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T7016 This document contains one or more pages which contain colour.

Published by: RSSB Block 2 Angel Square 1 Torrens Street London EC1V 1NY © Copyright 2014 Rail Safety and Standards Board Limited

Uncontrolled When Printed Document comes into force and supersedes GIGN7616 Iss 1 with effect from 07/06/2014. (There are amendments to this document). Superseded by GIGN5633 Iss 1 (Appendix A) and the remainder by RIS-7016-INS Iss 1 with effect from02/06/2018

Guidance on Interface between Station Platforms, Track and

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GI/GN7616 Issue Two: March 2014

Issue record

Issue Date Comments

One 04 December 2010

Original document.

Two March 2014 Replaces issue one, reflecting the up-issue of GI/RT7016, from issue four to issue five, the changes to the published Conventional Rail Infrastructure Technical Specification for Interoperability (CR INF TSI) and the new guidance on the assessment of risk from the aerodynamic effects of passing trains (see Appendix G of this document). Title changed to cover increased scope. Appendices A, B, C and D from GI/RT7016 included.

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

Superseded documents

The following Railway Group document is superseded, either in whole or in part as indicated:

Superseded documents Sections superseded

Date when sections are superseded

GI/GN7616, Issue one

Guidance on Station Platform Geometry

All 07 June 2014

GI/GN7616 issue one ceases to be in force and is withdrawn as of 07 June 2014.

Supply

The authoritative version of this document is available at www.rgsonline.co.uk. Uncontrolled copies of this document can be obtained from Communications, RSSB, Block 2, Angel Square, 1 Torrens Street, London EC1V 1NY, telephone 020 3142 5400 or e-mail [email protected]. Other Standards and associated documents can also be viewed at www.rgsonline.co.uk.


http://www.rgsonline.co.uk/

mailto:[email protected]



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Contents

Section Description Page

Part 1 Introduction 6 G 1.1 Purpose of this document 6 G 1.2 The structure of this document 6 G 1.3 Copyright 7 G 1.4 Approval and authorisation of this document 7

Part 2 Guidance on Technical Specifications for Interoperability (TSIs) 8 G 2.1 Requirements related to stations 8 G 2.2 TSI - Persons with Reduced Mobility 8 G 2.3 TSI - High Speed Infrastructure 9 G 2.4 TSI - Conventional Rail Infrastructure 10

Part 3 Recommendations and Guidance in Documents Related to Stations 12 G 3.1 Introduction 12 G 3.2 Accessible Train and Station Design for Disabled People: A Code of Practice12 G 3.3 London Underground Limited, Good Practice Guide 'Station Planning

Standards and Guidelines' (SPSG) 12 G 3.4 Railway Safety Principles and Guidance: requirements related to stations 12

Part 4 Guidance on Location of New Platforms 13 G 4.1 Horizontal track alignment through station platforms 13 G 4.2 Vertical track alignment through station platforms 15

Part 5 Guidance on Standard Platform Position Relative to Adjacent Track 18 G 5.1 Platform height 18 G 5.2 Platform offset 21 G 5.3 Footsteps of new trains relative to standard platform position 25 G 5.4 Increased stepping distances associated with achieving the standard

platform position 25 G 5.5 S&C adjacent to a platform 26

Part 6 Guidance on Altering the Position of Platforms Relative to Adjacent Track 27

G 6.1 Altering the position of platforms relative to adjacent track 27 G 6.2 Alterations to existing platforms not complying with the standard platform

position 27

Part 7 Guidance on Usable Length of Platforms 29 G 7.1 General requirement for usable length of platforms 29 G 7.2 Exemption where operational procedures apply 31 G 7.3 Signs for stopping position of trains 32

Part 8 Guidance on Location of Buildings, Structures and Other Items on Platforms 33

G 8.1 Determining the minimum usable platform width 33 G 8.2 Location of buildings and structures on platforms 33 G 8.3 Location of structures at terminal stations 35 G 8.4 Location of platform furniture 36 G 8.5 Location of isolated columns supporting lighting, signs and other equipment36 G 8.6 Location of driver only operation equipment 37

Part 9 Guidance on Usable Width of Platforms 39 G 9.1 Requirements for all new platforms 39 G 9.2 New single face platforms 40 G 9.3 New double face platforms 41



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G 9.4 Lengthening of existing platforms 41

Part 10 Guidance on Headroom on Platforms 42 G 10.1 Minimum headroom on platforms 42

Part 11 Guidance on the Assessment of Risk from the Aerodynamic Effects of Passing Trains 43

G 11.1 Aerodynamic effects of passenger trains passing at speeds greater than 125 mph 43

G 11.2 Aerodynamic effects of passenger trains passing at speeds greater than 100 mph but not exceeding 125 mph 43

G 11.3 Aerodynamic effects of freight trains passing at speeds greater than 60 mph45

Part 12 Guidance on Other Requirements for Safety of Passengers Boarding or Alighting from Trains 47

G 12.1 Platforms 47 G 12.2 Signs and markings 48

Appendices Appendix A Assessment of Overrun Risk Zone Behind Buffer Stop 51 Appendix B Frangible Decking at Terminal Stations 57 Appendix C Example of the Determination of the Minimum Usable Platform Width for

a Double Face Platform 59 Appendix D Determining the Number of People to Allow for in the Unscheduled

Detraining of Passengers 60 Appendix E Diagram Illustrating Requirements for Headroom at Station Platforms 61 Appendix F Considerations for Alternative Height / Offset Platforms 62 Appendix G Assessment of Risk from the Aerodynamic Effects of Passing Trains at

Stations 64 Appendix H Platform Markings 74

Definitions 81

References 83

Tables

Table G 1 Compliance cases for track radius at a platform 15 Table G 2 Applicable platform heights and tolerances 20 Table G 3 Applicable platform offset and tolerances 24 Table G 4 Examples of specific types of alterations to improve the relative position

of the platform to the track 28 Table G 5 Assessment of overrun risk zone behind buffer stop - risk weighting factor 56 Table G 6 Risk reduction mitigation table 71 Table G 7 Table of mitigation measures 73 Table G 8 Requirements and guidance for the provision of platform markings 80



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Figures

Figure G 1 Harrington Station - example of a localised alteration to achieve standard height platform 19

Figure G 2 Platform copers with a shear key 22 Figure G 3 The overrun risk zone divided into risk areas A, B, C and the frangible

decking (not to scale) 53 Figure G 4 Measurement for the frangible decking assessment tool for a single track

width 54 Figure G 5 Frangible decking at a national hub station 58 Figure G 6 Determination of the Minimum Usable Platform Width for a Double Face

Platform 59 Figure G 7 Requirements for Headroom at Station Platforms 61



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Part 1 Introduction

G 1.1 Purpose of this document

This document gives guidance on interpreting the requirements of Railway Group G 1.1.1Standard GI/RT7016 Interface between Station Platforms, Track and Trains, relating to platform geometry and specifically supports Parts 2, 3, 4, 5, 6, 7, 8, 9 and 11. It does not constitute a recommended method of meeting any set of mandatory requirements. There is no guidance to support GI/RT7016 Part 10 and Part 12.

Guidance is also given on the Persons with Reduced Mobility (PRM) Technical G 1.1.2Specification for Interoperability (TSI), the High Speed Infrastructure TSI (HS INF TSI) and the CR INF TSI relating to platform geometry (see Part 2).

The guidance given in this document is most relevant to alterations (as defined) to G 1.1.3existing stations (or re-opened stations) where the constraints of the existing infrastructure might make it unrealistic to achieve full compliance with all the requirements in GI/RT7016. The design of a new station and particularly for a new station on a new or re-opened route will be less constrained, making compliance with the requirements of GI/RT7016 easier to achieve.

GE/RT8270 Assessment of Compatibility of Rolling Stock and Infrastructure mandates G 1.1.4requirements and responsibilities for the assessment of compatibility of rolling stock and infrastructure. In respect of new or changed assets:

a) A railway undertaking is responsible for ensuring that its rolling stock is compatible with the infrastructure it operates over and with other rolling stock that operates on that infrastructure.

b) An infrastructure manager is responsible for ensuring that its infrastructure is compatible with the rolling stock that operates over it and any other infrastructure with which it interfaces.

The construction of new platforms or the modification of existing platforms will in most G 1.1.5cases invoke the use of the relevant process in GE/RT8270, for example, network change.

RIS-7700-INS Rail Industry Standard for Station Infrastructure is a voluntary standard G 1.1.6that sets out voluntary requirements related to station infrastructure which can be referred to, together with this guidance.

This document is independent of the work that is currently underway by the European G 1.1.7Railway Agency (ERA) to revise the Infrastructure TSIs and develop a combined TSI covering both High Speed and Conventional lines.

G 1.2 The structure of this document

Relevant requirements from Railway Group Standard GI/RT7016, PRM TSI, HS INF TSI G 1.2.1and CR INF TSI are reproduced with a grey background in this document.

Guidance is provided as a series of sequentially numbered clauses prefixed ‘G’ G 1.2.2immediately below the greyed text to which it relates.

Specific responsibilities and compliance requirements are laid down in the Railway Group G 1.2.3Standard itself.



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G 1.3 Copyright

Copyright in the Railway Group documents is owned by Rail Safety and Standards Board G 1.3.1Limited. All rights are hereby reserved. No Railway Group document (in whole or in part) may be reproduced, stored in a retrieval system, or transmitted, in any form or means, without the prior written permission of Rail Safety and Standards Board Limited, or as expressly permitted by law.

RSSB members are granted copyright licence in accordance with the Constitution G 1.3.2Agreement relating to Rail Safety and Standards Board Limited.

In circumstances where Rail Safety and Standards Board Limited has granted a particular G 1.3.3person or organisation permission to copy extracts from Railway Group documents, Rail Safety and Standards Board Limited accepts no responsibility for, nor any liability in connection with, the use of such extracts, or any claims arising therefrom. This disclaimer applies to all forms of media in which extracts from Railway Group Standards may be reproduced.

G 1.4 Approval and authorisation of this document

The content of this document was approved by Infrastructure Standards Committee on G 1.4.113 November 2013.

This document was authorised by RSSB on 18 December 2014. G 1.4.2



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Part 2 Guidance on Technical Specifications for Interoperability (TSIs)

G 2.1 Requirements related to stations

The following TSIs set out a range of requirements for stations. The requirements set out G 2.1.1in the documents could influence the design of new platforms and the modification of existing platforms.

The Railways (Interoperability) Regulations 2011 (Statutory Instrument 2011 No. 3066) G 2.1.2sets out the circumstances under which conformity with the PRM TSI, the HS INF TSI and the CR INF TSI is required.

The Department for Transport (DfT) publishes 'Interoperability Help Notes' on G 2.1.3https://www.gov.uk. The Interoperability Help Notes are a modular approach, some of which are numbered, to providing guidance to the rail industry and its suppliers on interoperability and the Railways (Interoperability) Regulations 2011. They superseded the first edition of the DfT's interoperability guidance, which was published as a single volume.

Interoperability Help Note 206 gives guidance on answering the question 'Is your project G 2.1.4within the scope of the Railways (Interoperability) Regulations 2011?'.

Interoperability Help Note 209 gives guidance on answering the question 'Is your project G 2.1.5major?', which includes guidance on whether a project is new, an upgrade or renewal.

G 2.2 TSI - Persons with Reduced Mobility

The PRM TSI section 7.3.1, sets out its requirements for existing infrastructure. G 2.2.1

Extract from PRM TSI 7.3. Application of this TSI to existing Infrastructure/Rolling Stock 7.3.1. Infrastructure [part] Existing Infrastructure is Infrastructure that is in service at the date of entry

when this TSI comes into force.

The TSI does not apply to existing Infrastructure until it is renewed or upgraded.

7.3.1.1. General Where items are renewed or upgraded, they shall comply with the requirements

of this TSI, with the following exceptions:

Where Infrastructure upgrade or renewal work affects aspects of the Infrastructure governed by any clause of this PRM TSI, it shall be reassessed in accordance with that requirement within this TSI, subject to the following conditions:

Compliance with the content of this TSI is not mandatory if the work that would be necessary to achieve compliance requires structural alterations to any load bearing element.

Systems and components that are not included in the scope of a particular upgrade or renewal programme do not have to be made compliant at the time of such a programme.

In the event that Infrastructure is re-assessed against any other TSI as a result of renewal or upgrading works, it shall only require re-assessment against this TSI in respect of those systems and components directly affected by the works.


https://www.gov.uk/


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There shall be two kinds of Infrastructure blocks

- Station buildings (including parking areas, toilets, sales office, etc.)

- Platforms

When any complete block is upgraded or renewed, it shall incorporate an obstacle free route (when applicable) that can be linked to the other blocks as and when they are upgraded or renewed.

The normal maintenance of the Infrastructure items shall not imply a reassessment within the limits of this TSI.

7.3.1.5. Platform width and edge of platform (4.1.2.19) Compliance with requirements related to the minimum width of the platform is

not mandatory for existing stations if the cause of non-compliance is the presence of certain platform obstacles (e.g. structural columns, stairwells, lifts etc.) that are unlikely to be moveable.

7.3.1.6. Platform height and offset (4.1.2.18) Compliance with requirements related to platform height and offset is not

mandatory in the case of renewed platforms, but remains mandatory for upgraded platforms.

7.3.1.7. Buildings of an historic nature Where an existing station, or a part of it, is a recognised historic building and is

protected by National Law, the Infrastructure Operator shall endeavour to implement the contents of this TSI. However, where it can be demonstrated that the National law for the protection of the building would be infringed, implementation of the relevant requirements of this TSI shall not be mandatory.

No GB guidance is provided with the above. G 2.2.2

G 2.3 TSI - High Speed Infrastructure

The HS INF TSI sets out three categories for a trans-European high-speed line. G 2.3.1

Extract from HS INF TSI 4.2 Functional technical specifications of the domain 4.2.1 General provisions [part] The requirements to be met by the elements characterising the infrastructure

domain shall match at least the performance levels specified for each of the following line categories of the trans-European high-speed rail system, as relevant.

— Category I: specially built high-speed lines equipped for speeds generally equal to or greater than 250 km/h,

— Category II: specially upgraded high-speed lines equipped for speeds of the order of 200 km/h,

— Category III: specially upgraded high-speed lines or lines specially built for high speed, which have special features as a result of topographical, relief, environmental or town-planning constraints, on which the speed must be adapted to each case.

4.2.20 Platforms The requirements of sections 4.2.20 are only applicable to the platforms where

trains complying with the High-Speed Rolling Stock TSI are intended to stop on normal commercial operation.




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G 2.4 TSI - Conventional Rail Infrastructure

The CR INF TSI identifies the following categories of line. G 2.4.1

Extract from CR INF TSI 4.2. Functional and technical specifications of subsystem 4.2.1. TSI categories of line (1) Annex I (1.1) to the Directive recognises that the conventional rail

network may be subdivided into different categories. In order to deliver interoperability cost-effectively this TSI defines ‘TSI categories of line’. The functional and technical specifications of this TSI vary according to the TSI categories of line.

(2) The requirements to be met by the infrastructure subsystem are specified for each of the following TSI categories of line of the trans- European conventional rail system, as relevant. These TSI categories of line may be used for the classification of existing lines insofar the relevant performance parameters will be met in consistency with the national migration plan.

Table 2: TSI Categories of Line for the conventional rail infrastructure subsystem

Categories of Line

Types of Traffic

Passenger traffic (P)

Freight traffic (F)

Mixed traffic (M)

Types o

f L

ine

New Core TEN Line (IV) IV-P IV-F IV-M

Upgraded Core TEN Line (V) V-P V-F V-M

New Other TEN Line (VI) VI-P VI-F VI-M

Upgraded Other TEN Line (VII) VII-P VII-F VII-M

(3) Note that passenger hubs, freight hubs and connecting lines are included in the above TSI categories of line, as appropriate.

(4) The TSI category of line for every section of track shall be published in

the Register of Infrastructure.

7. IMPLEMENTING THE INFRASTRUCTURE TSI 7.1. Application of this TSI to conventional rail lines (1) Chapters 4 to 6 and any specific provisions in Sections 7.2 to 7.6 below

apply in full to the lines coming within the geographical scope of this TSI which will be put into service as interoperable lines after this TSI enters into force.

(2) The Member States shall develop a national migration strategy which

specifies for TEN lines those elements of the infrastructure subsystem, which are required for interoperable services (e.g. tracks, sidings, stations, marshalling yards) and therefore need to comply with this TSI. This migration strategy shall include plans related to renewal and upgrading. In specifying those elements the Member States shall consider the coherence of the system as a whole.

7.2 Application of this TSI to new conventional rail lines (1) New core TEN lines (type IV) shall satisfy the requirements of TSI

category of line IV-P, IV-F or IV-M.



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(2) New other TEN lines (type VI) shall satisfy the requirements of TSI category of line VI-P, VI-F or VI-M. It is also permissible for the line to satisfy the requirements of TSI category of line IV-P, IV-F or IV-M respectively.

(3) For the purpose of this TSI a ‘new line’ means a line that creates a route

where none currently exists. (4) The following situations, for example to increase speed or capacity, may

be considered as the construction of an upgraded line rather than a new line:

(a) the realignment of part of an existing route,

(b) the creation of a bypass,

(c) the addition of one or more tracks on an existing route, regardless of the distance between the original tracks and the additional tracks.

The infrastructure TSIs are currently being revised and combined into a single TSI for G 2.4.2infrastructure. The details of the categorisation of lines are being updated but the general principles remain consistent. The requirements for the platform edge position (height and offset) are being transferred from the PRM TSI to the new infrastructure TSI but the Great Britain (GB) specific case will remain (see tables G 2 and G 3 of this document).



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Part 3 Recommendations and Guidance in Documents Related to Stations

G 3.1 Introduction

The following documents provide a range of recommendations and guidance related to G 3.1.1the design of new platforms and the modification of existing platforms.

G 3.2 Accessible Train and Station Design for Disabled People: A Code of Practice

Accessible Train and Station Design for Disabled People: A Code of Practice is published G 3.2.1by the DfT pursuant to Section 71B of the Railways Act 1993, and fulfils the Secretary of State's responsibility to produce a code of practice 'protecting the interests of users of railway passenger services or station services who are disabled'.

The purpose of the code of practice is to assist those operating passenger trains and G 3.2.2stations in making railway travel easier for disabled passengers. The code of practice identifies required standards (both European and national) relevant to all passenger train and station operators in GB, and which licensed operators are to follow as a condition of their licence whenever they install, renew or replace infrastructure or facilities. The document also provides advice and recommendations of good practice. The principles given in the code of practice aim to benefit all passengers (such as people with luggage or with small children and pushchairs) as well as supporting the opening up of the network to a wider range of people and helping to generate increased patronage of the railways.

The code of practice provides examples of the appropriate standards to use when G 3.2.3planning work at stations.

The DfT requires all licensed passenger train operators and station operators, including G 3.2.4Network Rail as operator of its managed stations, to follow this code of practice in line with the commitments in their Disabled People's Protection Policies.

G 3.3 London Underground Limited, Good Practice Guide 'Station Planning Standards and Guidelines' (SPSG)

The SPSG sets out requirements and guidance on the spatial aspects of station planning G 3.3.1in the following areas:

a) Public areas within stations.

b) Operational staff accommodation.

c) Evacuation.

It gives guidance on determining platform lengths and widths, and a methodology for the G 3.3.2consideration of passenger occupancy and circulation on platforms.

G 3.4 Railway Safety Principles and Guidance: requirements related to stations

Railway Safety Principles and Guidance (RSPG) were produced by the Health and Safety G 3.4.1Executive (HM Railway Inspectorate) for use by organisations wishing to obtain approval for new or altered works, plant and equipment under the Railways and Other Transport Systems (Approval of Works, Plant and Equipment) Regulations 1994 (ROTS). RSPG Part 2B provided guidance on stations.

ROTS have been revoked by the Railways and Other Guided Transport Systems (Safety) G 3.4.2Regulations 2006 (ROGS) and therefore compliance with the RSPG is no longer required.



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Part 4 Guidance on Location of New Platforms

G 4.1 Horizontal track alignment through station platforms

Extract from GI/RT7016 2.1 Horizontal track alignment through station platforms 2.1.1 Station platforms shall be located on straight track unless the particular

geographical characteristics of the potential sites and the characteristics of the railway infrastructure at the proposed location of the platform do not provide a reasonable opportunity for achieving this.

2.1.2 Station platforms shall not be located on horizontal curves with radii less than 1000 m.

2.1.3 It is permitted for platform extensions to be located on horizontal curves with radii less than 1000 m but not less than 500 m.

2.1.4 Before station platforms are located on curved track, consideration shall be given to the following:

a) Train to platform stepping distances, taking the types of train likely to call at the platform into account.

b) Visibility (either direct, by means of CCTV screens, or by mirrors) along the length of trains for train crew and station staff responsible for dispatching trains.

2.1.5 GC/RT5021 requires that the normal limiting design value for cant adjacent to a station platform is 110 mm, with an exceptional limiting design value of 130 mm.

2.2 Vertical track alignment through station platforms 2.2.1 GI/GN7616 Guidance on Interface between Station Platforms, Track and

Trains gives guidance on vertical track alignment through station platforms.

The requirement of GI/RT7016 clause 2.1.2 addresses aspects of platform curvature G 4.1.1associated with the following issues at stations:

a) Platform to train stepping distances.

b) The gap between platform and train.

c) Train dispatch.

GI/RT7016 clauses 2.1.2 and 2.1.3 recognise that in many cases it would not be G 4.1.2reasonable to change the curvature of the adjacent track at an existing station that has curved tracks running through it, where either a platform is being extended or where a new platform is being built. The constraints could be many but would typically be the proximity of adjacent lines, bridges, junctions and the need to fit with the existing station layout. The permission for platform extensions on curves with radii less than 1000 m but not less than 500 m recognises the additional constraints for extending a platform where the extension can only be located at either end of an existing platform.

Where the requirements of GI/RT7016 section 2.1 cannot be met then a deviation from G 4.1.3the standard might be appropriate, provided suitable risk mitigation measures are implemented. Platform stepping distances and train dispatch require particular consideration to support the case for a deviation.

GM/RT2149 sets out requirements for train footsteps for passenger use, and their relative G 4.1.4position to platforms that meet the height and offset requirements in GI/RT7016.



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GC/RT5212 Appendix 1 sets out particular requirements for platforms on curves less than G 4.1.5360 m radius, to give a larger offset. The larger offset presents an increased gap between the platform and the train and therefore locating platforms on curves less than 360 m radius is undesirable.

RSSB Research Report T726 entitled, ‘Investigation into the feasibility of increasing G 4.1.6existing platform radii where the platform is located on a curve radius less than 200 m’, considered platforms on curves less than 200 m radius. There are approximately 90 platforms on curves less than 200 m radius, and although it is unlikely that these platforms can be economically modified, new platforms on such tight radii are discouraged.

A platform on the outside of a curved track can present sighting problems for train G 4.1.7dispatch. The longer the train, the greater the potential for reduced sight lines for train dispatch. As a guide the following approximate sight lines (in each direction) are available for the scenario where a 2.5 m wide platform is located on the outside of a curved track and the train dispatcher can stand at the back of the platform to see the doors along the train:

a) 1000 m radius: approximately 70 m.

b) 500 m radius: approximately 50 m.

c) 200 m radius: approximately 30 m.

A number of deviations against GI/RT7016 section 2.1 have been approved which have G 4.1.8addressed the following points:

a) Stepping distances.

b) Length of platform on a curve; for example whether the curve is at one end of the platform, over a short length.

c) Whether a platform is on the inside or the outside of a curve.

d) Length and type of trains using the platform; the shorter the train the less severe the potential problems with sight lines.

e) Whether coupling / uncoupling activities are within platform limits.

f) Presence and nature of driver only operation equipment.

Extract from PRM TSI 4.1.2.18.3.Track layout along the platforms [part] For platforms on the Conventional Rail Network the track adjacent to the

platforms shall preferably be straight, but shall nowhere have a radius of less than 300 m.

Extract from HS INF TSI 4.2.20.6 Track layout along the platforms Lines of category I

The track adjacent to the platforms shall preferably be straight, but shall nowhere have a radius of less than 500 m.

Lines of category II and III

If the values prescribed in point 4.2.20.4 are not possible due to the track layout (i.e. R < 500 m), the heights and the distances of the edges of platforms are designed with values compatible with the layout and the rules related to the gauge described in point 4.2.3.



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The requirements in the HS INF TSI for lines of category II are not relevant for GB G 4.1.9because of the specific case for platform height (see Part 5 of this document).

The CR INF TSI refers to the requirements of the PRM TSI with respect to minimum G 4.1.10radius of horizontal curve through platforms.

Table G 1 sets out the compliance cases for track radius at a platform. G 4.1.11

Track radius Compliant with (if ‘No’ deviation required)

PRM TSI* HS INF TSI* GI/RT7016

Straight or radius > 1000 m Yes Yes Yes

500 m ≤ radius < 1000 m Yes Yes Platform extensions only

360 m ≤ radius < 500 m Yes No No

300 m ≤ radius < 360 m Yes No No (increased offset)

200 m ≤ radius < 300 m No No No (increased offset)

Radius < 200 m No No No (increased offset)

Table G 1 Compliance cases for track radius at a platform

* Only if the project is within the scope of the Railway (Interoperability) Regulations 2011.

G 4.2 Vertical track alignment through station platforms

The mandatory requirement for vertical track alignment through station platforms was G 4.2.1withdrawn in issue four of GI/RT7016, based on work carried out to support deviations against issue two of GI/RT7016 for specific stations and the findings of RSSB Research Report T815 entitled ‘Limits of vertical track alignment through station platforms’.

For many years it had been considered good practice in GB to locate platforms on G 4.2.2gradients not steeper than 1:260, except where geographic constraints made this unavoidable. This requirement was later changed to refer to a gradient of 1:500, possibly because of a shift from plain bearings to roller bearings across all rolling stock.

In the circumstances where the Infrastructure TSIs impose limiting gradients through G 4.2.3passenger platforms (see G 4.2.11 and G 4.2.12), the limit is 2.5 mm/m - that is, 1:400.

However, there are many platforms on the GB network that are located on gradients G 4.2.4steeper than 1:400 and of those, a significant number are on gradients steeper than 1:100. These platforms continue to accommodate a range of train services without having operational constraints on their use imposed because of track gradient.

Where platform extensions and new platforms are proposed, it is good practice to G 4.2.5implement a design top and alignment scheme (see Part 5), although usually the overall track gradient profile will not be altered. The platform extension or new platform will, in most cases, be constrained as to where it can be located with respect to the existing track gradient.

The gradient through a platform should be constant, unless the particular geographical G 4.2.6characteristics of the site and the characteristics of the railway infrastructure at the proposed location of the platform do not provide a reasonable opportunity for achieving this. Where the gradient is not constant, the average gradient should be measured over the length of any train likely to use the platform in its planned stopping position.



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In this context the average gradient is to be understood as the representative gradient G 4.2.7under a stationary train, derived by combining the values and lengths of the different track gradients through the platform, and taking account of the stopping position of the trains using the platform. For example, if a train stops on a track at a platform with a 1:600 gradient for 90% of the train’s length and a 1:200 gradient in the same direction for the remainder of its length, the average gradient is 1:500.

When considering locating platform extensions or new platforms on a gradient (steeper G 4.2.8than 1:500), points to consider when assessing the risk arising from the proposed change include:

a) Actual gradients and length of gradients.

b) Position of the train relative to the gradient.

c) Whether trains terminate, reverse or stand for an extended period at the platform.

d) Operation of trains in platform, for example being coupled / uncoupled, driver changing ends.

e) Braking capability of trains using the platform.

f) Engine noise from trains when pulling away from the platform.

g) Power limitations of trains when pulling away from the platform.

h) Mitigating circumstances in the event of a runaway (for example catch points, TPWS fitment and adjacent geography and gradients).

For terminal platforms additional considerations include: G 4.2.9

a) Approach speed.

b) Signalling and control arrangements (for example approach control signals and TPWS).

c) Buffer stop and end impact wall arrangements.

d) Structures and facilities in overrun risk zone.

Any vertical curvature between different track gradients should be taken into account G 4.2.10when determining platform heights.

Extract from CR INF TSI 4.2.4.3. Maximum gradients [part] TSI categories of line IV-P and VI-P [part]

(2) Gradients of tracks through passenger platforms shall not be more than 2.5 mm/m, where passenger carriages are intended to be regularly attached or detached.

TSI categories of line IV-F, IV-M, VI-F and VI-M [part]

(6) Gradients of tracks through passenger platforms shall not be more than 2.5 mm/m, where passenger carriages are intended to be regularly attached or detached.



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Extract from HS INF TSI 4.2.5 Maximum rising and falling gradients [part] Lines of category I [part]

Gradients of main tracks through passenger platforms shall not be more than 2,5 mm/m.

The requirement in the CR INF TSI clause 4.2.4.3 applies to ‘new’ lines only as defined G 4.2.11therein.

The requirement in the HS INF TSI clause 4.2.5 applies to ‘specially built high-speed G 4.2.12lines equipped for speeds generally equal to or greater than 250 km/h’.



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Part 5 Guidance on Standard Platform Position Relative to Adjacent Track

G 5.1 Platform height

Extract from GI/RT7016 3.1 Platform height 3.1.1 For new platforms and alterations (as defined) to existing platforms, the

height at the edge of the platform shall be 915 mm (within a tolerance of +0 mm, -25 mm).

3.1.2 Where a new platform or an alteration (as defined) to an existing platform abuts an existing platform, any discrepancy in height of the platform shall be gradually tapered into the existing platform. The transition gradient shall not exceed 1:20.

The standard position of the platform edge relative to the track provides for boarding and G 5.1.1alighting of trains, assuming that the trains are built to the requirements of GM/RT2149. It also provides for the passage of trains at speed, including freight trains.

For the GB railway, which for most routes provides for network wide utilisation of G 5.1.2passenger and freight vehicles and open access, the standard platform position is the target system. It is possible that a case could be made for a nominal level access platform for dwell times and accessibility reasons. To avoid promulgating a range of heights of platforms on different parts of the network, with the resulting effects on stepping distances and gauge compatibility, it is important that the consequences of such an arrangement are fully considered. Appendix F of this document sets out the factors and measures to be considered for a nominal level access platform.

When building a new platform or extending a platform the design geometry of the G 5.1.3adjacent track should be used for setting out before platform building works commence. This is because the platform edge is usually set out with a platform gauge and any irregularities in the top and line of the track will be reflected, and then ‘locked in’ to the platform edge alignment.

To allow for track geometry maintenance, new platforms and alterations (as defined) to G 5.1.4existing platforms should be built to a tolerance tighter than +0 mm, -25 mm.

For the lengthening of existing high platforms (above 915 mm ARL) an option to achieve G 5.1.5an overall platform height of 915 mm ARL is to implement a track lift / recant in connection with the platform works.

For the lengthening of existing platforms that are to a substandard height GI/RT7016 G 5.1.6requires that the new length of platform is built to a height of 915 mm (within a tolerance of +0 mm, -25 mm) and therefore there needs to be a transition length not steeper than 1:20 between the new and existing platforms. The actual position of this transition length should be sited to best suit boarding and alighting of the trains that call at the platform (for example if possible avoiding alignment with doors) and also to best suit station access and egress arrangements (for example not to be opposite stairs or lifts).

Where the height of the platform is lower than 915 mm with a low footfall, and usually G 5.1.7there are limited classes of train calling at the station, an option for improving the boarding and alighting of trains could be to install a short section of standard height platform with ramps each side down to the existing low platform. This ‘raised’ section of platform should be located to best suit train door positions and access arrangements to the platform (see Figure G 1). Guidance on platform cross falls for this arrangement is given in G 12.1.5.



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Figure G 1 Harrington Station - example of a localised alteration to achieve standard height platform

GC/RT5021 requires that the normal limiting design value for cant adjacent to a station G 5.1.8platform is 110 mm, with an exceptional limiting design value of 130 mm. Therefore if the new or extended platform is to be built on a curve with cant greater than 130 mm, the track geometry should be assessed for possible recanting.

Where the applied cant is greater than 130 mm at a location, GC/RT5212 Appendix 1 G 5.1.9requires that the platform height is reduced by 10 mm when the platform is located on the inside of the curve.

In considering platform heights due allowance should be taken for vertical curvature of G 5.1.10the track.

Once built, datum plates should be fixed to the platform wall to record the design offset, G 5.1.11level and cant of the track.

Extract from PRM TSI 4.1.2.18.1.Platform height For platforms on the Conventional Rail Network, two nominal values are

permissible for platform height: 550 mm and 760 mm above the running surface. The tolerances on these dimensions shall be within –35 mm/+ 0 mm.

For platforms on the Conventional Rail Network where tramways (e.g. Stadtbahn or Tram-Train) are intended to stop, a nominal height of platform between 300 mm and 380 mm is permitted. The tolerances on these dimensions shall be within +/–20 mm.

In curves with a radius of less than 500 m, it is permitted for the platform height to be greater or less than those specified provided that the first useable step of the vehicle complies with figure 11 in clause 4.2.2.12.1.



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7.4. Specific cases [part] 7.4.1.1. Platform height [part] Great Britain, Northern Ireland and Eire ‘P’

It is permitted for the height of the platform to be 915 mm above the running surface.

Extract from HS INF TSI 4.2.20.4 Platform height Lines of category I, II and III

The nominal platform height above the running plane shall be either 550 mm or 760 mm, unless otherwise specified in section 7.3.

The tolerances perpendicular to the running surface with reference to the nominal relative positioning between track and platform are −30 mm/+ 0 mm.

7.3. Specific cases [part] 7.3.6. Particular features on the British network [part] 7.3.6.2 Lines of category II [part] Platforms (section 4.2.20)

1. Platform height

For platforms on upgraded lines in Great Britain where trains complying with the High Speed Rolling Stock TSI are intended to stop in normal commercial operation, the height at the edge of the platform shall be 915 mm (within a tolerance of + 0, - 50 mm) measured at right angles to the plane of the rails of the track adjacent to the platform.

The CR INF TSI refers to the requirements of the PRM TSI with respect to platform G 5.1.12height.

With respect to the HS INF TSI there are no GB specific cases for lines of category I or G 5.1.13III.

Table G 2 summarises the GB applicable platform height and tolerances.1 G 5.1.14

Trans-European Network line type Platform height Tolerances

‘New’ high-speed 550 mm or 760 mm + 0 mm / - 30 mm

‘Upgraded’ high-speed 915 mm + 0 mm / - 50 mm

‘New’ conventional 915 mm + 0 mm / - 25 mm

‘Upgraded’ conventional 915 mm + 0 mm / - 25 mm

GI/RT7016 ‘domestic’ lines 915 mm + 0 mm / - 25 mm

Table G 2 Applicable platform heights and tolerances

1 Note that the GB tolerances set out in GI/RT7016 are within the range permitted by the GB specific cases.



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G 5.2 Platform offset

Extract from GI/RT7016 3.2 Platform offset 3.2.1 For new platforms and alterations (as defined) to existing platforms, the

platform edge shall be the minimum distance from the adjacent track (within a tolerance of +15 mm, -0 mm) consistent with the lower sector structure gauge set out in GC/RT5212 Appendix 1.

3.2.2 For most platforms, curves with radii greater than or equal to 360 m require a platform offset of nominally 730 mm (within a tolerance of +15 mm, -0 mm). GC/RT5212 sets out exceptions where Class 373 trains or 2.6 m wide containers are required to pass the platform. GC/RT5212 also sets out requirements where the curve radius is less than 360 m.

3.2.3 Where a new platform or an alteration (as defined) to an existing platform abuts an existing platform, any discrepancy in alignment of the platform shall be removed over a length commensurate with complete platform coper unit lengths, but at a rate not steeper than 1:80.

The standard position of the platform edge relative to the track provides for boarding and G 5.2.1alighting of trains, assuming that the trains were built to the requirements of GM/RT2149. It also provides for the passage of trains at speed, including freight trains.

For the GB railway, which for most routes provides for network wide utilisation of G 5.2.2passenger and freight vehicles and open access, the standard platform position is the target system. It is possible that a case could be made for a nominal level access platform for dwell times and accessibility reasons. To avoid promulgating a range of heights of platforms on different parts of the network, with the resulting effects on stepping distances and gauge compatibility, it is important that the consequences of such an arrangement are fully considered. Appendix F of this document sets out the factors and measures to be considered for a nominal level access platform.

When building a new platform or extending a platform, the design geometry of the G 5.2.3adjacent track should be used for setting out before platform building works commence. This is because the platform edge is usually set out with a platform gauge and any irregularities in the top and line of the track will be reflected, and then ‘locked in’ to the platform edge alignment.

To allow for track geometry maintenance, new platforms and alterations (as defined) to G 5.2.4existing platforms should be built to a tighter tolerance than +15 mm, -0 mm.

Where the platform is adjacent to a ballasted track, foundations to platform support G 5.2.5structures below sleeper level should have a minimum horizontal offset from the nearest rail of 730 mm plus an allowance for track curvature to a minimum depth of 600 mm below underside of sleeper. This is to avoid disturbance to the foundations during track renewal and maintenance work, however there are circumstances where this is not practicable, for example on underbridges.

For the lengthening of existing platforms that are to a substandard offset, GI/RT7016 only G 5.2.6requires that the existing section of platform is rebuilt to the standard platform offset if there is a reasonable opportunity to do so. For platform extensions where there is a transition between the existing and new platform offset, it should be sited to best suit boarding and alighting of the trains that call at the platform (for example if possible avoiding alignment with doors) and also to best suit station access and egress arrangements (for example not to be opposite stairs or lifts).

A restraint to lateral movement of platform copers should be provided to prevent them, in G 5.2.7case of bed separation, from moving and thereby infringing clearances. Designs of copers have been used that have a triangular cut out at the edge that provide for a shear key to be installed.



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Figure G 2 Platform copers with a shear key

Extract from PRM TSI 4.1.2.18.2.Platform offset Text of PRM TSI not reproduced here, see G 5.2.7.

7.4. Specific cases [part] 7.4.1.2 Platform offset [part] Great Britain ‘P’

The platform offset:

At straight and level platforms.

∞ ≥ R ≥ 360

360 ≥ R ≥ 160

bq0 = 1 447,5 26000

bq0 = 1375,5 +

R



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For the lines operated with (Class 373) Eurostar and lines where freight containers of 2,6 m operate.

∞ ≥ R ≥ 360

360 ≥ R ≥ 160

bq0 = 1 447,5 26000

bq0 = 1405,5 +

R

For the lines where freight containers of 2,6 m operate.

∞ ≥ R ≥ 500

500 ≥ R ≥ 160

Internal side of the curve bq0 = 1 447,5 33000

bq0 = 1381,5 +

R

∞ ≥ R ≥ 360

360 ≥ R ≥ 160

External side of the curve bq0 = 1 447,5

26000

bq0 = 1375,5 +

R

Extract from HS INF TSI 4.2.20 Platforms [part] 4.2.20.5 Distance from the centre of the track For platform edges positioned at the nominal heights, the nominal distance L

from the track centre parallel to the running plane shall be obtained from the formula:

L (mm) = 1650 + 3750/R + (g – 1435)/2

When R is the radius of the track, in metres, and g the track gauge, in millimetres.

This distance shall be respected from a height upwards of 400 mm above the running surface.

Tolerances for the positioning of the platform edges or their maintenance shall be adopted such that distance L is not reduced under any circumstances and not increased by more than 50 mm.

7.3 Specific cases [part] 7.3.6. Particular features on the British network [part] 7.3.6.2 Lines of category II [part] Platforms (section 4.2.20)

2. Platform horizontal distance (platform offset) [part]

For platforms on upgraded lines in Great Britain where trains complying with the High Speed Rolling Stock TSI are intended to stop in normal commercial operation, the platform edge shall be the minimum distance from the adjacent track (within a tolerance of + 15, - 0 mm) consistent with the lower sector structure gauge set out in Appendix 1 to Railway Group Standard GC/RT5212 (Issue 1, February 2003).



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For most rolling stock, this requirement is met on curves with radii greater than or equal to 360 m by a platform offset of 730 mm (within a tolerance of + 15, 0 mm). Appendix 1 to Railway Group Standard GC/RT5212 (Issue 1, February 2003) sets out exceptions where Class 373 (Eurostar) trains or 2,6 m wide containers are required to pass the platform. Appendix 1 to Railway Group Standard GC/RT5212 (Issue 1, February 2003) also sets out requirements where the curve radius is less than 360 m.

Requirements for platform offset in connection with a platform height of either 550 mm or G 5.2.8760 mm are set out in the PRM TSI clause 4.1.2.18.2. The GB specific case provides for a 915 mm platform height with a corresponding specific case for platform offset that provides for adjustment of offsets that is consistent with GC/RT5212 Appendix 1.

The CR INF TSI refers to the requirements of the PRM TSI with respect to platform offset. G 5.2.9

Table 3 summarises the applicable platform offset and tolerances (distances taken from G 5.2.10running edge adjacent to the platform and in plane of rail unless otherwise stated).

Trans-European Network line type

Platform offset Tolerances

‘New’ high-speed L (mm) = 1650 + 3750/R + (g – 1435)/2

Where: L is platform edge from track centre (mm) R is the radius of the track (m) g is track gauge (mm)

+ 50 mm / - 0 mm

‘Upgraded’ high-speed 730 mm for radius ≥ 360 m

Exception for where class 373 (Eurostar) or 2.6 m wide container trains are required to pass: 760 mm for radius ≥ 360 m

GC/RT5212 sets out requirements where the curve radius is less than 360 m

+ 15 mm / - 0 mm

‘New’ conventional Refers to PRM TSI. GB specific case requires offset as GI/RT7016 ‘domestic lines’

+ 15 mm / - 0 mm

‘Upgraded’ conventional

Refers to PRM TSI. GB specific case requires offset as GI/RT7016 ‘domestic lines’

+ 15 mm / - 0 mm

GI/RT7016 ‘domestic’ lines

730 mm for radius ≥ 360 m

Exception for where class 373 (Eurostar) or 2.6 m wide container trains are required to pass: 760 mm for radius ≥ 360 m

GC/RT5212 sets out requirements where the curve radius is less than 360 m

+ 15 mm / - 0 mm

Table G 3 Applicable platform offset and tolerances



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G 5.3 Footsteps of new trains relative to standard platform position

Extract from GI/RT7016 3.3 Footsteps of new trains relative to standard platform position

3.3.1 GM/RT2149 sets out the requirements for footsteps for passenger use on new trains relative to a platform positioned in accordance with sections 3.1 and 3.2.

The maximum horizontal, vertical and diagonal stepping distances are considered to be G 5.3.1extreme dimensions. The target should be within these limits subject to providing normal clearances for gauging. GM/RT2149 Appendix A indicates a target nominal footstep height of 130 mm relative to a platform positioned in accordance with GI/RT7016. The PRM TSI clause 4.1.2.21.1 sets out the requirements with respect to stepping distances for unassisted boarding.

Extract from PRM TSI 4.1.2.21. Boarding aids for passengers using wheelchairs 4.1.2.21.1. Subsystem requirements When a platform in a station that has obstacle free access routes in accordance

with 4.1.2.3.1 is intended to receive trains stopping in normal operation with wheelchair-compatible doorway, a boarding aid shall be provided to be used between that doorway and the platform to allow a passenger in a wheelchair to board or alight,

- unless it is demonstrated that the gap between the edge of the door sill of that doorway and the edge of the platform is not more than 75 mm measured horizontally and not more than 50 mm measured vertically;

And

- unless there is a station stop within 30 km, on the same route, provided with boarding aids.

To obviate the need for boarding aids the PRM TSI, states the gap between the edge of G 5.3.2the door sill of the vehicle doorway and the edge of the platform is to be not more than 75 mm measured horizontally and not more than 50 mm measured vertically, which means that the design arrangement needs to provide a closer relationship to allow for tolerances of movements and wear in service. Depending on the track fixity the design vertical gap would be less than 50 mm and the design horizontal gap would be less than 75 mm.

The Department for Transport study called ‘Significant Steps’, investigated the effect of G 5.3.3the vehicle-platform gap on the ability of passengers to board and alight from a train. The study concluded that, to enable the majority of participants to use rail vehicles, the step between the platform and train should not exceed 200 mm when the gap height and width are added together.

It is recognised that the step position arrangements need to take account of the actual G 5.3.4position of platform edge at all stations where the train passes.

G 5.4 Increased stepping distances associated with achieving the standard platform position

Extract from GI/RT7016 3.4 Increased stepping distances associated with achieving the standard

platform position

3.4.1 Not all footsteps of existing trains are compliant with the nominal footstep height set out in GM/RT2149.

3.4.2 Not all existing platforms are compliant with this document.



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3.4.3 Setting the position of a platform edge to meet the requirements of sections 3.1 and 3.2 could therefore result in the stepping distances quoted in section 3.3 being exceeded in the case of some trains that do not meet the current requirements of GM/RT2149.

3.4.4 Where this is the case, measures to protect the safety of passengers when boarding or alighting from trains scheduled to call at the particular platform (or section of platform) shall be put in place before the usable platform length is brought into use.

3.4.5 The measures considered shall include the following:

a) Provision of warning signs and platform markings.

b) Provision of announcements.

c) Staff attendance.

Where platforms are located on curves consideration should be given to the provision of G 5.4.1'Mind the gap' or 'Mind the step' warnings on the platform edge. Where required such warnings should be in white paint, and placed as near as is reasonably practicable to the position of the greatest gap between train and platform adjacent to the typical stopping position of the train footsteps and at least at a spacing suited to the different train configurations.

GI/RT7033 sets out requirements for lineside operational safety signs including the G 5.4.2specification for 'Mind the gap' or 'Mind the step' warnings. The specification sets out requirements for the size and presentation of the lettering, positioning on the platform and its alternate orientation for those entering or leaving the vehicle.

Where achieving the standard platform position would deliver calculated clearances less G 5.4.3than the Special Reduced category achieving positive clearances should take precedence.

G 5.5 S&C adjacent to a platform

Extract from GI/RT7016 3.5 S&C adjacent to a platform 3.5.1 Where switches and crossings (S&C) are located adjacent to the

platform, the effects of vehicle end throw shall be taken into account.

It is usually not desirable to have a switches and crossings (S&C) layout adjacent to a G 5.5.1platform, however there are situations where this is the case and it is conceivable that there could still continue to be a need to site S&C in platforms due to operational and site constraints. Before starting work on a new platform or platform extension, a check should be made to see if there are any plans or schemes in place to renew or remodel the S&C. If there is a plan to carry out works to the S&C then the proposed platform works also need to be considered with respect to the S&C scheme in order to achieve an improved platform arrangement. It is likely that a deviation against GI/RT7016 section 3.2 with respect to platform offset would be required.



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Part 6 Guidance on Altering the Position of Platforms Relative to Adjacent Track

G 6.1 Altering the position of platforms relative to adjacent track

Extract from GI/RT7016 4.1 Maintaining the position of existing platforms complying with the

standard platform position 4.1.1 At existing platforms that conform to the requirements of Part 3, the

standard platform position shall be maintained when track or structural maintenance, renewal or alteration (as defined) is carried out.

In most cases it is the movement of the track that affects the relative position of the G 6.1.1platform and track. This movement is usually caused by traffic, track geometry maintenance and track renewal works. To manage movement, routine platform surveys should be carried out to monitor the position of the track and identify the need for any corrective adjustment. The majority of track geometry maintenance work is carried out using on-track machines and automated track realignment design techniques working to prescribed tolerances. It is important to ensure that when track is realigned, its position relative to the platform is (at least) maintained. Some worsening of the relative position at specific points may be necessary to achieve an overall improvement.

G 6.2 Alterations to existing platforms not complying with the standard platform position

Extract from GI/RT7016 4.2 Alterations to existing platforms not complying with the standard platform

position 4.2.1 At platforms where the existing platform height or the existing platform

offset does not meet the requirements set out in sections 3.1 and 3.2, the requirements of sections 3.1 and 3.2 shall be applied when an alteration (as defined) to a platform (including extending the usable length of a platform) or an alteration (as defined) to the track adjacent to the platform is undertaken, unless the particular site constraints or rolling stock using the route prevent this.

4.2.2 Alterations (as defined) shall be designed so as not to increase the platform stepping distances unless they are associated with achieving the standard platform height set out in section 3.1 or the platform offset requirements set out in GC/RT5212.

4.2.3 For the situation where the existing platform height is higher than 915 mm and site constraints prevent the full achievement of the height and offset in accordance with clause 3.1 and clause 3.2 at the time of the alteration (as defined), it is permissible to increase the platform stepping distances where the platform height is lowered so that it is closer to meeting the requirement of section 3.1, provided that a suitable risk assessment is undertaken and the resulting increased stepping distances remain within the requirements of GM/RT2149 Appendix A.

When carrying out work that alters the position of the platform the design geometry of the G 6.2.1track should be used for setting out. Table G 4 provides some examples of specific types of alterations (as defined) that might provide an opportunity to improve the relative position of the platform to the track.



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Activity Opportunity to achieve compliance

Maintenance tamp / stoneblow Minor correction to offset. Reduction in relative platform height because track is lifted.

Track renewal Minor correction to offset. Opportunity to lower or raise track to achieve marginal improvement in relative platform height.

Replace coping stones If platform wall is recessed then opportunity to achieve offset and if platform wall is ‘flush’ then opportunity only to improve offset by bringing coping stones towards track.

Resurfacing platform Minor correction to offset. Opportunity to lower or raise coping stone to achieve marginal improvement in platform height.

Rebuilding platform Full compliance should be achieved.

Table G 4 Examples of specific types of alterations to improve the relative position of the platform to the track



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Part 7 Guidance on Usable Length of Platforms

G 7.1 General requirement for usable length of platforms

Extract from GI/RT7016 5.1 General requirement for usable length of platforms 5.1.1 Except as identified in section 5.2, the usable length of platforms shall be

long enough to accommodate the longest train formation regularly booked to stop at a platform, with allowances for inaccurate stopping and operational (including train control) requirements.

5.1.2 The usable length of terminal platforms shall include an allowance both for the train to stop before it reaches the buffer stops and for the length taken up by the buffer stop equipment.

Where practicable the allowance for inaccurate stopping should be 4 m in total. G 7.1.1However, where structures or other physical limitations preclude the construction of a platform of the required length, and the control systems of the train allow for accurate stopping, this allowance could be reduced to 2 m in total.

The allowance for dividing a train, to form two separate trains should be 2 m. G 7.1.2

In calculating platform lengths, the allowance for joining two trains to form a single train G 7.1.3should include the allowance for inaccurate stopping and the allowance for dividing a train.

For terminal platforms and all platforms at main line stations the allowance for inaccurate G 7.1.4stopping should be 5 m. However, where structures or other physical limitations preclude the construction of a platform of the required length, this allowance could be reduced.

The distance between the front of a train at its intended stopping position and the face of G 7.1.5a buffer stop should not be less than 2 m.

GE/RT8060 requires that platform mounted mirrors and monitors for train dispatch are G 7.1.6located based on a stopping tolerance of ±1 m from the marked train stop location.

In calculating platform lengths, the allowance for joining two trains to form a single train, G 7.1.7should be 6 m, including 4 m allowance for inaccurate stopping of the second train.

In determining the usable length of platforms it is important to consider the stopping G 7.1.8positions of trains with respect to the position of the signal(s). GE/RT8037 sets out particular requirements for signals on platforms and visibility for train drivers that affects the usable length of platforms. GE/GN8537 gives additional guidance on this subject.

Trains booked to stop at a station will in the majority of cases, have some form of door G 7.1.9control system that prevents passengers opening the doors until released to do so.

Requirements for power operated external doors on passenger carrying vehicles are set G 7.1.10out in GM/RT2473. GM/RT2473 section B.12 covers selective door opening (SDO).

The consideration of extending the platform should take into account factors including: G 7.1.11

a) The peak period passenger flows.

b) The number of trains booked to stop at the platform.

c) Plans for the introduction of vehicles to the route without the functionality of SDO.

d) The number of passengers alighting at the platform.

e) The number of passengers boarding at the platform.

f) Station and platform access and egress arrangements.



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g) Station lighting and signage.

h) Station supervision.

i) Structures or other physical limitations.

j) The availability of alternative platforms.

The platform should ideally be long enough to accommodate all passenger and crew G 7.1.12doors and to allow for inaccurate stopping. If this is not the case then the priority would be for the platform to be long enough to cover all passenger doors and to allow for inaccurate stopping.

Extract from CR INF TSI 4.2.10.1. USABLE LENGTH OF PLATFORMS All TSI Categories of Line

(1) The platform length shall be sufficient to accommodate the longest interoperable train intended to stop at the platform in normal service. When determining the length of trains intended to stop at the platform, consideration shall be given to both the current service requirements and the reasonably foreseeable service requirements at least ten years following the bringing into service of the platform.

(2) It is permissible to build only the length of platform required for the current service requirement provided passive provision is made for the reasonably foreseeable future service requirements.

(3) The usable length of a platform shall be declared in the Register of Infrastructure.

Extract from HS INF TSI 4.2.20.2 Usable length of the platform Lines of category I, II and III

The usable length of the platform is the maximum continuous length of that part of platform in front of which a train is intended to remain stationary in normal operational conditions.

The usable length of the platforms accessible to passengers shall be at least 400 m, unless otherwise specified in section 7.3 of this TSI.

7.3 Specific cases [part] 7.3.6. Particular features on the British network [part] 7.3.6.2 Lines of category II [part] Platforms (section 4.2.20)

3. Minimum platform length

For platforms on upgraded lines in Great Britain where trains complying with the High Speed Rolling Stock TSI are intended to stop in normal commercial operation, the usable length of the platform shall be at least 300 m.

The length of platforms on upgraded lines in Great Britain where trains complying with the High Speed Rolling Stock TSI are intended to stop in normal commercial operation shall be indicated in the Infrastructure Register.




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G 7.2 Exemption where operational procedures apply

Extract from GI/RT7016 5.2 Exemption where operational procedures apply 5.2.1 It is permissible for the usable length of a platform to be shorter than is

sufficient to accommodate the longest train formation booked to stop at the platform, provided that the platform is long enough to accommodate the majority of the trains and procedures are in place to protect the safety of passengers and train crew boarding and alighting. The procedures put in place shall be recorded and supported by a documented safety justification.

5.2.2 GE/RT8000 contains instructions to the guard when a multiple-unit train is to stop at a platform shorter than the train. GE/RT8000 contains corresponding instructions for locomotive-hauled trains (including HSTs, push-pull, postal and parcels trains).

5.2.3 GM/RT2473 requires a system of selective door opening (SDO) to be adopted for new trains where there are no alternative means to accommodate all doors on a train within the usable length of a passenger platform.

The need to consider the use of SDO arrangements at stations with platforms that are G 7.2.1shorter than the train formation typically arises where train formations are lengthened for capacity reasons, and there are infrastructure layout restrictions that prevent physical extension of a platform or the extension of platforms at minor intermediate stations. It has also been the case that SDO has been implemented to accommodate a long train at a location where stops were infrequent or only at times of disruption.

The consideration of implementation of SDO arrangements should take into account G 7.2.2factors including:

a) Passenger loading and flow patterns (peak / off-peak) at the station.

b) The train formations that are to be used and whether the SDO system fitted to the train operates on part (individual units) or the entire train formation.

c) Timely advice to passengers of the need to move forward through the train to disembark by announcements or train crew intervention.

d) Extended station dwell times.

e) The positioning of train stop markers in relation to platform starting signals.

f) The potential for passenger alarm operation following restart of the train.

g) Potential for train crew being unable to access the operating position for SDO equipment due to standing passengers or overcrowding.

h) Usable platform width.



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G 7.3 Signs for stopping position of trains

Extract from GI/RT7016 5.3 Signs for stopping position of trains 5.3.1 On all through platforms, information or signage shall be provided to

drivers to enable them to stop their trains at the correct point. Among the arrangements in use are stop markers, mandated distances from starting signals and contrasting painted platform copers.

5.3.2 GI/RT7033 sets out requirements for the design of platform stop markers used for this purpose.




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Part 8 Guidance on Location of Buildings, Structures and Other Items on Platforms

G 8.1 Determining the minimum usable platform width

Extract from GI/RT7016 6.1 Determining the minimum usable platform width 6.1.1 This section sets out requirements for the minimum distance between

items on platforms (including buildings, structures, platform furniture, isolated columns supporting lighting and signs, and driver only operation (DOO) equipment) and the platform edge.

6.1.2 Compliance with these requirements usually sets a limit on the minimum usable width of new platforms (subject to also meeting the requirements of section 7.1). In cases where these requirements do not determine the minimum usable width, the requirements of sections 7.2 and 7.3 apply (again, subject to also meeting the requirements of section 7.1).

6.1.3 GI/GN7616 Appendix C gives an example of the determination of the minimum usable platform width for a double face platform.

.


G 8.2 Location of buildings and structures on platforms

Extract from GI/RT7016 6.2 Location of buildings and structures on platforms 6.2.1 Buildings and structures, including supports to station roofs, platform

canopies and any associated barriers that protect structures from impact, shall not unduly restrict the movement of passengers.

6.2.2 New buildings and structures, and alterations (as defined) to existing buildings and structures, shall be located to provide the following minimum distances to the platform edge:

a) 3000 mm where the permissible or enhanced permissible speed on the line adjacent to the platform exceeds 100 mph (160 km/h).

b) 2500 mm at other platforms.

6.2.3 Particular requirements for the location of platform furniture and isolated columns supporting lighting, signs and DOO equipment are set out in sections 6.4, 6.5 and 6.6.

When carrying out modifications to existing platforms or installing new access G 8.2.1arrangements, for example new stairs or lifts, the constraints of the site mean that it is on occasion unfeasible to meet the requirements of GI/RT7016 clause 6.2.1. This requirement provides for people boarding and alighting trains in peak times and to allow people to move safely along the platform with trains passing at speed. If the existing non-compliant arrangement is being affected or enhanced, then the new arrangement should not significantly worsen the minimum distances.

Where the new stairs, lifts or other facility will greatly improve the accessibility to and G 8.2.2arrangements on the platform a reduction in distance to the platform edge could be justified. The justification in this scenario would need to show how the improvements gained from the modification outweigh the reduction of the clear area to the platform edge. The factors to consider in this justification could include:

a) How the reduction of the clear area to the platform edge affects the movement and standing room for passengers on the platform.

b) Effect on sight lines for train dispatch.



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c) Additional measures that are needed to mitigate the reduction of the clear area to the platform edge. These could include:

i) Signage and platform markings warning not to stand at the particular location.

ii) Moving the usual stopping position for trains calling at the station so that the doors are positioned at a better location on the platform.

iii) Arranging the new stairs, lifts or other facility so that the flow of passengers is improved.

iv) Station supervision and monitoring in peak periods to manage passenger flow and potential crowding.

When carrying out modifications to existing platforms or installing new access G 8.2.3arrangements, for example new stairs or lifts, it is often necessary to carry out the work behind a temporary hoarding. The constraints of the platform could necessitate that the hoarding is positioned closer to the platform edge than the minimum dimensions required by GI/RT7016 clause 6.2.2.

There have been a number of time limited deviations issued with respect to temporary G 8.2.4hoardings. The situation and constraints will vary from station to station and platform to platform, but when considering the location of any temporary hoardings the key consideration is to continue to accommodate the passengers using the platform. Guidance for the consideration of passenger flows is set out in Part 9 of this document.

For platforms where the permissible or enhanced permissible speed on the adjacent line G 8.2.5is less than or equal to 100 mph (160 km/h), the temporary hoardings have typically been installed as follows:

a) Length of hoarding not greater than 10 m.

b) Minimum distance of hoarding to platform edge not less than 2000 mm.

c) Hoarding is smooth (that is no recesses or corners for people or luggage to become caught).

The additional mitigations that have been implemented for hoardings erected at platforms G 8.2.6where a time limited deviation has been approved, include:

a) Additional signage.

b) Extra lighting.

c) Deployment of platform staff during periods of peak travel activity.

d) Additional station announcements.

e) Enhanced monitoring during periods of peak travel activity.

In many cases applications for time limited deviations have been supported by passenger G 8.2.7counts, photographs and observations at peak times and passenger flow modelling.



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G 8.3 Location of structures at terminal stations

Extract from GI/RT7016 6.3 Location of structures at terminal stations 6.3.1 Location of new structures in relation to terminal tracks

6.3.1.1 New structures, including buildings and columns supporting canopies shall not be located within the overrun risk zone extending 20 m behind the face of the buffer stop and 5 m either side of the projected centre line of the track approaching the buffer stop. This is referred to in clause 6.3.2 and clause 6.3.3 as the ‘overrun risk zone’.

6.3.2 Alterations to existing structures or track layouts

6.3.2.1 Alterations (as defined) to an existing structure or track layout shall not:

a) Cause a structure that is outside the overrun risk zone to come within the overrun risk zone.

b) Cause a structure that is within the overrun risk zone to become closer to the centre line of the track and / or closer to the face of the buffer stop.

The requirements of GI/RT7016 clause 6.3 are intended to manage the risk from trains G 8.3.1overrunning a buffer stop.

When carrying out modifications affecting the overrun risk zone (for example to improve G 8.3.2access or facilities) the constraints of the station might mean that it is not feasible to meet the requirements of GI/RT7016 clause 6.3.

Appendix A of this document provides an approach for assessing the risk from trains G 8.3.3overrunning a buffer stop when either new structures, or alterations (as defined) to existing structures or track layouts, are being considered in the overrun risk zone. The approach provided is to be used in conjunction with the methodology in GC/RC5633.

GC/RC5633 provides recommendations and guidance for buffer stops, arresting devices G 8.3.4and end impact walls, and the consideration of structures in the overrun risk zone. It provides a recommended risk assessment methodology for considering the likelihood of buffer stop overrun and the potential consequences.

Models and tools such as those provided in Appendix A of this document and G 8.3.5GC/RC5633 are an aid to the assessment of risk and should always be used in conjunction with professional expertise and judgement.

At stations categorised as national hub (Category A) and regional hub (Category B) G 8.3.6stations, there are some platform / concourse areas that become particularly congested for short times during peak periods. This is often the case where fully loaded passenger trains arrive at terminal stations within a short period of time and there is congestion whilst queuing to exit automatic ticket gates. In a number of cases to provide additional space for such situations a 'frangible' type of decking over the track forming the slide path behind the buffer stop has been installed. Further guidance on these types of decking is given in Appendix B of this document.



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G 8.4 Location of platform furniture

Extract from GI/RT7016 6.4 Location of platform furniture 6.4.1 Platform furniture shall not unduly restrict the movement of station users.

6.4.2 New platform furniture, and alterations (as defined) to existing platform furniture, shall be located to provide the following minimum distances to the platform edge:



For a new platform or a platform extension the space for platform furniture should be G 8.4.1considered at the design stage and should be added to the minimum usable width required by GI/RT7016 clause 7.1. It is unlikely that a deviation from the requirements of GI/RT7016 clause 6.4 could be justified.

G 8.5 Location of isolated columns supporting lighting, signs and other equipment

Extract from GI/RT7016 6.5 Location of isolated columns supporting lighting, signs and other

equipment 6.5.1 Isolated columns supporting lighting, signs or other equipment (for

example, stop markers) shall be positioned to avoid creating obstructions to the movement of station users.

6.5.2 Isolated columns for new lighting, signs or other equipment (for example, stop markers) or alterations (as defined) to such items shall be located to provide the following minimum distances to the platform edge:



6.5.3 Where particular site constraints prevent compliance with clause 6.5.2 of this document, isolated columns for new lighting, signs or other equipment (for example, stop markers) or alterations (as defined) to such items shall be located not less than 2000 mm from the platform edge.

The requirement of GI/RT7016 clause 6.5 addresses the free flowing movement of G 8.5.1people on a platform when either, boarding and alighting, or whilst trains are passing at speed. Columns positioned within 2500 mm of the platform have the potential to restrict the movement of people, particularly at times of crowding. To what extent the columns act as a restriction will depend on a number of factors, including:

a) The spacing, in particular close grouping, of the columns.

b) The size of the columns.

c) The shape of the columns.

d) Distance to nearest exit.

The PRM TSI sets out that 'If the distance between any two small obstacles is less than G 8.5.22400 mm they shall be deemed to form one large obstacle.' Therefore this dimension can be used as a guide to determine if columns could be considered as isolated. Essentially the closer the columns the more likely it is that they present an obstruction.



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In general, the greater the size of the column, the greater the obstruction. In designing G 8.5.3the size of the column to fulfil its purpose, and its intended location, consideration should be given to its effect on the flow of people and sight lines for train dispatch.

A round section column is likely to present less of a hazard to people than an angular G 8.5.4section, particularly if people or baggage come into contact with it.

Extract from PRM TSI 4.1.2.19. Platform width and edge of platform [part] It is permitted to have small obstacles of a length of less than 1 000 mm (for

example:- masts, pylons, booths, seats) inside this freeway of 1 600 mm. The distance from the edge of the platform to the obstacle shall be a minimum of 1 600 mm and there shall be a minimum freeway of 800 mm from the edge of the obstacle to the danger area.

The minimum distance from the edge of obstacles like walls, seating places, lifts and stairs that have a length of more than 1 000 mm but less than 10 000 mm, and the edge of the danger zone, shall be 1 200 mm. The distance between the edge of the platform and the edge of this obstacle shall be a minimum of 2 000 mm.

The minimum distance from the edges of obstacle like walls, seating places, travelators and stairs that have a length of more than 10 000 mm, and the edge of the danger zone, shall be 1 600 mm. The distance between the edge of the platform and the edge of this obstacle shall be a minimum of 2 400 mm.

If there are auxiliary facilities on-board trains, or on the platform, to allow wheelchair users to board on or alight from trains, a free space of 1 500 mm from the edge of the facility where the wheelchair boards, or lands, at the platform level, to the next obstacle on the platform, or to the opposite danger area, shall be provided where such facilities are likely to be used. A new station shall meet this requirement for all trains that are planned to stop at the platform.


G 8.6 Location of driver only operation equipment

Extract from GI/RT7016 6.6 Location of driver only operation equipment 6.6.1 The position of supports for new driver only operated (DOO) closed

circuit television (CCTV) and other DOO equipment (for example, stop markers) on platforms and alterations (as defined) to existing DOO CCTV and other DOO equipment on platforms shall take into account both:

a) The need to provide clear area between the support and the platform edge.

b) The need for the driver of the train to be able to see the DOO CCTV screen or other DOO equipment.

6.6.2 If the distances to the platform edge provided meet the requirement of section 6.5, no further justification is required.

6.6.3 In all cases, the DOO equipment shall be at least 450 mm clear of the swept envelope (as defined in GC/RT5212) of trains using or passing through the station, and shall be positioned so as not to restrict the movement of people (see also GE/RT8060).

The requirement for driver only operation (DOO) equipment to be at least 450 mm clear G 8.6.1of the swept envelope of trains using or passing through the station is to provide for a clearance where passengers or staff could lean out of vehicles with opening windows.



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If the clear area between the supports for the DOO equipment and the platform edge G 8.6.2does not meet the requirement of GI/RT7016 section 6.5, the deviation process might be appropriate.



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Part 9 Guidance on Usable Width of Platforms

G 9.1 Requirements for all new platforms

Extract from GI/RT7016 7.1 Requirements for all new platforms 7.1.1 The minimum usable width of a platform shall:

a) Prevent overcrowding with the maximum anticipated usage of the platform.

b) Accommodate the unscheduled detraining of passengers from a fully occupied train, and any passengers occupying the platform when the train arrives, without risk of injury to passengers.

7.1.2 GI/GN7616 Appendix D gives advice on selecting a method to establish the maximum number of people to allow for, in the event of unscheduled detraining of passengers.

The usable width of the platform could vary over its length. It is typically the case that the G 9.1.1platform needs to be wider near access facilities and can be narrower at the platform ends, but nowhere less than the requirements of GI/RT7016 clause 7.2 and clause 7.3 respectively (see G 9.2 and G 9.3 of this document). The minimum usable widths specified in GI/RT7016 clause 7.2 and clause 7.3 should not be used as the base or default design criteria.

GI/RT7016 Part 9 sets out additional requirements for platforms for the protection of G 9.1.2people from aerodynamic effects of passing trains. These requirements apply where either the permissible or enhanced permissible speed on the adjacent line is greater than 100 mph (160 km/h) or freight trains pass at speeds greater than 60 mph (100 km/h).

The area between the yellow line and the platform edge is referred to in the PRM TSI G 9.1.3section 4.1.2.19 as the ‘danger area of a platform’. It is defined as ‘The area where passengers may be subject to dangerous forces due to the slipstream effect of moving trains dependent upon their speed. For the conventional rail system, this danger area shall be in accordance with National Rules.’ The relevant national rule for GB is GI/RT7016.

When determining the usable width of a new platform the ‘danger area of a platform’ G 9.1.4should be excluded from the capacity analysis as this area is not an area where people should stand.

There are a number of techniques and approaches to modelling passenger flows and G 9.1.5crowding scenarios. The approach adopted should be appropriate for the type of station at which the platform is to be constructed.

Simulation software has been applied to capacity analysis for stations for a number of G 9.1.6years, but recent increased interest in the techniques has led to an expansion in the number of railway operators and facility design teams applying such models. Examples of simulation models include:

a) PEDROUTE - developed by Halcrow initially on behalf of London Underground Limited in response to the Kings Cross fire of 1987. For further information see http://www.halcrow.com.

b) PAXPORT - developed by Halcrow, it was prompted by BAA’s need to understand crowd movement in the more complex airport terminal environment. For further information see http://www.halcrow.com.

c) STEPS - a microsimulation tool designed by Mott MacDonald for the prediction of pedestrian movement under both normal and emergency conditions. For further information see http://www.mottmac.com.


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d) LEGION - pedestrian simulation software, developed by Legion International Limited, for analysing people movement in public spaces. For further information see http://www.legion.com.

The SPSG gives guidance on various station planning issues including platform width. G 9.1.7Guidance for station platforms is given in SPSG clause 2.4. The guidance is based on providing a minimum of 0.8 m

2 per passenger at the busiest part of the platform. A

platform sizing methodology is also provided that recognises that passengers are not evenly distributed along platforms, and at the busiest part of the platform, it is assumed that 35 % of the platform load occupies 25 % of the platform. The methodology requires the consideration of the 'average platform load per headway (that is the average number of passengers waiting for a train at the height of the peak, plus the number of passengers alighting from the train)'.

Extract from PRM TSI 4.1.2.19. Platform width and edge of platform [part] It is permitted for the width of the platform to be variable on the whole length of

the platform. The minimum width of the platform without obstacles shall be the greater of either:

- the width of the danger area plus the width of two opposing freeways of 800 mm (1 600 mm) or,

For a single side platform 2 500 mm, or for an island platform 3 300 mm (this dimension may taper to 2 500 mm at the platform ends).

The minimum width requirement does not take into account additional width that may be required for passenger flows.

The CR INF TSI refers to the requirements of the PRM TSI with respect to width of G 9.1.8platforms.

G 9.2 New single face platforms

Extract from GI/RT7016 7.2 New single face platforms 7.2.1 The usable width of a new single face platform shall be nowhere less

than:



7.2.2 Where the characteristics of the railway infrastructure do not provide a reasonable opportunity to achieve the requirement of 7.2.1 b), it is permitted that the minimum useable width of a single face platform extension can be reduced to 2000 mm over the last 20 m where:

a) The permissible or enhanced speed on the line adjacent to the platform does not exceed 100 mph (160 km/h).

b) The last 20 m does not constitute a normal access to or egress from the platform.

c) The last 20 m is not a location where passengers congregate, for example commuters positioning themselves to be nearest the exit when arriving at a terminal station.

d) Agreement has been reached with affected parties.


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The minimum usable width of a single face platform should be designed in accordance G 9.2.1with GI/RT7016 clause 7.1.1 (that is, usable width of a platform is to be sufficient to prevent overcrowding), but nonetheless must not be less than the widths specified in GI/RT7016 clause 7.2.1 – see G 9.1.2. The actual width of the platform required will also be determined by the minimum distances to the platform edge required for structures, platform furniture and isolated columns.

At existing station platforms and station platforms subject to alteration (as defined), where G 9.2.2the permissible or enhanced permissible speed of trains is to be increased on the line adjacent to a single face platform to speeds greater than 100 mph (160 km/h), platforms should be compliant with the requirements of GI/RT7016 clause 7.2. If the affected platform is non-compliant and the options for achieving compliance are tightly constrained, the deviation process might be appropriate.

G 9.3 New double face platforms

Extract from GI/RT7016 7.3 New double face platforms 7.3.1 The usable width of a new double face platform shall be nowhere less

than:

a) 6000 mm where the permissible or enhanced permissible speed on both lines adjacent to the platform exceeds 100 mph (160 km/h).

b) 5500 mm where the permissible or enhanced permissible speed on one line adjacent to the platform exceeds 100 mph (160 km/h) and the other does not exceed 100 mph (160 km/h).

c) 4000 mm at other platforms.

The minimum usable width of a double face platform should be designed in accordance G 9.3.1with GI/RT7016 clause 7.1.1 (that is, usable width of a platform is to be sufficient to prevent overcrowding), but nonetheless must not be less than the widths specified in GI/RT7016 clause 7.3.1 – see G 9.1.2. The actual width of the platform required will also be determined by the minimum distances to the platform edge required for structures, platform furniture and isolated columns.

At existing station platforms and station platforms subject to alteration (as defined), where G 9.3.2the permissible or enhanced permissible speed of trains is to be increased on the line adjacent to a platform to speeds greater than 100 mph (160 km/h), double face platforms should be compliant with the requirements of GI/RT7016 clause 7.3. If the affected platform is non-compliant and the options for achieving compliance are tightly constrained, then the deviation process might be appropriate.

G 9.4 Lengthening of existing platforms

Extract from GI/RT7016 7.4 Lengthening of existing platforms 7.4.1 When existing platforms are lengthened, the width of the new part of the

platform shall comply with the requirements for new platforms set out in sections 7.1 to 7.3.




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Part 10 Guidance on Headroom on Platforms

G 10.1 Minimum headroom on platforms

Extract from GI/RT7016 8.1 Minimum headroom on platforms 8.1.1 The minimum headroom to new station roofs and platform canopies or

alterations (as defined) to station roofs and platform canopies, suspended equipment, signs and lighting shall be 2500 mm for the following distances from the platform edge:



8.1.2 GI/GN7616 Appendix E contains a diagram illustrating the headroom requirements.

8.1.3 GC/RT5212 sets out requirements for defining and maintaining clearances to trains.

The minimum headroom requirements set out in GI/RT7016 are based on a nominal G 10.1.1915 mm high platform and a train footstep position in accordance with GM/RT2149. The headroom requirements provide for people standing on the platform together with people boarding and alighting from the train, possibly with umbrellas or other tall items.

Driver only operation mirrors need to be mounted such that they can be viewed by the G 10.1.2driver to see along the train and platform. In some cases the position of the mirror will be constrained by station roofs, platform canopies or other equipment. In such situations the headroom could be compromised at the mirror and because of the proximity to the platform edge it is not appropriate to fence off the reduced headroom area underneath the mirror. In these situations a deviation from the requirements of GI/RT7016 section 8.1 might be appropriate.



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Part 11 Guidance on the Assessment of Risk from the Aerodynamic Effects of Passing Trains

G 11.1 Aerodynamic effects of passenger trains passing at speeds greater than 125 mph

Extract from GI/RT7016 9.1 Aerodynamic effects of passenger trains passing at speeds greater than

125 mph 9.1.1 At station platforms where the permissible or enhanced permissible

speed on the adjacent line is greater than 125 mph (200 km/h), people shall be prevented from gaining access to the parts of the platform exposed to the aerodynamic effects of trains passing at speeds exceeding 125 mph (200 km/h).

The intention of GI/RT7016 clause 9.1.1 is that passengers should not be on a platform G 11.1.1where trains can pass on the line adjacent to the platform at speeds greater than 125 mph (200 km/h). Parts of the platform offering protection to passengers, such as waiting rooms or screened areas of the platform, would not be considered to be exposed to aerodynamic effects.

G 11.2 Aerodynamic effects of passenger trains passing at speeds greater than 100 mph but not exceeding 125 mph

Extract from GI/RT7016 9.2 Aerodynamic effects of passenger trains passing at speeds greater than

100 mph but not exceeding 125 mph 9.2.1 New station platforms 9.2.1.1 At new station platforms, where the permissible or enhanced

permissible speed on the adjacent line is greater than 100 mph (160 km/h), a yellow line shall be provided on the platform, together with warning signs. The yellow line shall be positioned so that people standing immediately behind the line are at least 1500 mm away from the platform edge.

9.2.2 Existing station platforms or station platforms subject to alteration 9.2.2.1 At existing station platforms and station platforms subject to alteration

(as defined), where passenger trains pass or are proposed to pass on the line adjacent to a platform at speeds greater than 100 mph (160 km/h), a yellow line shall be provided on the platform, together with warning signs. The yellow line shall be positioned in accordance with clause 9.2.1.1, unless this position of the yellow line is likely to lead to overcrowding.

9.2.2.2 Where the position of a yellow line in accordance with clause 9.2.1.1 is likely to lead to overcrowding, it is permissible to reduce the distance between the yellow line and the platform edge. In this case, action shall be taken to mitigate the risk from the aerodynamic effects of passing trains to lightweight objects and vulnerable passengers on the station platform (for example, pushchairs, the elderly or frail).

9.2.2.2 GI/RT7033 sets out requirements for the design of a warning sign for aerodynamic effects on station platforms.



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9.2.2.4 GI/GN7616 Appendix G provides a risk assessment methodology for assessment of the aerodynamic risk from passing trains. It also gives advice on the factors that should be taken into account in a risk assessment to determine the action required to mitigate the risk from the aerodynamic effects of passing trains, and the mitigation measures that should be considered.

9.2.2.5 GI/GN7616 Part 11 gives advice on the notification of proposed increases in the speed of trains passing on the line adjacent to a station platform, to enable the actions required by section 9.2.2 to be carried out.

The requirement to provide a yellow line on platforms at least 1500 mm from the platform G 11.2.1edge is understood to have been derived from tests carried out at Cheddington and Watford around 1970 and a limiting wind speed of 17 m/s. The British Rail Chief Mechanical and Electrical Engineer’s Department report T.204 High Speed Tests at Cheddington and Watford 1971. Aerodynamic Effects of Two Trains passing (Design Project No. 80327) November 1971 should be referenced for further reading. An electronic copy of this report is available on http://spark.rssb.co.uk.

The action required when the conditions set out in GI/RT7016 clause 9.2.2.3 or clause G 11.2.29.3.1.1 exist should be determined on the basis of a risk assessment that takes into account a number of factors, including:

a) The anticipated number of lightweight objects and vulnerable station users at risk.

b) The speed, type and frequency of trains passing.

c) The layout of station structures on the platform.

d) The level of exposure of the platform to cross-winds.

e) The level of station staffing.

f) Any recorded incidents or accidents at the station caused by the aerodynamic effects of passing trains.

g) Platform falls and surfacing.

Where both passenger trains at speeds greater than 100 mph (160 km/h) and freight G 11.2.3trains at speeds greater than 60 mph (100 km/h) pass, the risk assessment and subsequent actions can be considered together.

When determining appropriate action, consideration should be given to mitigation G 11.2.4measures, including:

a) The provision of warning signs and platform markings.

b) The provision of marked safe areas for the use of waiting passengers and their belongings.

c) Poster campaigns to alert people to the dangers from the slipstream effects of passing trains, particularly to unrestrained pushchairs.

d) Announcements warning passengers of the risk.

e) The level of station staffing.

f) The agreement of the railway undertaking to minimise the aerodynamic effects of the train (for example, for container trains, by using continuously loaded trains with all unloaded container vehicles at the end of the train, or by using empty containers to fill any gaps between loaded containers).


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g) The agreement of the railway undertaking to reduce the speed of trains.

It is recognised that the need to undertake a risk assessment can be problematic where G 11.2.5there are difficulties of interpretation and consequently the potential for inconsistency of risk assessment outcomes.

Research project T749 'Aerodynamic effects of passing trains in stations - Development G 11.2.6of a risk assessment methodology', developed and tested a quantitative method for undertaking station risk assessments and to supplement the guidance in G 11.2.1 to G 11.2.4.

The risk assessment methodology contained within Appendix G of this document is G 11.2.7based on research undertaken for Railtrack by British Rail Research. Its suitability was tested as part of T749 through desktop trials for selected stations, interviews with station staff, and a workshop for key station safety stakeholders. An Excel spreadsheet version is available from the www.safetyriskmodel.co.uk. Guidance on application of the methodology is included in Appendix G and includes feedback from stakeholders concerning the need for guidance (see Appendix F of the T749 report).

The risk assessment methodology may be used to provide a comparison of the G 11.2.8unmitigated risk between different platforms. However, there is also a need for a qualitative assessment to take account of the benefits of potential mitigation measures, once the unmitigated risk has been assessed.

The effectiveness of typical mitigation measures was assessed at an additional workshop G 11.2.9with key industry station safety stakeholders. Guidance on assessment of the impact of mitigation measures on the aerodynamic risk from passing trains is included within Appendix G of this document.

Where it is proposed to increase the speed of trains passing on the line adjacent to a G 11.2.10station platform to a speed greater than 100 mph (160 km/h), it is normal industry practice for the infrastructure manager responsible for the line to notify the infrastructure manager responsible for managing and operating the station.

G 11.3 Aerodynamic effects of freight trains passing at speeds greater than 60 mph

Extract from GI/RT7016 9.3 Aerodynamic effects of freight trains passing at speeds greater than

60 mph 9.3.1 Reducing the risk from the aerodynamic effects of freight trains passing

at speeds greater than 60 mph 9.3.1.1`At station platforms where freight trains (including container traffic but

excluding those trains with the same aerodynamic profile as passenger trains, such as mail trains) pass, or are proposed to pass, on the adjacent line at speeds greater than 60 mph (100 km/h), action shall be taken to reduce the risk from the aerodynamic effects of passing trains to lightweight objects and vulnerable passengers on station platforms (for example, pushchairs, the elderly or frail).

9.3.1.2 GI/GN7616 provides a risk assessment methodology for assessment of the aerodynamic risk from passing trains. It also gives advice on the factors that should be taken into account in a risk assessment to determine the action required to mitigate the risk from the aerodynamic effects of passing trains, and the mitigation measures that should be considered.

9.3.1.3 GI/GN7616 Part 11 gives advice on the notification of proposed introductions of new freight train services, to enable the actions required by section 9.3.1 to be carried out.

See guidance in clause G 11.2. G 11.3.1


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In addition to consideration of the factors in G 11.2.2, a risk assessment should also take G 11.3.2account of the possible freight vehicle configuration and their loads (particularly container vehicles where some are carrying containers and some are not).

Where it is proposed to introduce new freight train services, which would pass through a G 11.3.3station at speeds greater than 60 mph (100 km/h) and could therefore expose station users to harmful aerodynamic effects, it is normal industry practice for the infrastructure manager responsible for the line to notify the infrastructure manager responsible for managing and operating the station.



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Part 12 Guidance on Other Requirements for Safety of Passengers Boarding or Alighting from Trains

G 12.1 Platforms

Extract from GI/RT7016 11.1 Platforms 11.1.1 Minimum design live load for platforms (crowd loading) 11.1.1.1 New platforms and alterations (as defined) to platforms shall be

designed to carry a nominal (unfactored) live load of at least 5 kN/m2, representing crowd loading. This requirement does not include any allowance for other loads that could be applied to platforms, for example from vehicles.

11.1.2 Platform and coper surfaces 11.1.2.1 Surfaces of platforms and copers shall be firm, even and anti-slip and

shall not provide tripping hazards.

11.1.3 Platform cross fall 11.1.3.1 For new platforms and alterations (as defined) to platforms, the

surfacing shall be constructed to provide a fall away from the rear edge of the platform coper or platform edge if there is no separate platform coper.

11.1.3.2 If provided, copers for new or altered platforms shall be nominally level from the platform edge to the rear of the coper.

11.1.3.3 The fall shall be at a nominal gradient of 1:50 (within the limits 1:80 to 1:40).

Platform surfacing should be free from depressions, humps or other irregularities, except G 12.1.1where a tactile surface is provided for visually impaired persons. Breaks in the surface such as single steps, thresholds to doors, and drainage channels at points of access should be avoided.

A cross fall is provided on a platform to provide for drainage and prevent objects with G 12.1.2wheels, for example trollies, baby buggies and suitcases, running off the platform onto the track. However, if the cross fall is too steep it can make it difficult for wheel chair users and for people with ambulatory difficulties to make their way along the platform. The Department for Transport publication 'Inclusive Mobility' indicates a number of reports that suggest that 1:50 is a preferable crossfall with 1:40 being regarded as the steepest acceptable for wheelchair users.

For double face platforms the arrangements of the crossfall on both platform faces should G 12.1.3be considered as there can be an added complication where one of the adjacent tracks is significantly higher than the other one. In some cases this has the potential to lead to the possibility that an object with wheels could run from the higher platform face, building up momentum and potentially run off the lower platform face. The potential for such a situation depends on a range of factors that include:

a) The two cross falls involved and the width of the double platform.

b) The friction properties on the platform surface in dry or wet conditions.

c) How the wheeled object is taken off a train.

d) The nature of the wheeled object in terms of type of wheels, type of brakes and how it is steered.

In designing the gradients for a double face platform a number of factors should be G 12.1.4considered, including:

a) The difference in height between the two adjacent tracks.



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b) The platform surface arrangements.

c) Whether a step, fence or planting bed can be installed where the two cross fall gradients intersect.

d) How the station is supervised.

e) What announcements are made on board the train and at the station.

Where a short section of standard height platform with ramps each side down to the G 12.1.5existing low platform (see G 5.1.7) is installed, the cross fall should provide a fall away from the platform edge at a nominal gradient of 1:40. The ramps from the 'raised' section of platform to the existing low platform should not have a gradient steeper than 1:20. If there is a height difference from the back of the raised platform to the existing platform a fence or barrier is likely to be required.

Extract from GI/RT7016 11.1.4 Provision of recess beneath platform edge 11.1.4.1 For new platforms or a platform subject to alteration (as defined), a

recess with a minimum width of 300 mm and a minimum height of 480 mm measured from rail level, shall be formed beneath the platform edge. The recess shall be kept clear of cables and other obstructions.

11.1.4.2 Consideration shall be given to the provision of a wider recess where there is a platform or other obstruction on both sides of the track.

The requirements in GI/RT7016 clause 11.1.4 are principally in place to provide a clear G 12.1.6space where a person, who had fallen off the platform, could as a last resort lie clear of a train, and to provide a space that could be used for emergency services to crawl along to access a person trapped under a train.

Consideration should be given to the provision of a mesh screen under voided platforms G 12.1.7500 mm from platform edge to mitigate rubbish accumulation and trespass.

Although the datum for the recess dimension is the platform edge it is important to G 12.1.8recognise that the dimension from the platform wall to the adjacent track is an important consideration for providing a clear space.

G 12.2 Signs and markings

Extract from GI/RT7016 11.2 Signs and markings 11.2.1 Passenger information signs 11.2.1.1 At all stations, passenger information signs shall be provided to clearly

indicate the station name to passengers on board trains standing at, or passing through, the station.

11.2.1.3 Sufficient illumination shall be provided for these signs to be visible in the hours of darkness or low light conditions when the station is open to station users (see also Part 10).

11.2.2 Passenger and staff warning signs 11.2.2.1 Warning signs and platform markings shall be provided where wide

gaps and stepping distances between train and the platform edge are unavoidable (see section 3.4).

11.2.2.2 Part 9 sets out particular requirements for signage to warn passengers about the aerodynamic effects of trains passing at speeds exceeding 100 mph (160 km/h).



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11.2.3 Marking platform edges 11.2.3.1 Platform edges shall be clearly identified by visible marking and

provision of a tactile surface. Such marking shall not be provided to the edge of platform ramps except where ramps are used for access under normal operating conditions.

11.2.3.2 The Department for Transport document ‘Department for Transport / Transport Scotland Accessible Train Station Design for Disabled People: A Code of Practice’ sets out requirements for the tactile surface.

11.2.3.3 Part 9 sets out particular requirements for yellow lines on platforms to warn passengers about the aerodynamic effects of trains passing at speeds exceeding 100 mph (160 km/h).

11.2.3.4 GI/GN7616 Appendix H sets out guidance on the requirements of various documents for platform markings.

Guidance on the content and positioning of signs on stations can be found in 'Wayfinding G 12.2.1at stations - a good practice guide', published by RSSB and 'Sign Design Guide (2000)', published by the Sign Design Society and the Royal National Institute for the Blind (RNIB).

There are a number of sources of requirements and guidance for the provision of platform G 12.2.2markings. This creates a potential for confusion and also inconsistency in the interpretation of the purpose and location of a particular platform marking. Relevant sources of requirements and / or guidance for the provision of platform markings (white line, yellow line, tactiles) have been identified. A summary of this information, together with a possible explanation of the purpose, is included in Appendix H.

Extract from GI/RT7016 11.2 Signs and markings 11.2.4 Provision of colour contrasting markings on obstructions 11.2.4.1 Colour contrasting markings shall be provided on isolated columns or

other obstructions, when new or subject to alteration (as defined), where these could interrupt the movement of visually impaired people.

11.2.4.2 Appropriate markings or other protection to vertical glazing and cladding shall be provided to prevent accidental collision by station users, including visually impaired people.

Guidance can be found in 'Accessible Train and Station Design for Disabled People: A G 12.2.3Code of Practice', published by the DfT.

Extract from PRM TSI 4.1.2.19. Platform width and edge of platform [part] The boundary of the danger area, furthest from the rail side edge of the

platform, shall be marked with visual and tactile warnings. The tactile marking shall be in accordance with National Rules.

The visual warning shall be a colour contrasting, slip resistant, warning line with a minimum width of 100 mm.

The colour of the material at the rail side edge of the platform shall contrast with the darkness of the gap. This material shall be slip resistant.

4.1.2.20 End of platform The end of the platform shall have both visual and tactile markings.

The CR INF TSI refers to the requirements of the PRM TSI with respect to requirements G 12.2.4for the ends of platforms.



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Guidance on managing trespass and access at the ends of platforms can be found in G 12.2.5'Controlling trespass and access from the platform end - A guide to good practice', published by RSSB.

RSSB Research Report T158 entitled 'The use of tactile surfaces at rail stations' offers G 12.2.6further information on the types of tactile markings suitable for platforms.



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Appendix A Assessment of Overrun Risk Zone Behind Buffer Stop

G A.1 Introduction

G A.1.1 For either new structures, or alterations (as defined) to existing structures or track layouts affecting the overrun risk zone the methodology in this Appendix should be used to consider the change in risk. This methodology should be used in conjunction with the process provided in GC/RC5633 replacing Table A5 (in GC/RC5633) with Table G 5 Assessment of overrun risk zone behind buffer stop - risk weighting factor (in this Appendix).

G A.1.2 Table G 5 is structured as follows:

a) Part 1 assesses the risk to people in the overrun risk zone.

b) Part 2 assesses the risk to people inside, or in the immediate vicinity of, a small structure (such as a kiosk) located within the overrun risk zone.

c) Part 3 assesses the risk to people who may be affected by the collapse of a significant structural support (such as a footbridge or roof column) located within the overrun risk zone.

d) Part 4 assesses the risk to people who may be on frangible decking and who would be affected by a buffer stop collision.

G A.1.3 The methodology assesses each factor individually and assigns a risk weighting factor. The risk weighting factors are then added before being multiplied by further weightings associated with the provision of train protection and / or an end impact wall.

G A.1.4 If more than one small structure needs to be assessed, Part 2 should be repeated and the additional risk weighting factor added.

G A.1.5 If more than one significant structural support needs to be assessed, Part 3 should be repeated and the additional risk weighting factor added.

G A.1.6 Normally, the number of people affected in a typical assessment scenario should relate to an off-peak train approaching the buffer stops (for example at midday). However, if it is considered that there is a significant difference between off-peak and peak populations in the overrun risk zone, it may be appropriate to carry out an assessment for the two periods separately before combining into a total result representing a typical day. The assessor should consider the magnitude of the variation between these two assessments when combining them. This would involve adjusting the platform population values as well as the average number of train approaches and average passengers per train for the two assessment periods.

G A.1.7 Where a change is being introduced to the overrun risk zone, for example installing a new kiosk, any increase in risk associated with the change should be considered and appropriate mitigations implemented. To provide a guide on the financial consideration of the values associated with such safety related investment decisions the following worked example is given:

a) Suppose the new kiosk results in an increase in risk of 0.1 FWI per 100 years, which is a change of 0.001 FWI per year (that is, 0.1 FWI per 100 years / 100 years = 0.001 FWI per year).

b) The value of preventing a fatality (as of 2009) is £1.661million. Therefore to mitigate 0.001 FWI per year and keep the level of risk at the same level it is justifiable to spend up to £1,661 / year (that is, 0.001 FWI per year x £1.661million = £1,661).

c) Over a design period of 30 years, the maximum justifiable cost would be approximately £50,000 (that is, £1,661 x 30 years = £49,830). This justifiable cost



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may be sufficient to pay for the construction of an end impact wall or other significant mitigation measure that could achieve a reduction in risk of 0.001 FWI per year. If a more accurate cost benefit analysis is required then the latest published value of preventing a fatality should be checked and the cost should be considered over the lifetime of the change, meaning that future costs and benefits should be calculated in present value terms using an appropriate discount rate

2.

G A.1.8 Further information and guidance on making investment decisions is provided in 'Taking Safe Decisions' published by RSSB, on http://www.rssb.co.uk.

G A.2 Notes to Table G 5

G A.2.1 General notes to Table G 5

G A.2.1.1 The 20 m overrun risk zone is divided into risk areas A, B, C and the frangible decking area as shown in Figure G 3. The areas are based on the assumption that in most cases, a train overrun at a buffer stop will travel in a straight line (frangible decking and area A), in some cases, the train may deviate from a straight line (area B) and in a few cases the train may jack knife (area C). If the area under analysis concerns more than one track and buffer stop, each buffer stop should be analysed separately.

G A.2.1.2 It should be noted that it is not possible to accurately predict the path of a train overrun, and therefore a conservative approach should be taken when assigning structures to risk areas A, B and / or C. If a structure is overlapping two of the areas, or very close to the edge of an area, you should assign it to the higher risk area.

G A.2.1.3 When introducing a change to the overrun risk zone it is good practice to examine what the change in risk will be. The risk assessment using Table G 5 should be carried out for the existing station layout and then carried out for the proposed new station layout. The difference between the results of the two assessments will give an indication of the increase in risk that the change will introduce. Risk mitigation measures should then be assessed for the change in risk; GC/RC5633 Table B1 should be used as a guide.

2 This is in accordance with ORR guidance ‘Internal guidance on cost benefit analysis (CBA) in support of safety-

related investment decisions’ http://www.rail-reg.gov.uk


http://www.rssb.co.uk/

http://www.rail-reg.gov.uk/


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Single

track

Figure G 3 The overrun risk zone divided into risk areas A, B, C and the frangible decking (not to scale)

G A.2.2 Notes to Part 1 of Table G 5

G A.2.2.1 Part 1 considers the people in the open plan area of the overrun risk zone that could be affected by a train overrun. These people will generally have an unobstructed view of the approaching train and freedom to move away from the area quickly if a train overran the buffer stop. The number of people affected within each of the risk areas A, B and C, on average, when an off-peak train (for example midday) is approaching the buffer stops should be considered.

G A.2.2.2 If people in risk areas A, B or C do not have an unobstructed view of an approaching train or are unable to move away from the area quickly, for example in crowded situations, then an obstruction factor should be applied.

G A.2.2.3 The process provided in GC/RC5633 and the methodology in this Appendix (GI/GN7616) are based on RSSB's Safety Risk Model version 6.


G A.2.3.1 Part 2 considers the people associated with small structures such as kiosks and shops where the structure is standalone (that is, independently constructed from the main station structure). The number of people affected if the structure collapsed as a result of a train collision after a buffer stop overrun (that is, the people inside the structure as well as people waiting outside the structure, for example customers waiting to purchase items) should be considered.

G A.2.3.2 The weightings in Part 2 only apply to a maximum of 30 people being affected. If more than 30 people will be affected, then Part 3 should be used to consider more serious consequences.



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G A.2.4.1 Part 3 considers significant structural supports, such as roof columns, multi-story structures or footbridge supports. Advice from a competent structural engineer should be sought to consider how likely it is for the support to collapse if it were struck by a train overrun. A risk weighting factor of 1 should be used if the collapse of the structure will cause the support to collapse. A risk weighting factor of 0 should be used if the support is redundant and the removal of the support will not cause the structure to collapse. The number of people affected should be considered if the structure did collapse, for example if the removal of the support will cause a section of roof to collapse, people throughout the station might be affected.


G A.2.5.1 Part 4 considers the risk if frangible decking has been installed in the area directly behind the buffer stop. If no decking has been installed behind the buffer stop this section will calculate a risk weighting factor of 0 and the length of decking should be entered as 0. Figure G 4 shows the layout of the measurement for the frangible decking assessment tool, for the distance between the buffer stop and the frangible decking, d and the length of the decking L.

Figure G 4 Measurement for the frangible decking assessment tool for a single track width



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Part 1 People in the open plan area of the overrun risk zone that could be affected by a train overrun (see note A.2.2)

Factor affecting buffer stop risk Category Risk weighting

factor

Value assigned

Number of people in area A (see note 1)

None 0

Low occupancy (typical 1 - 2 people) 1

Medium occupancy (typical 3 - 10 people) 2

High occupancy (typical of > 10 people) 5

+

Number of people in area B

None 0

Low occupancy (typical 1 - 2 people) 0.33

Medium occupancy (typical 3 - 10 people) 0.66

High occupancy (typical of > 10 people) 1.65

+

Number of people in area C

None 0

Low occupancy (typical 1 - 2 people) 0.05

Medium occupancy (typical 3 - 10 people) 0.1

High occupancy (typical of > 10 people) 0.25

=

Sub total

x

Obstruction factor People in the overrun risk zone have an unobstructed view of an approaching train and are able to move away from the area quickly

1

People in the overrun risk zone do not have an unobstructed view of an approaching train or are unable to move away from the area quickly

3

=

Sub total Part 1

Part 2 Small structures such as kiosks, shops etc (see note A.2.3)


factor

Value assigned

Structure 1 (Repeat for as many small structures as applicable and add results)

Which part of the overrun area is the structure 1 located (see note 1)

Area A 1.5

Area B 0.5

Area C 0.1

x

Number of passengers, public or staff that will be affected by structural failure

None 0

Low (average 1 - 2 people) 2

Medium (average 3 - 10 people) 5

High (average of > 10 people) 10

=

Sub total Part 2

Part 3 Significant structural supports such as roof columns, multi-story structures, footbridge supports etc (see note A.2.4)


factor

Value assigned

Structure 1 (Repeat for as many structures as applicable and add results)

Which part of the overrun area is the structure 1 located (see note 1)

Area A 1.5

Area B 0.5

Area C 0.1

x

Probability of collapse if struck by a train overrun

Estimate to be provided by a structural engineer Between 0 and 1

x

Number of passengers, public or staff that will be affected by structural collapse

None 0

Low (average < 50 people) 30

Medium (average 50 - 100 people) 75

High (average of > 100 people) 200

=

Sub total Part 3



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Part 4 Frangible decking risk (see note A.2.5)


factor

Value assigned

Distance from buffer stop to decking

Not applicable 0

more than 7 metres 0.3

6 - 7 metres 0.5

5 - 6 metres 0.8

4 - 5 metres 1.2

3 - 4 metres 2.1

2 - 3 metres 3.5

1 - 2 metres 6

less than 1 metre 10.3

x

Length of decking (metres)

= Sub total Part 4

Combined risk values

Sub total Part 1 +

Sub total Part 2 +

Sub total Part 3 =

Total 1+2+3

x

End impact wall 1.3m above rail level

Yes 0.1

No 1

+ x

Train protection system Yes 1

No 1.04

=

Combined area behind the buffer stop risk weighting factor

Table G 5 Assessment of overrun risk zone behind buffer stop - risk weighting factor

Sub total Part 4

= Sub total



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Appendix B Frangible Decking at Terminal Stations

G B.1 Introduction

G B.1.1 At stations categorised as national hub (Category A) and regional hub (Category B) stations, there are some platform / concourse areas that become particularly congested for short times during peak periods. This is often the case where fully loaded passenger trains arrive at terminal stations within a short period of time and there is congestion whilst queuing to exit automatic ticket gates. In a number of cases to provide additional space for such situations a 'frangible' type of decking over the track forming the slide path behind the buffer stop has been installed (see Figure G 5).

G B.1.2 A frangible type of decking is formed from a number of decking units supported by beams. When impacted by a buffer stop the beams guide the decking units and allow them to move freely and smoothly with the buffer stop. The decking units provide a solid platform surface for people.

G B.1.3 Where this arrangement exists buffer stops are fitted with impact brackets that are capable of applying the impact loads to the decking units. These comprise of fabricated plates welded to the rear flange of the buffer stop structure at the height required to contact with and collect the decking units as they move with the buffer stop.

G B.1.4 GC/RT5033 requires energy absorbing buffer stops to be provided at terminal or bay platforms. The key requirement is that buffer stops are to be designed to arrest the full range of trains between the heaviest and lightest using a track, without risk of serious injury to people on the train. It is important that the performance of the buffer stop is not to be materially affected by the use of a frangible type of decking, so that any greater risk of serious injury to people on the train is avoided.

G B.1.5 A frangible type of decking has only been used at national hub and regional hub stations. It is likely that the use of such a system can only be justified if the safety benefits arising from having increased passenger space are greater than the safety disbenefits arising from the very unlikely event of a train impacting the buffer stop, and subsequently connecting with the frangible decking units. The factors to consider in this justification could include:

a) The safety benefits arising from having increased passenger space.

b) The safety disbenefits arising from the very unlikely event of a train impacting the buffer stop and causing movement of the decking units with passengers still on them.

c) How close the decking units will be to the buffer stop impact bracket. The greater the distance between the buffer stop impact bracket and the nearest decking unit, the less likely it is that the decking units will be affected in the event of a minor buffer stop impact.

d) If access to the area can be limited to only the busiest times, for example by cordoning off the area.

G B.1.6 The design considerations for frangible decking should consider a number of factors, including:

a) The performance of the buffer stop is not to be materially affected by the use of a frangible type of decking, so that any greater risk of serious injury to people on the train is avoided.

b) The decking should be capable of supporting the maximum anticipated loading from passengers and vehicles required to use it.

c) How the decking units move in the event of a buffer stop contact and their effect on people on the platform.



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d) The need to inspect and maintain the buffer stop and its friction slide units.

e) How the performance of the system can be maintained throughout its service life.

G B.1.7 Buildings, for example kiosks and ticket machines, should not be positioned on frangible decking.

Figure G 5 Frangible decking at a national hub station



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Appendix C Example of the Determination of the Minimum Usable Platform Width for a Double Face Platform

Figure G 6 Determination of the Minimum Usable Platform Width for a Double Face Platform



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Appendix D Determining the Number of People to Allow for in the Unscheduled Detraining of Passengers

G D.1 Determining the number of people to allow for, in the event of unscheduled detraining of passengers

G D.1.1 In establishing the number of people to allow for in the unscheduled detraining of passengers, the maximum number of people can be based on one of the following:

a) Planned and foreseeable train and platform occupancy.

b) Measurements of train and platform occupancy at peak times.

c) The result of any practical tests conducted to confirm the maximum train and platform occupancy.

G D.1.2 The method selected to establish the maximum number of people should be demonstrated to be appropriate to the particular circumstances prevailing at the platform under consideration.



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Appendix E Diagram Illustrating Requirements for Headroom at Station Platforms

Figure G 7 Requirements for Headroom at Station Platforms



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Appendix F Considerations for Alternative Height / Offset Platforms

G F.1 Alternative height / offset platforms

G F.1.1 Introduction

G F.1.1.1 GI/RT7016 sets out the requirements for the standard platform position relative to adjacent track at 915 mm high with an offset of 730 mm from the running edge.

G F.1.1.2 A number of GB projects, for example Crossrail and Thameslink, have considered alternative height platforms for routes with high throughput of trains. By having platforms high enough to be level with the door sill, dwell times can be reduced for reduced mobility passengers.

G F.1.1.3 A platform height of approximately 1100 mm has been chosen for consideration as it has been shown that door sills can be designed to this height and have been used on other networks in GB, for example Heathrow Express and London Overground.

G F.1.1.4 To provide for a platform height of 1100 mm, the platform offset would, in most cases, need to be increased to provide the necessary gauge clearances for the rolling stock using the route. Increased offsets that have been used range from 752 mm for London Overground to 792 mm for Heathrow Express.

G F.1.1.5 To achieve an arrangement where all passengers can board without assistance can be described as universal self-boarding. There are other ways of permitting universal self-boarding such as platform humps, lowering the train floor and automatic door steps or ramps.

G F.1.2 Possible approaches to universal self-boarding

G F.1.2.1 There are a range of methods used to provide for universal self-boarding at the platform / train interface, some of which would also provide 'nominal level' access. Such methods include:

a) Lower vestibule floor height vehicles / lower height platforms.

b) Footsteps within vehicle interiors to provide access to higher or lower parts of the vehicle, which are not necessarily accessible for all.

c) Moveable footsteps.

G F.1.3 Relationship of platform and footstep to provide for universal self-boarding

Extract from PRM TSI 4.1.2.21. Boarding aids for passengers using wheelchairs 4.1.2.21.1. Subsystem requirements When a platform in a station that has obstacle free access routes in accordance

with 4.1.2.3.1 is intended to receive trains stopping in normal operation with wheelchair-compatible doorway, a boarding aid shall be provided to be used between that doorway and the platform to allow a passenger in a wheelchair to board or alight,

— unless it is demonstrated that the gap between the edge of the door sill of that doorway and the edge of the platform is not more than 75 mm measured horizontally and not more than 50 mm measured vertically;

and

— unless there is a station stop within 30 km, on the same route, provided with boarding aids.



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G F.1.3.1 By not requiring a boarding aid, it is perceived that dwell times will reduce, since there is no need to deploy (and retract) the device, hence facilitating an increased frequency of the service.

G F.1.4 Consequences of installing alternative height platforms

G F.1.4.1 Where alternative height platforms are installed, the stepping distance to rolling stock with floors of a similar height would be improved at these platforms, however the need to modify footsteps on associated rolling stock will, in most cases, lead to increased stepping distances at existing standard height platforms.

G F.1.4.2 If alternative (universal self-boarding) height platforms are installed, there will be route wide, long term restrictions on rolling stock, operations and infrastructure which would include:

a) Existing passenger rolling stock with footsteps below floor height will in most cases not be able to pass through alternative height platforms.

b) Vehicles meeting the W6a freight gauge (that is most freight wagons and track maintenance machines) will have to pass through at restricted speed.

i) Most freight trains could not be pathed through the alternative height platform during traffic hours, affecting diversionary routes and maintenance opportunities.

c) Where through running is required, the speed of vehicles passing through is expected to be limited to around 30 mph (50 km/h), this also applies to entry and exit speeds of stopping trains, thus reducing capacity.

d) Achieving stepping distances and passing clearances would mean, in most cases, that:

i) The platform cannot be located on a curve less than 1000 m.

ii) Track cant in the platform area is not permitted.

e) At least medium track fixity in the track adjacent to the platform with implications for installation cost and maintainability.

f) The importance of the platform recess would be increased because of the increased difficulty of getting up on to the higher platform.

g) Further consideration would have to be given to OLE contact wire heights and rolling stock designs to ensure that adequate electrical clearances are achieved for passengers on the higher platform.

G F.1.4.3 It should be noted that the installation of alternative height platforms would also have to be assessed for compatibility in accordance with the process set out in GE/RT8270.

G F.1.4.4 To build or alter a platform to an alternative height to that set out in GI/RT7016 would require a deviation from GI/RT7016 and potentially, depending on the project, a deviation from the relevant TSI.



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Appendix G Assessment of Risk from the Aerodynamic Effects of Passing Trains at Stations

G G.1 Introduction

G G.1.1 The following Appendix contains a risk assessment method, which can be used to estimate the unmitigated level of risk at a platform due to the aerodynamic effects of passing trains. This risk concerns a non-stopping passenger or freight train passing adjacent to a platform where passengers are waiting for stopping trains. The potential consequences of the slipstream effect of the passing train are that passengers or passengers' belongings can be swept along, blown over, or drawn into the path of the train with potential for damage or injury. An extreme case would be an occupied child's wheeled buggy being blown into the side of a passing train or onto the track. The following method evaluates the risk, based on the likelihood and potential severity of these events according to platform and traffic characteristics.

G G.1.2 The risk assessment method calculates an unmitigated risk score. The score produced by the method is then used to assign a platform risk category (high, medium or low) as set out in Table G6. The appropriate mitigation measures may then be considered for implementation to reduce the risk. See clause G G.5 of this document.

G G.1.3 The method can be used to assess current platform conditions over a typical busy weekday, but may also be useful to assess other scenarios, when required, such as:

a) Proposed changes to the use of a platform, or passing train traffic patterns.

b) Temporary changes to traffic levels, which might result in a short term increase in aerodynamic risk, for example, due to infrastructure works or possession activities.

c) Considering off-peak, peak times, or short-term busy periods (such as special events).

G G.1.4 An Excel spread sheet version of all of the forms and the risk assessment calculation sheet are available at www.safetyriskmodel.co.uk. The spread sheet automatically calculates the risk score and records the required information. These forms include:

a) Assessment details sheet.

b) Aerodynamic risk assessment calculation sheet.

c) Aerodynamic risk assessment weighting factors sheet.

G G.2 Aerodynamic risk assessment data collection form

G G.2.1 The following form captures the information that is required for the assessment method to produce a 'Total Platform Unmitigated Risk Score' for each platform. This data is supplemented by weighting factors which are explained in more detail in G G.4 Tables A-F.

G G.2.2 The letters in parentheses indicate where the various factors should be used in the manual Aerodynamic Risk Assessment Calculation Sheet.

G G.2.3 The information required comprises essential information which is needed to complete the assessment (assessment details) and optional information which may be helpful for assessment of the effectiveness of mitigation measures and for completion of the risk assessment.


http://www.safetyriskmodel.co.uk/


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Assessment details

Station name

Platform

Assessment completed by

Assessment date

Assessment Filter Questions Answer Notes

Is the platform a bay platform? Yes / No If response is ‘yes’ then an assessment is not required

(negligible aerodynamic risk)

Does non-stopping traffic pass

adjacent to the platform? Yes / No

If response is ‘no’ then an assessment is not required

(negligible aerodynamic risk)

Local Platform Factor Category Weighting Notes

Geographical location factor:

What is the geographical

location factor for the station?

Low 4

Low, Medium, High geographical effect

due to prevailing local wind conditions?

(See map in Table A for suggested

location factors. Increase or decrease

if local conditions are not typical.)

Medium 4.4

High 4.8

(A) =

Platform layout factor:

What are the platform layout and

wind exposure characteristics?

Open 1

Select the most appropriate category

based on the general descriptions in

the platform layout Table B.

Enclosed 0.8

Intermediate 0.5

(B) =

Local platform factor (P) = (AxBx0.03)

Stopping trains Number of stopping

trains per day Notes

(C)

Number of stopping passenger

trains during a typical busy

weekday

Estimate traffic density based on best available information

(the ‘weighting’ is the actual estimated number of trains

per day)

Additional Notes

Normally only trains passing the platform being assessed should be included. However, for narrower / open island platforms

which are busy, the number of stopping and passing trains per day for either platform should be the total for both platforms.

This is due to waiting passengers moving unrestricted between both platforms and therefore exposed to passing trains on

both sides.

For wider island platforms – particularly those having extensive buildings, railings, or other type of ‘barriers’, which effectively

separate the two platforms – it is permissible to consider the two platforms to be completely separate.



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Optional information (note as relevant)

Infrastructure Platform length (m)

Platform width (m)

Platform area unusable by passengers?

Platform area useable by passengers?

Island platform?

Is the platform straight, convex, concave?

Is the line bidirectional?

Is the view of approaching trains obscured (due to

line curvature, foliage or infrastructure?)

Is the platform flat or sloped towards or away from

the platform edge?

Other relevant infrastructure information

Staff Is the platform staffed at all times?

Is the platform staffed at peak times only?

Is the platform always unstaffed?

Number of staff on platform at any one time (during

typical busy period)?

Other relevant staff information

Crowds Is platform crowding ever a significant issue?

Have there been any previous near miss incidents at

the platform?

Are there ever any local special events, for example

football matches?

Is there a higher than average number of holiday

makers with luggage?

Is there a higher than average number of

children/elderly?

Is there a higher than average number of

trolleys/buggies/etc.?

Are there any especially narrow or constricted parts

of platform?

Is there ever an uneven spread of waiting

passengers due to platform layout?

Occasions where perturbed traffic at other stations

causes increased crowds?

Other relevant crowd information

Assessment notes / assumptions / queries / uncertainties


Guidance on Interface between Station Platforms, Track and Trains

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G G.3 Aerodynamic Risk Assessment Calculation Sheet

G G.3.1 The following table should be used with the weightings tables in G DA.34 to calculate the individual risk scores for each passing traffic type.

(D) (E) (F) (C) (P) (G)

= (D+P)

(H)

= (FxG)

(J)

= (ExCxHxH)

(R)

= (J / 200)

Passing Train Type

Passing

train type

weighting

Number of

passing trains

per day

Passing trains

traffic

weighting

(see Table E)

Highest

typical train

passing

speed

Passing

train speed

weighting

(See Table

F)

Number of

stopping

trains per

day

Local

platform

factor

Individual

train type

risk score

Road vehicle-carrying train (Ford

transit van carrier, cartic, carflat)

with the load exposed

0.59

Freightliner / flat-bedded wagons

with vertical ends 0.36

Freight train other than those

above (tankers, hopper wagons) 0.28

Multiple unit / loco-hauled

passenger train 0.19

High speed passenger train (HST,

IC225, Eurostar) 0.17

Total platform unmitigated risk score

(sum of individual risk scores)



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G G.4 Aerodynamic Risk Assessment Weighting Factors

G G.4.1 The following weighting factor reference tables are used to complete the final aerodynamic risk assessment calculation sheet. The letters in parentheses indicate where the various factors should be used.

(A) Geographical location factor

Region Weighting

Low (L) The geographical location weighting is taken from the approximate

location of the station on the map. The factor should be adjusted if

local characteristics are relevant, for example close to open sea,

platform on exposed embankment, regular experience of high wind

conditions, station enclosed / protected from high wind conditions.

4

Medium (M) 4.4

High (H) 4.8

Inverness

Ayr

Gretna

Dunbar

BridlingtonLancaster

SouthendSwansea

Linton

Exeter

LOW

MEDIUM

HIGH

HIGH

MEDIUM

MEDIUM

MEDIUMLiverpool



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(B) Platform layout factor

Summary Description Weighting

Open

Platforms with a predominantly open and

exposed environment, possibly with low rear

walls, open railings or fences and simple

shelters. Use this category when most of the

platform length is ‘open’ even if there is a

small section of the platform which is

‘enclosed’.

1

Enclosed

Platforms with a predominantly enclosed

environment such as one with solid rear walls

or station buildings and a canopy along the

full platform length. Possible aerodynamic

tunneling effects.

0.8

Intermediate

Any other mixed platform layout (for example

platform with high rear wall/fence but no

canopy or platform with canopy but no rear

wall.)

0.5

(C) Number of stopping trains per day

Actual number of stopping trains (see above note on island platforms) No. of trains per day

(D) Passing train type weighting

Passing Train Type Weighting

Road vehicle-carrying train (Ford transit van carrier, cartic, carflat) with

the load exposed Autos 0.59

Freightliner / flat-bedded wagons with vertical ends Containers 0.36

Freight train other than those above (tankers, hopper wagons) Others 0.28

Multiple unit / loco-hauled passenger train Regional 0.19

High speed passenger train (HST, IC225, Eurostar, etc.) Intercity 0.17



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Additional Notes on (C) and (D).

On island platforms, for narrower and open island platforms which are busy, the number of stopping and passing trains per day for either platform should be the total for both platforms. This is due to waiting passengers migrating onto both platforms.

For wider island platforms - particularly those having extensive buildings, railings, or other type of barrier, which effectively separates the two platforms – it is permissible to consider the two platforms to be completely separate.

(E) Passing trains traffic weighting

Number of trains passing platform without stopping

on a typically busy day

(see note on island platforms)

0 trains

per day

1-5 trains

per day

6-20 trains

per day

More than 20

trains per day

Road vehicle-carrying train (Ford

transit van carrier, cartic, carflat) with

the load exposed

Autos

NA

- D

o n

ot

inclu

de tra

in type in

assessm

ent calc

ula

tio

ns if

0 t

rain

s p

er

day

0.5 1.2 2

Freightliner / flat-bedded wagons with

vertical ends

Containers 0.4 0.9 1.6

Freight train other than those above

(tankers, hopper wagons)

Others 0.3 0.7 1.2

Multiple unit / loco-hauled passenger

train

Regional, etc. 0.2 0.5 0.8

High speed passenger train (HST,

IC225, Eurostar)

Intercity, etc. 0.1 0.3 0.5

(F) Passing train speed weighting

Highest Typical Passing Train Speed Weighting

Less than or equal to 45 mph (70 km/h) 17

Greater than 45 mph but less than or equal to 55 mph 22



Above 75 mph 36



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G G.5 Post assessment analysis

G G.5.1 Risk reduction mitigation measures

G G.5.1.1 The risk assessment method produces a ‘total platform unmitigated risk score’, which gives an indication of the unmitigated level of risk due to aerodynamic effects of passing trains at the platform. The actual level of risk associated with a platform depends on the level of unmitigated risk and the mitigation measures that are in place to reduce the unmitigated risk. The unmitigated risk score corresponds to a risk category as shown in Table G 6, which makes it possible to classify platforms according to risk and decide what level of mitigation measures should be considered for implementation.

Total platform

unmitigated risk

score

Total platform unmitigated

risk score

Platform

risk

category

Mitigations

measures to

consider

less than 50

The platform represents a low

to negligible risk to passengers

due to aerodynamic effects of

passing trains. However, a

number of best practice

mitigation measures may still

be considered, even for low

risk platforms, if not already

implemented.

Low

1 to 9

(plus any others

that would be

reasonably

practicable to

implement)

between 50 and

200

The platform represents an

average unmitigated risk to

passengers due to the

aerodynamic effects of passing

trains. This unmitigated risk

may already be reduced due to

existing mitigation measures.

The full set of mitigation

measures for medium risk

platforms should be reviewed

to identify any additional

measures for consideration.

Medium

1 to 17

(plus any others

that would be

reasonably

practicable to

implement)

greater than 200

The platform represents a

comparatively high unmitigated

risk to the passengers due to

aerodynamic effects of passing

trains. This unmitigated risk

may already be reduced due to

existing mitigation measures.

The full set of mitigation

measures for high risk

platforms should be reviewed

to identify any additional

measures for consideration.

High

All

(1 to 27, although

20 to 27 are

unlikely to be

practicable except

for very extreme

cases or where

facilitated within

the scope of other

projects)

Table G 6 Risk reduction mitigation table



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G G.5.1.2 A number of mitigation measures, set out in Table G 7 relevant to aerodynamic risk, have been identified through industry expert workshops. These vary from simple best practice measures, which are already in place in most stations, to more complex and costly measures, which are unlikely to be justifiable except in very extreme cases.

G G.5.1.3 To complete the risk assessment process, the full list of identified mitigation measures, set out in Table G 7, should be reviewed to select which are suitable to be considered for the assessed platform. This should take into account the level of risk indicated by the unmitigated risk score and practical considerations of local implementation. Issues that should be considered when reviewing the suitability of mitigation measures include:

a) Whether the measure is also relevant to controlling other platform risk areas (other than aerodynamic risk).

b) Whether the mitigation measure is most effective when used in conjunction with other mitigation measures.

c) How difficult the measure is to implement.

d) How costly the mitigation measure is to implement or to maintain, if there are on-going costs.

e) How effective the measure is in reducing slipstream risk.

G G.5.1.4 As a general guide, at least measures 1 to 9 should be considered even at low risk platforms, measures 1 to 17 at medium risk platforms, and measures 1 to 27 should be considered where practicable for high risk platforms (see table G 6). If any additional measures are identified as suitable for the platform these should also be considered. It may be possible that some 'medium/high risk platform' measures might be justifiable even at a lower risk platform if it is easy and cost effective to implement.

ID Mitigation title Mitigation type Mitigation Description

1

Passenger

education

campaigns

Educating passengers

on aerodynamic risk

Temporary education campaigns for

example posters.

2 Targeted best

practice


on aerodynamic risk

Targeted dissemination of 'best practice'

information

3 Platform edge

identification

Improving passenger

perception of risk

Platform edges to be clearly identified in

accordance with GI/RT7016

4 CIS warning Warning passengers Additional information on Customer

Information System (CIS)

5 PA System Warning passengers Announcements to improve general

awareness

6 Automated warning

announcements Warning passengers Automated warning announcements

7 Aerodynamic risk

warning signage


on aerodynamic risk

Signage to warn specifically of risk from

slipstreams/aerodynamic effects of

passing trains.

8 Tactile paving Improving passenger

perception of risk

Tactile paving currently mandated in

GI/RT7016

9 Platform yellow line Improving passenger

perception of risk

Yellow Line mandated in GI/RT7016, for

trains > 100 mph (160 km/h)

10 Yellow hatching Managing crowd

positions

Yellow hatching on platforms at pinch

points

11 CIS position Managing crowd

positions Optimise location of CIS panels

12 Train stopping

position

Managing crowd

positions Optimisation of stop car position

13 Platform staff Monitoring and Platform staff present on platform at peak



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ID Mitigation title Mitigation type Mitigation Description

presence at peak

times

intervention times

14

Platform staff

presence at all

times

Monitoring and

intervention

Platform staff present on platform at all

times

15 CCTV monitoring Monitoring and

intervention

CCTV monitoring of passenger

behaviour / positions on the platform.

16 Crowd management

plan

Monitoring and

intervention

Crowd management plan, for example

number of passengers on platform

controlled, ushering, etc.

17 Waiting

rooms/shelters Physical separation Provision of waiting rooms / shelters

18 Train Horn Warning passengers Train horn of passing train on approach to

platform

19 Platform separation Physical separation Physical separation of platform and train -

for example via barriers or fencing

20 Complete platform

edge barrier Physical separation

Complete platform edge physical barrier,

platform edge doors.

21 Extend platform

canopy

Managing crowd

positions

Extend platform canopy (to encourage

whole use of platform in poor weather)

22

Reduction in

passenger train

speed

Managing train traffic Reduction in speed of passing passenger

trains

23 Reduction in freight

speed Managing train traffic

Reduction in speed of passing freight

trains

24 Off peak freight Managing train traffic Send freight through station at off peak

times

25 Divert traffic Managing train traffic Divert traffic on to non-platform line away

from waiting passengers

26 Existing train

improvements Rolling stock

Retrospective aerodynamic improvement

of existing trains

27 New train design Rolling stock Improved aerodynamic design of new

trains

28 Other Other To be used by assessor as necessary

Table G 7 Table of mitigation measures

G G.5.1.5 For each selected potential mitigation measure it should be recorded:

a) Whether it is already implemented.

b) Whether it should be considered for implementation.

or

c) Whether it is considered unsuitable, with justification for not implementing.

G G.5.2 Platform Aerodynamic Risk Assessment Tool

G G.5.2.1 The Excel spread sheet also generates mitigation measure review sheets indicating which measures should normally be considered depending on the assessed platform risk category. The tool can be used to carry out the risk assessment and record the unmitigated risk due to the aerodynamic risk of passing trains, along with recording the decision taking process on which mitigation measures should be implemented.



Page 74 of 84 RSSB


Appendix H Platform Markings

G H.1 Source of requirements and / or guidance

G H.1.1 Introduction

G H.1.1.1 A summary of the documented sources of requirements and guidance for the provision of platform markings, together with a possible explanation of the purpose, is set out in Table G 8.

Document Document title / requirements / guidance Explanation

GI/RT7016, Issue 5 Interface between Station Platforms, Track and Trains

11.2.3 Marking platform edges

11.2.3.1

Platform edges shall be clearly identified by visible marking and provision of a tactile surface. Such marking shall not be provided to the edge of platform ramps except where ramps are used for access under normal operating conditions.

Conventionally, the ' visible marking' is proved by means of a white line positioned along the edge of the platform.

11.2.3.3

Part 9 sets out particular requirements for yellow lines on platforms to warn passengers about the aerodynamic effects of trains passing at speeds exceeding 100 mph (160 km/h).

Yellow lines are only mandated for trains passing at speeds greater than 100 mph (160 km/h) (passenger trains).

For freight trains travelling at speeds greater than 60 mph (100 km/h) action is required ‘to reduce the risk from the aerodynamic effects of passing trains’ but a yellow line is not mandated.

In practice yellow lines are also provided for stations where there is a risk from the aerodynamic effects of passing freight trains.

9.2.1 New station platforms

9.2.1.1 At new station platforms, where the permissible or enhanced permissible speed on the adjacent line is greater than 100 mph (160 km/h), a yellow line shall be provided on the platform, together with warning signs. The yellow line shall be

Intended to provide a visual warning of the boundary of the danger area.

The dimension of 1500 mm is to the edge of the yellow line furthest from the platform edge.



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positioned so that people standing immediately behind the line are at least 1500 mm away from the platform edge.

9.2.2 Existing station platforms or station platforms subject to alteration

9.2.2.1 At existing station platforms and station platforms subject to alteration, where passenger trains pass or are proposed to pass on the line adjacent to a platform at speeds greater than 100 mph (160 km/h), a yellow line shall be provided on the platform, together with warning signs. The yellow line shall be positioned in accordance with clause 9.2.1, unless this position of the yellow line is likely to lead to overcrowding.

As for 9.2.1.1 except that it is recognised that the available space on an existing platform may be restricted where the yellow line is placed at 1500 mm from the platform edge.

9.2.2.2 Where the position of a yellow line in accordance with clause 9.2.1 is likely to lead to overcrowding, it is permissible to reduce the distance between the yellow line and the platform edge. In this case, action shall be taken to mitigate the risk from the aerodynamic effects of passing trains to lightweight objects and vulnerable passengers on the station platform (for example, pushchairs, the elderly or frail).

In these circumstances, the risks to passenger safety from overcrowding may be greater than the aerodynamic risk and a reduced distance to the yellow line from the platform edge is permitted.

PRM TSI (Commission Decision 2008/164/EC)

The technical specification of interoperability relating to ‘persons with reduced mobility’

4.1.2.19 Platform width and edge of platform

The danger area of a platform commences at the rail side edge of the platform and is defined as the area where passengers may be subject to dangerous forces due to the slipstream effect of moving trains dependent upon their speed. For the conventional rail system, this danger area shall be in accordance with National Rules.

The boundary of the danger area, furthest from the rail side edge of the platform, shall be marked with visual and tactile warnings. The tactile marking shall be in accordance with National Rules.

The relevant national technical rule defining the danger area for the majority of the GB mainline railway is GI/RT7016, Part 9.


http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2008:064:0072:0207:EN:PDF




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The visual warning shall be a colour contrasting, slip resistant, warning line with a minimum width of 100 mm.

Dft CoP (Version 03, November 2011)

Accessible Train and Station Design for Disabled People: A Code of Practice

W2.11 The boundary of the danger area, furthest from the rail side edge of the platform, shall be marked with visual and tactile warnings. The tactile marking shall be in accordance with railway group standard GI/RT7016 Interface between Station Platforms, Track and Trains.’

DfT publication ‘Guidance on the Use of Tactile Paving Surfaces (2005)’ is referenced in Annex V: Reference documents.

The requirement is linked to the requirement in clause 4.1.2.19 of the PRM TSI (see above).

The intention is to provide a visual warning for sighted people and a tactile warning for people with visual impairment, of the boundary of the danger area.

Dft Guidance (Published 15 December 2005, modified 5 June 2007)

Guidance on the Use of Tactile Paving Surfaces

3.5 Layout ‘The platform edge (off-street) warning surface should be laid immediately behind the platform edge coping stone (Figure 25).

In most cases this will be between 600 mm and 700 mm back from the platform edge, but in some circumstances this may be as little as 500 mm. It should never be less than that because people may not have enough time to stop walking once they have detected the tactile surface.

The surface should be installed to a depth of 400 mm along the entire length of the platform.’

The 'Guidance on the Use of Tactile Paving Surfaces' sets out the usual position of tactile paving, without considering the need to warn about the aerodynamic effects of trains passing ('In most cases this will be between 600 mm and 700 mm back from the platform edge ...').

The PRM TSI requires ‘The boundary of the danger area…. be marked with visual and tactile warnings.’ Clearly, if the position of the tactile paving is to meet this requirement, this distance will not be sufficient where it is necessary to warn people about the aerodynamic effects of trains passing at speeds greater than 100 mph (160 km/h).

Typically, someone stepping on a tactile surface might be expected to step back from it, away from a danger area. In such circumstances, it may therefore be appropriate that the tactile strip is placed on the platform edge side of the yellow line, giving a


https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/3191/accessible-train-station-design-cop.pdf

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/3191/accessible-train-station-design-cop.pdf

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/3622/tactile-pavement.pdf


RSSB Page 77 of 84



sequence from the platform edge of, white line, coper, tactile strip, yellow line.

Placing the tactile strip on the other (non-rail) side of the yellow line would require a wider platform area and might be confusing for both sighted and visually impaired people.

The tactile is placed behind the coper due to the method of construction involving separate components for the coper and the tactile. For platforms without copers there is no such restriction on the tactile location.

Where a 760 mm coper is used and there is no need to take account of aerodynamic effects, this would result in a yellow line position of 1260 mm (760 + 400 + 100) from the edge of the platform, assuming the position of the yellow line behind the tactile as suggested in the text above.

RIS-3703-TOM, Issue 1

Rail Industry Standard for Train Dispatch and Platform Safety

2.11 Promoting safe passenger behaviour

2.11.1 Where the risk assessment has identified poor passenger/public behaviour as a hazard on a platform, infrastructure managers shall put in place appropriate measures to promote safe behaviour on the platform.

Note – not all guidance provided in RIS-3703-TOM clause 2.11.1 is relevant to the provision of platform markings but is provided for completeness.

GN52 Infrastructure managers should include, as part of a crowd control plan, measures that clearly inform passengers and members of the public what behaviour is required.

Measures that can be considered include (but are not limited to) safety signing, posters, announcements and platform markings.

GN53 The use of communications media should be part of a consistent and integrated strategy for promoting desirable behaviour that takes into account the goals, attitudes and motivations of passengers/public and uses multiple formats to communicate the message.



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GN54 Communications media should be used to communicate bye-laws and to emphasise to passengers their responsibilities when on railway property.

GN55 The use of a yellow line to control the risk from the aerodynamic effects of passing trains is mandatory and is specified in GI/RT7016.

See requirements for Part 9 of GI/RT7016 above.

GN56 Where a yellow line is not required according to GI/RT7016, a yellow line can be used to delineate the area at the platform edge where it is not safe to wait or walk. This can assist with the management of passenger/public behaviour by providing a clear indication of the safe platform area. The use of a yellow line for this purpose may be relevant on platforms that tend to get crowded or where passengers are still waiting after a train has departed.

This guidance recognises that there are situations where the risk from aerodynamic effects is low but there is a need to define the boundary of the safe area for the purpose of managing the safety of people waiting to board a train.

GN57 If used solely to delineate the edge of the waiting area and not to control aerodynamic risk, the yellow line may be positioned closer to the platform edge than specified in GI/RT7016 so that the space available for waiting is maximised and in crowded situations, passengers are less tempted to use the clear space between the line and the platform edge as a path.

See comment on GN59.

GN58 The position of a yellow line used to delineate the safe waiting area should be determined on the basis of a risk assessment that takes into account, but is not limited to the following:

a) The size of the area at the platform edge that is considered to be an unsafe waiting area.

b) The platform width and the amount of space that will be available for waiting.

c) Areas where the platform width is reduced.

d) The expected density of people using the platform.

e) The impact of the platform marking on movement on the platform.

f) Consistency with other platform markings within the

In determining the location for the tactile strip in conjunction with a yellow line, it is necessary to consider whether a variable tactile position may adversely affect people with visual impairment if the distance to the train for boarding purposes is not consistent.



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station.

g) Platform length.

h) Features that will concentrate people in certain areas such as entrances and exits, platform canopy and retail outlets.

i) Position of the tactile strip (if provided) – guidance on the design of accessible stations is provided in the DfT’s Accessible Train Station Design for Disabled People: A Code of Practice (2010).

GN59 The position of the yellow line used to delineate the safe waiting area should not be less than 500mm from the platform edge.

For this situation a yellow line placed at 500 mm would be in front of the tactile where provided behind a coper (see DfT publication ‘Guidance on the Use of Tactile Paving Surfaces’).

GN60 The position of the yellow line used to delineate the safe waiting area from the platform edge will be most effective if passengers are made aware of its meaning and if it is referred to in associated announcements, signs and posters.

For station platforms with a 760 mm coper, the tactile would be located 1160 mm from the platform edge in accordance with the DfT Guidance. If this is the ‘standard’ position for platforms with copers, there is the need to consider the potential for confusion of people with visual impairment where the tactile is placed further away from the platform edge to reduce the risk from aerodynamic effects (see GN 58).

The potential for combination of the two warning methods should be considered (yellow painted or coloured tactiles for example). This might not affect people with visual impairment but could be considered to convey the same visual message to sighted people.

RIS-2703-RST

Issue 1 (Draft)

Rail Industry Standard for Driver Only Operated On-train Camera / Monitor Systems

Draft RIS for DOO on train monitoring of dispatch corridors.

2.2.1 The OTCM system shall provide a view of the train dispatch corridor parallel to the train body that encompasses:

j) The full length of the train or the length of the train, in the platform, whichever is the shortest distance.

k) The gap between the train and the platform.

l) The width of the platform back to the yellow warning line. In the absence of a line this should encompass at least 1500 mm adjacent to the passenger body side entrances.

The consideration of the yellow line is limited to consideration of a marking to define the train dispatch corridor.



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m) At least the height of the train doors.

Table G 8 Requirements and guidance for the provision of platform markings



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Definitions

Accident

An unplanned, uncontrolled or unintended event giving rise to death, ill-health, injury or other loss. For the purpose of this document this is restricted to death or injury as a result of contact with either trains or railway equipment and infrastructure.

Alteration [for example, of a platform or other equipment]

For the purpose of this document, the substantial lengthening or rebuilding of all or part of an existing platform, or a disused platform and / or an associated structure, or renewal of station equipment or platform furniture, which provides a reasonable opportunity to bring the items concerned into conformity with the requirements of this document.

Colour contrasting marking

A marking on a structure which breaks up the surface of the structure, or part of the structure, so that it can be seen by visually impaired station users.

Coper [or platform coper]

That part of the platform surface adjacent to the track, when formed of a separate concrete or masonry slab. Also known as the 'platform coping' or 'coping stone'.

Disused platform

A platform that already exists but is not in operational use.

Double face platform (island platform)

A platform with operational track adjacent to both sides of the platform.

Incident

An unplanned, uncontrolled or unintended event which under different circumstances could have resulted in an accident.

New platform

A platform other than a platform that already exists. The term excludes a disused platform that is brought back into use.

Overrun risk zone

A zone extending 20 m behind the face of the buffer stop and 5 m either side of the projected centre line of the track approaching the buffer stop.

Permissible or enhanced permissible speed

The maximum speed published in the Sectional Appendix at which traffic is allowed to run on a line.

Platform

The structure forming the part of a station that provides access for passengers to or from a train. Walkways used for staff only are not considered to be platforms.

Platform extension

Increasing the usable length of an existing platform.

Platform furniture

Permanent or semi-permanent equipment or apparatus, or seating placed upon a platform for station users.

Platform height

The height of the edge of the platform relative to the track, measured at right angles to the plane of the rails of the track adjacent to the platform.



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Platform offset

The distance between the upper surface of the platform edge and the running edge of the nearest rail on the track adjacent to the platform, measured parallel to the plane of the rails.

Register of infrastructure

The CR INF TSI and the PRM TSI, require a Register of Infrastructure to be published. In accordance with Article 35 of Directive 2008/57/EC, the Register of Infrastructure shall indicate the main features of the infrastructure subsystem. Parameters required to be recorded in the Register of Infrastructure include; smallest horizontal curve of a section of line; usable length of a platform; the height, offset, width and length of each platform.

Sign

Any surface (usually in one plane) which has a message to convey to the viewer.

Single face platform

A platform with operational track adjacent to one side of the platform only.

Specific case

A specific case is a special provision defined in a TSI that applies to a part of the railway system because of geographical, topographical or urban environment constraints; or to maintain compatibility with the existing system. A specific case may be either temporary or permanent.

Technical Specification for Interoperability (TSI)

A TSI is a specification adopted in accordance with the European Interoperability Directive by which each subsystem or part subsystem is covered in order to meet the essential requirements and ensure the interoperability of the rail system.

Usable platform edge area

The area enclosed between the platform edge and a line 1.0 m back from the platform edge, over the usable platform length.

Usable platform length

The length of that part of the platform that can be used by passengers for egress from and access to trains, measured along the platform edge.

Usable platform width

The width of the platform that can be used by passengers for egress from and access to trains, or for waiting, taking into account the width of any items on the platform (for example, furniture, access or egress, or structures) and inclusive of edge effects to the platform edge, back wall, fence or obstruction.



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References

The Catalogue of Railway Group Standards give the current issue number and status of documents published by RSSB. This information is also available from www.rgsonline.co.uk.

RGSC 01 Railway Group Standards Code

RGSC 02 Standards Manual

Documents referenced in the text

Railway Group Standards

GC/RT5021 Track System Requirements

GC/RT5033 Terminal Tracks – Requirements for Buffer Stops, Arresting Devices and End Impact Walls

GC/RT5212 Requirements for Defining and Maintaining Clearances

GE/RT8000 The Rule Book

GE/RT8037 Signal Positioning and Visibility

GE/RT8060 Engineering Requirements for Dispatch of Trains from Platforms

GE/RT8270 Assessment of Compatibility of Rolling Stock and Infrastructure

GI/RT7016 Interface between Station Platforms, Track and Trains

GI/RT7033 Lineside Operational Safety Signs

GM/RT2149 Requirements for Defining and Maintaining the Size of Railway Vehicles

GM/RT2473 Power Operated External Doors on Passenger Carrying Rail Vehicles

RSSB documents

GC/RC5633 Recommendations for the Risk Assessment of Buffer Stops, Arresting Devices and End Impact Walls

GE/GN8537 Guidance on Signal Positioning and Visibility

RIS-7700-INS Rail Industry Standard for Station Infrastructure

Other references

1993 c.43 Railways Act 1993

2006 No. 599 Railways and Other Guided Transport Systems (Safety) Regulations 2006 (including amendments)

SI 2011/3066 Railways (Interoperability) Regulations 2011 (including amendments)

T158 The use of tactile surfaces at rail stations, RSSB Research Project (2005)

T.204 British Rail Chief Mechanical and Electrical Engineer’s Department T.204 High Speed Tests at Cheddington and Watford 1971. Aerodynamic Effects of Two Trains passing (Design Project No. 80327) November 1971

T726 Investigation into the feasibility of increasing existing platform radii where the platform is located on a curve radius less than 200m, RSSB Research Project (November 2008)

T749 'Aerodynamic effects of passing trains in stations - Development of a risk assessment methodology’

T815 Limits on vertical track alignment through station platforms, RSSB Research Project (May 2010)




Trains

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A guide to good practice Accessible Train Station Design for Disabled People: A Code of Practice, DfT, Version 03 – Valid from 1 November 2011

A guide to good practice Controlling trespass and access from the platform end – A guide to good practice, RSSB (December 2005)

Code of Practice Accessible Train and Station Design for Disabled People: A Code of Practice Version 01, Department for Transport and Transport Scotland (July 2008)

CR INF TSI Conventional Rail Infrastructure TSI, Decision 2011/275/EU (OJ L126, 14.05.2011, p53)

HS INF TSI High Speed Infrastructure TSI, Decision 2008/217/EC (OJ L77, 19.3.2008, p1)

Help Note 206 Department for Transport Interoperability Help Note 206

Help Note 209 Department for Transport Interoperability Help Note 206

Inclusive mobility Department for Transport (December 2005)

PRM TSI Persons with Reduced Mobility TSI, Decision 2008/164/EC (OJ L64, 7.3.2008, p72)

Sign Design Guide Sign Design Society and the Royal National Institute for the Blind (RNIB) (2000)

Significant Steps Department for Transport (October 2004)

SPSG ‘Station Planning Standards and Guidelines’ – Strategy & Service Development Modelling & Performance, London Underground Limited (November 2005)

Taking Safe Decisions How Britain’s railways take decisions that affect safety, RSSB (2007)

Wayfinding at stations A good practice guide, RSSB (June 2006)
