Gmrt2130 Iss 3

Uncontrolled When Printed Document comes into force 05/03/2011 Supersedes GMRT2130 Iss 2 on 05/03/2011 Railway Group Standard
GM/RT2130 Issue Three Date December 2010
Vehicle Fire, Safety and Evacuation
Synopsis This document mandates requirements for the provision of rail vehicle fire safety and evacuation arrangements. In particular, it addresses matters of rail vehicle design associated with fire safety, diesel propulsion, emergency lighting, emergency and safety equipment, emergency and safety information and emergency evacuation. 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.
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, and excludes all 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 2010 Rail Safety and Standards Board Limited
Uncontrolled When Printed Document comes into force 05/03/2011 Railway Group Standard Supersedes GMRT2130 Iss 2 on 05/03/2011 GM/RT2130 Issue Three Date December 2010 Vehicle Fire, Safety and
Evacuation
Issue record
Issue One Date June 2008 Comments Original document Supersedes GM/RT2120, GM/RT2176, GM/RT2177, GM/RT2300, GM/RT2462, AV/ST9002 and AV/ST9005 Replaces issue one Small scale change amendment addition of clause 8.2.2.2 Replaces issue two Small scale change amendment withdrawal of 6.5.3, and revision of clauses 6.5.2 and 8.2.2.1
Two
August 2009
Three
December 2010
Amended or additional parts of revised pages have been marked by a vertical black line in the adjacent margin.
Superseded documents
The following Railway Group documents are superseded, either in whole or in part as indicated: Superseded documents Sections superseded All Date when sections are superseded 05 March 2011
GM/RT2130, issue two, August 2009 Vehicle Fire, Safety and Evacuation
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 enquiries@rssb.co.uk. Other Standards and associated documents can also be viewed at www.rgsonline.co.uk.
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Contents
Section Part 1 1.1 1.2 Part 2 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 2.10 2.11 2.12 2.13 2.14 2.15 Part 3 3.1 Part 4 4.1 4.2 4.3 4.4 4.5 Part 5 5.1 5.2 5.3 5.4 Part 6 6.1 6.2 6.3 6.4 6.5 6.6 Part 7 7.1 7.2 7.3 Part 8 8.1 8.2 8.3
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Description Purpose and Introduction Purpose Introduction Fire Safety Vehicle fire performance categories General requirements Safeguarding continued operation in the event of fire Reducing the risk of ignition Reducing the risk of fire development Fuel systems and storage Equipment cubicles and equipment cases Penetrations through floors or fire barriers Material fire performance categories and selection Layered materials and assemblies Testing of materials, components and assemblies Fire protection Emergency stop and isolation devices Retaining and upgrading fire performance during modifications Retaining fire performance during maintenance Engine Exhaust Engine exhaust Requirements for Emergency Lighting General requirements for emergency lighting Emergency lighting in passenger saloons Emergency lighting at egress points Emergency lighting in escape routes Emergency lighting adjacent to emergency equipment Requirements for Emergency and Safety Equipment General requirements Services operating on dc electrified lines Specific rail applications Examination and testing Requirements for Emergency and Safety Information Provision of information General signage requirements Information for passengers Positioning Materials Review and evaluation Requirements for Evacuation Vehicle design for evacuation and escape Side evacuation End evacuation Application of this document Application infrastructure managers Application railway undertakings Health and safety responsibilities
Page 5 5 5 7 7 7 8 9 10 10 11 12 12 14 16 16 21 22 22 24 24 25 25 25 26 27 27 28 28 28 29 29 30 30 30 30 31 31 31 32 32 33 33 35 35 35 35
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36 36 37 38 42
Appendices Appendix A Appendix B Definitions References Figures Figure 1 Figure 2
Properties of Interior and Exterior Surfaces and Materials Test Pulse
Direction of engine exhaust Location of vestibule emergency lighting
24 26
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Part 1
1.1
1.1.1
Purpose and Introduction

Purpose
This document mandates requirements for the provision of rail vehicle fire, safety and evacuation arrangements. In particular, it addresses matters of rail vehicle design associated with fire safety, diesel propulsion, emergency lighting, emergency and safety equipment, emergency and safety information and emergency evacuation.
1.2
1.2.1
Introduction
Background 1.2.1.1 The implementation of the Technical Specifications for Interoperability (TSIs) mandated through a series of European Union Directives has resulted in a review of all requirements mandated in Railway Group Standards. 1.2.1.2 Under the Strategy for Standards Management, Rail Safety and Standards Board (RSSB) has given a commitment to review all of its standards with a view to mandating only those requirements that define the interface and the need for co-operation between different categories of duty holder to manage risk safely. A review of the requirements set out in a suite of standards associated with fire safety and evacuation on rail vehicles has resulted in a revised Railway Group Standard on this topic.
1.2.1.3
1.2.2
Principles 1.2.2.1 The requirements of this document are based on one of the following principles: a) This document only mandates those requirements that define the interface and the need for co-operation between different categories of duty holder to manage risk safely. This document only mandates requirements that are necessary to support an Open Point in a TSI and meet an essential requirement of the relevant EU Directive. This document only mandates requirements that are necessary for interworking on non-TSI compliant GB infrastructure.
b)
c) 1.2.3
Support to Essential Requirements 1.2.3.1 The EU Directives applicable to Interoperability mandate that each TSI is required to address a number of essential requirements. In supporting specific open points in Rolling Stock TSIs, in particular the as yet un-published Conventional Rolling Stock TSIs, the following essential requirements are addressed. 1.2.3.2 The Directive 2001/16/EC of the European Parliament and of the Council of 19 March 2001 on the interoperability of the conventional rail system together with the consolidated legal version (without preamble) according to Directive 2004/50/EC of 29 April 2004 contains within Annex 3 Essential Requirements the following relevant essential requirements: 2.4. Rolling stock 2.4.1. Safety Emergency exits must be provided and indicated. Appropriate provisions must be laid down to take account of the particular safety conditions in very long tunnels. An emergency lighting system of sufficient intensity and duration is compulsory on board trains.
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2.4.2. Reliability and availability The design of the vital equipment, of the running, traction and braking equipment and of the control and command system must be such as to enable the train to continue its mission, in a specific degraded situation, without adverse consequences for the equipment remaining in service. 1.2.4 Supporting documents 1.2.4.1 The following Railway Group documents support this Railway Group Standard: GM/RC2530 Recommendations for Rail Vehicle Fire Safety GM/RC2531 Recommendations for Rail Vehicle Emergency Lighting GM/RC2532 Recommendations for Rail Vehicle Emergency and Safety Equipment GM/RC2533 Recommendations for Rail Vehicle Emergency and Safety Information GM/RC2534 Recommendations for Rail Vehicle Emergency Evacuation
1.3
Approval and authorisation of this document

1.3.1 1.3.2 The content of this document was approved by Rolling Stock Standards Committee on 03 September 2010. This document was authorised by RSSB on 29 September 2010.
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Part 2
2.1
2.1.1
Fire Safety
Vehicle fire performance categories
The fire performance of a vehicle shall be appropriate to its operational risks. Two categories of vehicle, in ascending order of fire risk and of the consequences of fire, are defined as follows: a) Category A Category A fire safety rolling stock operating on infrastructure with tunnels and / or elevated sections of maximum length of 5 km. Successive tunnels are considered as one tunnel unless both of the two following requirements are fulfilled: i) ii) b) The separation between them in open air is longer than 500 m There is an access / egress facility to a safe area within the open section.
Category B Category B fire safety rolling stock operating on all infrastructure (including those with tunnels and / or elevated sections with lengths exceeding 5 km) or that is designed and built to operate specifically to provide sleeping accommodation for passengers or other personnel.
2.1.2
All requirements set out in this document apply to Category A and B vehicles unless specifically limited to Category B vehicles. Clauses identifying the additional requirements relevant to category B vehicles are as follows: a) b) c) d) e) 2.3.2 2.3.3 2.3.4 2.12.3.1 2.12.7.2.
2.1.3
The above categories have been aligned with the categories used in the TSIs.
2.2
General requirements
2.2.1 Railway vehicles shall be designed and constructed to reduce as far as reasonably practicable the reasonably foreseeable risks of ignition and fire development, under normal operating conditions, fault conditions and when subjected to attempted arson. Railway vehicles shall be maintained so that the risks of ignition and fire development, under normal operating conditions, fault conditions and when subjected to attempted arson, are reduced as far as reasonably practicable. A means of visually assessing whether fire is present shall be incorporated in doors in fire barriers that are part of an escape route (such as bulkhead doors between vestibules and engine compartments). This allows a visual assessment of the situation beyond a barrier or a partition to be made as a means of determining whether an area is safe to enter for escape or fire fighting, without exposure to direct risk from the fire or without the risk of the fire immediately
2.2.2
2.2.3
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escaping into the adjacent area. Where a means of visual assessment is provided it shall meet the conformance requirements of the fire barrier. 2.2.4 In the event of a fire developing, the vehicle design configuration and the materials used in its construction shall ensure, as far as reasonably practicable, that: a) b) The required mechanical strength of the vehicle main structure is retained. The rates of fire propagation, of flame spread, heat release and of smoke and toxic gas emissions are sufficiently low as to: i) Enable people not to be unduly hindered in their escape and evacuation to a position of ultimate safety, taking account of the specific operational characteristics of the category of vehicles as described in 2.1. Reduce as far as is reasonably practicable the effects on the railway infrastructure and on railway operations.
ii) 2.2.5
The high level objectives set out in 2.2.1 - 2.2.4 inclusive are deemed to have been satisfied by compliance with the detailed requirements in Part 2 of this document.
2.3
Safeguarding continued operation in the event of fire

2.3.1 The vehicle design shall, taking account of the specific operational characteristics of the category of vehicle as described in 2.1, incorporate such protection as necessary to ensure that, as far as is reasonably practicable, the vehicle can continue to be operated and brought to a stand safely at a safe location in the event of a fire developing. The protection will also provide increased opportunity for other actions to be put in place prior to fire prejudicing the safety of the infrastructure and its users. The protection shall be by means of: a) b) A fire barrier providing protection for each cab, where present, from fire in the remainder of the vehicle as set out in 2.3.2. The fire resistance of those train systems which are essential for bringing the vehicle to a stand safely, at a safe location, in the presence of fire. Such train systems, enabling the continued operational integrity, include train control and braking. It is permissible for such fire resistance to be achieved by shielding of the system, location of critical components (for example cables) in an area inaccessible to fire within the specified time, or by choice of material for the system components (see 2.3.3).
2.3.2
For category B vehicles the fire barrier shall achieve a 20 minute integrity and insulation in accordance with BS 476 Part 20 and Part 22 or BS EN 1363-1:1999 partition test. For category A vehicles the fire barrier shall achieve a 15 minute integrity and insulation in accordance with BS 476 Part 20 and Part 22 or BS EN 1363-1:1999 partition test. It is permissible for that section of a fire barrier located within the roof space to be exempt from the insulation requirements provided that no other material is in contact with the barrier that could be ignited by the heat transfer from the fire through the barrier. Train systems which are vital to the continued operation of a train in the event of fire, such as train control and braking, shall be protected against the effects of fire. Elements of such systems that would be vulnerable to fire shall, in the case of category B vehicles, achieve 20 minutes integrity to BS 476 Part 20 and Part 22 or BS EN 1363-1:1999 partition test. Elements of such systems in the case of category A vehicles shall achieve 15 minutes integrity to BS 476 Part 20 and Part 22 or BS EN 1363-1:1999 partition test.
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2.3.3
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2.3.4
The essential and emergency train egress systems, such as door controls, gangways and passenger communication equipment (including public address equipment and other equipment to facilitate communication between passengers and crew) that are outside the vicinity of the fire, shall continue to function normally for 15 minutes for category A vehicles and 20 minutes for category B vehicles.
2.4
Reducing the risk of ignition

2.4.1 To reduce the risk of ignition, the design of the vehicle and its equipment (either located inside the vehicle or located outside) shall include an assessment of normal operation and foreseeable failure modes to demonstrate that the potential for ignition has been addressed. The overall design configuration of a vehicle, including its structures, systems, equipment, components and materials, and their relative positions and proximities to each other, shall be arranged so that the resistance to the onset of fire is managed. Potential equipment and component failure modes, and their potential interactions, shall be taken into account in assessing and minimising fire risk. Except where functionality demands otherwise, sources of heat and ignition such as internal combustion engines, electrical equipment, braking systems, cooking equipment, heaters and hot surfaces, shall be separated from flammable fluid systems and lubricating oil systems along with associated tanks, pipework and ancillary equipment by physical distance or suitable barriers. Any potential leakage or seepage of flammable liquids shall be managed. This shall include consideration of flexible pipes or joints in the lines used for circulation or distribution of pressurised fluids. Equipment containing flammable liquid, such as fuel and oil tanks, transformers, hydraulic systems, and their associated pipework, shall be either: a) Or b) 2.4.5 Protected against risk of puncture. Of proven durability for its environment
2.4.2
2.4.3
2.4.4
Where sparks are inherent to normal vehicle operation, shielding shall be provided to prevent ignition of combustible materials by such sparks. Particular attention shall be given to mechanical sources below the floor of the vehicle. Examples of such mechanical sources include cast iron brake blocks, and rail grinding equipment. Where there are sources of heat within a vehicle, such as heaters and cooking appliances, precautions shall be taken to ensure that they do not present a fire hazard. The temperature of touchable surfaces of vehicle heaters in passenger saloons shall not exceed 60 C. The temperature of touchable surfaces of vehicle heaters in driving cabs and other crew / staff areas of rail vehicles shall not exceed 80 C. Adjacent combustible materials shall be protected. Vehicles shall be designed so as to reduce places where flammable debris or litter could accumulate. Internal to the vehicle particular attention shall be given to areas in proximity to sources of heat, ignition and air flow. External to the vehicle, particular attention shall be given to the filling and drainage points for systems containing flammable fluids. Attention shall also be given to areas around under-slung diesel engines, fuel lines, heat sources, and sources of arcing.
2.4.6
2.4.7
2.4.8
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2.5
Reducing the risk of fire development

2.5.1 The design of the vehicle and the installation of its systems shall eliminate features that could encourage fire development. The design shall take account of, as a minumum, the following requirements: a) Layout of systems and equipment Except where functionality demands otherwise, the position, orientation and proximity to each other of the vehicle systems, equipment, components and materials, located inside or outside the vehicle, shall be arranged such that the potential for flame spread, and thus for the promotion of fire development, is reduced. b) Accumulation of flammable dust in ducting Vehicles shall be designed to provide access for periodic cleaning to ducting in which dust is likely to accumulate. Such ducting includes that provided for environment control (especially passenger systems, even though these are likely to be more extensive and complex), equipment ventilation or fume extraction. 2.5.2 The potential for the spread of associated smoke and toxic fumes shall be considered in the design and configuration of systems for heating, ventilation and air-conditioning. Litter bins in vehicles shall be designed to be capable of containing an internal fire. They shall be constructed using materials which have a 10 minute integrity when tested to BS 476 Part 20 and Part 22 or BS EN 1363-1:1999 partition test. Fire and smoke barriers shall be installed in vehicles to delay the spread of fire and its combustion products at locations where fire development could be rapid and the ability of people to escape could be unacceptably impaired. These barriers shall be sited in a vehicle such that they: a) Delay the spread of fire and combustion products between vehicles with a vehicle / vehicle performance according to the category of the vehicles as set out in 2.3.2. Delay the penetration of fire from underneath the floor of a vehicle into the vehicle interior. Floor fire barriers shall achieve a 20 minute integrity and insulation in accordance with BS 476 Part 20 and Part 22 or BS EN 1363-1:1999 partition test. Delay the spread of fire and combustion products into areas where the driver and traincrew carry out their operational duties under emergency conditions (such as driving the train to a safe place for evacuation and initiating an evacuation), and to safeguard their escape routes from those areas on completion of those duties. The fire barrier performance shall be in accordance with the category of the vehicles as set out in 2.3.2.
2.5.3
2.5.4
b)
c)
2.5.5
Doors in fire barriers shall be self-closing. However, the passage of people through such doors shall not be impeded by that feature.
2.6
Fuel systems and storage

2.6.1 The fuel installation shall be so designed and constructed that its components are able to resist internal and external corrosion phenomena to which they are exposed.
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2.6.2
Risks from fuel storage on the vehicle are reduced by achieving the following: a) b) c) The fuel tank(s) shall be made of a fire-resistant material. A fire barrier shall be provided to separate the fuel tank(s) from passenger compartments. The fuel tank(s) shall be placed so as to ensure that any fuel leaking from the tank(s), its filler hole or its pipe connections does not come into direct contact with any source of ignition. Fuel tanks shall not be located forward of the leading bogie of a vehicle which could be the leading vehicle in a train formation. Fuel tanks shall not be located directly adjacent to a bogie, in order to reduce the probability of the vehicles bogie prejudicing the integrity of the fuel tank in the event of an accident or derailment. Where it is not possible to install other equipment to separate the fuel tank from the bogie, and where locating away from the bogies is not practicable, there shall be sufficient clearance between the bogie and the fuel tank to permit full unconstrained rotation of the bogie prior to it coming free of the centre pivot, in the case of derailment, without impacting the fuel tank. Fuel tanks shall either: i) Or ii) g) Be adequately protected from stray arcs (for example, by a suitably proven arc barrier material). Not be located in the vicinity of dc power lines where there is a danger of stray arcs occurring
d) e)
f)
Where externally mounted fuel lines supplying fuel under pressure are vulnerable to impact, they shall be provided with cut-off devices, (see also 2.14.1).
2.7
Equipment cubicles and equipment cases

2.7.1 When installed in areas accessible by passengers or traincrew, equipment cubicles and equipment cases containing electrical equipment that does not meet the requirements for minor materials set out in Appendix A and is sealed to preclude oxygen from entering to feed a fire inside shall be constructed of a material which achieves a fire resistance performance of 10 minutes when tested in accordance with BS 476 Part 20 and Part 22 or BS EN 1363-1:1999 partition test. It is permissible to use intumescent material to obtain a seal. Where the cubicle or case meets these requirements no specific requirements are given for the individual electrical components. When installed in areas accessible by passengers or traincrew, and where an electrical equipment cubicle or equipment case is not sealed and the individual components located within the equipment cubicle or equipment case do not meet the requirements for minor materials set out in Appendix A, the cubicle or case shall be constructed of a material which achieves a fire resistance performance of 15 minutes (class A vehicles) or 20 minutes (class B vehicles) when tested in accordance with BS 476 Part 20 and Part 22 or BS EN 1363-1:1999 partition test. Additional measures shall be implemented to prevent fire propagation into the remainder of the vehicle where the ventilation paths through the cabinet could facilitate this.
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2.7.2
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2.7.3
Where an electrical equipment cubicle or equipment case contains individual components all of which meet the requirements for minor materials set out in Appendix A, the cubicle or case shall be constructed of materials which satisfy the requirements of 2.9.4.
2.8
Penetrations through floors or fire barriers

2.8.1 Penetrations through the floor or fire barrier (such as cables, pipes or ducting), shall not prejudice the conformance of the floor or fire barrier.
2.9
2.9.1
Material fire performance categories and selection

Vehicle fire performance criteria 2.9.1.1 Vehicles shall, unless stated otherwise in this document, satisfy, as a minimum, one of the following requirements: a) b) Surfaces and materials shall have fire properties as set out in Appendix A. The performance of the vehicle shall be at least equivalent to that of a vehicle which is fully compliant with a) above. This equivalence shall be demonstrated in terms of the same aspect of fire performance.
2.9.1.2
It is permissible to exclude the following externally-mounted components from the requirements of this standard: a) b) Rubber suspension elements, for example airsprings, auxiliary springs and equipment mountings Hoses and similar components associated with the engine and its auxiliaries that are located within the scope of the engine fire protection system.
2.9.2
Assessment of materials for selection 2.9.2.1 Combustible materials and component parts used in the construction of a vehicle, including coated metallic items and gangway materials, shall be assessed for fire performance to ensure that they are compatible with the operational risks of the applicable vehicle category. The influence of materials and component parts on the fire performance of the vehicle as a whole shall be taken into account. 2.9.2.2 In assessing the fire performance of materials, the following aspects of fire behaviour shall be taken into account: a) b) c) d) e) f) Ignitability Rate of surface spread of flame Rate of heat release Smoke generation Toxic fume emission Release of other harmful products.
2.9.3
Juxtaposition of materials 2.9.3.1 The following design considerations shall be taken into account when selecting materials and component parts for fire performance, such that they meet the requirements of 2.9.1: a) The quantity and type of each material
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b) c) d) e) 2.9.4
The position, configuration and orientation of each material The ways in which materials are combined and joined, together with the means and substances employed The mechanical strengths of components in a fire, including structural members and fire barriers The effects of air flows, including flows from open windows and flows from forced ventilation and air-conditioning systems.
Classification of materials - reaction to fire 2.9.4.1 For the purpose of appraising fire performance and with the considerations of 2.9.1 and 2.9.2, materials shall be classified for assessment into types, determined by their orientation in or on the vehicle. This is a critical factor in establishing the risk in the event of a fire. 2.9.4.2 Surfaces shall therefore be classified in accordance with the decreasing order of fire risk as follows: a) b) c) 2.9.4.3 2.9.4.4 Horizontal prone (HP) for ceiling-like surfaces downward facing surface within 45 of the horizontal Vertical (V) for wall-like surfaces within 45 of the vertical Horizontal supine (HS) for floor-like surfaces upward facing surface within 45 of the horizontal.
HP and V surfaces shall only be further classified as a limited extent surface (L surface) as indicated below. A surface shall only be classified as a HPL surface when the maximum horizontal extent of the surface is less than 1 m and there is no point on its surface which is closer to any other limited extent surface than a distance measured in any direction, equal to its maximum horizontal extent. A surface shall only be classified as a VL surface when the maximum vertical extent of the surface is less than 1 m and there is no point on its surface which is closer to any other limited extent surface than a distance measured vertically upwards, equal to its maximum vertical extent. It shall be noted that in areas where an extended HP surface does not exist for example the underside of a seat shell or a small area within a larger area that is fully in accordance with the appropriate values, then it is permissible to relax the values to those applicable to a VL surface. An item or material, unless specifically classified otherwise in the above classification scheme, shall be considered as a surface if its exposed surface 2 area exceeds 0.2 m or if its mass exceeds 500 g (vehicle interior applications) or 2 kg (vehicle exterior applications). If the item or material has a mass or surface less than this, then it may be considered as a minor usage material. If the mass of a material is greater than 500 g and its geometry does not allow it to be readily identified in any of the above categories, then the requirements for a V surface shall be applied. Materials having a mass of less than 100 g (vehicle interior) or less than 400 g (vehicle exterior) and which are not themselves a surface are unclassified in terms of fire performance. However, grouping considerations shall be applied to minor usage materials to ascertain if they are to be treated as a surface. In
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2.9.4.5
2.9.4.6
2.9.4.7
2.9.4.8
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considering groupings of minor usage materials, if there is a separation of 0.5 m for a HP or V surface and a separation of 0.2 m for a HS surface between any two minor usage materials then it is permissible to consider them on an individual basis. If such separation is not achieved then they shall be considered as a single material. 2.9.5 Products of combustion 2.9.5.1 The use of materials that contain known toxic chemical groups, or that produce gases or fumes during combustion or smouldering that are toxic or impair peoples abilities to escape, such as halogenated compounds, shall be excluded wherever possible. A nationally or internationally recognised assessment protocol, (for example, as set out in BS 6853) defining appropriate criteria and respective test methods, shall be used.
2.10
2.10.1
Layered materials and assemblies

General requirements 2.10.1.1 Layered materials and assemblies, including seat components and seat assemblies, shall be in accordance with the requirements of 2.9.1 for the appropriate surfaces. The design shall take account of, as a minimum, the following requirements set out in 2.10.2 to 2.10.7. Layered materials 2.10.2.1 Particular attention shall be given to ensuring that the integrity of layered materials can be maintained in situations where the overall performance depends on the use of fire-resistant outer layers to protect non-compliant inner layers. 2.10.2.2 Layered materials, whether in isolation or forming part of an assembly, shall be tested as single assemblies which reflect the installed condition, including air gaps, as far as reasonably practicable within the limitations of the test protocol. 2.10.2.3 Examples of layered materials include but are not limited to: a) b) Sandwich panels with combustible cores Floor coverings on combustible substrates.
2.10.2
2.10.3
Assemblies 2.10.3.1 For all materials, whether layered or not, which are juxtaposed in a design so as to form an assembly, there shall be an assessment to ensure that there are no special features which would cause the requirements set out in 2.9.1 not to be met. That assessment shall, where necessary in order to demonstrate compliance with the requirements set out in 2.9.1, include assembly tests which allow the following aspects of performance to be evaluated as appropriate: a) b) c) Vertical voids which form chimney effects between floors and ceilings Pool fires resulting from the melting of materials Delamination.
2.10.3.2 One example of such assemblies is the wall-to-wall corner in which the materials forming the vehicle wall abut the materials forming the end partition and are an assembly only by reason of their being fixed together at the adjoining corner. 2.10.3.3 Where vertical voids are blocked to avoid chimneys between floor and ceiling by using an appropriate number of horizontal partitions (not necessarily fire barriers) to resist the spread of heat, smoke and fire, they shall be made from suitable firePage 14 of 42
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resisting materials and shall compartmentalise the void. Such voids shall meet the requirements of Appendix A, surface category C, where applicable. 2.10.4 Seats 2.10.4.1 Seats shall be tested as a complete entity and, in addition, the rate of heat release shall be determined for the composite of materials used for the seat cushion and seat back cushion as described below: a) All seat trim shall be fire tested using an ignition source Crib 7 in accordance with BS 5852 section 5, with the ignition source placed on the seat cushion at the junction with the seat back cushion and on the longitudinal centreline of the seat, and / or at other locations as appropriate such that a worst case test is applied. i) Seating which consists of a seat cushion without a seat back cushion shall be fire tested in accordance with BS 5852 section 5, with the ignition source placed at 100 mm from the rear edge of the cushion on the longitudinal centreline of the seat, and / or at other locations as appropriate such that a worst case test is applied. Where a seat shell does not provide a complete fire barrier to the underside of the cushion, the seating shall be fire tested in accordance with BS 5852 with the ignition source placed at floor level under the centre point of the seat cushion. This test is not required for seats in driving cabs and operator seats. Seating with a tip-up seat cushion shall be subjected to each appropriate test above with the cushion in the seated position. A minimum of three consecutive seats shall satisfy the compliance criteria for each appropriate fire test.
ii)
iii) iv) b)
The seat cushion and seat back cushion composites shall be tested in accordance with the requirements of ISO 5660:1993 Part 1. The test shall 2 be carried out with a heat flux of 25 kW/m in the case of the cushion and 2 35 kW/m in the case of the seat back cushion, the sampling intervals shall not exceed 2 s and the data shall be collected for an elapsed time of not less than 1200 s. The seat shell shall meet the requirements for vertical surfaces set out in Appendix A of this document. Any ancillary parts of the seat (for example, arm rests, seat-back tables) shall be tested in accordance with the applicable requirements set out in Appendix A of this document.
c) d)
2.10.5
Seats in driving cabs or operator seats 2.10.5.1 Seats provided for drivers or operators of equipment shall meet the requirements set out in 2.10.4.1 a), c) and d) except where it is demonstrated that compliance would prejudice other safety-critical operational requirements (for example, vibration attenuation). Where the fire performance cannot be met, evidence shall be produced and recorded demonstrating that the risk is mitigated by the provision of fire extinguishing equipment and by other precautions appropriate to the particular installation; for example, the isolation of equipment when the seat is not used and the protection of the seat from sources of radiant heat.
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2.10.6
Windscreen anti-spall protection films 2.10.6.1 There are no specific requirements for fire performance of films attached to the cab windscreen for anti-spall protection of the driver. The risk of such films contributing significantly to a fire in the cab is considered far lower than the risk of the driver being injured by spalling of the windscreen in the event of an impact. The fire risk is also mitigated by the mandatory installation of a fire extinguisher accessible to the driver as set out in 2.12.2. Adhesive films 2.10.7.1 Adhesive films (typically called vinyls) used internally or externally as surface coverings or decorative surfaces shall meet the requirements set out in Appendix A appropriate to their size and usage in accordance with the definitions of a minor material, a surface or an unspecified material set out in the definitions section of this document. 2.10.7.2 Anti-graffiti coatings used on the films and multi-layering (or overlapping) of films shall not affect the compliance of the installed film.
2.10.7
2.11
Additional testing of materials, components and assemblies

2.11.1 2.11.2 Where compliance with 2.9.1.1 a) cannot be demonstrated, it is permissible to carry out additional tests in accordance with BS 476 Part 15. . Where a proposed vehicle construction is innovative, or departs significantly from normal practice (for example adhered composite vehicles or those proposed to have a reinforced plastic monocoque structure), then representative full size fire tests shall be carried out to ensure that no unacceptable fire risks are being introduced. The tests shall be consistent with the degree of innovation and the performance requirements of the vehicle category.
2.12
2.12.1
Fire protection
General requirements 2.12.1.1 Fire protection, as described below, shall be specifically determined for: a) b) c) Any vehicle on which people are carried Any other vehicle, or area of a vehicle, where the risk to people from fire would be considered to be unacceptably high if no protection was present The infrastructure.
2.12.1.2 In determining the fire protection for a vehicle, an assessment of the risks shall be undertaken to identify: a) b) c) d) e) What is to be achieved What the risks are How they can be addressed Possible failure modes of the system Maintenance activities necessary to ensure continued functionality.
2.12.1.3 Fire protection systems fitted to vehicles shall: a) Operate consistently when activated, in all modes of operation and under all operating conditions
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b) c)
Not initiate false activations at a frequency that will result in a loss in credibility of the system In areas of high risk, be designed to be triggered by the fire itself in the event of a failure of the detection system, for example, by use of a temperature-sensitive fusible plug or plugs.
2.12.2
Portable fire protection 2.12.2.1 Portable fire extinguishers shall be provided: a) b) c) In all driving cabs Within, or adjacent to, accommodation provided for staff on passenger trains In vehicles with catering equipment (excluding at-seat service catering trolleys).
2.12.2.2 In passenger carrying vehicles, and other areas where staff have regular access, portable fire extinguishers or fire blankets shall be provided. In situations where there is a high risk of vandalism, consideration shall be given as to whether the extinguishers should not be available to passengers. 2.12.2.3 Fire blankets shall be provided in vehicles with catering equipment where overheated food or the use of cooking oil could cause a fire. 2.12.3 Fire protection systems incorporating automatic elements 2.12.3.1 On category B vehicles where there is accommodation designed to enable people to sleep, a fixed fire protection system shall be provided incorporating, as a minimum, automatic detection and audible warning to alert those persons on board the vehicle. Additionally, the system shall incorporate either manual release of extinguishing agent or portable extinguishers or fire containment. 2.12.3.2 Fire protection systems incorporating automatic fire detection and alarm capability and either fire extinguishment or fire containment shall be fitted to: a) b) Any area of a vehicle which contains operating equipment using combustion of fuel as a source of power or source of heating. High risk areas of vehicles which are uncontrolled or not intended for continuous occupation, in which fires could rapidly develop unnoticed to proportions hazardous to the infrastructure. Compartments or rooms within the vehicle for the specific purpose of containing electrically powered equipment, or instrumentation, for measuring or monitoring the infrastructure or the performance of other vehicles (but not relating to the temporary installation of instrumentation of no material consequence to the vehicle). Areas with catering equipment for the heating or cooking of food except where that equipment generates heat within the food rather than applies heat to the food (for example, microwave equipment). Any other area of a vehicle which is considered to represent a fire risk comparable to the above.
c)
d)
e)
2.12.3.3 Fire extinguishers fixed to the vehicle and intended for operation from that fixed position shall operate correctly with the vehicle in its normal orientation or on its side.
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2.12.3.4 The securing of portable fire extinguishers to the vehicle by straps or other devices, for safe stowage when not in use, does not bring them within the category of fixed extinguishing systems. 2.12.3.5 Specific requirements relating to extinguishment and delay of extinguishment are set out below in 2.12.5. 2.12.3.6 Fire detectors used in order to satisfy the above requirements shall be of a type having proven reliability when used on railway vehicles, taking into account the operational and vibrational environment likely to be encountered. 2.12.4 Alarms 2.12.4.1 Alarms - general requirements:
a)
Alarm systems used in order to satisfy the above requirements shall, except in the case indicated below, incorporate an audible warning system to alert the traincrew and staff at their normal working locations. There shall be a means of indicating the affected vehicle(s) to the traincrew, though this requirement shall not apply to locomotives working in multiple at the head end of a train or on-track machines (OTMs). It is permissible for this indication to be provided externally (in which case it shall be sufficiently distinguishable from the normal operation of exterior door indicator lights which could all be illuminated because of operation of the emergency door release mechanisms) provided that the indicator is positioned so that it can be seen by a crew member looking along the outside of the train from ground or platform level. In the case of compartments set out in 2.12.3.2 b), c) and d), if in close proximity to an area intended to be continuously occupied, the alarm shall be audible in the adjacent occupied areas but remote indication to the traincrew is not required. There shall be a facility to enable the alarms to be tested. All passenger vehicles with a fixed fire protection system shall incorporate an audible warning system to alert the traincrew in the event of a fire being detected. There shall be a means of indicating the affected vehicle(s) or sleeping car compartment, and there shall be a facility to enable the alarms to be tested.
b)
c)
d)
2.12.4.2 Specific alarm requirements for locomotives:

a)
A fire alarm shall be audible in all areas of the cabs under all vehicle operating conditions. An audible alarm and, where appropriate, a warning lamp shall be fitted so as to alert persons within the body of the locomotive or in the immediate vicinity outside of imminent activation of the fire extinguishing system. Audible alarms shall produce a sound level not less than 5 dB above the noise level produced when the engine is idling and other equipment operating normally. When the system is in an alarm state, all fire alarms / warning lamps on the locomotive shall operate; when in multiple operation this shall include all locomotives; when a locomotive is being driven remotely the fire alarm shall sound in the cab from which the locomotive is being driven.
b)
c)
2.12.4.3 Specific alarm requirements for diesel multiple units:
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a)
Each driving cab and other compartments provided for persons having responsibility for the train shall be fitted with a fire alarm, which shall be audible from everywhere within those areas under all vehicle operating conditions. The alarm shall also be audible in the immediate vicinity outside the vehicle, at a level not less than 5 dB above the noise level produced when the engine(s) are idling and other equipment is operating normally. When the fire protection system is in an alarm state only the fire alarms on the vehicle and in the operative cab shall sound.
b) 2.12.5
Extinguishment 2.12.5.1 General: a) The design of a fixed or portable fire extinguishing system shall take into account: i) ii) iii) The location of likely ignition sources and their likely magnitude. The potential for fire development. The time required to detect the fire and release the extinguishing medium, including the effect of any delay introduced by operating requirements or by the need to reduce vehicle speed and / or switch off forced ventilation systems in order to reduce air flow velocities etc. The potential for re-ignition. The need to ensure that no unacceptable risk is generated by its operation or by its designated location.
iv) v) b)
Where a vehicle will always operate manned in service, the extinguishing system, where fitted, shall consist of portable extinguishers and / or a manually operated or automatically operated fixed installation. Where a vehicle could operate in service unmanned, the release of the extinguishing system, where fitted, shall be automatic, or be capable of being triggered by a member of the traincrew from the driving cab, following receipt of the fire alarm signal. This requirement in respect of unmanned vehicles does not apply to the following: i) ii) iii) Locomotives coupled together, working in multiple, where one of the locomotives does not have its own dedicated driver. Underfloor engined diesel multiple units. Situations where equipment using combustion of fuel as a power or heating source is in operation only when the vehicle is at a standstill or moving at less than 10 mile/h and where staff are available in the immediate vicinity to take prompt action to extinguish any fire. Freight vehicles, including car-carrying vehicles attached to passenger carrying vehicles. On-Track Machines (OTMs) coupled together, travelling in multiple, where one of the OTMs is manned.
iv) v)
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2.12.5.2 Manual activation from the cab: a) Where a vehicle with a driving cab, or cabs, is fitted with a fixed fire extinguishing system which is designed to be operated whilst the vehicle is moving at normal operating speeds, each driving cab shall be fitted with a means of activating the system in that vehicle. This shall be protected from inadvertent use, but shall be operable without the use of special tools or keys. However, in situations where the extinguishment is effective only at very low speed or at a standstill, it is permissible only to provide the manual activation from outside that vehicle. In situations where the effectiveness of extinguishment will be prejudiced if the vehicle is running at too high a speed or if ventilation systems are not shut off, consideration shall be given as to how the effectiveness of the extinguishment can be safeguarded.
b)
2.12.5.3 Manual activation from outside the vehicle: a) Vehicles fitted with a fixed fire extinguishing system shall have a manual activation facility on the exterior of each vehicle, unless security requirements associated with operation through the Channel Tunnel dictate that this facility is not to be fitted. Such manual activation, where fitted, shall be available on both sides of the vehicle. It shall be positioned such that it can be operated easily from track level and (if no in-cab activation is provided) from platform level. The means of activation shall be protected from accidental or casual use, but shall be operable without the use of special tools or keys.
b)
2.12.5.4 Delay of automatic extinguishment: a) A delay in the activation of automatic fire extinguishment could be beneficial in the following circumstances: i) If release of the extinguishing medium when a train is moving at speed may inhibit the extinguishing of a fire, for example, a fire in the open area under a vehicle body. If release of the extinguishing medium before forced ventilation systems have been shut off would inhibit the extinguishment of a fire. Where it is desirable to cut off traction power before activating the extinguishment and this could result in the train coming to a stand in an unfavourable location.
ii)
iii)
b)
It is permissible in case a) i) to introduce an automatic feature which inhibits release of the extinguishing medium whenever the vehicle speed is above the threshold for effective extinguishment. In all cases it is permissible to introduce a driver operated inhibit facility that will delay the automatic release of the extinguishing medium. The inhibit facility shall be visible and operable from the driving position.
c)
2.12.6
Status indications 2.12.6.1 There shall be visible or audible fault indication to the crew if the detection or alarm system or (where fitted) the fixed extinguishing system is inoperative. Where the fixed extinguishing system is isolated or discharged this shall be indicated as a fault condition.
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2.12.6.2 Visual in-cab indicators shall be visible from the normal seated driving position under all vehicle operating conditions. 2.12.6.3 The requirements set out in this section do not apply to those exemptions set out in 2.12.5.1 b). 2.12.7 Containment 2.12.7.1 Fire protection by means of containment shall be acceptable as an alternative to extinguishing systems (including applications on unmanned vehicles) provided that one of the following is met: a) b) The requirements set out in 2.12.7.2 Equivalent fire containment to that set out in 2.12.7.2 is provided.
2.12.7.2 The fire-resisting containment shall fully enclose the relevant volume and shall achieve 20 minutes (Category B vehicles) or 15 minutes (Category A vehicles) integrity and insulation in accordance with BS 476 Part 20 and Part 22 or BS EN 1363-1:1999 partition test. The test shall be carried out at full scale using a section through the containment which contains representative examples of all penetrations, joints and other design features such that the installed condition is represented to a depth of not less than 250 mm measured from the cold face and away from the furnace. 2.12.8 Operating instructions 2.12.8.1 The method of operation of the fire protection systems shall be published in operating instructions. The details shall encompass the locations, purpose, method of operation and safety precautions to be observed.
2.13
2.13.1
Emergency stop and isolation devices

Emergency stop devices 2.13.1.1 Sufficient device(s) shall be provided to enable an engine to be stopped as quickly as possible in the event of an emergency. 2.13.1.2 The device(s) shall be clearly labelled. 2.13.1.3 The positioning of such devices shall take into account: a) b) c) The use of in cab engine stop devices Devices external to the engine compartment (where present) The accessibility of devices when the vehicle is adjacent to a platform.
2.13.2
Means of isolating electrical supplies and equipment 2.13.2.1 In case of fire, means shall be provided for traincrew to: a) and b) Isolate all electrical supplies to a train, from either inside or outside the train Isolate equipment with large current-carrying capacities from inside the train.
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2.14
2.14.1
Retaining and upgrading fire performance during modifications

Modifications 2.14.1.1 When engineering change occurs, subject to the requirements of 2.14.2 and 2.14.3, then: a) or b) or c) Where the level of amenity in the vehicle is being increased by the addition of more seats, tables, luggage racks, etc the fire performance of the newly introduced items shall be at least that of the existing items in the vehicle. The net effect of the changes shall be such that the performance of the vehicle is not degraded in terms of fire initiation and development The areas subject to change shall meet the requirements of the applicable parts of this document
2.14.2
Components 2.14.2.1 Any parts of a vehicle replaced on a fleet basis within the scope of this document shall meet the fire performance and testing requirements of this document for the vehicle category applicable. Degradation 2.14.3.1 The fire performance of the constituent parts and components of a vehicle shall not be degraded during the service life of the vehicle.
2.14.3
2.15
Retaining fire performance during maintenance

2.15.1 Any parts of a vehicle replaced as part of maintenance / overhaul shall have a fire performance which is either: a) or b) 2.15.2 Compliant with the requirements of the relevant parts set out in 2.4 to 2.10. At least as high as the original parts
Maintenance activities on a vehicle, however minor, shall be carried out, as far as reasonably practicable to do so, without degrading the fire performance of its constituent materials. Particular attention shall be paid to the effects of: a) b) The application of any permanent or temporary finish to a surface, including polishes and anti-static treatments The removal or modification of any finish or treatment by the action of cleaning agents or cleaning processes as part of the maintenance plan.
2.15.3
Prior to the introduction of any cleaning agent or finishing treatment, an assessment shall be carried out to demonstrate the fire performance of the constituent materials is not degraded. However, no further assessment is required where the effect of these on the materials used in the vehicle has already been shown to be in accordance with the requirements set out in this document. The accumulation of flammable debris, substances or liquids such as litter or fluid spills that present a fire risk shall be removed from a vehicle before its release back into operation. Such requirements shall form part of the maintenance plan. This requirement does not relate to that cleaning of the interior passenger areas undertaken as part of the routine preparation of the train for service.
2.15.4
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2.15.5
All ducting systems shall be regularly cleaned to prevent the accumulation of dust and other flammable debris to a level presenting a fire risk. The interval shall be determined by monitoring the rate of build up resulting from the usage and environment of the ducting systems. Such ducting includes the provision for passenger environment control, equipment ventilation or fume extraction. The integrity of fuel systems or containers for flammable liquids shall be regularly checked and rectified, where defective, to reduce as far as reasonably practicable the possibility of leaks that could present a fire risk.
2.15.6
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Part 3
3.1
3.1.1
Engine Exhaust
Engine exhaust
Excepting where engines only operate within a possession, the location and direction of the engine exhaust exiting from the vehicle shall be in accordance with Figure 1.
1500 1140 482.5 230
MIN
1500 1140 482.5 230

MIN
Exhaust
Exhaust
837.5
837.5
5030
LOCO GAUGE [COMP.] L-A1-1806
3710
Rail Level
KEY
Denotes areas that shall be avoided Denotes areas to be avoided if possible
Figure 1 Direction of engine exhaust
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Part 4
4.1
4.1.1
Requirements for Emergency Lighting

General requirements for emergency lighting
Emergency lighting shall be provided to operate in the event of the loss of general or standby lighting, and is in addition to the provision of general lighting and standby lighting. Guidance on the provision of general lighting and standby lighting is set out in BS EN 13272:2001. The emergency lighting system shall be independent of the main vehicle battery to avoid loss of emergency lighting as a result of loss of the main vehicle power supply. The charge of the emergency lighting system shall be maintained by means of the vehicles main power supply system during normal operation. The power supply for the emergency lighting shall be suitably located within the vehicle to minimise the risk of its continued operation being prejudiced as the result of an accident. All units providing the interior emergency lighting shall produce a white light. It is permissible to use alternative colours for the exit threshold and for the vehicle exterior but red or green shall not be used in such cases. When fully discharged the emergency lighting system shall be capable of being sufficiently charged, by the vehicles main electrical supply, after 100 minutes to achieve the minimum specified levels at full lighting output for a period of 90 minutes when the vehicle main power supply is removed. When fully discharged the emergency lighting system shall be capable of being sufficiently charged, by the vehicles main electrical supply, within four hours to enable it to comply with the requirements of 4.2 to 4.5 when the vehicle main power supply is removed. The uniformity of illuminance of the lighting shall be assessed in accordance with the following measures: Maximum uniformity of illuminance Minimum uniformity of illuminance 4.1.8 = = Maximum lighting level recorded Average lighting level recorded Minimum lighting level recorded Average lighting level recorded
4.1.2
4.1.3
4.1.4
4.1.5
4.1.6
4.1.7
The emergency lighting system for new vehicles shall meet the performance criteria described within this section. Where emergency lighting is installed during vehicle refurbishment the system shall comply with the principles outlined in this section as far as reasonably practicable. Code of Practice GM/RC2531 provides recommendations regarding appropriate levels of performance for retrospective installation including improvement of vehicles reaching the end of their service life. The emergency lighting equipment shall continue to operate after being subjected to two successive shock pulses in accordance with the pulse defined in Appendix B of this document when mounted in a manner representative of its installation in the vehicle.
4.1.9
4.2
Emergency lighting in passenger saloons

4.2.1 The emergency lighting system shall provide a minimum illuminance of 15 lux directly under each light unit in the saloon at a height of 750 mm above the floor for at least 180 minutes, except as set out in 4.2.7.
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4.2.2 4.2.3 4.2.4 4.2.5 4.2.6 4.2.7
The uniformity over the length of the vehicle saloon at a height of 750 mm above the floor shall be between 0.15 and 2. The emergency lighting system shall provide a minimum illuminance of 1 lux at floor level in the aisle of the saloon. The uniformity at floor level over the length of the vehicle saloon shall not exceed 1.5. The emergency lighting system shall provide a minimum illuminance of 1 lux over the top surface of each permanent bay table for at least 180 minutes. Conformance with the uniformity requirements shall be demonstrated by measurements taken at intervals not exceeding 1 m. Where there is a need to conserve battery life, after 90 minutes operation it is permissible to reduce the emergency lighting at a height of 750 mm above floor level to 5 lux directly under each light. This shall be maintained until at least 180 minutes after the original initiation of the emergency lighting.
4.3
Emergency lighting at egress points

4.3.1 An emergency light shall be provided directly above each bodyside door in the vestibule which shall provide a minimum illuminance at a height of 750 mm above the floor of 15 lux directly under each light, and a minimum illuminance at floor level of 0.2 lux, for at least 180 minutes after the train power supply has been lost. In the case of vehicles having end vestibules accessible from the saloon via intermediate doors, an emergency light in the vestibule shall not be located directly in line with the intermediate door (see Figure 2). Emergency light
Saloon
Emergency light not to be in direct line with saloon
Emergency light
Figure 2 Location of vestibule emergency lighting 4.3.2 Door operating handles, door locking emergency overrides and their associated signage, required for use in an emergency, shall be included within the field of the illumination referred to in 4.3.1.
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4.3.3
An emergency light shall be provided, in addition to the lighting referred to in 4.3.1, to give a minimum illuminance of 40 lux at each threshold when the exterior bodyside door is opened. A minimum of 40 lux shall be provided, in addition to the lighting referred to in 4.3.1, at rail level adjacent to the exterior bodyside door which shall be illuminated when the door is opened. The duration of the illumination referred to in 4.3.3 and 4.3.4 shall, when the door is opened, be sufficient to permit all passengers of the vehicle in question to be evacuated to go to a place of ultimate safety, taking account of the specific operational characteristics of the category of vehicle as described in 2.1. The emergency lighting at egress points shall provide illuminance for charging of photo-luminescent signage referred to in 6.5.2 and 6.5.3.
4.3.4
4.3.5
4.3.6
4.4
Emergency lighting in escape routes

4.4.1 In escape routes other than the saloon and vestibules referred to in 4.2 and 4.3, the emergency lighting system shall provide a minimum illuminance at a height of 750 mm above the floor and at floor level in accordance with the levels and uniformities defined in section 4.2 of this document for at least 180 minutes after the train power supply has been lost.
4.5
Emergency lighting adjacent to emergency equipment

4.5.1 The emergency lighting system shall illuminate emergency equipment locations for a period of 180 minutes from initiation of the emergency lighting. The minimum level of illuminance shall be no less than the average saloon lighting level achieved by the emergency lighting system at a height of 750 mm above the floor.
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Part 5
5.1
Requirements for Emergency and Safety Equipment

General requirements
5.1.1 The following items of equipment (except the equipment in paragraph d)) shall be provided on trains for use by traincrew only and shall not be available to passengers: a) In each operative driving cab: i) ii) At least ten detonators Two sets of track circuit operating clips (except that only one set of such clips is required in the cab on multiple unit type trains operated with a guard, where an additional two sets are located in the guards accommodation) Two red flags with sticks (one in each cab on a multiple unit train) Requirements for portable fire extinguishers are set out in 2.12.2.
iii) iv) b)
Readily available to the driver (preferably in the driving cab): i) One brake stick on locomotive hauled trains comprising vehicles fitted with manually operated 'lever' type hand brakes such as those installed on freight vehicles One spare portable tail lamp on locomotive hauled driver-only trains Four wheel scotches in trains where electric parking brakes are provided.
ii) iii) c)
Available to the guard, within, or adjacent to, accommodation provided for a guard on passenger trains: i) ii) iii) Two sets of track circuit operating clips Requirements for portable fire extinguishers are set out in 2.12.2 Six wheel scotches on air braked locomotive hauled trains.
d)
Available to members of the traincrew for use in passenger and other crew areas, (this item may be made accessible for passengers use as well as that of traincrew if desired): i) One ladder or step ladder made from non-conducting material.
5.2
Services operating on dc electrified lines

5.2.1 Where trains operate over Network Rail managed third or fourth rail dc electrified lines, the railway undertaking shall determine the need to carry any of the equipment set out in 5.2.3, based on perceived risk.
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5.2.2 Account shall be taken of factors such as: a) b) c) d) e)
Frequency of operation over electrified lines Duration of operation over electrified lines Availability of such equipment from other sources Whether detraining of passengers may be necessary Availability of radio communications.
This list is not exhaustive. 5.2.3 Additional equipment, preferably in the operative driving cab, shall be easily and quickly accessible to the traincrew: a) b) c) d) One conductor rail short-circuiting bar One conductor rail hook switch pole Shoe fuse key (where applicable) Shoe paddles - the quantity of shoe paddles carried shall be the greater of: i) ii) iii) e) f) One paddle for each track short-circuiting bar carried For vehicles with non-retractable shoe gear, the number of paddles shall equal the number of current collector shoes plus one For vehicles with retractable shoe gear, a minimum of two paddles
One roll of insulating tape 8 m of stout cord.
5.3
Specific rail applications

5.3.1 Additional equipment may be required for specific rail applications, for example, for operation through tunnels. The railway undertaking shall determine the requirements for such additional equipment in co-operation with Network Rail.
5.4
Examination and testing

5.4.1 Emergency equipment shall be fit for purpose when required to be used.
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Part 6
6.1
Requirements for Emergency and Safety Information

Provision of information
6.1.1 Emergency and safety information shall be provided to mitigate against the risks to people from the train and from the train operating in its particular environment.
6.2
General signage requirements

6.2.1 Emergency and safety signs shall be provided on rail vehicles to identify to persons conveyed by or working on rail vehicles, and to persons attending emergencies: a) b) c) d) 6.2.2 The location, access and operation of equipment or facilities provided for use in an emergency Actions that are prohibited for reasons of safety Objects, actions, hazards and situations which affect or could affect safety Instructions that are mandatory for the purposes of safety.
Provision of emergency and safety signs on rail vehicles shall be to a recognised railway standard set to give consistency across the railway and which takes account of the requirements in the Health and Safety (Safety Signs and Signals) Regulations 1996, supported by BS 5378 and BS 5499. The railway undertaking shall: a) Ensure that new or additional signs that are provided where other equipment or arrangements exist meet the requirements in the Regulations and in this document Approve both the provision and specification of these new or additional emergency and safety signs on a vehicle type basis.
6.2.3
b)
6.3
6.3.1
Information for passengers

General requirements 6.3.1.1 Emergency and safety information shall be provided for passengers on trains to enable them to act in a foreseeable and pre-determined way. Process of delivery 6.3.2.1 Train emergency and safety procedures shall be communicated to passengers in a readily comprehensible manner. Information content 6.3.3.1 Before an information system is designed, an analysis shall be undertaken of what the passenger needs to know and how this information is to be provided. User variability 6.3.4.1 The railway undertaking shall take account of likely passenger limitations, behaviours and expectations to anticipate realistically how information will be acted upon. The role of the information is to explain the situation and potential risks to enable the passengers to decide the appropriate action they should take.
6.3.2
6.3.3
6.3.4
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6.3.5
Determine contextual constraints 6.3.5.1 The contextual constraints appropriate to the vehicle operation shall be determined and taken into account. Media options and combinations 6.3.6.1 The railway undertaking shall consider the most appropriate media for transmitting train emergency and safety information. Equipment signage 6.3.7.1 On train safety signs shall be displayed where equipment is provided for passenger use. The signs shall provide clear information and instruction on the use of the equipment.
6.3.6
6.3.7
6.4
Positioning
6.4.1 6.4.2 6.4.3 6.4.4 Emergency and safety signs shall be positioned so as to be easily read and the information easily understood in relation to any necessary action. The positioning of emergency and safety signs shall have priority over all other signs. The number of signs used shall be kept to a minimum. This may be achieved by combining signs that are located in close proximity. Where photo-luminescent signage is used a minimum illumination of 50 lux shall be provided by the normal lighting in the area to ensure the signs are charged to cater for emergency conditions that may arise.
6.5
Materials
6.5.1 6.5.2 Materials for signs shall be chosen to reduce the likelihood of damage in the environment in which the sign is located and to facilitate cleaning. Signs provided for passenger emergency equipment, egress facilities and routes shall use photo-luminescent materials and shall not rely solely on the availability of emergency electric supplies.
6.6
Review and evaluation

6.6.1 Safety and emergency signs shall be subjected to a recognised validation process of review and evaluation designed to demonstrate a high probability of comprehension on the part of the travelling public. A suitable validation process is described in GM/RC2533.
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Part 7
7.1
7.1.1
Requirements for Evacuation

Vehicle design for evacuation and escape
Vehicles shall be designed to ensure that evacuation and escape to platforms or track level can be performed safely under reasonably foreseeable emergency conditions and risks posed by the operation of the vehicles on the particular infrastructure over which it is to operate, such as reduced clearances and the need for end egress. A formal risk assessment shall be undertaken to identify those foreseeable risks, including misuse of equipment provided. Passengers shall be able to open internal doors in rail vehicles, regardless of the state of the power supplies to the door or the door controls. To assist people to escape from partially or wholly overturned vehicles, internal doors shall slide open in opposing directions or be hinged from opposite sides at each end of the passenger saloon. Alternatively, a means of escape through the doors may be provided within the door opening which allows through egress in the event of the door becoming jammed. Doorways and throughways used for passenger evacuation and escape shall be th designed to facilitate safe egress by 99 percentile fully clothed British male in accordance with current published anthropometrical data. Each new design of rail vehicle, or vehicle in which the interior configuration or passenger carrying capacity has been altered or egress facilities have changed, shall undergo validation of the design by either structured evacuation trials, or by direct comparison with other vehicles which have been validated by such tests. Vehicles whose design has not been validated, fail validation, or cannot be directly compared to a vehicle that has been successfully validated, shall not be used in passenger service. Where egress facilities are enhanced in an accepted vehicle, full scale validation of the enhancement is not required. Designs for refurbishment or modifications to the layout of a vehicle in which the ability of people to egress, evacuate or escape has not been changed or adversely affected do not require re-validation. Where a vehicle design is to be validated by structured trials, then the design shall be considered to be validated when appropriate evacuation trials are successfully conducted. The criteria for successful completion of the trials are as follows: a) For side evacuation, under conditions of team effort and with maximum passenger loading conditions, all passengers shall be evacuated to platform level in a period not exceeding 90 seconds. In this case, the considerations are identified in 7.2. For end evacuation, where evacuation to track level through the end door is required, a minimum flow rate of 30 passengers per minute shall be achieved once the end door has been opened. The time taken for the end door to be opened and the evacuation device to be deployed, shall be measured and the risk associated with that time shall be reviewed. In this case the considerations are identified in 7.3.
7.1.2 7.1.3 7.1.4
7.1.5
7.1.6
7.1.7
7.1.8
b)
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c)
For vehicle to vehicle evacuation, under conditions of team effort and with maximum passenger loading conditions in the vehicle under test, all passengers shall be evacuated to adjacent vehicles in a period not exceeding 90 seconds. Where the vehicle under test is the end of a train formation, then a minimum passenger flow rate to the adjacent vehicle of 40 passengers per minute shall be achieved. In this case there are no specific additional considerations.
7.1.9
The flow rates set out in 7.1.8 b) and c) shall be the evacuation rate averaged over the evacuation period. In the case of b) it is to be measured once the door has been opened and in the case of c) it is met in the case where initially there are no people in the adjacent vehicle or vehicles.
7.2
Side evacuation
7.2.1 No passenger seat in a passenger saloon or location at which a passenger may reasonably be expected to be in a side corridor shall be further than 12 m from a bodyside door or a bodyside emergency escape exit on both sides of the vehicle. In the case of dead ends the maximum distance shall be reduced to 6 m. Where access to a bodyside door is not directly via an open, unhindered route, additional bodyside emergency escape exits or means to guarantee access via the designated route shall be provided. Where the risk of not being able to gain access through the passenger evacuation route, or the risk of not being able to open an external bodyside door is considered to be high, and no other means of direct access is available, then additional bodyside emergency escape exits shall be provided. Passenger and staff accommodation with a plan view of greater than 4 m shall have at least two separate exits, either directly through a bodyside door or bodyside escape exit or a way leading to such a door or exit on both sides of the vehicle. Power operated bodyside doors and manually operated slam doors fitted with a secondary locking system shall have emergency door release facilities adjacent to each door.
2
7.2.2
7.2.3
7.2.4
7.2.5
7.3
End evacuation
7.3.1 7.3.2 Where it has been deemed necessary that passenger vehicles require train end egress facilities (see 7.1.1), the following additional requirements shall be met. Train end evacuation and detrainment devices shall be considered as applying to both ends of a train formation. An evacuation route shall be preserved to enable passengers to move freely from one end of the train formation to the other. In an emergency, the locks on normally locked internal doors shall be capable of being overridden by passengers without the use of keys or tools, but with adequate deterrence from unauthorised use under normal conditions. The provision of such facilities and devices permitting evacuation and escape shall reduce as far as reasonably practicable any risk, including the risk of interference with the driver or vehicle controls, as a result of unauthorised access using override facilities. External train end evacuation doors shall provide a safe throughway to either the track or to an adjacent vehicle when formed as an intermediate vehicle. An override device shall be provided to allow passengers to unlock the end door from the inside, and from the outside when formed as an intermediate vehicle, in an emergency without the use of tools or keys. The override device shall be
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7.3.3
7.3.4
RSSB
Evacuation
provided with adequate deterrence from unauthorised use under normal conditions. 7.3.5 A means shall be provided within, or in the immediate vicinity of, the train end evacuation door for passengers to alight from the vehicle to track level. Such a detrainment device shall be simple and safe for passengers to apply and operate.
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RSSB

Part 8
8.1 8.2
8.2.1 8.1.1
Application of this document

Application - infrastructure managers
There are no requirements applicable to infrastructure managers.
Application - railway undertakings

Scope 8.2.1.1 8.2.1.2 8.2.1.3 The requirements of this document apply to all work that affects fire, safety and evacuation on vehicles, whether new or altered. Action to bring existing rail vehicles into compliance with the requirements of this document is not required. The requirements of this document apply so far as is reasonably practicable when a change of category is undertaken which raises its vehicle category (as defined in 2.1), thereby increasing the fire performance requirements.
8.2.2
Exclusions from scope 8.2.2.1 The requirements of Part 4 and Part 7 do not apply to on-track machines. 8.2.2.2 The requirements of Part 2 of this document do not apply to flexible covers on freight wagons.
8.2.3
General compliance date for railway undertakings 8.2.3.1 This Railway Group Standard comes into force and is to be complied with from 05 March 2011. 8.2.3.2 After the compliance dates or the date by which compliance is achieved if earlier, railway undertakings are to maintain compliance with the requirements set out in this Railway Group Standard. Where it is considered not reasonably practicable to comply with the requirements, authorisation not to comply should be sought in accordance with the Railway Group Standards Code.
8.2.4
Exceptions to general compliance date 8.2.4.1 There are no exceptions to the general compliance date specified in 8.2.3 for railway undertakings.
8.3
Health and safety responsibilities

8.3.1 Users of documents published by RSSB are reminded of the need to consider their own responsibilities to ensure health and safety at work and their own duties under health and safety legislation. RSSB does not warrant that compliance with all or any documents published by RSSB is sufficient in itself to ensure safe systems of work or operation or to satisfy such responsibilities or duties.
RSSB
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Evacuation
Appendix A Properties of Interior and Exterior Surfaces and Materials

The content of this appendix is mandatory. Item Surfaces C HP HPL V VL HS Floor system and carpets used on luggage stacks BS 476 Part 7 BS 476 Part 7 BS 476 Part 7 BS 476 Part 7 BS 476 Part 7 BS 476 Part 7 Or BS EN 9239 Part 1 Class 1 Class 1 Class 1 Class 1 Class 2 Class 2 CFE > 7.5 kW/m Critical flux at extinguishment Pass Pass No flaming or smouldering failure (designation section 5, NI/7) MARHE < 50 kW/m
2 2
Test
Requirement
Cables (cross-section 2 0.5 mm or above) Cables (cross-section 2 less than 0.5 mm ) Seat upholstery
BS EN 60332-1-2 BS EN 60332-2-2 BS 5852 Section Crib 7
ISO 5660:1993 Part 1 Minor material Self-supporting material Textile BS EN ISO 4589-2 BS EN 5438 Test 2A (15 second flame application time)
LOI > 28 Burn Length < 100 mm Time to Extinguish < 8 s No requirements
Unspecified material Notes: 1.
Materials which attract a Y designation in BS 476 Part 7 testing shall not be considered to comply for use as HP or V surfaces but shall be considered to comply for use as HPL or VL surfaces provided that the appropriate class rating is also achieved and that the LOI is > 28 and also that the material is tested at the same thickness and with the same substrate as used in the application. Unless both vehicles adjacent to it have fire resisting surfaces at or near the vehicle end capable of preventing the spread of fire generated by combustion of the gangway, a gangway shall comply with the spread of flame requirements above.
2.
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RSSB

Appendix B Test Pulse (see 4.1.9)
The content of this appendix is mandatory.
Figure B.1 Test pulse characteristics
B.1.1
The co-ordinates of points A to G on the graph above are shown in Table B.1
Time (ms) A B C D E F G Table B.1 Test pulse co-ordinates 10 20 100

110
Acceleration (g) 0.00 5.67 5.67 0.00 8.00 8.00 0.00
0 150 210
RSSB
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Evacuation
Definitions
Brake stick A device used to assist in applying hand brakes on certain freight vehicles. Cavity surface (C) A surface which lies within the body shell, but not within the parts of the vehicle which people can enter, and which forms a void which has an intersection greater than 1 m length with any vertical plane. Conductor rail short-circuiting bar A device used to cut off the supply to the electrified conductor rail in an emergency and to prevent its re-energisation until the device is removed. Detonator A device placed on a running rail which explodes when impacted by a vehicle wheel causing an audible warning to the driver and to persons on or near the track in the vicinity of the train. Egress The normal actions of passengers and crew as they get off rail vehicles in normal conditions. Electrical equipment Equipment used, intended to be used or installed for use, to generate, provide, transmit, transform, rectify, convert, conduct, distribute, control, store, measure or use electrical energy. Emergency lighting Lighting that is independent of the vehicles main power supply and is designed to operate in an emergency when the vehicles power supply has been disabled. Emergency signs Signs provided on trains indicating what to do in the event of a fire, accident or other emergency. Engineering change Any alteration or modification to the design of a railway vehicle that affects its ability to comply with the requirements of this document. Escape (1) The actions of passengers and crew as they seek to get off rail vehicles in abnormal conditions and when normal egress routes and facilities are unavailable, or are blocked as a result of the vehicle condition. Passengers may have to use the emergency equipment provided in the process of escape. Escape route A route which provides a means of escape from a point in a vehicle to a final exit from the train. Evacuation (1) The act of emptying rail vehicles of passengers and crew using normal egress routes or facilities as a reaction to abnormal conditions.
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RSSB
Fire protection equipment Equipment provided for fire detection and / or fire suppression. Fire performance The measured or assessed behaviour of the constituent combustible materials and component parts of a vehicle, or of the vehicle as a whole, when subjected to prescribed fire tests. Fire protection system A system incorporating any or all of the following: a) b) c) d) Automatic fire detection Automatic fire alarm Fire extinguishment by means of portable extinguishers or of a fixed system which can be either manually or automatically activated Fire containment by which the spread of fire is limited by barriers.
General lighting The lighting provided within a vehicle interior when the vehicle is in its normal operating condition. Hook switch pole An insulated device used to open or close conductor rail isolating hook switches. Horizontal prone surface A horizontal prone surface (HP) is a downward facing surface within 45 of the horizontal. Horizontal supine surface A horizontal supine surface (HS) is an upward facing surface within 45 of the horizontal. Illuminance The ratio of the light power received by a surface to the area of the illuminated surface. Units: lux (lx) and 1 lux = 1 lumen/m
2
Interior A location which is within the bodyshell, except as specified in Appendix A for gangways. Limited extent surface A limited extent surface (L) is an HP surface whose maximum horizontal extent is less than 1 m and which has no point on its surface which is closer to any other limited extent surface than a distance measured in any direction equal to its maximum horizontal extent, and is therefore designated an HPL surface, or a V surface whose maximum vertical extent is less than 1 m and which has no point on its surface which is closer to any other limited extent surface than a distance measured vertically upwards, equal to its maximum vertical extent, and is therefore designated a VL surface. Material A single substance or a combination of substances with differing constructions and compositions which is classified as an unspecified material, a minor material or a surface.
RSSB
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Evacuation
Minor material (exterior) An item, (or group of items), which has a mass equal to or in excess of 400 g but not greater than 2000 g and is not itself a surface. Minor material (interior) An item, (or group of items), which has a mass equal to or in excess of 100 g but not greater than 500 g and is not itself a surface. On-track machine Any rail-mounted machine meeting the requirements of GM/RT2400 and permitted by GE/RT8000 to be moved, either self-propelled or in train formation, outside a possession. Operative driving cab The driving cab from which the train is being driven, including the vestibule or other area immediately accessible from the driving cab. Photo-luminescent material A material that absorbs light in the presence of a light source and emits that energy over a period of time after the light source has been removed. Place of ultimate safety A location where people are removed completely from the effects of the emergency. Rail vehicles Any vehicle described as traction and rolling stock (for example locomotives, coaching stock, multiple units or wagons) and on-track machines. Safety signs Signs provided on trains to give safety information. Shoe paddle An insulated device used to raise conductor rail current collector shoes and support them clear of the conductor rail thus electrically isolating the train from the conductor rail. Standby lighting A reduced level of lighting to which the vehicles main lighting system is switched in order to preserve battery life for key safety systems when battery charging has ceased. Surface 2 Any continuous surface in any orientation (HS, V or HP) with an area greater than 0.2 m . 2 In assessing whether 0.2 m is exceeded, the maximum linear dimension considered shall be 1 m unless the surface consists of an unspecified material. Traincrew Staff and personnel such as drivers, guards and conductors employed on board a train who have responsibilities for its safe operation on Network Rail managed infrastructure, as defined in the Rule Book GE/RT8000. Track circuit operating clip A device used to cause a track circuit to operate when connected between both rails of a running line. Uniformity of illuminance The ratio of the minimum illuminance to the average illuminance.
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Unspecified material A material which has a mass less than that of a minor material (exterior or interior) and is not itself a surface and is separated from another unspecified material by a minimum distance of 0.5 m as measured on an HP and / or a V surface or 0.2 m as measured on an HS surface. Vertical surface o A vertical surface (V) is a surface within 45 of the vertical. Wheel scotch A device that prevents train movement in one direction when inserted between the running rail and wheel.
Notes: (1) Definitions differ from those in HSE publication INDG358 Guidance on the provision of equipment and arrangements for evacuation and escape from trains in an emergency. Definitions in this document relate to whether the route of exit is a normal or an abnormal route, whereas those in the HSE publication relate to whether the exit is supervised or unsupervised.
RSSB
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Evacuation
References
The Catalogue of Railway Group Standards and the Railway Group Standards CD-ROM give the current issue number and status of documents published by RSSB. This information is also available from www.rgsonline.co.uk.
Documents referenced in the text

RGSC 01 The Railway Group Standards Code Railway Group Standards GE/RT8000 Rule Book GM/RT2400 Engineering Acceptance and Design of On-Track Machines RSSB documents GM/RC2530 Recommendations for Rail Vehicle Fire Safety GM/RC2531 Recommendations for Rail Vehicle Emergency Lighting GM/RC2532 Recommendations for Rail Vehicle Emergency and Safety Equipment GM/RC2533 Recommendations for Rail Vehicle Emergency and Safety Information GM/RC2534 Recommendations for Rail Vehicle Emergency Evacuation Other references Health and Safety (Safety Signs and Signals) Regulations 1996 2001/16/EC Directive of the European Parliament and of the Council of 19 March 2001 on the interoperability of conventional rail system 2004/50/EC Directive of the European Parliament and of the Council of 29 April 2004 (Amending Directive 2001/16/EC) BS 476 Fire Tests on Building Materials and Structures BS 5378 Safety signs and colours BS 5499 Safety signs, including fire safety signs. BS 5852 Methods of test for Assessment of the Ignitability of Upholstered Seating by Smouldering and Flaming Ignition Sources BS 6853:1999 Code of practice for fire precautions in the design and construction of passenger carrying trains BS EN 9239 Reaction to fire tests. Horizontal surface spread of flame on floor covering. BS EN ISO 4589-2 Plastics Determination of Burning Behaviour by Oxygen Index. Ambient temperature test. BS EN 1363-1:1999 Fire resistance tests. General requirements BS EN 5438:1989 Methods of test for flammability of textile fabrics when subjected to a small igniting flame applied to the face or bottom edge of vertically oriented specimens BS EN 60332-1-2 Tests on electric and optical fibre cables under fire conditions. Part 12: Test for vertical flame propagation for a single insulated wire or cable - Procedure for 1 kW pre-mixed flame BS EN 60332-2-2 Tests on electric and optical fibre cables under fire conditions - Part 22: Tests for vertical flame propagation for a single small insulated wire or cable - Procedure for diffusion flame BS EN 13272:2001 Railway applications Electrical lighting for rolling stock in public transport systems ISO 5660:1993 Fire tests on building materials and structures. Method for measuring the rate of heat release of products.
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RSSB

Gmrt2130 Iss 3

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Uncontrolled When Printed Document comes into force 05/03/2011 Supersedes GMRT2130 Iss 2 on 05/03/2011 Railway Group Standard

GM/RT2130 Issue Three Date December 2010

Vehicle Fire, Safety and Evacuation

Vehicle Fire, Safety and Evacuation

Appendices Appendix A Appendix B Definitions References Figures Figure 1 Figure 2

Properties of Interior and Exterior Surfaces and Materials Test Pulse

Direction of engine exhaust Location of vestibule emergency lighting

Vehicle Fire, Safety and Evacuation

Purpose and Introduction

Approval and authorisation of this document

Vehicle Fire, Safety and Evacuation

Safeguarding continued operation in the event of fire

Vehicle Fire, Safety and Evacuation

Reducing the risk of ignition

Reducing the risk of fire development

Fuel systems and storage

Vehicle Fire, Safety and Evacuation

Equipment cubicles and equipment cases

Penetrations through floors or fire barriers

Material fire performance categories and selection

Vehicle Fire, Safety and Evacuation

Layered materials and assemblies

Vehicle Fire, Safety and Evacuation

Additional testing of materials, components and assemblies

Vehicle Fire, Safety and Evacuation

2.12.4.2 Specific alarm requirements for locomotives:

2.12.4.3 Specific alarm requirements for diesel multiple units:

Vehicle Fire, Safety and Evacuation

Vehicle Fire, Safety and Evacuation

Emergency stop and isolation devices

Retaining and upgrading fire performance during modifications

Retaining fire performance during maintenance

Vehicle Fire, Safety and Evacuation

1500 1140 482.5 230

LOCO GAUGE [COMP.] L-A1-1806

Figure 1 Direction of engine exhaust

Vehicle Fire, Safety and Evacuation

Requirements for Emergency Lighting

Emergency lighting in passenger saloons

4.2.2 4.2.3 4.2.4 4.2.5 4.2.6 4.2.7

Emergency lighting at egress points

Emergency light not to be in direct line with saloon

Vehicle Fire, Safety and Evacuation

Emergency lighting in escape routes

Emergency lighting adjacent to emergency equipment

Requirements for Emergency and Safety Equipment

Services operating on dc electrified lines

Vehicle Fire, Safety and Evacuation

One roll of insulating tape 8 m of stout cord.

Specific rail applications

Examination and testing

Requirements for Emergency and Safety Information

General signage requirements

Information for passengers

Vehicle Fire, Safety and Evacuation

Review and evaluation

Requirements for Evacuation

7.1.2 7.1.3 7.1.4

Vehicle Fire, Safety and Evacuation

Vehicle Fire, Safety and Evacuation

Application of this document

Application - railway undertakings

Health and safety responsibilities

Appendix A Properties of Interior and Exterior Surfaces and Materials