement"]
[null,null,null,null,"• images of equipment up to a distance of 500mm above the contact wire (e.g. catenary and droppers) over the full range of wire heights"]
[null,"4.8.3.3","4.8.3.3","E","The pantograph camera system shall record images when the train is in motion."]
[null,"4.8.3.4","4.8.3.4","E","The pantograph camera system shall include a means of illumination so as to permit the pantograph to be seen in darkness (either in tunnels or at night)."]
[null,"4.8.3.5","4.8.3.5","E","This illumination system shall provide a minimum of 40 lux at the pantograph head over the full range of vertical movement of the pantograph, including when stowed."]
[null,"4.8.3.6","4.8.3.6","E","A system to keep the camera lens clean shall be provided. ",null,"A maintenance task needs to be included in the maintenance plan"]
[null,null,null,null,null,null,"There is some best practice around ensuring we use scratch proof coatings, that the glass sits flush / slightly above the surroundings to aid cleanability, etc"]
[null,"4.8.3.7","n/a","D","Access to the pantograph camera images should be available to the driver or competent person so that incidents can quickly be studied.",null,null,null,null,"new"]
[null,"4.8.4","4.8.4",null,"Remote Access to Images"]
[null,"4.8.4.1","4.8.4.1",null,"Clause deleted as now included in RIS-2712-RST",null,null,null,null,"deleted"]
[null,"4.8.4.2","n/a","D","CCTV should include the functionality to monitor live footage by control room personnel.","It is important for both security and for operational / performance reasons ",null,null,null,"new"]
[null,"4.8.5","4.8.5",null,"Disk Space & Bandwidth"]
[null,"4.8.5.1","4.8.5.1",null,"Clause deleted as now included in RIS-2712-RST",null,null,null,null,"deleted"]
[]
[null,4.9000000000000004,4.9000000000000004,null,"Emergency Equipment"]
[null,"4.9.1","n/a","I","The Loc & Pas TSI clause 4.2.9.4 specifies mandatory on-board tools and equipment. Railway Industry Standard ‘RIS-2730-RST Vehicle Fire Safety and Evacuation’ details further tools and equipment."]
[null,"4.9.2","4.9.1","E","Easily accessible emergency equipment shall remain attached at all reasonable loads that could be foreseen (E).","In the Watford derailment some emergency equipment came loose and could have further injured the driver, items like circuit clips should remain attached to its brackets at reasonable loads, typically 5g.","The RAIB Watford derailment report 11/2017 is available from the RAIB website:","https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/636626/R112017_170810_Watford.pdf",null,"renumbered"]
[null,"4.9.3","n/a","D","The train diagnostic system should be advised if any locations containing any mandatory emergency equipment have been accessed (through the use of sensors, switches etc on doors).","This clause is to support the idea of automation of train preparation, see Appendix H indicating if the cupboard(s) may have been entered. ",null,null,null,"new"]
[]
[null,"4.10","4.10",null,"Driver Training Manuals and Materials"]
[null,"4.10.1","4.10.1","E","A driver’s manual detailing essential and supporting information shall be provided."]
[null,"4.10.2","4.10.2","E","Driver training materials that consist of essential and supporting information shall be provided."]
[null,"4.10.3","4.10.3","E","All driver training manuals and materials shall be provided in a format that is accessible to train drivers and trainers."]
[null,"4.10.4","4.10.4","E","Driver training support tools or apps shall be provided.",null,"This applies to new trains to ensure that the manuals and training materials are useable for train drivers rather than adapted from engineering documents. The manuals and materials need to be in a standard format, which will help to keep high training standards and provide consistency.\nManuals need to be in an electronic format, indexed and searchable, so they can be used with tablets and smart phones."]
[null,"n/a","4.10.5",null,"deleted"]
[null,"4.10.5","n/a","D","Consideration should be given to licensing of training support tools or apps including:",null,null,null,null,"new"]
[null,null,null,null,"·         The number of licences available,"]
[null,null,null,null,"·         The type of licence,"]
[null,null,null,null,"·         Future support."]
[null,"4.10.6","n/a",null,"Driver training shall be included on the train introduction plan.",null,null,null,null,"new"]
[null,"4.10.7","n/a",null,"Sufficient training materials to enable a driver to rectify common faults to help minimise service disruption shall be provided.","This includes digital interactive and computer-based methods including virtual reality.",null,null,null,"new"]
[]
[null,4.1100000000000003,"n/a",null,"Crew Storage Areas",null,null,null,null,"new section"]
[null,"4.11.1","n/a","E","Designated storage areas for personal and work-related items, not accessible by passengers, shall be provided for train crew.","Train crew need to store personal and work-related belongings whilst they are on duty. This could be bags, coats or other items, including wet clothes.",null,null,null,"new"]
[]
[null,4.12,"n/a",null,"Train Crew Local Door Controls",null,null,null,null,"new section"]
[null,"4.12.1","n/a","E","The access cover of train crew local door controls fitted in vestibules shall open so that the user is able to access the door controls without obstruction when stood on or close to the platform.","Covers that open towards the platform can block access. Covers also need careful consideration of their design so as to not to create a hazard when opened to staff (or passengers) – since they are typically at ‘head height’ and can have sharp edges.",null,null,null,"new"]
[null,"4.12.2","n/a","E","Any PA handset cables associated with train crew local door control positions shall not impede the operation of the door control equipment.",null,null,null,null,"new"]
[]
[null,5,5,null,"Key Requirements - Communications and Diagnostics"]
[null,5.0999999999999996,5.0999999999999996,null,"Software Security"]
[null,"5.1.1","5.1.1","E","A demonstration that all software on board the train follows the key points outlined in Appendix D shall be provided and documented.","At present there are only strategies for cyber security. Until standards exist, Appendix D is considered the best approach.","Network and Information Systems (NIS) regulation – All railway operators are mandated Operators of Essential Services under NIS. The rail essential service is to: “enable the safe and secure movement of passengers and freight by rail without undue disruption or delay”. Failure to protect the security and resilience of onboard train systems, could result in prosecution under NIS from the Rail sector Competent Authority – the DfT Cyber Compliance team. Fines can be up to £17m.",null,null,"amended"]
[null,null,null,null,null,null,"Train operators and suppliers should also seek to follow the points identified in the 'DfT Rail Cyber Security Guidance' and should note any mandated cyber security requirements, e.g. National Rail Security Programme [NRSP]."]
[null,null,null,null,null,null,"RDG has also published a Rail Cyber Security Strategy 2017.","https://www.raildeliverygroup.com/about-us/publications/96-2017-01-rail-cyber-strategy/file.html"]
[null,"5.1.2","5.1.2","E","Where onboard systems are located in passenger areas, means to secure unauthorised physical access to ports or connection points shall be provided.",null,"This could be using high quality security locks.\nThe covers could be fitted with interlocks / sensors that advise the TCMS if tampered with.",null,null,"amended"]
[null,"5.1.3","5.1.3","E","Any ports in a train bus shall be closed or plugged to hide possible connection points","This will mean that ports (RS232, USB etc) are not obvious.","An appropriate means to secure unauthorised physical access to ports or connection points may also be provided.\nPorts could be configured securely e.g. only to accept the expected input to shut down when disconnected as per CIS (Center for Internet Security) benchmarks.",null,null,"amended"]
[]
[null,5.2,5.2,null,"Clause intentionally left blamk",null,null,null,null,"Clause 5.2 Open Source Software in v5.1 now deleted"]
[]
[null,5.3,5.3,null,"European Rail Traffic Management System (ERTMS)"]
[null,"5.3.1","n/a","I","ERTMS / ETCS is to be fitted in accordance with the CCS TSI specification #3 including considerations based on ERA Technical Opinions as published.",null,"Information can be found on the Digital Railways website.",null,null,"amended"]
[null,"5.3.2","5.3.3","E","The on-board system of ERTMS / ETCS shall comply with the following UK National Standards, unless otherwise specified:",null,null,"See RSSB website",null,"amended"]
[null,null,null,null,"·         GERT8402 Issue 2 ERTMS/ETCS DMI National Requirements,",null,"It is no longer permitted to simply leave space for the equipment. ERTMS / ETCS has to be fitted to new vehicles in accordance with the CCS TSI."]
[null,null,null,null,"·         RIS-0743-CCS Issue 1 ERTMS Key Management,"]
[null,null,null,null,"And either,"]
[null,null,null,null,"·         ‘RIS-0797-CCS ERTMS/ETCS Baseline 3 Onboard Subsystem Requirements: Retrofit’ for the Retrofit to rolling stock,"]
[null,null,null,null,"Or,",null,"The latest ERTMS / ETCS baseline and release version is, as of 2019, the CCS TSI table A2.3 Specification #3."]
[null,null,null,null,"·         ‘RIS-0798-CCS ERTMS/ETCS Baseline 3 Onboard Subsystem Requirements: New Trains’ for new build rolling stock,"]
[null,"5.3.3","5.3.4","E","The on-board system of ERTMS / ETCS shall also be fully compatible with the Infrastructure on the specified routes ",null,null,null,null,"renumbered"]
[null,"5.3.4","5.3.5","E","Change Requests (CRs) appropriate to the on-board equipment and infrastructure shall be declared by the train manufacturer ","Change Requests indicate the backwards compatibility between earlier versions of ERTMS","Change Requests are on the European Commission website here:","https://ec.europa.eu/transport/modes/ertms-change-control-management-ertms-technical-requirements_en",null,"renumbered"]
[null,"5.3.5","n/a","E","The design of AWS / TPWS equipment shall be that it can easily be removed at a future date.",null,"Two standards on AWS / TPWS are ‘GERT8075 AWS and TPWS interface requirements’ and ‘RIS-0775-CCS AWS and TPWS Application Requirements’.","See RSSB website",null,"new"]
[null,"5.3.6","n/a","E","The status of train protection systems e.g. fault or isolated shall be available in the cab for use during train preparation.","This clause is to support the idea of automation of train preparation, see Appendix H, by using a TCMS screen for example to check AWS & TPWS status.",null,"See Appendix H in the main document.",null,"new"]
[]
[null,5.4,5.4,null,"Automatic Train Operation (ATO)"]
[null,"5.4.1","5.4.1","D","The train shall be capable of ATO over ETCS routes to a specified GoA level.","Fitting ATO equipment on rolling stock being designed to operate on routes where ATO is planned to become operational (as per an agreed and published Industry Digital Railway Programme) within five years of service introduction even if it is not to be immediately used has been found to be more cost-effective in the long-run.","Current available standards for ATO over ETCS in the UK are:","See ERA, RSSB and Network Rail's websites.",null,"amended"]
[null,null,null,null,null,null,"·         ‘RIS-0797-CCS ERTMS/ETCS Baseline 3 Onboard Subsystem Requirements: Retrofit’ for the Retrofit to rolling stock,"]
[null,null,null,null,null,null,"Or"]
[null,null,null,null,null,null,"·         ‘RIS-0798-CCS ERTMS/ETCS Baseline 3 Onboard Subsystem Requirements: New Trains’ for new build rolling stock,"]
[null,null,null,null,null,null,"·         ATO over ETCS System Requirements Specification, ERA SUBSET-125, v0.1.0,"]
[null,null,null,null,null,null,"·         ATO over ETCS ATO-OB / ATO-TS FFFIS Application Layer, ERA SUBSET-126, 0.0.16,"]
[null,null,null,null,null,null,"·         ATO over ETCS ATO-OB / ETCS-OB FFFIS Application Layer, ERA SUBSET-130, 0.1.0,"]
[null,null,null,null,null,null,"·         ERA ATO OVER ETCS GLOSSARY, v1.6."]
[null,null,null,null,null,null,"ATO specifications for GB specific implementation of ATO over ETCS are currently under development within Network Rail  and due for completion by the end of 2020."]
[null,null,null,null,null,null,"The 2022 TSI release is expected to reference the following ATO subsets, which are currently under development and due for publication by ERA:","See ERA website"]
[null,null,null,null,null,null,"·         ERA SUBSET-132: ATO-TS / ATO-TS Interface (FIS),"]
[null,null,null,null,null,null,"·         ERA SUBSET-139: ATO-OB / Train Interface (FFFIS application layer),"]
[null,null,null,null,null,null,"·         ERA SUBSET-140: ATO-OB / ORD Interface (FFFIS application layer),"]
[null,null,null,null,null,null,"·         ERA SUBSET-143: ATO-OB Interface (FFFIS low level layers)."]
[null,null,null,null,null,null,"There is also a TMS interface specification under development to be published by Shift2Rail and not ERA within the 2022 TSI (ATO-TMS interface: X2RAIL-131)."]
[null,null,null,null,null,null,"GOA = Grades of Automation,","See UITP.org website for more information."]
[null,null,null,null,null,null,"Further Information can be found on the Digital Railways website."]
[]
[null,5.5,5.5,null,"Remote Condition Monitoring (RCM) Systems – Train-based"]
[null,"5.5.1","n/a",null,"RCM Systems",null,null,null,null,"renumbered & new section "]
[null,"5.5.1.1","Introduction","I","RCM has potential benefits for train operators; vehicle owners and vehicle maintainers. Hence, these parties should be invited to participate in the design and specification of new systems and provide input to business cases",null,null,null,null,"renumbered"]
[null,"5.5.1.2","5.5.1","E","The train manufacturer shall provide a list of RCM systems available and their benefits",null,null,null,null,"renumbered"]
[null,"5.5.2","5.5.2",null,"Monitoring of consumables and waste"]
[null,"5.5.2.1","5.5.2.1","E","Levels of all consumables that are to be replenished regularly and of all waste material that require emptying (other than saloon and toilet litter) shall be monitored by the TCMS",null,"During servicing, consumables will need to be refilled and waste tanks emptied.  To achieve this, the train may have to be moved to a location where suitable facilities exist.\nFor example these could be: washer fluid, sand, flange lubrication, fuel, toilet water tanks, CET tanks."]
[null,"5.5.2.2","5.5.2.2","E","The TCMS shall be configured to provide alerts, based on trend data for consumables and waste, to ensure timely replenishing or emptying such that normal operation is not affected."]
[null,"5.5.2.3","5.5.2.3","E","Levels of consumables shall be capable of being exported from the TCMS via the train’s data bus and associated train to shore communications systems."]
[null,"5.5.2.4","5.5.2.4","E","Alerts for all consumables that may affect planned operations shall be notified to the train crew (E)."]
[null,"5.5.2.5","5.5.2.5","D","Levels of consumables and waste materials shall be clearly displayed adjacent to tanks / containers, so it can be clearly (visually) identified where replenishment / emptying is required."]
[]
[null,5.6,5.6,null,"Train Diagnostics / Prognostics"]
[null,"5.6.1","5.6.1","D","Train systems with intelligent diagnostics to assist depot staff with troubleshooting and fault finding should be provided, particularly for maintenance intensive systems."]
[null,"5.6.2","5.6.2","D","Train systems and sub-systems should be provided with the functionality to remotely export data, via the train’s data bus and associated train-to-shore communications systems, to allow timely intervention.","To assist with fault diagnosis and therefore inform effective maintenance and repair activities.","This communication should be via a secure wireless network from the train, at terminal stations or suitable intermediate stations such that interrogation or diagnostics can be performed before the train reaches the depot.\nSome of the data (small messages) could be sent while underway (so Control can arrange to have a fitter waiting at the next station), or using a secure section of the train Wi-Fi."]
[null,"5.6.3","5.6.3","D","Fault diagnosis of all systems or sub-systems on the train should be capable via a secure single interface"]
[null,"5.6.4","5.6.4","D","Prognostic systems, which can / will predict and warn of pending failure should be provided"]
[null,"5.6.5","n/a","E","The brake system shall report maintenance related messages associated with the performance of mechanical (pneumatic),dynamic brakes and WSP to the train diagnostic system. ","This clause is to support the idea of automation of train preparation, see Appendix H and also help with maintenance planning. ",null,"See Appendix H in the main document.",null,"new"]
[]
[null,5.7,5.7,null,"Monitoring Infrastructure from the Train",null,null,null,null,"new title"]
[null,"5.7.1","5.7.1","E","Unattended Train-borne Infrastructure Measurement Systems shall be considered at an early stage in the procurement phase.","Discussions should be held between vehicle owner / operator and the Infrastructure Manager in order to establish the business case for the optimum condition monitoring solutions required to be fitted to all or part of a fleet of trains.","Network Rail has prepared a list of their requirements to meet this need and this can be found in Appendix F.",null,null,"amended"]
[null,null,null,null,null,null,"Note 1:\nRSSB research “T857: Detailed review of selected remote condition monitoring areas” has useful information and can be found on SPARK.","https://www.sparkrail.org/pages/libraryresults.aspx?k=t857"]
[null,null,null,null,null,null,"Note 2:\nAlso information for RSSB research “T1010: Cross-industry remote condition monitoring programme” can be found on SPARK.","https://www.sparkrail.org/pages/libraryresults.aspx?k=t1010"]
[null,"n/a","5.7.2",null,"clause deleted",null,null,null,null,"clause deleted"]
[]
[null,5.8,5.8,null,"Remote Condition Monitoring (RCM) Systems - Infrastructure-Based"]
[null,"5.8.1","Introduction","I","RCM has potential benefits for infrastructure maintainers. Hence, these parties should be invited to participate in the design and specification of new systems and provide input to business cases.",null,null,null,null,"renumbered"]
[null,"5.8.2","5.8.1","E","The infrastructure maintainers shall provide a list of all available infrastructure-based RCM systems requiring equipment to be fitted to trains available and their benefits.",null,"Examples are wheel impact load detection systems, hot axlebox detection systems and pantograph monitoring systems, where AVI tags are attached to the vehicle",null,null,"renumbered & amended"]
[null,"5.8.3","5.8.2","E","Details of all other infrastructure-based monitoring systems that require interaction with the train and  / or specific equipment to be installed on the train shall be provided to the train manufacturer.",null,null,null,null,"renumbered"]
[]
[null,5.9,5.9,null,"Automatic Vehicle Identification (AVI)"]
[null,"5.9.1","5.9.1","E","Radio-frequency identification (RFID) Automatic Vehicle Identification (AVI) tags shall be fitted to all relevant vehicles in accordance with RIS-0796-CCS Train to Infrastructure RFID Compatibility.","Automatic Vehicle Identification when fitted to a train, helps with rapid train identification when passing trackside monitoring systems, e.g. wheel load measuring systems, either where limits are exceeded, or for condition monitoring. The condition data can then be shared automatically, thus contributing to a condition-based maintenance regime, and cost savings for the owner / operator / maintainer. ","Having a number of vehicles in a train formation fitted with tags, reduces the chance of no readings because of faulty / missing / not read tags and therefore no data being recorded and allocated to that train. More information is given in the documents listed below.",null,null,"amended"]
[null,null,null,null,null,null,"RSSB has published a Railway Industry Standard “RIS-0796-CCS Train to Infrastructure RFID Compatibility” covering the Radio-frequency identification (RFID) Automatic Vehicle Identification (AVI) tag specification for rail. This is available from the Standards Catalogue on their website.","See RSSB website"]
[null,null,null,null,null,null,"The RIS is based on Network Rail’s AVI System Specification, which is available on SPARK.","https://www.sparkrail.org/Lists/Records/DispForm.aspx?ID=24965"]
[null,null,null,null,null,null,"This in turn is based on the GS1 guideline “RFID_in_RAIL_GS1_in_Eu_Final.pdf”.","http://www.gs1.eu/automatic-identification-and-gs1-epcis-sharing-standard-in-rail#publications"]
[null,null,null,null,null,null,"There is also a standard EN 17230 Information technology - RFID in rail, due for publication in the next year or so, again covering the same topic.","See BSI website"]
[null,null,null,null,null,null,"All four documents are compatible, except that the RIS & NR documents allow greater range of tag position, simply because the position specified in the GS1 & EN documents is often unachievable on GB rolling stock."]
[null,null,null,null,null,null,"In addition there is ‘RIS‐2795‐RST Track to Train RFID Compatibility’","See RSSB website"]
[]
[null,"5.10","5.10",null,"Mobile Communications Reception"]
[null,"5.10.1","5.10.1","E","It shall be demonstrated that the rolling stock design does not cause excessive impediment to mobile telephones and other similar devices communicating with public networks."]
[null,"5.10.2","5.10.2","E","Mobile phone signals passing through windows shall not be attenuated by more than 3 dB.","Poor mobile communication with Wi-Fi or mobile is an annoyance to passengers and much customer information relies on this. Window films can reduce the signal strength."]
[]
[null,5.1100000000000003,5.1100000000000003,null,"Passenger Wi-Fi Access"]
[null,"5.11.1","5.11.1","E","Passenger Wi-Fi shall be provided.",null,"Information for On-train Mobile Communication Gateways, and On-board Digital Repeaters can be found in Rail Industry Standard ‘RIS-0700-CCS – Rail Industry Standard for Internet Access on Trains for Customer and Operational Railway Purposes’.","See RSSB website",null,"amended"]
[null,"5.11.2","5.11.2","D","Systems that provide the passenger with internet access should be deemed non-critical.","As such, it is important to protect the systems that are critical / important to the operation of the train and ensure that vital functions have a secure architecture (c.f. 1.19 - Systems Architecture), that they are protected and that they are separated as much as possible from any passenger facing systems.",null,null,null,"amended"]
[null,"5.11.3","5.11.3","D","The passengers' mobile devices should be protected from malicious interference via the on-board passenger facing systems.","As such, standard procedures should be taken to protect passenger devices and data from compromise via the on-board facing systems.","Information for On-train Mobile Communication Gateways, and On-board Digital Repeaters can be found in Rail Industry Standard “RIS-0700-CCS – Rail Industry Standard for Internet Access on Trains for Customer and Operational Railway Purposes”.","See RSSB website"]
[null,"5.11.4","n/a","E","A provision to switch off public facing Wi-Fi quickly and easily by the driver or train crew when requested by security personnel shall be provided.","Section 14 of the NRSP requires that Wi-Fi must be switched off when ordered to do so by a Police Officer – this is to prevent the Wi-Fi being used by terrorists to detonate a device or live stream a marauding terrorist attack ",null,null,null,"new"]
[]
[null,5.12,5.12,null,"On Train Data Recorders (OTDR)"]
[null,"5.12.1","n/a","I","The Loc & Pas TSI clause 4.2.9.6 references ‘BS EN 62625-1: Electronic railway equipment - On board driving data recording system – Part 1: System specification’. There is also a supporting Railway Industry Standard ‘RIS-2472-RST Data Recorders on Trains’, which also includes some additional requirements for GB practice.",null,null,null,null,"new"]
[null,"5.12.2","5.12.1","E","In addition to the requirements in ‘RIS-2472-RST Data Recorders on Trains’ the following functionality should be considered for the OTDR and remain within the ranges specified in ‘BS EN 62625-1: Electronic railway equipment - On board driving data recording system – Part 1: System specification’:","‘GMRT2472 Issue 1 Requirements for Data Recorders on Trains’ called up the above functionality, when it was updated to issue 2 and referenced BS EN 62625-1: Electronic railway equipment - On board driving data recording system – Part 1: System specification’ the above items were not included. When the RGS was withdrawn and the RIS produced, these were not included either. They are listed here as useful additions and will remain in the KTR for now.","“GMRT2472 Requirements for Data Recorders on Trains” can be found on the RSSB Standards website.","See RSSB website",null,"amended"]
[null,null,null,null,"·         An agreed interface standard for OTDR data exchange,.",null,"“BS EN 62625-1: Electronic railway equipment - On board driving data recording system – Part 1: System specification”, is available from BSI.","See BSI website"]
[null,null,null,null,"·         Spare channel capacity provision,"]
[null,null,null,null,"·         Ability to change the sampling rate of individual channels (as a maintenance activity only),"]
[null,null,null,null,"·         Ability to change the activation thresholds of individual channels (as a maintenance activity only)."]
[null,"5.12.3","5.12.2","D","Functionality to remotely download OTDR data should be provided, taking note of appropriate cyber security measures.",null,null,null,null,"amended"]
[null,"5.12.4","n/a","E","Means for the accessing raw OTDR data for analysis purposes shall be provided.","This would allow ‘big data’ databases to open the raw files be used for bulk analysis ot the data.","By providing a software driver (e.g. dll file) proprietary applications can be used to open the raw OTDR files so they can be analysed for trends etc.",null,null,"new"]
[null,"5.12.5","n/a","E","The status of On Train Data Recorders (OTDR) e.g. faulty or healthy shall be available in the cab for use during train preparation.","This clause is to support the idea of automation of train preparation, see Appendix H, by using a TCMS screen for example to check OTDR status.",null,"See Appendix H in the main document.",null,"new"]
[]
[null,5.13,5.13,null,"Global System for Mobile Communications – Railway (GSM-R) - Voice"]
[null,"5.13.1","n/a",null,"Information",null,null,null,null,"new section"]
[null,"5.13.1","Introduction","I","GSM-R is expected to remain as the main bearer for railway communications for the foreseeable future. Developments in specifications are extending the capability of GSM-R by use of GPRS and EDGE technology which increases the call capacity of the existing system ",null,null,null,null,"renumbered"]
[null,"5.13.2","Introduction","I","GSM-R is used in two ways: for voice communications and for data transmission for ETCS. This section is for voice ",null,null,null,null,"renumbered"]
[null,"5.13.3","Introduction","I","On-Board GSM-R voice equipment includes a Cab Radio assembly, Drivers Control Panel (DCP), Handset and cradle, cab Loudspeaker, roof-mounted Antenna and associated cabling. ",null,null,null,null,"renumbered"]
[null,"5.13.2","5.13.1",null,"Voice Radio",null,null,null,null,"renumbered"]
[null,"5.13.2.1","5.13.1.1","E","The GSM-R voice radio:",null,null,null,null,"renumbered"]
[null,null,null,null,"·    Shall be compliant to the Technical specifications for ETCS and GSM-R and these are published in the Control Command and Signalling (CCS) Technical Specification for Interoperability (TSI). This is currently GSM-R Baseline 1.",null,"Control Command and Signalling (CCS) Technical Specification for Interoperability (TSI)","Control Command and Signalling (CCS) Technical Specification for Interoperability (TSI)",null,"renumbered"]
[null,null,null,null,"·         For operational use in GB shall be compliant to ‘RIS-0794-CCS Rail Industry Standard for GSM-R Train Voice Radio’,",null,null,"RSSB website"]
[null,null,null,null,"·         Needs be authorised for use in the UK.",null,"Currently the Siemens Nexus Version 4 is the only fixed installation cab mobile radio authorised for use in the UK, operating with Version 4 software and containing a new 4G - resistant radio module and is modified to receive (Global Navigation Satellite System) GNSS data (for GPS)."]
[null,"5.13.2.2","5.13.1.2","D","If using the Siemens SVR401 the most recent software version available should be employed ","Currently this is Version 4. Siemens radios with version 3.6 or below whilst reliable, are increasingly susceptible to public network interference and do not have the improved fault-logging facility"]
[null,"5.13.2.3","5.13.1.3","D","The use of separate 4G Band Pass Filters instead of a modified radio is not recommended ","No filters are currently authorised for use on the GB network and if chosen the implementer would need to arrange this. These devices can be more expensive and may be less effective than the new 4G-resistant Radio Modules. They may also require a large space envelope"]
[null,"5.13.2.4","5.13.1.4","E","If an alternative onboard GSM-R system is proposed, the implementer will need to arrange for it to be authorised for use in the UK and provide any additional user training and maintenance tools etc "]
[null,"5.13.2.5","5.13.1.5","E","If an alternative onboard GSM-R system is proposed, the implementer shall demonstrate reliability to a minimum level of 50,000 hours MTBF noting that the reliability currently being achieved with GSM-R voice mobile systems already in GB operation is over 300,000 hours MTBF "]
[null,"5.13.3","5.13.2",null,"Cab Equipment",null,null,null,null,"renumbered"]
[null,"5.13.3.1","n/a","I","The Textual DCP includes Urgent and Railway Emergency Call (REC) push button facilities and a 4-line Text Screen and has been subject to stringent testing. Testing included the display type and legibility in all lighting conditions, as well as form, function, position and tactile characteristics of buttons and switches.",null,null,null,null,"renumbered"]
[null,"5.13.3.2","n/a","I","The handset, including a speaker, microphone and Press-To-Talk (PTT) button, sits in a fixed cradle.",null,null,null,null,"renumbered"]
[null,"5.13.3.3","5.13.2.1","D","The Textual DCP should be located within reach of the driver whilst driving ",null,null,null,null,"renumbered"]
[null,"5.13.3.4","5.13.2.2","D","The handset and cradle should be located within reach of the driver whilst driving.",null,null,null,null,"renumbered"]
[null,"5.13.3.5","5.13.2.3","D","The cab loudspeaker should be suitably located to take account of the ambient noise generated when the vehicle is operating at full power and maximum vehicle speed.","Instances have been found where under certain circumstances the sound from the loudspeaker is not as its optimum","Although Safety relevant acoustic signals are defined within the Loc & Pas  4.2.9.3.4 (6), it is a good idea to ensure the loudspeaker is suitably positioned",null,null,"renumbered"]
[null,"5.13.3.6","5.13.2.4","D","All components used by the Driver should be subject to a Human Factors assessment to determine the correct location within the Driving Cab.",null,null,null,null,"renumbered"]
[null,"5.13.3.7","5.13.2.5","D","The Siemens DCP should be provided with a REC warning label in accordance with GSM-R Bulletin No.9.",null,null,"https://cdn.networkrail.co.uk/wp-content/uploads/2016/12/GSM-R-Bulletin-09-DCP-REC-Button-Warning-Label-Application-Version-1-new-format.pdf",null,"renumbered"]
[null,"5.13.3.8","5.13.2.6","D","The operator of the vehicles should be consulted with regard to which (if any) of the DCP REC accessory options they wish to be implemented ","Options are available to reduce the risk of inadvertent operation of the DCP REC Pushbutton. These are specially designed components supplied as accessories for DCP","Option 1 is a raised shroud which fits around the existing inset button, this requires a single action to operate the REC button",null,null,"renumbered"]
[null,null,null,null,null,null,"Option 2 is a spring-loaded clear Flap, which fits around and over the existing inset button, this requires a double action to operate the REC button"]
[null,"5.13.4","5.13.3",null,"Roof-mounted Antenna",null,null,null,null,"renumbered"]
[null,"5.13.4.1","5.13.3.1","D","A dual GSM-R / GNSS Antenna is now the preferred standard ","Antennas are available with the same mounting footprint as the current single GSM-R antenna and allows enhancement of fault logging by providing accurate time and location"]
[null,"5.13.4.2","5.13.3.2","D","The Antenna profile should be resistant to becoming trapped or damaged from overhanging foliage or other gauge encroachments when the vehicle is operating in either direction ","Antennae with the ‘shark’s fin’ type cover have been damaged in service by obstructions becoming trapped while the vehicle was operating in the reverse direction","An optional Long Term Evolution (LTE) antenna that facilitates faster data transfer is available for use with the other features provided in the Siemens cab radio outlined below"]
[null,null,null,null,null,null,"Please note that broadband antennas which serve LTE and GSM-R usually have a reduced antenna gain with may reduce the signal quality"]
[null,"5.13.4.3","n/a","D","To limit the proliferation of antennae on a train’s roof and reduce the risk of more expensive retrofitting activities a combined antenna should be considered.",null,"Currently a combined GSM-R / GNSS antenna is fitted and in the future, a Long-Term Evolution (LTE) antenna would be fitted to each driving vehicle.",null,null,"new"]
[null,null,null,null,null,null,"An optional Long Term Evolution (LTE) antenna that facilitates faster data transfer is available for use with the other features provided in the Siemens cab radio outlined below."]
[null,null,null,null,null,null,"Please note that broadband antennas which serve LTE and GSM-R usually have a reduced antenna gain with may reduce the signal quality."]
[null,null,null,null,null,null,"Network Rail has instructed Siemens to develop a single combined GSM-R / GNSS / LTE antenna. This antenna is being specifically developed for use with the Siemens V4.0 GSM-R cab mobile, which contains both GNSS and LTE modules. If an alternative antenna solution is to be implemented, then this would require both Siemens and Notified Body (NoBo) approvals to be completed."]
[null,"5.13.5","5.13.4",null,"Additional Opportunities",null,null,null,null,"renumbered"]
[null,"5.13.4.1","5.13.4.1","D","A local battery back-up for the GSM-R voice radio to maintain communication when the main power is lost shall be provided.","So drivers have continuous access to a railway emergency call facility and with their control.","RAIB report 05/2016 Godmersham recommendation 5 asks that drivers have continuous access to a railway emergency call facility in the event of an accident that affects the on-board train radio.","see RAIB website",null,"renumbered & amended"]
[null,"5.13.5.2","5.13.4.2","I","The version 4 software development offered the opportunity to make some additional modifications to the cab radio as well as improving 4G resistance ",null,null,null,null,"renumbered"]
[null,null,null,null,"These include:"]
[null,null,null,null,"Aerial sockets for GNSS / GPS and LTE Antennae"]
[null,null,null,null,"Additional processor with extra memory which improves the cab radio processing power, allowing for new applications. "]
[null,null,null,null,"A Siemens ‘Nexus Voice’ circuit card"]
[null,"5.13.5.3","5.13.4.3","I","Hardware separation between existing cab radio functionality and the new Nexus Wi-Fi module has been provided to improve cab radio cyber security."]
[null,"5.13.5.4","5.13.4.4","I","Additional applications available on the cab radio will require the provision of the additional LTE Antenna described above and include:",null,"For information on the ‘Nexus’ opportunities:","https://press.siemens.com/global/en/pressrelease/siemens-mobility-upgrade-more-11000-communication-radios-network-rail",null,"renumbered"]
[null,null,null,null,"·         Nexus Connect Wi-Fi hub solution, which, in conjunction with the Ethernet Bridge, provides a wireless backbone over PA/data cables, to enable data transfer throughout the train."]
[null,null,null,null,"·         Nexus RCM system, which is a Remote Condition Monitoring (RCM) feature, enabling users to monitor track assets using in-service trains. The Version 4 cab radio contains Accelerometers to measure lateral and vertical train movement and can store live RCM data and report track defects back to the maintenance department.",null,null,"https://www.mobility.siemens.com/global/en/portfolio/rail/automation/signaling-on-board-and-crossing-products/rail-communications/cab-radios-and-on-board-communication.html"]
[null,null,null,null,"·         Nexus CRMT module, which allows users to remotely manage cab radios from a ground system. It allows software updates, pre-defined text messages, phone book updates, temporary speed restriction and inventory information to be accessed and verified/updated on the cab radio without the need to visit the train, thereby reducing maintenance costs."]
[null,null,null,null,"·         Nexus Lodestar Driver Advisory System which provides drivers with speed advice, providing information needed to help improve journey energy performance, whilst maintaining adherence to the timetable by travelling at the optimum speed."]
[null,"5.13.6","5.13.5",null,"Further Information",null,null,null,null,"renumbered"]
[null,"5.13.6.1","5.13.5.1","I","For further information on the existing system, visit the Digital Railway website ",null,null,null,null,"renumbered & amended"]
[null,"5.13.6.2","5.13.5.2","I","Network Rail have provided the following email address for GSM-R related enquiries, they can also provide bulletins and other information ",null,null,"NRTenquiries@networkrail.co.uk",null,"renumbered"]
[]
[null,5.14,5.14,null,"Global System for Mobile Communications – Railway (GSM-R) - Data"]
[null,"5.14.1","Introduction","I","GSM-R is used in two ways: for voice communications and for data transmission for ETCS. This section is for data ",null,null,null,null,"renumbered"]
[null,"5.14.2","5.14.1","E","The European Union Agency for Railways and the European Commission strongly supports that any new Cab Radio or ETCS Data Only Radio (EDOR) shall be compliant with the ‘UIC CODE 951 EIRENE System Requirements Specification version 16.0.0’, ",null,null,"https://uic.org/IMG/pdf/srs-16.0.0_uic_951-0.0.2_final.pdf",null,"renumbered & amended"]
[null,null,null,null,null,null,"General information about GSM-R can be found on the UIC GSM-R web page ","https://uic.org/rail-system/gsm-r/"]
[]
[null,5.15,5.15,null,"Future Railway Mobile Communications System (FRMCS)"]
[null,"5.15.1","5.15.1","E","Space provision shall be made specifically to fit a FRMCS antenna to each driver’s cab along with associated cable route space and equipment. This shall be separate from the GSM-R cab mobile antenna.","This will reduce the risk of more expensive retrofitting activities..","Note 1:\nThe 2019 version of the TSI will expect national plans to include arrangements for migrating to FRMCS from the 2022 version of the TSI. Although if It is available before then it can be introduced earlier."]
[null,null,null,null,null,null,"Note 2:\nThe current strategic planning from UIC and ERA envisages FRMCS from 2023 (for early adopter) with GSM-R being supported until at least 2030. There will need to be a migration to FRMCS whereby both FRMCS and GSM-R will co-exist for a period of time until all trains are fitted and the Infrastructure updated."]
[null,null,null,null,null,null,"Note 3:\nThere are a number of workstreams working on developing the standards for FRMCS, the radio technology choice, the antenna system and the legal framework amongst others. "]

{"sheet":"definition of attributes","index":1,"n_rows":12,"n_cols":7,"rows_kept":12,"cut":false,"hidden":false,"merged":[[5,1,8,1],[5,2,8,2],[5,3,8,3]]}
[null,null,null,null,null,null,"RDG"]
[]
[null,"Attribut","Definition of attribute","Function of attribut","Value of attribute","Definition of value","Function of value"]
[null," "]
[null,"ID","Unique Identification of the requirement","Ensure that the requirement remains uniquely traceable, and to enable traceability to needs, solutions and documents","Prefix.ID"]
[null,"Requirement classification","Importance and legal status of the requirement to the project","To differentiate between the requirements with regard to relevance and legal status","Essential (E )","Essential (E ) is a functional or non-functional requirement, which must be fulfilled by the supplier. ","Where the item is not fitted then it can be ignored, but otherwise it should be required."]
[null,null,null,null,"Desirable (D)","Desirable (D) is a non-functional requirement and should be considered where relevant"]
[null,null,null,null,"Business (B)","Business (D) is a functional or non-functional requirement and which must be fulfilled by the supplier where the business decides it is relevant."]
[null,null,null,null,"Information (I)","Information (I) is a textual statement without a legal status.","Where additional information is available or where research is not yet published but is useful to be aware of."]
[null,"Requirement-text","Description of the requirement","Draft the requirement","---","The requirerment","---"]
[null,"Rationale","Reason to state the requirement","To describe the reason why a requirement is stated (traceability to the need)\nTo describe the chosen text of the requirement\nThe rationale provides the reason that the requirement is needed and points to any supporting analysis, trade study, modelling, simulation, or other substantive objective evidence \n","---","The reason for the requirment","---"]
[null,"Reference Information","Indication from where information can be obtained",null,"---","---","---"]

{"sheet":"definition verification","index":2,"n_rows":26,"n_cols":4,"rows_kept":26,"cut":false,"hidden":false,"merged":[]}
[null,null,null,"RDG"]
[]
[null,"Point in time","Definition"]
[null," "]
[null,"Offer of Tenderer(s)","Point in time to compare the offers of tenderers"]
[null,"Design Review","Point in time to confirm general design of system or system element will fulfil the requirement"]
[null,"First Article Inspection (FAI) of components","Point in time to confirm developed system or system element will fulfil the requirement"]
[null,"First Integration Inspection (FII)","Point in time to verify integrated system or system element, will comply with  the requirement"]
[null,"Hand-over","Point in time when the train operation company finally takes-over the train from the supplier."]
[]
[]
[]
[]
[null,"Methods for validation and verification","Definition","Function "]
[null," "]
[null,"Inspection","An inspection is an examination of the item against applicable documentation to confirm compliance with requirements.","Inspection is used to validate and verify properties best determined by examination and observation.  Inspection is generally non-destructive and typically includes the use of sight, hearing, smell, touch, and taste; simple physical manipulation; mechanical and electrical gauging; and measurement."]
[null,"First Article Inspection (FAI)","A FAI is a special form of inspection of components, subsystems or systems manufactured under series conditions to see if it meets specifications and to ensure that the process can and does reliably produce what is intended.\nA FAI is carried out before approval of series production and is typically called for in a contract.","A FAI includes all relevant functional, non-functional, quality and produce process requirements to components, subsystems or systems. A FAI can be carried out when all corresponding validation and verification methods - for example design reviews, type tests, calculations etc.- are successfully finished."]
[null,"Analysis","Use of analytical data or simulations under defined conditions to show theoretical compliance","Used where testing to realistic conditions cannot be achieved or is not cost-effective. Analysis may be used when such means establish that the appropriate requirement, specification or derived requirement is met by the proposed solution."]
[null,"Design Review","A formal and systematic validation within a product development process of components, subsystems or systems whereby a design is detailed and evaluated against its requirements.","Validation of agreed functional and non-functional requirements of the system and identification and elimination of potential problems and errors as early as possible."]
[null,"Simulation","Simulation is the imitation of the operation of a real-world process or system over time. A model represents the key characteristics, behaviours or functions of the selected physical or abstract system or process. The model represents the system itself, whereas the simulation represents the operation of the system over time.\nSimulations can be used to show, under defined conditions, theoretical compliance. ","Used where testing to realistic conditions cannot be achieved or is not cost-effective. Simulation may be used when such means establish that the appropriate requirement, specification, or derived requirement is met by the proposed solution.\nSimulation can be used e.g. in the process of development to show movement and functional processes, dynamic loads and stresses."]
[null,"Calculation","Calculation to validate or verify agreed or specified parameter, under defined parameters and rules of calculation, by a mathematical proof to show theoretical compliance.","For the input-parameters of the calculation, methods of calculation and the result parameter are presented and evaluated."]
[null,"Demonstration","A qualitative exhibition of functional performance, usually accomplished with no or minimal instrumentation or test equipment. Demonstration uses a set of test activities with system stimuli selected by the supplier to show that system or system element response to stimuli is suitable or to show that operators can perform their allocated functions when using the system. Observations are made and compared with predetermined responses.","Demonstration may be appropriate when requirements or specifications are given in statistical terms (e.g., mean time to repair, average power consumption, etc.)."]
[null,"Routine Test","Examination of every component, subsystem or system during or after the manufacturing process to prove its compliance with the requirements."]
[null,"Test","An action by which the operability, maintainability or performance capability of an item is quantitatively verified when subjected to controlled conditions that are real or simulated.","These verifications often use special test equipment or instrumentation to obtain very accurate quantitative data for analysis."]
[null,"Type test","Test of one or more components, subsystems or the system to prove that the construction is in compliance with the required specification and the relevant standards.","The test object does not need to be manufactured under series conditions. \nType testing includes the validation of required parameter.\nSeveral type tests can be necessary for one test object.\n"]
[null,"Certification","Certification is a written assurance that the system or system element has been developed in accordance with the required standard, and meets the requirements. This assures that the system or system element can perform its assigned functions to a negotiated standard.","The development reviews and system verification and validation results form the basis for certification. Certification is generally performed by a third party against an accepted standard."]