t lr rs 00100 st lru 100 series – minimum operating ... 100 series – minimum operating standards...

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




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


http://www.asa.transport.nsw.gov.au/



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

© State of NSW through Transport for NSW 2017 of 32



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




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




• 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


Vehicles – Common Interface Requirements





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


http://www.asa.transport.nsw.gov.au/sites/default/files/asa/asa-standards/t-lr-el-00005-st.pdf



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 of 32



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.




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

is detailed in Figure 1.


Figure 1 – TfNSW light rail rolling stock outline dimensions



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)




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




• 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.


Network, LRVs 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 LRVs at stops shall not exceed the door (opened)

area at stops defined in Figure 2.




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.




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.




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'.


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.






• 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.




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.




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.


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




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)


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 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).




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.


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.


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.




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




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




• 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 +=


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.



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




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




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.




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.




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

with pedestrians or road vehicles. © State of NSW through Transport for NSW 2017 of 32



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.


t lr rs 00100 st lru 100 series – minimum operating ... 100 series – minimum operating standards...

Documents