Uncontrolled When Printed
Document comes into force and supersedes GMRT2473 Iss 1 as of 07/09/2013
Superseded by RIS-2747-RST Iss 1 with effect from 04/03/2017
Railway Group Standard
GM/RT2473
Issue
Two
Date
June 2013
Power Operated
External Doors on
Passenger Carrying
Rail Vehicles
Synopsis
This document mandates the minimum
design and maintenance requirements to
enable passengers to safely gain access
to, and egress from, passenger trains
via external bodyside doors.
This document contains requirements
that are amended under the Railway
Group Standards Code (Issue Three) as
a small scale change. Reference to the
amended requirements is made in the
‘Issue Record’. All other parts of the
document are unchanged from the
previous issue.
This document contains one or more pages which contain colour
Copyright in the Railway Group Standards is owned by
Rail Safety and Standards Board Limited. All rights are
hereby reserved. No Railway Group Standard (in whole or
in part) may be reproduced, stored in a retrieval system, or
transmitted, in any form or means, without the prior written
permission of Rail Safety and Standards Board Limited, or
as expressly permitted by law.
RSSB Members are granted copyright licence in
accordance with the Constitution Agreement relating to
Rail Safety and Standards Board Limited.
In circumstances where Rail Safety and Standards Board
Limited has granted a particular person or organisation
permission to copy extracts from Railway Group
Standards, Rail Safety and Standards Board Limited
accepts no responsibility for, nor any liability in connection
with, the use of such extracts, or any claims arising
therefrom. This disclaimer applies to all forms of media in
which extracts from Railway Group Standards may be
reproduced.
Published by:
RSSB
Block 2
Angel Square
1 Torrens Street
London
EC1V 1NY
© Copyright 2013
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Railway Group Standard
Power Operated External Doors on
Passenger Carrying Rail Vehicles
GM/RT2473
Issue Two
Date
June 2013
Page
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Contents
Section
Description
Page
Part A
A1
A2
A3
A4
A5
A6
A7
Issue record
Implementation of this document
Scope of Railway Group Standards
Deleted
Health and safety responsibilities
Technical content
Supply
Part B
B1
B2
B3
B4
B5
B6
B7
B8
B9
B10
B11
B12
Purpose
Application of this document
Definitions
Principles
Design of doors and doorways
Operating forces for power operated doors
Door control systems
Provision of door controls
Locking doors out of use
Controls for emergency access
Controls for emergency egress
Selective door operation (SDO)
4
4
4
5
5
6
7
9
10
10
11
11
Guidance for measuring the closing forces of power operated doors
Data format structure
Automatic Selective Door Operation (ASDO) systems
13
15
17
Appendix 1
Appendix 2
Appendix 3
2
2
2
2
2
3
3
References
RSSB
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Power Operated External Doors on
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Part A
A1 Issue record
Issue
One
Date
February 2003
Two
June 2013
Comments
Original Document
Supersedes GO/OTS300
Replaces issue one.
Small scale change amendment – revision
of clauses B2.2, B6.3 b) to mandate an
obstacle extraction test piece and B12.2.1 to
mandate, where RFID is fitted, the data
format structure and communications
protocol, and inclusion of two new
Appendices, Appendix 2 and Appendix 3.
Amended or additional parts of revised pages form Part B onwards have been
marked by a vertical black line in the adjacent margin.
A2 Implementation of
this document
The publication date of this document is 01 June 2013.
This document comes into force on 07 September 2013.
The dates by which compliance with the requirements of this document is to be
achieved are set out in Part B2. Where those dates are later than the date on
which this document comes into force, this is to give Railway Group members
additional time to plan and commence implementation so as to achieve full
compliance by the dates set out in Part B2.
This document supersedes the following Railway Group Standards, either in
whole or in part as indicated:
Railway
Group
Standard
Issue
No.
Title
RGS
sections
superseded
by this
document
Date(s) as of
which sections
are superseded
GM/RT2473
One
Power Operated
External Doors
on PassengerCarrying Rail
Vehicles
All sections
07 September
2013
A3 Scope of Railway
Group Standards
The overall scope of Railway Group Standards is set out in the Railway Group
Standards Code.
A4 Deleted
No longer relevant.
A5 Health and safety
responsibilities
In issuing this document, Railway Safety makes no warranties, express or
implied, that compliance with all or any documents published by Railway Safety
is sufficient on its own to ensure safe systems of work or operation. Each user is
reminded of its own responsibilities to ensure health and safety at work and its
individual duties under health and safety legislation.
2
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Railway Group Standard
Power Operated External Doors on
Passenger Carrying Rail Vehicles
GM/RT2473
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A6 Technical content
The technical content of this document was approved by:
Rolling Stock Standards Committee on 18 January 2013.
This document was authorised by RSSB on 25 April 2013.
A7 Supply
The authoritative version of this document is available at www.rgsonline.co.uk.
Uncontrolled copies of this document can be obtained from Communications,
RSSB, Block 2 Angel Square, 1 Torrens Street, London EC1V 1NY, telephone
020 3142 5400 or e-mail [email protected]. Other Standards and
associated documents can also be viewed at www.rgsonline.co.uk.
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Power Operated External Doors on
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Part B
B1 Purpose
This document mandates the minimum design and maintenance requirements to
enable passengers to safely gain access to, and egress from, passenger trains
via external bodyside doors.
B2 Application of this
document
B2.1 To whom the requirements apply
This document contains requirements that are applicable to railway
undertakings.
B2.2 Compliance requirements
B2.2.1
The vehicle design requirements set out in this document are to be complied with
from 07 September 2013.
B2.2.2
Action to bring existing power operated external doors into compliance with the
requirements of this document is not required.
B2.2.3
Where a vehicle is subject to alteration and the nature of the alteration provides
a reasonable opportunity to bring the vehicle into conformity, then the
requirements of this document applicable to the alteration apply.
B2.2.4
After the compliance date, or after the date by which compliance is achieved (if
earlier), Railway Group members shall not deviate from the requirements set out
in this document.
B2.3 Exclusions from the application of this document
The contents of this document do not apply to on-track machines, road-rail
vehicles, rail-mounted maintenance machines or other vehicles not specifically
designed for the carriage of passengers.
B3 Definitions
Access device
An access device is a device to permit entry from outside a passenger carrying
rail vehicle to the inside.
Door
An external bodyside door available for passenger use, including its components
irrespective of the number of door leaves used.
Effective force
The average value of the closing force related to the pulse duration.
Egress device
An egress device is a device to permit evacuation from inside the train to the
outside.
Locked
When a door is positively held in the closed position such that it cannot be
opened without operation of train crew operated controls or devices, and/or
emergency access/egress devices.
Locked out of use
When a door is manually locked by a mechanism other than the normal
operational door controls and unavailable for passenger use following a defect or
for operational requirements.
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Passenger carrying rail vehicle
Rail vehicle designed and used to convey fare-paying persons.
Peak force
The maximum value of the closing force.
Ready to start
A communication signal used to advise the driver that it is permissible to start the
train.
Traincrew
Persons certificated as competent to carry out the requirements of the Rule Book
for drivers and guards.
Unlocked
The release of positive door locking, thus allowing the door to be opened. For
the purposes of this document, the door is considered to be open when
unlocked.
B4 Principles
This document supports HMRI Railway Safety Principles & Guidance, Principle
26 – Access and Egress:
‘Trains should have a safe means of access, egress and retention of people and
goods carried’.
With effect from 1 January 2004 legislation mandates that it is permissible to fit
only power operated external doors for passenger use on trains. Such doors are
required to provide high levels of safety of operation with particular attention
being paid to preventing trapping people in doors, preventing doors from opening
when the train is moving, and preventing doors from being opened where no
platform exists or when it is not safe to do so. As human factor/ergonomic
issues are embodied in most of the requirements of a door system, it is essential
that particular attention is paid to the needs of the train crew responsible for
controlling the doors and the needs of the users of individual doors during both
normal and emergency situations.
B5 Design of doors and
doorways
B5.1 Safe access for passengers
Passenger access and egress facilities shall be provided that are adequate and
safe. The number and dimensions of doors provided in each vehicle shall be
sufficient to provide for safe boarding and alighting within the target times
specified for the vehicle in question under normal operating conditions.
B5.1.1 Doorway minimum width
Each doorway shall have an unrestricted passage width of 800 mm minimum.
B5.1.2 Doorway minimum height
Except where the infrastructure gauge limits the vehicle body profile, each
doorway shall have an unrestricted passage height of 1900 mm minimum.
Where any reduced passage height exists, this shall be minimised before
reinstating a minimum doorway height of 1900 mm.
B5.1.3 Traincrew access and egress
The requirements for traincrew, and other authorised staff, such that they have
adequate and safe access and egress facilities to passenger carrying rail
vehicles are set out in GM/RT2162.
B5.2 Doors
A locked door, or a door locked out of use, shall not open when subject to forces
exerted by a passenger falling or leaning against the door, or by pressure pulses
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exerted on the train. Minimum forces are set out in GM/RT2100 and
GM/RT2457.
B5.3 Steps
Each door shall have a full width step in line with the doorway to enable safe
passage into and out of the vehicle to an adjacent platform, and shall project to a
maximum limit that gauging and clearance requirements permit. Requirements
for determining the stepping distance and overall clearance between a step and
the infrastructure are set out in GM/RT2149.
Each passenger step shall:
a)
incorporate anti-slip properties across the surface area and the area
projecting over the front edge into the vertical plane
b)
be designed to minimise the tendency for snow and other debris to
accumulate
c)
be arranged to ensure that water drains away from the anti-slip surface and
does not collect such that water or ice present a slipping hazard
d)
be illuminated when the door is open. The illumination shall include the
platform area immediately adjacent to the open doorway.
The passenger step shall be level with the vestibule floor. Where this is not
practicable, the step shall be of a minimum depth of 150 mm to provide an
adequate foothold.
Where a moveable step is utilised, the step shall meet the requirements of
section B5.3 when in the deployed position.
B5.4 Water ingress
Each doorway shall be provided with a system to divert water running off the
vehicle roof away from the doorway.
B5.5 Windows
Each door shall incorporate a window to enable users to look for the presence of
a platform. Structural strength requirements of the window are set out in
GM/RT2456.
B6 Operating forces for
power operated doors
B6.1 Opening/closing forces
The forces capable of being exerted in the direction of door travel by any part of
the door or exposed door mechanism, during either opening or closing, shall be
a maximum of 150 N (maximum effective force) with a 300 N peak force.
B6.2 Failed door opening force
To open a door when unlocked, the force required to be exerted by a person
within the vehicle or standing at rail level, with the vehicle on straight and level
track, shall not exceed 150 N for a non-plug door and 200 N for a plug door.
B6.3 Requirements for obstacle detection
To minimise the risk and extent of injury, all external passenger doors shall be
designed to prevent obstacles being trapped in the door. As a minimum, the
following requirements shall apply:
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a)
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When the door is closing and a bar with a maximum rectangular crosssection of 30 x 60 mm is trapped with its long edge vertically between the
door leading edge and the frame, or between door leaves either:
i)
the closing force shall be automatically reduced, or
ii)
the door shall automatically re-open to allow the bar to be removed, or
iii)
the bar shall be capable of removal by exerting a force no greater that
150 N.
The door shall not be indicated locked and the requirements shall be
verified at the bottom and middle height positions of the door.
b)
An obstacle with maximum dimensions of 10 mm × 50 mm, as shown
below, trapped with its long edge vertically between the leading door edge
and the frame or between two door panels, shall be withdrawn slowly in
outward direction with a force not higher than 150 N, measured
perpendicularly to the door surface. Alternatively, the door shall not be
indicated closed and locked. The requirements shall be verified at the
middle height position only of the door.
Appendix 1 provides guidance on a means of measuring door forces.
B7 Door control
systems
B7.1 Minimising risk of injury to users
The design of the door system shall minimise the risk so that in normal operation
a defect or failure of a single component shall not produce a situation capable of
increasing the risk of injury to users.
B7.2 Maintenance
The maintenance requirements for doors and door control systems shall be
developed as an integral part of the design process. The development of such
maintenance requirements shall be documented and demonstrate:
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maintainability of critical tolerances for safe door operation
b)
accessibility for facilitating installation, maintenance and testing
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Power Operated External Doors on
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c)
arrangements for validating any software used
d)
testing procedures and door fault diagnostic procedures.
B7.3 Maintenance plans
The requirements for vehicle maintenance plans, such as to ensure that the
safety performance requirements of door systems mandated by this document
are achieved, are set out in GM/RT2004.
B7.4 Door interlocking with traction power
All doors available for passenger use shall be locked and proved locked before
the driver can move the train under traction power. The door interlock circuit
shall confirm that both the door leaf is present and that the door mechanism is
locked. The door shall also be considered as locked when it has successfully
been secured in the closed position using the ‘out of use’ lock. Non-passenger
doors on passenger carrying vehicles that infringe kinematic gauge restrictions
when open shall also be locked and proved locked before the driver can move
the train under traction power. Where fitted, moving/retractable steps that could
infringe the kinematic gauge shall also be fitted with interlocking arrangements to
confirm that they are in a stored position and locked.
B7.5 Locking arrangements
B7.5.1
Each door shall be locked when in the closed position and shall only unlock
when the appropriate controls are operated and the train is at a standstill or
moving at less than 5 km/h. The door shall not become unlocked when the
vehicle or door power or control supplies become lost or depleted.
B7.5.2
External door status indicators shall be provided on both sides of a vehicle and
be amber in colour. They shall be clearly visible to the train crew and platform
staff and be located on the upper body side of the vehicle and only extinguish
when all doors on the vehicle are in the closed position and are proved locked.
This will provide an indication to the traincrew and staff external to the train if any
door is unlocked. It is permissible to provide more than one indicator on each
side of the vehicle.
B7.5.3
When a defective door has been successfully locked out of use, its individual
door locking detection systems shall automatically be bypassed.
An automatic indicator shall be provided for passengers and staff indicating that
a door is locked ‘out of use’. The indicator shall display the words ‘door not in
use’ when the door is locked out of use. It is permissible to use an additional
mechanical indicator to supplement this for traincrew use when door power or
control supplies are not available. Any device facilitating the individual door
locked safety detection by-pass shall be a positive action device that cannot be
wedged in the isolated position while the door is open.
B7.5.4
An indication shall be provided internally adjacent to each door, to indicate that
the door is proved locked by the local door locking detection system. It is
permissible to provide such information to the traincrew via diagnostic or train
management systems.
B7.5.5
It is permissible to use the external door status indicator to indicate operation of
the emergency access or door egress device.
B7.6 Loss of interlock
If the door locked proving circuit (door interlock as mandated in section B7.4), is
lost whilst the train is moving, the train shall be brought to a standstill by an
immediate and automatic application of the train emergency brake unless
overridden by the driver, as mandated in section B11.4.
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The requirements for an emergency brake are set out in GM/RT2045.
B7.7 Control of door locking and unlocking
Except by operation of emergency access/egress devices, control of door locking
and unlocking shall be undertaken by traincrew. It is permissible for control of
individual door opening and closing to be by the traincrew or by the door user.
B7.8 Positioning of door controls
Controls for local operation of doors shall be positioned such that they are
operated safely with the doors open or closed.
B7.9 Door closing edges
The design of the closing edge shall minimise both the risk of trapping objects
and the risk and extent of injuries caused by the door equipment.
B7.10 Door auto-close facilities
Where provision is made for door auto-close after a period of non-use, that time
period shall be a minimum of 45 seconds after the last detected use.
B7.11 Labelling
Labelling (including colouring to match the label condition) requirements for
controls and devices are set out in GM/RT2177.
B7.12 Door interlock switches
All individual door interlock switches used to provide safety functions within door
interlock circuits shall be of a direct acting type and not be reliant upon
secondary circuits.
B8 Provision of door
controls
B8.1 Unauthorised operation
Door controls to facilitate the operation of the doors shall be provided for the use
of the traincrew and shall be protected from operation by unauthorised persons.
It is permissible to provide train crew operated train door controls that have a
separate key switch when in an area accessible to passengers.
B8.2 Driver controls
B8.2.1
Controls provided for the driver shall be positioned for operation from the normal
seated position. They shall be designed using ergonomic principles, with the
specific aim of minimising the risk of wrong side or inadvertent operation.
B8.2.2
Relative to the forward direction of motion of the cab, controls for the left-hand
side doors shall be mounted on the left of the driver, and controls for the righthand side doors mounted on the right of the driver.
B8.2.3
Where it is necessary for the driver to operate the door controls whilst
maintaining an external view of the train (remote from the normal seated
position), duplicate controls shall be provided.
B8.2.4
Door unlocking shall require the operation of control(s) located nearest the
relevant side of the train that requires two simultaneous actions to be carried out
to enable the doors to be unlocked. Convention is to use two red push buttons
to achieve this requirement. To close and lock all doors prior to departure, a
single control (conventionally a blue push button) shall be provided nearest to
the relevant side of the train, with a textured surface or surround to aid
identification when conditions do not allow the door control to be readily seen.
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B8.3 Door status indicators
An indicator shall be provided that identifies to the driver, or the member of the
train crew responsible for closing the doors, that all doors are closed and locked.
The indicator shall be clearly visible to the driver or to the member of the train
crew responsible for closing the doors. Convention is to use a single blue
coloured light to indicate that door interlocking has been achieved throughout the
train.
B8.4 Guard controls
B8.4.1
Where controls are provided for the guard, they shall be located such that an unobstructed view of the platform/train interface can be achieved on that side of the
train (when on straight track) when operating the door controls.
B8.4.2
A ‘ready to start’ control, conventionally a green coloured push button, shall be
provided at each guard’s train door control panel and in each driving cab. It shall
have a textured surface or surround to aid identification when conditions do not
allow the push-button to be seen. The ‘ready to start’ signal shall sound in only
the active driving cab and at the active guard’s train door control panel. The
‘ready to start’ signal shall sound only when all doors, except doors used by the
guard to control the despatch of the train, are proved closed and locked. It is
permissible to utilise the ‘ready to start’ indicator to provide additional bell/buzzer
communication between driver and guard.
B9 Locking doors out of
use
B9.1 Manual locking out of use
To enable defective doors to be locked out of use, or to prevent access to
vehicles for operational reasons, all doors shall have a device accessible from
the inside of the vehicle and local to the door to enable individual defective doors
to be manually locked out of use in the closed position. Once manually locked
out of use, the door shall not respond to unlock or open commands from
traincrew, door users or automatic systems, until the internal device is manually
unlocked, or the emergency egress or access device is operated. The integrity
of the ‘out-of-use’ lock shall be sufficient to withstand the forces exerted on a
door that is attempting to power open.
B9.2 Door lock override
Where it is not possible to close and lock a defective door and it is necessary to
move the train, a device shall be provided for use by traincrew to override the
door locked detection systems and permit the train to move. Further
requirements for isolation arrangements are set out in GM/RT2185.
B10 Controls for
emergency access
B10.1 Provision of emergency access devices
Each door shall be provided with an external emergency access device to enable
passengers, staff and emergency services to gain access to all vehicles under
emergency conditions when at a standstill. The external emergency access
device shall allow the door to be unlocked and opened individually, regardless of
either the state of vehicle power supplies or whether the door is locked out of
use. Each device shall be positioned externally adjacent to the door at a height
above rail level between 980 mm and 1430 mm and shall be protected to deter
abuse and accidental operation.
B10.2 Operation of emergency access devices
The emergency access device shall be in the form of either a lever or flap that is
pulled or a toggle that shall be turned clockwise to release the door. The
emergency access device shall be clearly labelled indicating how to operate the
device and the force required to operate it shall not exceed 150 N. The
emergency access device shall be operable at any time.
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B11 Controls for
emergency egress
B11.1 Provision of emergency egress devices
Each door shall be provided with an internal emergency egress device to enable
the door to be unlocked and opened individually from inside the vehicle,
irrespective of the condition of vehicle power supplies. The emergency egress
device shall be operable at any time however, the door shall only be capable of
being opened when the vehicle speed in less than 5 km/h. The emergency
egress device shall be clearly labelled, indicating its method of operation.
B11.2 Positioning of emergency egress devices
Each device shall be positioned internally adjacent to the door and shall be
positioned between 1100 mm and 1400 mm above the vehicle floor level. It shall
be protected from abuse and accidental operation.
B11.3 Operation of emergency egress devices
The operating force of the emergency egress devices shall not exceed 150 N.
Clear proof of the operation of the emergency egress device shall be provided. It
is permissible to achieve this requirement either by use of a break glass
arrangement, seal or via the on-train data recorder.
When a device has been operated, it shall be latched such that it cannot return
to the normal position and shall:
a)
initiate an automatic emergency brake application
b)
alert the traincrew that the device has been operated and on which vehicle.
Following the above actions, a further additional movement of the emergency
egress device shall be required to unlock the door for manual opening when the
train is at a standstill.
B11.4 Automatic brake application override
The driver shall be able to override the automatic brake application so that the
train can be braked to a stop at a suitable location. The override mechanism
shall provide the driver with sufficient time to respond and shall not interfere with
the ability to continue to drive the train. An indicator shall be provided to remind
the driver that the emergency brake application has been overridden.
B11.5 Emergency egress reset
The features mandated in section B11.3 shall remain initiated until the egress
device has been reset. The device shall be protected from unauthorised
resetting.
B12 Selective door
operation (SDO)
B12.1 Provision of a selective door operation system
Where there are no alternative means to accommodate all doors on a train within
the length of a passenger station platform, a system of selective door operation
(SDO) shall be adopted. SDO shall be provided with controls to automatically
allow for release only of those doors that are within the available platform length.
B12.2 System for selective door operation
B12.2.1
The system of SDO shall automatically provide permission to enable a limited
number of train doors to be unlocked that are within the length of the platform.
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The relevant platform length information shall be provided by either:
a)
Track based equipment.
And / or
b)
A location based system using an on-board Global Navigation Satellite
System (GNSS) (GPS) type system to identify the location.
Where track based equipment using radio frequency identification (RFID)
beacon technology is used for SDO purposes, the information passed from the
track equipment to the train equipment shall be as set out in Appendix 2 of this
document.
Note: It is proposed to develop a new RGS to define fully this interface where
the use of RFID beacon technology is proposed. This standard does not
propose to mandate any data structure on users regarding non-RFID
beacon-based technology, for example the use of Tilt
Authorisation / Speed Supervision (TASS) or European Rail Traffic
Management System (ERTMS) balises for SDO purposes.
B12.2.2
Manual arrangements that rely solely on the train crew to control the release of
individual doors shall not be permitted as part of a SDO system, during normal
service operation.
B12.2.3
In the event of failure of the SDO system, the train operator shall have in place
arrangements to manage such failures. Arrangements for managing defective
on-train equipment are set out in GO/RT3437.
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Railway Group Standard
Power Operated External Doors on
Passenger Carrying Rail Vehicles
GM/RT2473
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Appendix 1
Guidance for measuring the closing forces of power
operated doors
This Appendix is for guidance only
a)
The vehicle should be placed on level track during the testing.
b)
The measuring points should be at the main closing edges of the door:
c)
d)
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i)
one in the middle of the door, and
ii)
one 150 mm above the lower edge of the door.
The measuring device should consist of two parts, one measuring part
which is the load cell, and one handle (see Figure 1). The load cell should
have the following characteristics:
i)
it should consist of two housings with the outer dimension of 100 mm
in diameter and 115 mm in width
ii)
inside the load cell a compression spring should be fitted between the
two housings such that the load cell can be pressed together if an
appropriate force is applied
iii)
the stiffness of the load cell should be 10  0.2 N/mm. The maximum
spring deflection should be limited to 30 mm so that a maximum peak
force of 300 N is achieved. The deviation of the reading from the
rated value should not exceed  3%.
The signal of the closing force should be recorded by means of a low-pass
filter with a limiting frequency of 100 Hz. Both the threshold of sensitivity
and the fade away threshold to limit the pulse duration should be set at
50N. At least three measurements should be taken at each of the
measuring points to determine the forces.
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Railway Group Standard
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Power Operated External Doors on
Passenger Carrying Rail Vehicles
Figure 1 Measuring device
115 mm
30 mm
100 mm
Handle
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Approach direction - 2 Bits - 01 = Up, 10 = Down - binary format
Version Number - 2 bits - binary format
Application Code - 7 bits - binary format
Correct Side Door Enable - 2 bits - 01 = Left, 10 = Right, 11= both - binary format
Platform length - 10 bits (0-1023M in 1M steps) - binary format
Station ID - 15 Bits (3 characters, 5 bits per character)- Characters are in binary format (A= binary 1)
Platform Number - 5 Bits (0-31) - binary format
D
V
A
C
L
I
P
Power Operated External Doors on
Passenger Carrying Rail Vehicles
Note : Station ID is the standard 3 digit CRS code
SDO ON/OFF - 1 Bit - 0 = Off, 1 = On - binary format
O
1st Char
2nd Char
3rd Char
O D D V V A A A A A A A C C L L L L L L L L L L I I I I I I I I I I I I I I I P P P P P
ASDO Application with 1 metre resolution platform length
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Appendix 2
Data format structure
This Appendix is mandatory.
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Power Operated External Doors on
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SDO ON / OFF – The beacon is placed level with the point along the
platform at which vehicles (fitted with readers) are permitted to release
doors (SDO ON) or prohibited from releasing doors (SDO OFF), when
the door release command is made by train crew.
Approach direction – This is provided to cater for bi-directional
operation and is programmed either up or down depending on whether
the command is associated with trains travelling in an up or down
direction.
Version number – This is the version number of the application (see
application code below) and is set to 00 by default.
Application code – This is the code to allow different applications to use
RFID technology and is set to 0000001 for RFID used for the application
of SDO.
Correct side door enable – This permits the function of correct side
door enable to be added if required for an implementation of SDO.
Platform length – This is the usable platform length.
Station ID – This is the station at which the beacon is placed and uses
the standard Computerised Reservation System (CRS) system (for
example East Croydon – ECR).
Platform number – This is the platform number at which the beacon is
placed from 0 to 31. Where stations have lettered platforms (for example
Platform A and B for Thameslink platforms at St Pancras International)
the convention below shall be used:
Platform A is allocated to number 31
Platform B is allocated to number 30
Platform C is allocated to number 29
Platform D is allocated to number 28
Platform E is allocated to number 27
Platform F is allocated to number 26
Platform G is allocated to number 25
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Railway Group Standard
Power Operated External Doors on
Passenger Carrying Rail Vehicles
GM/RT2473
Issue Two
Date
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Appendix 3
Automatic Selective Door Operation (ASDO) systems
This Appendix is for guidance only
There are three methods of automatic selective door operation (ASDO) in
use in Great Britain. These are called location based, per train control
and per vehicle control.
Each of these methods is described below and this description includes
how each method uses the data from the RFID standard data structure
set out in Appendix 2 of this standard.
Location based
This is the original system used for ASDO where the train’s GNSS (GPS)
system gives a location and from this the train uses a look-up table to
obtain the permitted number of doors that can be released at that station
(location). Where GNSS (GPS) coverage is poor or not accurate enough
(two adjacent platforms of different lengths) this is augmented by a track
system (for example Tracklink 2) providing an update of the location in
terms of station and platform length. With location based the train knows
where it is and, based on this information, selects the correct side and
number of doors. As this information could be incorrect or not present
then it requires confirmation from train crew before releasing doors. The
train crew has the ability to select a different station (override) if incorrect
or no station / platform information is provided.
The location is provided by GPS augmented by a track beacon or just a
track beacon.
When an RFID beacon is available this system can use:
Station ID (I).
Platform number (P).
Platform Length (L).
This has only been used for driver release of doors but could conceptually
be used for guard / train manager release, though it would need a display
screen to confirm door configuration being placed at each point from
which the guard / train manager is required to release the doors.
Per train control
In per train control every platform at which the train stops is equipped with
a RFID beacon and at least the front vehicle of the train is equipped with
a reader. The train is pre-programmed to open no more than the
minimum number of doors for all the platforms on the route so if no
beacon is present it fails safe. When the train passes over the beacon
the usable platform length is read by the train and the number of doors
associated with that length will be released.
For SDO the RFID beacon provides:
Platform length (L)
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Power Operated External Doors on
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For associated correct door enable the RFID beacon provides:
Correct side door enable (C).
Approach direction (D) *.
* Used for bi-directional working only.
As this fails safe, a check by crew is not required and so it is being
proposed for use by driver or guard release of doors.
Additionally the following information may be used if required:
Station ID (I).
Platform number (P).
This system fails safe in that, if a beacon is not read, then the minimum number of
doors that can be accommodated at every station at which that train stops are
released.
The system is reset by the train detecting it has left a station and so all door are set to
SDO OFF.
This system can be easily applied to both driver and guard / train manager as the
system does not require train crew to view the door configuration before releasing
doors.
Per vehicle control
In per vehicle control each platform is fitted with a beacon at entry and each vehicle is
fitted with a reader. If a vehicle passes over a beacon (programmed SDO ON) then
the doors are prepared on that vehicle (release only occurs after the train crew operate
the release pushbuttons). The system is reset by the train detecting it has left a
station and so all doors are set to SDO OFF.
For SDO the RFID beacon provides:
SDO (ON)
For associated correct door enable the RFID beacon provides:
Correct side door enable (C)
Approach direction (D)
A feature, not used at present by the per vehicle system but available, is for an SDO
OFF beacon to be placed at the end of a platform to address the situation where the
front of the train is not in the platform.
The system fails safe in that, if no beacon is present or detected, then no doors on the
train are enabled.
This system can be easily applied to both driver and guard / train manager as the
system does not require train crew to view the door configuration before releasing
doors.
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Superseded by RIS-2747-RST Iss 1 with effect from 04/03/2017
Railway Group Standard
Power Operated External Doors on
Passenger Carrying Rail Vehicles
GM/RT2473
Issue Two
Date
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Page
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References
GM/RT2004
Railway Group Standards and other Railway Group Documents
Requirements for Rail Vehicle Maintenance
GM/RT2045
Braking Principles for Rail Vehicles
GM/RT2100
Structural Requirements for Railway Vehicles
GM/RT2149
Requirements for Defining and Maintaining the Size of Railway Vehicles
GM/RT2162
Traincrew Access to and Egress from Railway Vehicles
GM/RT2177
Emergency and Safety Equipment and Signs on Rail Vehicles
GM/RT2185
Train Safety Systems
GM/RT2456
Structural Requirements for Windscreens and Windows on Railway Vehicles
GM/RT2457
Structural Requirements for Doors and Gangways on Railway Vehicles
GO/RT3437
Defective On-Train Equipment
GE/GN8577
Guidance on the Application of Selective Door Operating Systems
The Catalogue of Railway Group Standards gives the current issue number and
status of documents published by RSSB. This information is also available from
www.rgsonline.co.uk.
Other References
Rail Vehicle Accessibility Regulations, 1998
Rail Vehicle Accessibility (Amendment) Regulations 2000 / 3215
Railway Safety Principles & Guidance, Guidance on Trains, HS(G) 153/7,
ISBN 0717608689
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