t lr rs 00100 st lru 100 series - minimum operating ......note: the european standard equivalence to...

Sup

erse

ded

by T

LR

RS

001

00 S

T v2

.0, 2

0/12

/201

7

LRU 100 Series – Minimum Operating Standards for Light Rail Vehicles – General Interface Standards

T LR RS 00100 ST

Standard

Version 1.0

Issued date: 25 May 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 1.0 Issued date: 25 May 2017

Sup

erse

ded

by T

LR

RS

001

00 S

T v2

.0, 2

0/12

/201

7

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




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 issue.

For queries regarding this document, please email the ASA at [email protected] or visit www.asa.transport.nsw.gov.au


Sup

erse

ded

by T

LR

RS

001

00 S

T v2

.0, 2

0/12

/201

7



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 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 first issue.

© State of NSW through Transport for NSW 2017 of 32 S

uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



Table of contents 1. Introduction .............................................................................................................................................. 6

2. Purpose .................................................................................................................................................... 62.1. Scope ..................................................................................................................................................... 62.2. Application ............................................................................................................................................. 7

3. Reference documents ............................................................................................................................. 8

4. Terms and definitions ............................................................................................................................. 9

5. Rolling stock outline interface – LRU 110 ........................................................................................... 105.1. TfNSW light rail rolling stock outline .................................................................................................... 105.2. Equivalent rolling stock outline ............................................................................................................ 135.3. Rolling stock outline infringements ...................................................................................................... 145.4. Physical interface requirements .......................................................................................................... 175.5. Passenger interface (at platforms) requirements ................................................................................ 185.6. Road intersection interface requirements ............................................................................................ 19

6. Track and structures interface – LRU 120 .......................................................................................... 206.1. General track geometry and cant deficiency ....................................................................................... 206.2. Platform clearances ............................................................................................................................. 216.3. Track forces and stresses .................................................................................................................... 216.4. Wheel-rail interface .............................................................................................................................. 216.5. Bridges and structures loading ............................................................................................................ 21

7. Traction power supply interface – LRU 130 ........................................................................................ 22

8. Vehicle-to-vehicle interface – LRU 140 ............................................................................................... 228.1. Couplers............................................................................................................................................... 238.2. Articulated connector ........................................................................................................................... 238.3. Draft gear ............................................................................................................................................. 248.4. Coupler swing and height .................................................................................................................... 24

9. Environmental interface – LRU 150 ..................................................................................................... 249.1. Noise emissions of light rail vehicles ................................................................................................... 259.2. Vibration ............................................................................................................................................... 299.3. Emissions and waste ........................................................................................................................... 309.4. Vehicle systems ................................................................................................................................... 309.5. Ecologically sustainable development ................................................................................................. 30

10. Signalling and road interface – LRU 160 ............................................................................................. 3010.1. Light rail vehicle detection ............................................................................................................... 3010.2. Electromagnetic compatibility management .................................................................................... 3110.3. Light rail vehicle braking requirements ............................................................................................ 3110.4. Cab visibility ..................................................................................................................................... 31

11. Light rail vehicle recovery interface – LRU 170 .................................................................................. 32

12. Onboard communication interface – LRU 190 ................................................................................... 32


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



1. Introduction Light rail vehicles designed and constructed in accordance with this standard will ensure that

the desired level of consistency, interoperability, interface management and 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 light rail

vehicles operating on light rail networks of the TfNSW Transport Network. These requirements

are covered throughout the suite of minimum operating standards for light rail vehicles, known

as LRUs (light rail units).

This standard (LRU 100 series) establishes the interface requirements for light rail vehicles to

operate on light rail networks of the TfNSW Transport Network.

2. Purpose The purpose of this standard is to ensure that all light rail vehicles 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 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 light rail vehicle interfaces and specifies the following:

• various interface requirements to allow light rail vehicles to operate without fouling bridges,

tunnels and structures

• requirements to light rail vehicles to safely pass one another and to ensure compatibility

with road and pedestrian traffic

• requirements for the light rail vehicles to contribute to passengers being able to alight and

board light rail vehicles from light rail stops, unassisted

• requirements for light rail vehicle dynamics to ensure that light rail vehicles do not cause

undue damage to the track

• requirements for light rail vehicle emissions to ensure compliance with environmental

legislation, in particular noise and vibration

• requirements to allow light rail vehicles belonging to different operators to be coupled and

operate together if necessary to clear a section in the case of failure


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



• performance requirements to allow different light rail vehicles to safely operate together in

the same system; in particular, light rail vehicle braking performance compatibility with the

current signalling systems and network geometry

2.2. Application The requirements in this standard apply to the following:

• newly designed light rail vehicles

• substantially modified light rail vehicles

• older light rail vehicles that have not previously operated on the TfNSW Transport Network

Existing light rail vehicles that have been in operation on the TfNSW Transport Network before

December 2016 should comply with the requirements of this standard.

Note: Light rail vehicle contracts that were awarded on or before December 2016 may

not fully comply with the requirements of this standard. Operation of these vehicles will

be determined through an assessment that considers the design and proposed use of

the existing light rail vehicle.

Although some requirements in this standard are intended for interoperability, all light rail

vehicles 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 Networks branch of TfNSW.

The terms owner and operator are used in this standard to refer to the owner of the light rail

vehicles and the operator using those light rail vehicles 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 light rail vehicles. 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


Vehicles – Common Interface Requirements


Vehicles – Compliance Testing Requirements


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



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

Australian Design Rules (ADRs)

Transport for NSW standards

T LR CI 12500 ST Civil Infrastructure Design Standards

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

Disability Standards for Accessible Public Transport 2002

Protection of the Environment Administration Act 1991

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


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



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

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


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



5. Rolling stock outline interface – LRU 110 The clearance between light rail vehicles and corridor features or other light rail vehicles are

affected by all of the following:

• light rail vehicle design, construction, inspection and maintenance tolerances

• infrastructure design, construction, inspection, and maintenance tolerances

• light rail vehicle operations

Section 5 sets out requirements to minimise the risk of infringement between light rail vehicles

and infrastructure, road and pedestrian traffic to acceptable levels.

These requirements are the minimum conditions for the passage of light rail vehicles and shall

be followed by owners and operators of the light rail vehicle. 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, light rail vehicles 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 light

rail vehicles operating on light rail networks of the TfNSW Transport Network, and current light

rail vehicle designs available from manufacturers.

Note: Current generation light rail vehicles are based on 2650 mm widths; however,

narrower light rail vehicle designs are possible based on historical designs. Narrower

light rail vehicle designs may be accepted onto the TfNSW Transport Network.

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.

The defined rolling stock outline is referred to as the TfNSW light rail rolling stock outline, which

is detailed in Figure 1.


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



Figure 1 – TfNSW light rail rolling stock outline dimensions


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



5.1.1. Static outline

The light rail vehicle shall not exceed the static outline described in Figure 1 at any

cross-section.

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 light rail vehicle packed

to compensate for future wheel turn, where applicable

Note: Some light rail vehicles 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 light rail vehicle 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)

The body roll of the light rail vehicle 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 light rail vehicle 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


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



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 light rail vehicle 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 light rail vehicle

that has a smaller or equal kinematic envelope than the kinematic envelope generated by the

TfNSW light rail rolling stock.

This means that a light rail vehicle may be constructed or maintained to the following:

• larger tolerances

• a different roll centre height

• 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 light rail vehicle will require an equal or smaller cross-section.

Note: No part of a light rail vehicle 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.


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



5.2.1. Description

The kinematic envelope of the proposed light rail vehicle 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 light rail vehicle 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 Light rail vehicles can be infringed with expendable items.


Network, light rail vehicles with CCTVs located outside TfNSW light rail rolling stock outline

should be fitted within the recommended CCTV area nominated in Figure 2.


Network plug doors in the open condition for light rail vehicles at stops shall not exceed the door

(opened) area at stops defined in Figure 2.


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



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 light rail vehicles being modified and older light rail vehicles 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 light rail vehicles 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.


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



The following are some examples of potentially expendable items:

• mirrors

• lighting and light signalling devices in accordance with Australian Design Rules (ADRs)

13/00

• speakers

• antennae

• roof guttering

• CCTV cameras

The responsibility of the light rail vehicle 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 Light rail vehicles 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 light rail vehicles.

5.3.3. Failed passenger light rail vehicle plug doors Light rail vehicles 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 light rail vehicles.


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



5.4. Physical interface requirements Portions of the light rail vehicle 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 00007 ST Track Power Supply Infrastructure and

Light Rail Vehicle Interface Requirements at all operating speeds.

Pantograph specific requirements (such as pantograph head width and uplift force) are

specified in T LR EL 00007 ST.

5.4.3. Step plates External step plates installed on light rail vehicles reduce the gap between the light rail vehicle

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, the scraping 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 light rail vehicle are closed, the step plate profile shall be designed to

minimise the risk of 'tram surfing'.


Network, external step plates installed on light rail vehicles, 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.


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



• 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 light rail vehicle and platform shall be designed to maximise unassisted boarding for as

many passengers as possible. In addition, boarding requirements specified in Disability

Standards for Accessible Public Transport 2002 shall be met under all operating conditions.

A 100% low floor design shall be adopted to improve the accessibility of the light rail vehicle for

passengers.

The above requirements are set based on the assumptions that all light rail vehicles under

revenue service will stop at every stop and platforms are located on straight track in accordance

with T LR TR 10000 ST.


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



5.6. Road intersection interface requirements The interface requirements between light rail vehicles 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, TfNSW,

Roads and Traffic Authority, NSW Centre for Road Safety 2011, 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 light rail vehicles' swept path.

5.6.1. Light rail vehicle specific requirements The determination of the light rail vehicle length shall take into consideration all of the factors

listed in Section 5.6. Any proposed lengths, including typical light rail vehicle lengths that are

currently operating, shall be justified through an assured argument.

There shall be means onboard the light rail vehicle to interface with the road traffic control

system to traverse through a road intersection (for example, signal transmission).

There shall be means onboard the light rail vehicle to interface with non-road traffic control

systems (for example, supervisory systems).

Provisions shall be provided on light rail vehicles 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 light rail vehicles will operate. The


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



transponders shall not be positioned at a location on the light rail vehicle that will lead to an

unsafe situation at road intersections.

6. Track and structures interface – LRU 120 Track and structure interfaces with light rail vehicles 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.


Network, light rail vehicles 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)

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 (loaded condition) and 4% on mainline (empty condition) or

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


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



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 light rail vehicle 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)


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.

6.5. Bridges and structures loading In addition to the track load and force considerations in the design of light rail vehicles, the

bridges and structures loading aspect of the light rail vehicle shall also be taken into account.


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



The main factors affecting loading include gross light rail vehicle mass, wheel spacing, coupling

spacing and horizontal forces.

6.5.1. Maximum design load

All light rail vehicles 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 Light rail vehicles 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 light rail vehicles and traction power supply are

specified in T LR EL 00007 ST.

For light rail vehicles operating in areas under overhead wiring, an electrical safety inspection

shall be conducted as specified in T LR RS 00300 ST (LRU 394).

8. Vehicle-to-vehicle interface – LRU 140 Coupling devices and associated components both within and between light rail vehicles 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.


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



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 compatible with light rail vehicles 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 light rail vehicle are not required to meet these requirements.


Network, light rail vehicles shall be fitted with a coupler or equivalent device capable of

connecting to other light rail vehicles operating on these designated light rail networks on the

TfNSW Transport Network for recovery purposes.

Light rail vehicles with non-standard, combined or multi-function couplings shall be compatible

with similar light rail vehicles with which they are required to operate.


Network, vehicle couplings and end equipment shall be designed to enable light rail vehicles

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, unloading or

coupling light rail vehicles.

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.

8.2. Articulated connector Articulated connectors are used to permanently couple adjacent modules sharing a common

bogie and forming part of an articulated light rail vehicle.

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).


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



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 light rail vehicle 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 light rail vehicles 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 light rail vehicles with short or long

overhangs and to couple on curves.

9. Environmental interface – LRU 150 Light rail vehicles 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 light rail vehicle noise emissions when tested in accordance

with 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 light rail vehicle 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, © State of NSW through Transport for NSW 2017 of 32 S

uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



additional mitigation for sensitive receivers or where the alignment is close to

receivers may be required.

Light rail vehicles 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 light rail

vehicle operator where, in TfNSW’s opinion, there is doubt to the light rail vehicle complying

with the noise limits specified in this document.

Light rail vehicles shall comply with the noise and other relevant requirements of the Protection

of the Environment Operations Act 1997.

Light rail vehicles shall comply with the following noise emission limits for the whole of their

operational life:

• acceptance criteria - when the light rail vehicle 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 3095:2013

• 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

• 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


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



• 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 +=

© State of NSW through Transport for NSW 2017 of 32

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.

External noise emission limits for light rail vehicles shall be tested in accordance with

ISO 3095:2013.

Table 2 provides external noise emission testing criteria for various operating conditions.

Sup

erse

ded

by T

LR

RS

001

00 S

T v2

.0, 2

0/12

/201

7



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


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



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 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 Tonal noise refer note 4, 5, 9

© State of NSW through Transport for NSW 2017 of 32

Sup

erse

ded

by T

LR

RS

001

00 S

T v2

.0, 2

0/12

/201

7



Notes

The following notes contain requirements for testing conditions and noise limit criteria for the

various light rail vehicle operating conditions that are referenced in Table 2:

1. Light rail vehicle 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 © State of NSW through Transport for NSW 2017 of 32 S

uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



shall be determined, for example; delta = LpAl,T – LpAF,T. Generally, the higher the value

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 light rail vehicle 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.


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



9.3. Emissions and waste Light rail vehicles shall comply with the Protection of the Environment Operations Act 1997.

Operators shall prevent chemical, oil and coolant 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 Light rail vehicles 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 light rail vehicles within the signalling limits, braking

performance shall not be less than those specified in Section 10.3 of this standard.

Light rail vehicles shall comply with the applicable Australian Design Rules.

10.1. Light rail vehicle detection Tests shall be conducted to ensure that the light rail vehicle is effectively detected by the light

rail vehicle detection system.

For light rail vehicles 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


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



sand from the rails immediately behind the last wheel of the trailing bogie, in each direction of

travel.

Track maintenance vehicles and road rail vehicles that operate under special operating

conditions do not need to activate the light rail vehicle 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 light rail vehicle shall comply with AS 7722 EMC Management and IEC 62236 (parts 1 to 3)

Railway applications - Electromagnetic compatibility.

Tests shall be conducted on light rail vehicles 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 light rail vehicles 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 light rail vehicles 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 light rail vehicle braking performance shall

be risk assessed on a case-by-case basis such that the light rail vehicle is managed at

appropriate speeds to stop before any signal or obstruction.

Light rail vehicles 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.

Light rail vehicles 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 light rail vehicle 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 light

rail vehicles' operation.


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017



The light rail vehicle driver cab shall provide a sufficient distant field of vision to enable the

driver to see and anticipate exterior objects when the light rail vehicle is moving in order to

minimise the risk of collision or passenger accidents.

The light rail vehicle driver cab shall provide a sufficient near field of vision to enable the driver

to see the exterior environment when restarting a stationary light rail vehicle in order to minimise

the risk of collision with pedestrians or road vehicles.

The design of the light rail vehicle 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 light rail vehicles 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 light rail vehicles shall be fitted with jacking and lifting points to enable light rail vehicles to be

lifted safely without damaging the vehicle.

All light rail vehicles shall be fitted with jacking pads to provide a flat level surface from which

the light rail vehicle can be jacked up using jacking equipment.

12. Onboard communication interface – LRU 190 An approved and functioning radio system is required on all light rail vehicles 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 light rail vehicle is intended to

work on or interface with.


uper

sede

d by

T L

R R

S 0

0100

ST

v2.0

, 20/

12/2

017

t lr rs 00100 st lru 100 series - minimum operating ......note: the european standard equivalence to...

Documents