Ethiopian Railways Corporation (ERC)

Safety Requirements of a Railway Project

March, 2019
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Documented Information Title: Safety Requirements of a Railway Project

Ref.No:ERC_RND_QSEM_SRRP_01 Version No: 01 Page 1 of 29

Table of Contents
Overview ...................................................................................................................................................... 3

Safety mission .............................................................................................................................................. 3

Major safety principles ............................................................................................................................... 4

Section 1 - Infrastructure .......................................................................................................................... 5

Principle1.1 Track ..................................................................................................................................... 5

Principle1.2 Earthworks and structures under the track (i.e. earthworks, embankments and cuttings) ....... 5

Principle1.3 Earthworks and structures above the track ........................................................................... 6

Principle1.4 Tunnels ................................................................................................................................. 7

Principle1.5 Clearances .................................................................................................................7

Principle 1.5.1 Clearance for people ..................................................................................................... 8

Principle 1.5.2 Clearance for train ........................................................................................................ 8

Principle1.6 Control of Access/ Protection of the railway ........................................................................ 9

Principle1.7 Location identification .......................................................................................................... 9

Principle1.8 Sidings and Depots.......................................................................................................... 10

Section 2 - Stations .................................................................................................................................... 10

Principle2.1 Spatial design...................................................................................................................... 10

Principle2.2 Platforms ......................................................................................................................... 11

Principle2.3 Terminal features ............................................................................................................ 12

Principle2.4 Evacuation....................................................................................................................... 12

Principle2.5 Fire precautions ............................................................................................................... 13

Principle 2.7 Sub-surface stations. .......................................................................................................... 14

Principle 2.8 Safe for people for maintenance area ................................................................................ 14

Section 3 - Electric Traction Systems ...................................................................................................... 15

Principle3.1 Safe for people .................................................................................................................... 15

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Principle3.2 Compatibility .................................................................................................................. 15

Principle3.3 Control ............................................................................................................................ 16

Section 4- Signaling and Telecommunications ....................................................................................... 17

Principle4.1 Safeguarding of train movements ................................................................................... 17

Principle4.2 Degraded conditions ....................................................................................................... 18

Principle4.3 Safe operation and control .............................................................................................. 18

Principle4.4 Detection of trains ........................................................................................................... 19

Principle4.5 Separation of trains ......................................................................................................... 19

Principle4.6 Information to drivers ..................................................................................................... 19

Section 5 - Level Crossings Principle ...................................................................................................... 19

Principle 5.1 Safe for users and trains..................................................................................................... 19

Principle5.2 Information to users ........................................................................................................ 20

Principle5.3 Safe crossing place .......................................................................................................... 20

Section 6 Trains ......................................................................................................................................... 21

Principle 6.1 Running gear ..................................................................................................................... 21

Principle 6.2 Structural integrity ............................................................................................................. 21

Principle 6.3 Speed regulation ................................................................................................................ 22

Principle 6.4 Powered systems................................................................................................................ 23

Principle 6.5 Access and Egress ............................................................................................................. 24

Principle 6.6 Interiors.............................................................................................................................. 24

Principle 6.7 Communications ................................................................................................................ 25

Principle6.8 Fire safety........................................................................................................................ 25

Principle6.9 Compatibility .................................................................................................................. 26

Principle 6.10 Driver Interface................................................................................................................ 27

Principle 6.11 On-track machines ........................................................................................................... 27

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Overview
The document covers the design of all the types of works, plant and equipment that found on all
types of railway including main line (heavy) railways, mass transit, light rail and tramway. For
convenience, works, plant and equipment are grouped into categories such as permanent way,
stations, trains etc.

Safety mission
The design and construction of new and altered works, plant and equipment should, in so far as is
reasonably practicable, ensure the safety of any people who may be affected.
Note: This is an overriding principle that applies to all fixed works, plant and equipment, and to
mobile plant and equipment, including trains and any other vehicles, of all guided transport
systems.

The factors for consideration should include the following, which are applicable to all the
safety principles:
(a) The interactions between the particular works, plant and equipment and other new, altered
or existing works, plant or equipment on the railway;
(b) The interactions between the particular works, plant and equipment and those of other
railways and other guided transport systems;
(c) The intended use and the method of operation of the works, plant and equipment, and
the safety management system employed;
(d) Human factors including the interactions between people and plant and equipment;

(e) Trespass, vandalism and willful acts;

(f) The interactions between the railway and its adjacent environment including physical
interfaces, noise, vibration, and electrical and magnetic interference;
(g) The reliability and durability of the works, plant and equipment, and the level of
maintenance required;
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(h) The arrangements for safe inspection and maintenance throughout the life of the works,
plant and equipment, and their decommissioning and disposal;
(i) The implications in respect of the risk posed when degradation occurs;

(j) The integrity of safety critical works, plant and equipment;

(k) The foreseeable climatic conditions;

(l) The limitation of fire load, ignition sources and fire spread; and

(m) The arrangements for the mobility impaired.

Major safety principles

A safety principle is a key objective for the performance of works, plant or equipment in
ensuring the safety of the railway system. The principles do not set specific target levels of
safety. The risk management process should determine the appropriate levels.
This principle is broken down into a number of further, more specific principles to make its
interpretation easier. The structure is based on the major types of works, plant and equipment.
‘Equipment’ includes trains and other rail mounted vehicles.

The Groups into which the principles are divided as follows:

Section 1 –infrastructure
Includes Permanent Way, Earthworks, Structures, track, clearances, sidings design, Protection of
the railway, Location identification and clearance for train
Section 2 - Stations
Includes safe spaces for people, platforms, fire precautions, and station control.
Section 3 - Electric Traction Systems
Electrical safety from the railway supply point to power collection by trains, but not on-
train equipment
Section 4 - Signaling and communications
The full scope of signaling technology for the safe control of trains, plus all aspects of
safety- related telecommunications for both normal and degraded/emergency use.
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Section 5 - Level Crossings

Details of the full range of pedestrian and vehicular unprotected and protected level crossings
and their presentation to the public.
Section 6 - Trains
Includes running gear, structural integrity, speed control, fire safety, interior design,
and communications.

Section 1 - Infrastructure
Principle1.1 Track

The track should provide for the safe guidance and support for the trains allowed to run on it.
The factors for consideration should include:
(a) The static and dynamic forces imposed by the trains on the range of track geometry;
(b) The transfer of loads to the supporting structures;
(c) The arrangements for the transfer of trains from one track to another;
(d) The effect of temperature on the performance of the track;
(e) The requirements of any signaling, train control or electric traction systems;
(f) The provision of adequate containment arrangements where the effects of derailment
would be severe;
(g) The resistance of the rails to contamination;
(h) Drainage;
(i) In the case of on-street tramways, the effects of road traffic and tramway tracks on each
other;
(j) The arrangements at any level crossing;
(k) The means of detecting track failure; and
(l) The noise and vibration that may be generated and their effects.

Principle1.2 Earthworks and structures under the track (i.e. earthworks, embankments and
cuttings)
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Earthworks should be stable under all foreseeable loads imposed on them to prevent risk from
collapse of the works. Earthworks and structures supporting the track should be capable of
carrying and transferring the forces exerted by the trains. Bridges should be capable of carrying
all foreseeable loads on them and minimize risks from intrusion onto the railway from above or
the fall of trains from the railway.

The factors for consideration should include:

(a) The ground conditions in the locality;

(b) The static and dynamic track loading;

(c) The risk of collision from road, rail and the likely impact damage;

(d) The risk of flooding and scour, and their effects;

(e) The risk of derailment and the need to provide for derailment containment;

(f) The positioning and securing of any electric traction system equipment;

(g) The activities adjacent to the railway; and

(h) The risk to earthworks and structures from the failure of pipes or other services under or
running alongside the railway.

Principle1.3 Earthworks and structures above the track

Earthworks and structures above or adjacent to the railway should be capable of supporting the
loads imposed upon them and afford protection to the railway.

The factors for consideration should include:

(a) The ground conditions in the locality;
(b) The loading on the structures over or adjacent to the railway;
(c) The risk of collision from road, rail and the likely impact damage;
(d) The risk of flooding and scour, and their effects;
(e) The risk of derailment and the need to provide for derailment containment;
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(f) The positioning and securing of any electric traction system equipment;
(g) The activities adjacent to the railway; and
(h) The risk to the railway from failure of pipes or other services crossing above or running
alongside the railway.
Principle1.4 Tunnels
Enclosed spaces such as tunnels should provide a safe environment for people and safe means
of evacuation in emergency. Tunnels are not necessarily sub-surface. Developments over the
railway, deep cuttings or other structures may give rise to situations with similar characteristics
to tunnels with respect to limited means of access and egress, means and time to escape to a
place of safety, and lack of natural ventilation.

The factors for consideration should include:

(a) The length of tunnel, single or double track and cross-passages;
(b) The type and frequency of traffic, and type and length of trains relative to the length of the
Tunnel;
(c) The clearances within the tunnel;
(d) The fire load of the tunnel and equipment within it;
(e) Any smoke and fire detection, and fire-fighting and suppression arrangements;
(f) The provision of fresh air and the arrangements to control smoke and other emissions;
(g) The aerodynamic effects generated by trains passing through restricted spaces;
(h) Compatibility with rolling stock for emergency evacuation;
(i) A safe means of escape to a place of safety in an acceptable time;
(j) The provision of emergency lighting, communications and route signing;
(k) The provision of safe access for emergency services;
(l) The risks of flooding;
(m) The means of de-energizing any electric traction system; and
(n) The fencing and security arrangements at tunnel portals.
Principle1.5 Clearances
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Principle 1.5.1 Clearance for people

There should be adequate clearances, so that where operational procedures permit people onto
the infrastructure while trains are operating, they can carry out their duties in safety.

The factors for consideration should include:

(a) The range of people permitted onto the infrastructure including workers, emergency
services and those on business with the railway;
(b) The safety clearances on the track side taking into account the aerodynamic effect of
passing trains;
(c) The provision of a place of safety or refuge and the time required to reach it by workers on
or about the track;
(d) The appropriate marking of structures where clearances do not include allowances for
personnel safety;
(e) The safety clearances for all walkways including those to signal posts and in sidings and
depots;

(f) The arrangements for emergency disembarkation of people on the train; and

(g) The positioning and securing of any electric traction system equipment.

Principle 1.5.2 Clearance for train

There should be adequate clearances between trains on adjacent tracks and between trains and
structures and fixed equipment to ensure safe passage.

The factors for consideration should include:

(a) The static vehicle profile of trains taking account of the range of track geometry;

(b) The dynamic vehicle profile and behavior of the trains at all permitted speeds taking account
of the range of track geometry;
(c) The aerodynamic effects generated by trains passing through restricted spaces;

(d) The need to place equipment within the confines of the structures without affecting
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clearances;
(e) The maximum and minimum clearances required at platforms; and

(f) Special arrangements to locate and position the track in relation to structures.

Principle1.6 Control of Access/ Protection of the railway

Provisions are needed to prevent unauthorized intrusion of people, animals, plant or vehicles
but allow legitimate access to the railway in safety

The factors for consideration should include:

(a) the risk of unauthorized access and the provision of suitable barriers and signs;

(b) the need for authorized access by people (workers, emergency services etc) while
deterring access to others;
(c) the risks of and special arrangements for any electric traction system;

(d) the arrangements at earthworks and structures supporting, above or adjacent to the railway;

(e) the arrangements at any level crossings;

(f) the activities adjacent to the railway;

(g) the proximity of airports and alignment of runways;

(h) the provision of crash barriers where roads are adjacent to the railway; and

(i) Visual distractions such as colored or beams of light from road vehicles adjacent to the railway.

Principle1.7 Location identification

Adequate means to identify any particular structure or location on the railway should be
provided.
The factors for consideration should include:

(a) the need to identify uniquely the exact location;

(b) the need to identify uniquely the structures;

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(c) the method of operating the railway in both normal and abnormal conditions;

(d) the need to respond to foreseeable incidents and attendance by emergency services; and

(e) The need for the identifying mark to be observed from both on and off the railway.

Principle1.8 Sidings and Depots

Sidings and depots should be installed and equipped to minimize risk to persons having work to
do in or around the trains.

Section 2 - Stations
Principle2.1 Spatial design

Stations should provide for the free and safe movement of all the people who may occupy them.

The factors for consideration should include:

(a) The movement of people and their waiting within a station in normal or abnormal
operating conditions;
(b) The provisions to control overcrowding;

(c) The behavior of people in enclosed areas;

(d) The sizing and treatment of surfaces of concourses, passageways, ramps, stairs, escalators
and platforms;
(e) The suitability of escalators, lifts and passenger conveyors for the number of people they are
to carry;
(f) The number, size and spacing of exits;

(g) The positioning of booking offices and other retail outlets;

(h) The provision of communication equipment and signs;

(i) The provision of lighting;

(j) The provision of emergency lighting in the event of loss of power supplies;
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(k) ventilation arrangement;

(l) The integrity of the station structure and its ability to survive emergency situations;

(m) The security of people; and

(n) The special arrangements necessary for sub-surface stations including the additional risks
caused by fire and the need to segregate evacuation routes and provide ventilation control
systems.
Principle2.2 Platforms

Platforms should be designed for safety of access and safe waiting, boarding and alighting
conditions for all passengers, including those of impaired mobility.

The factors for consideration should include:

(a) the protection arrangements for structural supports against derailment;

(b) the compatibility with the trains;

(c) the surface alignment in relation to the level of the track and the floor height of the trains;

(d) the arrangements to control access to the platforms;

(e) the facilities for train crew to observe boarding and alighting passengers;

(f) provision for people waiting on the platform and the movement of people on and
between platforms;
(g) the need to avoid ‘pinch points’ at platform entrances and exits;

(h) the effect of platform edge screen doors on the station and other systems of the railway;

(i) the positioning of vending facilities;

(j) the arrangements to prevent trespass from the platform onto unauthorized parts of the railway;

(k) the surface treatment and drainage of platforms to avoid tripping and slipping;

(l) the need for platforms to be easily cleaned and the avoidance of places where debris can
collect;
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(m) the aerodynamic effects generated by trains passing through restricted spaces; and

(n) Ventilation arrangement

Principle2.3 Terminal features

Where stations have terminal tracks, arrangements should be provided to arrest a train and
protect people and the station from the effects of an overrun.

The factors for consideration should include:

(a) the positioning of structural and other critical supports;

(b) the positioning of booking offices and retail outlets;

(c) the areas where people are likely to congregate;

(d) the overrun provisions and type of arresting device(s) provided;

(e) the protection that can be gained from automatic train protection or train stop systems;

(f) the effect on braking performance of the elements and the covering or otherwise of the
track; and
(g) The balance of risk between damaging the train and injury to its passengers, and damaging
the station and the people using the station.

Principle2.4 Evacuation

Station design should allow safe evacuation of its foreseeable occupants in an emergency.

The factors for consideration should include:

(a) the time taken to complete evacuation of the station;

(b) the protection of evacuation routes;

(c) access for emergency services, especially in sub-surface stations;

(d) information systems for evacuation of the station;

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(e) the zoning of public address systems; and

(f) The management of any ventilation system.

Principle2.5 Fire precautions

Stations should have fire prevention, detection and control measures that are appropriate to the
risk.

The factors for consideration should include:

(a) minimizing the fire load;

(b) the segregation of public areas of stations from non-public areas and high fire risk areas;

(c) the provision of fire detection and warning systems and fire suppression systems;

(d) ventilation and zoning for fume extraction systems to limit smoke from a fire spreading
to other parts of the station;
(e) the aerodynamic effects generated by trains passing through restricted spaces;

(f) the provision and identification of initial fire-fighting equipment;

(g) facilities and systems for fire-fighters;

(h) the location of a suitable ‘rendezvous’ point where station staff will meet emergency
services;
(i) The additional risks caused by fire in a sub-surface station and the need to
segregate evacuation routes and provide ventilation control systems.

Principle2.6 Control

Appropriate facilities should be provided to manage safety at any station in normal and
emergency situation. Facilities should be provided for the operational control of the station in co-
ordination with the railway and with activities adjacent to the railway.
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The factors for consideration should include:

a) the means of co-coordinating activities on the railway with those within the station so they
do not cause additional risks to each other;

b) relationships and liaison arrangements with adjacent or connecting railway systems and
with activities adjacent to the railway;

c) the level and diversity of surveillance, communication and information required to control
the activities within the station complex;

d) the means of communication and the provision of information and instructions to workers
and other people;

e) the liaison arrangements at the station for the emergency services; and

f) the availability of control facilities during emergency situation

Principle 2.7 Sub-surface stations.

Sub-surface (including underground) railway stations should be designed and have facilities to
address the particular dangers that they present to people.

Principle 2.8 Safe for people for maintenance area

The railway should provide for the safe stabling, marshalling and maintenance of trains.
The factors for consideration should include:

(a) the segregation of the stabling, marshalling and maintenance areas from the running lines;

(b) the protection of people in these areas from danger from moving trains;

(c) the position of any electric traction system, its sectioning and its means of isolation to
facilitate train maintenance;
(d) protection of the area from activities adjacent to the railway;
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(e) the need for adequate clearances and walkways;

(f) the need for identifiable crossing places;

(g) secure stabling of trains;

(h) segregation of road vehicles in the area from trains and people;

(i) the arrangements for the control of train movements within, into and from the area; and

(j) The provision of lighting for operational activities

Section 3 - Electric Traction Systems

Principle3.1 Safe for people

Electric traction systems should minimize safety hazards to people.

The factors for consideration should include:

(a) the position and extent of live non-insulated components;

(b) the avoidance of dangerous touch potentials on structures within and adjacent to the railway;

(c) the arrangements at level crossings;

(d) the sectioning and isolation arrangements for normal operations, for maintenance and in
emergencies;
(e) in the case of on-street tramways, special arrangements for sectioning and isolating
overhead wires suspended over a highway;
(f) the arrangements to deter trespass and willful acts that might give rise to danger;

(g) the display of warning signs; and

(h) The effects of wind ice and lightning.

Principle3.2 Compatibility
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Electric traction systems should not generate or be at risk from dangerous interactions within
the railway or any other systems.

The factors for consideration should include:

(a) the characteristics of the trains using the electric traction system;

(b) the compatibility and separation of different electric traction systems;

(c) the interfaces with trains or other plant and equipment;

(d) the structures on the railway and the electrical clearances;

(e) the sitting of both conductor rails and overhead line equipment to allow sufficient clearance
so as not to foul the trains, other road vehicles or mobile plant in the case of an on-street
tramway, or interfere with other structures on the railway;
(f) the transfer of electro-magnetic fields which may be generated and their likely effects on
other plant and equipment on the railway or adjacent to it; and
(g) The transfer of electrical effects and their likely impact on other plant and equipment in
use on the railway or adjacent to it.

Principle3.3 Control

Appropriate facilities should be provided to safely manage and control electric traction systems
in normal and foreseeable degraded and emergency conditions.

The factors for consideration should include:

(a) communications between the electrical control centre, the electricity supplier, the
railway control centre, the emergency services and trackside locations;
(b) the sectioning and isolating arrangements for normal operations, including for
maintenance and in emergencies;
(c) the continuity of power supply and the effect of its loss;

(d) the power supply and return configuration and its management;
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(e) earth fault and short-circuit protection;

(f) the monitoring of the status of the electric traction system equipment;

(g) the marking of electric traction system equipment and structures for location purposes; and

(h) Special circumstances for sub-surface railways.

Section 4- Signaling and Telecommunications

Principle4.1 Safeguarding of train movements

Systems are required to ensure that trains are authorized to proceed only when and to the extent
it is safe for them to do so, to minimize risk of collision and, as far as the system can
reasonably control it, also to minimize the risk of derailment.

The factors for consideration should include:

(a) the prevention of collisions;

(b) protection against human error during operation;

(c) the type of trains permitted to operate on or likely to operate on the railway;

(d) the effects of the electric traction system;

(e) the type of track and track condition;

(f) the interface with communication and other systems;

(g) the protection of the railway from the signaling system failing in an unsafe mode;

(h) the avoidance of the degradation of the signaling system from the use of secondary or other
interfacing systems;

(i) the capability of the signaling system to be maintained without endangering the railway;

(j) the marking of signaling equipment for location purposes and identification of line side
signals;
(k) the means of cancelling proceed indications in an emergency;
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(l) in the case of tramways, the means of alerting drivers to a change of signaling system or a
change from signaled to line-of-sight;
(m) the effects of possible modifications to the signaling system;

(n) the compatibility with level crossing arrangements; and

(o) Interference from electrical sources.

Principle4.2 Degraded conditions

The signaling system should facilitate continued operation in safety in specified degraded
conditions.

The factors for consideration should include:

(a) design for ‘graceful degradation’ so that correctly working parts of the signaling system
may continue to be used safely;
(b) protection from failure modes creating unsafe situations;

(c) the loss or restoration of power supplies creating unsafe situations;

(d) the identification of and communication with specific trains or signals;

(e) the making of general broadcasts to trains and signalers;

(f) alternative means of communication between the signaler and the driver of the train
and between signalers;
(g) the controlled restoration of the whole signaling system; and

(h) Protection against human error during degraded operation.

Principle4.3 Safe operation and control

Appropriate management and communications facilities should be provided to maintain safety

in normal, abnormal, degraded and emergency situations.

The factors for consideration should include:

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(a) the interfaces between the controls of the infrastructure, trains, stations and the emergency
services;
(b) the communication with the controls of the infrastructure, trains, stations, the emergency
services and people using the railway;
(c) The effective facilities for normal, abnormal and degraded conditions, and
emergencies; and the inter-relationships between control systems.

(d) Neither the signaling nor the telecommunications equipment should generate nor be at
risk from dangerous interactions with other systems.

(e) Appropriate and reliable systems of communication for both railway operations and
emergency services should be provided.

Principle4.4 Detection of trains

Appropriate means should be provided to detect and record the location of trains on the system.

Principle4.5 Separation of trains

The signaling system should have sufficient logic (interlocking) to provide for the safe routing,
spacing and control of trains and it should behave in a safe manner in the event of malfunction.

Principle4.6 Information to drivers

The outputs of the control system should be presented to train drivers in a clear and safe
manner.

Section 5 - Level Crossings Principle

Principle 5.1 Safe for users and trains

Where a right of way crosses the railway at track level, safety arrangements commensurate
with the level of risk at that place should be determined and provided.
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Note 1: All proposals for level crossings should be examined to determine whether there is such
a need.

Note 2: The appropriate local authorities and enforcement agencies should be consulted in the
planning of any level crossing.

The factors for consideration should include:

(a) The types of level crossing users and the frequency and speed of expected rail, road and
pedestrian traffic;

(b) The uniform visual appearance of each type of level crossing;

(c) The possibility of slow or abnormal road traffic using the level crossing;

(d) The type of road or path on either side of the level crossing;

(e) The need to deter trespass and straying onto the railway;

(f) The protection of the level crossing by the signaling system;

(g) The effect of equipment failure on the safety of trains and level crossing users;

(h) The arrangements to avoid danger if a level crossing user is trapped;

(i) The need for local operation; and

(j) The interface with any electric traction system.

Principle5.2 Information to users

Sufficient and appropriate information to enable crossing in safety should be presented to users.

Principle5.3 Safe crossing place

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The actual crossing place should be of adequate width, surface quality and profile for all
reasonably foreseeable users to cross in safety.

Section 6 Trains

Principle 6.1 Running gear

The running gear should guide the train safely along the track within the operational parameters
specified.

The factors for consideration should include:

(a) The compatibility of the wheel and rail interface;
(b) The range of train operating speeds;
(c) The compatibility with the track geometry;
(d) The foreseeable track maintenance tolerances and the risk of the track being outside the
normal condition tolerances;
(e) The arrangements for transfer between tracks;
(f) The effects of traction and braking forces;
(g) The effects of permitted forces imparted to the track or train body and within the
components of the running gear;
(h) The risk and effects of component failure, particularly of wheel-sets and bearings;
(j) The effects of collisions with obstacles;
(k) The risk of derailment due to wheel unloading;
(l) Transfer of noise or vibration to the track or the train body;
(m) The integrity of attachment of equipment to the running gear; and
(n) Bonding and its effects on an electric railway.

Principle 6.2 Structural integrity

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The structural integrity of trains should be maintained in normal operation and provide
protection to all occupants in an accident or emergency.

The factors for consideration should include:

(a) The loads arising in normal operations;
(b) The effects of a collision;
(c) The structural compatibility of all trains using the route unless there are arrangements to
reduce further the risk of collision;
(d) The level of containment and containment arrangements of any goods carried;
(e) The protection from and containment of fire;
(f) The integrity of attachment of equipment;
(g) The range and compatibility of coupling devices;
(h) Compatibility with buffer stops or similar train arrestor devices;
(i) The arrangements for lifting the vehicle for both normal maintenance and emergency
situations; and
(j) The ability of glazing to resist impact damage and withstand aerodynamic effects.

Principle 6.3 Speed regulation

The speed regulation system should meet normal operational safety requirements, be
compatible with the design of the infrastructure elements, behave in a safe manner in specified
abnormal conditions, and not endanger people or goods carried.

The factors for consideration should include:

(a) The requirement for the braking system to be continuous, capable of stopping a divided train,
and holding a stabled train indefinitely;
(b) The acceleration and deceleration rates and the rate of change of those rates to avoid
endangering the people and goods carried;
(c) The performance of the braking system under all foreseeable conditions of adhesion;
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(d) The incapacity of the train driver;

(e) Redundancy in the service braking;
(f) The availability of the braking system on demand;
(g) The overall braking performance provided by one or more braking systems;
(h) The transition between different types and combinations of braking systems;
(i) The gradients of the railway;
(j) The compatibility with the track and, in particular, the forces imposed on the track;
(k) The compatibility of the service braking performance with the signaling system;
(l) The compatibility with the electric traction system;
(m) Minimizing the risk of ‘dragging’ brakes;
(n) Minimizing the release of toxic or other harmful substances from brake pads or blocks; and
(o) The provision of a reliable indication of speed.

Principle 6.4 Powered systems

Electrical and other on-board powered systems should not endanger people or other systems.
Note: The systems covered by this principle include on-board electrical, mechanical, air or
hydraulic systems or equipment including electric traction current collection, main and auxiliary
power systems and all electrical control systems including software.
The factors for consideration should include:
(a) Interference with other powered control systems;
(b) The positioning and protection of equipment and electrical conductors to avoid accidental
contact by people;
(c) The effect of the loss of power supply and their effects;
(d) The effect of the loss of safety critical systems;
(e) The limitation of fire load and its protection, ignition sources, fire spread and smoke and
fumes;
(f) Unauthorized access to, or use of, equipment;
(g) The availability of powered systems in degraded operations or emergencies;
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(h) Bonding and short-circuit protection; and

(i) Avoidance or control of electro-magnetic fields which are known to be harmful to people.

Principle 6.5 Access and Egress

Trains should have a safe means of access and egress, which is not available whilst in motion.

The factors for consideration should include:

(a) Acceptable stepping distances to and from the platform;
(b) The size, number and arrangement of doors;
(c) The arrangements for the control of the doors;
(d) The arrangements to prevent the doors being opened when the train is moving;
(e) The arrangements to avoid trains departing with doors open;
(f) The hazards created by the doors moving;
(g) The arrangements to avoid trapping people in doors;
(h) The arrangements for emergency evacuation of the train; and
(i) The arrangements for gaining access into the train in emergency situations.

Principle 6.6 Interiors

Interiors of trains should provide a safe environment for people sitting, standing or
moving inside, and should minimize harm in an accident or emergency.

The factors for consideration should include:

(a) Compatibility with the body shell of the vehicle and the access and egress arrangements;
(b) Intended passengers and their foreseeable behavior which can include sitting, standing,
sleeping, moving about the train, and the taking of meals or refreshments;
(c) Foreseeable events, which may lead to injury, and the arrangements, which may be taken to
mitigate against injury;
(d) Foreseeable actions by people, which may lead to injury to others;
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(e) The stowage of luggage, goods, equipment, and their retention in normal operation and
during an accident;
(f) The integrity of fixtures and fittings;
(g) The limitation of fire load, ignition sources and fire spread;
(h) The conditions and ergonomics to enable the train crew to operate the train safely;
(i) The heating, ventilation and lighting of the vehicle in both normal and degraded operation of
the train or railway;
(j) train-borne noise;
(k) The retention of toilet and other waste;
(l) The interaction of security arrangements with safety arrangements; and
(m) The provision and marking of emergency or safety equipment to deal with incidents.

Principle 6.7 Communications

There should be effective means of communicating safety messages to, from and within a train.

The factors for consideration should include:

(a) Communications between the train, train crew and control or signaling centers;
(b) Communications between the members of the train crew on-board the train;
(c) Communications between the train crew and passengers;
(d) Passenger emergency alarm facilities; and
(e) Availability of communication systems in degraded operations or emergency situations,
including fire.

Principle6.8 Fire safety

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Trains should be designed for minimum risk of fire, but with adequate emergency egress in
case of fire for all foreseeable occupants, including the mobility impaired.

Principle6.9 Compatibility

Trains should be compatible with the infrastructure they will operate on, especially regarding
clearances, signaling systems and electric traction systems.

➢ The train should be compatible with the signaling system.

The factors for consideration should include:
(a) The service braking performance allowed for by the signaling system;
(b) The acceleration and deceleration rates allowed for by the signaling system;
(c) The effects of electro-magnetic interference and the arrangements to be employed to guard
against interfering with the signalling system;
(d) The compatibility with train position detection arrangements;
(e) The data transfer arrangements between the train and the signaling system; and
(f) The presentation and availability of signaling information at the driving position.

➢ The train should be dimensionally compatible with the infrastructure.

The factors for consideration should include:

(a) The allowances for safety clearances under static and dynamic conditions;
(b) The influence of the track geometry on the dynamic performance of the train;
(c) The centre and end throws of the train on curved track;
(d) The clearances between structures and trains;
(e) The clearances between trains on adjacent tracks;
(f) The length of platforms;
(g) The stepping distances at platforms; and
(h) Operation in degraded mode with failure of suspension, door or other systems.

➢ Trains should be compatible with the electric traction system.

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Note: These factors also need to be taken into consideration for non-electric trains, which
operate on electric lines.
The factors for consideration should include:
(a) The electrical clearances between vehicles and electrical conductors;
(b) The position and geometry of electrical collector systems;
(c) The arrangements for return currents;
(d) The arrangements for regenerative braking;
(e) The effects of electric traction system short-circuits; and
(f) The effects of electro-magnetic interference and the arrangements to be employed to guard
against them.

Principle 6.10 Driver Interface

The driver's cab and environment should be sufficient to allow the safe operation of the train
over its intended routes and type of service.

The factors for consideration should include:

(a) cab should be designed on ergonomic principles;

(b) all the controls needed while driving should be readily to hand;
(c) the interior layout of the cab should prevent portable objects being placed where they
would obscure the tram driver’s visibility or interfere with the controls;
(d) there should be stowage provided for the driver’s personal effects;
(e) the cab should offer optimum internal and external visibility for the driver; and
(f) Signals and signs should be clearly visible from the cab on approach under all
reasonably foreseeable operating conditions.

Principle 6.11 On-track machines

On-track machines, which may run on the operational railway, should be compatible with the
standards of other rolling stock and the infrastructure.
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