driver controlled operation (dco) on-train camera/monitors … · 2018-11-22 · supersedes...

Rail Industry StandardRIS-2703-RSTIssue: TwoDate: December 2018

Driver ControlledOperation (DCO) On-Train Camera/Monitors(OTCM)

Synopsis

This standard sets out requirements forthe functions, design and testing ofDriver Controlled Operation (DCO) On-Train Camera/Monitor (OTCM)systems used for dispatch from stationplatforms.

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Published by RSSB

© Copyright 2018Rail Safety and Standards Board Limited

Uncontrolled when printed Supersedes RIS-2703-RST Iss 1 with effect from 01/12/2018

Issue Record

Issue Date Comments

One 07/06/2014 This document contains requirements andguidance for on-train camera / monitor (OTCM)systems associated with driver controlledoperation (DCO) of passenger trains.

Two 01/12/2018 Replaces issue one. Revised to cover all doorarrangements for OTCM systems. Updatedrequirements and guidance to reflect industryexperience.

Revisions have not been marked by a vertical black line in this issue because thedocument has been revised throughout.

Superseded Documents

The following Railway Group documents are superseded, either in whole or in part asindicated:

Superseded documents Sections superseded Date whensections aresuperseded

RIS-2703-RST issue one RailIndustry Standard for DriverOnly Operated On-trainCamera / Monitor Systems

All 01/12/2018

Supply

The authoritative version of this document is available at www.rssb.co.uk/railway-group-standards. Enquiries on this document can be submitted through the RSSBCustomer Self-Service Portal https://customer-portal.rssb.co.uk/


Driver Controlled Operation (DCO) On-Train Camera/Monitors (OTCM)

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Contents

Section Description Page

Part 1 Purpose and Introduction 71.1 Purpose 71.2 DCO OTCM systems 71.3 Application of this document 91.4 Health and safety responsibilities 91.5 Structure of this document 91.6 Approval and authorisation of this document 9

Part 2 System Requirements 102.1 Viewing requirements 102.2 Lighting requirements 122.3 Recording of images 132.4 Manual control of the DCO OTCM system 142.5 Monitor availability after train safety check 14

Part 3 Image Requirements 173.1 General 17

Part 4 Cameras 194.1 General requirements 194.2 Positioning and alignment of cameras on vehicles 20

Part 5 Monitors 245.1 General 245.2 Location 245.3 Screen design 255.4 Image layout 255.5 Switching between images 28

Part 6 Risk Assessment of the System 296.1 Introduction 296.2 Gaining approval for number and layout of images 29

Part 7 System Testing 317.1 Introduction 317.2 Placing into service 317.3 Putting into use 32



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7.4 Maintenance 32

Appendices 34Appendix A Additional Functions to Support ORR DCO Principles 34Appendix B Example Process for Approval of Image Numbers and Layout 35Appendix C Determining When the Monitors are Available 37

Definitions 39

Abbreviations and acronyms 40

References 41



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List of Figures

Figure 1: Minimum DCO camera view for units with end doors 10

Figure 2: Minimum DCO camera view for trains with doors at ⅓ and ⅔ along the bodyside 10

Figure 3: Single camera with ⅓ and ⅔ door spacing 21

Figure 4: Two camera arrangement for ⅓ and ⅔ doors 22

Figure 5: Two cameras for trains with end doors 22

Figure 6: Camera position on intermediate vehicles and side 2 of cab vehicles for one doorper vehicle 23

Figure 7: Camera positions on side 1 of cab vehicles with one door per vehicle 23

Figure 8: Display for 12 vehicles on two DCO OTCM system monitors (showing images fromthe front six vehicles and 'image not in use' labels for the rear six vehicles) 26

Figure 9: Two cameras per vehicle - paired images 27



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List of Tables

Table 1: Example static targets for trials 35

Table 2: Example developing incidents 35

Table 3: Items to consider when developing the trial 36

Table 4: Choice of trigger type 37

Table 5: Possible values for trigger types 38



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Part 1 Purpose and Introduction

1.1 Purpose

1.1.1 This document sets out requirements for Driver Controlled Operation (DCO) On-TrainCamera / Monitor (OTCM) systems.

1.1.2 The DCO OTCM system is provided to enable the driver to undertake the train safetycheck prior to train dispatch from a station and whilst departing from the platform. The system also assists the driver to monitor behaviour once doors are open andbefore the train safety check.

1.1.3 This document therefore complements the following standards and rule bookmodules:

a) RIS-3703-TOM – Passenger Train Dispatch and Platform Safety Measures , whichincludes assessment processes and requirements for dispatch.

b) RIS-7016-INS - Interface between Station Platforms, Track and Trains, whichincludes requirements for platform lighting.

c) GERT8000-SS1 - Rule Book: Station duties and train dispatch which includesdetails of dispatch processes.

1.1.4 The following standard and guidance note provide additional guidance andrequirements related to DCO OTCM systems:

a) RIS-8060-CCS - Engineering Requirements for Dispatch of Trains from Platforms,which includes requirements and guidance on testing of Close Circuit Television(CCTV) systems for dispatch.

b) GMGN2606 - Guidance on the Fitment and Functionality of Forward and RearFacing Cameras on Rolling Stock, which includes guidance on recording of CCTVimages.

1.1.5 This document can be adopted by railway undertakings (RUs), owning companies ortrain manufacturers under their respective safety/quality management system orwhen specifying products and services.

1.2 DCO OTCM systems

1.2.1 The DCO OTCM system is a combination of dedicated cameras that are mounted oneach vehicle bodyside used in conjunction with monitors fitted inside the activedriving cab.

1.2.2 The equipment covered by this document is intended to be operated as a self-contained system with no interaction with systems mounted on the station platform.

1.2.3 This document is applicable to all vehicles using DCO OTCM systems.

1.2.4 The DCO OTCM system provides a means for the driver to carry out the 'train safetycheck' as set out in RIS-3703-TOM.

1.2.5 The 'train safety check' covers the whole of the DCO camera view, as shown inFigures 1 and 2.



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1.2.6 Checking whether it is safe to start the train includes determining if there is apotential risk of an accident. This includes:

a) Persons who are:

i) Running towards the train.ii) Running along the platform edge.iii) Standing or walking close to the train or platform edge (except when

boarding or alighting).iv) Leaning over the platform edge.v) Entering the space between the train and the platform to retrieve dropped

items.vi) Standing between the warning line (if present) and the edge of the

platform / next to the train.vii) Interfering with the train (for example, banging on the windows, trying to

open the doors when they are already closed and locked).viii) Using bicycles, skateboards, roller skates or similar.

b) A pushchair or buggy that could roll towards the platform edge.c) Young children that may make sudden movements towards the platform edge.

1.2.7 The Rail Accident Investigation Board (RAIB) reports for incidents at the followinglocations set out the importance of performing the train safety check and the type ofincidents that can occur. The references to the reports are included at the back of thisdocument, under other references:

a) Newcastle Central, 2013.b) West Wickham, 2016.c) Hayes and Harlington, 2016.d) Bank, 2017.

1.2.8 The system requirements for the DCO OTCM system are set out in Part 2 to Part 5.

1.2.9 The performance assessment of the DCO OTCM system is set out in Part 6.

1.2.10 On-train systems are fitted to indicate that the train doors are fully closed and lockedbefore departure. However, these door detection systems may not always detect thinitems caught in the door. Door interlock detection must be achieved before the 'trainsafety check' is carried out. The DCO OTCM system provides a means for the driver tocarry out the 'train safety check'.

1.2.11 The DCO OTCM system is not provided to assist the driver when the train isapproaching the station.

1.2.12 Guidance on the following typical door arrangements is provided in this standard:

a) ⅓ and ⅔ door spacing (see 4.2.2).b) Vestibule end door spacing (see 4.2.3).c) One door per vehicle (see 4.2.4).

Note: The guidance shows the existing methods that have been used tomeet the requirements for these door arrangements. Other doorarrangements are permitted and may use this information to inform thedesign of the camera installation.



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1.2.13 The generic requirements for on-board video surveillance / CCTV services are set outin IEC PD 62580-2.

1.3 Application of this document

1.3.1 Compliance requirements and dates have not been specified because these are thesubject of internal procedures or contract conditions.

1.3.2 If you plan to do something that does not comply with a requirement in this RIS, youcan ask a Standards Committee to comment on your proposed alternative. If youwant a Standards Committee to do this, please submit your deviation applicationform to RSSB. You can find further advice in the ‘Guidance to applicants andmembers of Standards Committee on using alternative requirements’, available fromRSSB’s website www.rssb.co.uk.

1.4 Health and safety responsibilities

1.4.1 Users of documents published by RSSB are reminded of the need to consider theirown responsibilities to ensure health and safety at work and their own duties underhealth and safety legislation. RSSB does not warrant that compliance with all or anydocuments published by RSSB is sufficient in itself to ensure safe systems of work oroperation or to satisfy such responsibilities or duties.

1.5 Structure of this document

1.5.1 This document sets out a series of requirements that are sequentially numbered. Thisdocument also sets out the rationale for the requirement, explaining why therequirement is needed and its purpose and, where relevant, guidance to support therequirement. The rationale and the guidance are prefixed by the letter ‘G’.

1.5.2 Some subjects do not have specific requirements but the subject is addressed throughguidance only and, where this is the case, it is distinguished under a heading of‘Guidance’ and is prefixed by the letter ‘G’.

1.6 Approval and authorisation of this document

1.6.1 The content of this document was approved by Rolling Stock Standards Committeeon 04 October 2018.

1.6.2 This document was authorised by RSSB on 26 October 2018.



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Part 2 System Requirements

2.1 Viewing requirements

2.1.1 The DCO OTCM system shall enable the driver to visually detect persons or objectsthat are anywhere within the camera view as set out in 2.1.2 and shown in Figures 1and 2.

2.1.2 The DCO OTCM system shall provide a view of the train and platform parallel to thetrain body that encompasses the full length of the platformed side of the train with awidth of:

a) At least 1500 mm, from the bodyside of the train, parallel to the passengerbodyside entrances.

b) At least 1000 mm, from the bodyside of the train, elsewhere.

2.1.3 The view shall be provided under a range of external lighting levels from full daylight(sunlight) down to the minimum illumination at station platforms intended to beused with DCO of passenger trains.

Figure 1: Minimum DCO camera view for units with end doors

Figure 2: Minimum DCO camera view for trains with doors at ⅓ and ⅔ along thebodyside

Rationale

G 2.1.4 The risk area for train dispatch is along the whole length of the train, not just in thevicinity of the external vehicle doors. The view provided by the DCO OTCM system



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permits the driver to visually detect and assess the train dispatch risks for persons orobjects alongside the vehicle or the space between adjacent vehicles.

G 2.1.5 The different widths at doors and not at doors recognise that it is not practical toprovide a view that is a constant width for the entire length of the train.

Guidance

G 2.1.6 Details of the required visual detection are set out in 3.1.4.

G 2.1.7 Blind spots alongside the vehicles, particularly on curved platforms, can prevent thedriver from viewing the full train and the viewing area set out in 2.1.2. On curvedplatforms, the view of the platform may be reduced in width as the train is furtherfrom the platform edge.

G 2.1.8 It is good practice to include an assessment of blind spots as part of the platformtrain interface (PTI) risk assessment set out in RIS-3703-TOM to identify any platformthat may require additional measures to mitigate the blind spots. This may beperformed using the PTI Risk Assessment Tool developed under RSSB research project'An Introduction to Passenger Train Interface Risk Assessment Tool' (T1029).

G 2.1.9 The full length of the train includes any crew only / cab doors at any front,intermediate or end position along the length of the train.

G 2.1.10 The 1500 mm required distance at the doorways provides coverage of passengermovement away from and towards the doors and therefore this represents a suitabledistance to be considered for a standard setting for the camera view. Thisrequirement is for the setting of the cameras, and the driver is not expected to checkthat this distance is correct.

G 2.1.11 This standard sets out a specific width from the bodyside as this allows the camerasto be set up and tested in a consistent manner and can be used whether or not aplatform is marked with a warning line. The distance specified also ensures that thereis a reasonable area of platform covered when there is a large gap between the trainand the platform since the distance is from the bodyside of the train.

G 2.1.12 The 1500 mm distance is used as it aligns with the placing of the yellow line paintedon some platforms. Historically, the minimum spacing of the yellow line from theedge of the platform was 1000 mm, which is the figure selected for the not at doorsposition. The position of the yellow line can vary depending on the requirements ofthe railway undertaking (RU) and the history of the platform; therefore, this is notused as a requirement in this standard.

G 2.1.13 RIS-7016-INS sets out the spacing of the yellow line from the edge of the platform.RSSB research project 'Optimising the design and position of platform markingsdesigned to keep people away from the platform edge' (T1118 ( 2018)) sets outresearch on the optimum position of the warning line on the platform edge. On someplatforms there may be a white line which may be used by drivers to assist them indetermining the area to be checked for obstructions.

G 2.1.14 It is good practice for the cameras to show at least the height of the doors, but thismay be varied if changing the amount of the doors shown in the display reduces blindspots at other points along the length of the train or improves the image quality at



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other locations. A typical setting is the inside top of the aperture. It is good practicefor this analysis to be included and recorded in a risk assessment.

G 2.1.15 For trains fitted with recessed doors, or doors that curve in above the solebar, aperson or object trapped by the doors could be partially within the area hidden by thetrain bodyside. In these circumstances the trapped person or object is less visible andmore difficult to see in the image on the DCO OTCM system monitor compared towhen the whole person or object is in the camera view.

Guidance - weather effects

G 2.1.16 It is good practice to consider the effect of weather on the DCO OTCM system,including its effect on the viewing capability of the cameras.

G 2.1.17 It is good practice to consider glare in the design and operation of the system.

G 2.1.18 Incorporating environmental protection to meet the requirements of suitable ingressprotection prevents any degradation of the DCO OTCM system camera due to theingress of dirt, snow and rain into the camera or housing. Ingress protection is set outin BS EN 60529:1992+A2:2013.

G 2.1.19 Camera housing having a glass optical element that is either flush or stands slightlyproud of the camera housing aids cleaning and the rejection of dirt build-up at theedges of the glass element. When used in conjunction with a hydroscopic coating thiswill aid water dispersion.

G 2.1.20 Abrasion resistant glass protection such as using sapphire coatings provides a meansto maintain the optical properties. Other glare prevention materials may be used. Theuse of appropriate coatings can reduce fungal growth, caused by hot / cold and moistcyclic conditions.

G 2.1.21 The provision of a heating element or demister prevents the build-up of snow and iceover the optical element of the DCO OTCM camera housing and can reduce thechances of fogging.

G 2.1.22 Providing the DCO OTCM system camera and housing as a sealed modular assemblysimplifies the work necessary to replace a defective / damaged camera / housing at amaintenance facility.

2.2 Lighting requirements

2.2.1 The DCO OTCM system shall be designed to view the area set out in Figures 1 and 2,and meet the performance requirements set out in 3.1.4 at station platforms wherethe lighting meets the RIS-7016-INS DCO minimum lighting requirements.

2.2.2 Where station platforms do not meet the lighting requirements set out in RIS-7016-INS, additional acceptance and viewing tests with the actual DCO OTCM systemsshall be performed and the results recorded.

Rationale

G 2.2.3 This requirement allows the system to work in all lighting conditions normallyexperienced in order to give the driver the view set out in 2.1.



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Guidance

G 2.2.4 The additional acceptance and viewing tests determine whether the DCO OTCMsystem provides the appropriate visual information, or whether rectification work isnecessary at the station platform prior to commencing DCO of passenger trains.

G 2.2.5 When checking viewing of images in low light conditions, it is good practice toconsider the Rotakin™ test, as set out in RIS-8060-CCS, to check that it can bedetected.

G 2.2.6 Sodium lighting can blank out some colours on the screen. It is therefore goodpractice to include an assessment of the lighting type in the design and introductionof the DCO OTCM system and manage the risk through image processing or changingthe lighting, if practical.

2.3 Recording of images

2.3.1 The DCO OTCM system images shall be recorded when the DCO OTCM monitors areactive in the cab.

2.3.2 If the DCO OTCM systems are recorded when the monitors are inactive, the point atwhich the monitors are active shall be identified on the recording.

Rationale

G 2.3.3 Providing recorded images assists investigation of reported incidents. Recording theimages for the same period that the monitors are active in the cab provides a recordof the images that were available to the driver.

Guidance

G 2.3.4 Guidance on CCTV recording systems is given in GMGN2606.

G 2.3.5 The recorded images might not be the same view as presented to the driver, so it isgood practice to consider how the images may be played back to show the view thatthe driver has.

G 2.3.6 The recording of images may be integral with other on-train CCTV equipment, or maybe stand-alone for the DCO OTCM system.

G 2.3.7 It is good practice to allow the system to record continually if there is capacity on therecording device, as this assists with the investigation of incidents.

G 2.3.8 When continual recording is not possible, recording for a short period afterdeactivation of the monitors could also assist in incident investigation. This wouldreduce the storage requirements but provide the benefits for investigation.

G 2.3.9 The length of time that images are retained may be defined by the trainmanufacturer or the RU. The factors affecting this calculation include:

a) British Transport Police (BTP) Guidance on CCTV retention in the CCTV Code ofPractice (31 days)

b) Period in which incidents may be reported.c) Recording rate of the images.



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d) Length of recording.e) Requirements for recording and retention of images from other on-board CCTV

systems.f) Capacity of the recording device.

Note: At stations where there is a reversing movement, a turnaround or longer scheduledstop, the monitors may be active for longer than usual dwell time and this would affect thelength of the recording.

G 2.3.10 When designing the system, it is good practice to consider how the images can bedownloaded for off-train viewing. Typical methods include:

a) Hard drive swap.b) Downloading to a laptop.c) Remote download.

2.4 Manual control of the DCO OTCM system

2.4.1 For vehicles which have DCO OTCM monitors capable of being activated by the driverwhen the train is stationary, but without an active door release command, the drivershall be able to select which side of the train to view on the DCO OTCM monitors.

2.4.2 After a manual activation, the DCO OTCM monitors shall automatically switch off, asset out in 2.5.2.

Rationale

G 2.4.3 Switching on the DCO OTCM system monitors without releasing the doors providesthe driver with the means to view either side of the train at any location, including todetermine whether it is safe to depart from a platform.

Guidance

G 2.4.4 Situations in which it may be useful for the driver to view the DCO OTCM monitorswithout an active door release include:

a) Dispatching empty coaching stock.b) When the train has made an unscheduled stop at a station.c) Checking the doors after a loss of interlock report.d) Checking that the train is at the platform before releasing the doors.

2.5 Monitor availability after train safety check

2.5.1 The DCO OTCM system shall have the capability to display the views of the train andplatform, as set out in Figures 1 and 2, on the monitors after the train safety check iscomplete and while the train is departing from the platform.

2.5.2 The DCO OTCM monitors shall be automatically turned off when the train hasdeparted from the platform.

2.5.3 The trigger for turning off the monitors shall be:



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a) Configurable by maintenance staff.b) Determined by the RU.c) Capable of accepting at least one of the following input types:

i) Speed of the train.ii) Distance from stationary position.iii) Time from driver taking power.

d) Capable of being switched off when the driver takes power.e) Capable of location specific adoption of different trigger criteria.

Rationale

G 2.5.4 Leaving the monitors on whilst the train is departing from the platform provides thedriver with a view of the train and platform allowing them the possibility of observinga developing incident and therefore potentially preventing or reducing the effects ofan accident. This supports the Office of Rail and Road (ORR) DCO Principles.

G 2.5.5 The choice of triggers for determining when to switch the monitors off is to allowretrofitting of DCO OTCM systems without needing to create additional signals forthe trigger. Having multiple possible inputs provides more flexibility for the RU todetermine when the monitors are switched off.

G 2.5.6 Turning off the monitors when the train has departed from the platform, that is,running between stations, prevents the DCO OTCM system from distracting the driverwhen it is not showing useful images. When running at speed the images will beblurred and not providing any information to the driver.

Guidance

G 2.5.7 RSSB research project 'Evaluating the use of on-train driver only operation(passenger) monitors during station departure'( T1059 (2018) ) sets out the risks thatmay be considered when deciding at what point the monitors are switched off. Thepoint at which the monitors are switched off will normally be the same at all stationsfor a particular type of train, except where a technical solution is available to turn offthe monitors at specific stations. 2.5.3. e) would provide the DCO OTCM system withthe ability to accept the inputs for different triggers at different stations, but the trainmay not have the capability to provide this information.

G 2.5.8 As T1059 (2018) sets out, there is the risk of distraction for the driver. The RU maydetermine the primary focus of the driver when departing the station. The tasks forthe driver during dispatch and when departing the station are determined by theprocess set out in RIS-3703-TOM and described in GERT8000-SS1.

G 2.5.9 Where there are particular risks ahead of the train during departure, for example alevel crossing immediately after the station, the RU may instruct the driver to not usethe monitors at all after taking power.

G 2.5.10 The following are some of the factors to consider when duty holders are consideringthe use of DCO OTCM monitors when departing from a station, to understand the riskon the line ahead:

a) Is there a level crossing at or within sight of the station? If so:



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i) Is this level crossing locally monitored?ii) Does it have high usage?iii) Is it known to have high levels of incorrect usage?

b) Is track work planned around or near the station? If so, will this lead to trackworkers being on the line near to the station?

c) Is there a signal at the end of the platform or just after the platform? If so, doesthis signal have high SPAD risk?

G 2.5.11 Where the answer to any of the questions in G 2.5.10 is yes, the potential risk benefitat the PTI achieved by keeping the monitors on needs to be weighed against theimpact of distraction on the hazards listed. There may be other hazards that arepresent on the line ahead at specific locations; when this is the case they need to beevaluated in a similar way. PTI risk benefit information can be gathered byapplication of the risk assessment process in RIS-3703-TOM.

G 2.5.12 Appendix C gives guidance on selecting the trigger type and value.

G 2.5.13 The nominal image quality is defined for the situation when the train is static, but theimage quality will deteriorate when the train starts to move, and it is good practice toinclude the image quality in the consideration of when the monitors should beswitched off.

G 2.5.14 There are several existing train types that leave the monitors on after taking power.

G 2.5.15 It is permitted to reduce the number of images presented to the driver after takingpower to provide an overview of the train and platform area set out in Figures 1 and 2rather than the detailed view. For example, all the forward facing bodyside camerascould be switched off so that all the images presented to the driver show movementin the same direction.

G 2.5.16 Part 6 sets out details of the risk assessments required when installing or upgrading aDCO OTCM system.



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Part 3 Image Requirements

3.1 General

3.1.1 The DCO OTCM system shall display a real-time image(s) of the viewed area of thetrain and platform, that meets the performance requirements set out in 3.1.4.

3.1.2 The latency of the system shall have a maximum latency of class S1 as set out in inBS EN 62676-1-2:2014.

3.1.3 The DCO OTCM system shall automatically control the angular size, resolution,brightness, contrast, shape distortion, refresh rate and the speed of adaptation tobrightness and contrast of each image displayed.

3.1.4 The visual detection of the target object shall include a minimum angular size of theheight of the target object as displayed on the DCO OTCM system monitor andsubtended at the observer's eye. This minimum angular size shall be 20 minutes ofarc.

3.1.5 Where optical properties of the camera and lens distort the recorded image, the DCOOTCM system shall incorporate the necessary processing capability to remove theeffects of optical distortion on the real time view on the monitor display using theimages from the DCO OTCM system camera.

3.1.6 Whilst in operation the DCO OTCM system shall provide a visual means for the driverto determine that the image(s) being displayed is not frozen.

3.1.7 The DCO OTCM system shall automatically display on the monitors the view from thecameras on the side of the train where there is an active door release command on asingle side.

3.1.8 Where the DCO OTCM monitors are manually activated, the monitors shall displaythe view from the cameras on the side of the train for which there is a manual OTCMselection by the driver without an active door release command.

Rationale

G 3.1.9 The DCO OTCM system is provided to assist the driver in dispatching the train from aplatform; therefore, live images are required on the vehicle side where the doors areopen. Providing images for the other side of the train may prove a distraction.

G 3.1.10 Under manual operation the driver may wish to view either side of the train.

Guidance

G 3.1.11 The viewed area of the train and platform is set out in 2.1.2 and shown in Figures 1and 2.

G 3.1.12 The images displayed are typically colour images but may be in another format toenhance clarity in different lighting conditions. Colour images are needed if dispatcharrangements include platform staff displaying a green hand signal to give the rightaway signal to the driver via the OTCM monitors.

G 3.1.13 Manual controls may be provided for the driver to adjust the image, in addition to theautomatic adjustment.



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G 3.1.14 Switching the DCO OTCM system monitors on when the train is approaching thestation could cause a distraction to the driver.

G 3.1.15 The DCO OTCM system is only intended to cover the situation where the door releasecommand is given for one side of the train. Other solutions or procedures will need tobe provided when platforms are present on both sides of the train, in particular wherethe doors are intentionally to be released on both sides of the train.

G 3.1.16 One method to show that the images are live is to include a flashing red light in thecorner of the monitor.

G 3.1.17 The value of latency applies to the entire system, that is, the latency from the camerafurthest from the monitor, to the monitor. Latency is assessed by calculation.

G 3.1.18 The automatic control of the image is assessed when the train is static and when it ison the move, if the images are displayed whilst the train is departing from theplatform.



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Part 4 Cameras

4.1 General requirements

4.1.1 The DCO OTCM system cameras shall:

a) Capture and transmit images as set out in 3.1.b) Automatically adjust between the minimum lighting level set out in RIS-7016-INS

and full daylight.c) Provide images that meet the requirements of this standard in regard to the driver

being able to detect an incident at the Platform Train Interface (PTI).

Rationale

G 4.1.2 These requirements allow the cameras to send the image quality to provide the driverwith images suitable to assist them in carrying out the dispatch duties.

Guidance

G 4.1.3 Experience with current technology shows it is better to select target zones within theimage as the basis for the control of brightness and contrast, rather than using anaverage of the whole image.

G 4.1.4 The use of non-reflective / absorptive coatings / films in front of the camera housingand on the internal surfaces of the housing reduces reflections seen by the camera.

G 4.1.5 Provision of DCO OTCM system cameras with the capability of viewing images inconditions with lower lighting levels than set out in RIS-7016-INS, permits the systemto operate at station platforms that are non-compliant with the lighting requirementsset out in RIS-7016-INS either temporarily or permanently.

G 4.1.6 Provision of a clear image with good contrast and uniformity of brightness across theimage gives the driver a clear view of the train and platform area shown in Figure 1.Technical solutions to give this image include a charge-coupled device (CCD) withpixel-level exposure control.

G 4.1.7 The choice of the camera specification and the technology used, to provide the driverwith the images, as set out in 3.1, may be made by the manufacturer. For example:

a) A standard definition (SD) camera has a resolution of 720 x 576 pixels and arefresh rate of at least 12 frames per second.

b) High definition (HD) cameras with a resolution of 1920 x 1080 pixels provide upto five times more definition than SD cameras. The refresh rate is at least12 frames per second.

G 4.1.8 Considerations for the image resolution provided by the camera include:

a) The monitor resolution.b) The fact that the image may be zoomed in, or that it is displayed as a single

image on the monitor.c) The image may be viewed as a moving image.



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4.2 Positioning and alignment of cameras on vehicles

4.2.1 General

4.2.1.1 DCO OTCM system cameras shall be fitted on both sides of each vehicle and remainwithin the calculated rolling stock swept envelope, as set out in GMRT2173.

4.2.1.2 The DCO OTCM system cameras on each vehicle shall be positioned and aligned toprovide a view of the train and platform parallel to the vehicle body thatencompasses:

a) The view set out in 2.1.2.b) At the door positions, any step and vertical gap between the bottom of the door

leaf and the platform.

Rationale

G 4.2.1.3 A view along the bodyside adjacent to the doors permits a person or object, trappedon the outside of the train by the doors, to be visible on the DCO OTCM systemmonitors. The camera alignment is particularly important on vehicles with recesseddoors when the trapped person or object could be partially within the recess space.

Guidance

G 4.2.1.4 Guidance on specific door configurations is as set out in the following:

a) ⅓ and ⅔ door spacing (4.2.2).b) End doors (4.2.3).c) One door per vehicle (4.2.4).

G 4.2.1.5 As set out in G 2.1.14, it is good practice for the cameras to show the height of thedoors, but this may be balanced with changing the field of view to reduce blind spots.The conditions of G 2.1.14 apply.

G 4.2.1.6 Blind spots could be at:

a) Vehicle ends if the view does not extend that far.b) In the centre of the vehicle if the view is not set correctly when there are multiple

cameras per vehicle.c) Anywhere on the vehicle due to the effect of curved platforms.d) Cab doors if the cameras are mounted in board of the cab and do not point in the

direction of the cab.

G 4.2.1.7 The appropriate selection of the portrait / landscape orientation of the camera andits lens maximises the view of the train and platform area whilst avoiding the need toelectronically crop the camera images. Appropriate alignment of the cameras willavoid glare caused by viewing illuminated bodyside indicators.

G 4.2.1.8 Using a targeting template positioned relative to a fixed position on the bodyside canaid the alignment of the camera, giving repeatability of set-up so that all images willhave the same train bodyside to platform ratio. The template can also be useful whensetting the camera focus point and depth of field.



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G 4.2.1.9 Including an assessment of where there may be DCO OTCM system camera blindspots on a platform in the PTI risk assessment can identify where there are risks totrain dispatch. Operational measures and / or the provision of additional train-mounted or platform-mounted equipment may be necessary to close out theremaining hazards. These measures need to be implemented prior to commencingDCO with these vehicles. The PTI Risk Assessment Tool may be used to assist theassessment and record the results of the assessment.

G 4.2.1.10 One of the main risks to consider is the gap between vehicle ends, both betweenvehicles in a unit and between coupled units. This risk may be mitigated by camerasor by alternative risk controls.

4.2.2 1/3 and 2/3 door spacing

Guidance

G 4.2.2.1 Vehicles with ⅓ and ⅔ door spacing have generally been fitted with cameras at thediagonal corners of the vehicle to provide a view of the doors. This arrangement of asingle camera on the vehicle side leads to a blind spot on each vehicle side at the endclosest to the camera, as shown in Figure 3.

Figure 3: Single camera with ⅓ and ⅔ door spacing

G 4.2.2.2 To mitigate the blind spot shown in Figure 3, on straight or slightly curved platforms,the blind spot on the second and subsequent vehicles is covered by the camera on thepreceding vehicle. On stations with curved platforms, additional actions may berequired to manage or remove the blind spot. It is good practice for the manufacturerto provide the railway undertaking (RU) with details of the curve radius that wouldaffect the coverage of the view shown in Figures 1 and 2.

G 4.2.2.3 Where all the DCO OTCM system cameras are positioned at the leading left-hand sidein the direction of travel, on left-hand platforms the remaining blind spot is at thefront of the first vehicle. On right-hand platforms (island platforms), thecorresponding blind spot is at the rear of the last vehicle of the train and is a potentialrisk to safe train dispatch.

G 4.2.2.4 Some multiple units have the DCO OTCM system cameras on the two end vehiclesorientated to view towards the middle of the unit. With this arrangement thecameras are viewing into the lit area of the platform rather than into a potentiallydark zone beyond the platform. When these units are coupled together, the platformadjacent to the coupled ends is viewed from a camera that is positioned at least twovehicle lengths away, thus creating a potential blind spot on curved platforms. Blindspots also occur at both the front and rear of the train and are potential risks to safetrain dispatch.



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G 4.2.2.5 Alternative arrangements are for two cameras to be installed, one at each end of thevehicle, as shown in Figure 4. This reduces the blind spots and increases coverage ofthe PTI.

Figure 4: Two camera arrangement for ⅓ and ⅔ doors

G 4.2.2.6 Where additional images are captured due to the use of more cameras, additionalassessment may be required as set out in 6.2. Part 6 sets out details of theassessment.

G 4.2.2.7 Where images are taken from opposing cameras, images may present an effectwhere the scene both moves towards the camera and away from the camera ondispatch.

4.2.3 End doors

Guidance

G 4.2.3.1 Existing camera arrangements for vehicles with end doors are shown in Figure 5. Inthis configuration the cameras are in-board of each door.

G 4.2.3.2 The camera views overlap to meet the requirement in 2.1.2.

Figure 5: Two cameras for trains with end doors

4.2.4 One door per vehicle

Guidance

G 4.2.4.1 When the doors are not in any of the positions set out in 4.2.2 and 4.2.3, the positionof the cameras will vary depending on the position of the doors.

G 4.2.4.2 Figure 6 shows an example of the camera position when there is a single door in thecentre of each side. In this design, the blind spot on one vehicle is covered by thecamera view on the next vehicle on straight platforms, and a second camera is addedto side one of the cab vehicles to help reduce blind spots as set out in Figure 7. Onstations with curved platforms, additional mitigations may be necessary to removethe blind spot.

G 4.2.4.3 Other camera arrangements, for example the camera arrangement shown in Figure 4,may reduce the blind spots further.



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Figure 6: Camera position on intermediate vehicles and side 2 of cab vehicles for one door pervehicle

Figure 7: Camera positions on side 1 of cab vehicles with one door per vehicle



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Part 5 Monitors

5.1 General

5.1.1 DCO OTCM system monitors shall:

a) Have the capability to display colour images.b) Automatically control the brightness and contrast relative to the ambient lighting

levels in the cab to present a readable image.c) Have a resolution that allows the images, both in normal and cropped condition,

for the system to be displayed to the driver with sufficient quality to ensure thatthe requirements of 2.1 are met.

Rationale

G 5.1.2 These requirements allow the monitors to meet the requirements for image displayset out in 3.1, and display the images received from the cameras set out in 4.1.

Guidance

G 5.1.3 Providing an additional manual adjustment of the brightness and contrast within alimited range above and below the automatic value permits the driver to adjust thedisplayed image for viewing purposes.

G 5.1.4 The resolution of the monitors is an input into the design requirements for thecameras, as this determines the quality of the image that is displayed to the driver.

5.2 Location

5.2.1 The location and arrangement of the DCO OTCM system monitors shall enable thedriver to view the displays whilst remaining at their normal driving position.

5.2.2 The position of the DCO OTCM system monitors shall not obstruct the forward viewthrough the windscreen, as set out in GMRT2161, or impede access to the primaryoperational controls and indications.

5.2.3 The location of the monitors shall enable the driver to switch between looking at theview ahead and the monitor when departing a platform.

Rationale

G 5.2.4 Optimising the position of the DCO OTCM system monitors allows for minimumreading time and error; this aids in the timely dispatch of the train from the platform.

Guidance

G 5.2.5 The position and alignment of DCO OTCM system monitors generates a range ofviewing angles relative to the position of the driver's head. Increasing the angle awayfrom perpendicular to the monitor screen can diminish the screen readability.

G 5.2.6 Integrating the DCO OTCM system monitors within the desk design is part of theoverall human factors analysis of the cab layout.



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G 5.2.7 It is good practice for the monitors to be within the driver's 60° visual field for view, asshown in Figure A.2 of BS EN 16186-2:2017, to meet the requirements of 5.2.3.BS EN 16186-2:2017 sets out further requirements and guidance for the positioningof monitors and displays.

G 5.2.8 BS EN 16186-3:2016 sets out requirements and guidance for the design of monitorsand displays.

5.3 Screen design

5.3.1 The screen readability of the DCO OTCM system monitors shall not be diminished byany unwanted reflections in the cab.

5.3.2 The DCO OTCM system monitors shall not produce any unwanted reflections.

Rationale

G 5.3.3 These requirements prevent the use of the DCO OTCM system affecting other tasksperformed by the driver, or other systems affecting the driver's view of the DCOOTCM monitors.

Guidance

G 5.3.4 Low reflectance screens reduce the generation of reflections of the cab interior,thereby improving the screen readability.

G 5.3.5 The use of non-reflective coatings within the driving cab and the addition of solarrejection elements to side windows can assist in the reduction of internal reflectionsand glare build-up.

5.4 Image layout

5.4.1 Multiple images shall be shown on the DCO OTCM system monitor in a consistent anda logical format.

5.4.2 The images associated with each vehicle shall be clearly identifiable.

5.4.3 The layout and the numbers of images displayed to drivers shall be compatible withthe driver's ability to view the images and detect incidents successfully, taking intoaccount:

a) The time available for the driver to perform the train safety check.b) The other tasks expected to be performed by the driver at the station stop.

5.4.4 Any text displayed on the monitors to identify the camera / vehicle shall not obscurethe image of the train and platform area viewed by the DCO OTCM system.

Rationale

G 5.4.5 This provides the driver with a logical and consistent format to support reliabledispatch.



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Guidance

G 5.4.6 Consistent and logical format means that the sequence of images is representative ofthe train and platform area being displayed.

G 5.4.7 To meet the requirement in 5.4.3 it is good practice to agree the number and layoutof images with the railway undertaking (RU). The number of images acceptable mayvary due to the expected station dwell time, image layout and monitor position.

G 5.4.8 Example success rates for the driver's ability to detect incidents when viewing theimages are set out in RSSB research project 'Assessing the impact of increasednumbers of CCTV images on driver only operation of trains' (T535 (2005)).

G 5.4.9 Figure 8 shows a common method of displaying the images. In this layout the top leftpart of the monitor display represents the image from the vehicle closest to thedriver's position. If fewer vehicles are in the train, then those spaces on the monitorwould be shown as blank or marked as image not in use.

Figure 8: Display for 12 vehicles on two DCO OTCM system monitors (showing images from thefront six vehicles and 'image not in use' labels for the rear six vehicles)

G 5.4.10 Other arrangements of images may be suitable provided they have been assessed tobe effective in representative conditions of use and approval gained, as set out in 6.2.

G 5.4.11 One example of a validated alternative arrangement for DCO OTCM systems, wherethere are two cameras per vehicle, is to pair the images for the vehicle with thevehicle body side in the centre of the paired image and to place a border around the



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image. An example of this is shown in Figure 9. This image layout has beendemonstrated to have a similar detection rate to existing layouts when a suitabletime to view the images is provided. The dwell time might vary to allow time toconduct the safety check for different image layouts.

Figure 9: Two cameras per vehicle - paired images



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G 5.4.12 Providing the ability to switch between a DCO OTCM system monitor displayingseveral images to a full screen image from one of the vehicles on the same monitorprovides the driver with the ability to zoom into any areas of concern. Additionally,being able to transfer the images from one monitor to another could reduce theimpact of a failure of a system monitor.

G 5.4.13 The switching of images depends on the design of the DCO OTCM system monitor.This could be a touch screen facility corresponding to the image to be selected or bysoft keys surrounding the monitor. This facility allows the driver to toggle between themultiple images and the single image. RSSB research project 'ERTMS/ETCS driver/machine interface options for future train cab design: Soft key and hybrid options forthe ETCS driver/machine interface' (T906 (2012) ) provides further information onthe merits of touch screen and soft key technology.

5.5 Switching between images

5.5.1 If the DCO OTCM system has the ability to swap to a single image, as set out in G 5.4.12, the DCO OTCM system monitors shall have the capability to return todisplaying the multiple images of the train and platform area viewed by the systemprior to the train starting to move.

Rationale

G 5.5.2 This provides the driver with the ability to check the whole area shown in Figures 1and 2, length of the train and associated platform area before starting any trainmovement.

G 5.5.3 It is necessary for the driver to view the length of the train and the doors, as shown inFigures 1 and 2, prior to starting to move.

Guidance

G 5.5.4 None.



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Part 6 Risk Assessment of the System

6.1 Introduction

Guidance

G 6.1.1 As part of the gaining approval for a new or modified DCO OTCM system, a suitableand sufficient risk assessment is required, as set out in the Railways and Other GuidedTransport Systems (Safety) Regulations 2006 (ROGS) and the Railways(Interoperability) Regulations 2011 (RIR).

G 6.1.2 Taking Safe Decisions (TSD) sets out guidance and a framework on how to undertakea suitable and sufficient risk assessment.

G 6.1.3 TSD is available on the RSSB website.

G 6.1.4 A suitable and sufficient risk assessment may be obtained by following the CommonSafety Method for Risk Evaluation and Assessment (CSM RA). Guidance on the CSMRA is given in GEGN8646.

6.2 Gaining approval for number and layout of images

6.2.1 The numbers and layout of images shall be compatible with the cognitive availabilityof the driver, as set out in 5.4.3.

6.2.2 The process shall show that the driver has the ability to detect static and developingincidents during a train safety check.

6.2.3 The following shall be defined by the introducer of change (for example the trainmanufacturer):

a) Process for agreement of the layout.b) Incidents / targets that are to be used in a trial.

Rationale

G 6.2.4 To allow a train to depart safely it is necessary for the driver to be able to detectdeveloping incidents.

G 6.2.5 The appropriate number and layout of images will vary depending on the type oftrain, the layout of doors and layout of cameras, so it is not possible to write specificrequirements.

Guidance

G 6.2.6 Where the railway undertaking (RU) is known at the time of design / modification ofthe DCO OTCM system, it is good practice to agree the process for demonstratingthat the layout and number of images is acceptable with the RU.

G 6.2.7 Assessment may be carried out by using:

a) Trials to compare performance of drivers against existing DCO CCTV systems.b) A reference system as part of a CSM RA analysis.



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G 6.2.8 An example process for undertaking trials to compare the performance of driversagainst existing DCO CCTV systems is set out in Appendix B.1.

G 6.2.9 Human factors methods to demonstrate that the system adequately supports humanperformance in the train dispatch task and the involvement of users in theperformance tests provide information to assess whether the system is fit for purpose.Consideration of methods to collect user feedback and performance data for thesystem also provides information to enhance the system where issues have beenidentified.

G 6.2.10 Trials are considered to be better than reference systems when there are newarrangements of multiple images for a vehicle or there are alternative technologies.

G 6.2.11 T535 (2005) provided some evidence for the number of images that drivers are ableto view successfully and accepted performance for drivers detecting incidents.

G 6.2.12 The layout shown in Figure 9 has been validated for 12 vehicles but was not yet in useat the time of publication of this RIS.



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Part 7 System Testing

7.1 Introduction

Guidance

G 7.1.1 This section sets out requirements for testing at three stages of design and operation:

a) Placing into service.b) Putting into use.c) Maintenance.

G 7.1.2 Placing into service and putting into use have specific definitions under the RIR.

G 7.1.3 Guidance on the meanings of and the activities required for placing into service andputting into use is set out in RIS-8270-RST.

7.2 Placing into service

7.2.1 Tests shall check all functionality of the system as set out in this standard.

7.2.2 Alignment of the cameras shall be tested using one of the test objects set out inRIS-8060-CCS.

7.2.3 The acceptance tests shall be undertaken under a variety of external lighting levels,from full daylight, down to the minimum illumination at station platforms intendedto be used with DCO, as set out in RIS-7016-INS.

7.2.4 The visual detection of the target object shall have a minimum performance as setout in 3.1.4.

Rationale

G 7.2.5 For placing into service, it is necessary to show that the system works as defined inthis standard so that images are presented to the driver to assist them in the dispatchduties.

Guidance

G 7.2.6 Moving the viewing test target along the platform edge, or simulated platform edge,and a distance of:

a) 1500 mm parallel to the train body side at the doors,b) 1000 mm parallel to the train body side at other positions,

assesses whether for all points along the train a complete image of the viewing testtarget appears in at least one image on the DCO OTCM system monitors.

G 7.2.7 It is good practice to record the test object and the camera setting parameters in thetrain documentation such that the same test object is used in all tests, for examplemaintenance tests. If the facilities at the maintenance depot mean that the testdescribed above is impractical, it is good practice to identify locations that are



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possible for testing at the depot and record what the test object looks like at thosepositions so that this can be used as the reference for maintenance tests.

7.3 Putting into use

7.3.1 The system shall be tested at platforms that are representative of where the systemshall be used.

7.3.2 Additionally, the system shall be tested at platforms where and when there areparticular features that may affect the operation of the system, for example:

a) Stations with curved platforms.b) Platforms with hidden entrances.c) Platforms that are aligned with sunrise and sunset conditions.d) Platforms where there is alignment with low sun.

7.3.3 The tests shall be performed to demonstrate that the dispatch requirements inRIS-3703-TOM are met.

Rationale

G 7.3.4 This provides assurance that the DCO OTCM system will provide the requiredfunctionality at all locations where it will be used.

Guidance

G 7.3.5 The methods to assess the performance of train dispatch using station platform-mounted camera / monitor systems are set out in RIS-8060-CCS. These methods arealso applicable to the self-contained DCO OTCM systems.

G 7.3.6 For the conditions set out in 7.3.2, these may be simulated to allow the testing to becarried out when needed rather than at particular times of day or year.

G 7.3.7 Undertaking a compatibility exercise identifies those station platforms where theproposed DCO OTCM system does not fully address the risks to safe train dispatch.Operational measures and / or the provision of additional train-mounted or stationplatform-mounted equipment could be necessary to close out the remaining hazards.The compatibility exercise may use the PTI Risk Assessment Tool.

G 7.3.8 It is good practice for the targets used to be the same as the targets used forassessing other dispatch methods.

G 7.3.9 The procedure for moving the test object is set out in G 7.2.6.

7.4 Maintenance

7.4.1 Following maintenance of the cameras, a viewing capability test shall be performedto check that the cameras are still correctly aligned.

Rationale

G 7.4.2 This test checks that the system continues to allow the driver to carry out the trainsafety check using the DCO CCTV system following maintenance of the system.



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Guidance

G 7.4.3 The viewing capability test may be the test set out in 7.2 or a test derived from thesettings and test object recorded during the placing into service tests. For example, atest object may be placed at defined locations and the reference points checked toensure that the camera still works and is pointing in the right direction. This may benecessary where the depot facilities make the tests set out in 7.2 impractical.

G 7.4.4 Maintenance checks may be performed at intervals as determined by the RU. It isgood practice to carry out these tests whenever a part of the system has beenreplaced.



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Appendices

Appendix A Additional Functions to Support ORR DCO Principles

A.1 Introduction

A.1.1 The additional functions set out in this appendix are suggested enhancements to theoperation of the system to assist the driver in dispatching the train. Use of thefunctionalities in this appendix are encouraged in the ORR DCO Principles.

A.2 Audio announcements

A.2.1 The DCO OTCM systems may provide the capability of interacting with the means tomake an external announcement at any position along the train.

A.2.2 Where the driver considers that persons remaining in the area shown in Figures 1 and 2 present a risk to the train departing the platform, the ability to make externalannouncements that the train is about to depart warns persons on the platform tomove to a position of safety. External announcements also alleviate the need for thedriver to leave the cab to deal with the situation.

A.2.3 Providing the means to switch between making a general audio broadcast along thewhole length of the train or provide a limited local audio announcement provides thedriver with the ability to target a specific area of the train. This could also be linked tothe ability for the driver to select a full screen image from one of the DCO OTCMsystem cameras on a vehicle.

A.3 Passenger alarm system and internal CCTV

A.3.1 The DCO OTCM system may have the capability of interacting with the passengeralarm system and internal CCTV systems.

A.3.2 Interacting with the passenger alarm system and other internal CCTV systems couldprovide assistance to the driver in the event of passenger alarm activation during adeparture from a platform.

A.3.3 The passenger alarm system set out in the LOC & PAS TSI clause 4.2.5.3 requires animmediate application of the service or emergency brake when a passenger alarm isactivated and the train is departing from a platform.

A.3.4 In the event of a passenger alarm being activated, when a train is departing from aplatform, the DCO OTCM system could provide additional information to the driver.The DCO OTCM system monitors switching to displaying full screen images from theDCO OTCM system camera(s) of the platform side for the door where the passengeralarm has been activated shows the driver the exterior of the affected door.

A.3.5 Where several DCO OTCM system monitors are provided, it is recommended that onemonitor is configured to display images from internal CCTV camera(s) in the event ofa passenger alarm. The internal CCTV images pointing towards the passenger doors,on the side last released, provide the driver with an additional view on the vehiclewhere the passenger alarm has been activated.



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Appendix B Example Process for Approval of Image Numbersand Layout

B.1 Example trial process

B.1.1 This appendix sets out some examples of what to consider when setting up a trial togain acceptance for the numbers and layouts of images, as set out in 6.2.

B.1.2 Due to the potential difficulties in capturing and extracting specific incidents fromexisting OTCM footage, it may be necessary to stage the incidents and record themfor the trial.

B.1.3 It is good practice to use both static targets and developing incidents in the trials.Example static targets are set out in Table 1 and example developing incidents areset out in Table 2.

Target

An adult trapped aware

An adult trapped unaware

A child trapped or alone inside the yellow line

An object stuck in the doors for example a pushchair

Table 1: Example static targets for trials

Incident

A person running towards the train and attempting to board

A person running alongside the train

A passenger who has fallen in the area shown viewed by the cameras1

A passenger has dropped an item trackside and is attempting to retrieve it

A passenger has fallen between the train and the platform edge; other passengersare attempting to alert the driver

Erratic passenger behaviour that is causing a commotion on the platform

1In this example the target could be people trying to assist the person fallen. It isnot necessary to have someone actually fallen at the PTI

Table 2: Example developing incidents

B.1.4 RIS-8060-CCS sets out more information on static targets.

B.1.5 It is good practice to consider the items in Table 3 in developing the trial. Column 2sets out notes to explain the consideration.



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Consideration Notes

When incidents appear Are incidents present for the whole timethe participant is viewing the monitors orinserted / removed during the test?

Incidents presented to the driver How many incidents are presented to theparticipant and where on the train? Howare they presented - randomly or atdefined points?

Incidents at each door position

Ratio of incidents to non-incidentspresented to the driver

What is a suitable ratio to give ameaningful result whilst making the testfeasible?

Position of people waiting for the train Where should people be stood to giveclear criteria for the test whilst making itas realistic as possible?

Successful number of incidents identified T535 (2005) sets out a methodology andresults from previous trials. How willmissed targets be addressed?

Participants Who should be involved? Experienceddrivers, those with experience of DCOOTCM systems or a mix?

Task undertaken What task will the participants be askedto undertake?

Location Where is the test done?

Briefing to participants What are you going to tell theparticipants and what are you going toask them to do?

Table 3: Items to consider when developing the trial

B.1.6 It is good practice for tests to be comparable with tests on existing rolling stock. Thiscould be from existing published trials or may require repeating the test on existingrolling stock with all the incidents in the new test to allow an accurate comparison.Any data treatment carried out on one set of test data also needs to be carried out onthe comparative data to gain an accurate comparison.

B.1.7 Route specific acceptance of the DCO system may include testing which considers:

a) Passenger movements on the platforms.b) Replication of areas where passengers congregate.c) Influence of platform design.d) Peak hour patterns.e) Low lighting.



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Appendix C Determining When the Monitors are Available

C.1 Factors for selecting trigger type and value

C.1.1 There are four trigger types set out in 2.5.3, the first three of which allow the monitorto remain on while the train is departing the platform and the final one switches themonitors off as the driver takes power.

C.1.2 The choice of trigger type is based on considerations as set out in Table 4.

Trigger type Reason Concerns

Speed Provides a consistentoperation at every station.The monitors will alwaysswitch off when the trainreaches a certain speed.Allows the driver todetermine when themonitors switch off bydeparting at low speed.

Speed signal may not beavailable to the system onsome types of trains.

Distance Sets a fixed distance forthe train to move; thiscould be the length of thetrain for example.

Could be inconsistent interms of whether the trainis out of the platform.

There may not be an easyway of measuring thedistance.

Time Sets a fixed time for themonitors to be available.Provides a consistentoperation. Can beprovided easily by meansof, for example, a timerrelay or software timerfrom an operationaltrigger such as tractionengagement.

Could be on for a timewith no clear pictures ifthe train acceleratesquickly.

Driver takes power Consistent operation. Norisk of distraction.

No possibility of driverdetecting developingincidents and potentiallypreventing or mitigatingthe consequences of theincident.

Table 4: Choice of trigger type



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C.1.3 There are a number of factors to consider when determining the value for the triggertype. These include:

a) The variations in the platforms that the train is expected to call at, for example interms of length, curvature.

b) The length of the train.c) The expected acceleration of the train when departing a platform.d) The other workload of the driver when departing a platform.e) Mitigations for the other hazards in the task, for example TPWS at signals.f) The view available to the driver when departing the platform, for example:

i) Do all the camera views show movement in the same direction as the train?ii) Is the view the same for both near and off-side dispatch?

g) The means of providing the input; what is the variability of the input?

C.1.4 Some possible values and methods of choosing the appropriate value are set out inTable 5.

Trigger type Example value Reason for choosing

Speed 5 km/h Speed at which the imagesstart being unreadable.Alternatively, could choosea speed that the train hastypically reached when thetrailing vehicle has left theplatform.

Distance 200 m Length of the train.

Time 20 s Time for the train to move200 m when departing theplatform at typicalacceleration.

Table 5: Possible values for trigger types



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Definitions

Driver Controlled Operation(DCO)

A method of working where the train driver is in control of theopening and closing of the train's doors.



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Abbreviations and acronyms

CCD Charge coupled device.

CCTV Closed Circuit Television.

CSM RA Common Safety Method for Risk Evaluation and Assessment.COMMISSION REGULATION (EU) No 2015/1136 of 13 July 2015amending Implementing Regulation (EU) No 402/2013 on thecommon safety method for risk evaluation and assessment.

DCO Driver Controlled Operation.

ERTMS European Rail Traffic Management System.

ETCS European Train Control System.

HD High definition.

INS Infrastructure.

IP Ingress Protection as set out in BS IEC 60529.

ORR Office of Rail and Road.

OTCM On-Train Camera Monitor.

PTI Platform Train Interface.

RIR Railways (Interoperability) Regulations 2011.

ROGS Railways and Other Guided Transport Systems (Safety) Regulations2006.

RU Railway Undertaking.

SD Standard definition.

TOM Traffic Operation and Management.

TSD Taking Safe Decisions.



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References

The Standards catalogue gives the current issue number and status of documents published byRSSB: http://www.rssb.co.uk/railway-group-standards.co.uk.

RGSC 01 Railway Group Standards Code

RGSC 02 Standards Manual

Documents referenced in the text

Railway Group Standards

GERT8000-SS1 Rule Book: Station duties and train dispatch

GMRT2161 Requirements for Driving Cabs of Railway Vehicles

GMRT2173 Requirements for the Size of Vehicles and Position of Equipment

RSSB Documents

GEGN8646 Guidance on the Common Safety Method for Risk Evaluation andAssessment

GMGN2606 Guidance on the Fitment and Functionality of Forward and RearFacing Cameras on Rolling Stock

PTI Risk Assessment Tool Developed under T1029. User guide available on SparkTool is available from RSSB website or from the AppStore orGooglePlay.

PTI Strategy RSSB Platform Train Interface Strategy, RSSB, January 2015.

RIS-3703-TOM Passenger Train Dispatch and Platform Safety Measures

RIS-7016-INS Interface between Station Platforms, Track and Trains

RIS-8060-CCS Engineering Requirements for Dispatch of Trains from Platforms

RIS-8270-RST Route Level Assessment of Technical Compatibility betweenVehicles and Infrastructure

T535 (2005) Assessing the impact of increased numbers of CCTV images ondriver only operation of trains

T906 (2012) ERTMS/ETCS driver/machine interface options for future train cabdesign: Soft key and hybrid options for the ETCS driver/machineinterface

T1029 (2016) An Introduction to Passenger Train Interface Risk Assessment Tool

T1059 (2018) Evaluating the use of on-train driver only operation (passenger)monitors during station departures

T1118 ( 2018) Optimising the design and position of platform markings designedto keep people away from the platform edge



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http://www.rssb.co.uk/railway-group-standards.co.uk

Taking Safe Decisions Available on the RSSB website.

Other References

BS EN 16186-2:2017 Railway applications - Driver's cab Part 2: Integration of displays,controls and indicators

BS EN 16186-3:2016 Railway applications — Driver's cab Part 3: Design of displays

BSEN 60529:1992+A2:2013

Degrees of protection provided by enclosures (IP code)

BS EN 62676-1-2:2014 Video surveillance systems for use in security applications Part 1-2:System requirements — Performance requirements for videotransmission

CCTV Code of Practice British Transport Police CCTV Code of Practice

CSM RA Common Safety Method for Risk Evaluation and Assessment.COMMISSION REGULATION (EU) No 2015/1136 of 13 July 2015amending Implementing Regulation (EU) No 402/2013 on thecommon safety method for risk evaluation and assessment.

IEC PD 62580-2 Electronic railway equipment — On-board multimedia andtelematic subsystems for railways Part 2: Video surveillance/CCTVservices

LOC & PAS TSI COMMISSION REGULATION (EU) No 1302/2014 of 18 November2014 concerning a technical specification for interoperabilityrelating to the ‘rolling stock — locomotives and passenger rollingstock’ subsystem of the rail system in the European Union

ORR DCO Principles Railway Safety Principles on Driver Controlled Operation, Office ofRail and Road, 5 April 2017

RAIB reports Newcastle Central, 2013West Wickham, 2016Hayes and Harlington, 2016Bank, 2017

RIR Railways (Interoperability) Regulations 2011

ROGS Railways and Other Guided Transport Systems (Safety) Regulations2006



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