LRU 100 Series – Minimum Operating Standards for Light Rail Vehicles – General Interface Standards
T LR RS 00100 ST
Standard
Version 2.0
Issued date: 20 December 2017
© State of NSW through Transport for NSW 2017
T LR RS 00100 ST LRU 100 Series – Minimum Operating Standards for Light Rail Vehicles – General Interface Standards
Version 2.0 Issued date: 20 December 2017
Important message
This document is one of a set of standards developed solely and specifically for use on Transport Assets (as defined in the Asset Standards Authority Charter). It is not suitable for any other purpose. The copyright and any other intellectual property in this document will at all times remain the property of the State of New South Wales (Transport for NSW). You must not use or adapt this document or rely upon it in any way unless you are providing products or services to a NSW Government agency and that agency has expressly authorised you in writing to do so. If this document forms part of a contract with, or is a condition of approval by a NSW Government agency, use of the document is subject to the terms of the contract or approval. To be clear, the content of this document is not licensed under any Creative Commons Licence. This document may contain third party material. The inclusion of third party material is for illustrative purposes only and does not represent an endorsement by NSW Government of any third party product or service. If you use this document or rely upon it without authorisation under these terms, the State of New South Wales (including Transport for NSW) and its personnel does not accept any liability to you or any other person for any loss, damage, costs and expenses that you or anyone else may suffer or incur from your use and reliance on the content contained in this document. Users should exercise their own skill and care in the use of the document. This document may not be current and is uncontrolled when printed or downloaded. Standards may be accessed from the Asset Standards Authority website at www.asa.transport.nsw.gov.au
© State of NSW through Transport for NSW 2017
T LR RS 00100 ST LRU 100 Series – Minimum Operating Standards for Light Rail Vehicles – General Interface Standards
Version 2.0 Issued date: 20 December 2017
Standard governance
Owner: Lead Rolling Stock Engineer, Asset Standards Authority
Authoriser: Chief Engineer, Asset Standards Authority
Approver: Executive Director, Asset Standards Authority on behalf of the ASA Configuration Control Board
Document history
Version Summary of changes
1.0 First issued 25 May 2017.
2.0 Updated to revise the TfNSW light rail rolling stock outline.
For queries regarding this document, please email the ASA at [email protected] or visit www.asa.transport.nsw.gov.au
© State of NSW through Transport for NSW 2017
T LR RS 00100 ST LRU 100 Series – Minimum Operating Standards for Light Rail Vehicles – General Interface Standards
Version 2.0 Issued date: 20 December 2017
Preface The Asset Standards Authority (ASA) is a key strategic branch of Transport for NSW (TfNSW).
As the network design and standards authority for NSW Transport Assets, as specified in the
ASA Charter, the ASA identifies, selects, develops, publishes, maintains and controls a suite of
requirements documents on behalf of TfNSW, the asset owner.
The ASA deploys TfNSW requirements for asset and safety assurance by creating and
managing TfNSW's governance models, documents and processes. To achieve this, the ASA
focuses on four primary tasks:
• publishing and managing TfNSW's process and requirements documents including TfNSW
plans, standards, manuals and guides
• deploying TfNSW's Authorised Engineering Organisation (AEO) framework
• continuously improving TfNSW’s Asset Management Framework
• collaborating with the Transport cluster and industry through open engagement
The AEO framework authorises engineering organisations to supply and provide asset-related
products and services to TfNSW. It works to assure the safety, quality and fitness for purpose of
those products and services over the asset's whole-of-life. AEOs are expected to demonstrate
how they have applied the requirements of ASA documents, including TfNSW plans, standards
and guides, when delivering assets and related services for TfNSW.
Compliance with ASA requirements by itself is not sufficient to ensure satisfactory outcomes for
NSW Transport Assets. The ASA expects that professional judgement be used by competent
personnel when using ASA requirements to produce those outcomes.
About this document
This document details the interface requirements for light rail vehicles (LRVs) operating on light
rail networks of the TfNSW Transport Network.
This standard has been developed by the ASA in consultation with TfNSW agencies.
This standard is a second issue. The changes from the previous version include:
• revision of the TfNSW light rail rolling stock outline to incorporate major LRV supplier's
standard platforms
• minor clarifications throughout the document
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T LR RS 00100 ST LRU 100 Series – Minimum Operating Standards for Light Rail Vehicles – General Interface Standards
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Table of contents 1. Introduction .............................................................................................................................................. 6
2. Purpose .................................................................................................................................................... 6 2.1. Scope ..................................................................................................................................................... 6 2.2. Application ............................................................................................................................................. 7
3. Reference documents ............................................................................................................................. 8
4. Terms and definitions ............................................................................................................................. 9
5. Rolling stock outline interface – LRU 110 ........................................................................................... 10 5.1. TfNSW light rail rolling stock outline .................................................................................................... 10 5.2. Equivalent rolling stock outline ............................................................................................................ 13 5.3. Rolling stock outline infringements ...................................................................................................... 14 5.4. Physical interface requirements .......................................................................................................... 17 5.5. Passenger interface (at platforms) requirements ................................................................................ 18 5.6. Road intersection interface requirements ............................................................................................ 19
6. Track and structures interface – LRU 120 .......................................................................................... 20 6.1. General track geometry and cant deficiency ....................................................................................... 20 6.2. Platform clearances ............................................................................................................................. 21 6.3. Track forces and stresses .................................................................................................................... 21 6.4. Wheel-rail interface .............................................................................................................................. 21 6.5. Bridges and structures loading ............................................................................................................ 22
7. Traction power supply interface – LRU 130 ........................................................................................ 22
8. Vehicle-to-vehicle interface – LRU 140 ............................................................................................... 23 8.1. Couplers............................................................................................................................................... 23 8.2. Articulated connector ........................................................................................................................... 24 8.3. Draft gear ............................................................................................................................................. 24 8.4. Coupler swing and height .................................................................................................................... 24
9. Environmental interface – LRU 150 ..................................................................................................... 24 9.1. Noise emissions of light rail vehicles ................................................................................................... 25 9.2. Vibration ............................................................................................................................................... 29 9.3. Emissions and waste ........................................................................................................................... 30 9.4. Vehicle systems ................................................................................................................................... 30 9.5. Ecologically sustainable development ................................................................................................. 30
10. Signalling and road interface – LRU 160 ............................................................................................. 30 10.1. Light rail vehicle detection ............................................................................................................... 30 10.2. Electromagnetic compatibility management .................................................................................... 31 10.3. Light rail vehicle braking requirements ............................................................................................ 31 10.4. Cab visibility ..................................................................................................................................... 31
11. Light rail vehicle recovery interface – LRU 170 .................................................................................. 32
12. Onboard communication interface – LRU 190 ................................................................................... 32
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1. Introduction Light rail vehicles (LRVs) designed and constructed in accordance with this standard will ensure
that the desired level of consistency, interoperability, interface management and contribution to
reliability, availability, maintainability and safety (RAMS) is achieved for the light rail system's
whole-of-life.
The Asset Standards Authority (ASA) has established interface requirements for LRVs
operating on light rail networks of the TfNSW Transport Network. These requirements are
covered throughout the suite of minimum operating standards for LRVs, known as LRUs (light
rail units).
This standard (LRU 100 series) establishes the interface requirements for LRVs to operate on
light rail networks of the TfNSW Transport Network.
2. Purpose The purpose of this standard is to ensure that all LRVs operating on light rail networks of the
TfNSW Transport Network meet the minimum operating standards to ensure compatibility with
the network and its infrastructure as required by TfNSW's rail safety accreditation with the Office
of National Rail Safety Regulator (ONRSR) and any other regulatory requirements such as
Disability Standards for Accessible Public Transport 2000.
Compliance with the minimum operating standards is required to achieve interoperability across
designated light rail networks.
2.1. Scope This document covers infrastructure and LRV interfaces and specifies the following:
• various interface requirements to allow LRVs to operate without fouling bridges, tunnels
and structures
• requirements to LRVs to safely pass one another and to ensure compatibility with road and
pedestrian traffic
• requirements for the LRVs to contribute to passengers being able to alight and board LRVs
from light rail stops, unassisted
• requirements for LRV dynamics to ensure that LRVs do not cause undue damage to the
track
• requirements for LRV emissions to ensure compliance with environmental legislation, in
particular noise and vibration
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• requirements to allow different types of LRVs to be coupled and operate together if
necessary to clear a section in the case of failure
• performance requirements to allow different LRVs to safely operate together in the same
system; in particular, LRV braking performance compatibility with the signalling systems
and network geometry
2.2. Application The requirements in this standard apply to the following:
• newly designed LRVs
• substantially modified LRVs
• older LRVs that have not previously operated on the TfNSW Transport Network
Existing LRVs that have been in operation on the TfNSW Transport Network before December
2016 should comply with the requirements of this standard.
Note: LRV contracts that were awarded on or before December 2016 may not fully
comply with the requirements of this standard. Operation of these vehicles outside its
originally designed network will be determined through an assessment that considers
the design and proposed use of the existing LRV.
Although some requirements in this standard are intended for interoperability, all LRVs should
comply with these requirements unless a specific need for noncompliance is identified, resulting
in an non-interoperable network.
The level of interoperability for each light rail network is based on the operations concept
definition, determined by the Transport Planning branch of TfNSW.
The terms owner and operator are used in this standard to refer to the owner of the LRVs and
the operator using those LRVs respectively. The owner and operator may or may not be the
same organisation.
When the word ‘shall’ is used in this document, the statement is mandatory whereas when the
word ‘should’ is used, the statement shall be read as a recommendation. When the word ‘may’
is used, the statement shall be read as allowable.
This standard is a part of a suite of minimum operating standards for LRVs. This standard shall
be read in conjunction with the suite, which includes the following documents:
• T LR RS 00000 ST LRU 000 Series – Minimum Operating Standards for Light Rail
Vehicles – General Requirements
• T LR RS 00200 ST LRU 200 Series – Minimum Operating Standards for Light Rail
Vehicles – Common Interface Requirements
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• T LR RS 00300 ST LRU 300 Series – Minimum Operating Standards for Light Rail
Vehicles – Compliance Testing Requirements
3. Reference documents The following documents are cited in the text. For dated references, only the cited edition
applies. For undated references, the latest edition of the referenced document applies.
International standards
IEC 62236 (parts 1 to 3) Railway applications - Electromagnetic compatibility
Note: The European standard equivalence to IEC 62236 is EN 50122
ISO 3095:2013 Acoustics – Railway applications – Measurement of noise emitted by railbound
vehicles
Australian standards
AS 7722 EMC Management
Transport for NSW standards
T LR CI 12500 ST Civil Infrastructure Design Standards
T LR EL 00005 ST Direct Current Traction Power Reticulation
T LR EL 00007 ST Track Power Supply Infrastructure and Light Rail Vehicle Interface
Requirements
T LR RS 00000 ST LRU 000 Series – Minimum Operating Standards for Light Rail Vehicles –
General Requirements
T LR RS 00200 ST LRU 200 series – Minimum Operating Standards for Light Rail Vehicles –
Common Interface Requirements
T LR RS 00300 ST LRU 300 Series – Minimum Operating Standards for Light Rail Vehicles –
Compliance Testing Requirements
T LR TR 10000 ST Light Rail Track Requirements
T MU RS 01000 ST Structural Integrity and Crashworthiness of Passenger Rolling Stock
Legislation
Australian Design Rules (ADRs)
Australian Design Rule 13/00 – Installation of Lighting and Light Signalling Devices on other
than L-Group Vehicles
Disability Standards for Accessible Public Transport 2002
Protection of the Environment Administration Act 1991
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T LR RS 00100 ST LRU 100 Series – Minimum Operating Standards for Light Rail Vehicles – General Interface Standards
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Protection of the Environment Operations Act 1997
Rail Safety National Law (NSW) No. 82a
Road Rules 2014
Other reference documents
NSW Environment Protection Authority 2013, Rail Infrastructure Noise Guideline
Technical Agency for ropeways and Guided Transport Systems (STRMTG) 2016, Safety in
tramway driver's cab
TfNSW, Roads and Traffic Authority, NSW Centre for Road Safety 2011, NSW Speed Zoning
Guidelines
4. Terms and definitions The following terms and definitions apply in this document:
AEO Authorised Engineering Organisation
ASA Asset Standards Authority
EPA NSW Environmental Protection Authority
ESD ecologically sustainable development
kinematic envelope the outline generated by a moving vehicle, taking into account vehicle and
track tolerances
kinematic outline a two dimensional cross sectional representation of the swept path of all the
vehicles authorised at a particular location (kinematic outline is the same as kinematic vehicle
outline
light rail infrastructure manager refer to rail infrastructure manager defined under the Rail
Safety National Law (NSW)
RMS Roads and Maritime Services
rolling stock outline the combination of rolling stock cross section, bogie centres (or
wheelbase for non-bogie rolling stock) and body overhang, and rolling stock tolerances, which
define the swept path of the rolling stock
static outline a drawing or specification of a notional vehicle cross section which prescribes
maximum permissible rolling stock dimensions under specified conditions of load and
suspension displacements in the vertical direction (static outline is the same as static vehicle
outline)
swept path the maximum three-dimensional volume taken up by a specified rolling stock outline
(including rolling stock tolerances) as it moves along a track at specified track tolerances,
through design curves, transitions and so on © State of NSW through Transport for NSW 2017 Page 9 of 32
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TfNSW Transport for NSW
TfNSW Transport Network the transport system owned and operated by TfNSW or its
operating agencies upon which TfNSW has power to exercise its functions as conferred by the
Transport Administration Act or any other Act
5. Rolling stock outline interface – LRU 110 The clearance between LRVs and corridor features or other LRVs are affected by all of the
following:
• LRV design, construction, inspection and maintenance tolerances
• infrastructure design, construction, inspection, and maintenance tolerances
• LRV operations
Section 5 sets out requirements to minimise the risk of infringement between LRVs and
infrastructure, road and pedestrian traffic to acceptable levels.
These requirements are the minimum conditions for the passage of LRVs and shall be followed
by owners and operators of the LRV. However, the owner and operator may wish to implement
higher standards than those provided in this document as appropriate to specific design,
construction, inspection or maintenance needs.
To achieve interoperability across designated light rail networks on the TfNSW Transport
Network, LRVs shall comply either with the TfNSW defined rolling stock outline in Section 5.1 or
an equivalent rolling stock outline, specified in Section 5.2.
5.1. TfNSW light rail rolling stock outline The TfNSW defined rolling stock outline is based on those outlines applicable to existing LRVs
operating on light rail networks of the TfNSW Transport Network, and current LRV designs
available from manufacturers.
Note: Current generation LRVs are based on 2650 mm widths; however, narrower
LRV designs are possible based on historical designs. Narrower LRV designs may be
accepted onto the TfNSW Transport Network.
Note: The TfNSW defined rolling stock outline utilises a multi articulated arrangement,
however, a single articulated arrangement (a bogie under each module) with a smaller
or equal kinematic envelope than the kinematic envelope generated by the defined
rolling stock outline is also acceptable.
The TfNSW defined rolling stock outline has been developed such that no infringements are
permitted other than those cases detailed in Section 5.3 and Section 5.4.
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The defined rolling stock outline is referred to as the TfNSW light rail rolling stock outline, which
is detailed in Figure 1.
© State of NSW through Transport for NSW 2017 Page 11 of 32
Figure 1 – TfNSW light rail rolling stock outline dimensions
T LR RS 00100 ST LRU 100 Series – Minimum Operating Standards for Light Rail Vehicles – General Interface Standards
Version 2.0 Issued date: 20 December 2017
Figure 1 notes:
The 'max end overhang at full body width' dimension represents the location where
maximum cab end throw of the LRV occur.
For a 5 module LRV the 5th module will be a driver module. For a 7 module LRV the
5th module will be a trailer module.
Electrical infrastructure design on the CBD and South East Light Rail network restricts
LRVs conforming to the TfNSW light rail rolling stock outline from operating at certain
sections.
5.1.1. Static outline The LRV shall not exceed the static outline described in Figure 1 at any
cross-section on straight level track.
The area shown for wheels (this includes wheel-related equipment such as wheel guards, derail
catch bars, sanding equipment and de-sanding equipment) shall remain above rail level.
The requirements in Section 5.1.1 shall be applicable under the following conditions:
• new wheel diameter together with tare suspension height and the LRV packed to
compensate for future wheel turn, where applicable
Note: Some LRVs are packed, during overhaul, to provide maximum coupler and body
height such that when the wheels are turned, the coupler and body heights above rail
remain within limits and do not require further packing.
• minimum wheel diameter, combined with a solid suspension (full compressed suspension)
5.1.2. Kinematic outline The kinematic outline is the two dimensional cross-section representation produced by the static
outline displaced through the following maximum motions:
• body roll ± 2.2 degrees
• body to wheelset displacement ± 40 mm
• wheelset to track displacement (see note)
Note: Additional lateral movement caused by body yaw arising from wheel flange
wear, rail wear and wheel-rail free play, acting in opposite directions at each end of
the LRV module, are specified in T LR RS 00200 ST (LRU 210) and
T LR TR 10000 ST Light Rail Track Requirements
• vertical bounce 25 mm upwards
• swept path (see Section 5.1.3)
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The body roll of the LRV body is with respect to the rail (cross-sectional) plane, about the roll
centre. This includes roll about both primary and secondary suspensions.
The lateral movement is the lateral displacement of the LRV body with respect to the centre of
the wheelset. This lateral displacement is made up of all possible movements, including, but not
limited to the following:
• body to bogie connection clearance or movement
• primary suspension lateral clearance or movement
• secondary suspension lateral clearance or movement
Vertical bounce is the vertical movement of the body or bogie, or both, resulting from the
primary and secondary suspension movement.
The underside of the static outline in Figure 1 shall be dimensioned appropriately between the
end bogie and module end (overhang), such that the body to rail level clearance is maintained
on sag vertical curves (valleys).
5.1.3. Swept path The end throw and centre throw generated by the TfNSW light rail rolling stock outline
traversing the following track geometries shall form the swept path component of the kinematic
outline as follows:
• simple horizontal curves of radius 20 m
• simple vertical curves of radius 350 m
The actual vehicle body being considered will generate different centre throw and end throw
when traversing these curves. The actual LRV swept path shall not exceed the swept path
generated by the TfNSW light rail rolling stock outline applied to these curves. Refer to Section
5.2 for further information.
Notes: Minimum clearance requirements in pedestrian environments should be
developed based on the swept path.
5.2. Equivalent rolling stock outline The equivalent rolling stock outline is the rolling stock outline of any proposed LRV that has a
smaller or equal kinematic envelope than the kinematic envelope generated by the TfNSW light
rail rolling stock.
This means that a LRV may be constructed or maintained to the following:
• larger tolerances
• a different roll centre height
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• different bogie centres
• different body overhang (at full width)
• active tilting of body, than that of the TfNSW light rail rolling stock outline
To achieve this, the LRV will require an equal or smaller cross-section.
Note: No part of a LRV can have a larger cross-section than the TfNSW light rail
rolling stock static outline, other than where detailed in Section 5.1.1.
Note: Reducing the kinematics cannot compensate for exceeding the static rolling
stock outline.
5.2.1. Description
The kinematic envelope of the proposed LRV shall be within the kinematic envelope developed
by the TfNSW light rail rolling stock outline at any cross-section, under the following conditions:
• new wheel diameter together with tare spring height and the LRV packed to compensate
for future wheel wear, where applicable
• minimum wheel diameter, combined with a solid suspension (full compressed suspension)
• simple horizontal curves of radius 20 m
• simple vertical curves of radius 350 m
5.3. Rolling stock outline infringements LRVs can be infringed with expendable items.
To achieve interoperability across designated light rail networks on the TfNSW Transport
Network, LRVs with CCTVs located outside TfNSW light rail rolling stock outline should be fitted
within the recommended CCTV area nominated in Figure 2.
To achieve interoperability across designated light rail networks on the TfNSW Transport
Network plug doors in the open condition for LRVs at stops shall not exceed the door (opened)
area at stops defined in Figure 2.
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Figure 2 – Rolling stock outline infringements – expendable items and plug doors (open)
5.3.1. Expendable items Expendable items shall not be incorporated as a design feature of new rolling stock. New rolling
stock designs shall incorporate alternative means of achieving the requirement without resorting
to outline infringement.
For existing LRVs being modified and older LRVs that have not previously operated on the
TfNSW Transport Network, expendable items shall be minimised by design. Where no
alternative is possible, some parts (generally items of equipment attached to the exterior) of
LRVs may project beyond the TfNSW rolling stock static outline. These items can only be
permitted if they are considered and treated as expendable items. By their nature, they shall
have low consequences if contact at speed occurs with infrastructure or other vehicles.
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The following are some examples of potentially expendable items:
• mirrors
• lighting and light signalling devices in accordance with Australian Design Rule 13/00 –
Installation of Lighting and Light Signalling Devices on other than L-Group Vehicles
• speakers
• antennae
• roof guttering
• CCTV cameras
The responsibility of the LRV owner or operator is to ensure that expendable items are
constructed and maintained such that, in the event of contact with infrastructure or other
vehicles (rail or road), they will not cause damage to infrastructure or other vehicles (rail or
road), injury to employees or the public, or result in an unsafe operating condition.
The following details shall be considered in the assessment of expendable items:
• damage to infrastructure and other vehicles
• risk to pedestrians (including those waiting at light rail stops) and road users
• item shall not become a dangerous projectile if broken off
• item shall not become partially dislodged (resulting in flapping and so forth)
• an unsafe operating condition shall not occur due to loss of the expendable item (for
example, lights, communication, beacons and strobe lights)
5.3.2. Foul light rail vehicle infringments LRVs identified as being foul of the TfNSW rolling stock outline shall not be moved and shall
immediately be brought to the attention of the operations control centre. Special authority shall
be arranged to deal with the situation, or special operating conditions shall be placed on the
LRVs.
5.3.3. Failed passenger light rail vehicle plug doors LRVs with failed plug doors in the open condition shall not be moved and shall immediately be
brought to the attention of the operations control centre. Where the plug door position cannot be
rectified manually, special authority shall be arranged to deal with the situation or special
operating conditions shall be placed on the LRVs.
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5.4. Physical interface requirements Portions of the LRV that are required to interface physically with infrastructure are permitted to
be outside the rolling stock outline. These items can only be approved by the ASA.
5.4.1. Wheels Refer to Figure 1 for the general location of wheels. More specific details regarding the wheel
position, including the wheel back-to-back and back-to-front requirements, and wheel profiles
requirements can be found in T LR RS 00200 ST (LRU 210).
5.4.2. Pantographs When in the lowered position, all parts of the pantograph shall fit within the rolling stock outline.
The pantograph shall be compatible with the minimum and maximum contact wire heights of the
traction supply system as specified in T LR EL 00005 ST Direct Current Traction Power
Reticulation at all operating speeds.
Pantograph specific requirements (such as pantograph head width and uplift force) are
specified in T LR EL 00007 ST Track Power Supply Infrastructure and Light Rail Vehicle
Interface Requirements.
5.4.3. Step plates External step plates installed on LRVs reduce the gap between the LRV and platform. Under
normal operating conditions the step shall not be in contact with the platform.
Under an adverse combination of load, wear and weather conditions at maximum operating
speed, contact between the wearing surface of the step plate against the platform is permitted.
The wearing surface of the step plate shall comprise a frangible material.
When the doors of the LRV are closed, the step plate profile shall be designed to minimise the
risk of 'tram surfing'.
To achieve interoperability across designated light rail networks on the TfNSW Transport
Network, external step plates installed on LRVs, located outside the TfNSW light rail rolling
stock static outline (as defined in Figure 1), shall comply with the following requirements:
• The vertical height difference between the top surface at the edge of the step plate and the
platform shall not exceed 50 mm under all loading and operating conditions and including
platform tolerances.
Note: A platform height of 300 ± 20 mm is specified in T LR TR 10000 ST.
• The maximum distance of door step plate edge from the track centreline shall not exceed
1395 mm when traversing straight platforms under normal operating conditions.
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• When stationary and centred on track, the horizontal distance between the side edge of the
step plate and the platform edge shall not be greater than 40 mm, based on a minimum
offset of 1395 mm from the platform coping edge relative to track centreline in specified
T LR TR 10000 ST.
A diagrammatic representation of the step plate requirements is shown in Figure 3.
Figure 3 – Step plate requirements to achieve interoperability across designated light rail networks on the TfNSW Transport Network
5.5. Passenger interface (at platforms) requirements The LRV and platform shall be designed to maximise unassisted boarding for as many
passengers as possible at all stops. In addition, boarding requirements specified in Disability
Standards for Accessible Public Transport 2002 shall be met under all operating conditions at
all stops.
A 100% low floor design shall be adopted to improve the accessibility of the LRV for
passengers.
The requirements in Section 5.5 are set based on the assumptions that platforms are located on
straight track in accordance with T LR TR 10000 ST.
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5.6. Road intersection interface requirements The interface requirements between LRVs and any intersection traffic signals shall be sufficient
to fulfil the objectives for the light rail and road systems, accounting for all of the following
factors:
• compliance with applicable road legislation and safety requirements (refer to the Road
Rules 2014)
• compliance with relevant Roads and Maritime Service (RMS) standards
• consideration of applicable Centre of Road Safety's guidelines (for example, the NSW
Speed Zoning Guidelines)
• providing intersection users with a reliable and predictable journey time as far as
practicable
• control of intersections in a manner that promotes safe behaviour by users
• maintaining appropriate balance and share of flow and travel time for intersection users
• prioritising emergency vehicles as necessary
• allowing integration with the Traffic Management Centre to manage congestion and periods
of high demand
System engineering design analysis shall be conducted in conjunction with the RMS Intelligent
Transport Systems unit and other stakeholders identified by the project.
Clear delineation for paths and travel, including delineating the conflict zone should be
developed based on the LRVs' swept path.
5.6.1. Light rail vehicle specific requirements The determination of the LRV length shall take into consideration all of the factors listed in
Section 5.6. Any proposed lengths, including typical LRV lengths that are currently operating,
shall be justified through an assured argument.
There shall be means onboard the LRV to interface with the road traffic control system to
traverse through a road intersection (for example, signal transmission).
There shall be means onboard the LRV to interface with non-road traffic control systems (for
example, supervisory systems).
Provisions shall be provided on LRVs to install transponders to both end modules as a result of
a change to the operational context. Transponders shall be compatible with the infrastructure
(on any existing nominated network) where LRVs will operate. The transponders shall not be
positioned at a location on the LRV that will lead to an unsafe situation at road intersections.
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6. Track and structures interface – LRU 120 Track and structure interfaces with LRVs are mainly categorised into track geometry (transit
space), track forces and stresses, wheel rail interface, and bridges and structures loading.
6.1. General track geometry and cant deficiency The normal design and absolute limits for track geometry are specified in T LR TR 10000 ST.
To achieve interoperability across designated light rail networks on the TfNSW Transport
Network, LRVs shall be capable of operating to the following track geometries:
• horizontal alignment
o radius: 25 m (mainline passenger) and 20 m (no passenger or yards /depots)
Note: The minimum horizontal radius on the CBD and South East Light Rail
network is less than 25 m. Operating restrictions may apply.
o transitions between straights/circular curves and circular curves /circular curves: 12 m
o straights between reversing curves: 12 m
o superelevation: 150 mm
o superelevation ramp: 1 in 300
o cant deficiency (plain line and turnout): 100 mm
o rate of change of cant deficiency: 37 mm/s for plain line and 55 mm/s for turnouts
• vertical alignment
o gradient: 7 % on mainline (all loading conditions) and 4% at depots or stabling
facilities
o vertical radius (crest and sag): 500 m
• other
o track gauge: standard gauge (1435 mm)
o combination of vertical and horizontal curve (HC x CV) of 15250
Notes: The value is based on the worst-case existing track geometry
o track twist: 6.67 mm/m short twist and 10 mm/m long twist
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6.2. Platform clearances To achieve interoperability and consistency across designated light rail networks on the TfNSW
Transport Network, all platforms clearances are designed to allow and maximise unassisted
boarding for as many passengers as possible. Refer to Section 5.5 and T LR TR 10000 ST for
further details.
6.3. Track forces and stresses Track forces and stresses exerted by the LRV on the track are dependent on the following
factors:
• axle load and spacing
• wheel diameter
• module unsprung mass
• velocity
• track parameters (for example, stiffness, damping and mass)
To achieve interoperability across designated light rail networks on the TfNSW Transport
Network, the rolling stock design limits in Table 1 have been used as track structure limits and
shall not be exceeded under all operating conditions.
Table 1 – Light rail vehicle limits – track forces and stresses
Design variable Maximum or minimum Limit
Axle load Maximum Refer to Figure 4
Axle spacing Minimum Refer to Figure 4
Wheel diameter (worn) Minimum 510 mm
Module unsprung mass Maximum 710 kg per wheel
Velocity Maximum 80 km/h
6.4. Wheel-rail interface To achieve interoperability and consistency across designated light rail networks on the TfNSW
Transport Network, the matching of wheel and rail profiles shall be ensured to minimise wear on
both the rail and the wheel.
Refer to T LR RS 00200 ST (LRU 210) for details of wheel profiles.
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6.5. Bridges and structures loading In addition to the track load and force considerations in the design of LRVs, the bridges and
structures loading aspect of the LRV shall also be taken into account. The main factors affecting
loading include gross LRV mass, wheel spacing, coupling spacing and horizontal forces.
6.5.1. Maximum design load All LRVs shall be designed so that the load effects on bridges and structures do not exceed the
loading requirements in T LR CI 12500 ST Civil Infrastructure Design Standards.
6.5.2. Light rail vehicles with compliant dimensions LRVs with axle loads less than 12.5 tonnes and axle spacing (all) greater than the configuration
shown in Figure 4 are deemed to comply with the requirement specified in Section 6.5.1.
Figure 4 – Reference load case configuration for light rail vehicles to operate on the TfNSW Transport Network
7. Traction power supply interface – LRU 130 The requirements for the interface between LRVs and traction power supply are specified in
T LR EL 00007 ST.
For LRVs operating in areas under overhead wiring, an electrical safety inspection shall be
conducted as specified in T LR RS 00300 ST (LRU 394).
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8. Vehicle-to-vehicle interface – LRU 140 Coupling devices and associated components both within and between LRVs shall be
compatible with the range of heights (due to factors such as loading, wheel wear and dynamics)
encountered in operation. They shall not be capable of fouling or locking together. Refer to
T LR RS 00300 ST (LRU 385) for static vehicle-to-vehicle swing test.
For modules that are not connected over a single continuous diaphragm, diaphragms
(gangways) shall be compatible with adjacent coupled modules to ensure there is no fouling or
locking together.
Electrical connections and control cables shall be physically and functionally compatible with
LRVs intended to be operated together, including for vehicle recovery. Electrical connections
and control cables shall also be designed to navigate minimum track curvature requirements
specified in Section 5.2.1.
Structural integrity and crashworthiness related requirements are detailed in
T MU RS 01000 ST Structural Integrity and Crashworthiness of Passenger Rolling Stock.
8.1. Couplers The requirements in Section 8.1 apply to couplers at cab ends only. Coupling between modules
within a LRV are not required to meet these requirements.
To achieve interoperability across designated light rail networks on the TfNSW Transport
Network, LRVs shall be fitted with a coupler or equivalent device capable of connecting to other
LRVs operating on these designated light rail networks on the TfNSW Transport Network for
recovery purposes.
LRVs with non-standard, combined or multi-function couplings shall be compatible with similar
LRVs with which they are required to operate.
To achieve interoperability across designated light rail networks on the TfNSW Transport
Network, vehicle couplings and end equipment shall be designed to enable LRVs with the same
coupling system to be readily coupled together on a minimum curve radius of 20 m.
The uncoupling mechanism shall be designed to prevent damage when loading and unloading
passengers or coupling LRVs.
Couplers shall be designed to withstand the maximum longitudinal buff and draft forces,
including appropriate safety factors, expected to be encountered in service and during recovery
operations.
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8.2. Articulated connector Articulated connectors are used to permanently couple adjacent modules sharing a common
bogie and forming part of an articulated LRV.
The connector shall be designed to permit rotation in the longitudinal, vertical and lateral planes
to cope with the expected vehicle-to-vehicle movements expected to be encountered under all
possible track conditions and the requirements of T LR RS 00300 ST (LRU 383, LRU 384 and
LRU 385).
The connector and components shall be designed to withstand the maximum longitudinal buff
and draft forces, including appropriate safety factors, expected to be encountered in service and
during recovery operations.
8.3. Draft gear Due to LRV dynamic forces, all drawgear shall be equipped with draft gear of sufficient capacity
to withstand longitudinal buff and draft forces equivalent to those of the couplers and shock
loading.
Draft gears shall be designed to withstand the maximum longitudinal buff and draft forces
(including appropriate safety factors) expected to be encountered in service and during recovery
operations.
8.4. Coupler swing and height Couplers at cab ends shall be able to couple two LRVs throughout all expected coupler heights
anticipated in operation (both normal operation and during degraded conditions).
Coupler swing should be sufficient to allow for coupling to LRVs with short or long overhangs
and to couple on curves.
9. Environmental interface – LRU 150 LRVs shall comply with all relevant legislative environmental requirements, including those
relating to emissions, noise, ground borne vibration, waste, energy efficiency and ecologically
sustainable development.
Requirements for electromagnetic interference (EMI) and electromagnetic compatibility (EMC)
emissions are covered in Section 10 (LRU 160).
Light rail systems shall comply with the NSW Environment Protection Authority's (EPA) Rail
Infrastructure Noise Guideline. The noise limits in the Rail Infrastructure Noise Guideline for light
rail relate to the overall light rail system noise, whereas the noise emission limits in this
document relate specifically to the LRV noise emissions when tested in accordance with
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ISO 3095:2013 Acoustics – Railway applications – Measurement of noise emitted by railbound
vehicles.
Note: Compliance with this standard (LRU 150) does not necessarily ensure
compliance with the Rail Infrastructure Noise Guideline. In order to satisfy the Rail
Infrastructure Noise Guideline requirements, it may be necessary to conduct additional
noise testing relating to the LRV operating on the actual light rail system where the
operating conditions may differ from the standard test conditions specified in ISO
3095:2013. To satisfy the Rail Infrastructure Noise Guideline requirements, additional
mitigation for sensitive receivers or where the alignment is close to receivers may be
required.
LRVs shall comply with the conditions of environmental approval prior to operation. Clarification
of specific conditions can be obtained by contacting the EPA.
9.1. Noise emissions of light rail vehicles TfNSW reserves the right to request and have noise emission tests carried out by the LRV
operator where, in TfNSW’s opinion, there is doubt to the LRV complying with the noise limits
specified in this document.
LRVs shall comply with the noise and other relevant requirements of the Protection of the
Environment Operations Act 1997.
LRVs shall comply with the following noise emission limits for the whole of their operational life:
• acceptance criteria - when the LRV is configured to maximum noise operating conditions
the external noise emissions determined by testing in accordance with
ISO 3095:2013 shall not exceed the limits specified in Table 2
• noise levels shall be measured in accordance with ISO 3095
• stationary tests shall be conducted in accordance with Section 5 of ISO 3095:2013 and
include measurements of the following acoustic quantities: LpAeq, LpAFmax, tonality,
frequency spectrum and impulsiveness
• constant speed tests shall be conducted in accordance with Section 6 of ISO 3095:2013, at
a constant speed of 60 km/h and maximum design speed (Vmax) and include
measurements of the following acoustic quantities: LpAeq, LpAFmax, tonality, frequency
spectrum and impulsiveness
• acceleration tests shall be conducted in accordance with Section 7 of ISO 3095:2013 using
the 'maximum level method' and include measurements of the following acoustic quantities:
LpAeq, LpAFmax, tonality, frequency spectrum and impulsiveness
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• braking tests shall be conducted in accordance with Section 8 of ISO 3095:2013 and
include measurements of the following acoustic quantities: LpAeq, LpAFmax, tonality,
frequency spectrum and impulsiveness
• the testing authority shall provide a comprehensive test report in accordance with
ISO 3095:2013
• the complete set of measurements and final test results together with any adjustments
shall be documented in the test report which shall clearly indicate the pass or fail status for
each result
• acoustic measurements that are not used in assessing pass or fail for type approval
purposes (for example; for reference purposes) may be taken at other distances within the
range 7.5 m to 30 m and distance-adjusted to the reference 7.5 m using the following
distance-adjustments:
( )21101,2, D
DLogLL DpDp += for moving tests
( )21201,2, D
DLogLL DpDp +=
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for stationary tests (except stationary) maintenance noise tests)
where D1 = noise measurement distance from the track centreline in metres and
D2 = 7.5 m reference distance from track centreline.
Table 2 provides external noise emission testing criteria for various operating conditions.
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Table 2 – External noise emission limits for light rail vehicles tested in accordance with ISO 3095
Operating condition Test condition Metric Distance from track centre (m)
Height above top of rail (m)
Measurement Noise limit - pass / fail criteria (dB(A))
Stationary In accordance with ISO 3095:2013 Section 5 and Annex D configured to give maximum noise operating condition (with additional quantities), refer notes 1, 2 and 3
LpAFmax 7.5 1.2 Noise limit 62
LpAFmax 7.5 3.5 Noise limit 65
LpAeq, T (where T ≥ 20 s) 7.5 1.2 Noise limit 60
LpAeq, T (where T ≥ 20 s) 7.5 3.5 Noise limit 63
LpAeq, T (where T ≥ 20 s) 7.5 3.5 Tonal noise refer note 4, 5
LpAeq, T (where T ≥ 20 s) 7.5 3.5 Impulsive noise refer note 7
Constant speed 60 km/h
In accordance with ISO 3095:2013 Section 6 and Annex D configured to give maximum noise operating condition (with additional quantities), refer notes 1, 2, and 3
LpAFmax 7.5 1.2 Noise limit 80
LpAFmax 7.5 3.5 Noise limit 80
LpAeq, Tp 7.5 1.2 Noise limit 78
LpAeq, Tp 7.5 1.2 Tonal noise refer note 4, 5
LpAeq, Tp 7.5 1.2 Impulsive noise refer note 7
Acceleration test In accordance with ISO 3095:2013 Section 7 and Annex D configured to give maximum noise operating condition (with additional quantities), refer notes 1, 2, and 3
LpAFmax 7.5 (note 8) 1.2 Noise limit 80
LpAFmax 7.5 (note 8) 1.2 Tonal noise refer note 4, 5, 6
LpAFmax 7.5 (note 8) 1.2 Impulsive noise refer note 7
Braking test In accordance with ISO 3095:2013 Section 8 and Annex D configured to give maximum noise operating condition (with additional quantities), refer notes 1, 2, and 3
LpAFmax 7.5 1.2 Noise limit 80
LpAFmax 7.5 1.2 Tonal noise refer note 4, 5, 6
LpAFmax 7.5 1.2 Impulsive noise refer note 7
Curving tests In accordance with ISO 3095:2013 Annex D.5, refer notes 1, 2, 3
LpAFmax 7.5 1.2 Noise limit 80
LpAFmax 7.5 1.2 Tonal noise refer note 4, 5, 9
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Notes
The following notes contain requirements for testing conditions and noise limit criteria for the
various LRV operating conditions that are referenced in Table 2:
1. LRV equipment shall be configured to generate the maximum noise-operating condition.
Equipment configured to work at maximum noise condition shall typically include HVAC,
compressed air and brake systems, cooling fans, power converters and other major noise
contributors. Additional tests shall be conducted by the testing organisation as necessary
to determine the maximum noise-operating condition. The test report shall include the
verification that the maximum noise-operating condition has been characterised.
2. Cyclic intermittent equipment shall be included except audible warning device (AWD) which
may be excluded if assessed under separate conditions of the contractual specification.
3. For equipment that works intermittently, additional measurements shall be made in
accordance with Section 5.7 of ISO 3095:2013.
4. Tonal noise assessment: The external noise measured under the operational conditions
set out above, and at any time during a pass by, shall be non-tonal such that the Lpeq,T or
Lpeq,Tp noise level in each unweighted (linear) one-third octave band does not exceed the
level of the adjacent bands on both sides, as follows:
a. by 5 dB or more if the centre frequency of the one-third octave band containing the
tone is above 400 Hz
b. by 8 dB or more if the centre frequency of the one-third octave band containing the
tone is between 160 Hz and 400 Hz inclusive
c. by 15 dB or more if the centre frequency of the one-third octave band containing the
tone is below 160 Hz
5. In accordance with ISO 3095:2013, noise spectra measurements shall be measured in
one-third octave bands in the range of at least 31.5 Hz to 8 kHz. The external overall
unweighted Lmax,F noise level under all operational conditions, and at any time during the
measurement, shall not exceed the overall A-weighted LAmax,F noise level by more than
15 dB.
6. For the acceleration and braking tests, the tonal noise assessment shall be conducted in
two second increments (for example; T = 2 s increments) over the entire measurement
period (Tp). All 2 second increments shall be assessed separately for tonal noise
compliance.
7. Impulsive noise assessment: At the measurement position, the A-weighted noise level shall
be measured both in Fast response (LpAF,T) and Impulse response (LpAI,T)
simultaneously over short equal time intervals, and the difference between these two levels
shall be determined, for example; delta = LpAl,T – LpAF,T. Generally, the higher the value
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of the impulse parameter, the more impulsive the sound is perceived to be. If delta is equal
to or greater than 3 dB, then the sound may be classified as impulsive. The measured
difference (delta), up to a maximum of 5 dB, shall be added as a correction to the
measured time-averaged (LpAeq,T) noise level. The LpAl,T should only be used to
determine whether or not the sound is impulsive or to rate the degree of impulsiveness. It
should not be used as a substitute for the time averaged A weighted sound level or
reported as a sound level measurement, even for sounds that are determined to be
impulsive.
8. Brake squeal and tonal noise: in accordance with ISO 3095:2013. The test report shall
report observations of brake squeal and tonal noise.
9. Curve squeal and tonal noise under curving shall be measured in accordance with
ISO 3095:2013 Annexure D.5 with the LRV traversing the tightest radius curves of each
track-form type on the operating line, at appropriate operational speeds. If the type testing
is conducted on a line other than the operating line, then operation over appropriate
equivalent curves should be recorded.
The definition of terms used in this section is detailed in Table 3.
Table 3 – Definitions of metrics used in noise emissions
Type of noise assessment
Noise metric Definition
Noise limit LpAFmax Maximum A weighted noise level measured in fast response
Noise limit LpAeq,Tp Equivalent continuous A-weighted noise level time-averaged over vehicle pass-by period Tp (Tp defined in ISO 3095:2013)
Noise limit LpAeq,T Equivalent continuous A-weighted noise level time-averaged over a period T (where T > 20 s for stationary tests or T = full operation cycle of equipment for stationary maintenance tests)
Tonal noise Lpeq,Tp Equivalent continuous unweighted noise level time-averaged over vehicle pass-by period Tp (Tp defined in ISO 3095:2013) for tonal noise assessment
Tonal noise Lpeq,T Equivalent continuous unweighted noise level time-averaged over a period T (where T > 20 s for stationary tests; T = Tp for constant speed tests; and T = 2 s increments for acceleration and braking tests)
Impulsive noise
LpAF,T A-weighted noise level measured in fast response over a period T
Impulsive noise
LpAI,T A-weighted noise level measured in fm pulse response over a period T
9.2. Vibration The contractual specification to the relevant light rail project shall be referred to for
ground-borne vibration limits.
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9.3. Emissions and waste LRVs shall comply with the Protection of the Environment Operations Act 1997.
Operators shall prevent chemical and oil spills. Operators shall have emergency procedures for
managing environmental incidents resulting from their activities
9.4. Vehicle systems Where applicable, vehicle attachments such as batteries, capacitors, power converters, and air
conditioning units shall comply with the Protection of the Environment Operations Act 1997.
9.5. Ecologically sustainable development Owners and operators shall ensure that their rolling stock is designed, manufactured, operated,
maintained and recycled in accordance with the principles of ecologically sustainable
development (ESD) as defined in the Protection of the Environment Administration Act 1991.
Owners and operators shall, when designing new rolling stock or substantially modifying
existing rolling stock, identify options over the full life cycle of the asset to:
• maximise energy efficiency and material reuse and recycling
• minimise non-renewable resource consumption, waste generation, water and energy
consumption, and greenhouse gas emissions
Owners and operators shall periodically review the environmental impacts resulting from the
operation and maintenance of their rolling stock in line with the principles of ESD.
10. Signalling and road interface – LRU 160 LRVs shall satisfactorily operate the TfNSW light rail signalling system, or operate under the
network rules for degraded modes of operation.
To ensure the safe operation of all LRVs within the signalling limits, braking performance shall
not be less than those specified in Section 10.3 of this standard.
LRVs shall comply with the applicable Australian Design Rules.
10.1. Light rail vehicle detection Tests shall be conducted to ensure that the LRV is effectively detected by the LRV detection
system.
For LRVs using sand to enhance adhesion in poor rail conditions and operating in areas where
track circuits are used as a basis of detection, a system shall be fitted to remove sand from the
rails immediately behind the last wheel of the trailing bogie, in each direction of travel.
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Track maintenance vehicles and road rail vehicles that operate under special operating
conditions do not need to activate the LRV detection system. Alternative arrangements shall be
provided by the light rail infrastructure manager to ensure safe operation.
Refer to T LR RS 00300 ST (LRU 395) for signal compatibility tests.
10.2. Electromagnetic compatibility management The LRV shall comply with AS 7722 EMC Management and IEC 62236 (parts 1 to 3) Railway
applications - Electromagnetic compatibility.
Tests shall be conducted on LRVs to measure for possible vehicle disturbance effects to or from
signalling systems and equipment, telecommunication cables and line side telecommunications
systems.
Refer to T LR RS 00300 ST, (LRU 396) for signal and communication system interference tests.
Tests shall also be conducted on LRVs to measure for possible vehicle disturbance effects to or
from road traffic signal systems and adjacent infrastructure along the light rail corridor.
10.3. Light rail vehicle braking requirements As a minimum, the service and emergency braking performance of all LRVs shall comply with T
LR RS 00200 ST (LRU 270) in dry weather conditions.
Under a line of sight concept in light rail, the required LRV braking performance shall be risk
assessed on a case-by-case basis such that the LRV is managed at appropriate speeds to stop
before any signal or obstruction.
LRVs with braking performances less than what is required from the risk assessment shall be
driven at reduced speeds to provide the ability to stop before any signal or obstruction.
LRVs shall be maintained in a condition such that the braking performance as tested is
maintained and does not deteriorate over the life of the vehicle.
10.4. Cab visibility The LRV driver cab shall provide a sufficient distant and near field of vision to ensure the driver
can see all external information (for example, signals and signs) intended for the LRVs'
operation.
The LRV driver cab shall provide a sufficient distant field of vision to enable the driver to see
and anticipate exterior objects when the LRV is moving in order to minimise the risk of collision
or passenger accidents.
The LRV driver cab shall provide a sufficient near field of vision to enable the driver to see the
exterior environment when restarting a stationary LRV in order to minimise the risk of collision
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The design of the LRV driver cab shall comply with the outside field of vision requirements
specified in the Technical Agency for ropeways and Guided Transport Systems' (STRMTG)
technical guide, Safety in tramway driver's cab.
Other cab visibility standards may be proposed, provided that the field of vision requirements
are proven and assessed by the AEO to be equivalent.
11. Light rail vehicle recovery interface – LRU 170 To ensure LRVs are recovered with minimal consequential damage and delay following an
incident, such as a derailment, they shall be equipped with, or have attachments suitable for
use with the recovery equipment used by the emergency response groups.
The owner and operator shall have incident recovery plans in place.
All LRVs shall be fitted with jacking and lifting points to enable LRVs to be lifted safely without
damaging the vehicle.
All LRVs shall be fitted with jacking pads to provide a flat level surface from which the LRV can
be jacked up using jacking equipment.
12. Onboard communication interface – LRU 190 An approved and functioning radio system is required on all LRVs to enable communication
between the driver, signallers and operations control centre while on the network.
The radio system shall be compatible with all networks that the LRV is intended to work on or
interface with.
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