T HR RS 00600 ST RSU 600 Series - Minimum Operating ... · Multiple Unit Train Specific Interface Requirements • T HR RS 00700 ST (RSU 700 series) Infrastructure Maintenance Vehicle

RSU 600 Series - Minimum Operating Standards for Rolling Stock - Multiple Unit Train Specific Interface Requirements

T HR RS 00600 ST

Standard

Version 2.0

Issue date: 08 August 2019

© State of NSW through Transport for NSW 2019

T HR RS 00600 ST RSU 600 Series - Minimum Operating Standards for Rolling Stock - Multiple Unit Train Specific Interface Requirements

Version 2.0 Issue date: 08 August 2019

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Standard governance

Owner: Lead Rolling Stock Engineer, Asset Standards Authority

Authoriser: Chief Engineer, Asset Standards Authority

Approver: Executive Director, Asset Standards Authority on behalf of the ASA Configuration Control Board

Document history

Version Summary of changes

1.0 First ASA issue, 19 December 2014

2.0 Updated with TN 036:2015, DMU and multi-mode traction requirements, refer to preface

© State of NSW through Transport for NSW 2019 Page 3 of 39



Preface

The Asset Standards Authority (ASA) is a key strategic branch of Transport for NSW (TfNSW).

As the network design and standards authority for NSW Transport Assets, as specified in the

ASA Charter, the ASA identifies, selects, develops, publishes, maintains and controls a suite of

requirements documents on behalf of TfNSW, the asset owner.

The ASA deploys TfNSW requirements for asset and safety assurance by creating and

managing TfNSW's governance models, documents and processes. To achieve this, the ASA

focuses on four primary tasks:

• publishing and managing TfNSW's process and requirements documents including TfNSW

plans, standards, manuals and guides

• deploying TfNSW's Authorised Engineering Organisation (AEO) framework

• continuously improving TfNSW’s Asset Management Framework

• collaborating with the Transport cluster and industry through open engagement

The AEO framework authorises engineering organisations to supply and provide asset related

products and services to TfNSW. It works to assure the safety, quality and fitness for purpose of

those products and services over the asset's whole-of-life. AEOs are expected to demonstrate

how they have applied the requirements of ASA documents, including TfNSW plans, standards

and guides, when delivering assets and related services for TfNSW.

Compliance with ASA requirements by itself is not sufficient to ensure satisfactory outcomes for

NSW Transport Assets. The ASA expects that professional judgement be used by competent

personnel when using ASA requirements to produce those outcomes.

About this document

This document supersedes T HR RS 00600 ST - RSU 600 - Minimum Operating Standards for

Rolling Stock – Multiple Unit Train Specific Interface Standards, version 1.0. The changes to

previous content include the following:

• addition of TN 036 : 2015 content detailing train stop and braking (RSU 620) and traction

requirements (RSU 643)

• updated Section RSU 670 covering DMU requirements

• addition of Section RSU 680 outlining requirements of multi-mode traction operation

Table 1 provides a summary of changes to the content of this standard from the previous

version. Changes to front matter, formatting, branding, and governance are not included.




Table 1 - Summary of changes from T HR RS 00600 ST, version 1.0 (December 2014)

Page Section Change

13 2.8 Added RSU 264 as a reference

14 3.2 Clarification on adhesion modifying systems and additional requirements for emergency brake in RSU 620 as per TN 036:2015

17 4.2.2 Refer coupler heights back to RSU 140

18 4.4 Section retitled from Doors to Platform train interface and added reference to T HR RS 04001 ST

19 4.5.2 Added reference to SP R 92013 for Sydney Trains EMU

21 4.8 Added reference to T HR RS 17010 ST

25 6.4 Section 6.4 removed

29 8 New section (RSU 643) on traction requirements as per TN 036:2015

36 11 Inserted exhaust, noise and fuel tank and fuelling requirements by referring to relevant TfNSW standards

37 12 New section (RSU 680) outlining requirements of multi-mode traction operation




Table of contents 1. General requirements – RSU 600 ........................................................................................................... 8 1.1. Introduction ............................................................................................................................................ 8 1.2. Purpose .................................................................................................................................................. 8 1.3. Application ............................................................................................................................................. 9 1.4. Reference documents ............................................................................................................................ 9 1.5. Australian standards for railway rolling stock ...................................................................................... 10 1.6. Authorisation of vehicles ...................................................................................................................... 11

2. Bogie components – RSU 610 .............................................................................................................. 12 2.1. Introduction .......................................................................................................................................... 12 2.2. Wheels ................................................................................................................................................. 12 2.3. Wheel profiles ...................................................................................................................................... 12 2.4. Axles .................................................................................................................................................... 12 2.5. Wheel and axle assembly .................................................................................................................... 12 2.6. Axle bearing assemblies ...................................................................................................................... 12 2.7. Bogie frames and associated componentry ........................................................................................ 12 2.8. Vehicle suspension .............................................................................................................................. 13

3. Brakes and pneumatic equipment – RSU 620 .................................................................................... 14 3.1. Introduction .......................................................................................................................................... 14 3.2. Brake systems ..................................................................................................................................... 14 3.3. Emergency brake additional requirements .......................................................................................... 15 3.4. Rolling stock recovery .......................................................................................................................... 15 3.5. Brake equipment .................................................................................................................................. 16 3.6. Identification of cocks .......................................................................................................................... 16 3.7. Trip gear ............................................................................................................................................... 16 3.8. Dummy couplings ................................................................................................................................ 16

4. Body, underframe, and appointments – RSU 630 .............................................................................. 17 4.1. General ................................................................................................................................................ 17 4.2. Design loads and stresses ................................................................................................................... 17 4.3. Jacking and lifting points ...................................................................................................................... 17 4.4. Platform train interface ......................................................................................................................... 18 4.5. Marking and identification .................................................................................................................... 18 4.6. Wooden bodied vehicles – legacy and historic vehicles only .............................................................. 20 4.7. Toilets .................................................................................................................................................. 21 4.8. Fire resistance ..................................................................................................................................... 21

5. Vehicle performance – RSU 640........................................................................................................... 22 5.1. Introduction .......................................................................................................................................... 22 5.2. Test requirements summary ................................................................................................................ 22 5.3. Jacking point vertical load test ............................................................................................................. 23 5.4. Static end compression test................................................................................................................. 23 5.5. P2 force and P/D determination ........................................................................................................... 23




5.6. Bridge loading determination ............................................................................................................... 23

6. Braking performance – RSU 641 .......................................................................................................... 24 6.1. Introduction .......................................................................................................................................... 24 6.2. Spring parking brake or handbrake ..................................................................................................... 25 6.3. Roll back prevention ............................................................................................................................ 25

7. Ride performance – RSU 642 ............................................................................................................... 26 7.1. Introduction .......................................................................................................................................... 26 7.2. Base ride performance requirements (lateral and vertical) ................................................................. 26 7.3. Base ride performance requirements (longitudinal) ............................................................................ 26 7.4. Recommended ride performance requirements .................................................................................. 27 7.5. Ride index algorithm ............................................................................................................................ 27

8. Traction requirements – RSU 643 ........................................................................................................ 29

9. Safety equipment – RSU 650 ................................................................................................................ 30 9.1. Driver’s safety system .......................................................................................................................... 30 9.2. Speed indicating device ....................................................................................................................... 30 9.3. Data logger or recorder ........................................................................................................................ 30 9.4. Emergency equipment ......................................................................................................................... 31 9.5. Emergency cock .................................................................................................................................. 31 9.6. Communications .................................................................................................................................. 31 9.7. Lights ................................................................................................................................................... 31 9.8. Horns ................................................................................................................................................... 33

10. Electric train specific requirements – RSU 660 .................................................................................. 35 10.1. Introduction ...................................................................................................................................... 35 10.2. Pantograph isolation ........................................................................................................................ 35 10.3. 1500 V traction supply ..................................................................................................................... 35

11. Diesel train specific requirements – RSU 670 .................................................................................... 36 11.1. Exhaust emissions ........................................................................................................................... 36 11.2. External noise emissions ................................................................................................................. 36 11.3. Diesel fuel tank and fuelling infrastructure requirements ................................................................ 36

12. Multiple unit trains with multi-mode traction systems – RSU 680 ................................................... 37 12.1. Applicable requirements .................................................................................................................. 37 12.2. Engaging and transitioning between traction modes ....................................................................... 38




1. General requirements – RSU 600 1.1. Introduction

The Asset Standards Authority (ASA) has established interface requirements pertaining to

vehicles operating on the TfNSW Metropolitan Heavy Rail Network.

The T HR RS 00600 ST (RSU 600 series) contains specific requirements for multiple unit self-

propelled trains operating on the TfNSW Metropolitan Heavy Rail Network.

The RSU 600 series of standards are part of the Minimum Operating Standards for Rolling

Stock, which is made up of the following parts:

• T HR RS 00000 ST (RSU 000 series) General Requirements

• T HR RS 00100 ST (RSU 100 series) General Interface Requirements

• T HR RS 00200 ST (RSU 200 series) Common Interface Requirements

• T HR RS 00300 ST (RSU 300 series) Locomotive Specific Interface Requirements

• T HR RS 00400 ST (RSU 400 series) Freight Vehicle Specific Interface Requirements

• T HR RS 00500 ST (RSU 500 series) Locomotive Hauled Passenger Vehicle Specific

Interface Requirements

• T HR RS 00600 ST (RSU 600 series) Multiple Unit Train Specific Interface Requirements

• T HR RS 00700 ST (RSU 700 series) Infrastructure Maintenance Vehicle Specific Interface

Requirements

• T HR RS 00811 ST to T HR RS 00890 ST (RSU Appendix A1 to RSU Appendix I)

Appendices

Multiple unit trains are self-propelled passenger trains made up of similar diesel or electric

powered cars.

Some cars may be non-powered.

For the purposes of interpretation of this RSU series, power cars used for propulsion and that

do not carry passengers shall be treated as a locomotive and shall meet the requirements

specified in T HR RS 00300 ST (RSU 300 series). Dedicated trailer cars that operate in

conjunction with the above mentioned power cars shall be treated as locomotive hauled

passenger cars and shall meet the requirements of T HR RS 00500 ST (RSU 500 series).

1.2. Purpose The purpose of these standards is to ensure that all rolling stock operating on the TfNSW

Metropolitan Heavy Rail Network meet the minimum standards to ensure compatibility with the




network and its infrastructure as required by the Transport for NSW (TfNSW) accreditation with

the Office of the National Rail Safety Regulator (ONRSR).

1.3. Application The requirements of these standards apply to all new or substantially modified rolling stock, and

rolling stock that has not operated on the TfNSW Metropolitan Heavy Rail Network.

Older rolling stock that was operating on the network as at August, 1997 may not fully comply

with the requirements of this standard but will be assessed by ASA on behalf of TfNSW

considering the design and proposed use of the vehicle(s).

In these standards, the terms 'owner' and 'operator' are used. They refer to the owner of the

rolling stock and the operator using that rolling stock. These may or may not be the same

organisation.

When the word 'shall' is used in this document, the requirements shall be read as mandatory for

rolling stock operating on the TfNSW Metropolitan Heavy Rail Network.

When the word 'should' is used in this document, the requirements shall be read as

recommended.

When the word 'may' is used in this document, the requirements shall be read as allowable.

1.4. Reference documents The following documents are cited in the text. For dated references, only the cited edition

applies. For undated references, the latest edition of the referenced document applies.

Australian standards

AS 7527 Rolling Stock Event Recorders

AS 7531 Lighting and Visibility

Transport for NSW standards

T HR RS 00000 ST (RSU 000 series) - General Requirements

T HR RS 00100 ST (RSU 100 series) - General Interface Requirements

T HR RS 00200 ST (RSU 200 series) - Common Interface Requirements

T HR RS 00300 ST (RSU 300 series) - Locomotive Specific Interface Requirements

T HR RS 00500 ST (RSU 500 series) - Locomotive Hauled Passenger Vehicle Specific


T HR RS 00814 ST RSU Appendix A4 – Multiple Unit Train Vehicle Information Pack

T HR RS 00840 ST RSU Appendix D – Train (Driver) Safety Systems




T HR RS 00850 ST RSU Appendix E – Rolling Stock 1500 V dc Overhead Power Supply


T HR RS 00880 ST RSU Appendix H – Automatic Equipment Identification

T HR RS 00890 ST RSU Appendix I – Reflective Delineators

T HR RS 04001 ST Passenger Rolling Stock Access and Egress

T MU RS 01000 ST Structural Integrity and Crashworthiness of Passenger Rolling Stock

T HR RS 17010 ST Passenger Rolling Stock Fire Safety

T HR RS 18001 ST Diesel Fuel Tanks for Passenger Rolling Stock

TS TOC 1 Train Operating Conditions (TOC) Manual – General Instructions

Other reference documents

Railways of Australia (ROA) Manual of Engineering Standards and Practices

Sydney Trains SP R 92013 Specification for Set Identification Labels ("Target Plates")

(Available from Sydney Trains through the relevant contract manager)

1.5. Australian standards for railway rolling stock The Rail Industry Safety and Standards Board (RISSB) is currently writing the Australian

standards for railway rolling stock which will eventually supersede the Railways of Australia

Manual of Engineering Standards and Practices.

The requirements of the ASA minimum operating standards for rolling stock generally align with

the Australian standards for railway rolling stock; however they can contain additional

requirements.

Where applicable throughout this standard, the Australian standards for railway rolling stock are

referenced for use.

The content in the applicable section of this standard is aligned with the Australian standards for

railway rolling stock.

Additional requirements to the Australian standards are indicated with separator lines and blue

bold text. For example:

AS 7500 – Additional requirements to the Australian standards for rolling stock will be indicated in bold text such as this

These additional requirements are mandatory.

For any rolling stock to operate on the TfNSW Metropolitan Heavy Rail Network, the

requirements of the TfNSW minimum operating standards for rolling stock take precedence over

the Australian standards where conflicts exist in requirements. © State of NSW through Transport for NSW 2019 Page 10 of 39



Note: The gap analysis of the TfNSW minimum operating standards for rolling stock

and the Australian standards for railway rolling stock is ongoing. As new Australian

standards for railway rolling stock are published, and as the gap analysis progresses,

additional indications of variance will be added to these standards.

The current listing of Australian standards for railway rolling stock can be found on the RISSB

website. The list categorises standards as being 'published', 'in progress' or 'future'.

To obtain access to the published Australian standards for railway rolling stock, visit the RISSB

website.

1.6. Authorisation of vehicles For assessment of all multiple unit trains to operate on the TfNSW Metropolitan Heavy Rail

Network, the vehicle information pack in T HR RS 00814 ST RSU Appendix A4 – Multiple Unit

Train Vehicle Information Pack shall be completed and submitted.




2. Bogie components – RSU 610 2.1. Introduction

Bogie related requirements in this section are specific to multiple unit trains. All requirements in

T HR RS 00200 ST (RSU 200 series), which are common requirements to all rolling stock, also

apply to multiple unit trains.

2.2. Wheels Refer to T HR RS 00200 ST (RSU 210) for common wheel requirements.

Refer to T HR RS 00200 ST (RSU 211) for wheel design and manufacture requirements.

Refer to T HR RS 00200 ST (RSU 212) for minimum wheel operating requirements.

2.3. Wheel profiles Refer to T HR RS 00200 ST (RSU 211) for wheel profiles.

2.4. Axles Refer to RSU 220, RSU 221 and RSU 222 of T HR RS 00200 ST for common axle

requirements.

2.5. Wheel and axle assembly Refer to T HR RS 00200 ST (RSU 230) for common wheel and axle assembly requirements.

2.6. Axle bearing assemblies Refer to T HR RS 00200 ST (RSU 240) for common axle bearing assembly requirements.

2.7. Bogie frames and associated componentry Refer to T HR RS 00200 ST (RSU 250) for common requirements for bogie frames and

associated componentry.

Each bogie shall be fitted with a bogie code and number as detailed in Section 8.1.4 (RSU 250)

of T HR RS 00200 ST. The ASA shall provide the unique identification bogie code and number

for TfNSW passenger multiple unit rolling stock.




2.8. Vehicle suspension Refer to T HR RS 00200 ST (RSU 260) for common vehicle suspension requirements; this

consists of the following subsections:

• T HR RS 00200 ST (RSU 261) for suspension springs

• T HR RS 00200 ST (RSU 262) for suspension damping

• T HR RS 00200 ST (RSU 263) for resilient suspension components

• T HR RS 00200 ST (RSU 264) for constant contact sidebearers




3. Brakes and pneumatic equipment – RSU 620 3.1. Introduction

Multiple unit trains generally operate in sets consisting of two or more similar type vehicles.

The braking system shall allow for the operation of multiple sets joined together to clear a

section.

3.2. Brake systems The train brake control system shall be designed such that no single failure in the brake system

will prevent the system achieving its braking performance.

The train brake stopping distances specified in T HR RS 00600 ST (RSU 641) shall be

maintained for all brake demand inputs in different operating modes. This includes driver

control, automatic train protection (ATP) control, driver safety system, and train response to

failures. If a failure occurs that prevents these demand inputs from achieving the stopping

distance, a full service brake or emergency brake shall be applied automatically.

The brake system shall allow the full range of movement of the bogie and its components

without loss of performance. Operational movement of the bogie shall not cause deterioration to

the brake system.

A wheel slide protection (WSP) system shall be provided for all forms of wheel-based braking

except the park brake.

The braking system reliability shall contribute to meeting on-time running (OTR) requirements

and fleet availability requirements set by TfNSW. The total operational impact of brake failure

shall be evaluated and minimised.

The rheostatic or regenerative brake system (hydrodynamic brake in diesel hydraulic and diesel

multiple unit trains) shall account for continuous operation on all terrain and conditions found in

the TfNSW Metropolitan Heavy Rail Network and any other networks as specified by TfNSW.

The rheostatic brake mode shall be fully rated such that the train can use full dynamic braking

when in a non-receptive part of the network.

Use of adhesion modifying systems (such as sanding) for braking may be used to improve the

adhesion characteristics; however, the use shall be minimised to limit the deposit of adhesion

modifying substance on the track. The use shall be limited to instances where high deceleration

is required, for example during emergency braking, and where rail adhesion conditions fall to a

level below that required to achieve the deceleration.

Any use of adhesion modifying systems for braking shall require an effective system to clear the

adhesion modifying substance from the railhead behind the car or set applying the adhesion

modifying substance. © State of NSW through Transport for NSW 2019 Page 14 of 39



The brake performance as detailed in this section shall be met without the application or use of

adhesion modifying systems.

3.3. Emergency brake additional requirements The emergency brake shall be controlled by brake pipe pressure throughout all coupled sets.

The emergency brake shall be applied if the brake pipe pressure is vented and shall include

wheel slip or wheel slide operation.

The emergency brake shall be applied if the set passes a raised train stop.

In the case of an unintentional train separation, all parts of the train shall be braked

automatically with an emergency brake application.

The performance of the emergency brake shall be not less than that specified in

T HR RS 00600 ST (RSU 641).

The emergency brake performance should be obtained by pneumatic braking only. Pneumatic

(only) braking excludes any electric control, dynamic or regenerative braking, and any adhesion

modifying systems (such as sanding).

Where non-pneumatic systems such as dynamic brakes are used to supplement pneumatic

brakes during emergency braking, pneumatic only emergency braking performance shall as a

minimum meet 'GE52A – 15%' (the 'GE52A – 15%' brake performance are stopping distances

that are 15% shorter than GE52A) for speeds up to 130 km/h; for speeds above 130 km/h and

up to 160 km/h the GX2M brake curve shall apply.

3.4. Rolling stock recovery Multiple unit trains shall have at least a fail-safe automatic air brake system that can be

operated from a hauling vehicle with a brake pipe pressure set at 500 kPa.

When the vehicle or train is being hauled by a locomotive or train, the automatic air brake shall

be fully operational when only the brake pipe air is connected, that is the main reservoir air

supply is not connected.

When the vehicle or train is being hauled by a locomotive or train, the main reservoir air supply

shall be compatible with all rolling stock that could be used for recovery, including locomotives

and other passenger rolling stock. The TfNSW passenger rolling stock fleets vary in nominal

main reservoir operating pressures between 600 kPa and 950 kPa. Locomotive main reservoir

operating pressures are nominally between 750 kPa and 850 kPa.

During recovery operations on the TfNSW Metropolitan Heavy Rail Network the following shall

apply:

• the braking system shall be able to interface with any other rolling stock on the TfNSW

Metropolitan Heavy Rail Network © State of NSW through Transport for NSW 2019 Page 15 of 39



• the recovery consist, comprising the 'assisting' and 'disabled' train, shall have a fully

operable automatic braking system, to be operated in accordance with the relevant network

rules and procedures

• the recovery consist shall have graduated levels of braking control

3.5. Brake equipment Refer to T HR RS 00200 ST (RSU 271) for common brake equipment requirements.

3.6. Identification of cocks All cut-out or isolation cocks shall be clearly identified and the handles painted white, or other

contrasting colour.

3.7. Trip gear All multiple unit trains shall be fitted with trip gear. Refer to T HR RS 00100 ST (RSU 160) and

T HR RS 00840 ST RSU Appendix D – Train (Driver) Safety Systems for details.

3.8. Dummy couplings All end vehicles with coupling hoses should be fitted with dummy couplings or coupling hose

receptacles.




4. Body, underframe, and appointments – RSU 630 4.1. General

Vehicle owners and operators shall have controlled rail industry accepted standards or

procedures that govern the operation of vehicles with damaged body or structure.

Some earlier designs of multiple unit trains may not fully comply with the requirements in the rail

industry accepted standards or procedures but will be assessed considering the equipment

fitted and the proposed use of the vehicles.

4.2. Design loads and stresses Passenger multiple unit rolling stock shall meet the requirements of T MU RS 01000 ST

Structural Integrity and Crashworthiness of Passenger Rolling Stock.

Vehicles shall be marshalled in trains so that the trailing load on any vehicle does not exceed

the rated capacity of that vehicle's coupler, draft gear, or underframe.

4.2.1. Collision protection Passenger multiple unit rolling stock shall meet the requirements of T MU RS 01000 ST.

4.2.2. Couplers and draft gear Standard automatic couplers may be used on multiple unit trains if they are fitted with a vertical

interlocking feature to prevent vehicle overriding or telescoping in collisions.

Coupler heights shall be within the limits specified in T HR RS 00100 ST (RSU 140).

Multi-function couplers may be used in place of standard automatic couplers.

Multi-function couplers shall be maintained at level.

Where a non-standard coupler is fitted to terminal vehicles, an emergency coupler adaptor shall

be provided to match up with a standard 10 A contour.

4.3. Jacking and lifting points Suitable jacking points shall be supplied at the junction of the underframe side sill and the

bolster adjacent to each bogie centre and under the drawgear pocket.

[Reference: ROA Manual of Engineering Standards and Practices, section 8.2.13.]

Vehicles shall have suitable lifting points or brackets to insert lifting hooks and shackles.

The lifting brackets shall consist of pairs of vertical plates. These should be mounted at the

ends of the body bolsters and located to align with bolster web plates. Refer to

T HR RS 00100 ST (RSU 170) for more information. © State of NSW through Transport for NSW 2019 Page 17 of 39



4.4. Platform train interface Vehicles shall comply with T HR RS 04001 ST Passenger Rolling Stock Access and Egress.

4.4.1. Doors Passenger entry doors shall be fitted with a positive latching system to prevent doors from being

opened accidentally whilst train is in motion.

Hinged doors shall not open outward.

All plug type doors, where fitted, shall be positioned in the designated areas as specified in

Section 2.6.4 (part of RSU 110) of T HR RS 00100 ST. Alternative door positions may be

accepted by TfNSW. However, the doors in the open condition shall not exceed the swept path

of the applicable rolling stock outline when negotiating 100 m curve radii.

Crew plug doors, where fitted, shall be designed such that an open door cannot close (and hit

train crew) if struck whilst the train is in motion.

All body side doors shall be positioned such that the gap between the doorway and the platform

at curved platforms is minimised.

4.4.2. Doors and platform interface For new EMU and DMU passenger rolling stock, the floor height at the passenger and crew

body side doors (crew cab and vestibule floor heights) shall be designed and maintained at

1270 mm above rail level (ARL) with new wheels, tare loading, and functioning self levelling

secondary suspension. The minimum floor height shall not be lower than 1225 mm ARL with

condemn wheels, crush loading, and functioning self levelling secondary suspension.

For new EMU and DMU passenger rolling stock, the lower edges of body side plug doors (crew

or passenger doors) shall be designed so that if the lowest edge is below 1225 mm ARL, then

the design shall take into account the possible contact with platforms and appropriate design

features shall be incorporated. Refer to Section 3.5 (part of RSU 120) of T HR RS 00100 ST, for

further details regarding the platform interface.

4.5. Marking and identification

4.5.1. General AS 7531 Lighting and Visibility is acceptable for use in Section 4.5.3 and Section 4.5.4, except

where indicated as an exception (separator lines and blue bold text). The remainder of the

content in Section 4.5.2 to Section 4.5.7 is in alignment with AS 7531.




4.5.2. Code and number

Each vehicle of a multiple unit train shall have a unique identification code and number clearly

marked on each side the vehicle.

All electric multiple unit (EMU) consists shall be further identified by a unique set code and

number clearly marked at the terminal ends of the consist.

The vehicle code and number shall be readable from trackside, on station platforms and from

signal boxes.

Refer to SP R 92013 Specification for Set Identification Labels ("Target Plates") for additional

requirements for Sydney Trains EMUs.

The ASA shall provide the unique identification code and number, and the unique set code and

number, for TfNSW passenger multiple unit rolling stock.

4.5.3. Vehicle end

The driving ends of terminal cars should be painted in contrasting colours to enhance visibility

by trackside personnel and motorists at level crossings. The colours shall contrast against the

vehicle and its operating environment.

Colours of the operating environment, for example, include an orange colour which is similar to

the colour of a safety vest, and might include colours which may be confused with trackside

signals.

The minimum area of contrasting colours shall be 1 m² with a continuous height or width of

0.6 m. If the front is not vertical, then the frontal projection of area of contrasting colours shall

not be less than 1 m².

4.5.4. Vehicle side The side of cars shall have areas of high visibility that is contrasting to the operating

environment of the vehicle.

The passenger body side doors shall be finished in a high visibility colour that is contrasting to

the vehicle side and its operating environment. The door colour shall not be used on any other

part of the body side in areas and heights comparative to the doors. For example, end colouring

shall not extend around to the side of the body.




The requirement of high visibility contrasting door colouring is not a requirement in AS 7531. For operation on the TfNSW Metropolitan Heavy Rail Network, passenger body side doors are required to be finished in a high visibility, contrasting colour.

4.5.5. Reflective delineators To enhance visibility of passenger vehicles from the side at level crossings, all passenger

vehicles shall be fitted with reflective delineators, reflectors, in accordance with

T HR RS 00890 ST RSU Appendix I – Reflective Delineators.

4.5.6. Maintaining visibility The livery, its end contrasting colours, and reflective delineators are critical to their function as

safety devices.

Accordingly, the cleaning of code and number, livery and reflective delineators, and the

checking of their attachment to the vehicle shall be included as a routine task in all scheduled

and corrective maintenance functions.

4.5.7. AEI tags All multiple unit vehicles shall be fitted with standard automatic equipment identification (AEI)

tags as specified in T HR RS 00880 ST RSU Appendix H – Automatic Equipment Identification.

Re-use of used AEI tags is not permitted.

4.6. Wooden bodied vehicles – legacy and historic vehicles only All self-propelled wooden bodied vehicles shall be fitted with approved hazard warning lights at

each terminal end and approved impact resistant barriers on the front and rear windows. The

use of an appropriate film applied to the windscreens of these vehicles will be assessed by the

ASA for suitability as an impact resistant barrier.

Wooden bodied vehicles should be fitted with approved steel collision posts at each end of the

underframe to provide protection against vehicle overriding or telescoping in the event of a

collision.

Double shelf couplers should be provided as added protection against vehicle overriding or

telescoping in the event of a collision.

Any self-propelled wooden bodied vehicle not fitted with the aforementioned collision protection

will only be permitted to move on the TfNSW Metropolitan Heavy Rail Network under complete




block working in accordance with Section 4.6 of TS TOC 1 Train Operating Conditions (TOC)

Manual - General Instructions.

4.7. Toilets Toilet facilities on passenger vehicles shall have either holding tanks and decanting facilities or

waste processing facilities. Refer to Section 6.6 (RSU 150) of T HR RS 00100 ST for more

information.

4.8. Fire resistance Consideration shall be given to limit the fire resistance, flammability, and toxicity of materials

used in the construction of rolling stock.

Note: This requirement is to limit fire, smoke or fumes that start on a train or vehicle

spreading to stations, buildings, other rolling stock, other infrastructure, or personnel

near the railway line.

The fire performance of the vehicle shall comply with T HR RS 17010 ST Passenger Rolling

Stock Fire Safety.




5. Vehicle performance – RSU 640 5.1. Introduction

The performance specified in this section relates to the operation of the multiple unit self-

propelled trains on the TfNSW Metropolitan Heavy Rail Network.

5.2. Test requirements summary Table 2 summarises the test requirements for multiple unit trains.

Table 2 - Test requirements summary


Compatibility test References in other standards

References in this standard

Static rolling stock outline test T HR RS 00200 ST (RSU 281)

-

Static vehicle weigh test T HR RS 00200 ST (RSU 282)

-

Static vehicle twist test T HR RS 00200 ST (RSU 283)

-

Vehicle-bogie swing test T HR RS 00200 ST (RSU 284)

-

Vehicle-vehicle swing test T HR RS 00200 ST (RSU 285)

-

Static brake test T HR RS 00200 ST (RSU 286)

Section 6 (RSU 641)

Brake performance test T HR RS 00200 ST (RSU 287)

Section 6 (RSU 641)

Ride performance test T HR RS 00200 ST (RSU 288)

Section 7 (RSU 642)

Kinematic rolling stock outline test

T HR RS 00200 ST (RSU 289)

-

Traction performance test T HR RS 00300 ST (RSU 341)

-

Pitch and bounce test T HR RS 00200 ST (RSU 290)

-

Curve stability test T HR RS 00200 ST (RSU 298)

NA

Vehicle structural tests T HR RS 00200 ST (RSU 297)

NA

Environmental tests T HR RS 00200 ST (RSU 292)

NA

Signal visibility test T HR RS 00200 ST (RSU 293)

NA

Electrical safety inspection T HR RS 00200 ST (RSU 294)

NA



Compatibility test References in other

standards References in this standard

Signal compatibility test T HR RS 00200 ST (RSU 295)

NA

Signal and communications system interference test

T HR RS 00200 ST (RSU 296)

NA

Safety equipment function test

T HR RS 00200 ST (RSU 299)

NA

Pantograph tests T HR RS 00850 ST (RSU Appendix E)

NA

Fitment of AEI tags T HR RS 00880 ST, (RSU Appendix H)

Section 4 (RSU 630)

Fitment of reflective delineators

T HR RS 00890 ST, (RSU Appendix I)

Section 4 (RSU 630)

Refer to Section 18 (RSU 280) of T HR RS 00200 ST for sequencing of tests, and requirements

for the movement of vehicles and for conducting dynamic tests.

5.3. Jacking point vertical load test A jacking point vertical load test shall be conducted to ensure that the vehicle is capable of

withstanding loads imposed during vehicle recovery.

Refer to Section 34 (RSU 297) of T HR RS 00200 ST for more information on the jacking point

vertical load test.

5.4. Static end compression test A static end compression test shall be conducted to ensure that the vehicle is capable of

withstanding the loads imposed during operation. Loads shall be commensurate with the

proposed maximum duty of the vehicle.

Refer to Section 34 (RSU 297) of T HR RS 00200 ST for more information on the static end

compression test.

5.5. P2 force and P/D determination The P2 force shall not exceed the limits specified in Section 3 (RSU 120) of T HR RS 00100 ST.

The P/D ratio shall not exceed the limits specified in Section 3 (RSU 120) of

T HR RS 00100 ST.

5.6. Bridge loading determination The bridge loading shall meet the requirements as specified in Section 3 (RSU 120) of

T HR RS 00100 ST.




6. Braking performance – RSU 641 6.1. Introduction

Braking performance is specified to ensure that multiple unit trains are able to stop under all

weather conditions within the current signalling system spacings.

For all new multiple unit trains, the braking performance on clean dry level track (with adhesion

levels not less than 0.15) shall be better than the stopping distances given in Table 3 to ensure

a consistency of train handling across the new generation of rolling stock, and a high level of

braking performance to ensure timetable margins are maintained.

Table 3 - Maximum stopping distances for new multiple unit trains

Speed (km/h) Full service brake application (m)

Emergency brake application (m)

0 0 0

10 7 10

20 22 27

30 44 50

40 74 80

50 113 115

60 160 155

70 215 207

80 278 265

90 349 330

100 428 400

110 516 480

115 565 521

120 620 565

130 720 657

140 834 755

150 955 861

160 1085 974

Refer to Section 25 (RSU 287) of T HR RS 00200 ST for the brake performance test method.

The stopping distance and average deceleration rate at speeds up to the maximum operational

speed shall be demonstrated for the following braking modes:

• service brake including electric brake; for example, electro-pneumatic plus rheostatic or

regenerative braking

• service brake excluding electric brake; for example, electro-pneumatic only




• automatic brake

• emergency brake

Braking performance for service and automatic brake, including emergency brake, shall be met

at all loading conditions.

The maximum longitudinal force applied to the track by the brake equipment shall always be

less than the force that would occur with an acceleration or deceleration of 2.5 m/s².

6.2. Spring parking brake or handbrake The spring parking or handbrakes on multiple unit trains shall be able to hold the train in crush

load condition on a 1 in 30 grade indefinitely.

6.3. Roll back prevention The train shall provide means to prevent roll back while operating in any load condition.




7. Ride performance – RSU 642 7.1. Introduction

The bogie related performance parameters in this section relate to the minimum requirements

for the operation of multiple unit self-propelled trains on the TfNSW Metropolitan Heavy Rail

Network.

7.2. Base ride performance requirements (lateral and vertical) The base ride performance requirements are as specified in Section 26 (RSU 288) of

T HR RS 00200 ST. For new electric multiple unit trains, Table 11 in RSU 288 shall be replaced

with Table 4 in this section.

Table 4 - New EMU base ride performance test requirements

Parameter Limit Test speed

Maximum lateral acceleration ± 0.35 g 110% design

Average lateral acceleration ± 0.05 g 110% design

Maximum vertical acceleration ± 0.45 g 110% design

Average vertical acceleration ± 0.05 g 110% design

For bogies equipped with air springs, the base ride performance also applies for vehicles with

deflated air springs. A reduction in maximum permissible operating speed could be required to

achieve this for operation with deflated air springs.

Where the vehicle is fitted with a vibration isolated cab, hunting is assessed using a lateral

accelerometer positioned on the underframe outside the cab, as near as possible to the trailing

bogie centre.

Sustained hunting shall not be permitted. In this case, hunting shall be defined as sinusoidal

lateral oscillations of the wheelset resulting in greater than 0.5 Hz sinusoidal lateral body

accelerations measured at the bogie centre of greater than 0.15 g sustained for 10 s or longer.

7.3. Base ride performance requirements (longitudinal) The maximum longitudinal jerk, including that produced by the braking system shall be less than

0.9 m/s³ except under emergency braking when the longitudinal jerk shall not be greater than

1.5 m/s³.

The emergency brake system shall bring the train to rest within deceleration and jerk limits

commensurate with the safety of public and staff.




7.4. Recommended ride performance requirements In the interests of crew and passenger comfort and safety, the ride quality specified in Table 5 is

recommended.

Table 5 - Ride quality

Speed (km/h) Vertical ride index Lateral ride index

Maximum design speed 2.4 2.4

These ride index values are recommended for wheels up to the fully worn condition.

These recommended ride performance requirements are in addition to the base ride

performance requirements specified in Section 26 (RSU 288) of T HR RS 00200 ST.

7.5. Ride index algorithm Ride index shall be calculated in accordance with the algorithm specified as follows.

The ride index algorithm is implemented as follows:

Acceleration data is weighted by the function:

RIi = 7.07(Vi)0.1

Where the i-th value refers to the peak amplitude of a frequency component

derived from a fast fourier transfer (FFT) analyser.

The function Vi is defined as shown in Table 6:

Table 6 – Ride index Vi function

Frequency range (Hz) Vi (vertical) Vi (lateral)

0 – 6 0.32 f.a3 4.32 a3

6 – 20 400 a3/f3 650 a3/f3

20 + a3/f a3/f

Where f = frequency, (Hz), a = amplitude, g peak (1 g = 9.81 m/s2)

The total ride index is calculated from the i values by:

𝑹𝑹𝑹𝑹𝑻𝑻𝑻𝑻𝑻𝑻𝑻𝑻𝑻𝑻 = [∑ (𝑹𝑹𝑹𝑹𝒊𝒊)𝟏𝟏𝟏𝟏𝒊𝒊=𝒏𝒏𝒊𝒊=𝟏𝟏 ]𝟏𝟏.𝟏𝟏

Notes:

• frequency analysis will use FFT analysis of at least 400 lines with 0.25 Hz

resolution. Data shall be averaged over 32 averages to minimise statistical

error. 16 averages is acceptable for comparative evaluations only

• analysis shall be restricted to the 0.5 Hz to 50 Hz band




• weighting filters implementing the above weightings are acceptable provided:

o integration is performed over 10 s to 15 s periods

o the integrated values are recorded over at least 3 km of track and reported as a

mean and sample variance

• data for analysis shall come from samples at substantially constant speed (variance

± 5 km/h)

[Reference: ROA Manual of Engineering Standards and Practices, section 13.4.2]




8. Traction requirements – RSU 643 Multiple unit trains shall be fitted with a traction system that meets the following requirements:

• traverse the TfNSW Metropolitan Heavy Rail Network geometry (and any other networks

as specified by Transport for NSW)

• meet service duty cycles and timetable requirements as specified by Transport for NSW

• operate under all loading conditions

• start from standstill on a 1 in 30 grade

• operate under all expected environmental and track conditions

• for electric multiple unit trains, operation within the limits of the electrical interface

requirements, refer to T HR RS 00850 ST RSU Appendix E – Rolling Stock 1500 V dc

Overhead Power Supply Interface Requirements

• meet the specified reliability requirements

• the traction system shall allow for the recovery of a failed multiple unit train with a

functional multiple unit train

• meet the requirements in this list under degraded conditions within the operator's minimum

engineering requirements to operate passenger trains

A suitable and effective wheel slip control system shall be fitted to minimise track damage and

meet the acceleration requirements in poor adhesion conditions.

Use of adhesion modifying systems (such as sanding) for traction may be used to improve the

adhesion characteristics in poor adhesion conditions.

Use of adhesion modifying systems (such as sanding) shall be minimised to limit the deposit of

adhesion modifying substance on the track. The use shall be limited to instances where the

highest levels of acceleration is demanded and where rail adhesion conditions fall to a level

below that required to achieve the acceleration.

Any use of adhesion modifying systems for traction shall require an effective system to clear the

adhesion modifying substance from the railhead behind the car or set applying the adhesion

modifying substance.

The performance of the traction system shall be confirmed by all-weather adhesion testing

under maximum crush loading conditions. Refer to RSU 341 in T HR RS 00300 ST for further

information.




9. Safety equipment – RSU 650 9.1. Driver’s safety system

Each driven vehicle shall be fitted with driver safety systems as specified in T HR RS 00840 ST

RSU Appendix D – Train (Driver) Safety Systems.

9.2. Speed indicating device Each driving position shall have an operative speed indicating device.

Any speed indicating devices that are displayed on a visual display unit shall display the speed

to an accuracy shown in Table 7 or better, when compared to the true vehicle speed at all

times.

Speedometers should be recalibrated to compensate for wheel wear and wheel turning.

If the speedometer does not have wheel diameter compensation, the speedometer should be

calibrated to a diameter midway between the new wheel diameter and condemning diameter.

Table 7 - Accuracy of speedometers

Speedometer Existing vehicles New vehicles from 1 March 2011

Speedo with wheel diameter compensation

± 7% ± 5 %

Speedo without wheel diameter compensation

± 10 % ± 7 %

Verification of the speed indicating devices compared to the true vehicle speed shall be

measured by suitably accurate equipment. Verification shall be carried out at 10 km/h intervals

up to the maximum design speed.

9.3. Data logger or recorder Each train shall be fitted with a functioning, reliable, and accurate data recording or logger

system.

The system shall meet the requirements of AS 7527 Rolling Stock Event Recorders.

For earlier multiple unit trains fitted with analogue or tape type data logger or recorders, such as

Hasler recorders, the system shall meet the requirements specified in the ONRSR rail safety

compliance code – Data Loggers.

ONRSR compliance code for data loggers is available from the ONRSR website

(http://www.onrsr.com.au).




Some earlier designs of multiple unit trains currently operating do not have data loggers or

Hasler recorders. In such cases, the design will be assessed considering the equipment fitted

and the proposed use of the train.

9.4. Emergency equipment Each multiple unit train shall be supplied with the emergency equipment as specified in Section

3.11 of TS TOC 1 Train Operating Conditions (TOC) Manual – General Instructions.

9.5. Emergency cock Multiple unit trains shall be fitted with an emergency cock or fail-safe emergency brake pipe

dump control near each crew position. The cock when opened shall directly vent the brake pipe.

9.6. Communications Multiple unit trains shall be fitted with a train radio system. Refer to T HR RS 00100 ST (RSU

190) for more information.

9.7. Lights AS 7531 is acceptable for use for Section 9.7.1 to Section 9.7.3, except where indicated as an

additional requirement (separator lines and blue bold text). The remainder of the content of this

section is in alignment with AS 7531.

9.7.1. Headlights Each terminal multiple unit car shall be fitted with white headlights fitted at any leading end as

follows:

• headlight arrangement shall produce a peak intensity of at least 200,000 cd

• the peak intensity requirement shall also be met if devices to protect or diffuse the

headlights are fitted while in service

• the centreline of each headlamp beam should be aimed at a point at the centre of track

level at least 240 m ahead and in front of the headlight

• the headlight arrangement shall be inspected and maintained such that the illumination and

alignment requirements are ensured

• headlights shall be at least 2.3 m above rail

• headlights shall have the ability to be dimmed to a low beam setting

• the headlight low beam shall produce a peak intensity of no greater than 80,000 cd

Note: All headlights should be in a colour temperature between 2,000 K and 7,500 K.




9.7.2. Tail or marker lights

Each terminal multiple unit car shall be fitted with at least two marker or tail lights fitted at any

leading or trailing end as follows:

• red marker lights fitted at any trailing end

• white marker lights fitted at any leading end

• red marker lights and white marker lights fitted as high and wide as practical, at both sides

of each end

• each marker light shall have a luminous intensity of at least 75 cd

The requirement of white marker lights at any leading end is not a requirement in AS 7531. For operation on the TfNSW Metropolitan Heavy Rail Network, white marker lights are required to be fitted to any leading end of a multiple unit train.

9.7.3. Visibility lights Each terminal multiple unit car shall be fitted with high visibility ditch lights, or fog lights, as

follows:

• these lights shall be combination driving or fog lights and shall be positioned such that the

beam of light is at an angle of 7.5 degrees from and crossing the vehicle centreline

• two white visibility lights fitted at any leading end

• each visibility light shall produce a peak intensity of at least 20,000 cd

• visibility lights shall be at least 600 mm above the top of the rail

• visibility lights should be no more than 1200 mm above the top of the rail

• visibility lights shall be laterally separated by at least 900 mm if they are mounted at least

1500 mm below the headlights

• visibility lights shall be laterally separated by at least 1500 mm if they are mounted less

than 1500 mm below the headlights

• visibility lights shall be aimed at a point that is at least 25 m in front of the terminal end of

the vehicle at top of rail

Figure 1 illustrates this requirement.




Figure 1 - Side view of visibility light aiming

• visibility lights shall then be aimed or turned cross-eyed to between a minimum of

7.5 degrees and a maximum of 15 degrees to the longitudinal centreline of the vehicle

Figure 2 illustrates this requirement.

Figure 2 - Top view of visibility light aiming

• visibility lights shall alternately flash on and off when the horn is sounded or the train

changes direction

• the rate of alternate flashing shall be at least 40 flashes per minute and shall be at most

180 flashes per minute

• the flashing shall continue for a period of at least 15 s

AS 7531 specifies normal interior lighting, emergency interior lighting, access lighting and coupler lighting. T HR RS 00600 ST is an interface standard for access onto the TfNSW Metropolitan Heavy Rail Network, so these types of lights are not specified in this document.

9.7.4. Maintenance The operation of lights is critical to the safe operation of multiple unit trains.

Accordingly, all globes and lenses shall be inspected and maintained to ensure their operation

as specified in Section 9.7.

9.8. Horns Multiple unit trains shall be fitted with a town horn and a country horn.




The external sound pressure level of train horns shall comply with Table 8.

Table 8 - Horn external noise limits and test conditions

Country horn Town horn

Operating condition Stationary, main reservoir pressure within typical operating range

Stationary, main reservoir pressure within typical operating range

External location 200 m from front of the train; 1.5 m above rail level

100 m from front of the train; 1.5 m above rail level

Minimum LAmax,F (Fast response)

88 dB(A) 85 dB(A)

Maximum LAmax,F (Fast response)

93 dB(A) 90 dB(A)

As an alternative to test compliance with the requirements given in Table 8 at lower distances,

train horns may achieve the external sound pressure levels specified in Table 9 when measured

as follows:

• using the maximum A-weighted Fast response (LAmax,F) over the duration of the horn

activation

• at 5 m from the front of the train directly in line with the horn

• at 1.5 m above rail level

• over track with clean serviceable ballast

• with the main reservoir pressure within typical operating range

• at least 30 m from any reflecting surface

Table 9 - Horn external noise limits – alternative testing at lower distances

Noise limits - Country horn (Note 1)

Noise limits - Town horn (Note 2)

Minimum LAmax,F (Fast response)

124 dB(A) 114 dB(A)

Maximum LAmax,F (Fast response)

129 dB(A) 119 dB(A)

Notes:

1. Only valid for a country horn with a fundamental frequency in the range

390 Hz ± 25 Hz.

2. Only valid for a town horn with a fundamental frequency in the range

290 Hz ± 25 Hz.




10. Electric train specific requirements – RSU 660 10.1. Introduction

The requirements specific to EMU trains in this section are in addition to the requirements

detailed elsewhere in this standard, and all EMU trains shall meet the applicable requirements

within T HR RS 00600 ST.

10.2. Pantograph isolation Pantographs on electric trains should be electrically separated such that one pantograph raised

cannot provide power to the lowered pantographs.

Where the pantographs on an electric train are not electrically separated, a pantograph isolating

switch shall be fitted to allow electrical separation of the pantographs.

10.3. 1500 V traction supply Refer to T HR RS 00850 ST for details of the 1500 V traction supply.




11. Diesel train specific requirements – RSU 670 The requirements specific to DMU trains in this section are in addition to the requirements

detailed elsewhere in this standard, and all DMU trains shall meet the applicable requirements

within T HR RS 00600 ST.

11.1. Exhaust emissions Refer to T HR RS 00100 ST (RSU 150), and T HR RS 00200 ST (RSU 292), for requirements

and limits associated with exhaust emissions of diesel traction systems for DMU trains.

11.2. External noise emissions Refer to T HR RS 00100 ST (RSU 150) and T HR RS 00200 ST (RSU 292) for requirements

and limits associated with noise emissions of diesel traction systems for DMU trains.

11.3. Diesel fuel tank and fuelling infrastructure requirements Refer to T HR RS 18001 ST Diesel Fuel Tanks for Passenger Rolling Stock for the

requirements of fuel tanks, associated equipment, and fuelling infrastructure.




12. Multiple unit trains with multi-mode traction systems – RSU 680 The requirements given in this section relate to multiple unit trains utilising traction systems

which combine two or more types of traction systems; common examples include diesel and

overhead wire electric, however may also include on-board electrical storage and other on-

board fuel sources.

12.1. Applicable requirements The applicable requirements are dependent on whether a single traction mode is in use at any

one time or if multiple traction modes are in use at any one time.

Requirements specific to the traction mode are only applicable when the traction mode is in

operation.

Refer to Table 10 for further details on standards requirements.

Table 10 - Applicable standards for multiple unit trains with multi-mode traction systems

Applicable standard Diesel traction Electric traction (overhead wire)

Electric traction (on-board battery)

Multi-mode traction (diesel or electric or both)

T HR RS 00600 ST (RSU 600)

Applicable Applicable Applicable Applicable

T HR RS 00600 ST (RSU 610)


T HR RS 00600 ST (RSU 620)


T HR RS 00600 ST (RSU 630)


T HR RS 00600 ST (RSU 640)


T HR RS 00600 ST (RSU 641)


T HR RS 00600 ST (RSU 642)


T HR RS 00600 ST (RSU 643)


T HR RS 00600 ST (RSU 650)


T HR RS 00600 ST (RSU 660)

Not applicable Applicable Not applicable Applicable (overhead wire only)

T HR RS 00600 ST (RSU 670)

Applicable Not applicable Not applicable Applicable




Applicable standard Diesel traction Electric

traction (overhead wire)

Electric traction (on-board battery)

Multi-mode traction (diesel or electric or both)

T HR RS 00600 ST (RSU 680)


12.2. Engaging and transitioning between traction modes Engaging a traction mode, transitioning from one traction mode to another traction mode, or

engaging additional traction modes to compliment an existing traction mode is acceptable as

required for the purposes of the following:

• performance

• business requirements

• failure of a traction mode

• infrastructure availability

• depletion of on-board stored energy (fuel or electricity)

When engaging traction modes, transitioning between traction modes or engaging or

disengaging additional traction modes, the system shall ensure the following:

• All safety equipment remains operational.

• All driver controls and systems (including braking systems) used for train control and

management remain operational.

• Tractive power is continually available to the driver; for example, there is no momentary

loss in power.

• The status of each traction mode is displayed to the driver such that the modes that are

currently active or in the process of being engaged or disengaged is clear.

• Any traction modes with depleted energy storage (fuel or electricity) shall be locked out

from normal operation and be clearly advised to the driver.

• Any traction modes with infrastructure requirements that are not present shall be locked out

from normal operation and be clearly advised to the driver (for example, electric traction

from overhead wire shall not be available when transitioning from an electrified network to

a non-electrified network).

• When engaging or disengaging to the electrical overhead wire, the current draw in the

system shall be minimised to ensure arcing does not occur.




• When engaging or disengaging to the electrical overhead wire, the train shall be stationary.

Design of rolling stock may allow engaging and disengaging from the overhead wire whilst

the train is in motion. The design of the train should not be modified to control the transition

with an engineering control; it should be controlled administratively to facilitate potential

future operations.

Note: Currently the normal practice for raising and lowering pantographs to interface

to the overhead wire is for the train to be stationary. Where interfacing to the overhead

wire is required whilst the train is in motion, contact the ASA for further requirements.


Documents

T HR RS 00600 ST RSU 600 Series - Minimum Operating ... · Multiple Unit Train Specific Interface Requirements • T HR RS 00700 ST (RSU 700 series) Infrastructure Maintenance Vehicle