Performance Improvement for Vehicles On Track D6.1

D6.1 Specification of Entrance System

PIVOT-WP6-D-FTT-010

GA No. 777629 P1 of 57

Performance Improvement for Vehicles On Track

D6.1 - Specification of Entrance System

Date (per DoA) 31/03/2018

Issue date 25/04/2018

Document code PIVOT-WP6-D-FTT-010

Document Leader Thierry Montanié, Faiveley Transport Tours

Key words Entrance, Doors, Gap filler

Confidentiality level

Status

Public

Release

Document history (Version of the document to be identical as per CT4)

Version Date Description Reason of change

01 31/03/2018 First Issue (idem as PIVOT-WP6.1-T-FTT-009-03)

02 06/04/2018

Second issue after first review of WP members

§5.4 – aerodynamics stresses – add of option

§5.8 – door buttons – addition of alert signals & mobile devices

§6.3.3 and §6.3.4 – slopes and gaps – removal of max values

§7.2: addition of alert signals, communication

03 25/04/2018 TMT approval and Quality review

This project has received funding from the European Union's Horizon 2020 Programme

Research and Innovation action under grant agreement No 777629.

Ref. Ares(2018)2237494 - 26/04/2018


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This document reflects the views of the author(s) and does not necessarily reflect the views or policy of

the European Commission. Whilst efforts have been made to ensure the accuracy and completeness of

this document, the PIVOT consortium shall not be liable for any errors or omissions, however caused.


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Contributors

Name Beneficiary Description of contribution

Thierry Montanié FTT Leader of the TD / Door R&D Team

Fabien Vautier FTT Leader of Door R&D team

Valérie Klein FTT Marketing

Florian Brion FTT Door Expert / Reviewer of the specification

Axel Krüger Siemens Leader of door expert team

Martin Dombrowsky Siemens Door expert

Ronny Hinz Siemens Door expert

Matthias Norman Siemens Door expert

Thomas Vogels Siemens Door Expert

Jörg Schnaibel Bombardier Door Expert

Maxime Dermenghem SNCF Door Expert / SNCF engineering center

Robert Dumortier SNCF Reviewer and interface with TD1.7 / SNCF engineering center

Michael Lehner Knorr

Bremse Door expert

Martin Ramsner Knorr

Bremse Door expert

Miguel Seco Tecnalia Composite expert

Xavier Valor Aernnova Composite expert

Javier Arrabal Aernnova Composite expert

Roberto Guzman FIDAMC Composite expert


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Table of Content

1 Executive summary ............................................................................................................................... 10

2 Introduction ............................................................................................................................................ 11

3 Functional Analysis ............................................................................................................................... 12

3.1 Need analysis and system definition ............................................................................... 12

3.2 Functions ........................................................................................................................ 13

3.2.1 Operating phase .................................................................................................................... 13

3.2.2 Maintenance phase .............................................................................................................. 25

3.2.3 Mounting phase ..................................................................................................................... 27

3.2.4 Dismantling phase ................................................................................................................ 28

4 Applicable Standards and Regulation ................................................................................................. 29

4.1 Technical Specification of Interoperability ....................................................................... 29

4.2 Standards ....................................................................................................................... 29

5 Clauses that shall be clarified in the specification according EN14752 appendix G ..................... 31

5.1 Manual Operation ........................................................................................................... 31

5.2 Track Level Access ......................................................................................................... 31

5.3 Relative position of the step edge ................................................................................... 31

5.4 Aerodynamic stresses ..................................................................................................... 32

5.5 Relation to vehicle gauge ................................................................................................ 33

5.6 Vehicle overturning case ................................................................................................. 34

5.7 Ability to withstand vibration and shocks ......................................................................... 34

5.8 Door buttons ................................................................................................................... 34

5.9 Door buttons location ...................................................................................................... 35

5.10 Colour of emergency egress device ................................................................................ 35

5.11 Quantity and location of access device ........................................................................... 35

5.12 Mechanical interface with the vehicle .............................................................................. 36

5.13 Fire protection ................................................................................................................. 36

5.14 Sound insulation ............................................................................................................. 36

5.14.1 Door acoustic insulation ....................................................................................................... 36

5.14.2 Gap filler acoustic insulation ............................................................................................... 37

5.15 Thermal insulation .......................................................................................................... 37

5.15.1 Door thermal insulation ........................................................................................................ 37

5.15.2 Gap filler thermal insulation ................................................................................................. 38


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5.16 RAMS – Reliability, Availability, Maintainability, Safety ................................................... 38

5.17 Protection against electrical hazard ................................................................................ 38

5.18 Weather .......................................................................................................................... 39

5.19 Air pressure tightness ..................................................................................................... 39

5.20 Release door and step .................................................................................................... 41

5.21 Interlocking of released doors ......................................................................................... 41

5.22 Out of service device ...................................................................................................... 41

5.23 Door closing alert sequence............................................................................................ 41

5.24 Closing force ................................................................................................................... 41

5.25 Non-contact obstacle detection ....................................................................................... 42

5.26 Anti-drag ......................................................................................................................... 42

5.27 Safety during opening ..................................................................................................... 43

5.28 Emergency Egress conditions ......................................................................................... 43

5.29 Emergency egress device operation ............................................................................... 43

5.30 Protection against accidental operation (of the emergency egress device) ..................... 44

5.31 Emergency windows in access doors ............................................................................. 44

5.32 Status indication ............................................................................................................. 44

5.33 General ........................................................................................................................... 44

5.34 Type tests ....................................................................................................................... 44

5.35 Routine tests ................................................................................................................... 44

5.36 Functional test on the fully assembled vehicle / train consist ........................................... 44

5.37 Documentation related to installation and maintenance of the entrance system.............. 45

6 OTHER REQUIREMENTS ...................................................................................................................... 46

6.1 Freeway .......................................................................................................................... 46

6.2 Weight ............................................................................................................................ 46

6.3 Accessibility .................................................................................................................... 46

6.3.1 Platform height ...................................................................................................................... 46

6.3.2 Distance between the platform and the door sill .............................................................. 47

6.3.3 Residual gap between the gap filler and the platform ..................................................... 48

6.3.4 Slopes ..................................................................................................................................... 49

6.3.5 Implementation rule of the devices .................................................................................... 50

6.3.5.1 Ramp or Boarding plate or Bridging plate ..................................................................... 50

6.3.5.2 Mobile floor ........................................................................................................................ 50

6.3.5.3 Slopes ................................................................................................................................. 50


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6.3.5.4 Implementation area inside the train .............................................................................. 50

6.3.6 Functional requirement ........................................................................................................ 50

6.3.6.1 Deployment and retraction .............................................................................................. 50

6.3.6.2 Preliminary adjustment ..................................................................................................... 51

6.3.6.3 Behaviour of the entrance system .................................................................................. 51

6.3.6.4 Adjustment during boarding, alighting and stop in station .......................................... 51

6.3.7 Platform position & platform measurement systems ....................................................... 51

7 New functions ........................................................................................................................................ 52

7.1 Integrate passenger counting function in the entrance system ........................................ 52

7.2 Improve passenger information and communication ....................................................... 52

7.3 Autonomous Entrance System ........................................................................................ 53

7.4 Dwell time reduction........................................................................................................ 53

7.5 Lighting of vestibule ........................................................................................................ 53

7.6 Function out of the scope ................................................................................................ 53

8 Modularity & interface with interior ..................................................................................................... 54

9 Conclusions ........................................................................................................................................... 55

10 References.......................................................................................................................................... 56

11 Antitrust Statement ........................................................................................................................... 57


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Table of figures

Figure 1: Main function ................................................................................................................................. 12

Figure 2: systems and persons interacting with the entrance system during operating phase ....................... 13

Figure 3: systems and persons interacting with the entrance system during maintenance phase ..... 25

Figure 4: systems and persons interacting with the entrance system during mounting phase ........... 27

Figure 5: systems and persons interacting with the entrance system during dismantling phase ....... 28

Figure 6: maximum door sill height changes ............................................................................................. 31

Figure 7: Design of the door sill area ............................................................................................................... 32

Figure 8: Closing force depending on door opening ....................................................................................... 42

Figure 9: Main function ................................................................................................................................. 47

Figure 10: implementation area inside the train ......................................................................................... 50

Table of tables

Table 1: List and reference of main functions in operating phase ................................................................... 14

Table 2: Sub-functions of the main function 1 in operating phase .................................................................. 14






Table 8: Sub-functions of the constraint function 1.1 in operating phase ....................................................... 18

Table 9: Sub-functions of the constraint function 1.2 in operating phase ....................................................... 19

Table 10: Sub-functions of the constraint function 1.3 to 1.6 in operating phase ........................................... 20

Table 11: Sub-functions of the constraint function 2 in operating phase ........................................................ 20








Table 19: Sub-functions of the constraint function 10 in operating phase ...................................................... 24



Table 22: list of functions in maintenance phase ........................................................................................... 26

Table 23: list of functions in mounting phase ................................................................................................. 27

Table 24: list of functions in dismantling phase ............................................................................................... 28

Table 25: pressure waves................................................................................................................................ 33


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Table 26: emission of pressure waves ............................................................................................................ 33

Table 27: door buttons ..................................................................................................................................... 35

Table 28: door acoustic attenuation ................................................................................................................ 36

Table 29: gap filler acoustic attenuation .......................................................................................................... 37

Table 30: door thermal insulation .................................................................................................................... 37

Table 31: gap filler thermal insulation .............................................................................................................. 38

Table 32: air pressure tightness ...................................................................................................................... 39

Table 33: Closing Force................................................................................................................................... 41

Table 34: Antidrag ........................................................................................................................................... 43

Table 35: safety during opening ...................................................................................................................... 43

Table 36: freeways .......................................................................................................................................... 46

Table 37: weight targets .................................................................................................................................. 46

Table 38: height tolerances of platforms ......................................................................................................... 47

Table 39: distance between door sill and platform .......................................................................................... 48

Table 40: residual gaps ................................................................................................................................... 48

Table 41: vertical gaps according ADA [ref 1] ................................................................................................. 49

Table 42: maximum slopes .............................................................................................................................. 49

Table 43: slopes vs height change according ADA [ref 1] ............................................................................... 49


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Glossary

Abbreviation / acronym

Description

ADA American Disable Act

TSI Technical Specifications of Interoperability

Gap filler In this specification, gap filler covers the on-board devices to perform the

requirement about reduction of vertical and horizontal gaps, offset…


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1 Executive summary

The scope of this deliverable is to specify the requirements of the entrance system for medium

term and long term depending of market segment. The requirement that are not clearly defined in

the door standard has been clarified and ambitious requirements about accessibility from the 2 TSI

platforms and about comfort has been established.

In addition to these requirements, new functions have been defined in relation to the improvement

of entrance system surveillance, merging of separate functions with entrance system or extension

of the use of existing sensors. Another key point is the introduction of the target of an autonomous

entrance system in relation with the train target of autonomous operation.

This specification will be used as a base to specify the detailed specification of leaves and gap

fillers.


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2 Introduction

The target of this document is to specify the requirements for access door system integrating

ambitious targets but giving the keys of definition of compromise. The requirements lists and levels

will be split per market segment when necessary.

After a functional analysis and a list of applicable standards and regulations, this specification

gives the requirements that are open in the standards or regulations or that are not in accordance

with. In this part, there is also a list of new functionalities that are requested for medium or long

term. This specification does not contain the requirements that are clearly and precisely fixed in

standards or regulations.


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3 Functional Analysis

3.1 Need analysis and system definition

Figure 1: Main function

The entrance system contains:

- Doors leaves

- Doors operator

- Door control unit

- All door alert / warnings devices (buzzer, loud speakers, lights…)

- All related devices like buttons, emergency handles, access handles…

- Gap filler / Access Device

- Door threshold

- Floor of the vestibule

- Display in the door leaves

- Position of grabrails / handrails

- Interfaces to covers

Entrance System

Passenger (Driver, Crew, Rescue) Carbody hole (freeway)

Provide safe and easy access and egress through the carbody hole to the passengers only under request


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3.2 Functions

3.2.1 Operating phase

Figure 2: systems and persons interacting with the entrance system during operating phase

main functions

FP1 Passenger - Entrance System - Service Crew

FP2 Passenger - Entrance System - Driver

FP3 Passenger - Entrance System - Equiped carbody

FP4 Passenger - Entrance System - Environment

FP5 Passenger - Entrance system - Platform

FP6 Crew - Entrance System - driver

constraint functions

FC1 Passenger - Entrance system

FC2 Rescue team - entrance

FC3 Service crew / staff - entrance

FC4 driver / entrance

FC5 carbody - entrance

FC6 withstand external environment

FC7 infrastructure

FC8 platform

Entrance System

Passenger/ PRM

Environment

Equiped carbody & vestibule

Driver

Service Crew

/ Staff

TCMS

Platform

Rescue teams

Infrastructure

maintenance network

passenger information system


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FC9 reduce impact on environment

FC10 TCMS

FC11 Maintenance Network

FC12 Passenger information system Table 1: List and reference of main functions in operating phase

Functions Sub-functions - level 1 sub-functions - level 2

FP1 Passenger - Entrance System

- Service Crew

FP1.1 Warn safety events to service crew in order to egress (passenger action)

FP1.2 Request for assistance to access/egress the train (PRM)

Table 2: Sub-functions of the main function 1 in operating phase



- Driver

FP2.1 Next Stop request (for example for optional stops)

FP2.2

Warn safety events in order to egress to driver (refer to first function)



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- Equiped carbody FP3.1

Provide safe access and egress conditions to the train

FP3.1.1 provide slip resistant

conditions to access and egress

FP3.1.2

provide clear identification of the

doorway, steps, moveable steps, bidging

plates and ramps

FP3.1.3 interlock door and

moveable step movement

FP3.1.4 avoid inapropriate behaviour of the door

FP3.1.5 avoid door opening in

inappropriate area

FP3.1.7

avoid passenger confinement when emergency egress is required

FP3.1.8 Proof the safety level

FP3.1.9 avoid the fall of wheelchairs

FP3.1.10

avoid emergency door opening when it is not really requested or in a inappropriate area

FP3.1.11

illuminate the door area to avoid passenger fallings


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FP3 Passenger - Entrance System - Equiped carbody

FP3.2 Provide easy access and egress

conditions to the train

FP3.2.1

allow access and egress without touching the vertical edges of the door

FP3.2.2

allow access and egress without restriction compared to the

doorway

FP3.2.3

allow access and egress without touching the horizontal edges of the doorway

FP3.2.4 help the passenger to access and egress thanks to handrails

FP3.2.6 allow acces and egress

thanks to fixed or moveable steps

FP3.2.7 Avoid too important slopes

FP3.3

Allow clear identification of the entrance system by the passenger from inside and from outside

FP3.3.1 allow clear identification of entrance system from inside and from outside

FP3.3.2

allow clear identification of wheelchair access from inside and from outside



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FP4 Passenger - Entrance System - Environment

FP4.1 Ensure passenger safety FP4.1.1

ensure passenger retention by the windows

FP4.2 Ensure Passenger comfort (temperature, noise, ..)

FP4.2.1 Ensure efficient sound insulation

FP4.2.2 ensure efficient thermal insulation



FP5 Passenger - Entrance system -

Platform

FP5.1 Allow passenger to see the platform

FP5.2 Provide safe and easy access and egress to the train

FP5.2.1 reduce the gap without moveable equipment

FP5.2.2 Allow safe and easy level access and egress

FP5.3 Select the doors to be released



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FP6 Crew - Entrance System -

driver FP6.1 Deliver ready to go signal (out of the scope of S2R)



FC1 Passenger - Entrance system FC1.1 Request for opening/closing the door

FC1.1.1 Request for normal opening / closing the door

FC1.1.2 request for emergency opening / closing the door

Table 8: Sub-functions of the constraint function 1.1 in operating phase


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FC1 Passenger - Entrance system FC1.2 Protect passengers from entrance system

FC1.2.1

FC1.2.2 avoid passengers to be trapped

FC1.2.3 avoid important impact of passengers

FC1.2.4 avoid any impact on passengers

FC1.2.5 avoid person to be dragged by the train

FC1.2.6 limit injuries created by the edges

FC1.2.7 avoid passenger trapping between the steps and the platform

FC1.2.8 ensure passenger safety level when door closing

FC1.2.9 avoid step movement with passenger present

FC1.2.10

FC1.2.11 prevent electrical hazard

FC1.2.12 prevent passenger and obstacle trapping during opening

FC1.2.13

prevent passenger injuries during powering-up

Table 9: Sub-functions of the constraint function 1.2 in operating phase


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FC1 Passenger - Entrance system

FC1.3

Guide the passenger to enter / egress

FC1.3.1 Help the passenger to find the seats

FC1.3.2 Warn the passenger

FC1.3.3 Help the passenger to understand emergency egress procedure

FC1.4 Deliver door status information (out of order, side opening..)

FC1.5 Prevent vandalism / train surfing / IT security

FC1.6 passenger load

FC1.6.1 allow door windows to withstand passenger load

FC1.6.2 withstand passenger load

Table 10: Sub-functions of the constraint function 1.3 to 1.6 in operating phase


FC2 Rescue team - entrance FC2.1

allow emergency access without special training

Table 11: Sub-functions of the constraint function 2 in operating phase


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FC3 Service crew / staff - entrance

FC3.1 put the door in out of order

status Lock out the door

FC3.2 local opening / closing

FC3.3 authorise unpowered opening

FC3.4 allow access and egress to and from the track

FC3.5



FC4 driver / entrance

FC4.1 remote out of use

FC4.2 enable the door

FC4.3 close the door

FC4.4 authorise emergency exit

FC4.5 give the information to the driver door closed and locked

FC4.6 give the type of the platform (height…)

FC4.7

allow driver's access and egress to the cab by using the passenger door when the train is unpowered

When there is no separate external cab door

FC4.8 give the information to the

driver /staff about egress and access device activation



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FC5 carbody - entrance

FC5.1 protect against moving parts (covers…)

FC5.2 absorb carbody distorsions

FC5.3 reduce the environment impact on the door system (winter…)

FC5.4 simplify (reduce) the interfaces

FC5.5 be compatible with the carbody (shape, flush, corrosion…)

FC5.6

reduce the distance between the doorway and the wheelchair user dedicated location

FC5.7 stow boarding aids



FC6 withstand external

environment

FC6.1 prevent water ingress

FC6.2 temperature, solar radiation, dust, humidity, ice, snow, noise

FC6.3 EMC

FC6.4 pressure waves

FC6.5 stones, sand, debris, bullets

FC6.6 shocks and vibration

FC6.7 electric supply




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FC7 infrastructure

FC7.1 reduce axle load

FC7.2

be compatible with infrastructure (dynamic gauge…)

FC7.3

do not disturb infrastructure (example: switch off red light when running to avoid confusion with other red light…)



FC8 platform

FC8.1 be compatible with the platform (static gauge…)

FC8.2 ability to handle undefined platform surface

FC8.3 manage modification of platform height at standstill

FC8.4 measure vertical and horizontal distance

FC8.5 allow use without step under certains circumtances

FC8.6 allow door opening when people on the platform



FC9 reduce impact on environment

FC9.1 noise (disturbance of station vicinity)

FC9.1.1 noise due to door movement

FC9.1.2 noise due to alert signals

FC9.2 weight

FC9.3 pollution

FC9.4 EMC emission


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FC9.5 thermal

FC9.6 visual pollution

FC9.7 automatic closing (reduce energy consumption + comfort)



FC10 TCMS

FC10.1 Enable door

FC10.2 Command closing

FC10.3 Enable emergency egress / access

FC10.4 sharing information

FC10.5 send gap infomation

FC10.6 interlock door and traction

FC10.7 deliver door status (safety …)

FC10.8

FC10.9 manage inside air overpressure (HVAC)

FC.10.10 prevent IT security intrusion

FC10.11 passenger counting… : TCMS - entrance system

FC10.12 other



FC11 Maintenance Network

FC11.1

collect and distribute maintenance information / predictive maintenance / condition based maintenance…

FC11.2 prevent IT security intrusion



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FC12 Passenger information

system

FC12.1 be able to integrate a visual display for inside and/or outside

FC12.2 trigger announcement

FC12.3

prevent passenger from door closing & count passenger: reduce the necessary number of devices to perform those functions


3.2.2 Maintenance phase

Figure 3: systems and persons interacting with the entrance system during maintenance phase

main functions

FP1 maintenance team - entrance system - carbody

minimise maintenance cost

provide easy access to components / adjusting points…

maintenance software tool

Entrance System

Maintenance

team

Environment

Equiped Carbody

maintenance network

maintenance infrastructure / workshop


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FP2 maintenance team - entrance system - network

condition based maintenance / predictive maintenance to increase availability

collect maintenance activity done on the system

FP3 maintenance team - entrance system - software

easy trouble shooting

store the maintenance activities in the DCU

constraint functions

FC1 maintenance team - entrance system

optimise investment cost compared to maintenance cost / minimise Life cycle cost

FC2 maintenance infrastructure

withstand tools to load the goods for the restaurant…

withstand maintenance tools

washing machine

FC3 environment resistance to cleaning agent

Table 22: list of functions in maintenance phase


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3.2.3 Mounting phase

Figure 4: systems and persons interacting with the entrance system during mounting phase

Main function Main Criteria Comments

Allow an easy mounting in the vehicle

reduce the number of components to be assembled

reduce the number of interfaces (number of fitting points)

allow / withstand more tolerances for adjusting

example: integrate emergency handle in the leaf

Table 23: list of functions in mounting phase

Entrance System

Mounting team

Environment Carbody

workshop


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3.2.4 Dismantling phase

Figure 5: systems and persons interacting with the entrance system during dismantling phase

Main function Main criteria Comments

Allow a costless, easy and green refurbishment

Don't use forbidden / restricted / registered materials

Use material combination to allow separation with a low level of energy

Allow easy and costless separation of materials

Reduce CO2 footprint

Reduce the weight

The greenest approach is to reduce the weight

Write dismantling procedure and material list

Table 24: list of functions in dismantling phase

Entrance System

Dismantling team

Environment

Carbody

Dismantling Area


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4 Applicable Standards and Regulation

4.1 Technical Specification of Interoperability

TSI PRM: Technical Specifications for Interoperability relating to accessibility of the Union's rail

system for persons with disabilities and Persons with Reduced Mobility

TSI Loc & Pas: Technical Specification for Interoperability relating to the ‘Rolling Stock —

LOComotives and PASsenger rolling stock’ subsystem of the rail system in the European Union

4.2 Standards

EN14752: Bodyside entrance systems for rolling stock

EN16584-1: Design for PRM use — General requirements —

Part 1: Contrast

EN16584-2: Design for PRM use – General requirements —

Part 2: Information

EN16584-3 : Design for PRM use – General requirements —

Part 3: Optical and friction characteristics

EN16585-2 : Design for PRM use — Equipment and components onboard rolling stock —

Part 2: Elements for sitting, standing and moving

EN16584-3 : Design for PRM use – Equipment and components onboard rolling stock –

Part 3: Clearways and internal doors

EN16586-1 : Design for PRM use — Accessibility of persons with reduced mobility to rolling stock —

Part 1: Steps for access and egress


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EN16586-2 : Design for PRM use — Accessibility of persons with reduced mobility to rolling stock —

Part 2: Boarding aids


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5 Clauses that shall be clarified in the specification according EN14752 appendix G

5.1 Manual Operation

This clarification concerns the operating manual: out of the scope of this specification

5.2 Track Level Access

This clarification “If specified, means shall be provided to ensure access and egress to and from

the track level for staff on dedicated doors. Details need to be clarified in the technical specification

as far as not defined in EN 16116-1.” is out of the scope of this specification

5.3 Relative position of the step edge

The position of the step edge (l2 and l3) shall be defined is the specification. The object of this

specification is to reduce vertical and horizontal gap between the step and the platform in order to

allow easy and independent access for wheelchair users.

Figure 6: maximum door sill height changes


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That means that l3 shall be adapted to the platform position and that l2 shall be as low as possible.

The current design of door sill is acceptable and considered as easily and independently

accessible for wheelchair users:

Figure 7: Design of the door sill area

Nevertheless, the 30 mm offset between the step and the sill and the design of the door sill / step

interface should be improved to allow an easiest access.

5.4 Aerodynamic stresses

Doors shall be capable of withstanding the effects of pressure pulses as given in Annex F, applied

over the surface of the door without causing any non-elastic deformation or loss of operation.

Some residual deflection after first loading may occur

Market segment Target Comments

LRV / Generally, no requirements for

pressure waves

Metro / Generally, no requirements for

pressure waves

Regional Proof load: +/- 1900 Pa +

800 N

UIC 566 (V <= 160 km/h)

Proof load: +/- 2500 Pa +

800 N

UIC 566 (V <= 200km/h)

Door sill & floor

Mobile step

D

o

o

r

l

e

a

f

550 mm or 760 mm

20 mm

10 mm 570 mm or 770 mm

600 mm or 800 mm


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Option:

Dynamic load: till +/- 2800

Pa;

Variation rate: 98 000 Pa/s

Train crossing in tunnel when the

head of the oncoming train passes the

doors – duration: a few ms)

Option:

Dynamic load: till +/- 5500

Pa ;

Variation rate: 5000 Pa/s

Train crossing in tunnel when 2 trains

entering in the same time in tunnel

(duration: about 1 s )

HST +/- 6 000 Pa

Table 25: pressure waves

Note 1: the values of the dynamic load depend on the speed on both trains. The values given

above are valid for high speed train crossing a conventional train.

Note 2: the effects on the dynamic loads depend on the sealing rate of the vehicle. The pressure

given here are not the values that the door shall directly withstand

Note 3: EN14067-4 defines the maximum pressure waves emitted by the train in an open area :

Market segment Δp95%,max(peak to peak) comment

V < 160 km/h No requirement

160 km/h < V <

250 km/h

< 800 Pa @ V max Measure at 2.5 m from the

center of the track and

between 1.5 m and 3 m

above top of rail

250 km/h < V < 800 Pa @ 250 km/h Measure at 2.5 m from the

center of the track and

between 1.5 m and 3 m

above top of rail

Table 26: emission of pressure waves

5.5 Relation to vehicle gauge

Due to the lack of standardization on this point, the former French requirement will be used. The

maximum door deflection should be limited to 8 mm.


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Due to the lack of standardization on this point, the former French requirement will be used as

reference: maximum door leaf deflection of 10 mm under the load cases.

As the stiffness of composite solution is less important than metallic solution, the target of the door

leaf deflection is fixed to 15 mm. Nevertheless, this maximum values depends on the vehicle

dynamic gauge.

The value of 15-mm does not take into account the effect of the movements of the operator, lower

driving arm, vertical coordinating bar under loads (pressures waves, passenger loads…)

Bigger deflection is possible depending on the type of door system for example for sliding plug

doors equipped with lower guiding arms which allows movement of the lower part of the leaves

under loads:

5.6 Vehicle overturning case

This request is valid only for Great Britain, Australia, India and more generally speaking for

countries influenced by England.

This case is considered as not applicable in this study as too specific

5.7 Ability to withstand vibration and shocks

Load cases of EN61373 shall be taken into account in addition of EN12663

5.8 Door buttons

Long term wish (not really compliant to the TSI and standard) is to evolve to an autonomous door.

The implementation of new sensors or use of existing sensors (3D camera, light grid, capacitive

sensors… ) should allow to detect passengers who would like to enter or egress the vehicle.

Long term wish (not really compliant to TSI and standards) is to evolve to a door without

pushbutton because the accessibility of pushbutton is not guaranteed when the vehicle flange is far

from the platform and because pushbutton become more and more complex with audible alert,

visible alert, tactile acknowledge, contrast… The implementation of new sensors or use of existing

sensors (3D camera, light grid, capacitive sensors…) and / or use of mobile devices like

smartphone or dedicated boxes that can be used by persons with reduced mobility should allow to

increase the accessibility and should allow to detect passengers willing enter or egress the vehicle

.

Market segment Medium term Long term Comment


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LRV Yes (*) No with probably

back-up opening

control device

Metro No No Central opening and closing

Commuter /

Regional

Yes (*) No with probably

back-up opening

control device

HST Yes (*) No with probably

back-up opening

control device

Table 27: door buttons

In any case of push button implementation, they will be compliant to EN standards.

(*) At medium term, the removal of door button is perhaps not acceptable due to public acceptance

and due to the fact that some requirements in the standard and regulation imply the

implementation of pushbutton and due to the confusion between door control device and door

button.

The alert signals currently performed by the pushbutton could be managed as indicated in §7.2

“improved passenger information and communication”

5.9 Door buttons location

Refer to §5.8 Door Buttons above.

Nevertheless, as the door will always act as a level access door to be always useable by PRM and

wheelchair users, PRM button should not be useful

5.10 Colour of emergency egress device

The colour will be chosen to be the same as for the train used for the demonstration

Nevertheless, the feasibility of an implementation of the emergency egress device in the door leaf

will be studied.

5.11 Quantity and location of access device

The number and the location will be chosen to be the same as for the train used for the

demonstration.


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5.12 Mechanical interface with the vehicle

Door deflection: refer to §5.5 “relation to vehicle gauge”.

Door tolerances: as usual.

5.13 Fire protection

The hazard level will be HL2 and if possible HL3.

If only hazard level 2 is reached, the use of the door will be not compliant to the use for night trains

and London metro (escape by the front of the train).

5.14 Sound insulation

5.14.1 Door acoustic insulation Market segment Medium

term

Long term Comment

LRV 33 dB 35 dB As LRV doors are full glass doors,

the improvement could come

from glass improvement

Metro 30 dB 35 dB More and more identical to

commuters / regional

Regional 35 dB 38 dB

HST 38 dB 44 dB

Table 28: door acoustic attenuation


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5.14.2 Gap filler acoustic insulation According to the design of the floor, of the door threshold and of the gap filler, the gap filler could

have an impact of the acoustic insulation of the floor and the vestibule. In that case, the target is

that the floor and the vestibule reach the same acoustic insulation than the door.

Market segment Medium

term

Long term Comment

LRV 33 dB 35 dB As LRV doors are full glass doors,

the improvement could come

from glass improvement

Metro 30 dB 35 dB More and more identical to

commuters / regional

Regional 35 dB 38 dB

HST 38 dB 44 dB

Table 29: gap filler acoustic attenuation

5.15 Thermal insulation

5.15.1 Door thermal insulation Market segment Target Comments

LRV 3.3 W/(m2.K) LRV doors are full glass doors [single glass: 5,8

/(m2.K) ] then glass design shall be improved to

improve door thermal performance

Metro 4.5 W/(m2.K) More and more identical to commuters / regional

Regional 3.3 W/(m2.K)

HST 3 W/(m2.K)

Table 30: door thermal insulation


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5.15.2 Gap filler thermal insulation According to the design of the floor, of the door threshold and of the gap filler, the gap filler could

have an impact of the thermal insulation of the floor and of the vestibule. In that case, the target is

that the floor and the vestibule reach the same thermal insulation than the door.


LRV 3.3 W/(m2.K)

Metro 4.5 W/(m2.K)

Regional 3.3 W/(m2.K)

HST 3 W/(m2.K)

Table 31: gap filler thermal insulation

5.16 RAMS – Reliability, Availability, Maintainability, Safety

Definition of common safety target is not in the scope of PIVOT.

5.17 Protection against electrical hazard

The demonstration of the protection against electrical hazard has to be made according railway

standards.

Based on EN 50153 (Rolling stock - Protective provisions relating to electrical hazards) a door

system is considered as safe when it is demonstrated that the voltage is < 50 V when the door is

electrified by a broken overhead wire. The maximum current is defined according EN50388

As an option (required by some train manufacturers), the ground connection of the leaf and of the

door system has to comply to the following requirements based on the case of an overhead line in

contact with the vehicle)

a) Short circuit test. As a guideline:

40 kA (EN50388 & TSI L245 / 331) during 100 ms (eb 6/2002) for 15 kV/16hz 2/3 networks

without substation in parallel

15 kA (EN50388 & TSI L245 / 331) during 120 ms (eb 6/2002) for 25kV/50Hz networks with

substations in parallel

100 kA (EN50388) / 65 kA (TSI L245 / 331) during 100 ms (eb 6/2002) for 750 V DC

networks with substations in parallel

100 kA (EN50388) / 75 kA (TSI L245 / 331) during 100 ms (eb 6/2002)for 1500 V DC


50 kA (EN50388) / 50 kA (TSI L245 / 331) during 100 ms (eb 6/2002) for 1500 V DC



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and

b) The earthing connection between door system and body shell has to provide a cross

section of 95mm².

The earthing connection of the door leaves can be made via the door operator, if the test

done shows that the touch voltage does not exceed / stays below the limits given in EN

50122-1.

The I²t-value shall be defined with 250MA²s.

Another option requirement is : Resistance of the ground connection of equipment: < 30 mOhms at

50 A

5.18 Weather

Out of the scope

5.19 Air pressure tightness

Entrance system is one of the system which is involved in vehicle air pressure tightness.


LRV Not sealed Generally no requirement for pressure waves

Metro Not sealed Generally no requirement for pressure waves

Regional Not sealed /

sealed

Speed < 160 km/h and speed of crossed train < 160

km/h : not tight

160 km/h < Speeds < 200 km/h: tight or not-tight

Speed > 200 km/h or speed of crossed train > 200

km/h: tight

HST sealed

Table 32: air pressure tightness

When not sealed, the tightness level is also limited by the need of water tightness and by the need

of acoustic insulation.

Note 1: The global leakage surface is managed at train level and not at door level.


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Note 2: according EN14067-5, the limitation of pressure change allowing passenger comfort are:

Unsealed trains (generally τdyn< 0,5 s)

The pressure experienced by a passenger on board a train should not exceed a change of:

- 4 500 Pa within a period of 4 s for the worst case involving two trains passing in a double-track tunnel in a

critical crossing situation;

- 3 000 Pa within a period of 4 s for a single-track tunnel.

The limit for a single train in a single-track tunnel is less (i.e. more stringent) than for the two train case in a

double-track tunnel due to the fact that the same pressures will occur in that tunnel every time that train

passes through that same tunnel at that same speed. Therefore, in effect, the worst case pressures for that

train can occur every time. For the two trains/double-track tunnel situation, the occurrence of the worst

(critical) case pressures is less frequent because it requires not only both trains to be passing through at the

same time but also for them to pass at a particular position within the tunnel. A raised limit can therefore be allowed due to the lower statistical probability of this critical event occurring.

Sealed trains (generally τdyn > 0,5 s)

The pressure experienced by a passenger on board a train should not exceed a change of:

- 1 000 Pa within a period of 1 s;

- 1 600 Pa within a period of 4 s;

- 2 000 Pa within a period of 10 s.

This criterion applies to the single-track tunnel case and to the case involving two trains passing in a doubletrack tunnel in a critical crossing situation.

As the degree of sealing is increased, it is the pressure change occurring over longer time intervals that

becomes increasingly important for comfort.


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5.20 Release door and step

The door will receive a train line stated if the train is at standstill or not. The level of the threshold is

not in the scope of the entrance system

5.21 Interlocking of released doors

Selective door opening has no real impact on the design of the door except eventually an

additional train line or a network message.

5.22 Out of service device

Implementation or not of out of service device inside the train and/or outside the train is out of the

scope

5.23 Door closing alert sequence

The vehicle is designed for both 550 mm and 760 mm platforms

5.24 Closing force

Market segment Closing force Comments

LRV Level 1

Metro Level 2 German VDV157 requirement is 300 N

Regional Level 1 Level 2 for commuter trains

HST Level 1

Table 33: Closing Force

Note: level 1 and Level 2 according to EN14752


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Figure 8: Closing force depending on door opening

5.25 Non-contact obstacle detection

Non-contact obstacle detection is mandatory for regional trains in Germany due to operating rules.

The use of light grid is a minimum and improvement of such a function is in the scope of the

project. Refer to §7.1 “Integrate passenger counting function in the entrance system” and §7.3

“Autonomous Entrance System”

5.26 Anti-drag

Market segment Required Comments

LRV Yes Depends on the countries but mandatory

for autonomous entrance system refer to

§7.3

Metro Yes Depends on the countries but mandatory


§7.3


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Regional Yes Depends on the countries but mandatory


§7.3

HST No May be in the future but mandatory for

autonomous entrance system refer to §7.3

Table 34: Antidrag

5.27 Safety during opening

Market segment Required Comments

LRV No No specific requirements; only overcurrent

detection

Metro No No specific requirements; only overcurrent

detection

Regional No No specific requirements; only overcurrent

detection

HST No No specific requirements; only overcurrent

detection

Table 35: safety during opening

5.28 Emergency Egress conditions

The operating rules of emergency egress conditions and the rules to use the emergency egress

device are very different among the European Countries and other countries.

The improvement of this function is not in the scope of this project

5.29 Emergency egress device operation

The method of clear proof of operation of the device is vary various (e.g. break glass, lead seal,

data recording) among the European Countries and operators.

The improvement of this function is not in the scope of this project


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5.30 Protection against accidental operation (of the emergency

egress device)

The rules to operate the emergency egress device are very various among the European countries

and operators:

— successive operation of two sub-devices;

— protection by a removable cover; or

— the door is held closed until it is safe for passengers to leave the vehicle. In this case it shall be

possible to open the door manually under power failure conditions of the door.

The improvement or standardization of these rules are not in the scope of this project

5.31 Emergency windows in access doors

Windows are generally not considered as emergency windows (emergency exit) to evacuate the

vehicle.

5.32 Status indication

Out of the scope

5.33 General

Test plan is out of the scope

5.34 Type tests

Out of the scope

5.35 Routine tests

Out of the scope

5.36 Functional test on the fully assembled vehicle / train consist

Out of the scope


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5.37 Documentation related to installation and maintenance of the

entrance system

Out of the scope


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6 OTHER REQUIREMENTS

6.1 Freeway

Market segment Freeway Comments

LRV 1300 mm

Metro 1400 mm Sliding plug door

1600 / 1900 mm Sliding door

Regional 1400 mm Generally: 1300 mm but sometimes 1400 mm

Sometimes 1600 / 1800 mm for commuters and

double deck trains

HST 900 mm

but 1000 mm for

level access door

Table 36: freeways

6.2 Weight


LRV 130 kg Full glass leaves

Metro 145 kg Sliding plug door

Regional 160 kg

HST 180 kg

Table 37: weight targets

6.3 Accessibility

6.3.1 Platform height The vehicle shall allow an easy and safe access for both TSI platforms i.e. 760 mm and 550 mm.

The height tolerances of the platforms are:


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Platform nominal Mini Maxi

760 mm 760 mm 730 mm 815 mm

550 mm 550 mm 520 mm 605 mm

Table 38: height tolerances of platforms

These values are representative of more than 80 % of the platforms measured in France (550 mm

platforms).

6.3.2 Distance between the platform and the door sill Depending of the station, the curve in the station and the operating speed of the train that does not

stopped in the station, the cant in station is very various. These very various configurations create

a very large range of distance between the platform and the door sill which depends also on the

position of the door in the vehicle (far or close to the bogies) as shown is the figure below:

Figure 9: Main function

The distances between the platform and the door sill will be as shown in the table below:

Market segment Mini Maxi Comments

LRV / / Values in figure 9 depends a lot

- on the door position i.e. the

distance from the bogie


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- the platform design

Metro 80 - 150 200 Values in figure 9 depends a lot




Regional 80 - 120 500 Values in figure 9 depends a lot




HST 80 - 120 500 Values in figure 9 depends a lot




Table 39: distance between door sill and platform

6.3.3 Residual gap between the gap filler and the platform After adjustment of the stroke and of the altitude of the step, the targets of the residual gaps are :


Vertical gap

between platform

and end of sliding

step of the vehicle

20 mm Level access

according TSI PRM

is 50 mm

Horizontal gap 20 mm Level access

according TSI PRM

is 75 mm

Table 40: residual gaps


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Note: ADA regulation ( [ref 1] American Disable Act - United States of America) states that:

Vertical gap

New platform and new train < 16 mm

New trains only < 38 mm

Train refurbishment < 51 mm

Table 41: vertical gaps according ADA [ref 1]

6.3.4 Slopes To allow an easy and safe access, the target is to limit the slopes in the access area to:

Target Upstand

(protusion)

Comments

slope 6% 20 mm at both

end

10 mm if the

ramp splits to

fold or stow

< 18% (10.2°)

according TSI PRM

Table 42: maximum slopes

If we don’t reach the target (6%), 10% would be acceptable

Note: ADA regulation ([ref 1] American Disable Act - United States of America) states that:

Height change Slope

< 76 mm < 25 %

76 mm < Height change < 152 mm < 16.6 %

152 mm < Height change < 228.6 mm < 12.5 %

> 228.6 mm < 8.3%

Protusion (upstand) < 6.35 mm

Table 43: slopes vs height change according ADA [ref 1]


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6.3.5 Implementation rule of the devices

6.3.5.1 Ramp or Boarding plate or Bridging plate

Ramp or access devices should not oversail the platform

The preferred solution is that ramps or access devices does not oversail the platform in order to

avoid passenger injuries (contact or impact on passenger present on the platform near the edge)

6.3.5.2 Mobile floor

Vertically mobile floor inside the vehicle are allowed

Note: this point is not compliant to EN14752 § 5.4.3

6.3.5.3 Slopes

Longitudinal slopes inside the train rather than lateral slopes should be implemented

It is to avoid cumul of the lateral slope of the floor with the slope of the train (till : 8 %). That could

create unacceptable slope values.

6.3.5.4 Implementation area inside the train

The implementation of the device to improve the accessibility should be in the area as shown

below:

Figure 10: implementation area inside the train

6.3.6 Functional requirement

6.3.6.1 Deployment and retraction

The deployment and retraction of the device shall be automatic.

800 mm

2 850 mm

600 mm 520 mm

1 300 mm 1 300 mm


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6.3.6.2 Preliminary adjustment

Perform preliminary adjustment of the height before the train is at standstill to reduce the dwell time

The platform heights and distance should be known before the train is at standstill

6.3.6.3 Behaviour of the entrance system

The entrance system shall always act as a “level access”. That means that the gap filler is always

adjusted to the platform height and distance.

6.3.6.4 Adjustment during boarding, alighting and stop in station

Due to the enter and egress of passengers in the train, its weight may change and then the height

of the floor also. Nevertheless, the height of the floor is considered as constant because the

secondary suspension of the train will nearly always compensate the change of vehicle weight.

No adjustment during boarding and alighting for the adaptive gap filler

6.3.7 Platform position & platform measurement systems In order to reduce the residual gaps between the door sill and the platform, the knowledge of

platform position is necessary. This information could be delivered by beacons or by a database

after platform measurement… But, in the case there is no beacons or data available or to fine tune

the adaptive gap filler, measurement system will be used to allow residual gap as defined in §6.3.3.

Current solutions already in operation are:

Use of ultrasonic sensors to measure the horizontal distance of the platform

This solution is accurate to measure only the horizontal distance but does not allows to

measure the vertical distance. This kind of sensor is also used to determine the type of the

platform (high or low).

Use of scanner based on laser to measure both horizontal and vertical distances of the platform

Or Use of laser to enlighten the platform with the use of a camera to analyse and measure

horizontal and vertical platform distances

These 2 solutions are rather expensive and are sensitive to dirt.

Based on a benchmark and an assessment of the existing solutions described above, an optimized

design of the platform measurement systems will allow to perform gap filer adjustment as defined

in §6.3.3


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7 New functions

7.1 Integrate passenger counting function in the entrance system

Integration of passenger counting into the entrance system

Utilisation of common sensors to perform passenger counting function and passenger detection

Detection of wheelchair users

7.2 Improve passenger information and communication

Integration of passenger display in the door leaves and better in the door glass

Useful for Regional an HST trains rather than Metro

Give the information

Outside when the train is stopped and when the train enter the station

• Direction / destination

• Coach number

• Seats

Inside till standstill and better at standstill

• Connections

• Time of connection, platform for connections…

The display is off during travelling

Announcement if the door is not accessible for wheelchair user or if it is not the correct door to

access to the wheelchair space

Display of the filling rate of the passenger area in the vicinity of the door

The train knows the filling level thanks to the secondary suspension

Improvement of visible passenger alert (door release, lock-out, door opening, door closing, door

about to close, door about to open…) by reference to the TSI PRM § 4.2.2.3.3 (11) “The visible

signal shall be visible from inside and outside the train and shall be located such that it minimises

the opportunity for it to be obscured by passengers located in the vestibule.”

Improvement of audible passenger alert.

Reduce passenger and vicinity disturbances and make the alerts more clear (door closing after

timer, door closing just before train departure…).


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Allow a communication between the door and passengers (persons with reduced mobility like

wheelchair users and blind people)

One-way communication to inform passengers about door status (accessible or not, level

access or not, lock out…)

Two-way communication allowing reception of order and information from passengers

especially in the case of door button removal

The communication could be performed thanks to smartphone or dedicated boxes.

7.3 Autonomous Entrance System

Though they are automatic, current Entrance Systems are not autonomous. Indeed, their

operations are performed under the supervision of the driver or of the crew in order to:

• Avoid passenger trapping and dragging

• Avoid contacts to passengers when the door is closing

• …

As a long term target of train is also to develop autonomous trains without drivers and crews. That

means that the door shall become fully automatic and fully autonomous

7.4 Dwell time reduction

Couple the door closing speed to the passenger detection system.

7.5 Lighting of vestibule

Change the intensity and / or the colour of the entrance area when the door is open

Improve flow management by using lighting effects:

• creation of contrast thanks to the light (colour or intensity)

• help door identification

• help crowd management thanks to the lights…

7.6 Function out of the scope

2-ways communication with the driver is not an entrance system function even if this

communication should be triggered by the emergency release.


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8 Modularity & interface with interior

• facilitate the loading of interior modules

This requirement refers to the development of modular interior equipment performed in other

projects in order to allow their boarding and alighting through the door way and their easy changes.

• prefer plug & play systems to design a leaf with modular equipment


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9 Conclusions

This document gives the main requirements and constraints to improve the entrance systems in

line with:

• Improved accessibility

• Improved comfort

It also formalizes the target of an autonomous door in line with the train target of autonomous

operation and the constraints of modularity for interiors.


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10 References

[1] Ref. 1 - American Disable Act – United States of America


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11 Antitrust Statement

While some activities among competitors are both legal and beneficial to the industry, group activities of competitors are inherently suspect under the antitrust/ competition laws of the countries in which our companies do business. Agreements between or among competitors need not be formal to raise questions under antitrust laws. They may include any kind of understanding, formal or informal, secretive or public, under which each of the participants can reasonably expect that another will follow a particular course of action or conduct. Each of the participants in this initiative is responsible for seeing that topics which may give an appearance of an agreement that would violate the antitrust laws are not discussed. It is the responsibility of each participant in the first instance to avoid raising improper subjects for discussion, notably such as those identified below. It is the sole purpose of any meeting of this initiative to provide a forum for expression of various points of view on topics

▪ (i) that are strictly related to the purpose or the execution of the initiative,

▪ (ii) that need to be discussed among the participants of the initiative,

▪ (iii) that are duly mentioned in the agenda of this meeting and

▪ (iv) that are extensively described in the minutes of the meeting.

Participants are strongly encouraged to adhere to the agenda. Under no circumstances shall this meeting be used as a means for competing companies to reach any understanding, expressed or implied, which restricts or tends to restrict competition, or in any way impairs or tends to impair the ability of members to exercise independent business judgment regarding matters affecting competition. As a general rule, participants may not exchange any information about any business secret of their respective companies. In particular, participants must avoid any agreement or exchange of information on topics on the following non-exhaustive list:

1. Prices, including calculation methodologies, surcharges, fees, rebates, conditions, freight rates, marketing terms, and pricing policies in general;

2. any kind of market allocation, such as the allocation of territories, routes, product markets, customers, suppliers, and tenders;

3. production planning; marketing or investment plans; capacities; levels of production or sales; customer base; customer relationships; margins; costs in general; product development; specific R&D projects;

4. standards setting (when its purpose is to limit the availability and selection of products, limit competition, restrict entry into an industry, inhibit innovation or inhibit the ability of competitors to compete);

5. codes of ethics administered in a way that could inhibit or restrict competition; 6. group boycotts; 7. validity of patents; 8. ongoing litigations.

Documents

Performance Improvement for Vehicles On Track D6.1