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Railway Group Standard

Vehicle Fire, Safety and Evacuation

GM/RT2130

Issue Three

Date December 2010

Page 2 of 42 RSSB

Issue record

Issue Date Comments

One J une 2008 Original document

Supersedes GM/RT2120, GM/RT2176,GM/RT2177, GM/RT2300, GM/RT2462,AV/ST9002 and AV/ST9005

Two August 2009 Replaces issue one

Small scale change amendment addition ofclause 8.2.2.2

Three December 2010 Replaces issue two

Small scale change amendment withdrawal of6.5.3, and revision of clauses 6.5.2 and 8.2.2.1

Amended or additional parts of revised pages have been marked by a vertical black line inthe adjacent margin.

Superseded documents

The following Railway Group documents are superseded, either in whole or in part asindicated:

Superseded documents Sections

superseded

Date when

sections aresuperseded

GM/RT2130, issue two, August 2009


All 05 March 2011

Supply

The authoritative version of this document is available at www.rgsonline.co.uk.Uncontrolled copies of this document can be obtained from Communications, RSSB, Block2 Angel Square, 1 Torrens Street, London EC1V 1NY, telephone 020 3142 5400 or [email protected]. Other Standards and associated documents can also be viewed at

www.rgsonline.co.uk.

Uncontrolled When Printed

Document comes into force 05/03/2011

Supersedes GMRT2130 Iss 2 on 05/03/2011

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Contents

Section Description Page

Part 1 Purpose and Introduc tion 51.1 Purpose 51.2 Introduction 5

Part 2 Fire Safety 7

2.1 Vehicle fire performance categories 72.2 General requirements 72.3 Safeguarding continued operation in the event of fire 82.4 Reducing the risk of ignition 92.5 Reducing the risk of fire development 102.6 Fuel systems and storage 10

2.7 Equipment cubicles and equipment cases 112.8 Penetrations through floors or fire barriers 122.9 Material fire performance categories and selection 122.10 Layered materials and assemblies 142.11 Testing of materials, components and assemblies 162.12 Fire protection 162.13 Emergency stop and isolation devices 212.14 Retaining and upgrading fire performance during modifications 222.15 Retaining fire performance during maintenance 22

Part 3 Engine Exhaust 24

3.1 Engine exhaust 24

Part 4 Requirements for Emergency Light ing 254.1 General requirements for emergency lighting 254.2 Emergency lighting in passenger saloons 254.3 Emergency lighting at egress points 264.4 Emergency lighting in escape routes 274.5 Emergency lighting adjacent to emergency equipment 27

Part 5 Requirements for Emergency and Safety Equipment 28

5.1 General requirements 285.2 Services operating on dc electrified lines 285.3 Specific rail applications 295.4 Examination and testing 29

Part 6 Requirements for Emergency and Safety Information 30

6.1 Provision of information 306.2 General signage requirements 306.3 Information for passengers 306.4 Positioning 316.5 Materials 316.6 Review and evaluation 31

Part 7 Requirements for Evacuation 327.1 Vehicle design for evacuation and escape 327.2 Side evacuation 337.3 End evacuation 33

Part 8 Appli cation of this document 358.1 Application infrastructure managers 358.2 Application railway undertakings 358.3 Health and safety responsibilities 35




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Appendices 36Appendix A Properties of Interior and Exterior Surfaces and Materials 36

Appendix B Test Pulse 37

Definitions 38

References 42

Figures

Figure 1 Direction of engine exhaust 24Figure 2 Location of vestibule emergency lighting 26




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Part 1 Purpose and Introduction

1.1 Purpose1.1.1 This document mandates requirements for the provision of rail vehicle fire, safety

and evacuation arrangements. In particular, it addresses matters of rail vehicledesign associated with fire safety, diesel propulsion, emergency lighting,emergency and safety equipment, emergency and safety information andemergency evacuation.

1.2 Introduction

1.2.1 Background

1.2.1.1 The implementation of the Technical Specifications for Interoperability (TSIs)mandated through a series of European Union Directives has resulted in a reviewof all requirements mandated in Railway Group Standards.

1.2.1.2 Under the Strategy for Standards Management, Rail Safety and Standards Board(RSSB) has given a commitment to review all of its standards with a view tomandating only those requirements that define the interface and the need forco-operation between different categories of duty holder to manage risk safely.

1.2.1.3 A review of the requirements set out in a suite of standards associated with firesafety and evacuation on rail vehicles has resulted in a revised Railway GroupStandard on this topic.

1.2.2 Principles

1.2.2.1 The requirements of this document are based on one of the following principles:

a) This document only mandates those requirements that define the interfaceand the need for co-operation between different categories of duty holderto manage risk safely.

b) This document only mandates requirements that are necessary to supportan Open Point in a TSI and meet an essential requirement of the relevantEU Directive.

c) This document only mandates requirements that are necessary forinterworking on non-TSI compliant GB infrastructure.

1.2.3 Support to Essential Requirements

1.2.3.1 The EU Directives applicable to Interoperability mandate that each TSI is required

to address a number of essential requirements. In supporting specific openpoints in Rolling Stock TSIs, in particular the as yet un-published ConventionalRolling Stock TSIs, the following essential requirements are addressed.

1.2.3.2 The Directive 2001/16/EC of the European Parliament and of the Council of19 March 2001 on the interoperability of the conventional rail system togetherwith the consolidated legal version (without preamble) according to Directive2004/50/EC of 29 April 2004 contains within Annex 3 Essential Requirements thefollowing relevant essential requirements:

2.4. Rolling stock2.4.1. Safety

Emergency exits must be provided and indicated.

Appropriate provisions must be laid down to take account of the particularsafety conditions in very long tunnels.

An emergency lighting system of sufficient intensity and duration iscompulsory on board trains.




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2.4.2. Reliability and availability

The design of the vital equipment, of the running, traction and braking

equipment and of the control and command system must be such as toenable the train to continue its mission, in a specific degraded situation,without adverse consequences for the equipment remaining in service.

1.2.4 Supporting documents

1.2.4.1 The following Railway Group documents support this Railway Group Standard:

GM/RC2530 Recommendations for Rail Vehicle Fire Safety

GM/RC2531 Recommendations for Rail Vehicle Emergency Lighting

GM/RC2532 Recommendations for Rail Vehicle Emergency and SafetyEquipment

GM/RC2533 Recommendations for Rail Vehicle Emergency and SafetyInformation

GM/RC2534 Recommendations for Rail Vehicle Emergency Evacuation

1.3 Approval and authorisation of this document

1.3.1 The content of this document was approved by Rolling Stock StandardsCommittee on 03 September 2010.

1.3.2 This document was authorised by RSSB on 29 September 2010.




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Part 2 Fire Safety

2.1 Vehic le fire performance categories2.1.1 The fire performance of a vehicle shall be appropriate to its operational risks.

Two categories of vehicle, in ascending order of fire risk and of the consequencesof fire, are defined as follows:

a) Category A

Category A fire safety rolling stock operating on infrastructure with tunnelsand / or elevated sections of maximum length of 5 km. Successive tunnelsare considered as one tunnel unless both of the two following requirementsare fulfilled:

i) The separation between them in open air is longer than 500 m

ii) There is an access / egress facility to a safe area within the opensection.

b) Category B

Category B fire safety rolling stock operating on all infrastructure (includingthose with tunnels and / or elevated sections with lengths exceeding 5 km)or that is designed and built to operate specifically to provide sleepingaccommodation for passengers or other personnel.

2.1.2 All requirements set out in this document apply to Category A and B vehiclesunless specifically limited to Category B vehicles. Clauses identifying theadditional requirements relevant to category B vehicles are as follows:

a) 2.3.2

b) 2.3.3

c) 2.3.4

d) 2.12.3.1

e) 2.12.7.2.

2.1.3 The above categories have been aligned with the categories used in the TSIs.

2.2 General requirements2.2.1 Railway vehicles shall be designed and constructed to reduce as far asreasonably practicable the reasonably foreseeable risks of ignition and firedevelopment, under normal operating conditions, fault conditions and whensubjected to attempted arson.

2.2.2 Railway vehicles shall be maintained so that the risks of ignition and firedevelopment, under normal operating conditions, fault conditions and whensubjected to attempted arson, are reduced as far as reasonably practicable.

2.2.3 A means of visually assessing whether fire is present shall be incorporated indoors in fire barriers that are part of an escape route (such as bulkhead doorsbetween vestibules and engine compartments). This allows a visual assessment

of the situation beyond a barrier or a partition to be made as a means ofdetermining whether an area is safe to enter for escape or fire fighting, withoutexposure to direct risk from the fire or without the risk of the fire immediately




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escaping into the adjacent area. Where a means of visual assessment isprovided it shall meet the conformance requirements of the fire barrier.

2.2.4 In the event of a fire developing, the vehicle design configuration and thematerials used in its construction shall ensure, as far as reasonably practicable,that:

a) The required mechanical strength of the vehicle main structure is retained.

b) The rates of fire propagation, of flame spread, heat release and of smokeand toxic gas emissions are sufficiently low as to:

i) Enable people not to be unduly hindered in their escape andevacuation to a position of ultimate safety, taking account of thespecific operational characteristics of the category of vehicles asdescribed in 2.1.

ii) Reduce as far as is reasonably practicable the effects on the railwayinfrastructure and on railway operations.

2.2.5 The high level objectives set out in 2.2.1 - 2.2.4 inclusive are deemed to havebeen satisfied by compliance with the detailed requirements in Part 2 of thisdocument.

2.3 Safeguarding cont inued operation in the event of fire

2.3.1 The vehicle design shall, taking account of the specific operational characteristicsof the category of vehicle as described in 2.1, incorporate such protection asnecessary to ensure that, as far as is reasonably practicable, the vehicle can

continue to be operated and brought to a stand safely at a safe location in theevent of a fire developing. The protection will also provide increased opportunityfor other actions to be put in place prior to fire prejudicing the safety of theinfrastructure and its users. The protection shall be by means of:

a) A fire barrier providing protection for each cab, where present, from fire inthe remainder of the vehicle as set out in 2.3.2.

b) The fire resistance of those train systems which are essential for bringingthe vehicle to a stand safely, at a safe location, in the presence of fire.Such train systems, enabling the continued operational integrity, includetrain control and braking. It is permissible for such fire resistance to beachieved by shielding of the system, location of critical components (forexample cables) in an area inaccessible to fire within the specified time, or

by choice of material for the system components (see 2.3.3).2.3.2 For category B vehicles the fire barrier shall achieve a 20 minute integrity and

insulation in accordance with BS 476 Part 20 and Part 22 or BS EN 1363-1:1999partition test. For category A vehicles the fire barrier shall achieve a 15 minuteintegrity and insulation in accordance with BS 476 Part 20 and Part 22 or BS EN1363-1:1999 partition test. It is permissible for that section of a fire barrierlocated within the roof space to be exempt from the insulation requirementsprovided that no other material is in contact with the barrier that could be ignitedby the heat transfer from the fire through the barrier.

2.3.3 Train systems which are vital to the continued operation of a train in the event offire, such as train control and braking, shall be protected against the effects offire. Elements of such systems that would be vulnerable to fire shall, in the case

of category B vehicles, achieve 20 minutes integrity to BS 476 Part 20 and Part22 or BS EN 1363-1:1999 partition test. Elements of such systems in the case ofcategory A vehicles shall achieve 15 minutes integrity to BS 476 Part 20 and Part22 or BS EN 1363-1:1999 partition test.




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2.3.4 The essential and emergency train egress systems, such as door controls,gangways and passenger communication equipment (including public address

equipment and other equipment to facilitate communication between passengersand crew) that are outside the vicinity of the fire, shall continue to functionnormally for 15 minutes for category A vehicles and 20 minutes for category Bvehicles.

2.4 Reducing the risk of ignition

2.4.1 To reduce the risk of ignition, the design of the vehicle and its equipment (eitherlocated inside the vehicle or located outside) shall include an assessment ofnormal operation and foreseeable failure modes to demonstrate that the potentialfor ignition has been addressed.

2.4.2 The overall design configuration of a vehicle, including its structures, systems,equipment, components and materials, and their relative positions and proximities

to each other, shall be arranged so that the resistance to the onset of fire ismanaged. Potential equipment and component failure modes, and their potentialinteractions, shall be taken into account in assessing and minimising fire risk.

2.4.3 Except where functionality demands otherwise, sources of heat and ignition suchas internal combustion engines, electrical equipment, braking systems, cookingequipment, heaters and hot surfaces, shall be separated from flammable fluidsystems and lubricating oil systems along with associated tanks, pipework andancillary equipment by physical distance or suitable barriers. Any potentialleakage or seepage of flammable liquids shall be managed. This shall includeconsideration of flexible pipes or joints in the lines used for circulation ordistribution of pressurised fluids.

2.4.4 Equipment containing flammable liquid, such as fuel and oil tanks, transformers,

hydraulic systems, and their associated pipework, shall be either:a) Of proven durability for its environment

Or

b) Protected against risk of puncture.

2.4.5 Where sparks are inherent to normal vehicle operation, shielding shall beprovided to prevent ignition of combustible materials by such sparks. Particularattention shall be given to mechanical sources below the floor of the vehicle.Examples of such mechanical sources include cast iron brake blocks, and railgrinding equipment.

2.4.6 Where there are sources of heat within a vehicle, such as heaters and cooking

appliances, precautions shall be taken to ensure that they do not present a firehazard.

2.4.7 The temperature of touchable surfaces of vehicle heaters in passenger saloonsshall not exceed 60 C. The temperature of touchable surfaces of vehicleheaters in driving cabs and other crew / staff areas of rail vehicles shall notexceed 80 C. Adjacent combustible materials shall be protected.

2.4.8 Vehicles shall be designed so as to reduce places where flammable debris orlitter could accumulate. Internal to the vehicle particular attention shall be givento areas in proximity to sources of heat, ignition and air flow. External to thevehicle, particular attention shall be given to the filling and drainage points forsystems containing flammable fluids. Attention shall also be given to areasaround under-slung diesel engines, fuel lines, heat sources, and sources of

arcing.




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2.5 Reducing the risk of fire development

2.5.1 The design of the vehicle and the installation of its systems shall eliminate

features that could encourage fire development. The design shall take accountof, as a minumum, the following requirements:

a) Layout of systems and equipment

Except where functionality demands otherwise, the position, orientationand proximity to each other of the vehicle systems, equipment,components and materials, located inside or outside the vehicle, shall bearranged such that the potential for flame spread, and thus for thepromotion of fire development, is reduced.

b) Accumulation of flammable dust in ducting

Vehicles shall be designed to provide access for periodic cleaning toducting in which dust is likely to accumulate. Such ducting includes thatprovided for environment control (especially passenger systems, eventhough these are likely to be more extensive and complex), equipmentventilation or fume extraction.

2.5.2 The potential for the spread of associated smoke and toxic fumes shall beconsidered in the design and configuration of systems for heating, ventilation andair-conditioning.

2.5.3 Litter bins in vehicles shall be designed to be capable of containing an internalfire. They shall be constructed using materials which have a 10 minute integritywhen tested to BS 476 Part 20 and Part 22 or BS EN 1363-1:1999 partition test.

2.5.4 Fire and smoke barriers shall be installed in vehicles to delay the spread of fireand its combustion products at locations where fire development could be rapidand the ability of people to escape could be unacceptably impaired. Thesebarriers shall be sited in a vehicle such that they:

a) Delay the spread of fire and combustion products between vehicles with avehicle / vehicle performance according to the category of the vehicles asset out in 2.3.2.

b) Delay the penetration of fire from underneath the floor of a vehicle into thevehicle interior. Floor fire barriers shall achieve a 20 minute integrity andinsulation in accordance with BS 476 Part 20 and Part 22 orBS EN 1363-1:1999 partition test.

c) Delay the spread of fire and combustion products into areas where thedriver and traincrew carry out their operational duties under emergencyconditions (such as driving the train to a safe place for evacuation andinitiating an evacuation), and to safeguard their escape routes from thoseareas on completion of those duties. The fire barrier performance shall bein accordance with the category of the vehicles as set out in 2.3.2.

2.5.5 Doors in fire barriers shall be self-closing. However, the passage of peoplethrough such doors shall not be impeded by that feature.

2.6 Fuel systems and storage

2.6.1 The fuel installation shall be so designed and constructed that its components areable to resist internal and external corrosion phenomena to which they areexposed.




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2.6.2 Risks from fuel storage on the vehicle are reduced by achieving the following:

a) The fuel tank(s) shall be made of a fire-resistant material.

b) A fire barrier shall be provided to separate the fuel tank(s) from passengercompartments.

c) The fuel tank(s) shall be placed so as to ensure that any fuel leaking fromthe tank(s), its filler hole or its pipe connections does not come into directcontact with any source of ignition.

d) Fuel tanks shall not be located forward of the leading bogie of a vehiclewhich could be the leading vehicle in a train formation.

e) Fuel tanks shall not be located directly adjacent to a bogie, in order toreduce the probability of the vehicles bogie prejudicing the integrity of the

fuel tank in the event of an accident or derailment. Where it is not possibleto install other equipment to separate the fuel tank from the bogie, andwhere locating away from the bogies is not practicable, there shall besufficient clearance between the bogie and the fuel tank to permit fullunconstrained rotation of the bogie prior to it coming free of the centrepivot, in the case of derailment, without impacting the fuel tank.

f) Fuel tanks shall either:

i) Not be located in the vicinity of dc power lines where there is adanger of stray arcs occurring

Or

ii) Be adequately protected from stray arcs (for example, by a suitablyproven arc barrier material).

g) Where externally mounted fuel lines supplying fuel under pressure arevulnerable to impact, they shall be provided with cut-off devices, (see also2.14.1).

2.7 Equipment cubicles and equipment cases

2.7.1 When installed in areas accessible by passengers or traincrew, equipmentcubicles and equipment cases containing electrical equipment that does not meetthe requirements for minor materials set out in Appendix A and is sealed topreclude oxygen from entering to feed a fire inside shall be constructed of a

material which achieves a fire resistance performance of 10 minutes when testedin accordance with BS 476 Part 20 and Part 22 or BS EN 1363-1:1999 partitiontest. It is permissible to use intumescent material to obtain a seal. Where thecubicle or case meets these requirements no specific requirements are given forthe individual electrical components.

2.7.2 When installed in areas accessible by passengers or traincrew, and where anelectrical equipment cubicle or equipment case is not sealed and the individualcomponents located within the equipment cubicle or equipment case do not meetthe requirements for minor materials set out in Appendix A, the cubicle or caseshall be constructed of a material which achieves a fire resistance performance of15 minutes (class A vehicles) or 20 minutes (class B vehicles) when tested inaccordance with BS 476 Part 20 and Part 22 or BS EN 1363-1:1999 partition test.

Additional measures shall be implemented to prevent fire propagation into theremainder of the vehicle where the ventilation paths through the cabinet couldfacilitate this.




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2.7.3 Where an electrical equipment cubicle or equipment case contains individualcomponents all of which meet the requirements for minor materials set out in

Appendix A, the cubicle or case shall be constructed of materials which satisfythe requirements of 2.9.4.

2.8 Penetrations through floors or fire barriers

2.8.1 Penetrations through the floor or fire barrier (such as cables, pipes or ducting),shall not prejudice the conformance of the floor or fire barrier.

2.9 Material fire performance categories and selection

2.9.1 Vehicle fire performance criteria

2.9.1.1 Vehicles shall, unless stated otherwise in this document, satisfy, as a minimum,one of the following requirements:

a) Surfaces and materials shall have fire properties as set out in Appendix A.

b) The performance of the vehicle shall be at least equivalent to that of avehicle which is fully compliant with a) above. This equivalence shall bedemonstrated in terms of the same aspect of fire performance.

2.9.1.2 It is permissible to exclude the following externally-mounted components from therequirements of this standard:

a) Rubber suspension elements, for example airsprings, auxiliary springs andequipment mountings

b) Hoses and similar components associated with the engine and itsauxiliaries that are located within the scope of the engine fire protection

system.

2.9.2 Assessment of materials for selection

2.9.2.1 Combustible materials and component parts used in the construction of a vehicle,including coated metallic items and gangway materials, shall be assessed for fireperformance to ensure that they are compatible with the operational risks of theapplicable vehicle category. The influence of materials and component parts onthe fire performance of the vehicle as a whole shall be taken into account.

2.9.2.2 In assessing the fire performance of materials, the following aspects of firebehaviour shall be taken into account:

a) Ignitability

b) Rate of surface spread of flame

c) Rate of heat release

d) Smoke generation

e) Toxic fume emission

f) Release of other harmful products.

2.9.3 Juxtaposit ion of materials

2.9.3.1 The following design considerations shall be taken into account when selecting

materials and component parts for fire performance, such that they meet therequirements of 2.9.1:

a) The quantity and type of each material




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b) The position, configuration and orientation of each material

c) The ways in which materials are combined and joined, together with themeans and substances employed

d) The mechanical strengths of components in a fire, including structuralmembers and fire barriers

e) The effects of air flows, including flows from open windows and flows fromforced ventilation and air-conditioning systems.

2.9.4 Classifi cation of materials - reaction to fire

2.9.4.1 For the purpose of appraising fire performance and with the considerations of2.9.1 and 2.9.2, materials shall be classified for assessment into types,determined by their orientation in or on the vehicle. This is a critical factor in

establishing the risk in the event of a fire.

2.9.4.2 Surfaces shall therefore be classified in accordance with the decreasing order offire risk as follows:

a) Horizontal prone (HP) for ceiling-like surfaces downward facing surfacewithin 45 of the horizontal

b) Vertical (V) for wall-like surfaces within 45 of the vertical

c) Horizontal supine (HS) for floor-like surfaces upward facing surface within45 of the horizontal.

2.9.4.3 HP and V surfaces shall only be further classified as a limited extent surface

(L surface) as indicated below.

2.9.4.4 A surface shall only be classified as a HPL surface when the maximum horizontalextent of the surface is less than 1 m and there is no point on its surface which iscloser to any other limited extent surface than a distance measured in anydirection, equal to its maximum horizontal extent.

2.9.4.5 A surface shall only be classified as a VL surface when the maximum verticalextent of the surface is less than 1 m and there is no point on its surface which iscloser to any other limited extent surface than a distance measured verticallyupwards, equal to its maximum vertical extent.

2.9.4.6 It shall be noted that in areas where an extended HP surface does not exist for

example the underside of a seat shell or a small area within a larger area that isfully in accordance with the appropriate values, then it is permissible to relax thevalues to those applicable to a VL surface.

2.9.4.7 An item or material, unless specifically classified otherwise in the aboveclassification scheme, shall be considered as a surface if its exposed surfacearea exceeds 0.2 m

2or if its mass exceeds 500 g (vehicle interior applications) or

2 kg (vehicle exterior applications). If the item or material has a mass or surfaceless than this, then it may be considered as a minor usage material. If the massof a material is greater than 500 g and its geometry does not allow it to be readilyidentified in any of the above categories, then the requirements for a V surfaceshall be applied.

2.9.4.8 Materials having a mass of less than 100 g (vehicle interior) or less than 400 g(vehicle exterior) and which are not themselves a surface are unclassified interms of fire performance. However, grouping considerations shall be applied tominor usage materials to ascertain if they are to be treated as a surface. In




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considering groupings of minor usage materials, if there is a separation of 0.5 mfor a HP or V surface and a separation of 0.2 m for a HS surface between any

two minor usage materials then it is permissible to consider them on an individualbasis. If such separation is not achieved then they shall be considered as asingle material.

2.9.5 Products of combustion

2.9.5.1 The use of materials that contain known toxic chemical groups, or that producegases or fumes during combustion or smouldering that are toxic or impairpeoples abilities to escape, such as halogenated compounds, shall be excludedwherever possible. A nationally or internationally recognised assessmentprotocol, (for example, as set out in BS 6853) defining appropriate criteria andrespective test methods, shall be used.

2.10 Layered materials and assemblies

2.10.1 General requi rements

2.10.1.1 Layered materials and assemblies, including seat components and seatassemblies, shall be in accordance with the requirements of 2.9.1 for theappropriate surfaces. The design shall take account of, as a minimum, thefollowing requirements set out in 2.10.2 to 2.10.7.

2.10.2 Layered materials

2.10.2.1 Particular attention shall be given to ensuring that the integrity of layeredmaterials can be maintained in situations where the overall performance dependson the use of fire-resistant outer layers to protect non-compliant inner layers.

2.10.2.2 Layered materials, whether in isolation or forming part of an assembly, shall be

tested as single assemblies which reflect the installed condition, including airgaps, as far as reasonably practicable within the limitations of the test protocol.

2.10.2.3 Examples of layered materials include but are not limited to:

a) Sandwich panels with combustible cores

b) Floor coverings on combustible substrates.

2.10.3 Assemblies

2.10.3.1 For all materials, whether layered or not, which are juxtaposed in a design so asto form an assembly, there shall be an assessment to ensure that there are nospecial features which would cause the requirements set out in 2.9.1 not to be

met. That assessment shall, where necessary in order to demonstratecompliance with the requirements set out in 2.9.1, include assembly tests whichallow the following aspects of performance to be evaluated as appropriate:

a) Vertical voids which form chimney effects between floors and ceilings

b) Pool fires resulting from the melting of materials

c) Delamination.

2.10.3.2 One example of such assemblies is the wall-to-wall corner in which the materialsforming the vehicle wall abut the materials forming the end partition and are anassembly only by reason of their being fixed together at the adjoining corner.

2.10.3.3 Where vertical voids are blocked to avoid chimneys between floor and ceiling byusing an appropriate number of horizontal partitions (not necessarily fire barriers)to resist the spread of heat, smoke and fire, they shall be made from suitable fire-




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resisting materials and shall compartmentalise the void. Such voids shall meetthe requirements of Appendix A, surface category C, where applicable.

2.10.4 Seats

2.10.4.1 Seats shall be tested as a complete entity and, in addition, the rate of heatrelease shall be determined for the composite of materials used for the seatcushion and seat back cushion as described below:

a) All seat trim shall be fire tested using an ignition source Crib 7 inaccordance with BS 5852 section 5, with the ignition source placed on theseat cushion at the junction with the seat back cushion and on thelongitudinal centreline of the seat, and / or at other locations as appropriatesuch that a worst case test is applied.

i) Seating which consists of a seat cushion without a seat back

cushion shall be fire tested in accordance with BS 5852 section 5,with the ignition source placed at 100 mm from the rear edge of thecushion on the longitudinal centreline of the seat, and / or at otherlocations as appropriate such that a worst case test is applied.

ii) Where a seat shell does not provide a complete fire barrier to theunderside of the cushion, the seating shall be fire tested inaccordance with BS 5852 with the ignition source placed at floorlevel under the centre point of the seat cushion. This test is notrequired for seats in driving cabs and operator seats.

iii) Seating with a tip-up seat cushion shall be subjected to eachappropriate test above with the cushion in the seated position.

iv) A minimum of three consecutive seats shall satisfy the compliancecriteria for each appropriate fire test.

b) The seat cushion and seat back cushion composites shall be tested inaccordance with the requirements of ISO 5660:1993 Part 1. The test shallbe carried out with a heat flux of 25 kW/m

2in the case of the cushion and

35 kW/m2in the case of the seat back cushion, the sampling intervals shall

not exceed 2 s and the data shall be collected for an elapsed time of notless than 1200 s.

c) The seat shell shall meet the requirements for vertical surfaces set out inAppendix A of this document.

d) Any ancillary parts of the seat (for example, arm rests, seat-back tables)shall be tested in accordance with the applicable requirements set out inAppendix A of this document.

2.10.5 Seats in driving cabs or operator seats

2.10.5.1 Seats provided for drivers or operators of equipment shall meet the requirementsset out in 2.10.4.1 a), c) and d) except where it is demonstrated that compliancewould prejudice other safety-critical operational requirements (for example,vibration attenuation). Where the fire performance cannot be met, evidence shallbe produced and recorded demonstrating that the risk is mitigated by theprovision of fire extinguishing equipment and by other precautions appropriate tothe particular installation; for example, the isolation of equipment when the seat isnot used and the protection of the seat from sources of radiant heat.




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2.10.6 Windscreen anti-spall protection films

2.10.6.1 There are no specific requirements for fire performance of films attached to the

cab windscreen for anti-spall protection of the driver. The risk of such filmscontributing significantly to a fire in the cab is considered far lower than the risk ofthe driver being injured by spalling of the windscreen in the event of an impact.The fire risk is also mitigated by the mandatory installation of a fire extinguisheraccessible to the driver as set out in 2.12.2.

2.10.7 Adhesive films

2.10.7.1 Adhesive films (typically called vinyls) used internally or externally as surfacecoverings or decorative surfaces shall meet the requirements set out in AppendixA appropriate to their size and usage in accordance with the definitions of a minormaterial, a surface or an unspecified material set out in the definitions section ofthis document.

2.10.7.2 Anti-graffiti coatings used on the films and multi-layering (or overlapping) of filmsshall not affect the compliance of the installed film.

2.11 Additional testing of materials, components and assemblies

2.11.1 Where compliance with 2.9.1.1 a) cannot be demonstrated, it is permissible tocarry out additional tests in accordance with BS 476 Part 15. .

2.11.2 Where a proposed vehicle construction is innovative, or departs significantly fromnormal practice (for example adhered composite vehicles or those proposed tohave a reinforced plastic monocoque structure), then representative full size firetests shall be carried out to ensure that no unacceptable fire risks are beingintroduced. The tests shall be consistent with the degree of innovation and theperformance requirements of the vehicle category.

2.12 Fire protection


2.12.1.1 Fire protection, as described below, shall be specifically determined for:

a) Any vehicle on which people are carried

b) Any other vehicle, or area of a vehicle, where the risk to people from firewould be considered to be unacceptably high if no protection was present

c) The infrastructure.

2.12.1.2 In determining the fire protection for a vehicle, an assessment of the risks shall beundertaken to identify:

a) What is to be achieved

b) What the risks are

c) How they can be addressed

d) Possible failure modes of the system

e) Maintenance activities necessary to ensure continued functionality.

2.12.1.3 Fire protection systems fitted to vehicles shall:

a) Operate consistently when activated, in all modes of operation and underall operating conditions




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b) Not initiate false activations at a frequency that will result in a loss incredibility of the system

c) In areas of high risk, be designed to be triggered by the fire itself in theevent of a failure of the detection system, for example, by use of atemperature-sensitive fusible plug or plugs.

2.12.2 Portable fire protection

2.12.2.1 Portable fire extinguishers shall be provided:

a) In all driving cabs

b) Within, or adjacent to, accommodation provided for staff on passengertrains

c) In vehicles with catering equipment (excluding at-seat service cateringtrolleys).

2.12.2.2 In passenger carrying vehicles, and other areas where staff have regular access,portable fire extinguishers or fire blankets shall be provided. In situations wherethere is a high risk of vandalism, consideration shall be given as to whether theextinguishers should not be available to passengers.

2.12.2.3 Fire blankets shall be provided in vehicles with catering equipment whereoverheated food or the use of cooking oil could cause a fire.

2.12.3 Fire protection systems incorporating automatic elements

2.12.3.1 On category B vehicles where there is accommodation designed to enablepeople to sleep, a fixed fire protection system shall be provided incorporating, asa minimum, automatic detection and audible warning to alert those persons onboard the vehicle. Additionally, the system shall incorporate either manualrelease of extinguishing agent or portable extinguishers or fire containment.

2.12.3.2 Fire protection systems incorporating automatic fire detection and alarmcapability and either fire extinguishment or fire containment shall be fitted to:

a) Any area of a vehicle which contains operating equipment usingcombustion of fuel as a source of power or source of heating.

b) High risk areas of vehicles which are uncontrolled or not intended forcontinuous occupation, in which fires could rapidly develop unnoticed toproportions hazardous to the infrastructure.

c) Compartments or rooms within the vehicle for the specific purpose ofcontaining electrically powered equipment, or instrumentation, formeasuring or monitoring the infrastructure or the performance of othervehicles (but not relating to the temporary installation of instrumentation ofno material consequence to the vehicle).

d) Areas with catering equipment for the heating or cooking of food exceptwhere that equipment generates heat within the food rather than appliesheat to the food (for example, microwave equipment).

e) Any other area of a vehicle which is considered to represent a fire riskcomparable to the above.

2.12.3.3 Fire extinguishers fixed to the vehicle and intended for operation from that fixedposition shall operate correctly with the vehicle in its normal orientation or on itsside.




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2.12.3.4 The securing of portable fire extinguishers to the vehicle by straps or otherdevices, for safe stowage when not in use, does not bring them within the

category of fixed extinguishing systems.

2.12.3.5 Specific requirements relating to extinguishment and delay of extinguishment areset out below in 2.12.5.

2.12.3.6 Fire detectors used in order to satisfy the above requirements shall be of a typehaving proven reliability when used on railway vehicles, taking into account theoperational and vibrational environment likely to be encountered.

2.12.4 Alarms

2.12.4.1 Alarms - general requirements:

a) Alarm systems used in order to satisfy the above requirements shall, except

in the case indicated below, incorporate an audible warning system to alertthe traincrew and staff at their normal working locations. There shall be ameans of indicating the affected vehicle(s) to the traincrew, though thisrequirement shall not apply to locomotives working in multiple at the headend of a train or on-track machines (OTMs). It is permissible for thisindication to be provided externally (in which case it shall be sufficientlydistinguishable from the normal operation of exterior door indicator lightswhich could all be illuminated because of operation of the emergency doorrelease mechanisms) provided that the indicator is positioned so that it canbe seen by a crew member looking along the outside of the train fromground or platform level.

b) In the case of compartments set out in 2.12.3.2 b), c) and d), if in close

proximity to an area intended to be continuously occupied, the alarm shallbe audible in the adjacent occupied areas but remote indication to thetraincrew is not required.

c) There shall be a facility to enable the alarms to be tested.

d) All passenger vehicles with a fixed fire protection system shall incorporatean audible warning system to alert the traincrew in the event of a fire beingdetected. There shall be a means of indicating the affected vehicle(s) orsleeping car compartment, and there shall be a facility to enable the alarmsto be tested.

2.12.4.2 Specific alarm requirements for locomotives:

a) A fire alarm shall be audible in all areas of the cabs under all vehicleoperating conditions.

b) An audible alarm and, where appropriate, a warning lamp shall be fitted soas to alert persons within the body of the locomotive or in the immediatevicinity outside of imminent activation of the fire extinguishing system.Audible alarms shall produce a sound level not less than 5 dB above thenoise level produced when the engine is idling and other equipmentoperating normally.

c) When the system is in an alarm state, all fire alarms / warning lamps on thelocomotive shall operate; when in multiple operation this shall include alllocomotives; when a locomotive is being driven remotely the fire alarm

shall sound in the cab from which the locomotive is being driven.

2.12.4.3 Specific alarm requirements for diesel multiple units:




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a) Each driving cab and other compartments provided for persons havingresponsibility for the train shall be fitted with a fire alarm, which shall be

audible from everywhere within those areas under all vehicle operatingconditions. The alarm shall also be audible in the immediate vicinityoutside the vehicle, at a level not less than 5 dB above the noise levelproduced when the engine(s) are idling and other equipment is operatingnormally.

b) When the fire protection system is in an alarm state only the fire alarms onthe vehicle and in the operative cab shall sound.

2.12.5 Extinguishment

2.12.5.1 General:

a) The design of a fixed or portable fire extinguishing system shall take into

account:

i) The location of likely ignition sources and their likely magnitude.

ii) The potential for fire development.

iii) The time required to detect the fire and release the extinguishingmedium, including the effect of any delay introduced by operatingrequirements or by the need to reduce vehicle speed and / or switchoff forced ventilation systems in order to reduce air flow velocitiesetc.

iv) The potential for re-ignition.

v) The need to ensure that no unacceptable risk is generated by itsoperation or by its designated location.

b) Where a vehicle will always operate manned in service, the extinguishingsystem, where fitted, shall consist of portable extinguishers and / or amanually operated or automatically operated fixed installation. Where avehicle could operate in service unmanned, the release of theextinguishing system, where fitted, shall be automatic, or be capable ofbeing triggered by a member of the traincrew from the driving cab,following receipt of the fire alarm signal. This requirement in respect ofunmanned vehicles does not apply to the following:

i) Locomotives coupled together, working in multiple, where one of the

locomotives does not have its own dedicated driver.

ii) Underfloor engined diesel multiple units.

iii) Situations where equipment using combustion of fuel as a power orheating source is in operation only when the vehicle is at a standstillor moving at less than 10 mile/h and where staff are available in theimmediate vicinity to take prompt action to extinguish any fire.

iv) Freight vehicles, including car-carrying vehicles attached topassenger carrying vehicles.

v) On-Track Machines (OTMs) coupled together, travelling in multiple,

where one of the OTMs is manned.




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2.12.5.2 Manual activation from the cab:

a) Where a vehicle with a driving cab, or cabs, is fitted with a fixed fireextinguishing system which is designed to be operated whilst the vehicle ismoving at normal operating speeds, each driving cab shall be fitted with ameans of activating the system in that vehicle. This shall be protected frominadvertent use, but shall be operable without the use of special tools orkeys. However, in situations where the extinguishment is effective only atvery low speed or at a standstill, it is permissible only to provide themanual activation from outside that vehicle.

b) In situations where the effectiveness of extinguishment will be prejudiced ifthe vehicle is running at too high a speed or if ventilation systems are notshut off, consideration shall be given as to how the effectiveness of theextinguishment can be safeguarded.

2.12.5.3 Manual activation from outside the vehicle:

a) Vehicles fitted with a fixed fire extinguishing system shall have a manualactivation facility on the exterior of each vehicle, unless securityrequirements associated with operation through the Channel Tunnel dictatethat this facility is not to be fitted.

b) Such manual activation, where fitted, shall be available on both sides of thevehicle. It shall be positioned such that it can be operated easily from tracklevel and (if no in-cab activation is provided) from platform level. Themeans of activation shall be protected from accidental or casual use, butshall be operable without the use of special tools or keys.

2.12.5.4 Delay of automatic extinguishment:

a) A delay in the activation of automatic fire extinguishment could bebeneficial in the following circumstances:

i) If release of the extinguishing medium when a train is moving atspeed may inhibit the extinguishing of a fire, for example, a fire in theopen area under a vehicle body.

ii) If release of the extinguishing medium before forced ventilationsystems have been shut off would inhibit the extinguishment of afire.

iii) Where it is desirable to cut off traction power before activating theextinguishment and this could result in the train coming to a stand inan unfavourable location.

b) It is permissible in case a) i) to introduce an automatic feature whichinhibits release of the extinguishing medium whenever the vehicle speed isabove the threshold for effective extinguishment.

c) In all cases it is permissible to introduce a driver operated inhibit facilitythat will delay the automatic release of the extinguishing medium. Theinhibit facility shall be visible and operable from the driving position.

2.12.6 Status indications

2.12.6.1 There shall be visible or audible fault indication to the crew if the detection oralarm system or (where fitted) the fixed extinguishing system is inoperative.Where the fixed extinguishing system is isolated or discharged this shall beindicated as a fault condition.




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2.12.6.2 Visual in-cab indicators shall be visible from the normal seated driving positionunder all vehicle operating conditions.

2.12.6.3 The requirements set out in this section do not apply to those exemptions set outin 2.12.5.1 b).

2.12.7 Containment

2.12.7.1 Fire protection by means of containment shall be acceptable as an alternative toextinguishing systems (including applications on unmanned vehicles) providedthat one of the following is met:

a) The requirements set out in 2.12.7.2

b) Equivalent fire containment to that set out in 2.12.7.2 is provided.

2.12.7.2 The fire-resisting containment shall fully enclose the relevant volume and shallachieve 20 minutes (Category B vehicles) or 15 minutes (Category A vehicles)integrity and insulation in accordance with BS 476 Part 20 and Part 22 or BS EN1363-1:1999 partition test. The test shall be carried out at full scale using asection through the containment which contains representative examples of allpenetrations, joints and other design features such that the installed condition isrepresented to a depth of not less than 250 mm measured from the cold face andaway from the furnace.

2.12.8 Operating instructions

2.12.8.1 The method of operation of the fire protection systems shall be published inoperating instructions. The details shall encompass the locations, purpose,method of operation and safety precautions to be observed.

2.13 Emergency stop and isolation devices

2.13.1 Emergency stop devices

2.13.1.1 Sufficient device(s) shall be provided to enable an engine to be stopped asquickly as possible in the event of an emergency.

2.13.1.2 The device(s) shall be clearly labelled.

2.13.1.3 The positioning of such devices shall take into account:

a) The use of in cab engine stop devices

b) Devices external to the engine compartment (where present)

c) The accessibility of devices when the vehicle is adjacent to a platform.

2.13.2 Means of isolating electri cal suppli es and equipment

2.13.2.1 In case of fire, means shall be provided for traincrew to:

a) Isolate all electrical supplies to a train, from either inside or outside thetrain

and

b) Isolate equipment with large current-carrying capacities from inside thetrain.




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2.14 Retaining and upgrading fire performance during modifications

2.14.1 Modifications2.14.1.1 When engineering change occurs, subject to the requirements of 2.14.2 and

2.14.3, then:

a) The areas subject to change shall meet the requirements of the applicableparts of this document

or

b) The net effect of the changes shall be such that the performance of thevehicle is not degraded in terms of fire initiation and development

or

c) Where the level of amenity in the vehicle is being increased by the addition

of more seats, tables, luggage racks, etc the fire performance of the newlyintroduced items shall be at least that of the existing items in the vehicle.

2.14.2 Components

2.14.2.1 Any parts of a vehicle replaced on a fleet basis within the scope of this documentshall meet the fire performance and testing requirements of this document for thevehicle category applicable.

2.14.3 Degradation

2.14.3.1 The fire performance of the constituent parts and components of a vehicle shallnot be degraded during the service life of the vehicle.

2.15 Retaining fire performance during maintenance

2.15.1 Any parts of a vehicle replaced as part of maintenance / overhaul shall have a fireperformance which is either:

a) At least as high as the original parts

or

b) Compliant with the requirements of the relevant parts set out in 2.4 to 2.10.

2.15.2 Maintenance activities on a vehicle, however minor, shall be carried out, as far asreasonably practicable to do so, without degrading the fire performance of itsconstituent materials. Particular attention shall be paid to the effects of:

a) The application of any permanent or temporary finish to a surface,including polishes and anti-static treatments

b) The removal or modification of any finish or treatment by the action ofcleaning agents or cleaning processes as part of the maintenance plan.

2.15.3 Prior to the introduction of any cleaning agent or finishing treatment, anassessment shall be carried out to demonstrate the fire performance of theconstituent materials is not degraded. However, no further assessment isrequired where the effect of these on the materials used in the vehicle hasalready been shown to be in accordance with the requirements set out in thisdocument.

2.15.4 The accumulation of flammable debris, substances or liquids such as litter or fluidspills that present a fire risk shall be removed from a vehicle before its releaseback into operation. Such requirements shall form part of the maintenance plan.

This requirement does not relate to that cleaning of the interior passenger areasundertaken as part of the routine preparation of the train for service.




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2.15.5 All ducting systems shall be regularly cleaned to prevent the accumulation of dustand other flammable debris to a level presenting a fire risk. The interval shall be

determined by monitoring the rate of build up resulting from the usage andenvironment of the ducting systems. Such ducting includes the provision forpassenger environment control, equipment ventilation or fume extraction.

2.15.6 The integrity of fuel systems or containers for flammable liquids shall be regularlychecked and rectified, where defective, to reduce as far as reasonably practicablethe possibility of leaks that could present a fire risk.




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Part 3 Engine Exhaust

3.1 Engine exhaust3.1.1 Excepting where engines only operate within a possession, the location and

direction of the engine exhaust exiting from the vehicle shall be in accordancewith Figure 1.

Figure 1 Direction of engine exhaust

5030

3710

Rail Level

837.5

1500 1500

1140 1140

482.5

230 230

MIN MIN

KEY

Denotes areas that shall be avoided

Denotes areas to be avoided

if possible

482.5

837.5

LOCO GAUGE

[COMP.]

L-A1-1806

ExhaustExhaust




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Part 4 Requirements for Emergency Lighting

4.1 General requirements for emergency lighting4.1.1 Emergency lighting shall be provided to operate in the event of the loss of general

or standby lighting, and is in addition to the provision of general lighting andstandby lighting. Guidance on the provision of general lighting and standbylighting is set out in BS EN 13272:2001.

4.1.2 The emergency lighting system shall be independent of the main vehicle batteryto avoid loss of emergency lighting as a result of loss of the main vehicle powersupply. The charge of the emergency lighting system shall be maintained bymeans of the vehicles main power supply system during normal operation.

4.1.3 The power supply for the emergency lighting shall be suitably located within thevehicle to minimise the risk of its continued operation being prejudiced as theresult of an accident.

4.1.4 All units providing the interior emergency lighting shall produce a white light. It ispermissible to use alternative colours for the exit threshold and for the vehicleexterior but red or green shall not be used in such cases.

4.1.5 When fully discharged the emergency lighting system shall be capable of beingsufficiently charged, by the vehicles main electrical supply, after 100 minutes toachieve the minimum specified levels at full lighting output for a period of90 minutes when the vehicle main power supply is removed.

4.1.6 When fully discharged the emergency lighting system shall be capable of beingsufficiently charged, by the vehicles main electrical supply, within four hours to

enable it to comply with the requirements of 4.2 to 4.5 when the vehicle mainpower supply is removed.

4.1.7 The uniformity of illuminance of the lighting shall be assessed in accordance withthe following measures:

Maximum uniformity of illuminance = Maximum lighting level recordedAverage lighting level recorded

Minimum uniformity of illuminance = Minimum lighting level recordedAverage lighting level recorded

4.1.8 The emergency lighting system for new vehicles shall meet the performance

criteria described within this section. Where emergency lighting is installedduring vehicle refurbishment the system shall comply with the principles outlinedin this section as far as reasonably practicable. Code of Practice GM/RC2531provides recommendations regarding appropriate levels of performance forretrospective installation including improvement of vehicles reaching the end oftheir service life.

4.1.9 The emergency lighting equipment shall continue to operate after being subjectedto two successive shock pulses in accordance with the pulse defined inAppendix B of this document when mounted in a manner representative of itsinstallation in the vehicle.

4.2 Emergency lighting in passenger saloons

4.2.1 The emergency lighting system shall provide a minimum illuminance of 15 luxdirectly under each light unit in the saloon at a height of 750 mm above the floorfor at least 180 minutes, except as set out in 4.2.7.




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4.2.2 The uniformity over the length of the vehicle saloon at a height of 750 mm abovethe floor shall be between 0.15 and 2.

4.2.3 The emergency lighting system shall provide a minimum illuminance of 1 lux atfloor level in the aisle of the saloon.

4.2.4 The uniformity at floor level over the length of the vehicle saloon shall not exceed1.5.

4.2.5 The emergency lighting system shall provide a minimum illuminance of 1 lux overthe top surface of each permanent bay table for at least 180 minutes.

4.2.6 Conformance with the uniformity requirements shall be demonstrated bymeasurements taken at intervals not exceeding 1 m.

4.2.7 Where there is a need to conserve battery life, after 90 minutes operation it is

permissible to reduce the emergency lighting at a height of 750 mm above floorlevel to 5 lux directly under each light. This shall be maintained until at least180 minutes after the original initiation of the emergency lighting.

4.3 Emergency lighting at egress points

4.3.1 An emergency light shall be provided directly above each bodyside door in thevestibule which shall provide a minimum illuminance at a height of 750 mm abovethe floor of 15 lux directly under each light, and a minimum illuminance at floorlevel of 0.2 lux, for at least 180 minutes after the train power supply has beenlost. In the case of vehicles having end vestibules accessible from the saloon viaintermediate doors, an emergency light in the vestibule shall not be locateddirectly in line with the intermediate door (see Figure 2).

Figure 2 Location of vestibule emergency lighting

4.3.2 Door operating handles, door locking emergency overrides and their associatedsignage, required for use in an emergency, shall be included within the field of theillumination referred to in 4.3.1.

Saloon

X

Emergency light

Emergency light

Emergency light not tobe in direct line withsaloon




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4.3.3 An emergency light shall be provided, in addition to the lighting referred to in4.3.1, to give a minimum illuminance of 40 lux at each threshold when the exterior

bodyside door is opened.

4.3.4 A minimum of 40 lux shall be provided, in addition to the lighting referred to in4.3.1, at rail level adjacent to the exterior bodyside door which shall beilluminated when the door is opened.

4.3.5 The duration of the illumination referred to in 4.3.3 and 4.3.4 shall, when the dooris opened, be sufficient to permit all passengers of the vehicle in question to beevacuated to go to a place of ultimate safety, taking account of the specificoperational characteristics of the category of vehicle as described in 2.1.

4.3.6 The emergency lighting at egress points shall provide illuminance for charging ofphoto-luminescent signage referred to in 6.5.2 and 6.5.3.

4.4 Emergency lighting in escape routes

4.4.1 In escape routes other than the saloon and vestibules referred to in 4.2 and 4.3,the emergency lighting system shall provide a minimum illuminance at a height of750 mm above the floor and at floor level in accordance with the levels anduniformities defined in section 4.2 of this document for at least 180 minutes afterthe train power supply has been lost.

4.5 Emergency lighting adjacent to emergency equipment

4.5.1 The emergency lighting system shall illuminate emergency equipment locationsfor a period of 180 minutes from initiation of the emergency lighting. Theminimum level of illuminance shall be no less than the average saloon lightinglevel achieved by the emergency lighting system at a height of 750 mm above the

floor.




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Part 5 Requirements for Emergency and Safety

Equipment5.1 General requirements

5.1.1 The following items of equipment (except the equipment in paragraph d)) shall beprovided on trains for use by traincrew only and shall not be available topassengers:

a) In each operative driving cab:

i) At least ten detonators

ii) Two sets of track circuit operating clips (except that only one set ofsuch clips is required in the cab on multiple unit type trains operated

with a guard, where an additional two sets are located in the guardsaccommodation)

iii) Two red flags with sticks (one in each cab on a multiple unit train)

iv) Requirements for portable fire extinguishers are set out in 2.12.2.

b) Readily available to the driver (preferably in the driving cab):

i) One brake stick on locomotive hauled trains comprising vehiclesfitted with manually operated 'lever' type hand brakes such as thoseinstalled on freight vehicles

ii) One spare portable tail lamp on locomotive hauled driver-only trains

iii) Four wheel scotches in trains where electric parking brakes areprovided.

c) Available to the guard, within, or adjacent to, accommodation provided fora guard on passenger trains:

i) Two sets of track circuit operating clips

ii) Requirements for portable fire extinguishers are set out in 2.12.2

iii) Six wheel scotches on air braked locomotive hauled trains.

d) Available to members of the traincrew for use in passenger and other crewareas, (this item may be made accessible for passengers use as well asthat of traincrew if desired):

i) One ladder or step ladder made from non-conducting material.

5.2 Services operating on dc electrif ied lines

5.2.1 Where trains operate over Network Rail managed third or fourth rail dc electrifiedlines, the railway undertaking shall determine the need to carry any of theequipment set out in 5.2.3, based on perceived risk.




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5.2.2 Account shall be taken of factors such as:

a) Frequency of operation over electrified lines

b) Duration of operation over electrified lines

c) Availability of such equipment from other sources

d) Whether detraining of passengers may be necessary

e) Availability of radio communications.

This list is not exhaustive.

5.2.3 Additional equipment, preferably in the operative driving cab, shall be easily andquickly accessible to the traincrew:

a) One conductor rail short-circuiting bar

b) One conductor rail hook switch pole

c) Shoe fuse key (where applicable)

d) Shoe paddles - the quantity of shoe paddles carried shall be the greater of:

i) One paddle for each track short-circuiting bar carried

ii) For vehicles with non-retractable shoe gear, the number of paddlesshall equal the number of current collector shoes plus one

iii) For vehicles with retractable shoe gear, a minimum of two paddles

e) One roll of insulating tape

f) 8 m of stout cord.

5.3 Specific rail applications

5.3.1 Additional equipment may be required for specific rail applications, for example,for operation through tunnels. The railway undertaking shall determine therequirements for such additional equipment in co-operation with Network Rail.

5.4 Examination and testing

5.4.1 Emergency equipment shall be fit for purpose when required to be used.




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Part 6 Requirements for Emergency and Safety

Information6.1 Provision of information

6.1.1 Emergency and safety information shall be provided to mitigate against the risksto people from the train and from the train operating in its particular environment.

6.2 General signage requirements

6.2.1 Emergency and safety signs shall be provided on rail vehicles to identify topersons conveyed by or working on rail vehicles, and to persons attendingemergencies:

a) The location, access and operation of equipment or facilities provided foruse in an emergency

b) Actions that are prohibited for reasons of safety

c) Objects, actions, hazards and situations which affect or could affect safety

d) Instructions that are mandatory for the purposes of safety.

6.2.2 Provision of emergency and safety signs on rail vehicles shall be to a recognisedrailway standard set to give consistency across the railway and which takesaccount of the requirements in the Health and Safety (Safety Signs and Signals)Regulations 1996, supported by BS 5378 and BS 5499.

6.2.3 The railway undertaking shall:

a) Ensure that new or additional signs that are provided where otherequipment or arrangements exist meet the requirements in the Regulationsand in this document

b) Approve both the provision and specification of these new or additionalemergency and safety signs on a vehicle type basis.

6.3 Information for passengers


6.3.1.1 Emergency and safety information shall be provided for passengers on trains toenable them to act in a foreseeable and pre-determined way.

6.3.2 Process of delivery

6.3.2.1 Train emergency and safety procedures shall be communicated to passengers ina readily comprehensible manner.

6.3.3 Information content

6.3.3.1 Before an information system is designed, an analysis shall be undertaken ofwhat the passenger needs to know and how this information is to be provided.

6.3.4 User variabili ty

6.3.4.1 The railway undertaking shall take account of likely passenger limitations,behaviours and expectations to anticipate realistically how information will beacted upon. The role of the information is to explain the situation and potential

risks to enable the passengers to decide the appropriate action they should take.




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6.3.5 Determine contextual const raints

6.3.5.1 The contextual constraints appropriate to the vehicle operation shall be

determined and taken into account.

6.3.6 Media options and combinations

6.3.6.1 The railway undertaking shall consider the most appropriate media fortransmitting train emergency and safety information.

6.3.7 Equipment signage

6.3.7.1 On train safety signs shall be displayed where equipment is provided forpassenger use. The signs shall provide clear information and instruction on theuse of the equipment.

6.4 Positioning

6.4.1 Emergency and safety signs shall be positioned so as to be easily read and theinformation easily understood in relation to any necessary action.

6.4.2 The positioning of emergency and safety signs shall have priority over all othersigns.

6.4.3 The number of signs used shall be kept to a minimum. This may be achieved bycombining signs that are located in close proximity.

6.4.4 Where photo-luminescent signage is used a minimum illumination of 50 lux shallbe provided by the normal lighting in the area to ensure the signs are charged tocater for emergency conditions that may arise.

6.5 Materials

6.5.1 Materials for signs shall be chosen to reduce the likelihood of damage in theenvironment in which the sign is located and to facilitate cleaning.

6.5.2 Signs provided for passenger emergency equipment, egress facilities and routesshall use photo-luminescent materials and shall not rely solely on the availabilityof emergency electric supplies.

6.6 Review and evaluation

6.6.1 Safety and emergency signs shall be subjected to a recognised validationprocess of review and evaluation designed to demonstrate a high probability ofcomprehension on the part of the travelling public. A suitable validation processis described in GM/RC2533.




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Part 7 Requirements for Evacuation

7.1 Vehic le design for evacuation and escape7.1.1 Vehicles shall be designed to ensure that evacuation and escape to platforms or

track level can be performed safely under reasonably foreseeable emergencyconditions and risks posed by the operation of the vehicles on the particularinfrastructure over which it is to operate, such as reduced clearances and theneed for end egress.

7.1.2 A formal risk assessment shall be undertaken to identify those foreseeable risks,including misuse of equipment provided.

7.1.3 Passengers shall be able to open internal doors in rail vehicles, regardless of thestate of the power supplies to the door or the door controls.

7.1.4 To assist people to escape from partially or wholly overturned vehicles, internaldoors shall slide open in opposing directions or be hinged from opposite sides ateach end of the passenger saloon. Alternatively, a means of escape through thedoors may be provided within the door opening which allows through egress inthe event of the door becoming jammed.

7.1.5 Doorways and throughways used for passenger evacuation and escape shall bedesigned to facilitate safe egress by 99

thpercentile fully clothed British male in

accordance with current published anthropometrical data.

7.1.6 Each new design of rail vehicle, or vehicle in which the interior configuration orpassenger carrying capacity has been altered or egress facilities have changed,shall undergo validation of the design by either structured evacuation trials, or by

direct comparison with other vehicles which have been validated by such tests.Vehicles whose design has not been validated, fail validation, or cannot bedirectly compared to a vehicle that has been successfully validated, shall not beused in passenger service. Where egress facilities are enhanced in an acceptedvehicle, full scale validation of the enhancement is not required.

7.1.7 Designs for refurbishment or modifications to the layout of a vehicle in which theability of people to egress, evacuate or escape has not been changed oradversely affected do not require re-validation.

7.1.8 Where a vehicle design is to be validated by structured trials, then the designshall be considered to be validated when appropriate evacuation trials aresuccessfully conducted. The criteria for successful completion of the trials are as

follows:

a) For side evacuation, under conditions of team effort and with maximumpassenger loading conditions, all passengers shall be evacuated toplatform level in a period not exceeding 90 seconds. In this case, theconsiderations are identified in 7.2.

b) For end evacuation, where evacuation to track level through the end dooris required, a minimum flow rate of 30 passengers per minute shall beachieved once the end door has been opened. The time taken for the enddoor to be opened and the evacuation device to be deployed, shall bemeasured and the risk associated with that time shall be reviewed. In thiscase the considerations are identified in 7.3.




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c) For vehicle to vehicle evacuation, under conditions of team effort and withmaximum passenger loading conditions in the vehicle under test, all

passengers shall be evacuated to adjacent vehicles in a period notexceeding 90 seconds. Where the vehicle under test is the end of a trainformation, then a minimum passenger flow rate to the adjacent vehicle of40 passengers per minute shall be achieved. In this case there are nospecific additional considerations.

7.1.9 The flow rates set out in 7.1.8 b) and c) shall be the evacuation rate averagedover the evacuation period. In the case of b) it is to be measured once the doorhas been opened and in the case of c) it is met in the case where initially thereare no people in the adjacent vehicle or vehicles.

7.2 Side evacuation

7.2.1 No passenger seat in a passenger saloon or location at which a passenger may

reasonably be expected to be in a side corridor shall be further than 12 m from abodyside door or a bodyside emergency escape exit on both sides of the vehicle.In the case of dead ends the maximum distance shall be reduced to 6 m.

7.2.2 Where access to a bodyside door is not directly via an open, unhindered route,additional bodyside emergency escape exits or means to guarantee access viathe designated route shall be provided.

7.2.3 Where the risk of not being able to gain access through the passengerevacuation route, or the risk of not being able to open an external bodyside dooris considered to be high, and no other means of direct access is available, thenadditional bodyside emergency escape exits shall be provided.

7.2.4 Passenger and staff accommodation with a plan view of greater than 4 m2

shallhave at least two separate exits, either directly through a bodyside door orbodyside escape exit or a way leading to such a door or exit on both sides of thevehicle.

7.2.5 Power operated bodyside doors and manually operated slam doors fitted with asecondary locking system shall have emergency door release facilities adjacentto each door.

7.3 End evacuation

7.3.1 Where it has been deemed necessary that passenger vehicles require train endegress facilities (see 7.1.1), the following additional requirements shall be met.

7.3.2 Train end evacuation and detrainment devices shall be considered as applying toboth ends of a train formation. An evacuation route shall be preserved to enablepassengers to move freely from one end of the train formation to the other. In anemergency, the locks on normally locked internal doors shall be capable of beingoverridden by passengers without the use of keys or tools, but with adequatedeterrence from unauthorised use under normal conditions.

7.3.3 The provision of such facilities and devices permitting evacuation and escapeshall reduce as far as reasonably practicable any risk, including the risk ofinterference with the driver or vehicle controls, as a result of unauthorised accessusing override facilities.

7.3.4 External train end evacuation doors shall provide a safe throughway to either the

track or to an adjacent vehicle when formed as an intermediate vehicle. Anoverride device shall be provided to allow passengers to unlock the end doorfrom the inside, and from the outside when formed as an intermediate vehicle, inan emergency without the use of tools or keys. The override device shall be




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provided with adequate deterrence from unauthorised use under normalconditions.

7.3.5 A means shall be provided within, or in the immediate vicinity of, the train endevacuation door for passengers to alight from the vehicle to track level. Such adetrainment device shall be simple and safe for passengers to apply and operate.




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Part 8 Application of this document

8.1 Appl ication - infrastructure managers8.1.1 There are no requirements applicable to infrastructure managers.

8.2 Appl ication - railway undertakings

8.2.1 Scope

8.2.1.1 The requirements of this document apply to all work that affects fire, safety andevacuation on vehicles, whether new or altered.

8.2.1.2 Action to bring existing rail vehicles into compliance with the requirements of thisdocument is not required.

8.2.1.3 The requirements of this document apply so far as is reasonably practicable

when a change of category is undertaken which raises its vehicle category (asdefined in 2.1), thereby increasing the fire performance requirements.

8.2.2 Exclusions from scope

8.2.2.1 The requirements of Part 4 and Part 7 do not apply to on-track machines.

8.2.2.2 The requirements of Part 2 of this document do not apply to flexible covers onfreight wagons.

8.2.3 General compl iance date for railway undertakings

8.2.3.1 This Railway Group Standard comes into force and is to be complied with from05 March 2011.

8.2.3.2 After the compliance dates or the date by which compliance is achieved if earlier,railway undertakings are to maintain compliance with the requirements set out inthis Railway Group Standard. Where it is considered not reasonably practicableto comply with the requirements, authorisation not to comply should be sought inaccordance with the Railway Group Standards Code.

8.2.4 Exceptions to general compliance date

8.2.4.1 There are no exceptions to the general compliance date specified in 8.2.3 forrailway undertakings.

8.3 Health and safety responsibi lit ies

8.3.1 Users of documents published by RSSB are reminded of the need to consider

their own responsibilities to ensure health and safety at work and their own dutiesunder health and safety legislation. RSSB does not warrant that compliance withall or any documents published by RSSB is sufficient in itself to ensure safesystems of work or operation or to satisfy such responsibilities or duties.




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Appendix B Test Pulse (see 4.1.9)

The content of this appendix is mandatory.

Figure B.1 Test pulse characteristics

B.1.1 The co-ordinates

Gmrt2130 Iss 3

Documents

Transcript of Gmrt2130 Iss 3