2014 09 Report Key Train Requirements

Key Train Requirements
issue 4
Prepared by: David Polhill
ATOC Senior Rolling Stock Engineer - Interfaces
On behalf of: V/V SIC KTR Sub-group

AMENDMENT RECORD
KTR Issue Dated Notes
One January First Issue
2011
Two February Updated issue incorporating industry feedback following
2013 publication of Issue One
Three September Addition of Operational aspects, new suggestions and
2014 comments.
Title changed from Key Technical Requirements for Rolling Stock
to Key Train Requirements
Four June Additional and new items added.
2016 New appendices included.
Note: Vertical lines to the right of text and titles indicate changes and additions from the
previous version.
Have you got some suggestions for new or revised requirements or want more
information?
Send your idea, request and your details by email to ktr@atoc.org
Key Train Requirements – Issue 4 Page 1

Contents
Introduction to Key Train Requirements (KTR) ....................................................................................... 6
Why use this document? .................................................................................................................... 6
How to use this document? ................................................................................................................ 6
Document structure ............................................................................................................................ 7
Background to KTR .................................................................................................................................. 8
1. Key Requirements - Technical ......................................................................................................... 9
1.1 Vehicle Mass ........................................................................................................................... 9
1.2 Track/Train Interface .............................................................................................................. 9
1.3 Couplers .................................................................................................................................. 9
1.4 Braking Systems .................................................................................................................... 11
1.5 Brake application on door release ........................................................................................ 12
1.6 Sanding Systems.................................................................................................................... 12
1.7 Consumable Tank Capacities and Servicing Requirements .................................................. 13
1.8 Windscreen Wiper Systems .................................................................................................. 14
1.9 Electrical Connectors and Cable Idents................................................................................. 14
1.10 Bonded Components ............................................................................................................ 14
1.11 Reliability............................................................................................................................... 15
1.12 Meteorological Effects .......................................................................................................... 15
1.13 Availability ............................................................................................................................. 16
1.14 Maintainability ...................................................................................................................... 17
1.15 Design life and obsolescence management.......................................................................... 18
1.16 Vehicle Gauging Information ................................................................................................ 18
1.17 Electrical collector systems ................................................................................................... 19
1.17.1 Future Proofing of Third Rail (750V DC) Rolling Stock .................................................. 19
1.17.2 750V DC Shoegear in icy weather ................................................................................. 19
1.17.3 Overhead line and pantographs ................................................................................... 19
1.17.4 Pantograph automatic dropping device (ADD) ............................................................. 20
1.17.5 Supplies at neutral sections .......................................................................................... 20
1.18 Systems Architecture ............................................................................................................ 20
1.19 Global Navigation and Satellite System (GNSS) on-board .................................................... 21
1.20 Train Location and Movements (GPS) Project ...................................................................... 21
1.21 Speed set ............................................................................................................................... 21
1.22 Sight glasses .......................................................................................................................... 22

1.23 Equipment fixing and access ................................................................................................. 22
1.24 Critical and non-critical systems and supplies ...................................................................... 22
1.25 Load Shedding Strategy ........................................................................................................ 22
1.26 Mobile phone reception ....................................................................................................... 22
1.27 Pressure limits ....................................................................................................................... 22
1.28 Bi-mode powered trains ....................................................................................................... 23
1.29 Train Management System (TMS) – Design .......................................................................... 23
2 Key Requirements – Performance & Environmental .................................................................... 25
2.1 Aerodynamic Efficiency ......................................................................................................... 25
2.2 Propulsion ............................................................................................................................. 25
2.3 Sustainability ......................................................................................................................... 25
2.4 Energy Efficiency & Traffic Management.............................................................................. 27
2.5 Auxiliary Power ..................................................................................................................... 29
2.6 Pneumatic air supply............................................................................................................. 29
2.7 Transposition of EMF (Electromagnetic Field) Directive ...................................................... 29
3 Key Requirements - Passenger Facing .......................................................................................... 30
3.1 Heating Ventilation and Air Conditioning (HVAC)................................................................. 30
3.2 Passenger Security ................................................................................................................ 31
3.3 Passenger Ergonomics .......................................................................................................... 32
3.4 Ride Quality ........................................................................................................................... 34
3.5 Sound, noise and vibration levels ......................................................................................... 34
3.6 Passenger Counting............................................................................................................... 35
3.7 Passenger Information System (PIS) ..................................................................................... 35
3.8 Seat Reservation Systems ..................................................................................................... 37
3.9 Provision of Luggage Storage ................................................................................................ 37
3.10 Toilets .................................................................................................................................... 38
3.11 Cleanability............................................................................................................................ 39
3.12 Vandalism Mitigation ............................................................................................................ 39
3.13 Interior Panels ....................................................................................................................... 40
3.14 Flooring ................................................................................................................................. 40
3.15 Interior Powered Doors (excluding toilet doors) .................................................................. 40
3.16 Buggy Space, Cycle Store or Multi-use Storage .................................................................... 41
3.17 Passenger power supplies..................................................................................................... 41
3.18 Lighting .................................................................................................................................. 42

3.19 Interiors “Miscellany” ........................................................................................................... 42
3.19.1.1 Window blinds .......................................................................................................... 43
3.19.1.2 Litter Bins .................................................................................................................. 43
3.19.1.3 Provision of Handholds ............................................................................................. 43
3.19.1.4 Provision of Tip-Up Seats .......................................................................................... 43
3.19.1.5 Fixed Tables............................................................................................................... 43
3.19.1.6 Seat Back Tables ........................................................................................................ 43
3.19.1.7 Cup Holders ............................................................................................................... 44
3.19.1.8 Table Surfaces ........................................................................................................... 44
3.19.1.9 Coat Hooks ................................................................................................................ 44
3.19.1.10 Seat rails .................................................................................................................... 44
3.19.1.11 Bodyside windows .................................................................................................... 44
3.20 Platform train interface ........................................................................................................ 44
3.21 Wheelchair ramp design ....................................................................................................... 45
3.22 Mobility scooter access......................................................................................................... 45
3.23 External access doors ............................................................................................................ 45
4 Key Requirements - Operational................................................................................................... 47
4.1 Driver Only Operation (Passenger) (DOO(P))........................................................................ 47
4.2 Selective Door Operation (SDO) ........................................................................................... 47
4.3 Location of Driver Resettable Controls and Isolation of Equipment .................................... 48
4.4 Cab Design and interfaces..................................................................................................... 48
4.5 Human Factors Mitigation - Design of Control Systems ....................................................... 51
4.6 Supply System Changeovers ................................................................................................. 51
4.7 Reminder of number of vehicles in a train ........................................................................... 51
5 Key Requirements - Communications and Diagnostics ................................................................ 53
5.1 Software security .................................................................................................................. 53
5.2 Open Source Software .......................................................................................................... 53
5.3 European Rail Traffic Management System (ERTMS) ........................................................... 53
5.4 Remote Condition Monitoring (RCM) Systems ..................................................................... 54
5.5 Diagnostics ............................................................................................................................ 56
5.6 Mobile Communications Reception...................................................................................... 56
5.7 Passenger internet access ..................................................................................................... 56
5.8 On Train Data Recorders (OTDR) .......................................................................................... 57
5.9 Global System for Mobile Communications – Railway (GSM-R)........................................... 57

Appendix A – Items intentionally excluded from KTR – Issue 4............................................................ 59
Appendix B – List of research and innovation sources ......................................................................... 60
Appendix C - Toilet design requirements.............................................................................................. 61
C.1 Toilet Controls ....................................................................................................................... 61
C.2 Doors and Door Controls ...................................................................................................... 62
C.3 Tank Capacities and Range ................................................................................................... 64
C.4 Ease of Manufacture / Maintainability ................................................................................. 65
C.5 Customer Facing Ancillary Equipment .................................................................................. 66
C.6 Resistance to Misuse / Vandalism ........................................................................................ 67
C.7 Health and Hygiene ............................................................................................................... 68
Appendix D – Software security ............................................................................................................ 70
D.1 Introduction .......................................................................................................................... 70
D.2 System Architecture .............................................................................................................. 70
D.2.1 Security Requirements .................................................................................................. 70
D.2.2 Communication Traffic Monitoring .............................................................................. 71
D.2.3 End point device security .............................................................................................. 72
D.3 Secure Development Practices ............................................................................................. 73
D.4 Third party supplied systems/software/modules ................................................................. 74
D.5 Documentation and Tracking of Vulnerabilities ................................................................... 74
D.6 Security Risk Assessment ...................................................................................................... 75
D.7 Full systems software identification/classification & impact assessment ............................ 75
D.8 All software ........................................................................................................................... 76

Introduction to Key Train Requirements (KTR)
Why use this document?
This document is intended to assist rolling stock procurers, manufacturers and system suppliers. It
captures experience that has emerged from historic rolling stock projects and highlights areas where
new developments are taking place that will potentially need to be considered when requirements
are being specified and trains being designed to operate in the UK.
The purpose of the document is to capture aspects of train design that are recognised as industry good
practice but cannot, due to the clearly defined scope for mandatory Standards, be covered by the
usual contractual requirement to “comply to all applicable Standards”. In addition, where clear
recommendations have emerged from industry research, but these have yet to be incorporated into
Standards, the opportunity is taken in this document to bring such items to the attention of relevant
industry parties.
In addition to procurement of new rolling stock, some of these train requirements are equally
applicable to vehicle refurbishment or continued service operation (life extension) projects. The KTRs
of relevance will be confined to the scope of work content in this case.
The drafting group consists of representatives from manufacturers, leasing companies, TOCs, Network
Rail and technical specialists and is led by ATOC.
How to use this document?
Firstly, this document is not intended to be sent to a manufacturer or supplier as a whole for them to
quote against. This would be costly and achieve little. It is intended to be used as an aid to preparing
a specification and only the relevant clauses should be selected.
It is clear that, for many of the items covered in this document, a decision will need to be made by
those specifying and designing trains as to whether there is a business case for incorporating the
requirement. In these cases it is recommended that this document should be used to complement a
high level business specification which defines the nature of the service to be provided (e.g. route
capacity and journey times) whilst leaving some flexibility for future redeployment. It must therefore
be stressed that each individual project will need to consider carefully the applicability of each of these
KTRs and their impact on whole system, whole life costs in order to identify solutions that represent
best value for money to the industry. It is recommended that, as an absolute minimum, the following
factors should be taken into account when evaluating whole life, whole system costs:
 Initial train procurement cost

 Cost of in-service failures (e.g. proven reliability of sub-systems, systems redundancy)
 Cost of non-availability due to planned or unplanned maintenance (e.g. ease of changing key
components, systems diagnostics, condition based maintenance approach)
 Cost of maintenance and overhaul (e.g. modular sub-systems, corrosion resistance)
 Energy costs (e.g. vehicle mass, traction drive efficiency, energy recovery, energy efficient
auxiliary systems)
 Track wear and tear (e.g. unsprung mass, bogie rotational stiffness)

Document structure
Whilst acknowledging the comments above regarding business case, many of the requirements listed
simply represent industry best practice and should be seen as necessary requirements for any train.
In these cases the requirements are generally introduced by “shall…” , indicating that they should be
seen as essential for any design of train and that there should be NO valid business justification for
non-inclusion.
This document is sub-divided into five sections of key requirements for rolling stock as follows:
Section 1: Key Requirements - Technical
Section 2: Key Requirements - Performance
Section 3: Key Requirements - Passenger Facing
Section 4: Key Requirements - Operational
Section 5: Key Requirements - Communications and Diagnostics
Note that all hyperlinks to RSSB research projects have been changed to reflect the new RSSB website
(www.rssb.co.uk). In some cases a login to RSSB’s SPARK may be required in order to see the
information.
Contact RSSB at http://www.sparkrail.org/authentication/pages/register-info.aspx for more details.
References to work in progress or are due to start, e.g. RSSB Research Projects, have been included in
this document for information. Suitable outputs from the work will be included in future KTR updates.

Background to KTR
In 2009 the Technical Strategy Advisory Group (TSAG) remitted the Vehicle/Vehicle System Interface
Committee (V/V SIC) to develop guidance on key technical requirements for new trains. These
requirements represented best practice that experience has demonstrated not to be adequately
covered by mandatory standards. The initial version of the document (KTR v1) was published in
January 2011, with a second version in February 2013 and a third version in September 2014.
This updated document, now called Key Train Requirements (KTR v4), is issued under the auspices of
the Technical Strategy Leadership Group (TSLG) and includes an expanded coverage of operational
aspects.
In KTR v2, an appendix A (Items Intentionally Excluded from KTR) was added. This appendix has been
updated in subsequent versions.
New Appendix B has useful links to current research and innovation programmes, which provide
additional information to support the KTR.
New Appendix C covers requirements relating to toilet design. This has incorporated input from train
operators, owners and manufacturers; as well as from Transport Focus.
New Appendix D covers software and cyber security. Its scope is broader than design, as it helps with
updating or actions following cyber-attack.

1. Key Requirements - Technical
1.1 Vehicle Mass
1.1.1 Targets that optimise the mass of rolling stock to deliver lowest whole life cost to the “railway
system” shall be specified. Mass reduction through intelligent / innovative design is clearly
beneficial, but this should not be pursued as an end in itself.
Note: It is recommended that the outputs of Railway Safety and Standards Board (RSSB)
Project “T712: Research into Trains with Lower Mass in Britain” are used to inform any
decisions as to the target mass for new builds of rolling stock - details of this project
can be found at:
http://www.rssb.co.uk/library/research-development-and-innovation/research-brief-
t712.pdf
1.2 Track/Train Interface
1.2.1 Rolling stock shall be specified so that the vehicle / track interface is optimised using an
industry recognised whole life, whole system vehicle / track interaction model e.g. the RSSB
Vehicle / Track Interaction Strategic Model (VTISM) - details of this project can be found at:
t353.pdf
1.2.2 The specification of active suspensions (mechatronics) should be considered subject to an

assessment of the maturity of the technology and the robustness of the supporting business
case.
Note: It is recommended that the work being led by V/T SIC on behalf of the Technology
Strategy Leadership Group (TSLG) is used to inform any decisions as to the
appropriateness of mechatronics.
1.3 Couplers
1.3.1 There is currently no agreed standard coupler configuration for UK passenger rolling stock and
this creates a barrier to the interworking of vehicles supplied by different manufacturers.
Note: In order to address this issue, RSSB Project “T1003: Standardisation of Coupling
Arrangements” reported in April 2014 that there is a business case for mechanical and
full electrical compatibility in couplers. The project will continue creating
specifications for both cases.

The research brief for Phase 1 can be found at:
http://www.rssb.co.uk/library/research-development-and-innovation/research-
brief-T1003.pdf
1.3.2 The ability for interworking with subsets of existing designs of rolling stock should be specified
- recognising the aspirations for the long term use of the vehicles.
1.3.3 To facilitate interworking and stock cascade, specifications for rolling stock couplers shall be
as follows:
 High Speed Trains: compatibility with coupler type “Scharfenberg Type 10”
 Electrical Multiple Units: compatibility with coupler type “Dellner 12”
 Diesel Multiple Units: compatibility with coupler type “BSI compact” or “Dellner 12”
Note that the “Type 10” is offered by other companies under licence than Voith, who now
own the Scharfenberg design.
1.3.4 To facilitate rescue of stranded trains an “emergency - limited functionality” mode of

communication between the stranded and rescue train should be considered. As a minimum
this would provide:
 Emergency brake
 Full service brake application
 Traction Control
 Door Control and Interlock
 Crew to Crew Communication
 Public Address
 Passenger Communication Emergency Alarm
1.3.5 Design features to ensure that couplers continue to function reliably in difficult environmental
conditions (e.g. snow and ice; dead flies or other contamination) should be considered taking
into account the anticipated frequency of coupling operations. Design features that may be
appropriate include:
1.3.5.1 Protection of the coupler when not in use.
1.3.5.2 Automatic heating of the electrical head to prevent the build-up of ice.
1.3.5.3 Protection of the pneumatic and electrical connections by a tight cover when not
coupled.
1.3.5.4 Features to ensure that the coupler pocket remains free from the build-up of snow
and ice.

Note: It is recommended that the outputs of RSSB Project “T958: Ensuring
Automatic Coupler Reliability During Ice and Snow” are used to inform any
decisions with respect to the design of new builds of rolling stock - details
of this project can be found at:
brief-t958.pdf
1.4 Braking Systems
1.4.1 Designs of dynamic braking systems shall optimise the system cost, weight and energy
recovery.
1.4.2 For rolling stock with electric traction the ability to brake regeneratively shall be provided.
1.4.3 The ability of trains to provide predictable braking performance under all conditions has been
recognised as a significant factor in enabling reductions in headways and hence maximising
route capacity. It is recommended that, where new trains are intended for operation on routes
where capacity is a critical factor, the potential for using such braking systems (e.g. track
brakes) should be explored with the infrastructure manager and the train manufacturers.
1.4.4 Brake blending shall give a barely discernible change between dynamic and friction braking in
order to give a comfortable ride. A maximum jerk rate of 0.5m/s3 is recommended, but a
facility should be provided to adjust this to suit operational needs.
1.4.5 Subject to achieving compliance with mandatory standards to ensure sufficient braking
capacity under all circumstances, consideration should be given to leaving an axle(s) unbraked
to deliver unambiguous speed signals. This reduces wheelset damage, gives a consistent and
reliable speed signal, and conditions the rail for following, more heavily braked, axles.
1.4.6 Magnetic Track Brakes are in use on heavy rail in Continental Europe at speeds up to 200kph.
A RSSB research project “T1099: Enabling Magnetic Track Brakes on Network Rail managed
infrastructure” has therefore commenced, with the aim to understand and demonstrate
compatibility of magnetic track brakes with existing Network Rail infrastructure. It will provide
information for the development of GB compatible infrastructure.
1.4.7 Brake redundancy using a Master/Slave concept for the Brake Control Unit (BCU) should be
considered. This should include the ability to isolate brakes per bogie and for the BCU to be
able to compensate to maintain brake performance.

1.5 Brake application on door release
1.5.1 Operators should consider the train to platform interface with respect to management of train
movement relative to the platform. Depending on the nature of the operation and the safety
management system in place, an operator may specify a functional requirement in a similar
form to that below:
"The train shall not be able to move, relative to the platform, once it has come to a stop and
door interlock has been released. Under this condition, the train shall only be able to move
again once door interlock is achieved".
1.6 Sanding Systems
1.6.1 The monitoring of sand levels in the vehicle sand box should be considered.
1.6.2 Additional functionality shall be considered to provide an indication to the driver in the event
of an empty sand box.
1.6.3 Additional functionality should be considered to provide an indication to the maintenance

staff of the level of sand in the box.
1.6.4 Consideration should be given to providing an indication to the driver when sand levels are
low such that manual sanding for traction should be avoided so that there is sufficient sand
available for braking.
1.6.5 Long term water tightness of sand hoppers and filling orifice covers shall be considered.
1.6.6 Sanding nozzles can often become blocked and consideration should be given to fitting heated
nozzles.
1.6.7 On the depot, human factors such as accessibility, height/size/shape of filling orifice etc. shall
be considered when designing and locating sand hoppers.
1.6.8 RSSB Project T1046: “Optimising the ability of industry to deal with low wheel-rail adhesion
and the use of sanders on train” has produced guidance for best practice for sanders (retrofit
or new build):
 Sanding at multiple locations, rather than just axle no 3, so long as there are sufficient
axles after the last sanding location to clear any residual sand from the rail head – this
applies to both single, fixed formation units and units in multiple formation.
 Fixed rate sanders should be designed to deliver as near as possible to the maximum
deposition rated permitted by the RGS, but not exceed it.
 Fitment of speed dependent variable rate sanders.
(A suggested delivery rate of 7.5 grams/metre per axle, whilst moving, and never
exceeding 2kg/min per axle down to a speed of 10 mph or higher).

Note 1: Current features that T1046 recommends, require the granting of deviations
against Railway Group Standard (RGS) “GMRT2461 issue 1 Sanding Equipment
Fitted to Multiple Units and On-Track Machines”. Two Deviations have been
authorised so that individual applications are no longer required. These are for
multiple units with tread brakes units (Deviation 15/060/DEV) and multiple units
with disc brakes (Deviation 15/061/DEV).
Once GMRT2461 is reissued (expected in September 2016), these deviations will
be withdrawn.
Note 2: RSSB Project T797: “Performance and installation criteria for sanding systems”
mentioned in issue 3 of the KTR, did some initial work which was expanded by
T1046.
1.7 Consumable Tank Capacities and Servicing Requirements
1.7.1 Proposed rolling stock duty cycles need to inform the provided capacities of fuel tanks; toilet
water tanks; toilet Controlled Emission Toilet (CET) tanks; windscreen washer tanks and sand
hoppers. Such “consumables” capacities shall be designed for operational compatibility. This
means that sufficient capacity shall be provided for all such systems to avoid the need for ad-
hoc intermediate replenishment between planned visits to depots or servicing points. Whilst
providing larger water and waste tanks for toilets clearly utilises valuable space and increases
vehicle weight, recent experience of new trains’ procurement is that underestimating tank
capacity requirements leads to problems in service. (See section 3.10 and Appendix C for
further requirements related to toilet provision).
1.7.2 Consumables that, if low, would prevent normal operation of the train (e.g. fuel, washer fluid
etc.) should be flagged to the driver. These together with items such as toilet tanks that are
not service critical should send a message to the Control room so that action can be taken to
mitigate the effect of the low consumable.
1.7.3 Such consumables 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 such
systems from either side of the vehicle.
1.7.4 It should be possible to connect shore supplies and replenish consumables from both platform
and track level.
Note 1: Some operators currently struggle to access such connections when vehicles are
stabled adjacent to platforms.
Note 2: This is equally applicable to equipment isolation switches e.g. Battery Isolators; and
level indicators; e.g. coolant and fuel.
1.7.5 Protective caps on consumable replenishment connectors e.g. Controlled Emission Toilet
(CET) tank caps shall be fitted with secondary retention devices. These secondary retention
devices shall be of sufficient strength to cater for dynamic forces should the cap become loose
in service.

1.8 Windscreen Wiper Systems
1.8.1 Dynamic effects on windscreen wiper systems shall also be considered to ensure windscreen
wipers remain effective throughout the attainable speed range of the rolling stock.
Note: This is applicable whether the driving cab is open ended or intermediate within a
train consist. Historically, with certain designs of rolling stock, there have been
instances of intermediate windscreen wipers becoming damaged as a result of
aerodynamic effects lifting wipers away from the windscreen when running at
speed.
1.8.2 Electrically powered wipers are considered more reliable and their use is recommended.
1.8.3 The use of variable speed wipers should be considered, including an intermittent setting.
1.9 Electrical Connectors and Cable Idents
1.9.1 Electrical connectors (plugs and sockets) should be designed to operate reliably for the life of
the vehicle. This includes ensuring they are positioned remotely from potential sources of
water ingress and oriented to avoid water traps and also ensuring the sealing arrangements
will not degrade over time.
1.9.2 Electrical wiring identification labels (idents) shall be specified to withstand normal wear and
tear without significant physical degradation in order to remain legible for the life of the
vehicle.
Note: An example of best practice in this area is colour coding of wiring idents.
1.10 Bonded Components
1.10.1 To avoid problems with the use of adhesives in an uncontrolled depot environment, the design
philosophy should be that no in-situ bonding is required to maintain or repair the vehicle.
1.10.2 All Line Replaceable Units (LRUs) shall be mechanically attached to the vehicle. For example
glazing units shall be supplied bonded to a frame which is then mechanically fastened to the
vehicle structure (see section 1.14.3).
Note: Designs where windows are bonded directly to the vehicle structure are not compliant
with this requirement since it cannot be guaranteed that depot temperature or
humidity will be within the specified ranges to ensure a satisfactory bond. There have
been instances where rolling stock has had to remain out of service with broken
windows since the depot temperature was outside the range specified to undertake
the bonding process.

1.11 Reliability
1.11.1 It is always the aspiration that the frequency and impact of failures should be minimised.
However, reliability targets (frequency of failure) should be established taking into account
the benefits to the operation and the costs (technical and commercial) of providing a
particular level of performance. It is recommended that RSSB Project “T782: Maximising
Future Rolling Stock Reliability” is used to inform any decisions taken with respect to setting
contractual reliability targets - details of this project can be found at:
t782.pdf
1.11.2 Reliability shall be specified in terms of the agreed current industry key performance
indicators (KPIs). In addition, it may also be appropriate to specify a measure that reflects the
effectiveness of the rolling stock design in assisting train crew to minimise the consequences
of a failure (i.e. delay) once it has occurred.
Note: The current KPIs are MTIn (Miles per Trust Incident number) and DPI (Delay Per
Incident).
1.11.3 When rolling stock is operating in “degraded mode” as a result of the failure of a key system
(e.g. auxiliary converter), the control systems shall automatically reconfigure so that the
impact on critical systems (e.g. external lighting and windscreen wipers) is kept to an absolute
minimum enabling the rolling stock to remain in service.
1.12 Meteorological Effects
1.12.1 Rolling stock systems shall be designed to operate reliably under all kinds of environmental
conditions expected to be experienced in the UK during the life of the vehicle. This is especially
pertinent with respect to the impact of climate change and the associated predictions of more
frequent instances of extreme weather conditions. Rolling stock of the future shall therefore
be designed to provide more resilience to foreseeable extremes of heat, rainfall and cold -
considering the impact on whole life cost.
1.12.2 In line with the above principles, particular consideration should be given to the following
design features to ensure continued reliable operation during snow and ice conditions:
1.12.2.1 Suitable protection shall be provided for electrical equipment to prevent the ingress
and build-up of dirt, moisture or snow.
Note: An example of good practice in this area is sealed equipment cases reliant
on external heatsinks. These heatsinks should be designed to not clog or
should be easy to clean without lots of equipment having to be removed to
gain access.
1.12.2.2 Placement of equipment ventilation louvers at roof level in order to significantly

reduce the dynamic effects of snow.

1.12.2.3 Measures to protect critical systems (e.g. warning horns [including heating them
and preventing snow ingress]; cab and passenger doors; windscreen wipers; DOO
cameras; couplers [see also 1.3.5] and head, tail and marker lights) from the effects
of the build-up of snow and ice
1.12.2.4 Provision of splash guards in the vicinity of brake discs to minimise the effects of the
build-up of snow and ice.
1.12.2.5 Making the underside of the train as smooth and continuous as possible as this
reduces the under-pressure below the train and hence the vulnerability to a build-
up of snow and ice.
1.12.3 A 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” was recently completed
and is awaiting publication. A link to the research brief can be found at:
T1052.pdf
1.13 Availability
1.13.1 The precise requirements for availability targets shall be developed in terms of whole life costs
of the rolling stock. Unrealistically high availability targets might initially seem attractive (as a
result of purchasing fewer vehicles) but it must be borne in mind that overhaul programmes
and unexpected damage (e.g. from vandalism or collisions) can rapidly erode any maintenance
allocation leading to subsequent difficulties maintaining service cover. Therefore the provision
of “strategic spares” should be considered. 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.
1.13.2 When specifying fleet size, availability requirements that are not related to maintenance e.g.
driver training and collision damage should also be considered.
Examples of good practice to optimise availability (primarily for multiple units) are:
 ensuring the end vehicles are identical to facilitate unit reforming in the event of
collision damage
 the provision of “shunt” controls where long fixed formation sets can be split to
facilitate subsequent unit reforms.

1.14 Maintainability
1.14.1 Where new trains are to be introduced to service, whether under a train service provision
agreement with the manufacturer or to be maintained by the train operator, the objective
should be to reduce routine inspection activities to a minimum.
Examples of good practice in this area are that:
 rolling stock should be designed to facilitate the use of infrastructure based remote
condition monitoring equipment to undertake automatic vehicle inspection; e.g.
measuring brake pad thickness and wheel tread wear,
 on-board condition monitoring systems capable of downloading data to intelligent
analytical tools that are able to recommend maintenance interventions in order to
prevent in-service failures from occurring.
1.14.2 Systems should be designed to minimise the amount of maintenance required.
Examples of good practice in this area are that:
 electronic modules are specified with “plug and play” connectivity (to remove the
need for manual configuration upon component replacement),
 parts of rolling stock that are vulnerable to impact damage (e.g. front fairings) are
easy to replace.
1.14.3 Where maintenance is required, systems shall be designed to facilitate such maintenance and
to minimise the vehicle downtime. It shall be possible for all planned maintenance to be
completed during an agreed specified timeframe allocated for maintenance.
1.14.4 The provision of comprehensive and accurate drawings, maintenance manuals, spares lists
and fault finding guides is an essential element in ensuring maintainability. Searchable
electronic formats are preferred. Irrespective of the contractual structure agreed for train
maintenance, a Design Authority shall be identified at the time of train procurement, with
specific responsibilities for ensuring that all of the documentation listed is not only provided
when the trains are delivered, but also kept up to date to reflect subsequent engineering
changes.
1.14.5 Areas that may trap and retain water should be avoided. This applies to corrugations on the
roofs, flat areas e.g. for jumpers or pantograph wells where a fall should be included and
drains to allow the water to flow away.

1.14.6 Equipment covers and access panels
1.14.6.1 Lower bodyside and roof mounted covers and panels shall be fitted with secondary
locking catches such that panels cannot open in service. These retention catches
shall be obvious when they are not engaged. Their orientation to show open or
locked shall be consistent throughout the train.
1.14.6.2 These access panels shall also not infringe the vehicle gauge when open. A retention
catch could be fitted.
1.14.6.3 Roof mounted equipment that requires frequent maintenance activities, for
example, filters, shall be designed so that access can be gained from below, possibly
from within the vehicle.
1.14.7 Following some issues with poorly and incorrectly assembled axleboxes, bearings and end
covers, RSSB are considering some work on the human factors involved in maintenance of
bearings “T1096: Human factors influences in axle bearing installation and maintenance”.
Currently only a research idea “R647: Review of Wheelset Axle End Secondary Locking
Arrangements” will look at improving the fixing arrangements to reduce loosening and
simplify assembly. These two items are added for information.
1.15 Design life and obsolescence management
1.15.1 Although a train has historically been expected to have a design life of 30-35 years, sub-
systems may require overhaul or replacement to achieve this. The supplier shall provide the
design lives of these sub-systems to enable planning of when future overhaul or replacement
will be required.
1.15.2 Obsolescence management shall be covered by contractual arrangements for the design life
of the vehicle.
Note: This is especially the case for electronic equipment and includes all rolling stock
related software, operating systems and IT hardware.
1.16 Vehicle Gauging Information
1.16.1 Certain vehicle manufacturers are reluctant to state their actual vehicle profiles (claiming it is
their Intellectual Property). As a result they only declare their vehicle profiles in accordance
with standard vehicle gauges, although in many areas the actual vehicles are smaller. When
the stock is cascaded a route compatibility assessment will potentially identify more “foul
structures” than would be the case if the actual vehicle profile was known. Indeed, there is
the potential for infrastructure works being identified that are not actually required. This
practice imports avoidable cost to the industry and places unnecessary restrictions on route
availability in the event of emergency diversionary routes being required. Vehicle

manufacturers shall be contractually required to provide vehicle gauging data in accordance
with the format developed by the Vehicle / Structures System Interface Committee.
1.16.2 Gauging information should be supplied in a format compliant with “RIS-2773-RST: Format for
Vehicle Gauging Data”.
1.17 Electrical collector systems
1.17.1 Future Proofing of Third Rail (750V DC) Rolling Stock
1.17.1.1 Specifications for future designs of 750V DC third rail rolling stock should consider
the implications of a future increase in the nominal supply to 900V DC.
Manufacturers should be requested to state the modifications that would be
required in order to accommodate such a change in supply voltage.
1.17.1.2 It has been suggested that the long term aim of the industry should be the
replacement of the 750V DC third rail system with the 25kV Overhead line system.
New DC rolling stock should include provision for the inexpensive retrofit of 25kV
equipment.
Note 1: In this context “inexpensive” means that the design has made the
provision for the fitment of equipment by the designer purposely
allocating free space; power supply and consideration of cabling to the
relevant location(s).
Note 2: The case for the replacement of the 750V DC system with 25kV Overhead
was the subject of RSSB Project “T950: Investigating the economics of the
3rd rail DC system compared to other electrification systems” - details of
this project can be found at:
brief-t950.pdf
1.17.2 750V DC Shoegear in icy weather
Consideration should be given to providing a means to ensure that, in icy conditions, an

appropriate minimum current can be drawn to maintain the best possible shoe contact to the
rail. This can be achieved by a selectable "ice mode" which may also encompass changes to
permissible electrical interference levels subject to an agreed safety case.
1.17.3 Overhead line and pantographs
The use of polymeric insulators for supporting the pantograph is recommended. 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.

A RSSB research project “T1060: Understanding the forces and energy in the electrification
system during de-wirements” is now nearing completion. Useful information may be available
in due course from this research and will be included in future issues of the KTR.
1.17.4 Pantograph automatic dropping device (ADD)
A facility for the driver to isolate the ADD on the pantograph shall be included.
Occasionally an ADD operates and, without a means to isolate it, the pantograph cannot be
raised. Although the train may not move if there is damage to the pantograph, a supply to the
train can be maintained for HVAC purposes. Similarly, if there is minor damage to a carbon,
the train could be moved at reduced speed to a place where passengers can be detrained.
1.17.5 Supplies at neutral sections
When passing through neutral sections there shall be no adverse effects on passenger facing
equipment or need for staff intervention in normal operation.
1.18 Systems Architecture
1.18.1 Vehicle manufacturers shall be required to provide electrical equipment (at the Line
Replaceable Unit level) that has been specified with a modular, open architecture (based on
the application of Internet Protocol communications functionality) and to use open source
software.
1.18.2 Separate Ethernet backbones shall be provided for train safety systems/information systems
and those intended for passenger access. There is an increased risk of cyber-attacks if
passengers are permitted access to a network used for train systems.
1.18.3 Cat 7 cables should be used to maximise data transfer rather than Cat 5. Whichever Category
of cable is used, thought should be given to its durability, band-width potential, future
upgrading, and suitability for a railway environment.
Note: 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.
1.18.4 For more information on system architecture security, see Appendix D.

1.19 Global Navigation and Satellite System (GNSS) on-board
1.19.1 Any new train shall be fitted with a Global Navigation and Satellite System (GNSS).
Consideration should be given to fitting a single GNSS to a train; this will limit the proliferation
of antennae on a train’s roof. The location (as well as date and time stamp information)
derived by this one system should then be fed to all the on-board train systems that require
position information, such as PIS (Passenger Information Systems), on-board data recording
etc.
1.19.2 The selection of GNSS and any augmentations will depend on its intended purpose.
Note: RSSB research project “T892: Data and Analysis for a cost-effective GPS-based locator
with simple augmentations” provides some good practice, details of this project can
be found at:
T892.pdf
1.19.3 In order to provide software security and resilience where GPS/GNSS is deployed,
consideration should be given to a secondary/backup source that is technically different to
GNSS, especially if functions are associated with operations.
1.20 Train Location and Movements (GPS) Project
1.20.1 The Train Location and Movements (TLM) Project is part of the Customer Information Strategy
programme of projects based on research work from National Rail Enquiries and a Network
Rail and ATOC Proof of Concept Project.
1.20.2 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
it up to a preferred standard over time.
1.20.3 The specification “ATOC/EC/GN/005 Customer Information Strategy: Train Location and
Movements (GPS) Project” will be published soon:.
Please contact ATOC at the email address on page 1, should you want a copy.
1.21 Speed set
1.21.1 Where provided, any speed set system shall prevent vehicle overspeed in the event of the
vehicle descending a gradient. A suggested tolerance is +/- 2 mph.

1.22 Sight glasses
1.21.1 When positioning gearbox, or other, sight glasses ensure they are easily viewable by
maintenance staff but also protected from flying ballast or other detached items.
1.23 Equipment fixing and access
1.23.1 Equipment that is bolted in position and needs checking during maintenance shall be
accessible and visible.
1.24 Critical and non-critical systems and supplies
1.24.1 Systems of a non-critical nature and their supplies shall be kept separate from critical systems
so that spurious faults 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.
1.25 Load Shedding Strategy
1.25.1 In the event of perturbation and loss of electrical supply a load shedding strategy shall be
defined. This should consider how long systems such as lighting, air-conditioning, ventilation,
toilets, internal emergency signposting, announcement system, Wi-Fi and communication
system are kept available in order to maximise the essential services.
1.26 Mobile phone reception
1.26.1 Vehicle bodyshells/glazing should be designed such that public 3G/4G mobile data and voice
signals are not degraded (e.g. via Faraday Cage effects) in passing through these – signal
boosters should be considered for each vehicle if this is unavoidable.
1.27 Pressure limits
1.27.1 In tunnels the change of pressure can affect a person’s health, this limit is 10kPa and is quoted
in standards. However as a comfort level a level of 2.5 to 3kPa should be considered.
Further explanation can be found on the RSSB website at:

http://www.rssb.co.uk/library/groups-and-committees/2015-12-report-aural-pressure-
comfort-limits-in-tunnels.pdf

1.28 Bi-mode powered trains
1.28.1 A bi-mode train is one that can obtain traction from more than one source in order to operate
in service. This has advantages on routes which are partially electrified, or in the process of
being electrified during the lifespan of the rolling stock, enabling fleets to use a wider range
of diversionary routes and to move in depots and sidings which are not electrified. Through
trains can be run on non-electrified branch lines and electrified main lines, bringing customer
benefits. They also enable electric trains to operate when traction power is temporarily or
permanently unavailable (for example at a tunnel or a bridge).
1.28.2 There may be depot safety improvements if electrification is not needed. However, facilities
to fully test the train in each mode will be required, and shore supply points may be needed.
1.28.3 Examples of bi-mode are:

 Electric/diesel
 Electric/battery or other energy storage devices.
1.28.4 When considering bi-mode the following factors shall be evaluated:

 Proportion of the planned duty cycle under each type of traction
 Amount of energy storage on board for each mode
 The train performance under each type of traction (i.e. reduced performance may be
acceptable in certain circumstances)
 Performance in normal operation versus performance where a secondary power source
is provided for ‘a get home’ or ‘a last mile’ mode
 Whether there is a static or dynamic changeover is required between modes. Dynamic
changeover is preferred as this reduces journey time
 Infrastructure changes may be required to support charging if electrical energy storage is
used.
1.28.5 More information can be found in the following IEC standard to be published summer 2016,
“IEC 62864 part 1: Railway applications - Rolling stock - Power supply with onboard energy
storage system - Part 1: Series hybrid system.”
1.29 Train Management System (TMS) – Design
1.29.1 A master/slave concept for the TMS data bus should be considered. This could be a second
TMS bus rather than a relay switched system.
1.29.2 Information for the driver is important, but it is essential that it is only relevant to the
situation. Therefore the driver’s display should show relevant information using easily
understood terminology. This should also apply under train fault conditions. It is expected that
more in-depth information will be provided for depot staff or control as necessary.
1.29.3 The ability for drivers to isolate defective essential equipment through the TMS should be
considered. The driver then need not pass through a train nor exit the train to walk on the
track. This facility may also apply to train crew where TMS is available to them.

1.29.4 A TMS can carry vital/critical data and information. It is important that these functions are
protected and that the system is separated as much as possible from any passenger facing
system and has a secure architecture.
1.29.5 For more information on software design and security, see Appendix D.

2 Key Requirements – Performance & Environmental
2.1 Aerodynamic Efficiency
2.1.1 Aerodynamic efficiency should be optimised in terms of whole life cost.
Note: Aerodynamic efficiency only becomes a significant issue at speeds greater than
100mph.
2.2 Propulsion
2.2.1 The amount of redundancy provided by the propulsion system shall take account of the
demonstrated service reliability of existing equivalent systems. 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.
2.2.2 The number of components that can cause a single point failure in the traction system
should be minimised.
2.2.3 For propulsion systems that feature a low level of redundancy, consideration should be given
to the remaining functional propulsion system equipment being designed to provide
enhanced performance in the event of a propulsion package failure.
2.2.3 Propulsion systems shall be designed to be capable of rescuing a completely failed train (of
the same design), assuming the rescue train is free from defects.
2.2.4 Consideration should be given to designing the rolling stock to accommodate potential future
line speed enhancements.
2.3 Sustainability
2.3.1 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, and efforts need to be made at the design stage to minimise these for the entire life
of the vehicle.
2.3.2 The industry has developed 10 Sustainable Rail Principles including three related to the
environment which are 'reducing our environmental impact' (Principle 5), 'carbon smart'
(Principle 6) and 'Energy Wise' (Principle 7). See “Sustainable Rail Programme. (2011) The Rail
Industry Sustainable Development Review” on the RSSB website at:
http://www.rssb.co.uk/Library/improving-industry-performance/2011-report-rail-industry-
sustainable-development-review.pdf.

2.3.3 The RSSB website also has some useful information, of which the document above is a part,
at:
http://www.rssb.co.uk/improving-industry-performance/sustainable-
development/sustainable-rail-programme
2.3.4 A whole life environmental impact assessment in line with “ISO 14040: Environmental
management - Life cycle assessment - Principles and framework” shall be undertaken in line
with waste hierarchy principles. This 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.
2.3.5 A description of how design for disassembly principles as described in “BS 8887 series: - Design
for manufacture, assembly, disassembly and end-of-life processing (MADE)” are used is to be
provided, including issues such as the marking of plastics and avoiding the blending of
materials.
2.3.6 A list of legally restricted materials in the UK shall be provided and confirmation that they are
not used on the rail vehicle and spare parts. The use of hazardous materials during
manufacturing should be minimised, however, where these are used, each instance must be
listed by part number and a risk assessment must be provided to justify it.
2.3.7 An inventory of all materials by type, including their weights, is to be provided. This shall cover
all parts in the rail vehicles and spare parts. The percentage weight of the rail vehicle that shall
comprise recycled parts shall be provided.
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 at:
http://www.unife-database.org/material_declaration.php
2.3.8 The train maintenance and repair plan shall be designed to maximise the life of components
and minimise the use of consumables.
2.3.9 Based on the terms defined in “IS0 22628: Road vehicles - Recyclability and recoverability -
Calculation method”, targets for end of life recyclability and recovery shall be stated. The
aspiration is that the fleet should achieve 85% re-use and recyclability, and 95% re-use and
recoverability by mass. An End of Life Manual shall be provided detailing the disassembly,
identification and segregation methods. This should show the end of life disposal methods for
each component. UNIFE has developed this further for the rail industry, see their document
at:
http://unife.org/component/attachments/?task=download&id=326
Note: For information, ISO TC 269 are also preparing a standard on recyclability and
recoverability of rolling stock.

2.3.10 The supplier shall provide an “Environmental Product Declaration” in line with UNIFE 495
Product Category Rules for Rail Vehicles or other externally verified certification. If this is not
available the supplier shall describe their policy in this area. More information can be found
at:
http://www.environdec.com/en/PCR/Detail/pcr2009-05
2.3.11 Depots, stations and sidings are often located near residential areas, and efforts should be
made to reduce the adverse impacts of rolling stock on neighbours through design for
operation.
Note: For information, Eurospec are producing a specification on stationary noise which will
include in railway depots and stations.
2.4 Energy Efficiency & Traffic Management
2.4.1 Rolling stock systems shall be optimised for energy efficiency taking into account the whole
life cost to the “railway system.”
2.4.2 Electrically powered rolling stock shall be capable of providing energy use data of an integrity
level suitable for billing.
2.4.3 Consideration should be given to specifying a Driver Advisory System (DAS), which provides
energy efficient driving advice to the driver, typically by showing a recommended maximum
speed and when to coast, such that the train arrives at the next timing point on the journey at
the scheduled time. The DAS should be able to communicate remotely with a base station
such that updates (timetable changes, temporary speed restrictions, etc.) can be uploaded
onto the train and feedback of response to the advice given transmitted back to the base
station. The system should also facilitate subsequent analysis of driving style and have the
future capability of accepting real-time traffic regulation information.
2.4.4 A C-DAS (Connected Driver Advisory System) is being proposed, so consideration for its
inclusion should be made to ensure that interfaces are compatible with other current
protocols and systems. More information can be found at:
http://www.rssb.co.uk/Library/groups-and-committees/2015-report-c-das-concept-of-
operation.pdf
2.4.4.1 Other related documents for C-DAS on non ETCS-fitted trains can be obtained from
Esther.Gershuny@networkrail.co.uk, or the email on page 1 of this document.
Note that this email address is included, as there is currently no web-based file
location for these documents.
2.4.4.2 Work for C-DAS on ETCS-fitted trains is in progress.

2.4.5 Rolling stock should be designed with intelligent power management systems. On-board
systems should therefore only be energised when absolutely necessary.
Note: An example of good practice in this area is the intelligent control of diesel engines
that shut-down when not required to provide useful power to the train.
2.4.6 Rolling stock should be designed to minimise whole life energy consumption. Consideration
should be given to the following design features:
2.4.6.1 Rolling stock to revert to “stabling mode” (following an appropriate time delay)
following a driver de-energising the driving cab. Typically such a “stabling mode”
would switch off selected loads such as the heating, ventilation and air conditioning
(HVAC). Lighting systems should revert to emergency lighting only.
Note: Frost protection systems should remain active and lighting circuits should be
designed to facilitate local switch on (for cleaning purposes).
Similarly a high temperature detection device should be considered so that
the passenger and traincrew accommodation enters service at an
appropriate temperature.
2.4.6.2 Remote switch on of HVAC (both cab and saloon) and lighting (saloon only) to facilitate
train preparation and override in an emergency.
Note: As an enhancement to the above functionality, this remote switch-on could

be achieved by the process of allocating trains to diagrams with a sufficient
“warm up / cool down time” incorporated to ensure the train enters service
at the correct on-board temperature.
2.4.6.3 On diesel rolling stock where the heating is provided from the engine it is essential
that some heating is also provided to warm the train prior to the engine warming up.
This is most important for driving cabs where heat is often required soon after the
engine is started and where the area to be heated is small. An electric heater may be
more practicable. The implication of not heating cabs in this way is that the driver
could refuse to take the train even though the cab would eventually warm up.
2.4.6.4 Low energy consumption lighting e.g. Light Emitting Diode technology should be
considered.
2.4.6.5 Interior lighting that automatically adjusts in response to ambient light levels.
Note: ATOC have published a guidance document titled “Energy and Carbon: A 20
Point Programme to help Rail Operators to improve their Energy Efficiency and
reduce CO2 Emissions”. Whilst this document suggests ways of improving
energy efficiency in a holistic manner i.e. also encompassing buildings and
operations, it includes sections of direct relevance to rolling stock.
Copies of the document can be obtained by the email address on page 1.

2.4.7 Consideration should be given to designing rolling stock with provision for retrofit of energy
storage equipment (if cost effective and practicable).
2.4.8 In order to compare proposed train designs and identify the most energy efficient proposal,
manufacturers should be required to provide energy consumption data for a representative
diagram over representative routes.
2.4.9 Consideration should be given for some means to measure levels in fuel tanks of diesel engine
trains and to measure consumption rates.
2.5 Auxiliary Power
2.5.1 Auxiliary power supplies shall be designed at the outset to provide sufficient spare capacity
for the life of the rolling stock to allow the flexibility for the future installation of ERTMS (see
5.3) and additional equipment that may be required to support future business needs.
Note: Historically a figure of 10% spare capacity has been used and is viewed as
appropriate.
2.6 Pneumatic air supply
2.6.1 Air supplied by the train shall be clean, dry and free of oil to slow deterioration of components
and limit the likelihood of freezing in cold weather.
2.7 Transposition of EMF (Electromagnetic Field) Directive
2.7.1 This Directive, 2013/35/EU, is transposed into UK law in July 2016 and must be complied with
from then.
2.7.2 RSSB are to produce a guidance note "GLGN1620: Guidance on the Application of the Control
of Electromagnetic Fields at Work Regulations” which will be published in mid-2016.

3 Key Requirements - Passenger Facing
3.1 Heating Ventilation and Air Conditioning (HVAC)
3.1.1 The control regime for heating and cooling shall take account of passenger comfort; expected
operational and environmental scenarios; ambient temperature ranges likely to be
encountered in the UK (see section 1.12.1) and whole life cost.
3.1.2 The rolling stock HVAC system should function as follows:
3.1.2.1 The HVAC system should control the fresh air intake quantity proportional to the
passenger loading.
3.1.2.2 The passenger comfort system shall be capable of maintaining the passenger
compartment at the envelope temperatures with allowed variations as specified in
“EN 13129-1: Railway applications. Air conditioning for main line rolling stock.
Comfort parameters”.
3.1.2.3 The heating set point shall be independently adjustable by maintenance staff from
21 - 23oC.
3.1.2.4 On particularly hot days, the HVAC system should maintain a temperature
differential to ambient rather than trying to attain a “set point temperature.” This
reduces the system load and the “thermal shock” effect for passengers boarding and
alighting.
Note: It is considered that the way that existing HVAC systems are designed with
a targeted set point temperature that the system endeavours to maintain
(irrespective of system rating) is a key contributory factor to HVAC failures
on days when high ambient temperatures are experienced. It is believed
that the systems are trying to deliver an unrealistic set point and therefore
become overloaded. Altering the control algorithms in this manner should
go a long way to alleviating this problem.
3.1.2.5 The HVAC system should have automatic systems to determine an optimal balance
between temperature and CO2 levels during degraded modes of its operation.
3.1.3 On diesel multiple units the HVAC fresh air intake shall have a good separation from exhausts.
3.1.4 The design of the HVAC fresh air intake should consider prevention of drawing in of dust and
smells during braking.
3.1.5 HVAC systems shall be designed to ensure consistency of temperatures throughout the
passenger saloon e.g. the avoidance of perceived “hot” or “cold” spots. Consideration should
be given to compliance with the comfort zone permissible velocities specified in the
“EN 13129 suite” of standards.

3.1.6 Whilst in “stabling mode” (see 2.4.6.1) frost protection shall remain available when needed in
the event of low ambient temperatures.
3.1.7 Functionality to allow traincrew to alter the setting of saloon HVAC should not be provided.
3.1.8 Consideration should be given to the provision of individual controls for ventilation for
passengers for inter-urban or intercity rolling stock, similar to those on aircraft.
3.1.9 HVAC systems shall be designed to provide a level of emergency ventilation in the event of a
loss of traction supply. Ideally, emergency ventilation should be provided by the HVAC system
(powered by the vehicle batteries) for 90 minutes.
Note: The interior CO2 levels and external ambient temperature should be taken into
consideration in the design.
3.1.10 HVAC system issues cause real problems to train operators the world over. To make inroads
into improving this, European Operators have jointly developed some common
requirements for HVAC that should encourage suppliers to improve their products across
Europe. These requirements have been captured in a “EuroSpec Specification for air
conditioning of Railway Vehicles”.
Note: The Association of Train Operating Companies (ATOC) is a partner in the EuroSpec
consortium. Copies of the EuroSpec can be obtained via the EuroSpec website at
www.eurospec.eu.
3.2 Passenger Security
3.2.1 Closed Circuit Television (CCTV)
3.2.1.1 CCTV that monitors the passenger accessible areas (excluding toilets), including areas
used for storage of luggage, cycles etc. shall be fitted to all rolling stock.
Note: The National Rail CCTV Steering Group have published the following
guidance “National Rail & Underground Closed Circuit Television (CCTV)
Guidance Document” that should be considered.
A copy of this document can be found at:
http://www.atoc.org/clientfiles/File/publicationsdocuments/National%20Rail%20%2
0Underground%20CCTV%20Guidance%20Document%20%20FULL%20November%20
2010.pdf
3.2.1.2 Consideration should be given as to whether there is a business requirement for the
CCTV images to be remotely accessible on demand. Experience has shown that having
access to images can offer significant benefits in enabling earlier resumption of
services following incidents.

3.2.1.3 Where CCTV is fitted consideration needs to be given for the amount of data storage
space, bandwidth and data retention time.
3.2.2 Personal security
3.2.2.1 Where the seating layout is “Airline style” the seats should be designed to deter the
activities of pickpockets from the seats behind.
Note: An example of good practice is the installation of a physical barrier between

seats, provided there is no conflict with dynamic seat performance
requirements for interior passive safety.
3.2.2.2 Consideration shall be given to potential terrorism risks by incorporating design

features that minimise the overall injuries sustained by passengers in the event of a
terrorist attack. Good interior passive safety design, i.e. interior features designed to
minimise secondary injuries to passengers and staff in such an incident, have been
shown to help provide such mitigation. Mandatory interior passive safety
requirements are set out in Part 6 of “GM/RT2100 issue 5: Requirements for Rail
Vehicle Structures” and guidance relating to best practice is given in “GM/GN2687
issue 1: Guidance on Rail Vehicle Interior Structure and Secondary Structural
Elements”, both available at:
http://www.rssb.co.uk/railway-group-standards.
3.2.2.3 RSSB commissioned a research project to look at aspects of personal safety “T1012:
Developing a good practice guide for managing personal security on-board trains”
which is available at:
brief-t1012.pdf
3.3 Passenger Ergonomics
3.3.1 Passenger comfort is an important issue for UK rolling stock and is not straightforward to
address when producing procurement specifications.
3.3.2 There is no agreed standard that specifies acceptable legroom for UK rolling stock. It is
recommended that current anthropometric data and associated forecasts for the life of the
rolling stock are used to inform proposed seat pitches.

3.3.3 Seat legroom should be designed to accommodate a 95th percentile male (based on the latest
anthropometric data available for the GB population).
Note 1: The current 95th percentile male figure would result in a dimension of 688 mm for
airline seating. For absolute clarity, this is the dimension between the front face of
the seat back cushion and the rear face of the seat in front and is therefore not
“seat pitch.” [Source PeopleSize Pro 2008].
Note 2: Seat legroom should also take into consideration typical journey times.
3.3.4 The size of the seat squab should be designed to accommodate a majority of the population
(based on the latest anthropometric data available for the GB population).
Note 1: The current 95th percentile female figure hip breadth would result in a width of 466
mm for the squab. A 95th percentile male figure shoulder breadth is 516mm. When
fixed armrests are used consideration should be given to the actual usable width.
[Source PeopleSize Pro 2008].
Note 2: The depth of the seat squab to give thigh support should also take into
consideration typical journey times.
3.3.5 The height of the seat squab above floor level should be designed to accommodate a majority
of the population (based on the latest anthropometric data available for the GB population).
It should not be too low nor too high.
Note: The PRM TSI 2015 requires, for priority seats, a seat squab height of 430 – 500mm.
3.3.6 It is not considered to be appropriate to provide armrests in all circumstances. Where

provided, armrests should be moveable and of a length and height designed to accommodate
a majority of the population (based on the latest anthropometric data for the GB population).
Note 1: The current 95th percentile male figure would result in an armrest length of 442mm
and for a comfortable height for a 50th percentile female of 200mm above the seat
base cushion. [Source PeopleSize Pro 2008].
Note 2: Armrests are beneficial for passenger containment in the event of an accident.
3.3.7 For vehicles designed to operate longer distance services, e.g. inter-urban or intercity, power
supplies should be provided at all seats for the charging of mobile electronic devices. These
power supplies should be readily accessible to passengers and appropriately labelled. Also see
3.17.
3.3.8 The design of the interior layout should ensure that, wherever practicable, all passenger seats
and windows are aligned. Where seating bays are provided they should be aligned with the
adjacent window. Where there are no windows as a result of the vehicle structure, other
passenger amenities such as luggage stacks and toilet modules should make use of this space.
Note: Ideally, deadlights (the vehicle structure between window apertures) should not
exceed 450mm.

3.4 Ride Quality
3.4.1 There is no agreed standard that specifies acceptable ride performance for UK rolling stock.
“BS EN 12299: 2009 - Ride comfort for passengers - Measurement and evaluation” has been
published, however the target values have not been validated for existing UK vehicles,
although some of the criteria do have their origins in outputs from BR Research.
Note: Practically it is difficult to specify ride performance in terms of absolute targets for
vehicles due to the additional need to specify the relevant track quality parameters
and as a result ride quality has been specified in terms of comparison with existing
vehicles. However it is recommended that a percentage improvement (compared to
existing vehicles at an appropriate point in their maintenance cycle) in ride
performance should also be specified in order to ensure continual improvement.
3.5 Sound, noise and vibration levels
3.5.1 There is currently no agreed standard that specifies acceptable interior noise levels for UK
rolling stock. The V/V SIC is planning to produce a good practice guide for specification of
internal noise and vibration including, as far as is practicable, recommended limits and
methods for measurement for different types of train and train service. The intention is that
the passenger experience, in terms of noise levels and vibrations, should be broadly
comparable to, and preferably better than, that offered by other forms of surface
transportation such as road coaches and private cars. The results from this work will be
incorporated into a subsequent issue of the KTR document. In the meantime, it is
recommended that a percentage improvement in noise performance (compared to existing
vehicles) should be specified in order to ensure continual improvement.
3.5.2 Pending output from this research the following are recommended good practice limits.
3.5.2.1 General requirements for all vehicle types
 When the Unit is stationary, with traction supply available and auxiliary systems
(including air conditioning) running and all doors closed, noise levels measured
inside the vehicles shall not exceed 65 dB(A).
 All measurements are to be carried out in accordance with “BS EN ISO
3381:2011, Railway applications. Acoustics. Measurement of noise inside
railbound vehicles” which defines measurement positions, operating conditions
and environmental conditions including track roughness.
 Units shall minimise the emission of prominent harmonics or discrete tones (as
defined in Annex D of “ISO 1996-2:2007 Acoustics -- Description, measurement
and assessment of environmental noise -- Part 2: Determination of
environmental noise levels”) in all operating modes or conditions.

3.5.2.2 For Metro-type vehicles (sliding pocket doors and 75mph top speed:
 When the Unit is running at full speed, with all doors and windows closed, noise
levels measured inside the vehicles at shall not exceed –
o Saloons – 73 dB(A),
o Vestibules – 75 dB(A).
3.5.2.3 For Mainline vehicles with plug doors and 110mph top speed:
 When the Unit is running at full speed, with all doors and windows closed, noise
levels measured inside the vehicles at shall not exceed –
o Saloons – 72 dB(A),
o Vestibules – 73 dB(A).
3.5.3 A particular source of annoyance for passengers comes from irritating noises, such as rattles,
squeaks, whistles and hums from interior fixtures and fittings. It is recommended that a
specific clause should be included in specifications to cover this point and that it should include
a requirement not only to demonstrate an absence of noises of this nature under all operating
conditions at train delivery, but also to advise design features that will prevent them from
occurring in the future.
3.5.4 Vibration from underfloor equipment, such as diesel engines and air compressors are also a
source of complaint. Care should be taken to isolate this from the vehicle body.
3.6 Passenger Counting
3.6.1 Vehicles should have passenger counting capability or provision should be made for the
inexpensive retrofit of a passenger counting system.
Note 1: A relatively low cost example of a passenger counting system is the use of the
vehicle “load weigh” signal, although other equivalent solutions exist.
Note 2: In this context “inexpensive” means that the design has made the provision for the
fitment of equipment by the designer purposely allocating free space; power
supply and consideration of cabling to the relevant location(s).
3.7 Passenger Information System (PIS)
3.7.1 Consideration should be given to defining the functionality of the PIS to encompass the
following features:
3.7.1.1 Capability to acquire and display real time delay information.
3.7.1.2 To provide estimated times of arrival at stopping points en-route.
3.7.1.3 To interface and integrate with other remote information systems.

Note: This feature is considered especially important since the on-train system
forms part of the holistic “whole system” PIS in support of providing the
passenger with information from “end-to-end” of their journey.
3.7.1.4 To provide accurate real-time intermodal/interchange running information

particularly at times of disruption.
3.7.1.5 To broadcast accurate real-time information via the on board audio/visual system,
or,
3.7.1.6 To update specific interactive locations in the train for ad-hoc use by passengers, or,
3.7.1.7 Provision of information via a train borne Wi-Fi network to be provided for use by
passengers using a personal Wi-Fi device (refer to section 5.7).
Note: It is recommended that the research report “Integrated Passenger

Information: Delivering the Rail End to End Journey” commissioned by the
Department for Transport is considered when specifying the requirements
for trainborne PIS systems.
3.7.1.8 To interface with the vehicle Selective Door Operation system - where applicable
(see 4.2.4.).
3.7.2 Public address and audible information systems shall be designed to provide announcements
within the vehicle that are 5dB above the ambient interior noise level at the time of the
announcement.
3.7.3 On the exterior of the relevant vehicle, in a position that is readily visible to passengers when
boarding, visual Passenger Information Systems shall display:
 the train destination,

 the next calling point,
 departure time,
 the number / letter of the vehicle in the train consist.
3.7.4 Consideration should be given to making the Public Address system zonal. This would permit
the traincrew to select the vehicles in the train consist to which announcements would be
made. It is anticipated that this would be useful for broadcasting specific messages in, say,
first class passenger saloons or on train services which divide en-route.
3.7.5 The PIS shall only display messages sent from authenticated devices, i.e. it must prevent
unauthorised messages being displayed.

3.8 Seat Reservation Systems
3.8.1 Consideration should be given to provision of an electronic seat reservation system. Where
such a system is provided:
3.8.1.1 It should be possible to remotely upload on-board seat reservation systems well
within the train’s turnaround times at stations. It is suggested that this time should
not exceed two minutes.
3.8.1.2 Unreserved seats should be readily identifiable to passengers entering the

passenger saloon from both ends of the vehicle. A suggestion is that a Green Light
Emitting Diode (LED) is employed for this purpose. This LED could be mounted
below the luggage rack immediately above each seat.
Note: An optional potential enhancement to this functionality would be to

similarly identify reserved seats with a red LED.
3.8.2 Labels showing the seat number layout of the vehicle should be provided on the exterior of
the vehicle, adjacent to exterior doors. Such labels should be readily viewable to passengers
when boarding.
3.8.3 Where a seat reservation system is provided the method for showing reserved seats should
be moveable or have the facility to align the indicators with the relevant seat in the event of
the saloon layout being altered.
3.9 Provision of Luggage Storage
3.9.1 It is accepted that it can often be difficult to obtain the right balance between number of seats
and the provision of adequate space for storing luggage. This balancing act can only be
determined by consideration of the type of service the rolling stock is intended to operate.
Note: Passengers perceive that there is inadequate provision of luggage storage facilities
on board recent designs of rolling stock.
3.9.2 Luggage stacks should be designed to make the best use of the space available on board e.g.
three-tier stacks should be considered that provide safe storage so that larger items of luggage
can only be stored in the lower area of the stack. These luggage stacks should be designed and
located in such a way that luggage remains visible to passengers.
Note: Passengers have expressed the view that they are particularly uncomfortable with
having to leave their luggage effectively hidden from view in end-of-vehicle luggage
stacks.
3.9.3 Overhead luggage racks should be able to safely store items of baggage of dimensions 56cm x
25cm x 45cm.
Note: This requirement reflects current airline limits with respect to hand baggage.

3.9.4 Innovative solutions, for example seats that can be converted to store luggage when not in
use or the provision of luggage storage under the seat in front should be considered in order
to optimise the amount of luggage storage provided.
3.9.5 A RSSB research project looking to help reduce the injuries that luggage cause on trains
“T1057: Investigating the risks posed by luggage to passengers and staff on trains and
stations” has started and a link is provided for information.
http://www.rssb.co.uk/pages/research-catalogue/t1057.aspx
3.10 Toilets
3.10.1 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 duty
cycle. As an example, passenger capacity on metro 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. It is therefore
recommended that, when considering the provision of toilets, consideration is given to typical
journey times and to the potential availability of toilets at stations and other locations nearby.
3.10.2 Where a case can be made not to install toilets, trains should be specified to include passive
provision, to cover the possibility of being subsequently transferred to other routes where
toilet provision is required.
Note: 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, underframe space for tanks and pipework to the
relevant location(s).
3.10.3 On-train toilet reliability and availability issues cause real problems to train operators the
world over. Recognised best practice in toilet design, together with options for consideration,
are included as Appendix C to this document.
3.10.4 Where possible, toilet control systems/networks should not be connected/interfaced to the
train control network. However, where this is unavoidable, such connections should be
security monitored for unauthorised access. Additionally, all access panels within the toilet
cubicle should be secured to prevent physical access to train networks.

3.11 Cleanability
3.11.1 To improve cleanability (and also to improve security aspects of the interior design) support
points (e.g. interior fixtures and fittings) towards the middle of the vehicle floor should be
avoided. The ideal solution would be an entirely clear floor.
3.11.2 Where possible, to prevent the build-up of dirt and dust in inaccessible places, crevices should
be eliminated. Inaccessible and unused spaces should be filled. Dirt that builds up in these
areas that are hard to reach and clean can easily be circulated. Radiused corners should be
used where surfaces meet, e.g. between panels and floors, in order to make cleaning easier.
3.11.3 When selecting materials, for long term appearance, the choice of colour is more important
than the choice of material.
3.11.4 Using carpets that do not require abrasive chemicals to clean them makes cleaning easier and
helps to maintain their appearance for longer. Deep pile carpets are not suitable as they tend
to hold on to dirt. The careful choice of vestibule matting can help prevent dirt from shoes
being trodden throughout a carriage.
3.11.5 There is a tendency to think that, for seat covers, uncut moquette has slightly better resistance
to holding on to dirt and dust than cut moquette.
Note: The visual appearance of cut moquette is enhanced if the pile runs in an upward
direction on seats i.e. the movement of passengers sitting in seats separates the
fibres.
3.11.6 Fabric surfaces can be pre-treated but there is an associated cost to this. Anti-graffiti coatings
can be applied to other surfaces and these aid general cleaning as well as the removal of
graffiti.
3.12 Vandalism Mitigation
3.12.1 The sections below identify a number of actions that may be taken to improve the resistance
of vehicles to vandalism damage. These need to be considered in the context of the levels of
vandalism anticipated on the routes over which trains are intended to operate.
3.12.2 All interior glazing should be fitted with “anti-etching” film.
Note: Consideration should be given as to when the films are actually applied during the
construction stage of new build rolling stock in order to ensure that they can be
subsequently removed and replaced at the depot.
3.12.3 Interior fixtures should have anti-graffiti coatings applied to an extent that reflects the risk of
vandalism (see section 3.11.6).
3.12.4 Where vandalism is more prevalent, seat fabrics should have features, e.g. wire mesh, that
prevents damage from knives etc.

3.12.5 Anti-graffiti films should be applied to rolling stock exteriors to ensure the surface coatings
and labelling are able to cope with graffiti removal processes.
3.12.6 Hand rails and steps on the exterior of vehicles should be designed to prevent persons from
using them when the train is in motion, i.e. train surfing.
3.13 Interior Panels
3.13.1 Interior panels should be designed to be as damage resistant as possible and sufficient spares
should be made available.
3.13.2 The fixing of interior panels should avoid self-tapping screws, as often the tapped hole
becomes larger over time.
3.14 Flooring
3.14.1 Flooring should be chosen to be as slip-resistant as possible, particularly in vestibules which

could be wet. Guidance is given in HSE document “Assessing the slip resistance of flooring”.
A copy of the guidance can be found at:
http://www.hse.gov.uk/pubns/geis2.htm.
3.14.2 The floor in vestibules should have a slight camber and the covering should have grooves to
prevent pooling of water. The door threshold strip should also have slots to allow water to
drain.
3.15 Interior Powered Doors (excluding toilet doors)
3.15.1 RSSB have carried out a research project “T1036: On-board injuries associated with internal
train doors to develop a specification for interior powered doors”.
In due course this may become a Railway Industry Standard. In the meantime the research
brief can be found at:
t1036.pdf

3.16 Buggy Space, Cycle Store or Multi-use Storage
3.16.1 Buggy storage space should be considered separately from wheelchair and cycle ones, where
space allows and demand is sufficient. Where this is not the case it may be better to consider
multi-use space dependent on route for either mainly cycles or mainly buggies. The buggy
space should be close to toilets with baby-change facilities.
Note that provision for wheelchairs is mandated by Accessibility Regulations and is exclusively
for this purpose.
3.16.2 Where cycle rack provision is required it is recommended that cycle racks are located in close
proximity to access doors; are positioned on suitable flooring and make optimum use of
available space.
3.16.3 For all of the above areas consideration should be given to the flow of passengers passing
through.
3.16.4 ATOC has produced a Cycle tool kit with a chapter “Cycle Carriage” which contains some useful
information for cycle storage areas. The document can be found at: http://www.cycle-
rail.co.uk/links/ along with other cycle related information.
3.16.5 RSSB have also carried out research “T1034: Understanding the business case for investment
in Cycle-Rail”. The research brief can be found at:
t1034.pdf
3.17 Passenger power supplies
3.17.1 For refurbishments where power constraints may limit 230V supplies consider a USB outlet
for each seat.
3.17.2 For new-build consider a mix of 230V supply & USB outlet.
Note that 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. Consideration for easy change out of broken ones should
be considered.
3.17.3 For a 230V power supply system the following shall be provided:
 Sockets should be to “BS 1363: 13A plugs, socket-outlets, adaptors and connection units.
Specification for rewirable and non-rewirable 13A fused plugs”.
 The output from the socket should suit the type of equipment for which it is to be used.
 The reliability of the inverter to be as high as possible to reduce failures.

3.17.4 When designing the 230V power supply system the following should be considered:
 The power consumption and diversity and number of outlets to be installed.

Typically 70mA per socket is a reasonable value to use.
 Whether the outlets have a switch or not, having switches may lower the reliability and
are not essential.
 Inclusion of an indicator on each socket to show the system is live.
 How the system can be reset, by whom.
 Auto-resetting could be an option, with a timeout before it tries again on the assumption
that what caused the trip had been removed.
 How the system is earthed, how the wires are retained as sockets may not meet the
railway vibration requirements.
 The splitting of supplies to each side of the carriage will increase availability but means
two inverters will be needed. Alternating sockets from each inverter along each side of
the carriage could lead to fault-finding issues.
3.18 Lighting
3.18.1 Lighting levels on some trains are either too bright and clinical, or too dim. 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.
3.18.2 Intelligent lighting could be considered which suits the ambient lighting levels, but changes in
these levels should be gradual so as not to create a strobing-effect.
3.18.3 Passenger controlled reading lights should be considered. Passengers welcome the ability to
influence the lighting levels of their immediate environment. Such reading lights should be
designed so that:
 they are modular (in order to be able to facilitate a flexible interior layout),
 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. Also a means should be provided to switch them all off from a single
location.
3.19 Interiors “Miscellany”
3.19.1 Since each service operated will have specific requirements, e.g. extra luggage provision on
airport services, higher density seating on commuter services, there can never be a “one
solution fits all” to this aspect of train design. As a result of this, what follows is a list of interior
features with associated guidance that should be considered when specifying vehicle interiors.
In all cases full account should be taken of the principles, requirements and guidance relating
to interior passive safety.

3.19.1.1 Window blinds
Where window blinds are specified, mitigation should be incorporated into the
design of the blinds to prevent them rattling in service.
3.19.1.2 Litter Bins
An assessment should be made as to the design of and capacity of litter bins

provided on-board.
Note: Passengers perceive that there is inadequate provision of litter bins on

board recent designs of rolling stock. There are either too few, they are
not large enough or they are poorly identified.
3.19.1.3 Provision of Handholds
Additional handholds should be considered in areas where passengers are likely to

congregate when trains are crush loaded e.g. door vestibules and wheelchair
areas.
3.19.1.4 Provision of Tip-Up Seats
In order to maximise the provision of seating at times of heavy passenger demand

the creative use of tip-up seats should be considered. However, the use of tip-up
seats in vestibule areas is not recommended since this positions seated passengers
(and their luggage) in access / egress routes and therefore obstructs the flow of
other passengers.
3.19.1.5 Fixed Tables
Full width tables at bay seating areas should be considered. Passengers have
commented that they like such features, but sometimes have difficulty accessing
seats as a result. Folding or tapered tables should be therefore considered and
fixed table support points should be positioned as close as possible to the vehicle
bodyside (see section 3.11.1). Table access should be designed to accommodate a
95th percentile male (based on the latest anthropometric data available for the GB
population).
Note: The current 95th percentile male seated thigh depth is currently 202 mm
and therefore an additional margin will need to be added to this dimension
to facilitate passenger access. In addition, if the table edge overlaps the
leading edge of the seat this dimension should also be increased.
[Source PeopleSize Pro 2008].
3.19.1.6 Seat Back Tables
Where seats are arranged “airline style” provision of folding seat back tables
should be considered that are of sufficient size to support and use a laptop.

3.19.1.7 Cup Holders
Provision of a recess for cups should be considered in fixed and folding tables.
3.19.1.8 Table Surfaces
Tables should be designed with a lip around the perimeter (to contain spilled drinks
etc.) and have a non-polished, non-slip surface.
3.19.1.9 Coat Hooks
Coat hook provision should be considered.
3.19.1.10 Seat rails
The use of seat rails for attaching seats, tables, partitions etc. permit a more
flexible interior which could be changed to suit service requirements. Where fitted,
charging points should be on the seat rather than the wall. This ensures the
continued correct location of power sockets in the event that seats are moved in
the future.
3.19.1.11 Bodyside windows
The number of variant sizes of bodyside windows should be limited in order to

minimise the stock holding.
3.20 Platform train interface
3.20.1 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 at:
http://www.rssb.co.uk/Library/improving-industry-performance/2015-01-platform-train-
interface-strategy.pdf
3.20.2 The following RSSB research projects are nearing completion and will provide some useful
design considerations for the train (and platform):
 “T1037: Investigation of passenger vehicle footstep positions to reduce stepping

distances and gauging constraints”,
 “T1054: Evaluating platform gap fillers to reduce risk at the platform/train interface”,
 “T1080: Understanding the influence of different platform edge step / gap arrangements
on boarding and alighting accidents at the platform train interface”.
Search on the RSSB website (www.rssb.co.uk) for more information.

3.21 Wheelchair ramp design
3.21.1 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. Whilst the industry is moving towards a common ramp to improve train
operator usability, manufacturers are advised to liaise on current practices for storage and
deployment.
3.21.2 For ease of deployment and location a visual indication, e.g. arrows, should be provided on
the ramp surface and vehicle to indicate the position of the lug and hole.
3.21.3 The ramp or installation should be designed so that the train doors cannot be closed with
the ramp in position.
3.21.4 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 and can be found
at:
http://www.rssb.co.uk/research-development-and-innovation/research-and-
development/research-reports-catalogue/pb001980
development/research-reports-catalogue/pb001981
3.22 Mobility scooter access
3.22.1 RSSB research project “T1055: Improving accessibility and safety for mobility scooter users
travelling by rail” will evaluate 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. A link to the project is at:
http://www.rssb.co.uk/pages/research-catalogue/t1055.aspx
3.23 External access doors
3.23.1 Due to issues of passengers becoming trapped in exterior doors and being dragged along
platforms and prior to standards being drafted and RAIB reports being published, further
consideration should be given as to how to prevent passengers, luggage, or items of clothing
becoming trapped in the doors. Additionally the means of alerting traincrew in a timely
manner should be considered.
Door systems shall be fitted with 'anti-trap and drag' functionality.

3.23.2 Recommendation 1 in the RAIB report on West Wickham as follows should be applied:
The intent of this recommendation is to prevent passengers being put at risk of an accident
at the platform train interface, in circumstances where they have been able to open
passenger trains doors using the door open controls after the door closing cycle has been
initiated. The recommendation seeks completion of work already started by some railway
organisations.
Operators and owners of trains with power operated doors should jointly review passenger
door operation, and apply any necessary modifications so that, if doors are opened by
passengers using the door open controls during the door closing cycle, the doors will fully
open for a period consistent with safe use by a passenger.
The full report can be found at:
https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/503841/R
032016_160229_West_Wickham.pdf
3.23.3 Following a recommendation in other RAIB reports a National Foreword has been added to
BS EN 14752:2015 Railway applications — Body side entrance systems for rolling stock”,
however applying this standard may not fully cover issues like door obstruction, sensitive
edge, trap and drag and interlocking. A proposal to amend the standard is being considered.
3.23.4 RSSB research project “T1102: Optimising door closure arrangements to improve boarding
and alighting” will identify practicable improvements to current door closure arrangements
and inform long-term improvements to rolling stock design and relevant industry standards.
Reference is provided here for information.
3.23.5 A Railway Industry Standard “RIS-2747-RST Functioning and Control of Exterior Passenger
Doors on Vehicles” is currently out for comment and due to be published in late 2016. It may
cover some of the issues mentioned above.

4 Key Requirements - Operational
4.1 Driver Only Operation (Passenger) (DOO(P))
4.1.1 Rolling stock shall be specified for a single train crew member operation (or the provision
made for subsequent inexpensive retrofit of DOO(P) equipment).
Note: In this context “inexpensive” means that the design has made the provision for the
consideration of cabling to the relevant location(s).
4.2 Selective Door Operation (SDO)
4.2.1 Rolling stock shall be designed for vehicle level SDO operation (or the provision made for
subsequent inexpensive retrofit of SDO equipment) where this is initially not required.
consideration of cabling to the relevant location(s).
4.2.2 The SDO system shall be able to mitigate the effects of a driver releasing the doors on the side
of the train not adjacent to a platform i.e. provide correct side door enable functionality.
4.2.3 Where active, the SDO system shall be able to mitigate the effects of a driver not stopping in
the correct location along the platform.
4.2.4 The SDO system should interface with the Passenger Information System (PIS) to provide
sufficient notice to passengers of the following:
4.2.4.1 The side of the train of the next door release.
4.2.4.2 From which vehicle/door to alight.
Note 1: Such information will have to be given in sufficient time to permit mobility
impaired passengers to migrate to the correct doorways on the train.
Note 2: RSSB has developed the requirements for a national, vehicle based
automatic SDO system utilising track mounted Radio-frequency
identification (RFID) tags and on-board readers as a Railway Industry
Standard “RIS-2795-RST Rail Industry Standard for Track to Train RFID
Compatibility” available from the RSSB website.

4.3 Location of Driver Resettable Controls and Isolation of Equipment
4.3.1 Driver resettable controls, e.g. miniature circuit breakers (mcbs), shall be positioned where
drivers can access them quickly in all normal operational conditions. Wherever practicable, no
driver resettable controls or isolation equipment shall be located in passenger areas, due to
the extreme difficulty in gaining access on crowded trains.
4.3.2 Driver resettable controls shall be protected from accidental operation.
4.3.3 The ability for drivers to isolate defective essential equipment from the cab should be
considered. The driver then need not pass through a train nor exit the train to walk on the
track.
4.4 Cab Design and interfaces
4.4.1 The design of driving cabs should incorporate a standard arrangement of the following key
controls:
 Traction
 Brakes
 Doors
 Couplers
Note: There is a European project part of MODTRAIN developing a standard driving cab.
The output from this project should be taken into consideration.
4.4.2 Driving cabs shall be designed to comfortably accommodate a 95th percentile UK male and a
5th percentile UK female. Driving cabs should also be designed to ensure drivers are protected
against Musculoskeletal disorders (MSDs).
Note: Unless another (equivalent) assessment method is available, it is recommended that

the outputs of Railway Safety and Standards Board (RSSB) Project “T940:
Development of a tool to assess and manage musculoskeletal disorder risk in train
drivers” is used to assess the cabs of new builds of rolling stock - details of this project
can be found at:
brief-t940.pdf
4.4.3 Where cab equipment and controls need to be moved to permit fitment of 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” which can be
found at:
http://www.rssb.co.uk/rgs/oodocs/ATOCECGN004%20Iss%201.pdf

4.4.4 Experience has shown that Driver Safety Devices (DSDs) have proved difficult to design
satisfactorily to accommodate both the 5th percentile female and the 95th percentile male.
Combined with the adjustable driver’s seat and in order to maintain sight-lines the pedal
should be adjustable for height. One method is to use a two height plate (known as a shoebox)
as shown in the pictures below.
DSD ‘Shoebox’ DSD ‘Shoebox’ in position
4.4.5 In-cab display equipment (computer screens and all other cab controls, indicators and
instruments) shall be legible in all lighting conditions (including darkness and direct sunlight).
Such display equipment shall be designed with adjustable brightness functionality to cater for
the range of lighting conditions experienced.
Note 1: RSSB Project “T906: ERTMS/ETCS driver/machine interface options for future train
cab design” provides guidance on some of these aspects - details of this project can
be found at:
t906.pdf
Note 2: A potential enhancement would be for the brightness of cab display equipment to
automatically adjust to the ambient light level e.g. day / night / tunnels etc. However,
a manual override of the automatic brightness levels should also be provided.
4.4.6 Control of service critical systems shall not rely on touch screen technology.
4.4.7 Driving cabs shall be operationally ready, i.e. ready for the train to be driven, following the
driver activating a cab by inserting a master key, within one minute.
Note: These requirements apply to all possible combinations of multiple unit formations
and also encompass activities related to coupling and uncoupling.

4.4.8 In order to minimise time and ensure data integrity, on-board systems shall communicate so
that drivers only have to enter data once, e.g. on the driver entering the train headcode and
their ID No: any on on-board systems (PIS, On-Train Data Recorder, Radio, etc.) should
automatically configure as appropriate.
Note: Consideration should be given to the issuing of train crew with smart cards that
contain all their personal data plus diagrams to be worked. The driver would
therefore use this card with a suitable train based interface to enter the relevant
data.
4.4.9 Consideration should be given to the provision of an exterior ambient temperature gauge in
the cab that the driver can read whilst seated in the normal driving position.
4.4.10 The size of the “reading zone” for driver’s papers is stated in the TSIs but not its orientation.
To prevent the placing of drinks on the surface it is suggested that the reading zone is not
horizontal.
4.4.11 A cup holder or place for a cup should be provided.
4.4.12 Consideration should be given to providing drivers with a means to charge mobile devices via
USB ports or 230V sockets. For more guidance see 3.17.2 and 3.17.3.
4.4.13 Space to securely locate a hand held device or tablet so that it can be seen while driving.
4.4.14 In order to assist with driver training or driver assessment, operators should consider the
extent of cab sightlines required from the second man’s seat.
4.4.15 Rolling stock shall be designed to ensure that cab access door handles, buttons or levers are
of sufficient height to be comfortably used by a 5th percentile female and a 95th percentile
male. Refer to the European Standard “EN 16116-1: Railway applications. Design
requirements for steps, handrails and associated access for staff. Passenger vehicles, luggage
vans and locomotives” and rolling stock TSI for more details. For information, current TSIs
state that the height should be measured from a ground level that is 200mm below top of rail.
4.4.16 The driver shall be able to judge the stopping position of the train at the platform. A previous
method is a cab side window.
4.4.17 RSSB research project “T1076: Standardising pictograms in train cabs” will look at
standardising pictograms in driving cabs. A link is provided for information:
http://www.sparkrail.org/Lists/Records/DispForm.aspx?ID=22047

4.5 Human Factors Mitigation - Design of Control Systems
4.5.1 In the event of two or more “master keys” being active (as a result of human error or
otherwise) in a train consist, manufacturers shall design control circuitry so that there is an
alarm and an indication of the location of the second key reported to the train crew.
4.5.2 In the event of two or more “conductor keys” being active in a train-consist there shall be an
alarm and an indication to the driver.
4.5.3 Such credible operational “errors” as those listed in 4.5.1 and 4.5.2 shall not result in any
damage to the train control systems or other train equipment.
4.6 Supply System Changeovers
4.6.1 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.
Note: Ideally system changeovers should be completed within one minute for all on board
systems and possible formations of multiple units.
4.6.2 System supply changeovers should be achievable both statically and dynamically.
4.7 Reminder of number of vehicles in a train
4.7.1 Where trains can operate in multiple formations, a system to remind the driver of the number
of vehicles in the train shall be provided, as this will assist with train stopping positions at
platforms. Where a train management system (TMS) is fitted, it shall be shown on the screen.
Where there is no TMS, a robust system that requires effort to amend, shall be considered.
4.8 Closed Circuit Television (CCTV)
4.8.1 Forward facing
It is recommended that forward facing CCTV cameras should be fitted to all rolling stock. Night
vision capability should be considered for these cameras. “GM/GN2606: Guidance on the
Fitment of Forward and Rear Facing Cameras to Rolling Stock” should be considered and a
copy of the document can be found at:
http://www.rssb.co.uk/rgs/standards/GMGN2606%20Iss%201.pdf

4.8.2 In-cab CCTV
Rolling stock should be designed to facilitate the inexpensive retrofit of in-cab CCTV cameras.
Note 1: In this context “inexpensive” means that the design has made the provision for the
fitment of equipment by the designer purposely allocating free space; power supply
and consideration of cabling to the relevant location(s).
Note 2: The CCTV footage from these in-cab cameras would be used in the event of an
incident to determine the actions of the driver and therefore the proposed camera
mounting positions should facilitate this. The images should be synchronised with
forward-facing CCTV and On Train Data Recorders.
A RSSB research project “T1100: Exploring the use of in-cab CCTV in the rail industry” is due to
start. The reference to the project is provided here for information.
4.8.3 Remote access to images
Consideration should be given as to whether there is a business requirement for the CCTV
images to be remotely accessible on demand. Experience has shown that having access to
images can offer significant benefits in enabling earlier resumption of services following
incidents.
4.8.4 Disk space & bandwidth
Where CCTV is fitted, consideration needs to be given for the amount of data storage space,
bandwidth and data retention time.

5 Key Requirements - Communications and Diagnostics
5.1 Software security
5.1.1 All software on board the train should follow the key points outlined in Appendix D.
Note: 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].
5.1.2 RSSB has been commissioned to develop an industrial strategy, titled “Industry Cyber
Security Strategy”. It is envisaged that this be published in summer 2016. The information
is provided here for reference.
5.2 Open Source Software
5.2.1 It is recommended that all systems on the train that collect, process or store data should be
specified to use Open Source Software (OSS). This should include Train Management
Systems, controllers for train sub-systems, train safety systems (including ETCS/ERTMS) and
On Train Data Recorders. More information relating to OSS is contained in the RSSB
Knowledge Search Report “S179: Open source software” which can be found at:
http://www.sparkrail.org/Lists/Records/DispForm.aspx?ID=14717
5.3 European Rail Traffic Management System (ERTMS)
5.3.1 It is recommended that ERTMS equipment should be installed on rolling stock being designed
to operate on routes where ERTMS is planned to become operational (as per an agreed and
published Industry ERTMS Programme) within five years of service introduction. For all other
rolling stock, provision should be made for inexpensive retrofit of ERTMS equipment.
fitment of equipment by the designer purposely allocating free space for internal
equipment such as the Driver Machine Interface (DMI) and European Vital Computer
(EVC); external equipment such as the Doppler Radar and Balise Reader; together
with; power supply requirements and consideration of cabling to the relevant
location(s).
Following the principles of Open Source Software described in 5.2, it is recommended that
OpenETCS (http://openetcs.org/) should be specified to be “Open Proof”. Further information
may be found in the following documents at:
http://www.uic.org/cdrom/2012/10_ERTMS-Conference2012/docs/E5-OpenETCS-
abstractV2.pdf

https://static.lwn.net/images/conf/rtlws-2011/proc/Hase.pdf
5.3.2 Unless otherwise specified, the on board system shall comply with the latest version of the
National On board Sub-System Requirements Specification (NOSS), and the latest Baseline
and Maintenance Release which is currently set at Baseline 3, Maintenance Release 2. It
shall also be fully compatible with the infrastructure on the route in which the train is to
operate.
5.4 Remote Condition Monitoring (RCM) Systems
5.4.1 RCM has potential benefits for infrastructure maintainers; train operators; vehicle owners and
vehicle maintainers. Hence, these parties should be invited to participate in new systems and
provide input to business cases.
5.4.2 When developing the RCM requirements for any vehicle or vehicle systems, consideration
should be given to complying with the “8 Principles” that have been developed by the Cross-
Industry RCM Working Group (XiRCM). See them at:
http://www.rssb.co.uk/Library/groups-and-committees/2011-remit-x-industry-remote-
condition-monitoring-group.pdf
For information, these principles are presented below:
5.4.2.1 Principles are applied to Remote Condition Monitoring (RCM) activities in any of the
four quadrants (see document in above link) where there is cross-industry impact.
5.4.2.2 Business cases shall include all cross-industry elements including evaluation of
benefits and costs.
5.4.2.3 An end to end cross-industry RCM operating model (including processes and
contracts) is clearly described and agreed (defined shape).
5.4.2.4 Solutions shall conform to cross-industry RCM Reference Architecture.
5.4.2.5 Network wide enablers (e.g. processes, technology, standards) are justified
separately from solution projects but aligned with their plans (funding / delivery).
5.4.2.6 Cross-industry RCM standards shall be applied to technical solutions and business
processes.
5.4.2.7 Application of these cross-Industry RCM Principles has governance that is Industry
recognised.
5.4.2.8 Business as Usual procurement activities should consider application of x-industry

RCM principles.

5.4.3 Where Unattended Infrastructure Measurement Systems are being considered at an early
stage in the procurement phase, discussions should be held with the infrastructure manager
in order to establish the business case for the optimum condition monitoring solutions
required for a fleet of trains. These discussions should establish an agreement as to:
5.4.3.1 What assets should be monitored?
5.4.3.2 What parameters are required to be captured? How frequently along the track are
measurements required and to what resolution, accuracy, etc.?
5.4.3.3 How the data will be linked to an accurate time stamp?
5.4.3.4 How the data will be linked to an accurate location stamp?
5.4.3.5 How will the captured data be transmitted from the train to ‘shore’ for processing
and distribution?
5.4.3.6 How often do measurements need to be made to give data that will allow
deterioration rates to be determined?
5.4.3.7 In the case of real time reporting of defects from the trainborne measurement
system what action needs to be taken and in what timescales?
5.4.3.8 What proportion of the fleet should equipment be installed on to give the required
coverage, redundancy and operational flexibility?
Note 1: RSSB research “T857: Detailed review of selected remote condition

monitoring areas” has useful information and can be found at:
brief-t857.pdf
Note 2: Also information for RSSB research “T1010: Cross-industry remote

condition monitoring programme” can be found at:
development/research-project-catalogue/T1010
5.4.4 The Radio-frequency identification (RFID) AVI tag specification for rail
“RFID_in_RAIL_GS1_in_Eu_Final.pdf” can be found at:
http://gs1.eu/?page=&tudasbazis=60&lister=224

5.5 Diagnostics
5.5.1 Train systems should be provided with intelligent diagnostics to assist depot staff with
troubleshooting and fault finding.
5.5.2 Train systems should be provided with the functionality to export sufficient data to inform
immediate corrective action; to assist with fault diagnosis and therefore inform effective
maintenance and repair activities.
5.5.3 It is suggested that this communication could be via secure Wi-Fi at terminal or suitable
intermediate stations such that interrogation or diagnostics can be performed before the train
reaches the depot.
5.5.4 Consideration should be given to prognostic systems, which will predict and warn of pending
failure.
5.6 Mobile Communications Reception
5.6.1 Consideration shall be given to specifying aspects of rolling stock design that improve on-
board mobile network reception.
5.7 Passenger internet access
5.7.1 Consideration shall be given to the provision of passenger Wi-Fi.
Note: It is recommended that the outputs of RSSB Project “T964: Operational

Communications” are used to inform any decisions with regards to the provision of
on-board Wi-Fi services on rolling stock. Of particular relevance is the “Rail Mobile
Communications Service Handbook” that the project produced and can be found at:
brief-t964.pdf
5.7.2 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. 1.18 - Systems
Architecture), that they are protected and that they are separated as much as possible from
any passenger facing systems.
5.7.3 The passengers 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.
5.7.4 Consideration should be given to the location of mobile communications gateways in order
that multiple antennas can be fitted to take advantage of developing antenna standards and
future spectrum release for commercial broadband use.

Note: A new Rail Industry Standard “RIS-0700-CCS – Rail Industry Standard for Internet
Access on Trains for Customer and Operational Railway Purposes” is currently out
for consultation for issue later in 2016. It will specify the minimum requirements
for on-train Mobile Communication Gateways, and On-board Digital Repeaters.
5.8 On Train Data Recorders (OTDR)
5.8.1 It is considered essential that the functionality to remotely access OTDR data should be
provided.
5.8.2. In addition, consideration shall be given to providing the following functionality:
5.8.2.1 In-built GPS time stamp.
5.8.2.2 In-built GPS location stamp.
5.8.2.3 Open interface standard for OTDR data. No proprietary decryption software should
be permitted.
5.8.2.4 Spare channel capacity provision.
5.8.2.5 Ability to change the sampling rate of individual channels.
5.8.2.6 Ability to change the activation thresholds of individual channels.
5.8.2.7 OTDR vehicle connector should be designed to facilitate access for wiring changes
etc.
5.8.2.8 OTDR to be designed to also perform the role of ERTMS Juridical Recorder Unit (in
terms of ERTMS functionality).
Note: Issue 2 of GMRT2472 now refers to standard “BS EN 62625-1: Electronic railway
equipment - On board driving data recording system – Part 1: System specification”,
but does not call-up some of the above useful list. The RGS can be found at:
http://www.rssb.co.uk/rgs/standards/GMRT2472%20Iss%202.pdf
5.9 Global System for Mobile Communications – Railway (GSM-R)
5.9.1 The GSM-R radios should work alongside and be resistant to interference from the authorised
public network.
Note 1: The present GSM-R radios are vulnerable to interference from public
GSM/UMTS/LTE-900 MHz transmitters which will get worse over the next 5 years.
Work undertaken by the International Union of Railways (UIC) and Network Rail
Telecom (NRT) recommends that up-rated Mobile Radio Modules (BRIC) should be
provided in the radio. These modules should be already available through the cab
radio suppliers.

A specification will be published in autumn 2016 by the European Commission (EC).
In the meantime two specifications have been published by ETSI on their website
at:
http://www.etsi.org/standards-search:
ETSI TS 102 933-1 V1.3.1 (2014-06) Railway Telecommunications (RT); GSM-R

improved receiver parameters; Part 1: Requirements for radio reception
(reference RTS/RT-0024)
ETSI TS 102 933-2 V1.3.1 (2014-08) Railway Telecommunications (RT); GSM-R

improved receiver parameters; Part 2: Radio conformance testing
(reference RTS/RT-0025)
The European Rail Agency and EC strongly supports that any new Cab Radio or ETCS
Data Only Radio (EDOR) shall be compliant with the above specifications.
Note 2: Filters have also been suggested but have high volume, are heavy, more expensive
and in certain scenarios seem to be less effective than the new Mobile Radio
Modules. They will not allow Public Roaming envisaged to be implemented by the
GB Rail Industry.

Appendix A – Items intentionally excluded from KTR – Issue 4
Items listed below are those that the group developing this document have discussed and have taken
the positive decision (at this stage) not to include any guidance in the KTR. Such decisions have been
taken for various reasons that typically include an inability of the group participants to agree on
specific requirements, or that it is very difficult to specify any meaningful requirements.
This list is provided for completeness to inform the industry that the issue has been considered and
has not been omitted from the KTR development process.
Note: This list will be reviewed continuously as part of the ongoing review and updating process for
this document.
Items purposely excluded:
 Floor level emergency lighting – preference is for passengers to remain inside vehicle
 Additional tactile / braille signage on labels and controls
 Conclusions from RSSB Project T942: Pansway Acceptance – included in standards
 UNIFE TecRecs – as awaiting publication
 Wheelchair restraints – not liked by users
 Driverless trains – too advanced at present, though in RTS Portfolio
 Standard measure of rolling stock efficiency – awaiting standards and research
 Maintenance requirements and downtimes – too specific
 Heated 750V DC shoegear – awaiting updates from manufacturers
 SMART technology for coupling – future part of Research Project T1003 or RTS Portfolio
 Resistance to terrorist attacks - awaiting government guidance
 Smart cards for driver’s log-in – technology not yet at reliable level
 Seat layouts and arrangements including provision of 3 + 2 seating
 New weather categories – awaiting new guide from Network Rail
 Cab “not-to-couple” sign – operations issue
 Monitoring the Platform/train interface – with PTI Strategy Implementation Group (PTISIG)
 Darkness operated headlights – needs more development
 Sleeper train design – awaiting information
 Train floor height, door widths, steps – awaiting PTISIG outputs
 Automated train preparation – awaiting information

Appendix B – List of research and innovation sources
Listed below are useful links to research and innovation programmes currently taking place in Britain
and continental Europe.
Horizon 2020 Rail Supply Group

https://ec.europa.eu/programmes/horizon20 http://www.railsupplygroup.org/
20/
RTS 2012
 Shift2Rail http://www.rssb.co.uk/library/future%20railway
http://www.shift2rail.org/ /innovation-in-rail-rail-technical-strategy-
2012.pdf
 Roll2Rail
http://www.roll2rail.eu/ ReFocus 20 point plan
http://www.atoc.org/clientfiles/files/publication
sdocuments/npsAB1F_tmp.pdf
Digital Railway
http://digitalrailway.co.uk/ Supply Chain Forum
http://www.railsupplygroup.org/wp-
Key Depot Requirements content/uploads/2016/01/RSG-Brochure-Jan-
Will be on ATOC website in due course. 2016.pdf

Appendix C - Toilet design requirements
The detailed recommendations listed below have been derived from a range of stakeholder feedback
provided by train operators, owners and manufacturers, together with Transport Focus. The list is not
intended to be exhaustive and those specifying toilets for new or refurbished trains are advised to also
take into account the following documents:
 To make inroads into improving toilet design, European Operators have jointly developed some
common requirements for on-train toilets that should encourage suppliers to improve their
products across Europe. These requirements have been captured in a EuroSpec, “Specification for
toilets of railway vehicles”. The Association of Train Operating Companies (ATOC) is a partner in
the EuroSpec consortium.
Copies of the EuroSpec can be obtained free of charge via the EuroSpec website at
www.eurospec.eu.
 prEN 16922, “Railway applications – Ground based services – Vehicle waste water discharge
equipment” – currently (at April 2016) in draft form and subject to review
 FprEN 16585-1, “Railway Applications — Design for PRM Use - Equipment and Components On
Board Rolling Stock — Part 1: Toilets” currently (since May 2015) in draft form and subject to
consultation
 Persons with Reduced Mobility TSI.
Where there is any conflict between items listed below and requirements contained within mandatory
Standards, then Standards requirements clearly take precedence.
C.1 Toilet Controls
C.1.1 Call for Aid

o Shall be located well away from other controls, such as door and flush, to avoid
accidental operation due to confusion,
o The selected location shall minimise the risk of accidental operation due to being
kicked. This should include not locating any lower than is required by PRM TSI,
o Shall only activate an alarm; NOT stop the train.
C.1.2 Toilet Flush

o Flush control shall be visible at all times, including when the toilet seat is raised,
o To conserve water supplies, a two stage flush system should be considered,
o Consideration should be given to using an automatic flush, activated by a sensor
which detects when toilet is not being used or the toilet lid is closed. If this option
is adopted, clear signage is required.
C.1.3 Water / Soap / Hand Dryer

o Automatic activation, using sensors, is preferred,
o Dispense / outlet points shall be visible and clearly labelled,
o Activation sensor locations shall be clearly identified; e.g. by using a light beam,
o Hand dryers shall automatically switch off, via a timer,

o Transport Focus has advised that research amongst a group of disabled
passengers has indicated that the best layout is soap furthest away, water central
and drier nearest to the person, who may still be seated on the toilet.
C.1.4 General
o The design of all toilet controls, not only those for accessible toilets, should be
intuitive, simple to use and consistent across different types of train.
C.2 Doors and Door Controls
C.2.1 Power doors are viewed as a significant source of toilet unreliability and it is therefore
recommended that these should only be used where required to meet legislation,
such as the PRM TSI.
C.2.2 Where power doors are used:

o They shall be designed to auto reset after forced manual operation,
o Controls shall be located as close as possible to the door as this is where users
intuitively expect to find them,
o Door locking should be activated by a lever (although it may operate an electrical
switch) as this action is associated by users with operating a door lock,
o Pressing the “Door Open” button from the inside shall automatically unlock the
door (this requires the lock lever to automatically move back to the unlocked
position),
o Controls outside the toilet shall have “Open” and “Close” buttons, so that the
door can be readily closed from outside,
o Operation of the door lock shall be accompanied by an audible “clunk” and an
audible/visual message “Toilet is locked”, meeting the needs of passengers with
visual or auditory impairment, in order to reassure users that the door is locked,
o Toilet should be the last place of refuge for a person feeling threatened – “Door
Close” operation from inside shall take precedence over “Door Open” activation
from outside, although an override should be provided for staff use.
C.2.3 Since there is no standard toilet design, passengers have commented that they would
welcome a common method of locking the toilet door.
Note: The renderings below suggest an arrangement that should be considered for
new designs.

C.2.4 Door lock should be able to be operated without using a hand (hygiene issue).
Operation should be possible by, for example, by operating buttons or levers using an
elbow.
C.2.5 External indicators shall be provided as follows:

o An indicator, which can be readily understood by passengers, to show whether a
toilet is engaged or has been locked out of use (two different indications
required),
o An indication, for staff information only, to advise when a toilet has remained
locked for more than, say, 20 minutes – to draw the attention of staff to a
potential fare dodger or collapsed person,
o Features of this design should include:
 An indicator to be provided adjacent to each door, on the outside, with an
option to provide a notification to the driver – primarily for use when trains
are operating DOO,
 The system should reset the timer if the toilet is vacated and reoccupied prior
to being checked by on-train staff,
 The timer should reset when controls such as flush or washbasin spray are
activated.

C.3 Tank Capacities and Range
C.3.1 Range
o In order to maximise range, flush systems which minimise water consumption are
preferred,
o Given the critical importance of toilets to passenger comfort, particularly on
longer journeys, toilet provision, in terms of the ratio of seats to toilets, requires
careful consideration. It is suggested that the minimum acceptable level of
provision should be:
 For intercity or inter-urban services, 85 seats per toilet,

 For short distance / commuter services, 125 seats per toilet.
o A CET discharge periodicity of 2-3 days is believed to be typical, but this requires
separate consideration for each application and may be significantly different for
diesel trains, as opposed to electric trains which require servicing significantly less
frequently,
o To avoid major problems in the event of a toilet becoming defective, it is
recommended that all units should have a minimum of two toilets provided,
o Typically, the capacity of the waste tank would be double that of the fresh water
tank. However, this ratio may need to be varied depending on the nature of the
service to be operated,
o Where difficulties are experienced in providing sufficient tank range for the
planned duty cycle, consideration should be given to provision of a separate toilet
with only a waterless urinal and washbasin, in order to reduce the overall demand
for water.
C.3.2 Whole System Considerations

o The design of train toilets has changed little since Controlled Emission Toilets have
been installed on GB rolling stock. Designs of toilet have recently been developed
that either treat waste before discharging clean water to the track or recycle this
water for toilet flushing. Such systems offer significant benefits in terms of
reducing the size and weight of tanks, reducing water consumption and greatly
increasing the time intervals between servicing. The case for introducing this
technology needs to be considered when procuring new toilet systems.
Note: RSSB Project “T692: Water Recycling for Train Toilets” investigated this
area during 2007 – details of this project can be found at:
brief-t692.pdf
o For any trains with an expected life beyond the end of 2019, track discharge toilets
shall not be provided.

C.3.3 Other Design Considerations
o Consideration should be given to specifying a “load shedding” system which
automatically reduces flush volumes when water levels are low. In addition, the
system shall ensure that water remains available for hand washing even when
none is available for flushing,
o Even when no water is available for flushing, the system design shall continue to
evacuate the bowl when the flush is operated. Under these circumstances toilets
shall remain available for use and not automatically lock themselves out of use,
o Filling and CET discharge connections shall be provided on both sides of the train,
o Consideration should be given to measures to make toilets feel less
claustrophobic; for example through provision of a suitably obscured window.
C.4 Ease of Manufacture / Maintainability
C.4.1 Maintainability
o It shall be possible to change any “active” component within the toilet (including
the door system) in no more than 30 minutes,
o “Passive” components such as hoses should ideally be specified to remain
serviceable for the expected life of the vehicle or, if this is not practicable, at least
up to a Half Life Overhaul,
o To prevent the over pressurising of water tanks, the surface area of the overflow
shall be at least double that of the inlet,
o To avoid blockages, pipe lengths shall be kept as short as possible and, for waste
pipework, have a good “fall”. More detailed requirements are contained in
prEN 16922,
o Design consideration shall be given to the potential implications of leaks from
pipework, to ensure that leakage does not occur in inaccessible locations and
cannot collect and initiate corrosion that may affect the vehicle structure,
o As a part of the design, the methodology for cleaning CET tanks shall be stated
and demonstrated. More detailed requirements are contained in prEN 16922,
o CET tank profiles shall facilitate cleaning and consideration should be given to
making the internal surfaces non-stick. See also prEN 16922,
o CET tanks shall be readily removable, using a forklift truck,
o The location of CET tanks within the vehicle bodyshell should be avoided,
o Suitable facilities should be designed and provided to enable Train Managers to
unblock toilets in service,
o Automatic frost draining of water tanks is NOT recommended. Manual draining
facilities shall be provided.
Note: This is opposite to the requirement in the Eurospec document, as winter

weather in GB is rarely cold enough to warrant it.
o A drain to the outside shall be provided in the toilet floor, to ensure that any fluid
leakage does not enter the passenger compartment.

C.5 Customer Facing Ancillary Equipment
C.5.1 Toilet Tissue Dispensing

o Toilet tissue dispensers shall be capable of easily dispensing tissue without
shredding or damaging it, even when the dispenser has been filled to its maximum
capacity. It shall not be possible to over-fill.
C.5.2 Hand Washing

o Soap dispensers shall be designed not to leak or clog – lids that require to be
removed for filling should be retained,
o Where access is provided to the soap dispenser via a panel / door, it shall not be
possible for this to be closed unless the soap dispenser is closed correctly,
o Any drips from the soap dispenser shall fall into the washbasin; not onto the
vanity unit top or floor,
C.5.3 Hand Drying

o Consideration should be given to the use of high velocity air dryers, using less
energy and reflecting the new norm for public toilets,
o The hand dryer shall take its supply air feed from inside the toilet cabin, this keeps
the air pressure inside the toilet cabin neutral. This will prevent transient smells
being expelled into the passenger environment.
C.5.4 Toilet Pan

o Toilet seats and lids shall remain stable in the upright position for the entire range
of train operating conditions. Consideration should also be given to specifying
slow close hinges for toilet seats and lids,
o Preference should be given to specifying white sanitary ware, as this looks more
“domestic” and less industrial and it is easier to see when surfaces are clean.
C.5.5 Other
o It should be noted that many visually impaired passengers prefer to use standard
toilet cubicles, rather than universal ones, as equipment is much closer to hand,
o It is recommended that a nappy changing table should be provided, probably that
hinges down from the wall; at least in selected toilets. The table shall be secure,
include a notch or hook to hold nappy bags and have a belt/strap to secure
infants. Provision of a waste bin for nappies should be provided.
Note that persons with medical conditions needing stoma bags would also
find a shelf and bin useful.
o Consideration should be given to provision of a dispenser for sanitary waste bags.

o Consideration should be given to provision of a waste bin for sanitary items and
nappies in all toilets,
o Consideration should be given to providing vending machines for sanitary items
(or to advertise them as being on sale in the buffet car),

o Hooks for coats and bags shall be specified, sufficient to cope with the size and
weight of bags likely to be taken into a toilet and configured such that they
prevent such items from coming into contact with the floor or with any other
horizontal surfaces (e.g. top of vanity unit). In a universal toilet hooks should be
placed at various heights to take account of a range of users,
Note that persons with medical conditions needing stoma bags would also
find a hook useful.
o Consideration should be given to the provision of holders for walking aids such as
sticks and crutches, to prevent them from falling when the train moves.
C.6 Resistance to Misuse / Vandalism
C.6.1 Toilet Blockage

o The type test specified shall include common blockage items, e.g. nappy, sanitary
waste, drinks can, coins, wet wipes,
o It is recommended that consideration should be given to providing an audible
warning of items not to be placed into the toilet pan. However, any such warning
should be brief and to the point.
o Likely system blockage points shall be readily accessible.
C.6.2 Vanity Units

o Joint lines and use of sealant should be minimised,
o Integrating the slash back into the hand basin moulding should be considered,
o Hand basins shall be provided with an overflow and a sensor should be provided
to cut off the water supply in the event that the overflow becomes blocked,
o The hand basin tap shall automatically shut off after a pre-determined period of
operation,
o Vanity units shall be designed to take account of operation when standing on
maximum canted track and include a lip around the bowl to retain water,
o To reduce vulnerability to vandalism, mirrors shall not be made from glass.
C.6.3 Other
o Access doors for emptying waste bins shall automatically lock when closed, only
requiring a key to open,
o The use of vinyl films is recommended, to protect surfaces from graffiti,
o Vandal resistant hinges shall be used for the toilet lid,
o It is recommended that, as far as practicable, panel design should be moulded in
one piece, preventing them from being pulled off,
o Designs shall avoid crevices where hypodermic needles might be concealed, with
the associated risk of injury to maintenance and cleaning staff.

C.7 Health and Hygiene
C.7.1 Odour Prevention

o Extraction systems shall create a negative pressure in the toilet compared to the
remainder of the vehicle interior, thus helping to prevent the release of
unpleasant odours,
o Provision of scent facilities, via either scent dispensers or scent gel in the toilet
pan, should be considered,
o Designs shall minimise the risk of standing water.
C.7.2 Legionella
o Spray taps on washbasins that may produce air-borne water droplets or
atomization shall be avoided,
o It is recommended that, so far as is practicable, water storage tanks should be
protected from heat; either from heat sources such as vehicle exhausts or from
solar gain,
o Water systems shall be designed for ease of chlorination and removal of lime
scale,
o The use of copper piping should be considered, to reduce the risk of
bacteriological contamination of water,
o It shall be possible to completely drain water systems. Pipe runs should be short
with few bends and with a continuous fall towards the outlet.
Note 1: In addition, RSSB Project “T985: Identification and analysis of risks

posed by legionella bacteria in on-train non-potable water systems”
provides guidance on additional best practice - details of this project
can be found at:
http://www.rssb.co.uk/library/research-development-and-
innovation/research-brief-t985.pdf
Note 2: ATOC has also produced a Guidance Note “ATOC/GN013: ATOC

Guidance Note - Control of Risk Posed by the Presence of Legionella
Bacteria in On-train Non-potable Water Systems”, copies of which can
be found at:
http://www.rssb.co.uk/rgs/oodocs/ATOCGN013%20Iss%202.pdf

C.7.3 Ease of Cleaning
o The toilet floor shall take the form of a fully moulded pan, as used in aircraft,
o Joints between panels may act as dirt traps and should be kept to a minimum,
o All surface finishes shall be specified to be non-absorbent,
o The use of nano-technology to create self-cleaning surfaces should be considered.
C.7.4 Other
o Provision of a dispenser for hand gel / sanitiser should be considered,
o Operation of the toilet flushing system shall not be audible within the passenger
saloon area.

Appendix D – Software security
The following gives guidance for the design of software and its future updating and amending.
D.1 Introduction
This is an emerging area which the industry needs to address. It is a complex area and general
information is given below, but it is recommended that specialist advice is sought.
D.2 System Architecture
D.2.1 Security Requirements
Poorly designed network architectures that lack a defence-in-depth approach to

security may be vulnerable to cyber exploitation. Secure network architectures
contain a combination of network segmentation, communication traffic control, and
communication traffic monitoring: segmentation is used to separate functional sets
of network hosts into groupings; traffic control is currently implemented with routers
and firewalls to prevent unauthorised access between different subnets; and traffic
monitoring validates what traffic is allowed and alerts when unauthorised traffic is
detected.
Security can be enhanced by partitioning networks into multiple segments and placing
technical security controls (currently e.g. firewalls, unidirectional communication
devices, or virtual private network [VPN] concentrators) between the network
segments. Hardware, software, and firmware that restrict communications are
important tools in establishing an appropriate cybersecurity defensive architecture.
The network architecture is how a network is designed and segmented into logical,
smaller functional subnets (i.e. network security zones) for the purpose of
communication.
The following shall be provided by a supplier:
 Recommendations as to the design and configuration of network security zones

within the procured product.
 Information on all communications (e.g. protocols) required between network

security zones, whether inbound or outbound, and identification of each network
component of the procured product initiating communication.
 A method to restrict communication traffic between different network security

zones and documentation on all methods and equipment used to restrict
communication traffic.
 Verification that disconnection points are established between the network

security zones and methods to isolate the zones to continue limited operations.

 A means whereby network traffic may be monitored, filtered, and/or alarmed
(e.g. alarms for unexpected traffic through network security zones) and filtering
and monitoring rules.
 Documentation on all firewalls and rule-sets supplied for normal and emergency
operations. If the purchaser has the responsibility of procuring their own firewalls,
appropriate firewall rule sets and rule set guidance for normal and emergency
operations. The basis of the firewall rule sets for inbound and outbound traffic
should be “deny all,” with exceptions explicitly identified.
 The purchaser with access, including administrative rights as and when required,
to network components of the procured product, including all firewalls.
 Documentation on all remote access entry pathways and ensure that they can be
enabled or disabled by the purchaser as needed.
D.2.2 Communication Traffic Monitoring
Recording specific system activity in the form of logging generates an audit trail.
Failure to perform logging against a consistent time source makes it difficult to
monitor activity, perform diagnostics and identify potential cyberattacks in time to
take protective actions or carry out forensic activities in the event of a successful
cyberattack. Without timely access to information with consistent time-stamps on
system activity, post-event investigations may not yield conclusive results and the risk
of similar events occurring in the future would remain high.
The following shall be provided by a supplier:
 Standard time synchronisation in the procured product (e.g. Global Positioning

System [GPS], Network Time Protocol [NTP] and IEEE 1508-2008). If the supplier
is not providing a standard time synchronisation, then they shall provide an
alternative authoritative time source and configure the product to synchronise to
that time source instead.
 Logging capabilities and/or the ability to support the purchaser’s existing logging
system. Logging capabilities provided shall be configurable by the purchaser and
support the purchaser’s security auditing requirements. As a minimum, the
following time-stamped events shall be captured:
o Information requests and server responses

o Successful and unsuccessful authentication and access attempts
o Account changes
o Use of privileged accounts
o Application start-up and shutdown
o Application failures
o Major application configuration changes.

 An approach for collecting and storing (e.g. transfer or log forwarding) security log
files.  Recommendations for log management and Security Information and
Event Management (SIEM) integration methods (e.g. syslog); mirroring log files to
a secure secondary location should also be considered.
 Detail of all log management capabilities that the procured product is capable of
generating and the format of those logs and should identify which logs are
enabled.
D.2.3 End point device security
End point devices (e.g. sensors) can be used as access points to other systems that
perform command and control functions. Such devices are used to provide system
control at the lowest level of a process and are vulnerable to communication
interception and modification. Hardware and software (e.g. portable configuration
computers) are sometimes needed to program these devices. End point devices and
configuration computers need to be secured by physical and cyber means.
End point devices are a part of the entire system and need to be able to communicate
with the rest of the system while performing specific control functions. If the
communication from the network to the device or from the device to the network is
intercepted and modified, the controlled process could be adversely affected.
Therefore, it is necessary to verify that both the device itself and the communication
to and from the device are secured to achieve integrity of the communication. In
addition, modifications to the control function of the device can affect the integrity of
the data transmitted and the actions taken by the control system. To avoid this, it is
necessary to secure the device from both cyber and physical modifications.
The following shall be provided by the supplier:
 Physical and cyber security features, including but not limited to authentication,
encryption, access control, event and communication logging, monitoring, and
alarming to protect the device and configuration computer from unauthorised
modification or use.
 A clear identification of the physical and cyber security features and the
methodology(ies) for maintaining the features, including the methods to change
settings from the vendor configured or manufacturer default conditions.
 Verification that the addition of security features does not adversely affect
connectivity, latency, bandwidth, response time, and throughput, when
connected to existing equipment.
 Detailed assurance that all software components that are not required for the
operation and maintenance of the device have been removed or disabled and
provision of documentation on what has been removed and/or disabled.

 Within a pre-negotiated period, appropriate software and service updates and/or
workarounds to mitigate all vulnerabilities identified with the product (at that
time or later) and to maintain the established level of system security.
 Clear and written verification documentation that the safety system is certified
after incorporating the security devices.
D.3 Secure Development Practices
Secure product development practices are a set of processes integrated into the System
Development Life Cycle (SDLC) that reduce the security risks of a developed product. These
practices help to develop more robust hardware, software, and firmware with fewer
weaknesses and vulnerabilities, as well as to identify and remediate weaknesses and
vulnerabilities before deployment. Secure development practices ensure that security is
integrated into all phases of the SDLC and should be considered a key component of systems
development.
The following shall be provided by the supplier:
 Summary documentation of its secure product development life cycle including the
standards, practices (including continuous improvement), and development
environment (including the use of secure coding practices) used to create or modify the
provided system hardware, software, and firmware. Where applicable, the provision of
documentation that sets out how the most critical application security weaknesses
(including Open Web Application Security Project (OWASP) Top 10 and/or SANS Institute
Top 25 Most Dangerous Software Errors) are addressed in the SDLC.
 A Quality Assurance program and evidence that the software and firmware of the
procured product have undergone Quality Control testing to identify and correct
potential cybersecurity weaknesses and vulnerabilities. This testing should include fuzz
testing, static testing, dynamic testing, and penetration testing. Positive and appropriate
negative tests to verify that the procured product operates in accordance with its
requirements and without extra functionality, as well as monitor for unexpected or
undesirable behaviour during such tests should be used. This testing may be done by the
supplier or an independent entity. Provision of summary documentation of the results of
the testing that includes all unresolved vulnerabilities and recommended mitigation
measures for each.
 Summary documentation of its coding reviews, including defect lists and plans to correct
identified vulnerabilities.
 A contingency plan for sustaining the security of the procured product in the event that
the supplier is no longer willing or able to support the product (e.g. security-related
procedures and products placed in escrow).
Note: The purchaser should have the right to request documentation of the
implemented cybersecurity program, including recent assessment results
and/or conduct periodic [at a pre-negotiated frequency and scope] on-site
security assessments at the supplier’s facilities. The purchaser should also have

the right, at his sole discretion, to conduct such assessments using an
appropriate and independent third party.
D.4 Third party supplied systems/software/modules
It is important that software development procedures utilised by a third party on behalf of a

supplier are as robust as those of the contracted supplier. As such, it is recommended that the
following should be provided:
 Summary documentation of any third party product development life cycle including the
standards, practices (including continuous improvement), and development
environment (including the use of secure coding practices) used to create or modify third
party provided system hardware, software, and firmware. Where applicable,
documentation on how the most critical application security weaknesses (including
OWASP Top 10 or SANS Institute Top 25 Most Dangerous Software Errors) are addressed
in the third parties SDLC.
 Information as to the country (or countries) of origin of the procured product and its
components (including hardware, software, and firmware) and furthermore should
identify the countries where the development, manufacturing, maintenance, and service
for the product are provided. Prior agreement from the purchaser before making any
change to such arrangements should be sought.
D.5 Documentation and Tracking of Vulnerabilities
When security vulnerabilities are discovered in hardware, software, and firmware, the timely
application of corrective actions and/or mitigation steps can reduce the likelihood that
adversaries will be able to exploit these vulnerabilities. Some of these vulnerabilities may be
publicly disclosed before a supplier can develop remedies; others may be kept from disclosure
until remedies are available. Security breaches may also affect the cybersecurity of the
procured product. Such breaches may involve a compromise of security involving the
supplier’s organisation, or any organisation involved in the product’s supply chain. Security
breaches may result in the loss of sensitive product design information, information on the
purchaser’s use and configuration of the product, a compromise of access control information
for the deployed products (e.g. compromise of access control information that the supplier
uses to perform maintenance on a deployed product), or other security-sensitive information.
If the purchaser is informed of a security breach in a timely manner, it may be possible to
apply mitigating measures to maintain adequate levels of security.
It is therefore recommended that:
i) prior to contract award;

ii) post contract award but prior to product delivery; and
iii) post product delivery, suppliers are required to:
o Provide purchasers with information about product hardware, software and firmware
versions and vulnerabilities (identifying which of the vulnerabilities have been
publically disclosed) and any actions they have taken to redress those vulnerabilities.

o Notify purchasers of identified security breaches within their organisations and
supply-chains.
o Work with purchasers to identify and mitigate the risk from the exploitation of all such
product vulnerabilities.
o Remedy security vulnerabilities in a timely manner.
Note: The information to be provided should include a description of each vulnerability
and its potential impact, root cause, and recommended compensating security
controls, mitigations, and/or procedural workarounds and corrective actions.
D.6 Security Risk Assessment
The supplier and/or purchaser should undertake a security-informed risk assessment on each
system that:
 identifies threats, vulnerabilities and impact;

 analyses likelihood and consequences; and
 ultimately evaluates risks against risk appetite and demonstrates the adequacy of the
assessment process and suitability of the techniques employed.
The supplier and/or purchaser should document and implement one or more cybersecurity
policies for applicable systems, which will address the risks that have been identified.
D.7 Full systems software identification/classification & impact assessment
Systems and software that require protection from cyber threats, first need to be identified
and sufficient information about their condition recorded and maintained to:
 allow appropriate controls to be deployed,

 provide a common reference between government agencies and duty holders, and
 provide a basis for assurance activities.
It is therefore recommended that the following identification activities are undertaken: 
 Systems and software are recorded in a structured, indexed, searchable repository.

 The supplier records sufficient information about identified systems to allow effective
assessment of system vulnerability. This should include as a minimum:
o System name/function
o Hardware make and model
o Operating system(s)
o Operating system version(s)
o Major software components
o Software version including patch level(s)
o Systems interfaces
o Communication protocols supported

 Suppliers should document a policy that sets out the principles applied to determine
system risk rating.
D.8 All software
Obsolescence management should be covered by contractual arrangements for the design life
of the vehicle and should include all rolling stock related hardware, software and firmware.

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2014 09 Report Key Train Requirements

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Key Train Requirements

Prepared by: David Polhill

ATOC Senior Rolling Stock Engineer - Interfaces

On behalf of: V/V SIC KTR Sub-group

Send your idea, request and your details by email to ktr@atoc.org

Key Train Requirements – Issue 4 Page 1

Key Train Requirements – Issue 4 Page 2

Key Train Requirements – Issue 4 Page 3

Key Train Requirements – Issue 4 Page 4

Key Train Requirements – Issue 4 Page 5

How to use this document?

 Initial train procurement cost

Key Train Requirements – Issue 4 Page 6

Section 1: Key Requirements - Technical

Section 2: Key Requirements - Performance

Section 3: Key Requirements - Passenger Facing

Section 4: Key Requirements - Operational

Section 5: Key Requirements - Communications and Diagnostics

Contact RSSB at http://www.sparkrail.org/authentication/pages/register-info.aspx for more details.

Key Train Requirements – Issue 4 Page 7

Key Train Requirements – Issue 4 Page 8

1.2 Track/Train Interface

1.2.2 The specification of active suspensions (mechatronics) should be considered subject to an

Key Train Requirements – Issue 4 Page 9

1.3.4 To facilitate rescue of stranded trains an “emergency - limited functionality” mode of

1.3.5.1 Protection of the coupler when not in use.

Key Train Requirements – Issue 4 Page 10

1.4 Braking Systems

Key Train Requirements – Issue 4 Page 11

1.6 Sanding Systems

1.6.3 Additional functionality should be considered to provide an indication to the maintenance

Key Train Requirements – Issue 4 Page 12

1.7 Consumable Tank Capacities and Servicing Requirements

Key Train Requirements – Issue 4 Page 13

1.9 Electrical Connectors and Cable Idents

1.10 Bonded Components

Key Train Requirements – Issue 4 Page 14

1.12 Meteorological Effects

1.12.2.2 Placement of equipment ventilation louvers at roof level in order to significantly

Key Train Requirements – Issue 4 Page 15

Key Train Requirements – Issue 4 Page 16

Examples of good practice in this area are that:

1.14.2 Systems should be designed to minimise the amount of maintenance required.

Examples of good practice in this area are that:

Key Train Requirements – Issue 4 Page 17

1.15 Design life and obsolescence management

1.16 Vehicle Gauging Information

Key Train Requirements – Issue 4 Page 18

1.17 Electrical collector systems

1.17.1 Future Proofing of Third Rail (750V DC) Rolling Stock

1.17.2 750V DC Shoegear in icy weather

Consideration should be given to providing a means to ensure that, in icy conditions, an

1.17.3 Overhead line and pantographs

Key Train Requirements – Issue 4 Page 19

1.17.4 Pantograph automatic dropping device (ADD)

1.17.5 Supplies at neutral sections

1.18 Systems Architecture

1.18.4 For more information on system architecture security, see Appendix D.

Key Train Requirements – Issue 4 Page 20

1.20 Train Location and Movements (GPS) Project

1.21 Speed set

Key Train Requirements – Issue 4 Page 21

1.23 Equipment fixing and access

1.24 Critical and non-critical systems and supplies